Perkins 1200 series Tier 4 Interim engines have two turbochargers as indicated by red and blue arrows for fast operator response, increased power and torque and reduced fuel consumption.

PERKINS

A three-year head start in the emissions game has given Perkins time to explore and develop a wide range of Tier 4 technology.

By Tom Jackson

For most medium and large horsepower bands the new diesel emissions regulations kick in starting in 2011 and 2012, and the factories are tooling up the new designs as we speak.

But 2008 was the watershed year for manufacturers with smaller engines in their lineup, including Perkins. That was the year all engines 25 to 74 horsepower had to meet Tier 4 Interim and engines smaller than 25 horsepower had to meet Tier 4 Final standards.

Perkins offers engines from as small as 12 horsepower to as big as 300 horsepower. And since 2008 the company has produced more than 200,000 engines meeting the Tier 4 Interim standard under 75 horsepower and Tier 4 Final regulations for engines less than 25 horsepower. With that early experience under its belt, Perkins found that the emissions regulations were best addressed by using a variety of solutions that took into account not just horsepower, but cost, complexity and customer needs.

Collaboration brings benefits

As an engine-only manufacturer, Perkins had to satisfy the needs of its hundreds of OEM customers and their thousands of different application requirements. A tall order, which was met by inviting their customers into the design process early in a series of what the company called “technology integration workshops.”

Perkins hosted its first integration workshop with customers back in 2007. The main focus of the workshops was to be able to find room for the exhaust after treatment technology and increase performance standards in addition to making everything fit in the same footprint as previous engines.

Perkins also used the process as an opportunity to rethink all the aspects of their engines, not just exhaust emissions. “A lot of the changes were around customer issues, things like quality, reliability, performance and fuel economy,” says Allister Dennis, marketing manager, at Perkins. “We also looked at introducing biodiesel capability and make sure it’s acceptable for the life of the engine. We got to B20 with no impact on quality or reliability.”

Simple NOx control

To get NOx (oxides of nitrogen) levels down in bigger engines is a challenge, but for the smaller horsepower bands and 2008 regulations Perkins used a simpler solution. “We just changed the phasing of the valve actuation and timing to retain just a bit of the exhaust gas in the cylinder,” says Dennis.

It’s a less complex solution than EGR (exhaust gas recirculation) but based on the same principles. “NOx is nitrogen and oxygen combined,” Dennis says. “The less oxygen you put in the cylinder to start, the less NOx you create.”

By reducing the volume of gas exiting through exhaust valve it allows enough low-oxygen exhaust to linger in the cylinder and cuts NOx levels. In bigger engines the exhaust gas is captured and recirculated back into the intake air – equally effective, but it requires additional plumbing to route the gasses back into the engine and adds componentry.

Perkins also stayed with mechanical fuel injection for its Tier 4 Interim engines under 75 horsepower. Mechanical fuel systems are less expensive than electronic fuel injection and according to Dennis, more fuel tolerant – meaning they are less likely to be fouled by contamination and more forgiving when using biodiesel or jet fuels at airports.

Many applications call for electronic fuel injection, however, and Perkins offers this as an option in the smaller horsepower ranges. “Sometimes you may want to control the engine remotely, such as an aerial lift, and there it makes sense to use electronics,” Dennis says. “But for applications like a compressor that sits there all day just doing its work we stick with mechanical control.”

Bigger engines, more technology

From 75 horsepower and up Perkins is deploying electronic controls, high pressure common rail fuel injection and DPF (diesel particulate filter) and DOC (diesel oxidation catalyst), Dennis says. It also uses Perkins’ ‘NOx reduction system’ (a form of EGR).

When the company was evaluating the merits of different technologies it discovered it could meet the emissions regulations with a DOC and muffler only and not a DPF. But it chose the DPF route because a DOC-only arrangement limited the engines’ transient response, fuel economy and power density, whereas the DPF gives a low cost of ownership and integrates well into a variety of applications. “We weren’t satisfied our four cylinder could deliver 174 horsepower with just a DOC,” Dennis says, “while giving the level of performance and fuel economy our customers wanted.”

Cleaning out soot

DPFs accumulate small amounts of soot over time, which has to be burned out of the unit by hot exhaust gas. This happens naturally anytime the exhaust temperatures exceed 482 degrees Fahrenheit aided by a catalyst of precious metal in the filter. Perkins calls this process low-temperature regeneration.

On engines that idle much of the time, or in extremely cold temperatures or on engines bigger than 174 horsepower, low temperature generation may not be sufficient. So Perkins supplements the low temperature regeneration with a high-temperature system – either a mechanical device that momentarily boosts the heat in the cylinder or a burner that heats the exhaust gas to more than 1,112 degrees Fahrenheit, directly oxidizing the soot.

DPFs also collect ash over time, which needs to be cleaned out by removing the unit and vacuuming out the debris. The EPA requires that the first ash service should come no sooner than 3,000 hours for engines less than 175 horsepower and 4,500 hours for engines above that. Perkins has been able to avoid ash clean out completely for some of its engine range, providing further low cost of ownership.

Cooling not a problem

One thing that didn’t change much at all was the size of the cooling packages. EGR engines tend to reject more heat but Dennis says Perkins found coolant temperatures were in most cases increasing only by single digit percentages.

The diesel particulate filter traps soot on the porous ceramic filter material, leaving exhaust gasses clean.

Likewise with the charge air coolers. “We were pleased to find that we weren’t putting more heat into the engine,” he says. “In the balance our cooling packages are not going to be particularly bigger and many OEMs may find their existing cooling package is fine. That’s working out well.”

Choices change performance

Perkins established three goals it wanted to achieve when it settled on its Tier 4 Interim and Final technology solutions: increase power density, improve fuel economy, and ramp up the transient response and load acceptance.

Power density was critical to create smaller engines with equal or better performance than their predecessor. This ensures there would be plenty of room for exhaust after treatment systems, including the technology for Tier 4 Final regulations in mid-decade. The 850 Series engine is getting up to 40 percent more power than its predecessor; the 4.4-liter 1204 engine gets 30 percent more power and the 1206 gets 10 to 15 percent more, Dennis says.

When you get more power from a smaller engine, fuel economy goes up. This is important to OEM customers who want to sell low cost of ownership machines. But also, if the next regulatory regime after Tier 4 Final becomes the regulation of carbon dioxide emissions, then fuel economy will play an increasingly important role.

To get the transient response they needed, Perkins went to a twin turbo configuration in the 1204 series engines above about 140 horsepower and above 175 horsepower on the 1206. “With the twin turbos, the small one gives you really quick response at low speed and then the larger turbo gets you the power at the top end,” Dennis says. This improves the engine’s ability to respond quickly when a load is put on it and keeps productivity high.

A look ahead

Perkins is now beginning to talk to its customers about how to best handle the Tier 4 Final technology. SCR is a likely technology for the company, but precise technology combinations are still to be confirmed.

The Tier 4 exhaust aftertreatment system is configured so as not to significantly alter the size or shape of the machine’s sheet metal or interfere with operator sightlines.

“We’ve already been working with our customers to reserve space for any SCR after treatment system,” Dennis says. “We’ve got a pretty good head start there and we are now working our Tier 4 Final customer conversations to optimize our solution and our customers’ installation at Tier 4 Final above 75 horsepower, which starts in 2014. This is an exciting time for the industry and Perkins is enjoying the challenge.” EW

Stanley County, South Dakota, has been added to the federal disaster declaration originally signed on May 13, 2011, the Federal Emergency Management Agency (FEMA) announced on June 7. In addition, FEMA direct federal assistance is available to Clay, Union and Yankton counties.

In total, 32 South Dakota counties are now eligible for FEMA Public Assistance.

“This will allow FEMA to provide vital resources to the communities faced with serious flooding along the Missouri River.” said Federal Coordinating Officer Mark Neveau. Added Director of South Dakota Office of Emergency Management Kristi Turman: “Making this federal assistance available to these counties will help greatly their efforts to protect their communities and citizens from flooding that has reached record levels in South Dakota.”

FEMA Public Assistance was originally made available to governments and certain private nonprofit agencies in the following South Dakota counties: Aurora, Beadle, Brookings, Brown, Buffalo, Clark, Codington, Day, Edmunds, Faulk, Grant, Hamlin, Hand, Hughes, Hyde, Jackson, Jerauld, Kingsbury, Lake, Marshall, Miner, Moody, Perkins, Potter, Roberts, Sanborn, Spink, and Sully.

Under FEMA’s Public Assistance program, FEMA funds at least 75 percent of the cost of eligible work by governments and certain private nonprofits. The State of South Dakota will contribute an additional 10 percent for the cost of eligible projects. In addition, Federal funding is available on a cost-sharing basis for hazard mitigation efforts in all counties in the State.

FEMA’s mission is to support our citizens and first responders to ensure that as a nation we work together to build, sustain, and improve our capability to prepare for, protect against, respond to, recover from, and mitigate all hazards.

Starting in 2013, Caterpillar subsidiary Perkins will manufacture 4000 Series engines at a new plant to be built in India.

Initially, the facility to be located in Shendra industrial area in Aurangabad will turn out up to 3,000 engines per year, says Perkins, adding that capabilities for future expansion can increase output to 5,000 units. The workforce will grow from 60 employees this year to approximately 450 when production begins.

In line with the Perkins strategy of manufacturing closer to its customers, the India plant will serve a growing demand to power diesel- and gas-powered generators in Asian markets, the engine maker says. The move to build there follows parent company Caterpillar’s decision to invest $150 million in the new plant.

“We have been working with a number of OEMs here for many years, and now we have the chance to develop that relationship,” says Richard Cotterell, Perkins general manager, large engines. “The 4000 Series is a proven range of powerful engines, and coupled with the Perkins brand, which is well known and respected, there is strong demand from our Asian customers for this product. The new facility will allow us to better meet the demand for the engine from the Asian markets by shortening lead times.”

The 4000 Series is a range of 6-, 8-, 12- and 16-cylinder diesel and spark-ignited-gas engines. The latest introduction, the 4016-61TRG model producing up to 2,680 horsepower for standby applications, is the most powerful unit ever produced by Perkins.

The United Kingdom home facility of Perkins will concentrate on supplying 4000 Series customers in Europe, the Middle East, Africa and South America. A company plant in Griffin, Georgia produces the smaller 400 Series engines.

Maintenance is necessary on any diesel engine, but the less, the better for the owner. To that end, Perkins has developed a range of four cylinder power plants that do not need a diesel particulate filter (DPF) to meet Tier 4 Final emissions regulations that go into effect in 2014.

With their four-cylinder design and 4.4 liters of displacement the Perkins 1204F series of engines offers two versions, single or twin turbo. The single turbo models (1204F-E44TA) put out 147 horsepower, while the twin turbo design (1204F-E44TTA) ups that to 175 horsepower. The single turbos deliver improved fuel economy, power and torque. The twin turbochargers are mounted in series for extra power density, low speed torque and faster transient response.

The component that eliminates the need for a DPF in both 1204F models is a diesel oxidation catalyst/selective catalytic reduction (DOC/SCR) module. This module is smaller than a DPF- based system would be, reducing the size of the engine and maintaining a compact profile. It also eliminates the need for in-use regeneration, since the particulate emissions are prevented in the combustion process.

The DOC in the module strips out hydrocarbons and particulates. It connects to an injector and mixing tube where the SCR goes to work spraying the exhaust gases with a urea-based diesel exhaust fluid (DEF) which reduces the NOx levels by more than 90 percent before it exits the exhaust pipe.

Compact in size, the DOC/SCR system is ideally suited for smaller machines such as backhoes, telehandlers, forklifts and mid-sized excavators, says Daniel Clayton, Perkins Tier 4 product marketing manager. For customers who might be weighing the difference between the twin turbo 1204F-E44TTA and a six-cylinder engine, Perkins also offers a service-free DOC/DPF/SCR aftertreatment option. This setup allows the engine to come closer to the transient performance of a six-cylinder engine while still yielding some space savings.

If you reduce NOx in cylinder, you sacrifice some fuel efficiency. But to reduce NOx with the SCR, you use diesel exhaust fluid (which costs roughly about the same as diesel fuel). Perkins “optimizes” its SCR delivery systems to give you the best balance of emissions reductions and DEF usage, Clayton says.

In keeping with the maintenance-free goals of the DOC/SCR system, the DPF module mentioned above is also maintenance free up to the normal core engine overhaul point.

The chart below shows where the various emissions control strategies appear in the Perkins Tier 4 Final lineup, with a DOC/DPF predominating in the sub-74 horsepower categories, and the various combinations of SCR technology taking over from 75 horsepower and up.

Tier 4 Interim

The less stringent Tier 4 Interim emissions regulations came into effect for many categories of engines the beginning of this year. Perkins strategies for these don’t include SCR components, but rather meet the regs with a combination of DOC/DPFs and NOx reduction systems.

The NOx reduction system is an external exhaust gas recirculation system. Paired with the DPF, the NOx reduction system meets Tier Interim regs while delivering high transient performance and fuel consumption reductions, says Clayton.

The DPF on the 1206E-E66TA and 1204E models uses passive regeneration which is transparent to the operator and is service free for the life of the engine, says Clayton.

What’s the deal with DPF’s?

Diesel particulate filters are used in a variety of Tier 4 Interim and Tier 4 Final engines to reduce hydrocarbons and soot in the exhaust. However some DPFs eventually have to be removed and cleaned or replaced once un-burnable ash collects inside and reduces backpressure.

This is particularly true in larger horsepower engines. The EPA requires engine makers to design DPFs that last at least 4,500 hours (above 174 horsepower) and 3,000 hours (below 174 horsepower). So it has become a goal for some engine manufacturers to design engines with service-free DPFs, thus eliminating this maintenance interval.

Accompanied by what Terex says are noticeable boosts in torque, climbing and digging, the company’s new TLB840 backhoe features a Tier 4 interim-compliant Perkins engine and is now available in North America.

A 94-horsepower Perkins 1204E-E44TA engine powers the TLB840. The engine includes a Diesel Particulate Filter and allows for auto-idle. Terex says the engine has a 10,000-hour service life. A 4-speed servo power synchro transmission is an option with automatic shifting.

Terex reports that the TLB840 offers higher torque in the range of 14.6 to 36.9 pound-feet. The backhoe also features a slew system pushing high torque for easier backfilling and slewing uphill. When it comes to trenching, the TLB840 boasts 7,958 pounds of dipper tearout and 11,892 pounds of bucket tearout forces.

The TLB840 features a curved boom design for both the ability to move closer to trucks being loaded and greater clearance in reaching over obstacles. The backhoe has a dig depth of 14 feet, 9 inches and can be extended to 18 feet, 1 inch. It has a reach of 18 feet, 9 inches that can be extended to 21 feet, 11 inches.

The machine features a loading height of 11 feet, 3 inches and a loader lift capacity of 7,291 pounds. The bucket capacity is 1.32 cubic yards an 10,485 pounds of bucket breakout force.

Other features include the “return to dig” button, a self-leveling feature and hydraulic unload button.

Tackle congested jobsites with Terex’s PT-75 compact track loader, featuring a 70-inch machine width for maneuverability in narrow spaces.

The CTL’s four-cylinder, turbocharged Perkins 804C-33T diesel engine delivers 71 horsepower and has 178.5 foot-pounds of peak torque. The machine boasts a 6,200-pound tipping load, 3,100-pound operating capacity at 50-percent tipping load and lift height of 125 inches.

The PT-75 has load sensing low flow auxiliary hydraulics from 0 to 17.4 gpm, with high flow capability of 30 gpm at 3,000 psi. An optional two-speed hydrostatic system enables operators to select low for high torque, or high for fast travel speeds.

A suspended undercarriage features independent torsion axles that allow the bogie wheels to flex, eliminating vibration and shock for a smoother ride.

Welcome to the Dealer News Roundup, your one-stop shop for all the moves going on inside the heavy equipment distributor industry. We post a new edition just about every week with news on hires, promotions, new locations and expansions. Check back for a new edition each week.

Bobcat introduces new dealer in Arden, North Carolina

Bobcat continues to expand its dealer network with the addition of Acme Operations’ Bobcat of Asheville. They have joined the network as an authorized sales, service, parts and rental provider of Bobcat equipment. The dealership is located in Arden, North Carolina.

Acme Operations serves the compact equipment needs of customers throughout South Carolina, North Carolina and Georgia with their six authorized Bobcat dealerships which include Bobcat of Asheville, Greenville, Columbia, Spartanburg, Charleston and Savannah.

Bobcat of Asheville will distribute skid-steer loaders, compact track loaders, compact excavators, and utility vehicles as well as a variety of work-saving attachments.

Peterbilt names Jackson Group Peterbilt North American Dealer of the Year

Peterbilt Motors Company named Jackson Group Peterbilt – Salt Lake City its 2013 North American Dealer of the Year. The dealership’s performance, including a high level of customer satisfaction and growth in heavy- and medium-heavy duty truck sales, financing, leasing and parts sales, is perhaps more impressive because of its recent move into a new facility. This new facility happens to be one of the largest truck dealerships in North America.

Dealer principal Blake Jackson accepted the award during the annual Peterbilt Dealer Meeting held in Fort Worth. The meeting celebrated both dealer performance and Peterbilt’s 75th anniversary.

Jackson Group Peterbilt operates 10 dealerships in Colorado, Idaho, Nevada and Utah. The company was founded in 1977 by Eric C. Jackson and is now owned by his son, Blake Jackson.

Flagler CE celebrates completion of renovations to its headquarters

Flagler Construction Equipment recently celebrated the completion of renovations to its headquarters with the help of Jack and Todd Hoffman of Gold Rush, Discovery Channel’s latest hit show. On February 13, three hundred guests visited the newly remodeled facility. The open house included lunch and tours. Guests also participated in testing out the Volvo CE wheel loader simulator.

Mark McDonnel, Flagler president and CEO says they spent years figuring out what would be best for their customers and what would make them efficient and productive. The remodeled facility is a product of that time spent.

Along with the renovations, Flagler invested in technologies and tools to create an optimum environment. They incorporated Kardex Remstar, the latest in parts storage and retrieval technology, which allows for a more efficient use of space and accuracy in parts selection. They also included Volvo Care Track technology with its own fleet management system.

Safety, another important factor for the company, influenced some of the physical changes to the facility. It now includes natural light, more energy-efficient lighting and a misting system to keep technicians cool during the summers in Florida.

New tanks and control systems were also installed. A redesigned wash rack system offers a more effective cleaning process and is environmentally friendly.

LiuGong moves to interim facility to support expanding dealer network

LiuGong is expected to move to a larger interim facility to support its expanding dealer network. The company is originally based in Katy, Texas. This comes on the heels of LiuGong announcing its most profitable year on record since the company started in 2008. The new facility in Katy will almost triple the amount of space they currently have.

LiuGong moved into the new facility the week of February 24, and a ribbon cutting ceremony was held on March 1. “The Merchants Way facility is brand new construction, which will accommodate parts warehousing, office and training,” says Marc Dowdell, LiuGong North America president.

The new space features more than 27,000 square feet of warehouse space and close to 8,000 square feet of office space. The expanded facility serves the North America, Mexico and Central America regions.

Peterson awards Barry Equipment 2013 Dealer of the Year

Peterson Equipment has announced Barry Equipment as their 2013 Dealer of the Year. This is the second time in two years that Barry Equipment has won the award.

Brian Gray, eastern sales manager for Peterson Equipment, says that Barry Equipment’s “assembly of world class sales and product support team” is the reason for their second victory. According to Gray, Barry Equipment has shown “dedication, focus and vision to the Peterson product line.”

Barry Equipment is a family owned operator equipment dealership, established in 1985, located in Webster, Massachusetts.

Curry Supply adds sales representative

Bo Cowan

Curry Supply has appointed Bo Cowan as field sales representative for their company. Cowan joined Curry in late January. He will be responsible for promoting Curry Supply commercial service products in the oil and gas industry and will be involved in the design and introduction of any new products.

Before joining Curry Supply, Cowan spent three years as project manager of a leading energy services firm. He was responsible for disaster recovery and onsite equipment rental operations related to the oil and gas industry.

Cowan will be based out of the Martinburg, Pennsylvania location, but will travel throughout the US and Canada.

YES JCB opens second dealership in Wisconsin

YES JCB has opened a second full-service dealership in Madison, Wisconsin, joining the Milwaukee location. This new location will serve construction, agricultural and industrial equipment needs. The Madison facility will carry the full line of JCB equipment including new, pre-owned and rental models as well as offering replacement parts and equipment service.

YES Equipment Services, founded in 1990, is YES JCB’s parent company, providing new and used trucks, material handling equipment, personnel carriers and aerial work platforms since it began. After five years of success in Milwaukee, YES made the decision to open a second facility in Madison. This allows the company to expand its service area and fill the needs of construction equipment and parts in that city.

Cliff Anglewicz, YES JCB’s CEO says that this new location “will allow us to meet the needs of construction and agricultural equipment customers.” Some of those needs will be met by the company’s patented single-arm Powerboom skid steer. This, Anglewicz believes, will help to grow the market share in Madison.

Tadano America adds three salespeople

David Green, Kirk Erlinger and Mark Krajci have been added to Tadano America’s sales team. Krajci is the company’s Northeast regional sales manager, Erlinger is Southeastern regional sales manager and Green is the company’s regional sales manager for Texas and Oklahoma.

Each new member of the sales team will be committed to represent Tadano’s products and contribute to the sales effort. They will all have similar responsibilities that are restricted to their area. Green will specifically be responsible for rough terrain and all terrain crane products in Texas and Oklahoma.

Erlinger was previously employed at Sany America and American State Equipment Company. Krajci owned his own AT crane repair business and also worked for Sany America and Krupp Cranes N.A.

Bill Guinta joins Perkins team

Bill Giunta

Bill Guinta has accepted the position of general manager, global sales and marketing. Bill will join Perkins from Caterpillar’s Electric Power Divison based in Georgia where he was commercial manager.

Bill’s experience in global-customer field service, sales and marketing gives him the tools to have commercial responsibility for marketing, branding, sales and product support for the Perkins engine brand.

Bill says that he is “delighted” to be a part of the Perkins team, “supporting both the integration of our machines into their applications, as well as on collaborative marketing activities, to ensure we’re all successful in today’s competitive market.”

The Perkins Peterborough facility has the capacity to produce 500,000 engines a year.

Using the occasion of producing its 20th million engine, Perkins delved further into its previously announced Tier 4 Final approach during a press event last week, including how it will accommodate the resale of Tier 4 engines into lower regulated countries.

The company also offered a look at the process it uses to customize engines, and the implications proposed European Stage V emissions regulations may have here in North America.

“We are approaching nearly 100,000 Tier 4 Interim engines in the field, representing more than 51 million operating hours,” says Martin Parker with Perkins. “The reliability has been exceptional.”

Perkins will build on its Interim strategy with Tier 4 Final, using a variety of approaches depending on engine horsepower. In its 174-to-300 horsepower offering, for example, Perkins is using selective catalytic reduction, a NOx Reduction System, a diesel oxidation catalyst/diesel particulate filter, and a diesel exhaust fluid system. (See video to the right.)

In its 1206F engines, the highest Perkins horsepower offering for construction equipment, the total fluid consumption has been reduced by up to 5 percent, a calculation that represents an up to 8 percent decrease in fuel consumption and the addition of 2 to 3 percent DEF. The engines can run 10,000 hours before they need ash service.

Used Tier 4 resale plan

The resale of Tier 4 engines into lower emissions regulated countries that have higher amounts of sulfur in their fuel is a “a complicated problem, and we spent a significant amount of time working out our plan,” Parker says.  And it’s one that’s becoming increasingly urgent. “Many of our Tier 4 Interim engines are now above 9,000 hours.”

Tier 4 machines require ultra low sulfur diesel, choking on higher sulfur amounts in fuel. Since a significant portion of used machines in highly regulated countries are sold into lower regulated countries—the common U.S.-to-Central-and-South America route, for example—engine manufacturers have had to come up with ways to “de-tier” Tier 4 engines—usually involving the removal of the aftertreatment—allowing them to operate on fuel with higher sulfur amounts.

Perkins approached this challenge by identifying the most likely destinations and types of machines sold into lower regulated countries. “For our first phase, beginning this year, we will focus on the dealers most likely to see these initial used machines,” Parker says. Making sure these dealers are ready with tooling and training, Perkins will then gradually expand the program as the used Tier 4 machine population grows. And since Tier 4 Final engines have more complicated aftertreatment systems, the program will evolve as those engines start to appear in lower regulated regions.

This approach will only be necessary for engines under 175 horsepower. “We will probably need to do a fuel filtration upgrade above 174 horsepower, but we won’t have to take off the aftertreatment,” Parker says, an approach that is common with Perkin’s parent company, Caterpillar.

Technology Integration Workshops

Since 2008, Perkins has been using a technique it calls Technology Integration Workshops with its OEM customers, sitting down with them in a multiple day session to go over 3D renderings of engine placements within a specified machine.

Perkin’s David Andrews demonstrates the design process used during the company’s Technology Integration Workshops.

This process makes it immediately apparent, for instance, if the aftertreatment components in a certain position can’t fit under a designed engine hood. (Fortunately for machine designers, the aftertreatment components can usually be mounted in a variety of positions.)

Perkins credits the process with cutting down engine integration design times by up to six months. “This allows us to attack serviceability up front,” says David Andrews with Perkins, including placement of dipsticks, oil fills and filters in relation to service doors on the under-design machine.

Bulky Tier 4 Final aftertreatment systems prompt engineers to consider several questions, such as size of the DEF tank (for example, if the OEM wants the tank to be filled at every fuel fill, a different size tank will be needed than if they want DEF to be replenished every other fuel fill). And since human error always needs to be factored in, an easily accessible drain plug is required if the DEF tank is accidentally filled with diesel. “There’s a lot of devil in the details with Tier 4,” Andrews says.

Will there be a Tier 5?

Perkins also used the opportunity to update North American editors on proposed European Stage V emission regulations that will broaden the scope of tailpipe exhaust requirements and may have implications for even further emission regulations in the United States.

Right now, European Stage IV and Tier 4 Final regulations are similar, or “harmonized,” which makes it easier for engine and machine manufacturers to produce products for both highly regulated areas.

The proposed off-road Stage V regs, slated to begin in 2019 if implemented, further attack the amounts of particulate matter exiting a machine’s exhaust system, which in the United States was reduced by 90 percent from Tier 3 to Tier 4 Final. The emphasis this time is on the health effects of fine particulate matter and concentrates on particle number limits instead of particle mass limits. “This will require us to understand even more how machines are used so that we can optimize the technology choice to meet this regulation,” says Robin Woodward with Perkins.

If the United States adopts similar regulations, one immediate impact could be the requirement of emissions aftertreatment on engines in the 25 to 75 horsepower range, which currently do not require the use of a DPF. Perkins says there still is no clear indication which route the U.S. Environmental Protection Agency will take—if any—in response to Stage V.

A Perkins diagram of a diesel particulate filter in action. The company says a new filter for smaller particles, possibly required in upcoming “Tier 5” regulations, may replace the DPF now used on many larger machines.

British engine manufacturer Perkins, is meeting with customers and media although not exhibiting at Intermat this year. At least not in the conventional sense.

Perkins has created a “virtual” stand or booth for the show that demonstrates all their products and technology. So even if you don’t make the jump over the pond to Paris this week, you can check out the company’s diesel lineup here.

We did get a chance however to talk with Oliver Lythgoe, product concept marketing for the company, about the world-wide engine market, and what some are calling Tier 5 (in the United States) or Stage 5 in Europe.

The Tier 5/Stage 5 emissions regulations, won’t be a huge change from the current level of technology, Tier 4 Final, and none of it has been written into law, either in Europe or the United States, says Lythgoe. But it only makes sense for engine manufacturers to begin preparing for what will probably become written into the laws in 2016, and required by law by 2019, he says.

What is being proposed is a reduction in the numbers of fine particles in diesel exhaust. Current Tier 4 Final regulations only restrict the mass of particles, which can be large or small. But it is the small particles that health authorities think pose the greatest threat to one’s lungs. The bottom line is that some sort of additional particle filter will probably be added to machines.

Don’t miss our complete coverage of Intermat 2015. Click here for the headlines.

This may replace or supplement the diesel particulate filters now used on many larger engines (above 75 horsepower), or the diesel oxidation catalysts in use on many lower horsepower engines. Most manufacturers will have a solution on the shelf, ready to go, once the regulations and timelines are announced, says Lythgoe. So the changes won’t be as disruptive as the addition of DPFs, DOCs and selective catalytic reduction that happened with the change from Tier 3 to Tier 4 Final.

In other news Perkins announced that the manufacturing of it’s popular 2.2 liter, 400 series engine will move to the company’s Griffin, Georgia factory. The 404F-E22TA engine, which was announced at Bauma, China last year is the first to offer common rain direct injection and full authority electronics in its size class. The technology will offer OEMs greater flexibility in tailoring the engine to specific applications and use an engine with a smaller footprint in applications where traditional engines up to 2.9 liters have been common.

The new model retains many of the popular of the 400 Series and has gained addition of a common rail fuel system and full authority electronics. This will boost performance and allow OEMs greater flexibility in tailoring the engine to specific applications according to the company. It also allows OEMs to use a smaller displacement engine in machines where traditionally engines up to 2.9 liters may have been the norm.

Performance from the 404F-E22TA has been boosted to 67 hp. There is also a turbocharged, non-aftercooled model, offering up to 36 kW (48 hp).

Running from 2.8 to 3.6 liters, the new “Syncro” line of four-cylinder diesel engines unveiled at Bauma by Perkins offer outputs from 60 to 134 horsepower and an increase in power density of 22 percent over previous models.

One of the goals of the Syncro engines, unveiled at Bauma last week, was to create an engine family with the ability to work anywhere in the world with minimal changes in regards to emissions technology and fuel quality. The engines are designed as a modular product with flexible aftertreatment options and a variety of mounting positions.

The aftertreament systems have been reduced in size by 40 percent and use a compact, two-stage design. The engines are compliant with Tier 4 Final emissions standards in the United States and Stage V emissions regulations coming due in 2019.

The 3.6L engine shows an eight percent improvement in fuel economy and power up to 134 horsepower with 369 lbs.-ft. of torque. The 2.8L turbo aftercooled version cranks up to 74 horsepower and 240 lbs.-ft. of torque.

Perkins says the Syncro engines have 90 percent commonality with current customer interfaces for off-highway machines such as wheel loaders, skid steers, excavators and telehandlers. Production on the new mills will start in the company’s Peterborough, England, factory, but plans are also underway to manufacture them in the Americas and Asia to better support customer’s supply chains.

LiuGong incorporated black accents into its H-series wheel loaders to distinguish them from the previous generation of Tier 3 models.

If “low spec” is the first thing that pops into your mind when you hear about a Chinese machine, LiuGong would like you to take a second look.

A backup camera comes standard and engages anytime the loader is put in reverse.

With the introduction of its new Tier 4 Final wheel loaders, the Chinese equipment manufacturer is bringing North American and European customers six of its most technologically sophisticated machines yet.

Designated as the H-Series, the Z-bar configured wheel loaders range in size from 3 to 9 tons and include standard features such as:

•  Cummins or Perkins engines
•  Rexroth piston pump
•  Load-sensing, variable flow steering hydraulics
•  ZF drivetrains
•  Quick-coupler, third valve hydraulics (for the four smaller models)
•  Auto-lube
•  Ride control
•  Rear-view camera
•  High back, air ride seat from Grammer
•  Topcon Tierra telematics
•  Emergency steering
•  Hydraulically actuated, on-demand cooling fan

The larger wheel loaders run on Cummins engines. The smaller models use Perkins.

Emissions driven

The decision to use Cummins or Perkins engines was driven by the emissions regulations on engines in this horsepower class. These powerplants are well proven in the marketplace and familiar to American contractors, which will make service and repair easier says Hugo Chang, wheel loader product manager.

All these engines use diesel oxidation catalysts (DOCs) and selective catalytic reduction (SCR) systems that require diesel exhaust fluid. The largest model, the 890, also includes a diesel particulate filter (DPF).

The 835H and 840H models receive the Perkins 1204F engine. The 848H and 856H loaders get the Cummins QSB 6.7. The 877H is powered by the Cummins QSL 9, and the 890H gets the Cummins QSG 12.

Cooling fans pull a lot of horsepower away from an engine. By using hydraulically driven, on-demand fans, LiuGong was able to conserve fuel and apply more power to the work at hand.

Load sensing hydraulics

Perhaps the biggest change in terms of performance is the switch to closed-center, load-sensing hydraulics. “We are matching what the industry is doing,” says Chang. “This is a much more sophisticated, intelligent and modern system.”

In closed-center, load-sensing systems the hydraulics ramp up only on demand and proportional to demand. Heavy loads get high pressures and maximum flow. Lighter loads get less of both. This conserves fuel and pump life and helps the machine operate smoother. The sophisticated electronics which govern the load-sensing system also enable an on-demand cooling fan, thus further reducing fuel burn. In older, open-center hydraulic designs, the entire system is fully pressurized whether the machine is working hard or not.

Autolube systems come standard on all the H-Series and enable the operator to spend more time working and less time greasing.

Proven drivetrain

LiuGong chose to continue using the ZF mechanical drivetrain it had on the older Tier 3 loaders. A hydrostatic transmission was considered, and prototypes built, but the final decision was to stick with the ZF mechanical system.

“Because we were changing so many things on this machine, we decided the one thing we wouldn’t change was the drivetrain,” Chang says. “We knew the ZF was a proven product and when it came down to a choice between improving the hydraulics or the drivetrain, we chose the hydraulics.”

Quick-coupler ready

The third-valve hydraulics on the new loaders was designed to activate a quick-coupler system. “Even if the loader is shipped with a pin-on bucket, we will ship it with the third valve deadheaded at the end of the boom,” says Chang. “The idea is to give our customers maximum versatility so later on, if they want to convert to a quick-coupler system, the hydraulic hosing and valve are already there for them.”

Since the 7- and 9-ton loaders are used primarily for production work and rarely change buckets, they did not get the third valve hydraulics.

Sound levels inside the H-Series cabs were also reduced due to European regulations, but benefit American customers as well. The 856 size machine, for example, went from 76 decibels to 73.

Morbark 30/36 whole tree chipper

Morbark has added Correlli Incorporated as a dealer carrying its tree care products with responsibility for central Maryland and the District of Columbia.

“We’re proud to join the Morbark family,” says Patrick Correlli, president of Correlli. “To us, our family, employees, and customers are one in the same. We want to serve them by offering our resources to help them become successful. Morbark shares this commitment to its customers’ success.”

Correlli Incorporated began in 1999 as an independent repair shop. It supports repairs on “all makes and models of construction equipment” as well as serves as a dealer for ASV, Perkins, Terex, Genie, FRD, VEI, Airman and Kent.

“We are excited to add Correlli to our dealer network,” said Casey Gross, Morbark Director of Tree Care Products. “Their dedication to their Customers, as well as their long professional history and expertise in the field, will greatly benefit our Customers in the central Maryland and DC area.”

Perkins 9.3 liter 1706J-E93TA. Photo: Perkins

Perkins engines ranges from tiny to huge industrial behemoths, and at ConExpo the company added four new product platforms ranging in size from nine to 18 liters.

At the show Perkins unveiled the new 9.3-liter, 1700 series. It’s a six-cylinder, turbocharged and aftercooled Tier 4 Final engine with direct injection and a fully electronic control system. Power ratings for the 9.3L ranges from 335 to 456 horsepower. Also new in the series are a 13L, 2200 series; a 15L, 2500 series; and an 18L, 2800 series. The new engines are being manufactured in the company’s Seguin, Texas factory.

The landing page for Perkins My Engine App. Photo: Perkins

Perkins Synchro 1.7- and 2.8L engines were also on display at the shows. The three-cylinder 1.7L generates 39 horsepower and 89 lbs.-ft. of torque. The four cylinder, 2.8L model cranks out 74 hp and 239 lbs.-ft. of torque and is available as a turbocharged or turbocharged aftercooled variant. Both are Tier 4 Final, common rail with electronic controls.

Perkins also announced a new aftermarket business initiative. Initially aimed at customers in the United States, a new online platform called perkins.com/shop will allow customers to buy genuine Perkins parts over the internet. The online shop will be supported by a regional parts distribution center in Kentucky, which can provide one day ground or air delivery service to the major population centers in the country.

And if you’ve ever been frustrated by a missing service manual, that won’t be a problem with Perkins engines. The company’s “My Engine App” will be available later this year for downloading from Apple and Google stores. The free smart phone app will enable you to register your Perkins engine and access the complete maintenance manual and parts book, including exploded parts diagrams. You can also keep a service record of your efforts on that engine, record engine hours and get information about consumables such as filters and fluids.

Perkins Syncro 2.8 liter. Photo: Perkins

Perkin’s SmartCap oil filler cap will call you when it’s time to change your oil.

Imagine a diesel engine oil filler cap that reminds you when it’s time to change the oil.

That’s what Perkins showed us in June at its new factory in Seguin, Texas. Just north of San Antonio, Seguin is where the British-based Perkins put its headquarters for the Americas and has co-located an engine manufacturing operation with Caterpillar.

Perkins billed its SmartCap as the world’s first low-cost engine telematics device. Unlike a typical equipment telematics system that might cost $200 and require a monthly subscription fee, the SmartCap costs just $50 (the introductory price) and the data is free. More than just a telematics device, however, the Smart Cap serves as a gateway into a new Perkins web-based service for parts ordering and engine management.

The SmartCap looks like an ordinary oil filler cap, but contains a battery and sensor. When the sensor detects the engine running, it sends a signal to the operator’s smart phone via a Bluetooth connection. The Perkins app on the operator’s phone then sends the information to a cloud-based website, that keeps track of the hours accumulated. When 500 hours and other scheduled service intervals are reached, the app sends the operator a reminder to change the oil or do other required service.

By scanning a QR code on the top of the cap the operator initializes that specific cap and engine, giving them a unique ID on the website. The SmartCap and My Engine App combined will give you engine running hours, engine location, service reminders and service logs, start/stop data, and parts books and consumables information.

The SmartCap comes in three sizes that fit most Perkins engines ranging from 25 to 270 horsepower, mechanical or electronic, and it works just as well on Perkins engines that are 20 years old as it does on engines coming off the assembly line today. The battery is expected to last two to three years and be replaced after that.  It will be sold through dealers initially, but company also plans to make the SmartCap standard equipment on future engines, says Ian Bradford, parts product manager.

The SmartCap will be available starting in September and while the introductory price may go up in future, Perkins is not looking to profit on the on system, says Bradford. The larger strategy is to use the SmartCap as a way to introduce customers into Perkins’ new service and support system, which the company also announced in Seguin.

Targeted at machine owners, rental shops, and repair services, http://perkins.com/shop will allow customers in the United States to buy parts for their Perkins engines over the Internet. The look and feel of online parts store will be familiar to anybody who uses Amazon or other online stores and functions in much the same manner, says Glynn Dickinson, aftermarket business systems manager. The website is multi-platform friendly, with the same functionality whether you’re on a desktop computer, a tablet or phone. Customers pay with a credit card, and Dickinson says the claims and return processes will be “friction-free.”

Perkins chose Elizabethtown, Kentucky, to locate its parts warehouse. The city is near enough to most of the country’s population centers to enable one-day ground shipments, which will be free for Perkin’s customers. Customers at a greater distance can also choose shipping by air for a fee.

Perkins intros the SmartCap, an engine oil filler cap that sends service alerts to your phone

Imagine a diesel engine oil filler cap that reminds you when it’s time to change the oil.

That’s what Perkins showed us in June at its new factory in Seguin, Texas. Just north of San Antonio, Seguin is where the British-based Perkins put its headquarters for the Americas and has co-located an engine manufacturing operation with Caterpillar.

Perkins billed its SmartCap as the world’s first low-cost engine telematics device. Unlike a typical equipment telematics system that might cost $200 and require a monthly subscription fee, the SmartCap costs just $50 (the introductory price) and the data is free. More than just a telematics device, however, the Smart Cap serves as a gateway into a new Perkins web-based service for parts ordering and engine management.

Read the full story here.

Pipeline contractors request short-haul exemption from ELD mandate

An association representing the pipeline construction industry – including truck drivers who contract to haul equipment for pipeline construction projects – and a specialized equipment fleet are seeking exemptions from the electronic logging device mandate set to take effect on Dec. 18.

The Pipe Line Contractors Association (PLCA) is requesting the exemption for all pipeline contractor vehicle drivers, stating the drivers typically utilize the short-haul exemption to logging regulations, but they sometimes exceed the short-haul exemption of more than eight days in a 30-day period, requiring them to use ELDs. The group says the drivers would still be required to keep paper logs if the exemption is granted.

PLCA says the drivers primarily operate flatbed trucks off of public roads in a pipeline right-of-way. The group adds that ELDs do not offer a safety benefit for pipeline drivers because they are rarely on public roads. The exemption request states the drivers “almost always” operate within a 100-mile radius and meet the requirements for the short-haul exemption, but may not return to the work-reporting site within 12 hours, as the short-haul exemption requires.

Read the full story here.

Volvo sells its 25% stake in Deutz engines

Volvo has sold off all of its shares in German engine maker Deutz, according to brief announcements released by the companies.

Volvo says it sold more than 30 million shares to institutional investors for 1.9 billion Swedish Crowns ($225 million).

In June 2012, Volvo increased its shareholding from 6.7 percent to more than 25 percent with the purchase of 22 million shares at a value of approximately $163 million from Same Deutz-Fahr Group (SDF), at just more than $7 per share.

Read the full story here.

PHOTOS: Classic American machines on display at John Deere World HQ

It’s not often that you visit a place to take in the history within its walls only to find that the walls themselves have historical significance as well.

But that’s exactly what you get at John Deere’s stunning World Headquarters building in Moline, Illinois. Apart from housing corporate offices, the complex sits on 1,400 acres of—as you’d expect—extremely well-manicured land, and features a fascinating collection of historical Deere machines.

The building is the winner of multiple architectural awards. William Hewitt, Deere & Company President at the time, thought the look of the building should “reflect the character of the company of its employees,” according to the Deere website. Designed by Eero Saarinen, the man who dreamed up the Gateway Arch in St. Louis, the building is built with COR-TEN weathering steel. Since its opening in 1964, this steel has aged with a patina that gives the building a very “earthy” look.

Read the full story here.

Fecon intros FMX36, FMX50 Excavator Bull Hog mulching attachments

Fecon has introduced two new Excavator Bull Hog mulching attachments for midi-size excavators from 5-10 tons.

The FMX36 Bull Hog features a 36-inch cutting width and weighs in at 850 pounds, while the FMX50 has a 50-inch cutting width and weighs 1,050 pounds.

Both heads can be mounted on backhoes and side arm booms in addition to excavators, and feature a variable motor that can be adjusted for 12-40 gpm.

Read the full story here.

2017’s Top Newsmaker: Deere buys Wirtgen

Released during the sale announcement, this graphic shows how the Deere and Wirtgen brands will be integrated on the jobsite to provide a full line of construction and roadbuilding equipment. (Note: Wirtgen crushers and screeners are also part of quarry operations.)

After identifying Wirtgen as an attractive strategic fit several years ago, John Deere pulled the trigger in a surprise move this June, buying German equipment manufacturer Wirtgen Group. The all-cash $5.2 billion deal gave Deere access to Wirtgen’s deep roots in roadbuilding and quarry equipment markets. The deal also made Deere the first manufacturer to offer crushing and screening as well as mobile equipment. In the acquisition announcement, Deere said it would maintain Wirtgen’s brands – Hamm, Vogele, Wirtgen, Kleeman and Benninghoven – along with its manufacturing footprint, employees and distribution network.

Cat shocks Peoria

What will never be: The Cat Peoria headquarters building announced in 2015.

The 107-year intertwining of Caterpillar and Peoria, Illinois, suffered a break in January when the company announced it would relocate its headquarters to the Chicago area. The move – involving about 300 executives and support personnel – put a definite end to the announced downtown three-tower headquarters riverfront complex, announced in 2015.

Atlas Copco’s busy January

Dynapac sports a new look after Fayat purchase.

January was a busy month for Atlas Copco last year. It announced it was selling its Dynapac line of pavers, planers and rollers to Fayat Group, parent of Bomag. Then the board proposed separating out its Mining and Rock Excavation Technique Business Area and its Construction Tools Division to create a new company dedicated to mining and civil engineering customers. The new company, eventually called Epiroc, is expected to be listed on the Nasdaq Stockholm stock exchange in mid-2018. Atlas Copco will retain its air compressor and vacuum businesses.

Rental continues to soar

HercRentals, H&E Equipment Services and United Rentals all reported strong third quarters, serving to underscore the American Rental Association’s forecast that construction/industrial equipment rental revenue would grow at a compounded annual growth rate of 4.1 percent between 2017 and 2021, to $40.4 billion.

United Rentals buying spree 

United Rentals upped the ante in August for Neff Corporation, offering almost $4 per share more than suitor H&E Equipment Service and snagged the deal. It was the second big acquisition for United Rentals, which spent $965 million for NES Rental Holdings in April. Also, in August, United bought Cummins’ mobile rental generator fleet.

The 2017 Timeline (continues throughout)

Our feet are still hurting

Project AME, the world’s first 3D-printed excavator and the first large-scale use of steel in 3D printing, was unveiled Tuesday morning at ConExpo 2017. Photos and video: Wayne Grayson

ConExpo, the industry’s every-third-year extravaganza, featured an all new Tech Experience with a showstopper 3D-printed compact excavator. Show stats reflected sunny skies and moods: 128,000 attendees, plus a record-breaking 2,800 exhibitors and 2.8 million net square feet of exhibits.

Data and more data

The big story in the heavy equipment industry continues to be all about data. Specifically, the data coming off your machine’s telematics and how that data can become a key part of your overall jobsite management picture, not to mention a manufacturer’s profit statement. Cat, for one, has been direct about its intentions on this front. “Instead of Cat being a brand on the jobsite, we’re pushing to make it the jobsite brand,” said Cat’s Paolo Fellin at ConExpo.

Parts, parts and more parts

John Deere, JLG and Volvo used ConExpo to announce new parts initiatives. Deere’s Big Part Promise guarantees critical parts by the end of the business day, or they’re free. JLG’s MaxQuip parts line supplies users with competitive model parts, and Volvo’s 24-Hour Parts Guarantee ensures delivery of parts within 24 hours of the order. In November, Cat launched its Yellowmark aftermarket brand, aimed at customers looking for lower-cost parts, particularly for older equipment.

Silica dust rules arrive

DD 250, Diamond coring tool

After years of discussions, appeals and delays, the U.S. Occupational Safety and Health Administration began enforcing its new rules designed to reduce the amount of crystalline silica dust on construction worksites by 80 percent, on average, per 8-hour work shift. The rules were scheduled to take effect in June but were delayed until September 23rd for OSHA to fine-tune compliance guidelines. The goal is to reduce and prevent lung cancer, silicosis and other respiratory ailments caused by overexposure to crystalline silica, a common chemical compound found in rock, concrete and brick.

Georgia opens interstate bridge in 45 days

Facing catastrophic traffic snarls after an I-85 bridge in Atlanta was destroyed by fire, Georgia and federal transportation officials smoothed the engineering and regulatory path for contractor C. W. Matthews to complete a replacement overpass more than a month ahead of time. In addition to being a showcase for Accelerated Bridge Construction methods, the incident prompted state DOTs across the nation to assess their current under-bridge material storage practices.

Cat changes nomenclature

Further details on Cat’s nomenclature changes emerged in 2017. The letter modifiers on most Cat models will be dropped and replaced with a Build Number – which will only appear on product information, not on the machine itself – as generational changes occur. The first machine to use this new approach was the 745 articulated truck, which Cat debuted at ConExpo. One exception: Cat’s dozers, which will continue with their current E, K, N and T letter designations.

AWPs become MEWPs

Genie is preparing for future ANSI standards with its XC lineup of aerial work platforms. Photo by Don McLoud

Can’t say we’re fond of the new acronym, but as part of proposed aerial work platform standards, the name of the entire equipment category will be changed to “mobile elevating work platforms.” More important, these standards are leading to major changes to the machines, how rental shops deal with their customers and how contractors plan projects.

Texas takes a bullet train 

A company called Texas Central announced plans to move forward on a bullet train that would link Houston and Dallas, a span of about 240 miles. According to the company, the train will be privately funded and return $2.5 billion in tax revenue back to the state. Fluor, Lane Construction and WSP (formerly Parsons Brinckerhoff) have been selected for design engineering. The train is anticipated to be operational in 2023.

Milestones:

Anniversaries celebrated this past year included:

175th:

In 1842, Jerome Increase “J.I.” Case starts the Racine Threshing Machine Works in Racine Wisconsin, forerunner of Case Construction Equipment.

150th:

Deutz unveils its atmospheric gas-powered engine in 1867.

100th:

St. Louis dealer Fabick Cat celebrates its centennial mark by giving $600,000 to six area charities.

100th:

The Texas Department of Transportation celebrates with a traveling exhibit featuring a 1928 Liberty Truck.

100th:

C. C. Hobart begins Hobart Brothers, parent company of Hobart Welders.

75th:

Freightliner Trucks debuts the Model 600 “Shovelnose” in 1942.

75th:

Austin Talbert designs Talbert Manufacturing’s first removable gooseneck trailer.

60th:

In 1957, the German company now known as Wacker Neuson begins making construction equipment in the United States.

60th:

Bomag GmbH begins production of the BW 60 double vibratory roller in 1957.

50th:

John Deere makes its first JD570 motor grader in 1967.

50th:

Western Star Trucks launches in 1967, addressing the needs of Canadian mining and logging operations.

Tech that’s here now…

• Perkins’ SmartCap oil filter tells you when it’s time to change the oil on your Perkins diesel engine. The device looks identical to a normal oil fill cap, but sensors inside it detect when the engine is running and send you an email alert when the engine reaches 500 hours of run time.
• Tool companies took on connectivity in a big way this year. In November, DeWalt announced its Jobsite Wi-Fi device that gives internet access throughout a work area, instead of just in the jobsite trailer. Hilti power tools are now equipped with Bluetooth and Near Field Communication sensors, allowing users to quickly identify and find resources for each tool on smartphones and tablets. And Milwaukee’s One-Key app allows you to track and manage all Milwaukee tools on a computer or phone; an additional Tick device can be attached to any jobsite asset to track location.

…and tech that’s still to come

Some of these are far off, others are just around the corner.

• ConExpo attendees donning virtual-reality goggles in the John Deere booth could get a glimpse of the company’s backhoe of the future, called “Fixstern.” To provide more cab space, Deere eliminated the large rear tire wheel well and used an exoskeleton design, pushing structural frame components outside.
• Fastbrick Robotics signed an agreement with Caterpillar to further develop Fastbrick’s robotic bricklayer, which can be attached to the boom of an excavator.
• AME, the world’s first 3D-printed excavator stole the spotlight at ConExpo’s new Tech Experience area. The machine’s cab, boom, hydraulic oil reservoir, heat exchanger and cooling system were 3D printed.
• Two electric heavy trucks grabbed headlines. Late last year, the 1,000-horsepower Nikola One debuted, powered by a hydrogen fuel cell and regenerative braking. It is expected to roll off assembly lines in 2020. Tesla took off the wraps on its lithium-battery-powered electric truck in November, promising a range of up to 500 miles at maximum weight and highway speed. Production is expected to start in 2019.
• The Workhorse W-15 plug-in electric pickup will be in production this year, with an anticipated sticker price of $52,500.
• Declaring that “autonomy is no longer an experiment,” Cat says it is planning to offer a brand agnostic autonomous system for mining trucks by the first quarter of 2019. Also on tap: offering scaled-down semi- and fully autonomous machine control systems for quarries.
• Volvo Construction Equipment announced its electric hybrid LX1 prototype loader achieved up to 50-percent fuel efficiency improvement over a conventional Volvo L150 loader.
• Built Robotics unveiled its autonomous compact track loader, which uses LIDAR to navigate the jobsite along with GPS sensors and machine control technology to follow site plans without an operator.

ELDs become mandatory

Although there have been numerous attempts to postpone or rescind the electronic logging device mandate for on-highway trucks, as of press time, the Dec. 18, 2017, deadline was still in place. As detailed in a special report in our June issue, contractors can’t automatically assume they are exempt from these rules. In fact, using Randall-Reilly’s proprietary RigDig Business Intelligence database, we found more than 230,000 construction operations (contractors, material producers and equipment dealer/rental companies) are running more than 1 million trucks that could fall under the mandate.

Trending: How to get disaster work

With several states and one territory dealing with the aftermath of three massive hurricanes this year, our take on how to get disaster cleanup work received more than 36,000 page views. The aftermath of these disastrous storms gave construction contractors, subcontractors and workers plenty of debris cleanup and rebuilding work and was a contributing factor in construction unemployment reaching 4.5 percent in October, the lowest rate on record for that month, according to the Associated Builders and Contractors.

New market entries

Cat UTV

• JCB entered the aerial lift market with 27 new machines, including scissor lifts, articulating booms and telescopic booms.
• Cat partnered with Textron Specialized Vehicles to offer three UTV models.

The story that wasn’t

For many, 2017 was going to be a year focused on America’s crumbling roads and bridges, with a new president in the White House who had pledged on the campaign trail a $3 trillion infrastructure plan. The Trump administration did not present a plan to Congress, and is still struggling to come up with ways to pay for it. Congress didn’t seem to mind the lack of a plan, as it spent the year mired in other issues, such as Obamacare, immigration, tax reform, the Russia investigation and claims of sexual harassment.

And in the meantime…

The American Society of Civil Engineers released its 2017 Infrastructure Report Card, and as a nation, we continued to get a solid overall D.

Cat’s legal woes

In March, Caterpillar’s Peoria, Illinois, corporate headquarters were raided by federal law enforcement officials as part of an investigation into the company’s tax strategy. The suit alleges the company avoided paying more than $2 billion in taxes by moving select profits to offshore shell companies located in Switzerland and Bermuda.

If that weren’t enough, the company is also under investigation by the International Trade Commission after German equipment maker Wirtgen (newly acquired by John Deere) filed a patent infringement complaint against Cat in August. Wirtgen alleges that Cat’s road milling machines violate its patents. In November, Cat fired back with a patent infringement complaint against Wirtgen concerning the same equipment.

Machine blends create show buzz

JCB Teleskid

Billed as a “half telescopic handler/half skid steer,” JCB’s Teleskid turned eyes at ConExpo and has created orders ever since, according to JCB. The machine – which also comes in a compact track loader version – can reach up to 13 feet, 3 inches and is the only skid steer that can dig below its chassis to a depth of 3 feet, says the company. Case Construction Equipment showed off its concept DL450 (aka the Minotaur) at the show, billed as a “compact dozer loader,” combining a compact track loader (CTL) with a dozer. The core feature of the DL450 is a C-frame dozer interface that pins directly into the machine chassis; it can be unpinned and disconnected like an attachment, turning the machine back into a standard CTL.

Chevy returns to medium-duty market

GM’s latest generation 6.6L Duramax V8 will power the coming Silverado 4500 and 5500 work trucks.

General Motors announced that the Chevy-branded medium-duty work trucks it has been developing in partnership with Navistar will be called the Silverado 4500 and Silverado 5500. The Silverados represent GM’s versions of the Class 4 and 5 vehicles.

Here are some quick takes on what our editors see ahead:

Don McLoud:

The Trump administration’s $1 trillion infrastructure plan will face a protracted funding battle in Congress, where members will have little interest in a fuel tax increase after just passing tax reform. Gridlock will prevent passage in 2018.

Tom Jackson:

Use of GPS/GNSS and telematics technology will see strong growth in 2018 as OEMs and software companies make their products more intuitive and easy to use. 2D and 3D automated digging with excavators will be the big winner.

Marcia Doyle:

The Internet of Things has exploded this year with tool makers Hilti and Milwaukee adding Wi-Fi capabilities to track tools and manage use. And now DeWalt is offering Wi-Fi boosters to create Wi-Fi ability beyond the jobsite trailer. As the information demands of jobsites increase, and as 5G comes on board, look for more companies to piggyback their jobsite presence – be it a toolbox, hand tool or machine – with more interconnectivity features.

Wayne Grayson: 

Volvo, Komatsu and Caterpillar have all unveiled autonomous haul trucks, with Cat planning a major expansion of its global fleet. But the real sign of momentum behind autonomous construction machines came with the unveiling of an autonomous compact track loader from Built Robotics.  This robotic CTL uses LiDAR to navigate the jobsite along with GPS sensors and machine control technology for following site plans without an operator.

Look for 2018 to bring more big moves toward autonomous equipment. As Denise Johnson, Caterpillar Resource Industries group president, put it in September, “Autonomy is no longer an experiment.” 

Caterpillar is continuing to develop its Perkins-brand SmartCap engine oil filler cap, named a 2018 Edison Award gold winner earlier this year.

Now in three sizes that fit most Perkins engines ranging from 25 to 270 horsepower, the coming “SmartCap 2” will likely expand to Cat engines and offer additional technology when it’s introduced at a later date.

“We’ve gotten requests for expanding it to other brands, but we haven’t developed that strategy right now,” says David Nicoll, marketing and dealer operations director, for Cat’s Industrial Power Systems Division. Complications include the fact there is no standard size for an oil filler cap, and that the SmartCap connects to Cat servers, Nicoll told Equipment World in a recent visit to Cat’s Seguin, Texas engine plant.

Perkins’ My Engine app.

The Perkins SmartCap got a lot of attention when it was introduced in 2017, with Perkins billing it as the world’s first low-cost engine telematics device. The $50 cap also connects to Perkins’ My Engine mobile app for parts ordering and engine management.

“What makes this innovative is that is inexpensive,” Nicoll says. “There’s no monthly fee, and it’s a great way for customers and dealers to track engine hours.”

Although it looks like an ordinary oil filler cap, SmartCap is anything but, containing a battery and a sensor. The sensor detects the vibration of  the engine when it is running, sending a message to the user’s Perkins mobile app via a Bluetooth connection. This information is sent to a cloud-based website, which tracks engine hours. When a scheduled service interval is reached, the app sends the user a reminder.

In addition service reminders, the My Engine app also gives users data on engine location, running hours, service logs, start/stop data, parts books and consumables information.

The SmartCap fits on both mechanical or electronic engines and can be retrofitted on older engines. Its replaceable battery has an expected life of two to three years. Initially sold through dealers, Perkins has indicated it plans to make SmartCap standard equipment on future engines.

Check out the Perkins video below for more info on the SmartCap:

Changing an oil filter can be a messy business, but not with Perkins’ new Ecoplus range of filters.

The filters are designed with a replaceable cartridge that fits inside the metal filter housing on the machine. The housing remains on the machine thus reducing waste and cost, and the filter cartridge sits at an upright angle.

As soon as you open the cap the oil in the filter drains back into the block and you can remove the cartridge with very little mess or spillage.

An improved bypass valve on the filter housing is less likely to open inappropriately and helps the engine prime more quickly by keeping the filter filled with oil. This fast oil circulation on start-up can protect sensitive components like turbochargers.

Perkins upgraded the filter as part of the design work undertaken on the new Perkins Syncro 3.6 and 2.8 liter engines.