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SAVING THE MARRIAGE • In the 21-27 September issue of
Page 64
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your magazine, the article "Marriage of Convenience", about MAN's purchase of an 80% stake in Steyr Daimler Puch AG, contained the following statement: "The deal frees Steyr from committing considerable investment in a new tractive unit. The present model is unlikely to meet proposed European emission laws."
Such a statement is, I feel, likely to cause a divorce! May l set the record straight?
Steyr Daimler Puch has developed both its 6.6-litre and the 9.7-litre engines, developing 156kW (210hp) and 230kW (310hp) respectively, to achieve installed noise levels and emissions well below the European standards.
For instance, the above engines achieve 80dB(A) drive-by noise levels under IS0362 conditions. The EC84/424 noise limit to be imposed in October 1990 will require 84d11(A) for engines of more than 149kW (201hp).
Current EC81/334 limits are 88dB(A) for trucks above 12 tonnes gross. Already today all series production medium and heavy-duty truck engines undershoot the existing ECE R49 exhaust emission limits by about 80-90% both with HC and CO, and 30-45% with the critical NOx. • Steyr is also the only manufacturer to announce that its 230kW (310hp) engine in the "low-noise" version meets current Swiss and Austrian 1PP1 regulations and is already officially certified to that standard. The Austrian and Swiss standards call for 9g/kWh NOx, 1.23g/kWh HC, 4.9g/kWh CO and 0.7g/kWh particulates, Steyr engines are clean and quiet and have set standards which other manufacturers must match.
Bill Johnson, Steyr Trucks (UK), Milton Keynes, Bucks.
Our thanks to Bill Johnson for putting us straight on the matter of Steyr's 6.6 and 9.7-litre engines. The offending sentence was intended as a reference to Steyr's long-serving 11.97-litre vee-eight tractor engine which, notwithstanding the MAN/Steyr tie-up, is due to be replaced by an as-yet-unlaunched 12-litre straight-six Power unit, designed to meet forthcoming EC emission laws. Ed.
ALTERNATIVE FUELS • I read with interest your article in Commercial Motor (CM 14-20 Sept) on the Green diesel. Whatever happened to the Recycle Diesel system tested by the Smiths of Maddison Group? This was installed by a Polish engineer as an experiment on a Cummins en
gine, and I got involved in making some bits for this job.
I believe Intercity Transport at Cumbemauld was also involved in tests, as were Cw-nmins. The system resembled the system used in diesel submarines where some or most of the exhaust gases were recycled thrqugh a tank containing. I believe, an oxygenenriched mix and the gases returned to the engine via the inlet-manifold.
The results were staggering; instead of 7mpg, the truck regularly turned in 11 or more mpg. There were problems, of course, with soot clogging the system, but I'm sure somebody must have taken it up. There was also some alterations done to the injection system but I'm not sure what they were.
The results were encouraging enough to warrant further work. There was no power loss and the engine worked cleaner, with less emissions of toxic gases.
Another company in Newcastle also introduced a special injection system to introduce water into the combustion process. Special fuel pumps and injections were constructed, and I believe some buses in the Newcastle area tested the system.
There was also United Biscuits which usd a diesel/LPG sYstem on a Ford D-Series truck. The truck started on diesel and then ran for most of the day on LPG, and only changed over to the diesel system towards the end of its route.
It would be interesting to hear from other engineers on other systems — methanol, for instance. It would be nice to see something of this in Commercial Motor now and again. Archie Cassel's,
Area sales engineer, George Keller, Aberdeen.