JCB is one of the world’s top three manufacturers of construction equipment. The English-based company employs about 11,000 people in 22 plants on four continents and sells equipment in 150 countries. That’s a remarkable achievement considering JCB’s humble beginnings. Joseph Cyril Bamford (hence the JCB) started the company in 1945 producing small agricultural tipping trailers. This past spring, JCB hosted editors at its Savannah, Georgia, plant. The Georgia plant manufactures 18 models of skid-steers and track loaders, but the big news was the company’s EcoMax T4 Final engine. We contacted JCB‘s Vincent Whelan to find out more.
Mr. Whelan, please briefly share your history with JCB and your involvement with JCB’s EcoMax Tier 4 engine.
I joined JCB in 1994 just after finishing my college graduate program. I have worked in various groups since that time, primarily large excavators. Today, I serve as the vice president of product for JCB North America. I am responsible for the region’s transition and implementation of JCB’s T4F engine solution. I am gathering North American voice-of-the-customer input for our Tier IV JCB EcoMax engine, including ease-of-use and cost-of-ownership data.
What size engines are we talking about, and which JCB products will feature these engines?
Specifically, the JCB EcoMax engine range is between 74 and 173 hp. It is used in our backhoes, telehandlers, wheel loaders, excavators, skid-steer loaders and compact track loaders.
JCB Power Systems has worked with other OEMs in order to share engine intellectual property where there is an agreed objective of No DPF (diesel particulate filter). For example Kohler. JCB Diesel by Kohler engines have no DPF, and are used within our compact excavator range.
During this spring’s press event I heard a lot about JCB’s “one-can” selective catalytic reduction (SCR) exhaust solution. Would you elaborate on that please?
As part of complying with EPA emissions regulations there are potentially three cans – DOC (diesel oxidation catalyst), DPF and SCR (selective catalytic reduction). JCB has a one-can solution without a need for a DPF or a DOC.
As I understand the SCR process, urea is injected through the catalyst system into the exhaust stream of a diesel engine to reach within the catalyst system to react with NOx (nitrogen oxide), resulting in the release of nitrogen, water and small amounts of carbon dioxide into the air. It’s chemistry.
To the end user it makes the engine more efficient, resulting in less fuel usage and urea consumption and seamless integrated working cycles with zero disruption to their work.
Let’s address what Turf’s readers are most interested in — the features and benefits of the engine technology and what it can do for them.
The tangible elements that construction customers are looking for are fuel, downtime and productivity. The JCB engine solution nails every one of these without compromising performance. The JCB EcoMax engine delivers less fuel consumption, in some cases by 33 percent. It also delivers greater productivity due to its No-DPF solution and the seamless working practice of cooling and urea integration. This results in excellent efficiency due to greater torque. The engine and drivetrain work together seamlessly, allowing for greater hydraulic output at lower horsepower.