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MTU

EU Stage V: Ready for the future. Now!

The efficiency and emission levels of our engines in industrial applications have now reached a stage that years ago seemed unattainable. The credit is due to the use of innovative technologies, including both internal engine enhancements and exhaust aftertreatment. The ability to meet new emission requirements when moving up to a more stringent exhaust gas standard requires more than just knowing how an engine ticks. Our approach is to successfully integrate the entire powertrain – this ensures that our drive systems deliver more. And consume less fuel. For a long, long time.

Off-Highway Emissions Evolution


97.8% reduction in soot emissions over 19 years
The increasingly stringent emissions limits are fast approaching the ideal ‘zero emissions’ target for diesel engines. The statistics speak for themselves: Over the course of 19 years, EU emissions Stages have been tightened four times and EPA Tier regulations have been created to govern industrial engines. EU Stage V will be the fith time since Stage I (1996) that emissions limits have been tightened representing a cut of more than 94% in nitrogen oxides. At 97.8%, reductions in soot particulate emissions have been even greater.

Although nitrogen limits will remain at current levels, targets for soot particle emissions will be drastically reduced – by 40%, from 25 mg/kWh to 15.mg/kWh. For the first time, regulations will also be introduced to limit soot emissions not only in line with volume but also on the basis of the number of particles discharged (i.e. 9 x 1011 particles/kWh). This can only be achieved by using a diesel particulate filter.

  • Technologies for emission reduction

    Perfectly tuned key technologies enable MTU to comply with current and future emissions standards and reduce fuel consumption at the same time. As a systems supplier, MTU also ensures that all system components interact perfectly for smooth operation.

  • Exhaust gas aftertreatment with combined SCR and DPF Box for Series 1000

    Selective catalytic reduction (SCR):

    During the selective catalytic reduction an aqueous urea solution is injected into the exhaust system, where it immediately reacts to form ammonia. This chemical combination causes in the SCR catalyst the conversion of the harmful nitrogen oxides into harmless nitrogen, carbon dioxide and water vapor.

    Diesel particulate filter (DPF):

    A diesel particulate filter removes soot particles from the exhaust gas that are produced during the combustion process that takes place in the engine. This is done by directing the exhaust gas through the so-called filter substrate, a fine pore ceramic structure with porous walls inside the filter which reduces soot emissions to an absolute minimum.

    Benefits One-Box Solution (Series 1000):

    • Combined „all-in-one“ box with SCR, DPF and intergrated dosing unit
    • Proven product features for profitable use while meeting the emission limits for EU Stage V
  • Exhaust gas aftertreatment with combined SCR and DPF Box for Series 1100, 1300, 1500

    Selective catalytic reduction (SCR):

    SCR catalyst causes the conversion of the harmful nitrogen oxides into harmless air constituents.

    During the selective catalytic reduction an aqueous urea solution is injected into the exhaust system, where it immediately reacts to form ammonia. This chemical combination causes in the SCR catalyst the conversion of the harmful nitrogen oxides into harmless nitrogen, carbon dioxide and water vapor.

    Diesel particulate filter (DPF):

    Removes soot particles from the exhaust gas.

    A diesel particulate filter removes soot particles from the exhaust gas that are produced during the combustion process that takes place in the engine. This is done by directing the exhaust gas through the so-called filter substrate, a fine pore ceramic structure with porous walls inside the filter which reduces soot emissions to an absolute minimum.

    Benefit One-Box Solution (Series 1100, 1300, 1500):

    • Combined „all-in-one“ box with SCR, DPF and intergrated dosing unit
    • Compact design comparable with the EU Stage IV solution with integrated DPF
    • Proven product features for profitable use while meeting the emission limits for EU Stage V.
  • Internal emission reduction with
cooled exhaust gas recirculation (EGR)

    Exhaust gas recirculation (EGR):

    Part of the exhaust gas is cooled and mixed with the charge air. The maximum temperature of combustion is lowered, producing fewer nitric oxides.
    With exhaust gas recirculation, the amount of nitrogen oxide can be significantly reduced using internal emission technology alone, resulting in a positive impact on the overall system consumption (fuel and urea).

    Your benefit:

    Excellent product characteristics for profitable use while meeting current legislative emissions requirements at the same time.

  • Internal emission reduction with
common rail fuel injection

    Common rail fuel injection

    Fuel is injected into the combustion chamber from a common rail under high pressure. The electronic control system ensures that the start of injection, the quantity and time are independent of the engine speed.

    Your benefit:

    With common rail fuel injection, the combustion process can be optimized to achieve low pollutant levels combined with lower fuel consumption.

  • Internal emission reduction with
 single-stage turbocharging

    Single-stage turbocharging:

    In the case of single-stage turbocharging, the boost pressure for the entire range of engine speeds and loads is generated by a single turbocharger. The performance of an internal combustion engine can be increased by adding turbocharging. A turbocharger compresses the air so that more oxygen flows into the combustion chamber. In this way, more fuel is burned and the power output of the engine increases accordingly. The turbocharger is driven by exhaust gas, which makes turbocharged diesel engines very efficient.

    Turbo compound Series 1500

    On Series 1500 engines, a turbo compound unit increases the engine efficiency by transforming the thermal energy which is contained in the exhaust gas flow downstream of the exhaust turbocharger into mechanical energy and transferring the resulting torque to the crankshaft.

    Your benefit:

    Outstanding transient behaviour and high torque and low rpm.

  • Internal emission reduction with two-stage turbocharging

    Two-stage turbocharging

    In the case of regulated two-stage turbocharging, two  turbochargers are connected in series. In the system configuration employed by MTU, the exhaust flow from the cylinders is split so that part of it passes through the high-pressure (HP) turbine and the rest is diverted through a bypass by a controllable wastegate valve. The entire mass flow then flows through the low-pressure turbine (LP).The performance of an internal combustion engine can be increased by adding turbocharging. A turbocharger compresses the air so that more oxygen flows into the combustion chamber. In this way, more fuel is burned and the power output of the engine increases accordingly.The turbocharger is driven by exhaust gas, which makes turbocharged diesel engines very efficient.

    In the system configuration employed by MTU, the exhaust flow from the cylinders is split so that part of it passes through the high-pressure (HP) turbine and the rest is diverted through a bypass by a controllable wastegate valve. The entire mass flow then flows through the low-pressure turbine (LP).

    Your benefit:

    Excellent transient behaviour and high torque at low rpm.

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