Attention: TDR Forum Junkies Here is the article... sorry, did not have a link... long:
Impeccable Timing
Farm Journal, March 2004 Issue.
To comply with tough emmission standards, tractor makers
are using smarter engines with a knack for timing. John
Deere, Case IH, New Holland, McCormick and others
recently rolled out tractors with sophisticated electronics
that surpass new engine emmissions criteria. The electronic
systems provide the ultimate in flexibility and accuracy
for injection pressure and timing. The tighter control
is vital in cutting nitrous oxide and particulates in
addition to helping maintain fuel efficiency.
The new power plants not only meet the Tier 2 requirements
but also boost horspower, provide tremendous power bulge
and supply the opportunity to adjust the machine's torque
and power to suit the task at hand. On top of that, the
smart engines self-diagnose problems and often prevent
expensive break-downs. The same intelligent CAN-Bus
network makes it possible to link the engine and
transmission for greater operational efficiency.
That's the good news. The bad news is that the new-
style engines are more expensive than the ones they
replace. They also sometimes drink more fuel. Here
we take a brief look at the different electronic
engine approaches taken by John Deere and Cummins
(used on the McCormick MTX 200).
John Deere claims bragging rights as the first tractor
manufacturer to offer four-valve, common-rail engine
technology. First seen on the 10. 5-liter and 12. 5-
liter power units on the 9000 Series tractors, this
technology is now on the 6020 Series tractors above
100 hp, 7010 Series and the 8020 Series.
The common-rail system dispenses with any form of
fuel injection pump and instead uses a pump to supply
fuel at an extremely high pressure (18,855 psi) to a
common rail. The rail is a distribution manifold
with individual fuel lines connected to each of the
injection nozzles.
The system is controlled by electronics. The injectors
act like mini individual fuel-injection pumps located
above each cylinder. The solenoid attached to each unit
is operated by the key electronic system that controls
when and for how long each little solenoid opens
allowing the injector to deliever the fuel. The
solenoid is like a gate valve, opening and shutting
off the fuel supply from the high-pressure common rail.
On top of each outlet, between the common rail and the
fuel lines, is a fuel flow limiter. this potects the
engine by detecting any pressure differential. If an
injector jams open, the pressure falls and the limiter
immediately shuts off the flow from the rail. This is
critical because if any fuel continued to pour into
the cylinder, the engine would blow up. A main pressure
transducer in the common rail maintains the system
pressure, and a relief valve on the other end provides
load protection.
One of the main advantages is that the system is
relatively simple. The throttle is connected
electronically, and there is no mechanical governor or
linkage. The fuel pump is responsible for creating
system pressure; its job is not complicated by also
having to distribute the fuel. Life, in effect, is
kept simple.
Electronics monitor a diverse range of engine parameters.
The fuel is injected in optimal operating conditions,
and the electronics determine fuel pressure, when the
injector opens, how long it stays open, and when it
should close.
It does this with a reference to coolant temperature,
engine air temperature, fuel pressure, throttle
position and crankshaft position. This results in
higher horsepower and the ability to shape torque
curves to match the job.
The electronic control unit also can produce better
torque traits, resulting in up to 50% torque backup
on some models. Maximum torque also is generated at
much lower engine revs than before, which improves
lugging and reduces fuel consumption.
The electronic controls play a vital role in
maintaining performance by carrying out complicated
tasks. To keep down emissions, the engines need cold
air-hence, the turbo chargers, intercoolers, and four
valves per cylinder. The fuel needs to be injected
much closer to the top dead center than before,
resulting in a power loss (the fuel cannot burn as
long as before). To counteract this, more diesel fuel
is injected later, which causes fuel consumption to
rise.
To return consumption to a reasonable level, the
engines are designed to put out maximum power an torque
at much lower speeds. running at 1,700 rpm, for
example, requires less fuel than at 2,200 rpm.
Moreover, the electronic systems also set fuel delivery
to match the engine operating conditions and ambient
air temperatures.
The Cummins' QSB5. 9 engine is based on the Cummins B5. 9
mechanical engine that had a maximum power rating of
about 210 hp. With the addition of the company's
Quantum System (QS) electronic control, available power
now rises to 275 hp from the same displacement. The
QS six-cylinder engine employs 24 valves, injectors
centered over the pistons, and air-to-air aftercooling
as well as wastegated turbocharging. These are all
seen as essential elements in the quest to reduce
emissions and improve overall engine performance.
Meeting Tier 2 emission levels, however, also requires
tight control of fuel-injection timing and quality.
To achieve this, Cummins uses the Bosch VP44 radial
piston pump with an electronic control unit to deliver
the fuel. Unlike other tractor makers, Cummins
combines the pump with its own electronic control
module. This is the same system used on larger
engines from 11 liters to 78 liters.
The VP44 pump controls the fuel injection process,
while the electronic control module constantly monitors
engine performance and provides full authority control.
The sensors throughout the new engine supply
information on coolant temperature, engine oil
pressure, intake manifold temperature and pressure,
engine speed and engine position.
Information from the tractor, including forward speed
and coolant level, also is supplied to electronic
control module.
In addition to higher maximum horsepower, with a
power bulge built into the performance curves. For
example, the QSB5. 9-142 develops a rated power of
190 hp at 2,500 rpm but goes to produce peak power
of 200 hp at 2,300 rpm. So if the engine revs fall
back as a result of an increased load, the engine
responds by producing more power.
As with any John Deere, torque curves can be shaped
to match individual applications. Electronic
control not only produces higher torque, it also
lets maximum torque come in at lower engine
revolutions per minute.
There are also those running costs to consider.
Cummins claims that its fuel use on an electronic
engine is about 5% less than the mechanical
equivalent. Engine service intervals also can
be extended because of the improved conbustion;
this means there is less unburned fuel in the oil.
Extensive use of sensors helps protect the engine
from serious damage. If the electronic engine
management system detects a problem, it automatically
derates the horsepower to minimize the damage.
But, for safety reasons, it won't shut the engine
down entirely.
If a fault occurs, the system displays an error
code on a screen in the cab, assisting with the
problem tracing. Electronic management also
means that diagnostics can be carried out quickly
and easily using Cummins' Insite software on a
laptop computer. How is that for timing?FJ
Impeccable Timing
Farm Journal, March 2004 Issue.
To comply with tough emmission standards, tractor makers
are using smarter engines with a knack for timing. John
Deere, Case IH, New Holland, McCormick and others
recently rolled out tractors with sophisticated electronics
that surpass new engine emmissions criteria. The electronic
systems provide the ultimate in flexibility and accuracy
for injection pressure and timing. The tighter control
is vital in cutting nitrous oxide and particulates in
addition to helping maintain fuel efficiency.
The new power plants not only meet the Tier 2 requirements
but also boost horspower, provide tremendous power bulge
and supply the opportunity to adjust the machine's torque
and power to suit the task at hand. On top of that, the
smart engines self-diagnose problems and often prevent
expensive break-downs. The same intelligent CAN-Bus
network makes it possible to link the engine and
transmission for greater operational efficiency.
That's the good news. The bad news is that the new-
style engines are more expensive than the ones they
replace. They also sometimes drink more fuel. Here
we take a brief look at the different electronic
engine approaches taken by John Deere and Cummins
(used on the McCormick MTX 200).
John Deere claims bragging rights as the first tractor
manufacturer to offer four-valve, common-rail engine
technology. First seen on the 10. 5-liter and 12. 5-
liter power units on the 9000 Series tractors, this
technology is now on the 6020 Series tractors above
100 hp, 7010 Series and the 8020 Series.
The common-rail system dispenses with any form of
fuel injection pump and instead uses a pump to supply
fuel at an extremely high pressure (18,855 psi) to a
common rail. The rail is a distribution manifold
with individual fuel lines connected to each of the
injection nozzles.
The system is controlled by electronics. The injectors
act like mini individual fuel-injection pumps located
above each cylinder. The solenoid attached to each unit
is operated by the key electronic system that controls
when and for how long each little solenoid opens
allowing the injector to deliever the fuel. The
solenoid is like a gate valve, opening and shutting
off the fuel supply from the high-pressure common rail.
On top of each outlet, between the common rail and the
fuel lines, is a fuel flow limiter. this potects the
engine by detecting any pressure differential. If an
injector jams open, the pressure falls and the limiter
immediately shuts off the flow from the rail. This is
critical because if any fuel continued to pour into
the cylinder, the engine would blow up. A main pressure
transducer in the common rail maintains the system
pressure, and a relief valve on the other end provides
load protection.
One of the main advantages is that the system is
relatively simple. The throttle is connected
electronically, and there is no mechanical governor or
linkage. The fuel pump is responsible for creating
system pressure; its job is not complicated by also
having to distribute the fuel. Life, in effect, is
kept simple.
Electronics monitor a diverse range of engine parameters.
The fuel is injected in optimal operating conditions,
and the electronics determine fuel pressure, when the
injector opens, how long it stays open, and when it
should close.
It does this with a reference to coolant temperature,
engine air temperature, fuel pressure, throttle
position and crankshaft position. This results in
higher horsepower and the ability to shape torque
curves to match the job.
The electronic control unit also can produce better
torque traits, resulting in up to 50% torque backup
on some models. Maximum torque also is generated at
much lower engine revs than before, which improves
lugging and reduces fuel consumption.
The electronic controls play a vital role in
maintaining performance by carrying out complicated
tasks. To keep down emissions, the engines need cold
air-hence, the turbo chargers, intercoolers, and four
valves per cylinder. The fuel needs to be injected
much closer to the top dead center than before,
resulting in a power loss (the fuel cannot burn as
long as before). To counteract this, more diesel fuel
is injected later, which causes fuel consumption to
rise.
To return consumption to a reasonable level, the
engines are designed to put out maximum power an torque
at much lower speeds. running at 1,700 rpm, for
example, requires less fuel than at 2,200 rpm.
Moreover, the electronic systems also set fuel delivery
to match the engine operating conditions and ambient
air temperatures.
The Cummins' QSB5. 9 engine is based on the Cummins B5. 9
mechanical engine that had a maximum power rating of
about 210 hp. With the addition of the company's
Quantum System (QS) electronic control, available power
now rises to 275 hp from the same displacement. The
QS six-cylinder engine employs 24 valves, injectors
centered over the pistons, and air-to-air aftercooling
as well as wastegated turbocharging. These are all
seen as essential elements in the quest to reduce
emissions and improve overall engine performance.
Meeting Tier 2 emission levels, however, also requires
tight control of fuel-injection timing and quality.
To achieve this, Cummins uses the Bosch VP44 radial
piston pump with an electronic control unit to deliver
the fuel. Unlike other tractor makers, Cummins
combines the pump with its own electronic control
module. This is the same system used on larger
engines from 11 liters to 78 liters.
The VP44 pump controls the fuel injection process,
while the electronic control module constantly monitors
engine performance and provides full authority control.
The sensors throughout the new engine supply
information on coolant temperature, engine oil
pressure, intake manifold temperature and pressure,
engine speed and engine position.
Information from the tractor, including forward speed
and coolant level, also is supplied to electronic
control module.
In addition to higher maximum horsepower, with a
power bulge built into the performance curves. For
example, the QSB5. 9-142 develops a rated power of
190 hp at 2,500 rpm but goes to produce peak power
of 200 hp at 2,300 rpm. So if the engine revs fall
back as a result of an increased load, the engine
responds by producing more power.
As with any John Deere, torque curves can be shaped
to match individual applications. Electronic
control not only produces higher torque, it also
lets maximum torque come in at lower engine
revolutions per minute.
There are also those running costs to consider.
Cummins claims that its fuel use on an electronic
engine is about 5% less than the mechanical
equivalent. Engine service intervals also can
be extended because of the improved conbustion;
this means there is less unburned fuel in the oil.
Extensive use of sensors helps protect the engine
from serious damage. If the electronic engine
management system detects a problem, it automatically
derates the horsepower to minimize the damage.
But, for safety reasons, it won't shut the engine
down entirely.
If a fault occurs, the system displays an error
code on a screen in the cab, assisting with the
problem tracing. Electronic management also
means that diagnostics can be carried out quickly
and easily using Cummins' Insite software on a
laptop computer. How is that for timing?FJ
Cold starting ability of these newer engines is amazing. Can start them at 0* without ether or being plugged in. Try not to do that very often. Can't always be avoided though. 
