Frequently Asked Questions - Hyster Asked Questions Contents This Frequently Asked Question document...

2011 EPA Tier 4 Interim & EU Stage IIIB

Emissions Regulations

For Engine Power Outputs over 174 hp (130 kW)

Frequently Asked Questions

Contents

This Frequently Asked Question document is intended to help better understand the low emissions regulations commencing January 2011 which introduce clean diesel technology with exhaust after treatment to the off-highway industry.

Information is provided on performance and operational characteristics applicable to the latest Cummins generation of QSB6.7 & QSL9 engines covering the 174 to 350 hp (130-220 kW) power range. This FAQ features the following sections

Tier 4 Interim / Stage IIIB Emissions Regulations 41. What is the Tier 4 Interim and Stage IIIB emissions standard in 2011? 42. What is the Tier 4 Final and Stage IV emissions standard in 2014? 53. What are Oxides of Nitrogen (NOx) and Particulate Matter (PM)? 54. Is CO2 also a part of the Tier 4 Interim or Stage IIIB standard? 55. When will engines below 174 hp need to meet the low emissions regulations? 56. Will all equipment supplied into the affected market areas be equipped with a

Stage IIIB / Tier 4 Interim engine from January 2011? 67. Can I export Stage IIIB / Tier 4 Interim trucks between the EU and US/Canada? 6

Technology 68. Which technologies are available to achieve Tier 4 Interim / Stage IIIB emission standards? 69. How will Hyster meet the Tier 4 Interim / Stage IIIB emissions standards in 2011? 710. Is Cummins the right engine manufacturer for Tier 4 Interim / Stage IIIB? 711. Has the Particulate Filter after treatment been used before? 712. Why is the Hyster/Cummins Tier 4 Interim / Stage IIIB approach better than others? 813. Will Tier 4 Interim / Stage IIIB engine performance be the same as Tier 3 / Stage IIIA? 814. How will equipment operating costs be impacted by Tier 4 Interim / Stage IIIB?? 815. How will Tier 4 Interim / Stage IIIB impact the cost of equipment? 816. Why is the SCR system less effective than cooled EGR and Particulate Filter for Tier 4 Interim /

Stage IIIB? 917. Is SCR a technology option for Tier 4 Final / Stage IV? 9

Systems and New Parts 10

EGR Cooled and Variable Geometry Turbocharger 1018. How does cooled EGR reduce NOx emissions? 1019. What are the key components of the EGR System? 10 20. How does the Variable Geometry Turbocharger improve performance? 11

Diesel Particulate Filter After Treatment 1121. How does the Diesel Particulate Filter remove PM? 1122. What is passive regeneration? 1223. What is active regeneration? 1224. What is stationary regeneration? 1225. Does the Particulate Filter get hotter than a typical muffler during active regeneration? 13

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Engine Cooling 1326. Why is cooling on demand required on Tier 4 Interim / Stage IIIB? 13

Filtration Enhancements 1327. What new filtration systems are used on the Tier 4 Interim / Stage IIIB trucks? 1328. How is the Cummins Direct Flow air cleaner different from other air-intake filters? 1329. Can Direct Flow extend filter change intervals? 1430. How does the crankcase ventilation filter improve the engine? 14

Electronic Enhancements 14 31. How does the Electronic Control Module (ECM) differ from Tier 3 / Stage IIIA? 1432. Does Cummins use the same electronic system for all engines? 1433. Will electronic diagnostic tools change for Tier 4 Interim / Stage IIIB? 15

Service Requirements 1534. Will Tier 4 Interim / Stage IIIB equipment uptime remain the same as Tier 3 / Stage IIIA? 1535. What service does the Cummins Particulate Filter require? 1536. What causes ash in the Particulate Filter? 1537. How is the Diesel Particulate Filter serviced? 1538. What is the life of the Diesel Particulate Filter? 1639. Is low ash lube oil required for Tier 4 Interim / Stage IIIB? 16

Fuel Requirements 1640. Is ULSD fuel legally required for Tier 4 Interim engines? 1641. Does the European Union have the same fuel requirements for Stage IIIB engines? 1642. Will ULSD be available outside of North America and the European Union? 1743. Could today’s fuel be used in Tier 4 Interim / Stage IIIB engines? 1744. What happens if higher sulphur fuel is inadvertently used? 1745. Is the engine warranty affected if ULSD is not used? 1746. Can ULSD be used in Tier 3 / Stage IIIA or other engines? 1747. When will ULSD fuel be available? 1848. Can biodiesel fuel be used with Cummins Tier 4 Interim / Stage IIIB engines? 18

Warranty 1849. Does Tier 4 Interim / Stage IIIB technology change the current warranty coverage

on engines? 1850. What happens if Tier 4 Interim / Stage IIIB engines are operated outside of their

intended emissions region? 18

Field Test Experience 1951. What Tier 4 Interim / Stage IIIB field test experience does Cummins / Hyster have? 1952. How are the Tier 4 Interim / Stage IIIB engines performing? 1953. What is the opinion of the Tier 4 Interim / Stage IIIB field test operators? 19

54. Where can I find out more? 20

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STRONG PARTNERS. TOUGH TRUCKS

2011 EPA Tier 4 Interim & EU Stage IIIB Emissions Regulations


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Tier 4 Interim / Stage IIIB Emissions Regulations

1. What is the Tier 4 Interim and Stage IIIB emissions standard in 2011?

Tier 4 Interim is the U.S. Environmental Protection Agency (EPA) emissions regulations for off-

highway diesel engines in North America. Stage IIIB is the equivalent emissions regulations for

the European Union (EU) member states. In terms of effectivity dates and emissions levels, the

EPA and EU are closely aligned.

The regulations commence in January 2011 across the 174 to 751 hp (130-560 kW) power

category, requiring diesel engines to reduce PM exhaust emissions by 90% and NOx exhaust

emissions by 45% compared with the current Tier 3 and Stage IIIA emissions standards.

The emissions standards for this power category are: 2.0g/kW-hr Oxides of Nitrogen (NOx) and

0.02 g/kW-hr Particulate Matter (PM).

2. What is the Tier 4 Final and Stage IV emissions standard in 2014?

Beginning in 2014, EPA Tier 4 Final and EU Stage IV will require another major emissions

reduction for the industry. Off-highway diesel engines from 174 to 751 hp must reduce NOx

emissions by a further 45% compared to the 2011 level. By 2014, both NOx and PM exhaust

emissions will be reduced by 90% compared with current Tier 3 and Stage IIIA levels.

The emissions

standards for this

power category are:

0.4g/kW-hr Oxides

of Nitrogen (NOx)

and 0.02 g/kW-hr

Particulate Matter

(PM). These extremely

low levels can be

described as ‘near

zero’ emissions levels.

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5. When will engines below 174 hp need to meet the low emissions regulations?

For engines within the 75 hp to 173 hp (56 – 129 kW) power category, Tier 4 Interim and Stage

IIIB regulations will commence in January 2012. The Tier 4 Final and Stage IV regulations will

be applied in January 2015. Emissions levels are less severe for this power category at Tier 4

Interim and Stage IIIB, enabling more simplified after treatment.

3. What are Oxides of Nitrogen (NOx) and Particulate Matter (PM)?

Oxides of Nitrogen are a regulated diesel emission which is a collection term for gaseous

emissions composed of nitrogen and oxygen. Particulate Matter is a regulated diesel emission

composed primarily of carbon soot and other combustion by-products.

4. Is CO2 also a part of the Tier 4 Interim or Stage IIIB standard?

No, CO2 is not regulated in the Tier 4 Interim or Stage IIIB regulations. Governments and

national bodies can force end users to use products with lower CO2 emissions. CO2 emissions

can only be reduced by lowering the fuel consumption.

Many Hyster Big Trucks with Tier 4 Interim / Stage IIIB compliant engines will benefit from a

reduction in fuel consumption of in the region of 15%, when compared to their predecessors,

and will experience no change in performance.




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Technology

6. Will all equipment supplied into the affected market areas be equipped with a

Stage IIIB/Tier 4 Interim engine from January 2011?

No, both EU and EPA permit a certain degree of flexibility in its enforcement. Hyster can offer

either a Stage IIIA / Tier 3 or Stage IIIB / Tier 4 Interim equivalent in 2011. However local

environmental regulations can demand a Stage IIIB / Tier 4 Interim engine.

7. Can I export Stage IIIB / Tier 4 Interim trucks between the EU and US/Canada?

No, although the emissions requirements are the same, it’s not permitted to import an

EU Stage IIIB-compliant engine to the US and vice versa. EU and EPA engines have a

different certification.

8. Which technologies are available to achieve Tier 4 Interim / Stage IIIB emission

standards?

There are two approaches for meeting the Tier 4 Interim emissions standard.

A) Selective Catalytic Reduction (SCR) introduces a urea solution known as diesel

exhaust fluid (DEF) to neutralize nitrogen oxides (NOx) in the exhaust stream. DEF

and the exhaust gasses are mixed in a catalytic converter which reduces the NOx to

Nitrogen and Oxygen elements. DEF is commercially known as “AdBlue” in Europe and is a

solution of 32.5% urea and purified water. The engine is optimized on low PM emission.

B) Advanced Exhaust Gas Recirculation (EGR) combines today’s approach with

high-pressure common-rail fuel injection and electronically controlled air and fuel

management. Particulates are collected in a Diesel Particulate Filter, the particulates

will be oxidized by passive and or active regeneration. The engine is optimized on low

NOx emission.

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9. How will Hyster meet the Tier 4 Interim /

Stage IIIB emissions standards in 2011?

Hyster will meet the 2011 low emissions standards

with Cummins QSB and QSL engines, an integrated

Cummins Particulate Filter exhaust after treatment

system and a cooled exhaust gas recirculation (EGR)

system incorporated into the engine.

The cooled EGR system enables clean combustion with NOx reduced by 45% compared

to Tier 3 / Stage IIIA, while the Cummins Particulate Filter exhaust after treatment system

reduces PM by over 90% from engine exhaust.

10. Is Cummins the right engine manufacturer for Tier 4 Interim / Stage IIIB?

Yes. Cummins designs and manufactures the Cummins Particulate Filter as an integrated

system with the engine. Meeting Tier 4 Interim and Stage IIIB demands new levels of system

integration in order to achieve very low emissions while improving performance.

Cummins has access to all the key enabling technologies within their design and manufacturing

resources, from after treatment, fuel systems, filters and electronic control to turbo charging.

This forms the basis of our ‘Right Technology’ approach to Tier 4 Interim / Stage IIIB. Therefore

Cummins is the right partner for Hyster Big Trucks to meet the new emission standards.

11. Has the Particulate Filter after treatment been used before?

This technology is new to the off-highway equipment industry – but it is not new. Cummins

introduced on-highway engines in 2007 certified to EPA standards in North America using both

cooled EGR and the Cummins Particulate Filter. The experience of using EGR extends back

to 2002.

Cummins’ capability with this technology is unmatched in the industry, and is reflected in these

production figures as of the start of 2010:

EGR engines produced: 750,000

Particulate filter after treatment systems produced: 450,000




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12. Why is the Hyster/Cummins Tier 4 Interim / Stage IIIB approach better than others?

We believe the Cummins has significant advantages over other engine manufacturers. Cummins

designs, manufactures and integrates the complete Tier 4 Interim / Stage IIIB package from air-

intake to exhaust after treatment. Only Cummins has all the key enabling technologies in-house

and can therefore realize more effective integration with packaging and performance advantages.

13. Will Tier 4 Interim / Stage IIIB engine performance be the same as

Tier 3 / Stage IIIA?

It will be better. Tier 4 Interim / Stage IIIB equipment productivity is also enhanced with faster

engine response.

Operators will also notice that Hyster Tier 4 Interim / Stage IIIB trucks work cleaner and quieter

than before. While CO2 emissions are not regulated by the EPA or EU, levels will be reduced.

Furthermore, in addition to the Cummins technologies applied to reduce fuel consumption, Hyster

has introduced cooling on demand and alternate engine idle speed, which contribute to additional

fuel savings, which results in a total reduction in fuel consumption of in the region of 15%.

14. How will equipment operating costs be impacted by Tier 4 Interim / Stage IIIB?

Overall operating costs for Hyster trucks will be lower at Tier 4 Interim / Stage IIIB compared

to Tier 3 / Stage IIIA. The Cummins Tier 4 Interim / Stage IIIB engine offers lower fuel

consumption, and depending on duty cycle and application, Hyster Tier 4 Interim / Stage IIIB

trucks can achieve fuel consumption reductions of in the region of 15% by applying cooling

on demand technology and optimizing engine performance characteristics. The improved fuel

consumption will more than offset the marginal cost increase associated with using ULSD fuel,

low ash lube oil and particulate filter cleaning requirements at 5,000 hours.

15. How will Tier 4 Interim / Stage IIIB impact the cost of equipment?

Achieving very low levels of emissions for Tier 4 Interim / Stage IIIB requires a major investment

in engine technology and involves the addition of new systems such as Particulate Filter after

treatment. The cost of the equipment will therefore reflect the incorporation of a Tier 4 Interim /

Stage IIIB technology system and more advanced cooling packages.

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While Tier 4 Interim / Stage IIIB powered equipment will be inherently more expensive than

Tier 3 Stage IIIA equipment, the cost of achieving compliance will be offset by the lower overall

operating cost. With improved engine response, operators can also expect improved equipment

productivity together with the benefit of cleaner, quieter operation and reduced fuel costs.

17. Is SCR a technology option for Tier 4 Final / Stage IV?

SCR does offer a potential route to achieve Tier 4 Final / Stage IV emissions standards in 2014

used as incremental technology to build on Tier 4 Interim / Stage IIIB technology. SCR and other

options are part of technical evaluation work for Tier 4 Final / Stage IIIA.

16. Why is the SCR system less effective than cooled EGR and Particulate Filter for

Tier 4 Interim / Stage IIIB?

With a Selective Catalytic Reduction (SCR) solution the combustion temperature in the engine

creates less PM but more NOx. To reduce the NOx, SCR technology uses a chemical fluid called

Diesel Exhaust Fluid (DEF), or urea, and a catalytic converter to reduce the NOx emissions.

As part of Cummins Tier 4 Interim / Stage IIIB evaluation program, various combinations of

Particulate Filter, cooled EGR and SCR were extensively tested as possible technology paths.

However, Cummins development work proved that a Particulate Filter in combination with

cooled EGR provides the most effective Tier 4 Interim / Stage IIIB solution.

This solution will achieve the best operating value for our customers. It offers equivalent,

or better fuel efficiency improvements compared with using an SCR system for

off-highway applications.

An additional consideration; SCR requires regular refilling of an on-board Diesel Exhaust Fluid

(urea) tank. Operators of off-highway equipment have consistently expressed a preference to

avoid the additional cost, supply and refilling of Diesel Exhaust Fluid as needed for an SCR

system. Cummins cooled EGR and Particulate Filter does not require this additional fluid.




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Systems and New Parts

18. How does cooled EGR reduce NOx emissions?

Cummins utilizes cooled EGR to effectively control NOx emissions. Cooled EGR works by

re-circulating a varying proportion of the exhaust gas back to the cylinder. This reduces the

oxygen content to a lower combustion temperature resulting in a reduction of NOx formation.

The exhaust gas is cooled as it flows through an EGR cooler, and then is mixed with the

compressed fresh air from the turbocharger before entering the intake manifold. EGR is introduced

to reduce the amount of in-cylinder oxygen available for combustion while maintaining the same

amount of flow through the engine. Exhaust gases present during the start of combustion are very

stable and have a very slow reaction rate. They absorb heat during combustion, resulting in lower

in-cylinder peak flame temperatures, and therefore, lower NOx emissions.

19. What are the key

components of the EGR

System?

The key components of

the Cummins cooled EGR

system are: EGR Valve, EGR

cooler and Variable Geometry

Turbocharger (VGT™). A

schematic of the system is

shown to the right:

EGR Cooled and VGT

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20. How does the Variable Geometry Turbocharger improve performance?

The Cummins Variable Geometry Turbocharger has a patented one-piece sliding nozzle design

that provides exact boost across the operating range. The sliding nozzle varies the exhaust gas

flow into the turbine wheel to provide rapid boost at low engine rpm and then maintain high

boost at higher rpm.

The VGT design combines the benefit of both a small and large turbocharger in a single

unit, enabling Cummins Tier 4 Interim / Stage IIIB to achieve significantly improved response

compared to a Tier 3 / Stage IIIA engine demonstrated in customer field tests.

Manufactured by Cummins Turbo Technologies, the Variable Geometry Turbocharger is a

key technology asset in not only meeting emissions but increasing engine performance and

improving fuel efficiency. Introduced with Cummins on-highway EGR engines in 2002, total VGT

production is approaching three million units, demonstrating outstanding in-service reliability.

Diesel Particulate Filter After Treatment

21. How does the Diesel Particulate Filter remove PM?

The Cummins Particulate Filter replaces the Tier 3 / Stage IIIA muffler and provides equivalent

or better sound reduction. The Particulate Filter consists of four sections: an inlet, a Diesel

Oxidation Catalyst (DOC), a Diesel Particulate Filter (DPF) and an outlet.

Exhaust flows out of the engine and into the Particulate Filter. It passes through the DOC and

then into the DPF where PM is collected on the walls of the DPF. The carbon collected is then

oxidized to remove it from the DPF. This is known as regeneration.

When operating conditions maintain sufficient exhaust temperatures, the DPF is continually

self-regenerating. This is known as passive regeneration and results in clean exhaust out of the

tailpipe. On very infrequent occasions, an active self-regeneration is required to remove a

build-up of PM in the DPF, due to insufficient exhaust temperatures.




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22. What is passive regeneration?

Cummins engines are designed to maximize the use of passive self-regeneration. This

occurs when operating conditions maintain sufficient exhaust temperature, therefore enabling

continuous oxidation of the PM. The operator will not be aware of the passive self regeneration

process, and it does not affect the machine’s operation or performance.

Hyster field test results have shown that most forklift applications operate at a high enough

engine load factor for the Cummins Diesel Particulate Filter to self-regenerate almost every time

in passive mode.

23. What is active regeneration?

Active self-regeneration occurs when there is not sufficient heat in the exhaust to convert all the

carbon being collected in the DPF. Exhaust temperatures are raised by injecting a small amount

of fuel upstream of the Diesel Particulate Filter.

The resulting chemical reaction over the DOC raises exhaust gas temperatures high enough

to oxidize the carbon from the filter. This is all done without any operator intervention. The

Cummins Tier 4 Interim / Stage IIIB system is designed to minimize the need for active self-

regeneration.

The overall fuel consumption increase due to active regeneration of the particulate filter is barely

measurable – approximately 0.1% for most applications. Cummins field tests have proven the

majority of active regenerations will be less than 1% of the total operating time.

24. What is stationary regeneration?

Stationary, or parked, regeneration is the same as active regeneration but takes place while

the equipment is not being operated. It offers the equipment operator the option, if needed,

of performing regeneration outside the normal duty cycle. Using this option will likely only be

required in a very limited number of applications.

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25. Does the Particulate Filter get hotter than a typical muffler during active

regeneration?

Active self-regeneration takes place typically less than 1% of equipment operating time. The skin

temperature of the Particulate Filter, which is double-thermally insulated, is actually lower than

the muffler skin temperature of today’s Tier 3 / Stage IIIA powered machines.

26. Why is cooling on demand required on Tier 4 Interim / Stage IIIB?

With the introduction of Tier 4 Interim / Stage IIIB the engine cooling demands have been

increased - the EGR cooler introduces extra heat into the engine coolant. Cooling on-demand

has been developed by Hyster to limit the power consumption of the increased cooling capacity.

A controller controls the fan speed based on system temperatures of the engine, hydraulics and

transmission. With cooling on-demand all truck systems will be controlled to keep them in the

most efficient temperature range.

Cooling on demand results in fuel savings and reduced cooling fan noise.

27. What new filtration systems are used on Tier 4 Interim / Stage IIIB trucks?

Engine filtration enhancements include a new Cummins Direct Flow™ air cleaner and crankcase

ventilation system with a highly-efficient coalescing filter.

28. How is the Cummins Direct Flow air cleaner different

from other air-intake filters?

The new Cummins Direct Flow air cleaner was specifically

developed for Tier 4 Interim / Stage IIIB to provide more

performance in less space. The rectangular, low profile

design can reduce space by up to 50% compared with typical

cylindrical filters used for Tier 3 / Stage IIIA. Air flow to the engine is

improved and the highest levels of protection are assured with virtually 100%

efficiency over the filter life.

Engine Cooling

Filtration Enhancements




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30. How does the crankcase ventilation filter improve the engine?

Tier 4 Interim / Stage IIIB requires that crankcase emissions, also known as blowby gasses, be

eliminated. To achieve this, Cummins engines incorporate a highly efficient coalescing filter. The

filter returns the oil to the crankcase and provides the added benefit of removing oil mist and tiny

oil droplets, ensuring that the engine and powertrain remain cleaner than at Tier 3 / Stage IIIA.

The crankcase filter requires a simple filter element change at 2,500 hour intervals.

31. How does the Electronic Control Module (ECM) differ from Tier 3?

The Tier 4 Interim / Stage IIIB engine management system has been significantly upgraded. The

latest electronic control module provides three times faster processing power and double the

memory capacity of the Tier 3 / Stage IIIA module.

Cummins has a unique advantage in that it designs the core programs and algorithms

needed to precisely control the engine from air-intake to exhaust after treatment as a single

integrated system.

32. Does Cummins use the same electronic system for all engines?

Yes. Cummins latest generation CM2250 electronic control module will be incorporated on all

Tier 4 Interim / Stage IIIB engines to ensure electronic commonality across equipment ranges.

Electronic Enhancements

29. Can Direct Flow extend filter change intervals?

The increased air flow efficiency of the Direct Flow air cleaner offers operators the opportunity to

extend air filter element service internals and potentially lower air filter costs.

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34. Will Tier 4 Interim / Stage IIIB equipment uptime remain the same as Tier 3 /

Stage IIIA?

Yes. Field test programs has demonstrated that Tier 4 Interim / Stage IIIB engines are able to

achieve the same very high level of uptime as equipment powered with current Tier 3 / Stage

IIIA engines.

35. What service does the Cummins Particulate Filter require?

The Cummins Particulate Filter is service-free up to 5,000 hours. At that point, ash cleaning is

required. The EPA has set minimum ash cleaning intervals of 4,500 hours for engines above

174 hp (130 kW). Cummins expects to reach 5,000 hours before ash cleaning is required.

36. What causes ash in the Particulate Filter?

Ash is incombustible material derived from the additive pack in the lube oil. All engines consume a

small amount of oil as part of their normal operation. The oil is burned in the combustion chamber

along with the fuel, and the resulting small amount of residual ash from the oil is trapped in the filter

section of the after treatment system. During filter regeneration, the PM is oxidized and removed

from the filter. However, ash from the lube oil cannot be oxidized and remains in the filter.

37. How is the Diesel Particulate Filter serviced?

The Diesel Particulate Filter must be removed and cleaned by a Cummins-approved cleaning

method and authorized technician. The ash cleaning process typically takes 30 minutes, plus

the time to remove the Cummins Particulate Filter from the equipment. Hyster will provide a

Diesel Particulate Filter exchange program.

33. Will electronic diagnostic tools change for Tier 4 Interim / Stage IIIB?

Cummins popular and easy-to-use electronic diagnostic tools such as InSite™ software and

QuickCheck™ handheld device are already upgraded and available for use with Tier 4 Interim /

Stage IIIB engines and the Cummins Particulate Filter after treatment.

Service Requirements




38. What is the life of the Diesel Particulate Filter?

The Diesel Particulate Filter is designed to last the life of the engine. The after treatment is

specially strengthened against high levels of vibration and shock loading.

39. Is low ash lube oil required for Tier 4 Interim / Stage IIIB?

Yes. To maintain regulated ash cleaning intervals it is strongly recommended to use API CJ-4

low ash lube oil in North America and equivalent ACEA-E9 lube oil in the EU.

40. Is ULSD fuel legally required for Tier 4 Interim engines?

Yes. In North America, Ultra Low Sulphur Diesel (ULSD) is legally required for Tier 4 Interim

engines. The ULSD must contain 15 parts-per-millions (ppm) or less sulphur content.

41. Does the European Union have the same fuel requirements for

Stage IIIB engines?

In the European Union, Ultra Low Sulphur Diesel (ULSD) must legally be 10ppm at the point of

manufacture and is expected to be 15ppm at the point of use.

Fuel Requirements

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42. Will ULSD be available outside of North America and the European Union?

Availability of ULSD is very limited outside of North America and the European Union – so it is

critical to not operate an engine requiring ULSD in a country without available ULSD supply.

Using high sulphur content fuel will damage the engine and after treatment system.

43. Could today’s fuel be used in Tier 4 Interim / Stage IIIB engines?

Tier 4 Interim engines must use ULSD. It is not possible to comply with the legally required PM

emissions standard with today’s off-highway fuel which has a higher sulphur content.

45. Is the engine warranty affected if ULSD is not used?

Yes. Improper fuel use of sulphur levels greater than 15ppm with Cummins Tier 4 / Stage IIIB

engines can result in denial of warranty coverage.

46. Can ULSD be used in Tier 3 / Stage IIIA or other engines?

Yes. Current engines will work fine on ULSD. It is backwards compatible.

44. What happens if higher sulphur fuel is inadvertently used?

A one time inadvertent tank of diesel fuel with greater than 15ppm sulphur content will not

damage the engine and after treatment system. The system will clean itself out when ULSD is

re-introduced.

However, continued improper fuel use of sulphur levels greater than 15ppm with Cummins Tier

4 Interim / Stage IIIB engines can permanently damage the engine and after treatment systems

within a short period of time. This damage could possibly cause the engine to be inoperable and

cause unplanned downtime and expenses.

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47. When will ULSD fuel be available?

ULSD is available today. ULSD was widely introduced in North America in 2006 and more

recently in the European Union for emission compliant on-highway engines. Cummins

anticipates that ULSD for off-highway applications will be widely available for Tier 4 Interim /

Stage IIIB engines in 2011. Both the EPA and EU have a schedule in place with fuel producers

and distributors to make ULSD available.

49. Does Tier 4 Interim / Stage IIIB technology change the current warranty

coverage on engines?

Current engine warranty will become a broader engine and system warranty for Tier 4 Interim /

Stage IIIB by incorporating the Diesel Particulate Filter after treatment and Direct Flow air cleaner

housing. Warranty hours, terms and conditions remain unchanged for Tier 4 Interim / Stage IIIB.

50. What happens if Tier 4 Interim / Stage IIIB engines are operated outside of their

intended emissions region?

Tier 4 Interim / Stage IIIB engines and after treatment which are exported and operated outside

of their intended emissions region will not carry a warranty. The very low emissions levels for

Tier 4 Interim / Stage IIIB require specific technology that is not appropriate for regions with less

rigorous standards.

Since emissions standards vary across the world, Hyster designs its products to meet the

standards of an individual country and/or emissions region. Dealers and customers should

carefully select the correct engine to meet the emissions requirements of their respective country.

Warranty

48. Can biodiesel fuel be used with Cummins Tier 4 Interim / Stage

IIIB engines?

Cummins Tier 4 Interim / Stage IIIB engines are compatible with Biodiesel

blends up to B20.

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51. What Tier 4 Interim / Stage IIIB field test experience does Cummins / Hyster have?

The first of the Cummins Tier 4 Interim / Stage IIIB field test engines started running in the field

in June 2008. Tier 4 Interim / Stage IIIB represents the most extensive development, concept

installation and field test program that Cummins has ever undertaken with off-highway engines.

Hyster has many Tier 4 Interim / Stage IIIB forklift trucks running in the field to prove reliability

and to demonstrate low fuel consumption in daily application usage.

52. How are the Tier 4 Interim / Stage IIIB engines performing?

The message from the operators is that the Cummins Tier 4 Interim / Stage IIIB solution is

dependable, reduces their operating costs and improves the performance of their machines.

The field test program surpassed 20,000 hours of operation in January 2010 and continues

to rapidly accelerate the total number of overall hours. The field test machines are remotely

monitored over the cellular network which enables Cummins engineers to quickly fine tune

engine calibrations to further enhance Tier 4 Interim / Stage IIIB equipment productivity.

53. What is the opinion of the Tier 4 Interim / Stage IIIB field test operators?

Cummins field test installations are receiving excellence testimonial comments from equipment

owners and operators who prefer the cleaner, more fuel efficient and responsive Tier 4 Interim

/ Stage IIIB engines compared with Tier 3 / Stage IIIA powered equipment. Some of these

comments are shown below:

“...we prefer to use the Tier 4 because it is quieter, much more response, no downtime, no problems...”

“...our fuel efficiency has improved by at least 5% with this machine...”

“...it’s amazingly better, yes, a lot stronger, a lot faster, a lot quicker, everything...”

“...Tier 3 was nice - and now this one is a whole lot better engine...”.

“...the fact that you don’t have to do anything to make the Tier 4 system function is the best integration...”

Field Test Experience

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Hyster Europe: for additional information please visit us online at www.hyster-bigtrucks.com,

email [email protected] or call us on +44 (0) 1252 810261

A division of NACCO Materials Handling Limited.

54. Where can I find out more?

For more information on the changes being made to the Hyster range of Big Trucks, as a result

of the emissions legislation, please visit:

The Hyster Website - www.hyster.com

The Hyster Big Trucks Micro-site www.hyster-bigtrucks.com

The Hyster Big Trucks Blog blogs.hyster-bigtrucks.

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Hyster Americas: For additional information please visit us online at

www.hysteramericas.com or call us at 1-800-HYSTER-1.

FORTENS, FORTIS, HYSTER, and are registered trademarks in the European Union and certain other jurisdictions.

MONOTROL and YARDMASTER are registered trademarks, and DURAMATCH is a trademark in the United States

and in certain other jurisdictions. Hyster products are subject to change without notice. Lift trucks illustrated may

feature optional equipment.

Form number: 901483/1. Printed in England. TLC/03/11. ©2011 Hyster Company. All rights reserved.

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