- PM Particulate Matter
- HC Unburnt Hydrocarbons
- NOx Nitrogen Oxides
- CO Carbon Monoxide
- N2 Nitrogen
- CO2 Carbon Dioxide
*AdBlue® / DEF = CO(NH2)2 + H2O
TIER 4 FINAL SOLUTION
FPT Industrial engines for medium / heavy agricultural and construction equipment (power rating >76 hp) achieve Stage IV / Tier 4 Final emission levels with our exclusive, patented HI-eSCR system.
Thanks to continuous R&D, we have enhanced SCR technology (Selective Catalyst Reduction), that transforms NOx into nitrogen (N2) and water (H2O) by injecting Urea in the exhaust pipe. This allowed us to develop a no-EGR solution, based on optimized combustion and very high NOx-conversion efficiency (95-98% versus 80-85% of competitors' average).
Patented HI-eSCR features include an exclusive Urea dosing control system (based on a network of integrated sensors that monitor any excess in NOx and Ammonia) and a thermally-insulated high-turbulence mixer, that allow homogeneous urea hydrolysis and full emission compliance.
NOx abatement is provided by SCR only. This ensures more simplicity, no additional encumbrance, less energy dispersion and easier servicing. Optimized temperature in the combustion chamber reduces fuel consumption and particulate generation, so lowering emissions without efficiency loss. Excellent transient response also maximizes productivity.
HI-eSCR is a maintenance-free, "fit&forget" solution that provides top-class vehicle uptime. Low PM rate makes DPF unnecessary, and this widens engine application range – since it eliminates active regeneration temperature peaks and the consequent danger of fire. Low wear and long maintenance intervals (up to 600 hours, depending on mission) also reduce operating costs.
HI-eSCR is a breakthrough FPT Industrial technology (based on more than 10 years experience in the SCR field) whose reliability is demonstrated by over 650,000 units produced to date. The absence of DPF makes the system simple, also minimizing technical stops and improving durability.
No EGR and no DPF mean reduced after-treatment system size, no increase in cooling requirements and low impact on vehicle architecture. This allows the use of existing body-in-whites (with considerable cost savings) and makes engine installation and maintenance easier.