The Four Pillars
Outstanding Fuel Economy
Technologies responsible:
- High-pressure common-rail fuel system
- Twin-series turbochargers with interstage cooler
- Innovative heat-management system
- Low-friction design
Key advantages:
- Low cost of ownership
- Enhanced performance
Excellent Power Characteristics
Technologies responsible:
- High-pressure common-rail fuel system
- Twin-series turbochargers with interstage cooler
Key advantages:
- Peak torque at 1,000 rpm
- Better reponse for earlier up-shifts
- Better lugging for fewer downshifts
Low Noise, Vibration And Harshness
Technologies responsible:
- High-pressure common-rail fuel system
- Integral ribs in the cylinder block
- Isolated oil pan
Key advantages:
- Exceptional driver comfort and reduced fatigue
- NVH that approaches the levels of a gasoline engine
High Strength Without Added Weight
Technology responsible:
- Compacted-graphite iron cylinder block
Key advantage:
- Extremely strong block foundation for long service life without excess weight.
Service
- Uptime though dealer support network of 587 dealers across the United States, Canada and Mexico.
High-Pressure Common-Rail Fuel System (HPCR)
Electronically programmable to deliver peak fuel pressure of up to 26,000 PSI at any engine speed for outstanding power and responsiveness.
High-pressure injection creates higher surface-to-volume ratio of fuel and air in the cylinders for more complete and efficient combustion.
Multiple injection events per cycle provide optimum fuel/air mixture for more complete combustion and better fuel efficiency.
Multiple injections also reduce the “diesel clatter” because there are now several small combustion events instead of the “big bang” from the one large injection event common in many diesel engines.
Peak torque is achieved at 1,000 rpm (just above idle) allowing for earlier up-shifts when accelerating and fewer downshifts when climbing hills. Operating the engine at low speeds also minimizes engine friction for better fuel efficiency.
Twin-Series Turbochargers
Smaller, primary turbo responds very quickly to deliver air for immediate take-off at low engine speeds.
Larger, secondary turbocharger provides peak power at higher speeds and when climbing hills.
Peak torque is achieved at 1,000 rpm and holds steady to 1,200 rpm, reducing gear shifting needs uphill and allows for shifting at lower speeds when accelerating. Other 11-liter to 13-liter engines do not achieve peak torque at these low engine speeds.
Work in tandem with fuel system to provide high power at low engine speeds for more efficient operation.
An interstage cooler reduces temperature of the air exiting the first turbo increasing air density so more air can be packed into the second turbo to maintain peak power as speeds increase.
Another cooler after the second turbocharger cools the air a final time before engine intake to provide better combustion and more power.
Eco-Therm™ Heat-Management System
Innovative two-circuit design allows for complete control of coolant flow and temperature to create ideal engine operating temperature in all conditions.
Provides quicker and better engine warm-up characteristics.
Reduces introduction of fuel into the exhaust system for diesel particulate filter regeneration.
Improves vehicle fuel economy during steady-state, transient and engine warm-up.
Improves fuel economy in cold climates.
Compacted-Graphite Iron (CGI) Block and Low Friction Design
The MaxxForce™ Big Bore engines are among the first heavy-duty diesels with a lightweight yet virtually indestructible engine block, cast entirely from compacted-graphite iron. This provides 13-liter engine capability and life in a package weight closer to most 11-liter engines.
70% stronger than gray iron.
40% stiffer than gray iron.
Double the fatigue limit of gray iron.
More efficient compound than gray iron, which means less material is needed to create the desired strength and durability.
Weight savings of up to several hundred pounds over gray iron big bore engines while maintaining the same or higher strength.
Unique molecular structure resists fractures.
Pronounced ribbing in the crankcase provides additional noise attenuation.
A rubber gasket between the oil-pan and engine block prevents block noise from resonating in the pan.
Low Friction Design
Overhead cam and rolling element bearing valve system reduce operational load to optimize engine efficiency.
