Caterpillar Marine US EPA Tier 4

Sales Presentation
3516 & C280-8/12
2014
> 2000 kW
2014 U.S. EPA T4 Interim Engine Ratings
3516
3516C HD Propulsion 2240 & 2350 bkW
3516C HD Diesel Electric Propulsion 2368 bkW(2250ekW)
3516C HD Auxiliary 2368 bkW(2250ekW)

C280-8
1000rpm Propulsion 2460 & 2710 bkW
900rpm Aux & Diesel Electric Propulsion 2300 & 2530 bkW

C280-12
1000rpm Propulsion 3700 & 4060 bkW
900rpm Aux & Diesel Electric Propulsion 3460 & 3800 bkW

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 3516 Engine System Changes for Tier 4 Interim
The 3516 EPA T4 Interim Engine design is the
same configuration as the 3516 EPA T3 Engine
with the following changes:

Wastegate
Changes to wastegate settings in order to provide
more engine backpressure capability for SCR. 6.7 kPa
customer allowance is maintained

Power Distribution
Addition of circuit breakers inside the power
distribution box for SCR

Rigid Rail Wiring

Rigid Rail Wiring changed to add connection for
engine to SCR harness.

Instrument Panel
Instrument Panel changed to add A5N2 module for
recording EPA fault codes for after treatment. A5N2 is
the replacement for the PL1000.

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 C280-8/12 Engine System Changes for Tier 4
Cylinder Pack
Reduced oil consumption PRL (piston, ring, and liner hone changes)
New combustion bowl w/ valve recesses in piston crown

Cylinder Heads
All (4) valves recessed 5mm (required for piston bowl)
Cooling jacket like 3618 to work w/ valve recess

Fuel Injectors
Carry over 900 & 1000rpm specific orifice sizes
Wider spray angle optimized for new comb bowl

Turbochargers
Napier NA297 carry over on 8/16cyl
Updated turbos on 12cyl (NA297)
Turbine nozzles resized for AT backpressure

Air System
Compressor bypass on propulsion ratings
Wastegate on higher Aux ratings

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 Disclaimer Statement

The information and dimensions provided in this presentation

are subject to change without notice.

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 SCR System Overview
SCR Module or CEM

Marine Specific Solution

No DPF Required
Urea In Cylinder PM Reduction
Compressed Air No Thermal Management
Electric Required
Dosing Cabinet

Urea Transfer Pump

Air Compressor Urea Tank *Images Shown

Not to Scale

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 Scope of Supply
3500
C280

Insulation by others
Piping by others
Interconnect wiring harness
(optional)
Bellows (optional)
Will use existing displays

Urea Transfer Pump

Dosing Cabinet (optional)

*Images Shown Not to Scale

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 3500 Package Design Features
Inlet Spool Integrated Mixing Tube
Rotatable to Less shipyard installed piping
allow svc access in Less space claim
409 Stainless multiple installations
Durable Flexible
Mounting Feature
Allows variety of attachment mounting hardware
to be employed to match installation requirements
0.45m (18) ANSI Inlet/ Outlet Flexible
Matches up to Customer
Piping commonly used today
Cost and Space

Outlet Spool
Rotate to allow access to sensors
Flexible

Catalyst Access Doors <70kg

Downstream of catalyst to
Serviceable Catalyst <25kg
avoid untreated Exh Leaks
Include bucket Handle to
Reliable
ease transportation in vessel
Easy to Service *Images Shown Not to Scale

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 3516C IMO III & EPA T4 Module
Exhaust
Inlet Exhaust Outlet
B
E
Exhaust Outlet

Z-Flow Configuration
U-Flow Configuration D
A
C D
A

Catalyst
Access Door

B 3516 Engine
Catalyst
Access Door A 5.85 ft / 1786 mm
B 5.8 ft / 1774 mm
C 6.9 ft / 2096 mm
D 9.5 ft / 2916 mm
E 3.7 ft / 1131 mm
Height 3.1 ft / 957 mm
E
L = 12.1 ft / 3700 mm
W = 7.2 ft / 2200 mm
H = 7.5 ft / 2280 mm Exhaust
A 5.85 ft / 1786 mm
B 5.8 ft / 1774 mm
Inlet
SCR Weight D 9.3 ft / 2840 mm
*Images Shown
2491 lbs / 1130 kg E 3.7 ft / 1131 mm Not to Scale
(w/Catalyst & Spool) Height 3.1 ft / 957 mm

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 C280 IMO III & EPA T4 Product Family

C280-8 C280-12
H 12.3 ft / 3762 mm H H 12.7 ft / 3869 mm
L 5.0 ft / 1506 mm L 6.0 ft / 1828 mm
W 5.3 ft / 1594 mm W 6.6 ft / 2000 mm
6600 lbs / 3000 kg 9800 lbs / 4500 kg

C280-8 Mixing Tube C280-12 Mixing Tube

L 10 ft / 3076 mm L 10 ft / 3076 mm
D 18 in / 514 mm D 20 in / 514 mm
L W

*Images Shown Not to Scale

L

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 Urea Dosing Cabinet
Designed as a complete system
Same look and feel across engine families
System parameters and alarms broadcast and
displayed on engine displays (J1939) CMPD/Auto
Maskin
Additional 40 meters of J1939 capability
2.0 ft / 0.6 m

~200 lbs / 91 kg
*Images Shown Not to Scale

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 3516 Dosing Cabinet Electrical Connections
Option
4m

6 m, 12 m or 18 m length harness

Cat Supplied
Vessel Urea Storage Tank Shipyard
& Transfer Pump

4m

AC Power
50Hz/60Hz *Images Shown Not to Scale

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 C280 Dosing Cabinet Electric Connections
Option

4 m jumper to terminal box

Plug /Open Wires

6 m, 12 m or 18 m length harness
Vessel Urea Storage Tank
& Transfer Pump

AC Power
50Hz/60Hz
*Images Shown Not to Scale

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 Orientation Examples

Horizontal
Hanging in Overhead Vertical
Below the Stack

Horizontal Horizontal
Deck Mount Mixing Pipe Down

*Images Shown Not to Scale

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Versatile Design

*Images Shown Not to Scale

Courtesy of:

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CEM mounted in vertical
position next to 3516
engine

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 Marine Product Catalog
Common Family Design

C175-16

3516

3512

C140

C140 3512 3516 C175-16 C175-20

8 Brick Module

12 Brick Module

16 Brick Module

20 Brick Module

24 Brick Module

*Images Shown Not to Scale

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Key Talking Points / Selling Points

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 Chemical Reaction

1 Injection of Urea into Exhaust Stream

2 Evaporation of Water Conversion of Urea to NH3

3 NOx reduction when ammonia contacts SCR catalyst

4 Output of harmless Nitrogen, N2

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 Which type of Urea do I have to use?
Technically it is called AUS - Aqueous Urea Solution
% is the concentration of ammonia to H2O
Safe and stable manner of transporting Urea
AUS 32
DEF, AdBlue, BlueDEF
12o F Freeze Point
AUS 40
Marine standard where available
32o F Freeze Point
25% more NH3 for same VOLUME
Less tank space required on vessel

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 How much urea will I consume? How big
should I size my urea tanks?
It all depends!
32.5% Urea or 40% Urea
Fixed or flexible Urea usage
Vessel range based on refueling without Urea available
Load Factors
Age and wear of catalyst

We will provide detailed TMI data with load specific consumption rates, by rating, to
allow calculation of Urea consumption

Estimated at 4% of total fuel burn when using 40% and 5% using 32.5%

Size should be so you never run out of Urea. Must report yourself to the US EPA
within 30 days if you run out. ECM will log.

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Why is there such a difference between 3500
and C280 system designs?
Engine back pressure capability
High backpressure designed into the 3516 allows for
more dense substrate to be used Approx
Allows more compact design of aftertreatment 5 mm
Higher backpressure does have a minor impact on fuel 3/16
consumption
Still maintain the same customer backpressure
allowance
3516
Aftermarket systems out there today do NOT offer this.
They are working within normal backpressure
allowances
US EPA dictates double life for C280 more substrate
required C280

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 How do you keep stack temperatures up to
allow aftertreatment to work?
This system does not have burners or heaters
This is not a DPF filter based system. No regen or heating.
Engine will control dosing based on load factor and exhaust temperature inlet to SCR
box
Spec on minimizing temperature drop from turbo outlet to SCR inlet. 10 C max
No additional concerns with low load operation due to aftertreatment, i.e. DEP
applications

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 How do you know when to change
elements? What is the service interval?
US EPA dictates minimum useful life of components
Category 1 10,000 hours or 10 years (Whichever Occurs First)
(C175 & smaller)

Category 2 20,000 hours or 10 years (Whichever Occurs First)

(C280)

Expect more life but how much depends on many factors including load factor, contamination,
oil consumption, etc.
Customer will see NOx conversion rates decline over time
More urea required for same load profile / operating hours / fuel burn
Working on finalizing recommendations

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 Can I just replace my muffler with the SCR
box? What is the sound reduction?
Unlikely, however it depends on individual sound reduction requirements.
Detailed data available for insertion loss
Low frequency not attenuated due to lack of volume
Design focused on minimized SCR volume
Investigated with architects but SCR volume and muffler volume were nearly additive. Not
attractive.

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 3516 Exhaust Sound Power

** Data collected on 2350 bkW @ 1800 rpm prop engine with Z flow design SCR

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3516 EPAT3 T4i Engine Out and CEM Out Sound Power

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 Insertion loss of 3516 SCR unit compared to
commercially available mufflers

30 dB gap at low
frequency
(compared to
hospital grade)
which is critical for
crew comfort

** Data collected on 2350 bkW @ 1800 rpm prop engine with U flow design
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SCR Value
Designed as a complete marine specific system
Features
Minimized SCR size
Optimized engine performance with increased engine backpressure capability
Optimized total FLUID consumption
Best BSFC and UREA consumption
Installation flexibility
Different flow configurations with multiple mounting options and multi-position spool piece
U or Z flow paths allow for changes of direction without the need for additional piping
Can mount vertical, horizontal, side, end (except C280 SCR)
Integrated mixing tube eliminates the need for piping straight length requirements and provides
greater installation flexibility
Modular concept and common components across product line
Same dosing cabinet, same wiring harness from engine to dosing cabinet and to SCR for all engines
Same catalyst elements for different engine sizes (except C280)
Similar SCR design for engines up to 3500
Utilizes existing marine displays Additional 40 meters of J1939 data cable for SCR system
Durable
Optimized O&O costs
Single source of supply
Supported by Cat Warranty and the global distribution and dealer network
Sea Trial and commissioning parameters supported by Cat Dealers (TMI/CAMPAR/SIS Web)

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 Why SCR was chosen for C280 Tier 4
1. SCR most robust long term emissions solution
- Ability to meet Tier 4 final with little or no changes from Tier 4 interim SCR solution
- AB&T credits available to bank Tier 4 interim until 2020+ for C280 marine family
- With EGR, highly likely the addition of a DPF will be required to meet Tier 4 final in 2016 increasing cost and reducing
fuel efficiency
- Allows for future ratings capability

2. SCR lowest O&O cost

- C280 Tier 4 interim w/ SCR has demonstrated better BSFC than Tier 2. Factoring in urea consumption, overall total
fluid consumption cost is only slightly higher than Tier 2.
- C280 with SCR 8% advantage in BSFC over EGR due to lower Tier 4 NOx limits
- EGR requires larger cooling capacity due to higher heat rejection
- SCR has lower predicted lifetime cost than EGR based on overall fuel cost and EGR component maintenance

3. SCR most efficient solution for turning off dosing (switchability)

- Commonality with Tier 2/IMO II core engine design
- Fuel sulfur capability with EGR
- EGR difficult to turn on and off requires conversion kit

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Medium Speed Tier 4 Competitive Comparison

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Thank You !

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