Kohler/Lombardini - Ready for the Future, Press Release

In preparation for new regulations on emissions that are soon to take effect (final TIER 4, above 19 kW in the US; Stage IIIB, above 37 kW in the EU), Kohler is presenting a new line of KDI (Kohler Direct Injection) diesel engines.

Innovation is the common thread running through the design of this completely new family of engines, which feature highly advanced technology for clean combustion and limited emissions without the use of after-treatment systems, while simultaneously enabling remarkable performance levels to be reached.

The excellent power and torque in relation to the engines’ compact size and the absence of particulate abatement systems (such as DPFs) translate into clear advantages for all OEMs who can now replace their current engines with lower-displacement units and, at the same time, enjoy the benefits of reduced fuel consumption and longer maintenance intervals, since no filter regeneration is required.

Main Technical Features - Innovating the Future                                 

Fully optimized to meet market demands, the design was developed using the most advanced technology currently available. Clean combustion achieved with a high-pressure (2000 bar) Common Rail system of the latest generation, combined with an electronically triggered EGR valve that makes circulate the right amount of exhaust gases (which are liquid-cooled by a water/air heat exchanger), enables emission levels to comply with the new regulations while providing exceptional performance - and all without the use of after-treatment systems.  The added value of KDI and the technology employed to create it result in "Best Comfort" for the user, thanks to the compact size of the engine, and its performance, sturdiness, low levels of vibration and noise emissions, and low operating and maintenance costs.

The Common Rail system:

Kohler/Lombardini have chosen the most advanced common rail system available on the market. It’s specifically designed for extreme durability and resistance to the highly severe conditions of operation that are typical of applications in the industrial and building construction sectors.  The high pressure pump operates at 2000 bars. This feature, combined with G3S solenoid-type injectors, enables fuel optimization during injection.

4 valves:

The 4 valves per cylinder system used was designed to house the injector in a perfectly vertical position at the very center of the combustion chamber. This solution optimizes fuel filling, atomization and mixing with oxygen in the chamber.  

The intake manifold and the combustion chamber were developed with thorough fluid-dynamic (CFD) analysis for maximum combustion efficiency.

Turbocharger and aftercooler:

The waste-gated turbocharger has been specifically tuned to minimize the turbo-lag response and provide the precise volume of air for an excellent low end torque capability. Specific oil control devices also allows for the required lubrication of the turbine shaft for long term durability. The use of a charge air cooler is required to ensure the correct air inlet temperature for the optimal engine performance whilst achieving emissions compliance.

The turbocharger is equipped with special lubrication and oil retention solutions for unmatched durability and reliability over time.

The EGR System:

The exhaust gas recirculation system, which is the product of a painstaking CFD analysis, consists of two cooling stages that optimize heat exchange without increasing overall size. Also, its position on the hot side effectively prevents the EGR valve from jamming, which ensures maximum reliability.

ECU:

The Common Rail injection system and the electronic control unit required for controlling it are both of the latest generation. They were specifically developed for heavy-duty applications in the industrial and building construction sectors.

The control unit provides total control of engine calibration parameters so that required performance and emission levels can be reached. The CAN-BUS system provides a direct communication interface between the engine and the electronic components associated with the specific application.

User Benefits - Creating the Future Together                                                    

The absence of after-treatment systems offers countless advantages for both the manufacturer and the user.  In fact, thanks to the advanced injection system (with 2000 bar Common Rail, EGR valve and 4 valves per cylinder), no DPF is required. The immediate resulting advantage is reduced external dimensions.  KDI is designed to be compact, yet provides great performance (power of up to 23 kW/liter and torque of up to 120 Nm/liter). Also, since no filter regeneration is necessary, fuel consumption is effectively reduced (by 3-5% over a solution with average 1600 bar pressure and DPF, and more than 10% when compared with a solution employing indirect injection and a stand-alone DPF) and the same is true for the consumption of oil. Oil consumption is also influenced by the special smoothing of the cylinders with latest-generation machinery, which reduces friction and thus optimizes oil consumption and raises maintenance intervals to 500 hours, with a resulting gain of from 250 hours (comparing KDI with current engines that do not comply with final TIER IV regulations) to 350 hours (considering the oil consumption of these engines with DPF). Also, maintenance intervals are not adversely affected by the need to replace the particulate abatement filter (which has an estimated service life of 3000 hours).

The cooling of recirculated exhaust gasses with resulting abatement of NOx is not only due to the location of the EGR valve on the hot side, but is particularly produced by the special path that circulating air takes through the two cooling stages. Also, the special geometric layout of the intake manifold leads to uniform mixing of air in each cylinder, which equally distributes the NOx abatement obtained in the previous stage.

Precise, meticulous NVH (Noise – Vibration – Harshness) analysis, combined with the bedplate architecture design concept (i.e., crankcase assembly is obtained by joining the crankcase and the bed plate) makes the engine more rigid and thus more solid, for reduced noise and vibration.

The auxiliary power take-offs are designed and located to deliver the highest possible percentage of engine power. They also allow two hydraulic pumps to be installed in tandem. What’s more, the PTO turn ratio (1:1.2) allows the use of smaller hydraulic pumps with the same power. 

The Product Range - New Opportunities for the Future                             

The KDI product range is an important opportunity for the future. Two targets have been reached by the development of this new family of engines:

-          compliance with emission requirements taking effect in January 2013 (final TIER 4 ; Stage IIIB)

-          Extension of the diesel engine line to include power ratings of up to 100 kW

   

Promoting the Future                                                                                                              

Innovation also lies at the heart of the publicity system used to promote the new KDI family.

Advanced design, the use of easily recognizable colors (black and bronze) and social media, along with an international “Press Conference”, are helping to renew the image of the two companies (KOHLER/Lombardini), which have been producing engines for over 80 years.