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Daimler Trucks Introduces New Heavy-Duty Engine Platform for North America; DD15 Improves Fuel Economy by 5%

Daimler Trucks introduced its new Heavy-Duty Engine Platform (HDEP) for the North American market in Detroit, Michigan. Jointly developed in Germany, Japan and the US, the HDEP will eventually replace the current eight engine families in Daimler companies (Freightliner, Sterling, Western Star, and Thomas Built Buses) with just three for all brands worldwide.

In a first step, the HDEP will be used to replace four heavy-duty engines with a global engine platform for this segment over the mid- to long-term. The first instance of the HDEP is the Detroit Diesel DD15 for North America.

By combining exhaust gas recirculation and a diesel particulate filter to reduce emissions, the DD15 is matched to the requirements of the North American EPA ‘07 emissions regulations and the wishes of customers in this region. The six-cylinder inline engine has a displacement of more than 14.8 liters and is capable of meeting EPA 2010 requirements without limitations as well as other potential measures aimed at reducing exhaust emissions.

Compared to the Series 60, the DD15 also runs up to 5% more miles per gallon. The new Amplified Common Rail Fuel System (ACRS) improves performance throughout the torque range and allows fine-tuning of combustion to reduce emissions, noise, vibration and fuel consumption.

DD15 has one of the highest compression ratios in the industry (18.4:1); combined with the ACRS, it delivers strong overall performance. The “amplified” in ACRS means that peak pressure is reached only at each point of injection, maximizing the combustion potential of each high capacity cylinder.

This electronically-optimized fuel delivery changes the pressure, the timing and the spray for every injection, to every cylinder, creating effective combustion for each revolution. Not only does this maximize performance within the cylinders, but it reduces deposits like soot and carbon, resulting in fewer Aftertreatment Device (ATD) regenerations.

The DD15 also uses turbo compounding technology. At the rated engine speed of the DD15, the turbine reaches a rotation speed of more than 40,000 rpm. Power is transferred to the gear drive, and therefore to the crankshaft, via a shaft and a hydrodynamic coupling.

This engine is the first in a series of new heavy-duty engines from Detroit Diesel that eventually will cover three displacement categories: 12.8 liters, 14.8 liters and 15.6 liters.

DD15 engines range in ratings from 455-560 hp (339-418 kW), with 1,550-1,850 lb-ft (2,102-3,508 Nm) of torque.

Since 2002, Daimler has invested $1.5 billion worldwide in the development of the Heavy-Duty Engine Platform. The developers have intensively tested the HDEP in the US, Germany, and Japan over more than 3.5 million miles in practice and on test rigs.

The market launch of the DD15 in the Freightliner Cascadia will take place in the second quarter of 2008. The engine will be produced for the North American market in the Detroit Diesel plant in Redford, Michigan. Once the Detroit Diesel DD15 has been launched on the market, the engine family also will be used by Mitsubishi Fuso in the medium-term and later by Mercedes-Benz.

With 90 percent shared parts, it will be possible to achieve considerable cost savings in the long term. The savings are mainly due to common development and production series management, globally coordinated engine production and economies of scale. Target volumes have been set at 200,000 units per year in the mid- to long-term. These engines, which will be built in Germany, Japan, and the US, will be offered in three displacement categories: 12.8 liters, 14.8 liters and 15.6 liters.

Due to the long development cycles for commercial vehicles, the market launches have been planned to coincide with the model changeovers of the individual products and brands. For this reason, the HDEP will now be available in the new Freightliner Cascadia for the first time worldwide. Implementation in Daimler Trucks’ four other truck brands will follow in succession.



18.4:1 CR in a big bore engine? Wow. CR's on emission controlled CI engines have been going down for years, to help minimize NOx. It looks like they've got a workable combination of high EGR rates, late injection and fast combustion effective enough that it allows them to bump CR back up. The higher CR's are certainly better for BTE.

The mechanical turbo compounding is also impressive. I've seen Scania's approach, but the fact that a conservative company like DDC is willing to put it into production must mean that it is dead reliable. I always imagined that an electrical turbo compound system would be first to market (easier to control and integrate?).

I wonder how much of that 5% improvement in SFC is due to the combustion mod's and how much is due to the turbo compounding? Scania claims their similar turbo compounding system is good for approx. 5% on its own.

Bud Johns

Truly cutting edge. The ACRS allows them to have the high CR and still get away with low NOx. The torque curve is flat as a pancake, the engine pulls RIGHT NOW. It also has the highest B50 rating in the industry, at 1.2 million miles! Over the road oil changes are 50,000 miles. They were able to use a simpler turbo due to the compounding, it has no waste gate since it's connected to the crankshaft....Ok, I'm impressed



RE turbo compounding

Wouldn't electric turbo compounding be cheaper. By this I mean coupling the turbo directly to an alternator. Where are alternators that can work at turbo rpm range.


sintercast ?

Paul Lamar

We have advocated turbo compounding for years.
Check our web site for a lot more on turbo compounding.

Good for DD. Now all truck engine builders will be forced
to spend money on turbo compounding R&D to stay competitive.

Paul Lamar

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