Better Thomas Bus Oct 4 2011 Steve D Goss Sanjay Kumar Jim Lannan Agenda Update on successes IC Bus Fluid Economy Claims Cummins Fuel Economy How to sell Cummins School Bus Industry Data ID: 556803
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Slide1
Make Every School Bus Better.
Thomas Bus Oct 4, 2011 Steve D Goss Sanjay Kumar Jim LannanSlide2
Agenda
Update on successesIC Bus ‘Fluid’ Economy Claims
Cummins Fuel Economy
How to sell CumminsSlide3
School Bus Industry DataIndustry data suggests a 5% gain in Cummins market share (50% to 55%)
Recently gained business with largest bus customer Slide4
IC Bus ‘Fluid’ Economy Claims
IC Bus published report of fuel economy testing stating ‘up to a 4.5%’ advantage vs CumminsCummins responded to claims outlining the points in question including:Transmission shift calibration selectionsAftertreatment regeneration
Avg. Diesel Price
$3.80
Avg. Bulk DEF Price
$2.85
‘Fluid Economy’ also ignores the price differentialSlide5
Transmission shift calibrations
IC Bus did not outline what shift calibrations were used during testingCummins testing validates that proper selection can result in significant fuel economy gains Slide6
Aftertreatment Regeneration
Typical regen cycle on MF 7 at approx. 135 milesSame distance as testMore EGR = More Soot Generated = More Regens
Regenerations require the use of more fuel thus diminishing overall fuel economy Slide7
‘Fluid’ Economy
IC’s claims of ‘fluid’ economy inaccurately represent total cost of ownershipNo mention of DEF consumption thus inability to analyze actual DEF usage for testDifferences in DEF and diesel fuel pricing vary significantly so need to be analyzed separatelySlide8
Cummins Fuel Economy
‘Others Test. We Deliver’Cummins and Thomas Bus both currently testingSlide9
ISB Fuel Economy Tops DTNA Testing
Freightliner M2 106
with Cummins ISB
(EPA 10)
Vs.
International Durastar 4300with MaxxForce DT (EPA10)
Result
8.5% Better Fuel
Economy
2 Regens for ISB Vs 10
for MaxxForce DT in the
14 hour test period
Slide10
In Cylinder NOx Control Challenges
Fuel economy significantly compromisedIncreased risk of EGR condensationSignificant increase in heat rejection
Complex system integration
Driver satisfaction significantly compromised
Power density and torque limitationsSlide11
In Cylinder NOx Control Challenges
5-9% disadvantage Combustion efficiency degradation:
Higher engine pumping losses
Increased intake & exhaust manifold pressures
Increased Particulate Filter regenerations
Fuel Economy Significantly CompromisedSlide12
Increased Risk of EGR Condensation
In Cylinder NOx Control Challenges
Higher EGR flow produces excessive acidic condensation
Power cylinder corrosion
Rapid deterioration of lube oil
Reliability and durability compromisedSlide13
In Cylinder NOx Control Challenges
20% increase Higher EGR flow: Multiple EGR coolers on & off engine Larger vehicle cooling package
Major redesign of radiator / Charge Air Cooler / Fan systems
Significant Increase in Heat RejectionSlide14
Complex System Integration
In Cylinder NOx Control Challenges
Higher EGR flow
Air handling system
Vehicle cooling systemSlide15
In Cylinder NOx Control Challenges
Higher EGR FlowThrottle Response
Driver Satisfaction Significantly CompromisedSlide16
In Cylinder NOx Control Challenges
Deterioration of 50 – 100 hp for same displacement
Higher EGR flow & EGR controls
compromises
engine performance
Power Density and Torque LimitationsSlide17
Clean Air
DOC
DPF
Bus Owners Have Two Choices for 2010
Advanced EGR
EGR + SCR After-Treatment System Setup
Tank
Catalyst
Doser
AMOX Cat
DOC
DPF
Intercooler
Higher heat rejection:
Larger Radiator
Larger Charge air cooler
RadiatorSlide18
Emissions Control Technology
NOx
is converted into N2 and H20 downstream from the engine using a diesel exhaust fluid catalyst
Exhaust gas is re-circulated through the
cylinders reducing peak combustion temperature,
lowering
NOx
emissions
SCR allows for a lower EGR run rate, increasing fuel economy and engine life
With emission controls moved out of and away from the engine, power generation is unhindered
EGR introduces excessive carbon and soot into the cylinder, causing pre-mature liner and piston wear
Higher EGR cooling capacity strains the cooling system, leading to shorter coolant change intervals and component failureSlide19
19
The Facts about the Fluid – DEF Properties
DEF is safe to handle and store
Non-toxic
Non-polluting
Non-flammable
DEF freezes at 12° F (-11° C). However, frozen DEF does not impact start up and normal operation of the vehicle
When stored at extreme temperatures, neither DEF nor Urea become toxic
DEF is slightly alkaline with a pH of approximately 9
Acidic pH
DEFSlide20
DEF - Myths & Facts
Navistar’s claim of ammonia level being close to 1000 ppm in a near empty DEF tank is a ‘stretch of imagination’ DEF, when heated and maintained at a constant
temperature 120 degrees Fahrenheit, will very slowly
start to form small amounts of ammonia
It would take over two years at this constant temperature to convert DEF into levels of 1000 ppm of ammonia
Such a situation can be probably modeled in ‘laboratory setting’ but not in the real worldSlide21
Cummins ISB6.7 vs Navistar MaxxForce 7
Competitive ComparisonSlide22
Cummins ISB6.7 vs. MaxxForce 7
Feature
Cummins Advantage
Displacement
6.7L
6.4L
-
Configuration
Inline 6
V-8
Fewer parts /
better reliability
Horsepower
200 - 325 HP
200 - 300 HP
Better power
density
Torque
520 -750 lb-ft
560 - 660 lb-ft
Better power
density
Aspiration
One - variable geometry turbo
(2) dual stage
turbos
Fewer parts /
better reliability
Oil change
interval
15,000 mi.
(24,000 km)
10,000 mi.
(16,000
km)
Lower maintenance cost / better uptime
Engine weight (dry)
1,150 lb (522 kg)
1,225 lb. (556 kg)
Lower weightSlide23
Feature
Cummins ISB6.7
Advantage
MaxxForce 7
Complexity
Single VG turbo, single radiator &
charge air cooler
Dual
turbos, multiple charge air coolers and radiators, large EGR cooler
Emission Controls
Diesel Particulate Filter and Selective Catalytic Reduction
Diesel Particulate Filter and Advanced EGR
Maintenance and Service
15,000 mile service intervals
and 3,500 authorized service locations
10,000 service intervals and 900 authorized service locations
Competitive Comparison SummarySlide24
Designing For the School Bus Market
Reliability
Total cost of ownership
Low maintenance
Safe Operation
Sociability
Performance
Weight/space
Minimal driver training
Ease of operation
Information systems
Emissions complianceSlide25
Cummins Diesel PowerSlide26
ISB6.7 & ISC8.3 Features
Improved combustion systemAdvanced VGT TurbochargerImproved cooled-EGR subsystem/cooling circuit
Fully integrated electronic controls
New Cummins Aftertreatment SystemSlide27
ISB6.7 & ISC8.3 Customer Benefits
Best-in-Class Fuel EconomyImproved Reliability
Minimal Installation Impact
Stronger Performance
Increased Power DensitySlide28
Cummins Natural Gas PowerSlide29
ISL G Product Features and Benefits
8.9L Stoichiometric Cooled EGR engine with spark ignitionIn production since mid-2007
Low emissions
Diesel-‘like’ Performance, Reliability and Durability
Over 80% parts commonality with ISL9
Compatible with CNG, LNG, or Biomethane (RNG)
29Slide30
2010 ISL G Natural Gas
Three Way Catalyst Aftertreatment
Passive device
Packaged as a muffler
Maintenance-Free
Stoichiometric Combustion Cooled EGRSame rated speed as ISL9 diesel30% more torque at idle
5% better fuel economySlide31
Combustion
Technology
Filtration and
Diesel Exhaust Fluid
Integrating Critical Subsystems
Electronic Controls
Aftertreatment System
Turbochargers
Fuel SystemsSlide32
32
PowerSpec
Software Application
Provide gearing recommendation
Customize engine ‘specs’
Collect valuable trip information
Free to download and use
www.powerspec.cummins.comSlide33
INLINE™ adapter
Cummins datalink adapter used in conjunction with PowerSpecAllows user to: transfer feature parameter settings download trip information
INLINE™ 5 kit (part number: 4918416) includes all necessary parts to connect the vehicle to a laptop
33Slide34
Make Every TM School Bus
Better.Better
Fuel Economy.
Up to 3% better than our ’07 ISB and ISC
Joint testing underway on EPA 2010 productBetter Performance.
Improved driveability and throttle response
Better
Reliability.
Best-in-class durability and dependability
Better
for the Environment.
Near zero NOx and PM emissions
Improved MPG results in smaller carbon footprintSlide35Slide36
Saf-T-Liner EFX
36Slide37
Common Parts with HDX means faster design cycle
00000-00-Thomas Built Buses Standard Template.ppt
37
Bumper
(10)
#2 Hood
(2)
Front Roof Cap
(6)
Clearance/Marker Lights
(6)
“A” Mirrors
(8)
Walk
Gate
(8)
Headlight & Bezel
(4)
Wipers
(15)
Hazard Lights
(4)
Header Height/Drip Rail
(4)
“B” Mirrors
(8)
Destination Sign
(20)
Windshield
(3)
Sub-system ID (estimated number of parts to be eliminated ~100)Slide38
Driver Focused Improvements - Storage
Added driver’s storage to right side dashCan be used for safety equipment storage or for personal items
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38Slide39
Driver Focused Improvements - Visibility
Improved visibilityHDX windshieldLarger driver’s side windowArgosy headlightsRunning lights standard
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39Slide40
Driver Focused Improvements - Visibility
Improved defrost capability
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40Slide41
Technician Focused Improvements - Access
Headlight doors and removable grill provide easy service accessLightsWiper motors and linkagesWasher fluid
Power steering reservoir
Defrost heater relays
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41Slide42
Technician Focused Improvements - Access
Lower driver side access panel for chassis PDM’s
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42Slide43
Technician Focused Improvements – Misc.
More reliable components should translate to fewer replacementsIncreased parts commonality means less parts for technician to maintainBus can still be jacked up by front bumper
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43Slide44
Family Look
HDX
EFX
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44Slide45
EFX Status
00000-00-Thomas Built Buses Standard Template.ppt
45
Gate 9/8 Status: Passed (May 9th)
Gate 7/6 Status: Passed
Scheduled SOP: Q1 2012
Project Budget approved.
Bus to be showcased at NAPT in October.
Estimated start of production 1Q2012
Pilot/
Preseries
We’ll be soliciting orders within the next month
Will come with new sales codes – WebEx will be scheduled to assist in ordering process
Will come with $300 cost increase
Design Validation
Cooling passed.
FEA and fatigue analysis in progress.
Defrost testing planned for early October
6000 mile durability to begin mid-September at Bosch Proving Grounds.Slide46
Questions?
46
Thomas Built Buses Dealer Sales Meeting 2012