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MAN Introduces Euro 5 and EEV Diesels Without SCR, Hybrids

The MAN D08 CR engines meet Euro 5 and EEV limits without any SCR aftertreatment. Click to enlarge.

At the 62nd IAA Commercial Vehicles show in Hanover, Germany (25 September - 2 October), MAN Nutzfahrzeuge will premiere a range of new diesel engines with EGR (exhaust gas recirculation) that meet Euro 5 and EEV (Enhanced Environmentally-friendly Vehicles) standards without the use of urea-based selective catalytic reduction (SCR) aftertreatment systems, as well as new hybrid models and numerous changes to its vehicles.

To achieve Euro 5 / EEV, the MAN engine designers use a Lambda-controlled exhaust gas recirculation (EGR) with recirculation rates of 30% and higher; two-stage turbocharging with indirect intermediate and main intercooling; and common rail technology with high injection pressures of up to 1,800 bar.

The new Euro 5 and EEV MAN engines are based on the 10.5-liter, 6-cylinder D20 CR and the 12.4-liter, 6-cylinder D26 CR series, while the 4.6-liter and 6.9-liter 6-cylinder light-weight and medium-weight diesel engines from the D08 CR series have been fundamentally reworked. Certain versions of the heavier-duty engines will require SCR to achieve EEV.

The high EGR rate provides a lower temperature of the fresh air/exhaust gas mixture in the combustion chamber of the cylinder in combination with an improved cooling of the recirculated exhaust gases, resulting in less NOx generated during combustion.

The optimum EGR rate is set for each operating point of the engine even under dynamic conditions thanks to the new EGR regulation with the aid of a Lambda sensor. This also improves fuel consumption.

The turbocharging of the new Euro 5 / EEV engine  has been adjusted to the higher requirements on exhaust gas. The maximum charge-air pressure has been increased to 4.0 bar for the engine series D08 for trucks.  With the exception of the 110 kW / 150 hp variant, which is particularly sensitive to weight and price, all MAN common rail engines with EGR now have the two-stage turbocharging.

The high-pressure stage provides a quick charge-air pressure build-up in the lower load range and engine speed range and thus a high starting torque, while the low-pressure stage in the upper load range and engine speed range is marked by a particularly high efficiency rate. In addition, the interaction of the two pressure stages results in a lower charging of the individual turbochargers.

MAN uses cooled EGR depending on the vehicle and engine model. Part of the coolant is removed from the engine’s coolant circuit behind the water pump, guided over a low-temperature radiator on the vehicle, and cooled to a few degrees Kelvin above the outside temperature. Subsequently the coolant is applied to two engine-mounted charge-air coolers (low pressure and high pressure heat exchangers) and is used for efficient cooling of the charge air. The design also removes the large charge-air pipe on the front of the truck, enabling the resulting space to be used to enlarge the radiator. Due to the high efficiency rate of air/water heat exchangers, a better charge-air cooling is achieved, according to MAN.

To maintain particulate emissions at the required 20 mg/kWh, the EGR engines for Euro 5 are equipped with an oxidizing catalytic converter. The MAN EGR engines do not need a closed particulate filter even to comply with the stricter EEV standard, according to the company.

Hybrids. A new MAN TGL distribution truck with hybrid-electric drive will make its world debut at the IAA. MAN will also showcase the series diesel-electric MAN Lion’s City Hybrid, a prototype of which was shown in 2007 and which is due to enter series production by 2010. The Lion’s City series hybrid is equipped with a D08 EEV engine offers potential savings of up to 30% as compared with a conventional EEV diesel bus.

MAN Nutzfahrzeuge is the largest company in Germany’s MAN Group, and a leading international provider of commercial vehicles and other transport solutions.


Henry Gibson

All of 110 kw to move a person around. No car manufacturer would ever put a horse-power-at-the-wheels indicator in the car. The fuel efficiency is nearly in direct correlation with the actual average horsepower used. 10 to 20 KW would be maximum average values for these engines. Cars must have a high horsepower rating for people to buy them. On the average, two horsepower is adequate for city street traffic. Motorway travel requires more. CALCARS mentions a rate of 200 watts per mile. WrightSpeed has a similar figure.

Batteries have not been an issue for plug-in-hybrids for over ten years. Mass production is the issue. ..HG..


Watts per mile???


What does "Lamda-controlled" mean? Is it like "Lamda Lamda Lamda and......Omega Moo!" ?


a Lambda sensor is an oxygen sensor, as used in gas engine axhaust to determine if the mixture is correct.
I don't know what Henry means, but these systems seem quite complex.

Robert Merkel

These are light truck engines, not car engines.

Trucks are generally not fitted with over-powered engines for the hell of it.



Agreed. If it takes a vehicle 20 seconds to hit 60mph when running flat out... it doesn't have too much power.

Interesting that these vehicles don't need SCR or a DPF. That right there should be an increase in fuel efficiency as there are lower losses to exhaust back pressure.

It seems like the real innovation here is the liquid to air intercoolers which I have always been an advocate of. IMO, in the short term, manufacturers should focus on increasing the rate of exhaust heat rejection to reduce the size of the radiator and free up room for heat exchangers used in a liquid/air IC.

The liquid air IC shortens the length of the charge pipe and allows for the engine to be more responsive while decreasing intake temperatures at the same time.

Increased heat rejection on the exhaust side would also make secondary recovery via TEC or Rankine cycle engine more practical.

stas peterson

Why are we supposed to be impressed with polluting pigs of diesels without modern emissions controls?

Come back when you reduce NOx by 80% or more... EU 5 is a joke not a standard. Its much much weaker then T2B5. Its not even in the same ballpark.



What Technology does the US use to move goods in large scale around the country?

stas peterson

The US goods with diesel powered trucks, but by the timje these diesels get to market, they would be outlawed, if indeed not outlawed already.

These just pollute too much,for US regulators to allow. In Europe where the phony Greens dwell, setting phony non-standards, lets the Greesn APPEAR to be doing their job. But in actuality not doing so,and collecting/extorting lots of Auto makers bribe/campaign contributions.

The EU seems to be fixated on reducing a non-pollutant, plant food, CO2, while allowing prodigious (and unecessary!) amounts of genuine toxics, like PMs and NOx, to foul the air.

Stas, give it up, you're getting boring, it's been like 2 years already...

Reality Czech

Lambda is the fuel/air equivalence ratio.

Λ = 1.0 is stoichiometric.

Brian P

Stan, what powertrain do you propose to propel a medium-duty or heavy-duty truck with, if not a diesel engine?

Gasoline? Yeah, the cost of fuelling *that* will go over well. Natural gas? Good luck with finding a place for the storage tanks and still having room left for cargo. Battery electric? Ya right, good luck with that.

And if a diesel engine manufacturer finds a way to meet the regulations without exhaust aftertreatment (which invariably costs a few points in efficiency - think CO2 emissions), what is the problem?

I believe Euro 5 is more stringent than the US *heavy duty* on-highway emission standards, could be wrong. There's a huge difference between the light-duty (stringent) and heavy-duty (lax by comparison) standards in North America. Production truck diesels in North America don't use SCR and are only now using EGR for NOx control, which VW diesels have had for more than a decade ...


Hi, My name is Venkat. Can some one help with a problem we face. We are a fuel supplier in one of the Middle East countries. We supply ultra low sulfur (< 50 ppm) diesel to public transport system (PTS) here. PTS uses both SCR (Benz/Solaris)and EGR (MAN/Scania) types of buses.
For the same lubricity of fuel (HFRR ~ 500 microns) SCR type vehicles run smoothly. EGR engines however had severe exhaust black smoke, high pr.fuel pump failures in several of their engines.
I would like to know whether the diesel molecular composition (normal (fossil)/GTL/biodiesel etc.)and its lubricity is a contributing factor given the very high common rail pressures encountered in EGR engines.
Can the fuel be under stress in such engines and consequently lead to such effects?
Any feedback would be highly appreciated.
Thanks for your courtesy.

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