Class 8 CNG / Diesel System
Cost Analysis
£EPA
United States
Environmental Protection
Agency
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Class 8 CNG / Diesel System
Cost Analysis
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
Prepared for EPA by
FEV North America, Inc.
EPA Contract No. EP-C-12-014 WA3-03
NOTICE
This technical report does not necessarily represent final EPA decisions or
positions. It is intended to present technical analysis of issues using data
that are currently available. The purpose in the release of such reports is to
facilitate the exchange of technical information and to inform the public of
technical developments.
&EPA
United States
Environmental Protection
Agency
EPA-420-D-15-003
June 2015
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FEW CNG Class 8
List of Contents
Executive Summary 14
1. Introduction and Program Objectives 16
1.1 Objectives 16
1.2 Study Methodology 16
1.3 Manufacturing Assumptions 16
1.4 Cost File Structure 19
1.5 Case Study Hardware Evaluated 22
1.6 Case Study Discussion and Result Layout 23
2. CNG/Diesel Cost Analysis 23
2.1 Vehicle & Cost Summary Overview 23
3. CNG Vehicle Hardware Overview 23
3.1 CNG System Hardware Overview 26
17.7 CNG Fuel & Fuel Tanks 27
3.2 CNG Fuel Tank Overview 29
3.3 CNG Fuel Tank Enclosure Overview 36
3.4 CNG Fuel Module Overview 36
3.5 CNG Engine Overview 38
3.6 CNG Exhaust 3-Way Catalyst Overview 40
4. Diesel Vehicle Hardware Overview 40
4.1 Diesel System Hardware 43
4.2 Diesel Tank Overview 43
4.3 Diesel Engine Overview 45
4.4 Diesel Exhaust SCR After-treatment System Overview 46
4.4.1 The Diesel SCR System 47
4.4.2 Urea System 48
5. Diesel (Base Technology) and CNG (New Technology) Functionality Overview 51
5.1 Whole Engine 51
5.2 Engine Block 56
5.3 Engine Block Cylinder Head 58
5.4 Engine Rocker Levers 59
5.5 Fuel System 59
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5.5.7 Diesel Fuel System 59
5.5.2 CNG Fuel System 63
5.6 Oil System 64
5.7 Cooling System 68
5.8 Air Intake System 71
5.8.1 Diesel Air Intake System 71
5.8.2 CNG Air Intake System 72
5.9 Exhaust System 73
5.9.7 Off-Engine Exhaust System 76
6. Direct Manufacturing Cost for the CNG/Diesel Study At Vehicle Level 77
6.1 Cylinder Block Subsystem 01&02-01 81
6.2 Cylinder Block Sub-Subsystem 01-01-01 Overview 81
6.3 Front Gear Housing Sub-Subsystem 01-01-02 Overview 82
6.4 Cylinder Block Liners Sub-Subsystem 01-01-03 Overview 82
6.5 Crankshaft Sub-Subsystem 01-01-04 Overview 82
6.6 Cylinder Block Plumbing Sub-Subsystem 01-01-05 Overview 83
6.7 Piston Cooling Nozzle Sub-Subsystem 01-01-06 Overview 84
6.8 Vibration Damper Sub-Subsystem 01-01-07 Overview 84
6.9 Conrods/Parts & Performance Sub-Subsystem 01-01-08 Overview 85
6.10 Front Cover Sub-Subsystem 01-01-10 Overview 86
6.11 Camshaft Sub-Subsystem 01-01-11 Overview 86
6.12 Rear Gear Housing Sub-Subsystem 01-01-12 Overview 86
6.13 Direct Manufacturing Cost For Cylinder Block Subsystem 01-01 87
7. Cylinder Head Subsystem 01-02 91
7.1 Cylinder Head Sub-Subsystem 01-02-01 Overview 91
7.2 Direct Manufacturing Cost for Cylinder Head Subsystem 01-02 91
8. Rocker Lever Subsystem 01-03 95
8.1 Rocker Lever Sub-Subsystem 01-03-01 Overview 95
8.2 Paint Sub-Subsystem 01-03-02 Overview 96
8.3 Valve Cover Sub-Subsystem 01-03-03 Overview 96
8.4 Crankcase Breather Sub-Subsystem 01-03-04 Overview 97
8.4.1 Crankcase Breather 98
8.4.2 Molded Hose 98
8.4.3 Molded Hose 99
8.4.4 Breather Support 99
8.4.5 Lube Oil Drain Tube Assembly 100
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8.4.6 Breather Adapter Assembly 100
8.5 Engine Brake Sub-Subsystem 01-03-05 Overview 100
8.6 Direct Manufacturing Cost For Rocker Lever Subsystem 01-03 100
9. Cam Follower Lever Subsystem 01-04 104
9.1 Cam Follower Lever Subsystem 01-04 Overview 104
10. Fuel & Controls Subsystem 01-05 104
10.1 Fuel Pump Sub-Subsystem 01-05-01 Overview - Diesel Only 106
70.7.7 Fuel Pump Body 707
10.1.2 Fuel Pump Support 707
70.7.3 Fuel Pump Support 705
70.7.4 Fuel Pump Head 705
70.7.5 Fuel Control Actuator 705
70.7.6 Fuel Pump Gear 705
10.2 Engine Control Module (ECM) Sub-Subsystem 01-05-02 Overview 109
70.2.7 Electronic Control Module (ECM) 770
10.2.2 Position Sensor 777
10.2.3 Temperature Sensor 777
10.2.4 Oxygen Sensor 772
70.2.5 Humidity Sensor 772
10.2.6 Temperature Sensor 772
10.2.7 Spring Washer 773
70.2.5 Pressure Sensor 773
70.2.9 Relay 773
70.2.70 Pressure Sensor 773
70.2.77 Nitrogen Oxide Sensor 114
70.2.72 Knock Sensor 114
10.3 Engine Control Module (ECM) Wiring Harness Sub-Subsystem 01-05-03 Overview 114
70.3.7 ECM Wiring Harness Mounting Bracket 775
70.3.2 ECM Wiring Harness 775
10.4 Fuel Control Module Sub-Subsystem 01-05-04 Overview - CNG Only 117
70.4.7 Intake Manifold Cover 775
70.4.2 Fuel Control Housing 775
70.4.3 Fuel Control Module 775
70.4.4 Mass Flow Sensor 779
70.4.5 Fuel Transfer Connection 779
10.4.6 Pressure Sensor 779
70.4.7 Actuator 720
70.4.5 Module Support 720
70.4.9 Plain Hose 720
10.5 Fuel Pressure Regulator Sub-Subsystem 01-05-05 Overview 121
70.5.7 Fuel Pressure Reg. Housing 722
70.5.2 Fuel Shutoff Valve 722
70.5.3 Air Control Valve 723
70.5.4 Coupling Nipple 723
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70.5.5 Threaded Plug 123
10.5.6 Pressure Regulator Valve 124
10.5.7 Plain Hose Coupling 124
10.5.8 Pressure Sensor 725
10.6 Fuel Tank Sub-Subsystem 01-05-06 Overview 125
10.6.1 Fuel Tank 126
10.6.2 Fuel Tank Plumbing 126
10.6.3 Fuel Tank Brackets 727
10.7 Fuel & Controls 01-05 Subsystem Cost Impact 128
10.7.1 Direct Manufacturing Cost For Fuel & Controls 01-05 Subsystem 725
11. Injector Pluming & Filters Subsystem 01-06 132
11.1 Injector Plumbing Sub-Subsystem 01-06-01 Overview - Diesel Only 132
11.2 Injectors Sub-Subsystem 01-06-02 Overview - Diesel Only 134
11.3 Fuel Filter Sub-Subsystem 01-06-03 Overview 136
11.4 Direct Manufacturing Cost for Injector Plumbing & Filter 01-06 Subsystem 139
12. Oil Subsystem 01-07 143
13. Fan & Water Subsystem 01-08 143
14. Accessory Drive Provision Subsystem 01-09 143
15. Air Transfer Subsystem 01-10 143
15.1 Air Inlet Connection Sub-Subsystem 01-10-03 Overview 144
15.2 Turbocharger Sub-Subsystem 01-10-05 Overview 145
15.3 Turbocharger Arrangement Sub-Subsystem 01-10-06 Overview 147
15.4 Turbo Charger Plumbing Sub-Subsystem 01-10-07 Overview 147
15.5 Direct Manufacturing Cost For Air Transfer 01-10 Subsystem 151
16. After-treatment and Exhaust Subsystem 01-11 - Diesel Only 155
16.1 After-treatment Device Sub-Subsystem 01-11-01 Overview 156
16.2 Engine Fluid Doser Components Sub-Subsystem 01-11-02 Overview 159
16.3 Exhaust Recirculation Sub-Subsystem 01-11-03 Overview 163
16.4 Direct Manufacturing Cost For After-treatment and Exhaust 01-11 Subsystem 168
17. Flywheel/Flex Plate Subsystem 01-16 172
18. Compressed Air Subsystem 01-12 172
19. Engine Voltage Subsystem 01-13 172
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20. Ignition Sub-Subsystem 01-13-02 Overview 172
21. Direct Manufacturing Cost For Engine Voltage 01-13 Subsystem 174
Conclusion Summary 178
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List of Figures
Figure 1-1: Fuel Control Module Sub-Subsystem 20
Figure 1-2: Intake Manifold Cover Assembly 21
Figure 3-1: CNG Gas Supply Overview 24
Figure 3-2: CNG System Overview 25
Figure 3-3: Spark Plug Coil Overview 25
Figure 3-4: Fuel & Controls 26
Figure 3-5: CNG Tank Mounting Overview 27
Figure 3-6: Gas Bag Vehicles Overview 28
Figure 3-7: CNG Tank Overview 29
Figure 3-8: CNG Tank Construction Layers Overview 30
Figure 3-9: Construction Steps For Type 3 CNG Tanks 31
Figure 3-10: CNG Tank Piping System Overview 32
Figure 3-11: Fast Fill CNG Fuel Station (3 Pump Capacity) 33
Figure 3-12: Slow Fill CNG Fueling Station (10 Pump Capacity) 34
Figure 3-13: CNG Shutoff & Pressure/Temperature Valve Overview 35
Figure 3-14: CNG Rear Cab Mount Configuration 36
Figure 3-15: CNG Fuel Management Module Overview 37
Figure 3-16: Cummins ISX12G Engine Overview 38
Figure 3-17: Exhaust 3-Way Catalyst Overview 40
Figure 4-1: Compression Process 41
Figure 4-2: Diesel Fuel System Flow Overview 42
Figure 4-3: Diesel System Overview 43
Figure 4-4: Diesel Fuel Tank Configurations Overview 44
Figure 4-5: Cummins ISX12 Diesel Engine Overview 45
Figure 4-6: SCR System Overview 46
Figure 4-7: Diesel Oxidation Catalyst (Doc) 47
Figure 4-8: Example of A DPF Filter 48
Figure 4-9: Example of A DPF Dosing Unit System 49
Figure 4-10: Example of A DPF Urea Tank System 50
Figure 4-11: Selective Catalytic Reduction (SCR) 51
Figure 5-1: Whole Engine Top View Diesel & CNG 52
Figure 5-2: Whole Engine Front View Diesel & CNG 53
Figure 5-3: Whole Engine Left Side View Diesel & CNG 54
Figure 5-4: Whole Engine Right Side View Diesel & CNG 55
Figure 5-5: Whole Engine Rear View Diesel & CNG 56
Figure 5-6: Engine Block Overview 57
Figure 5-7: Engine Block Front Gear Train Overview 57
Figure 5-8: Engine Block Rear Gear Train Overview 58
Figure 5-9: Engine Block Cylinder Head Overview 58
Figure 5-10: Engine Block Cylinder Head Overview 59
Figure 5-11: Fuel Filter and Pump Overview 60
Figure 5-12: 86 Micron Filter Located In the Banjo Bolt Overview 60
Figure 5-13: Fuel Flow Overview 61
Figure 5-14: Fuel Flow Overview 62
Figure 5-15: Injector & Flow Overview 62
Figure 5-16: Compression Process 63
Figure 5-17: CNG Fuel Flow Overview 64
Figure 5-18: Oil Pump 65
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Figure 5-19: Oil System Flow Overview 66
Figure 5-20: Turbo Oil System Flow Overview 66
Figure 5-21: Oil Filter Lube System Overview 67
Figure 5-22: Oil Filter Lube System Overview 67
Figure 5-23: Coolant System Overview - 1 68
Figure 5-24: Coolant System Overview - 2 69
Figure 5-25: Coolant System Overview - 3 70
Figure 5-26: Coolant System Overview - 4 70
Figure 5-27: Coolant System Overview - 5 71
Figure 5-28: ISX Turbocharger 72
Figure 5-29: Compressed Turbocharger Air 72
Figure 5-30: Air Flow Diagram for Air Intake System 73
Figure 5-31: EGR Overview 74
Figure 5-32: EGR Components 75
Figure 5-33: Exhaust Manifold 75
Figure 5-34: Exhaust Manifold 76
Figure 5-35: After-treatment Flow 77
Figure 6-1: Cylinder Block Subsystem 81
Figure 6-2: Front Gear Housing Subsystem 82
Figure 6-3: Cylinder Block Liners Subsystem 82
Figure 6-4: Cylinder Block Liners Subsystem 83
Figure 6-5: Cylinder Block Plumbing Plug 83
Figure 6-6: Piston Cooling Nozzle Subsystem 84
Figure 6-7: Vibration Damper Subsystem 84
Figure 6-8: Conrods/Parts & Performance Subsystem 85
Figure 6-9: Front Cover Subsystem 86
Figure 6-10: Camshaft Subsystem 86
Figure 6-11: Rear Gear Housing Subsystem 87
Figure 7-1: Cylinder Head Sub-Subsystem 91
Figure 8-1: Rocker Lever Sub-Subsystem 95
Figure 8-2: Valve Covers Sub-Subsystem 96
Figure 8-3: Crankcase Breather Sub-Subsystem 97
Figure 8-4: Crankcase Breather Assembly 98
Figure 8-5: Molded Hose Assembly 98
Figure 8-6: Molded Hose Assembly 99
Figure 8-7: Breather Support Assembly 99
Figure 8-8: Lube Oil Drain Tube Assembly 100
Figure 8-9: Breather Adapter Assembly 100
Figure 9-1: Cam Follower Lever Subsystem 104
Figure 10-1: Fuel Pump Sub-Subsystem 106
Figure 10-2: Fuel Pump Body Assembly 107
Figure 10-3: Fuel Pump Support Assembly 107
Figure 10-4: Fuel Pump Assembly 107
Figure 10-5: Fuel Pump Support Assembly 108
Figure 10-6: Fuel Pump Head Assembly 108
Figure 10-7: Fuel Control Actuator Assembly 108
Figure 10-8: Fuel Pump Gear Assembly 109
Figure 10-9: Engine Control Module (ECM) Subsystem 109
Figure 10-10: Electronic Control Module Assembly 110
Figure 10-11: Position Sensor Assembly Ill
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Figure 10-12: Temperature Sensor Assembly Ill
Figure 10-13: Oxygen Sensor Assembly 112
Figure 10-14: Humidity Sensor Assembly 112
Figure 10-15: Temperature Sensor Assembly 112
Figure 10-16: Spring Washer Assembly 113
Figure 10-17: Pressure Sensor Assembly 113
Figure 10-18: Relay Assembly 113
Figure 10-19: Pressure Sensor Assembly 114
Figure 10-20: Nitrogen Oxide Sensor Assembly 114
Figure 10-21: Knock Sensor Assembly 114
Figure 10-22: ECM Wire Harness Sub-Subsystem 115
Figure 10-23: ECM Wiring Harness Mounting Bracket Assembly 115
Figure 10-24: ECM Wiring Harness Assembly 116
Figure 10-25: Fuel Control Module - CNG Only Sub-Subsystem 117
Figure 10-26: Intake Manifold Cover Assembly 118
Figure 10-27: Fuel Control Housing Assembly 118
Figure 10-28: Fuel Control Module Assembly 118
Figure 10-29: Mass Flow Sensor Assembly 119
Figure 10-30: Fuel Transfer Connection Assembly 119
Figure 10-31: Pressure Sensor Assembly 119
Figure 10-32: Actuator Assembly 120
Figure 10-33: Module Support Assembly 120
Figure 10-34: Plain Hose Assembly 120
Figure 10-35: Fuel Pressure Regulator - CNG Only Sub-Subsystem 121
Figure 10-36: Fuel Pressure Reg. Housing Assembly 122
Figure 10-37: Fuel Shutoff Valve Assembly 122
Figure 10-38: Air Control Valve Assembly 123
Figure 10-39: Coupling Nipple Assembly 123
Figure 10-40: Threaded Plug Assembly 123
Figure 10-41: Pressure Regulator Valve Assembly 124
Figure 10-42: Plain Hose Coupling Assembly 124
Figure 10-43: Pressure Sensor Assembly 125
Figure 10-44: Fuel Tank Sub-Subsystem 125
Figure 10-45: Fuel Tank Assembly 126
Figure 10-46: CNG Fuel Tank Plumbing Assembly 126
Figure 10-47: Diesel Fuel Tank Plumbing Assembly 127
Figure 10-48: CNG Back Of Cab Fuel Tank Brackets Assembly 128
Figure 10-49: Diesel Fuel Tank Assembly 128
Figure 11-1: Injector Plumbing Sub-Subsystem 132
Figure 11-2: Accumulator Assembly 133
Figure 11-3: Injector Fuel Supply Connector Assembly 133
Figure 11-4: Injector Fuel Supply Tube Assembly 134
Figure 11-5: Injectors Sub-Subsystem 134
Figure 11-6: Injectors Assembly 135
Figure 11-7: Fuel Filter Sub-Subsystem 136
Figure 11-8: Fuel Filter Head Assembly 137
Figure 11-9: Quick Disconnect Connector Assembly 137
Figure 11-10: Fuel Transfer Tube Assembly 138
Figure 11-11: Fuel Transfer Tube B Assembly 138
Figure 11-12: Check Valve Assembly 138
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Figure 15-1: Air Inlet Connection Sub-Subsystem 144
Figure 15-2: Air Inlet Connection Assembly 144
Figure 15-3: Turbocharger Sub-Subsystem 145
Figure 15-4: Turbocharger Assembly 146
Figure 15-5: Turbocharger Arrangement Sub-Subsystem 147
Figure 15-6: Air Inlet Pipe Assembly 147
Figure 15-7: Turbocharger Plumbing Sub-Subsystem 148
Figure 15-8: Turbocharger Plumbing Assembly 149
Figure 15-9: Air Fuel Control Tube Assembly 150
Figure 16-1: After-treatment Device Sub-Subsystem 156
Figure 16-2: After-treatment Device Assembly 157
Figure 16-3: After-treatment Frame Brackets Assembly 157
Figure 16-4: After-treatment Urea Tank Assembly 158
Figure 16-5: After-treatment Urea Tank Brackets Assembly 158
Figure 16-6: Engine Fluid Doser Components Sub-Subsystem 159
Figure 16-7: Flexible Hose Assembly 160
Figure 16-8: Exhaust Outlet Connection Assembly 160
Figure 16-9: Doser Injector Assembly 160
Figure 16-10: Fuel Supply Tube Assembly 161
Figure 16-11: Fuel Manifold Assembly 161
Figure 16-12: Fuel Supply Tube B Assembly 162
Figure 16-13: Air Inlet Tube Assembly 162
Figure 16-14: Exhaust Recirculation Sub-Subsystem 163
Figure 16-15: Exhaust Recirculation Assembly 164
Figure 16-16: Air Transfer Tube Assembly 164
Figure 16-17: Air Transfer Tube B Assembly 164
Figure 16-18: Exhaust Gas Recirculation Cooler Assembly 165
Figure 16-19: Exhaust Gas Recirculation Valve Assembly 165
Figure 16-20: Exhaust Gas Recirculation Valve Support Assembly 165
Figure 16-21: Bellows Assembly 166
Figure 16-22: Exhaust Cooler Water Inlet Tube Assembly 166
Figure 16-23: Exhaust Cooler Water Outlet Tube Assembly 166
Figure 16-24: Air Flow Metering Orifice Assembly 167
Figure 16-25: Pressure Sensing Tube Assembly 167
Figure 16-26: Exhaust Transfer Tube Assembly 167
Figure 20-1: Ignition Sub-Subsystem 172
Figure 20-2: Ignition Coil Assembly 173
Figure 20-3: Ignition Control Module Assembly 173
Figure 20-4: Ignition Control Module Wiring Harness Assembly 174
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List of Tables
Table 1-1: Summary of Universal Cost Analysis Assumptions 17
Table 3-1: Diesel/CNG Usage Table 32
Table 3-2: Diesel/CNG Fuel Savings Table 35
Table 3-3: Isxl2 G Specifications 39
Table 4-1: ISX12 Specifications Table 46
Table 6-1: Vehicle Level Direct Manufacturing Cost Of the CNG/Diesel Study 78
Table 6-2: Direct Manufacturing Cost Of the Cylinder Block Subsystem 01-01 88
Table 7-1: Direct Manufacturing Cost Of the Cylinder Head Subsystem 01-02 92
Table 8-1: Direct Manufacturing Cost Of the Rocker Lever Subsystem 01-03 101
Table 10-1: Direct Manufacturing Cost of the Fuel & Controls 01-05 Subsystem 129
Table 11-1: Direct Manufacturing Cost Of the Injector Plumbing & Filter 01-06 Subsystem 140
Table 15-1: Direct Manufacturing Cost of the Air Transfer 01-10 Subsystem 152
Table 16-1: Direct Manufacturing Cost Of the After-treatment and Exhaust 01-11 Subsystem 169
Table 21-1: Direct Manufacturing Cost Of the Engine Voltage 01-13 Subsystem 175
Table 0-1: CNG vs. Diesel Cost & Weight Differences 178
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Disclaimer
The statements and conclusions in this report are those of FEV and not necessarily those of other
entities. The mention of commercial products, their source, or their use in connection with this
report is not to be construed as actual or implied endorsement of such products.
Acknowledgements
Many individuals contributed to this study. FEV gratefully acknowledges the FEV personnel and
outside organization(s) that contributed or collaborated with FEV in some way throughout this
project. Although these outside organizations may not necessarily endorse or validate this report
FEV appreciates their continued support.
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Executive Summary
The United States Environmental Protection Agency (EPA) contracted with FEV, Inc. to
determine the incremental delta costs for a CNG (Compressed Natural Gas) fuel system,
including the differences in the engine components, the fuel system components and the exhaust
system components as compared to the standard Diesel fuel system and its system components in
a Class 8 truck.
The standard Diesel system has been the mainstay in the trucking transportation industry for
many years. However, the CNG system is a progressive alternative to achieving future fuel
economy requirements as it is a cleaner burning fuel which significantly reduces carbon and
particulate emissions during vehicle operation when compared to a gasoline or Diesel vehicle
equivalent.
The Energy Collective group published an article entitled 'A New Debate Emerges: LNG or
CNG for the Long Haul' on July 16, 2013 which discusses the CNG alternative in depth. The
following excerpts from that article provide a strong supporting opinion for CNG as an
alternative to traditional Diesel fuel.
'Compressed natural gas (CNG) is the mostly likely choice for any return-to-base, short mileage
vehicles, and liquefied natural gas (LNG) is the option for long-haul on-highway Class 8 trucks.
The reasoning behind this is inherent to gaseous rather than liquid fuel (energy density, tank
storage capacity, re-fueling time). CNG and LNG are both proven forms of natural gas storage,
with distinct advantages over Diesel and gasoline when used as a transportation fuel. To produce
CNG, natural gas is taken directly out of the United States' expansive network of natural gas
pipelines, whereas LNG must be cryogenically liquefied to -260 degrees F (to become a liquid)
this adds more expense the product.
CNG is compressed immediately and enters a truck in a process that is almost identical to
traditional fueling. On the other hand, LNG requires drivers to wear a mask and gloves to protect
themselves against cryogenic burns.
Compared to CNG, LNG contains 2.4 times more energy per Diesel gallon equivalent (DGE).
Since LNG, like Diesel and gasoline, is a liquid, one could achieve comparable refueling speed,
whereas the level of compression required to "fast-fill" with CNG is very high (-3,600 psi). As a
result, for the long-haul trucking sector, the energy density and associated cost(s), weight and
on-board storage capacity of LNG have long been viewed as the more attractive, viable option
for long hauling. '^
For the FEV study, both the CNG (new) and the standard Diesel (baseline) technologies were
evaluated and compared for the Class 8 truck. The specific systems reviewed by FEV were the
Cummins ISXG11.9 liter CNG spark plug ignition engine and the ISX11.9 liter compression
ignited Diesel engine. The study precisely identified and included all engine components which
were different between the two.
The engines used for both the CNG new technology configuration (i.e., CNG vehicle system) and
1 The Energy Collective - "A New Debate Emerges: LNG or CNG for the Long Haul", accessed on May 2015,
http://theenergycollective.com/simonsylvesterchaudhuri/250096/new-debate-emerges-lng-or-cng-long-haul
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the Diesel baseline (i.e., conventional vehicle system) utilized the same size family engine. The
engine blocks were identical but the heads were slightly different. The main engine hardware
difference included the CNG spark ignited engine with an ignition control module for the ignition
coils as opposed to the conventional compression Diesel ignition with an injector system.
The fuel systems proved to be the primary difference between the two technologies. The fuel
system comparison for the Diesel and the CNG engines included the diesel side mounted fuel
tanks that store liquid diesel fuel versus the enclosed rear mounted CNG tanks and all associated
equipment. The use of CNG requires no fuel pump or primer system but does require a fuel
control module with pressure regulator valves. The CNG system also requires high pressure
storage tanks, mounted on the back, top or side rail of the truck depending on the application and
distance needed for the truck to travel. In some cases, two or more of the CNG configurations can
be used together to meet long distance requirements.
The exhaust systems for both the Diesel and CNG systems were also evaluated. The Diesel fuel
system has a SCR (Selective Catalytic Reduction) system with urea dosing unit for After-
treatment of the diesel exhaust. The CNG exhaust system does not require the SCR unit as it is
similar to a gas engine exhaust system with a 3-way catalyst.
This study considered Class 8 vehicles for local and day time runs only. Long haul trucks have
more requirements and additional needs when running a CNG system. Additionally, the study is
based on the use of CNG fuel and only references LNG Fuel, although the Cummins ISX12G can
use either CNG or LNG fuel.
The delta cost evaluation was done at the component level through the full assembly, excluding
any parts that were the same for both systems. Identical parts were not evaluated or added into the
cost structure.
The overall cost differences of CNG as compared to the Diesel at a system level are shown
below.
CNG vs. Diesel Cost & Weight Differences
En-gine
Exhaust
Fuel
Total
Diesel
Base Technology
Cost Weigh! KG
S1508
SB 390
54,067
10274
40041
27524
510.964
77839
CHG
New Technology Delta Difference
Cos! Weight KG Cost Weight KG
S1.621
52,639
517.067
3296
6908
1460.11
-S113
S2.702
•S 13, 000
521,376
1612.15
•S10.412
1979
331.34
-11848$
-833.75
(1) "+" - mass decrease. "." - mas* increase
(2) "»" - cost decrease, "-" - cost increase
Note: 1) Fuel and exhaust components that are attached to the engine are
considered engine components
2} Fuel systems weight does not include the fuel
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1. Introduction and Program Objectives
1.1 Objectives
The objective of this work assignment was to determine the incremental direct manufacturing
delta costs for the CNG (Compressed Natural Gas) fuel system, including the differences in the
engine components, the fuel system components and the exhaust system components as compared
to the standard Diesel fuel system and system components in the Class 8 truck configuration. The
study used the costing methodology, existing databases, and supporting worksheets developed in
the previously concluded EPA study: Light-Duty Technology Cost Analysis [EP-C-12-014, WA
1-9].
1.2 Study Methodology
The costing methodology was heavily based on teardowns of both new and baseline technology
configurations with similar driver performance metrics. Only components identified as being
different within the selected CNG (new) and the standard Diesel (baseline) configurations were
evaluated for cost.
All component costs were calculated using a ground-up costing methodology analogous to that
employed in the automotive industry. All incremental costs for the new technology were
calculated and presented using transparent cost models consisting of eight core cost elements:
^r
• Material
• Labor
• Manufacturing Overhead/Burden
• End Item Scrap
• SG&A (Selling General and Administrative)
• Profit
• ED&T (Engineering, Design, and Testing)
• Packaging.
1.3 Manufacturing Assumptions
When conducting the cost analysis for the various technology configurations, a number of
assumptions were made in order to establish a consistent framework for all costing. The
assumptions can be broken into universal and specific case study assumptions.
• The universal assumptions applied to all technology configurations under analysis.
• The fundamental assumptions used are listed in Table 1-1.
• The specific case study assumptions were those unique to a given technology configuration
and included volume assumptions, weekly operation assumptions (days, shifts, hours, etc.),
packaging assumptions, and Tier 1 in-house manufacturing versus Tier 2/3 purchase part
assumptions.
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Table 1-1: Summary of Universal Cost Analysis Assumptions
Item
Net Incremental Direct Manufacturing
Costs (NIDMC)
(Included in the analysis)
Incremental Indirect OEM Costs
(Not included within the scope of this cost
analysis)
Description
Incremental Production Tooling Costs
(Included in the analysis)
Product/Technology Maturity Level
Universal Case Study Assumptions
A.Net Incremental Direct manufacturing cost is the incremental
difference in cost of components and assembly, to the OEM, between
the new technology configuration (i.e., mass-reduced
components/assemblies) and the baseline technology configuration
(i.e., the production stock Chevrolet Silverado
components/assemblies).
This value does not include Indirect OEM costs associated with
adopting the new technology configuration (e.g. tooling, corporate
overhead, corporate R&D, etc.).
A. Indirect Costs are handled through the application of "Indirect
Cost Multipliers" (ICMs) which are not included as part of this
analysis. The ICM covers items such as
a. OEM corporate overhead (sales, marketing, warranty, etc.)
b. OEM engineering, design and testing costs (internal & external)
c. OEM owned tooling
B. Reference EPA report EPA-420-R-09-003, February 2009,
Automobile Industry Retail Price Equivalent and Indirect Cost
Multiplier" for additional details on the develop and application of
ICM factors.
C. Reference EPA and NHTSA Joint Final Rule "2017 and Later
Model Year Light-Duty Vehicle Greenhouse Gas Emissions and
Corporate Average Fuel Economy Standards", Federal Register /
Vol. 77, No. 199/Monday, October 15, 2012/Rules and
Regulations (http://www.gpo.gov/fdsys/pkg/FR-2012-10-15/pdf/2012-
21972.pdf) for additional details on the develop and application of
ICM and learning factors.
A. Incremental Production Tooling cost is the differential cost of
tooling to the OEM, between tooling up the new technology
configuration (i.e., mass-reduced components/assemblies) versus the
baseline technology configuration (i.e., the production stock
Silverado components/assemblies).
B. Analysis assumes all tooling is owed by OEM
C. Tooling includes items like stamping dies, plastic injection mold,
die casting molds, weld fixtures, assembly fixtures, gauges, etc.
A. Mature technology assumption, as defined within this analysis,
includes the following:
a. Well developed product design
b. High production volume (+450K/year)
c. Products in service for several years at high volumes
c. Significant market place competition
B. Mature Technology assumption establishes a consistent framework
for costing. For example, a defined range of acceptable mark-up
rates.
a. End-item-scrap 0.3-0.7%
b. SG&A/Corporate Overhead 6-7%
c. Profit 4-8%
d. ED&T (Engineering, Design and Testing) 0-6%
C. The technology maturity assumption does not include allowances
for product learning. Application of a learning curve to the
calculated incremental direct manufacturing cost is handled outside
the scope of this analysis.
Table Continued next page
17
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CNG Class 8
Summary of Universal Cost Analysis Assumptions - Continued
Item
5
6
7
8
9
10
11
12
13
14
15
16
17
Description
Selected Manufacturing Processes and
Operations
Annual Capacity Planning Volume
Supplier Manufacturing Location
OEM Manufacturing Location
Manufacturing Cost Structure
Timeframe
( e.g. Material Costs. Labor Rates.
Manufacturing Overhead Rates)
Packaging Costs
Shipping and Handling
Intellectual Property (IP) Cost
Considerations
Platform Synergies Considerations
Derivative Model Considerations
Material Cost Reductions (MCRs) on
analyzed hardware
Operating and End-of Life Costs
Stranded Capital or ED&T expenses
Universal Case Study Assumptions
A. All operations and processes are based on existing
standard'-mainstream Industrial practices.
B. No additional allowance is included in the incremental direct
manufacturing cost for manufacturing learning. Application of a
learning curve to the developed incremental direct manufacturing
cost is handled outside the scope of this analysis.
50,000 Vehicles
L~nited States of America
United States of America
2012 2013 Production Year Rates
A. Calculated on all Tier One (Tl) supplier level components.
B. For Tier 2/3 (T2/T3) supplier level components, packaging
costs are included in Tl mark-up of incoming T2/T3 incoming
goods.
A. Tl supplier shipping costs covered through application of the
Indirect Cost Multiplier (ICM) discussed above.
B. T2/T3 to Tl supplier shipping costs are accounted for via Tl
mark-up on incoming T2/T3 goods.
Where applicable IP costs are included in the analysis. Based on
the assumption that the technology has reached maturity, sufficient
competition would exist suggesting alternative design paths to
achieve similar function and performance metrics would be
available minimizing any IP cost penalty.
No consideration was given (positive or negative ) to x-platform
synergies. Both the baseline and mass-reduced technology
configurations were treated the same.
a. Common parts used across different models
b. Parts homologated .• validated .•' certified for various worldwide
markets
No consideration was given to derivative models. Both the
baseline and mass-reduced technology configurations were treated
the same.
a. 2 wheel, 4 wheel or all wheel drive applications
b. Various engine transmission options with models
c. Various towing 1 loading ••' carrying capacities
Only incorporated on those components where it was evident that
the component design and'or selected manufacturing process was
chosen due to actual low production volumes (e.g. design choice
made to accept high piece price to minimize tooling expense).
Under this scenario, assumptions where made, and cost analyzed
assuming high production volumes.
No new, or modified, maintenance or end-of-life costs, were
identified in the analysis.
No stranded capital or non-recovered ED&T expenses were
considered within the scope of this analysis. It w:as assumed the
integration of new technology would be planned and phased in
minimizing non-recoverable expenses.
18
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FEW CNG Class 8
1.4 Cost File Structure
Normal Cost File Structure
In previous EPA studies, the team used a design BOM approach, in which an engine for example,
would be broken out into systems which included specific subsystems and parts. For costing
purposes, FEV normally used existing databases that had been used in previous EPA powertrain
studies as shown in the following list.
• Material, Labor, Markup and Machine Overhead databases.
• Summary Sheets used for Upper level costing.
• VCMAT (Vehicle Cost Model Analysis Templates) used for vehicle level cost deltas
between new and old technologies.
• SCMAT (System Cost Model Analysis Templates) used for system rollups, this template
is also used for subsystem - SSCMAT and sub-subsystems - SSSCMAT.
• MAQS (Manufacturing Assumption Quote Summaries) used for assembly, and
component detail costing.
• CBOM (Cost Bills of Materials) Used for compiling systems, subsystems, sub-
subsystems, assemblies and components weights, part numbers, quantities, and picture
numbers to be costed.
Unique Cost File Structure
However, the cost file structure for this study is unique and falls outside the normal parameters of
previous studies. For this study, all systems, subsystems and sub-subsystems were identified by
the Cummins (Quick-serve) Parts website which uses a product build BOM approach.
Cummins product build BOM method combines some assemblies and components that would
have been separated in the design approach. Using the Cummins web site and their exploded
views for the parts break down, each system/subsystem/sub-subsystem etc. was loaded into the
FEV BOM template for identification and costing purposes.
19
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IFL
CNG Class 8
Figure 1-1 shows an example of a Cummins sub-subsystem exploded view.
30
•-•-30
1
1
42—* 5°
41*-
• 1 f
j. 52*-, 30-^'
i
4 51 33-^1
T,
r^f'f:
29»- '• -, '•
49 2v5 -^ir. 40
14
43 13
'
»-20
6
|fm953gr
Figure 1-1: Fuel Control Module Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com/info/index.html)
20
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CNG Class 8
Once the sub-subsystems were identified in the FEV BOM template, they were further broken
down to the assembly level by FEV. Using the expanded parts view above, individual assemblies
were broken out as shown in the example below.
Figure 1-2: Intake Manifold Cover Assembly
(Source: Cummins parts website https://quickserve.cummins.com/info/index.html)
Costing Level Identification:
Once all the parts were identified, the costs could be broken down into the system, subsystems,
and sub-subsystem, assembly and component levels.
Level 1. System: The first set of digits describes the system / vehicle level - Example 01 is
the Diesel system (Base technology) & CNG (new technology) comparisons.
Level 2. Subsystem: The second set of digits describes the subsystem level - Example 01-
01 would identify the 01 CNG/Diesel systems and the 01-01 Cylinder block
subsystem.
Level 3. Sub-subsystem: The third set of digits describes the sub-subsystem level -
Example 01-01-01 would identify the 01 CNG/Diesel systems, the 01-01 Cylinder
block subsystem and the 01-01-05 Cyl block plumbing sub-subsystem.
Level 4. Assembly: The fourth set of digits describes the assembly level - Example 01-01-
21
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FEW CNG Class 8
05-01 would identify the 01 CNG/Diesel systems, the 01-01 Cylinder block
subsystem and the 01-01-05 Cyl block plumbing sub-subsystem and the 01-01-05-
01 Threaded plug assembly.
Usage: At the end of the description one of the following was used to clarify how
it is to be used.
• CNG or Diesel only
• No Costing/Identical
Costing Level Summary Example:
Level 1. 01 Diesel/CNG Systems- (SCMAT - System Level Roll Up)
Level 2. 01-01Cyl block subsystem - (SSCMAT - Subsystem Level Roll Up)
Level 3. 01-01-01 Cyl block sub-subsystem - (SSSCMAT - Sub-subsystem Level
Rollup) No Costing/Identical
01-01-02 Front gear housing sub-subsystem - (SSSCMAT - Sub-
subsystem Level Rollup) No Costing/Identical
01-01-03 Cyl liner sub-subsystem - (SSSCMAT - Sub-subsystem Level
Rollup) No Costing/Identical
01-01-04 Crankshaft sub-subsystem - (SSSCMAT - Sub-subsystem
Level Rollup) No Costing/Identical
01-01-05 Cyl block plumbing sub-subsystem - (SSSCMAT - Sub-
subsystem Level Rollup)
Level 4. 01-01-05-01 Threaded plug assembly - (MAQS & SSSCMAT
(Subsystem Level Roll Up) CNG Only
1.5 Case Study Hardware Evaluated
For the CNG/Diesel analysis, the Cummins quick serve online web site was used to evaluate the
differences between the two internal combustion engines:
• The Cummins ISXG11.9 liter CNG spark plug ignition
• The ISX11.9 liter compression ignited Diesel engine
The team used an International Class 8 Diesel truck onsite at FEV for the Diesel fuel tanks, After-
treatment system and all associated hardware evaluation. The team then used a combination of
quoting models developed by FEV and reference quotes from Mainstay Fuel Technologies® for
quoting the CNG storage tanks and fuel module system with all the associated hardware.
22
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FEW CNG Class 8
In reviewing the two engines, there were some accessory differences that were not related to this
study and therefore were not quoted.
In any questionable cases, published service and internet documentation was used to support the
team's assumptions on the differences between the two technology configurations.
1.6 Case Study Discussion and Result Layout
Results for the CNG/Diesel comparison are provided within each report section. Discussion
topics include:
• Technology: A brief description of the technology under comparison is discussed.
• Key Hardware Overview: A high level overview of key hardware content is included for
the technology evaluated.
• Manufacturing Cost Impact: The increment direct manufacturing cost impact is
generally summarized at a subsystem and/or system level Cost Model Analysis Template
(CMAT). For subsystems and systems in which there were both CNG and Diesel
technology costs, the Diesel technology costs are subtracted from the CNG technology
costs developing the incremental direct manufacturing cost. In subsystem and systems
where there are no Diesel costs (i.e., credits to offset CNG technology costs), the CNG
technology direct manufacturing costs are the incremental direct manufacturing costs.
Because a case study consists of a large quantity of component and assembly Manufacturing and
Assumption Quote Summary (MAQS) worksheets, hard copies were not included as part of this
report. However, electronic copies of the MAQS worksheets, as well as all other supporting case
study documents (e.g., Subsystem CMATs, System CMATs), can be accessed at
http://www.epa.gov/otaq/climate/publications.htm.
2. CNG/Diesel Cost Analysis
2.1 Vehicle & Cost Summary Overview
Both the Diesel baseline (i.e., conventional vehicle system) and CNG new technology
configuration (i.e., CNG vehicle system) utilized the same size family engine. The engine blocks
are identical but the heads were slightly different. The main engine hardware differences include
the CNG spark ignited engine technology as opposed to the conventional compression Diesel
ignition and the new CNG technology added an ignition control module to the CNG engine for
the ignition coils which replaced the Diesel engines injector system.
The fuel systems are the main difference between the two engines, as CNG requires no fuel pump
or primer system but does require a fuel control module with pressure regulator valves.
3. CNG Vehicle Hardware Overview
A compressed natural gas vehicle is powered by the combustion of Compressed Natural Gas
23
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IFL
CNG Class 8
(CNG) as an alternative to other fossil fuels. CNG is a cleaner burning fuel, significantly reducing
reducing carbon and particulate emissions during vehicle operation when compared to a gasoline
or Diesel vehicle equivalent.
The two common types of natural gas used today are CNG (compressed natural gas) and LNG
(Liquefied natural gas). For this study CNG was used.
Figure 3-1 provides an overview of the typical CNG gas supply. CNG is piped in direct from the
local utility company, then through a dryer to the compressor and is then stored on site. This
allows for easy fill from the tank directly into the vehicle.
Note: Fast Fill stations require storage for the compressed natural gas while Slow Fill overnight
systems do not require storage systems.
Inlet Gas
Dryer
Compressors
Priority Storage
Panel Vessel
System
Natural
Gas Vehicle
Dispenser
Figure 3-1: CNG Gas Supply Overview
(Source: http://cngcenter.com/wp-content/uploads/2013/05/164449_ANGI_Fastfill_diag_v1.jpg)
The fuel tanks are another area where big differences are apparent. The CNG system requires
high pressure storage tanks, sometimes mounted on the back, top or side rail depending on the
application and distance needed for the truck to travel. In some cases, two or more of the
configurations can be used on the same vehicle to meet long distance requirements.
The Diesel systems have side mounted tanks that store liquid Diesel fuel. The Diesel fuel system
also has an SCR (Selective Catalytic Reduction) system with urea unit for After-treatment of the
Diesel exhausts and will be further discussed in the Diesel section. The CNG systems do not
require the SCR unit.
The exhaust system also has some differences due to the CNG not requiring a SCR to reduce
oxides of nitrogen emitted from engines. The CNG system uses a catalytic converter system.
The differences in the engines, fuel systems and exhaust will be examined in detailed in their
respective sections.
An overview of the CNG system is shown in .
24
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IFL
CNG Class 8
CNG Rear
Mounted Tank
System
Cummins ISXG 12
Engine
Exhaust
Catalyst
CNG (Compressed Natural Gas) is pumped to the Cummings CNG motor
and exits through the exhaust catalyst
Figure 3-2: CNG System Overview
(Source: Tank picture from www.vehicleservicepros.com
Engine picture from Cummins web site http://www.cummins.com
Exhaust Catalyst picture from http://www.cleanvehicle.org/committee/pdfs/ILTA-NGVs_liquid_fuel_terminals_8_2_2013Final.pdf)
Figure 3-3 overviews the spark plug coil. Putting ignition coils directly over each spark plug
eliminates the need for high voltage spark plug cables. The use of Coil on Plug systems also
provides additional benefits, such as packaging, emissions, performance, and maintenance.
Using separate coils for each cylinder gives each coil more time to recharge between firings
which lead to fewer misfires, greater fuel economy and cleaner combustion.
Air and Fuel
Intake V
Exhaust
A spark from
the spark pluf
ignites a
mixture of full
•nd air
compressed by
the piston
Figure 3-3: Spark Plug Coil Overview
(Source: FEV)
The fuel can be either Compress Natural Gas (CNG) or Liquefied Natural Gas (LNG). For this
study CNG will be used. The CNG systems offer a low emissions alterative to the Diesel engine
that needs an extensive After-treatment system for the exhaust. Figure 3-4 provides a detailed
25
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IFL
CNG Class 8
picture
of the CNG fuel system.
Hot
Coola
Line
S kP, 1
SparkPlugs
MM
Pressure Relief B
Device (PRO) HHH
•
Vacuun
Reducing
nt Valve
I
Regulator ,,
-••kl •
1 y.' H
ssure Line
B^'
CNG Tank U
iHOM
ter
/) Pressure Gage/Sensor
-*-HI Refueling Valve w/Shut Off
High Pressure Lines
*
[CNG Tank Sfll
| w/Manual Shut Off
Figure 3-4: Fuel & Controls
(Source: Cummins Westport brochure)
3.1 CNG System Hardware Overview
The CNG system consists of the 3 subsystems:
1. Five type 3 CNG fuel tanks
1.1 The back of cab CNG tank enclosure
1.2 CNG system fuel module
2. Cummins ISX12G CNG engine
^^^^^^*
3. Exhaust 3-way catalyst
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CNG Class 8
3.1.1 CNG Fuel & Fuel Tanks
The CNG system tank and enclosures can be different configurations depending on the needs and
usage of the system. This study focuses on Class 8 vehicles which can use a variety of tank
systems. Some vehicles use tanks made of steel and mounted to the top while others use side
saddle mounted tanks in place of the standard Diesel tank, but the most widely used system for
long hauling is the behind cab mounted tanks and enclosure.
In addition to the various cab mounts, some companies are looking at putting the tanks on the
trailer and not the cab. Figure 3-5 shows some of the CNG tank configurations.
Top Mounted
Side Mounted
Trailer Mounted
Back Mounted
Figure 3-5: CNG Tank Mounting Overview
(Source: http://en.wikipedia.org & http://www.showtimesdaily.com & http://www.truckinginfo.com)
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CNG Class 8
Using gases instead of liquids for vehicles is not a new concept. During World War I and
especially during World War II, liquid gases were very hard to obtain so inventive solutions were
required. One of them was gas bag vehicles. Countries like England, France, Germany, and the
Netherlands used what was known as "town gas" or "street gas" on cars, trucks and buses. This
gas was made from a by-product left over from the process of turning coal into coke which was
used to make iron. The result was a non-compressed gas that could be filled at street side fueling
stations. Figure 3-6 shows some of the cars, trucks, and buses of the day and a fueling station.
Street Gas
Fueling Station
Figure 3-6: Gas Bag Vehicles Overview
(Source: http://www.lowtechmagazine.com/2011/11/gas-bag-vehicles.html)
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CNG Class 8
3.2 CNG Fuel Tank Overview
There are four types of CNG fuel tanks typically used today as shown in Figure 3-7. This is due
to the various application usages and the weight of the tank. The tank size can also be a usage
factor due to the space restrictions or mileage requirements.
The one piece A6061 aluminum liner with a full carbon and or fiberglass wrap is one of the most
common tanks in use today.
Type 1 CNG Tank
Type 2 CNG Tank
Heavy, All Steel Construction
Type 3 CNG Tank
• Steel Const r action
• Hoop Wrapped with
Composite
• 2SS Lighter than Type 1
Type 4 CNG Tank
Aluminum Liner,
Composite Shell
Significant Weight Savings
Polyethylene Liner,
Composite Shell
Significant Weight Savings
Figure 3-7: CNG Tank Overview
(Source: http://server405. webhostingpad. com/~cngpitst/wp-content/uploads/2014/01/04- Tanks.jpg)
The construction of the four types of tanks varies as much as the tanks themselves. The tanks life
span is also a factor as tanks produced after 2007 have a 20 year life span and anything before
2007 is only 15 years.
29
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IFL
CNG Class 8
Figure 3-8 shows the construction layers of the tank.
Carbon/Epoxy
Peartonce of Internal Preaure
Al lin«r
AH Tightnra & Shape
Protection of impact
Sou
Figure 3-8: CNG Tank Construction Layers Overview
(Source: http://www.metal-mate.com/web/dinsorweb/en/product. php?name=ngv_cylinder)
The construction steps are not always the same for each manufacturer, but the images in Figure
3-9 display the general steps as listed below.
1. Ultra sonic scanning of tube
2. Fixture a seamless 6061 aluminum tube on the roll forming machine
3. Apply a small amount of heat and start roll form process
4. Anneal/heat treat
5. Apply carbon fiber or fiber glass wrap (sometimes both)
6. Cure of wrap
7. Leak/pressure test
8. Machine boss ends
30
-------
CNG Class 8
Figure 3-9: Construction Steps For Type 3 CNG Tanks
(Source: http://www.youtube.com/watch9v~NDvGYfwTxs & www.fibacanning.com)
31
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IFL
CNG Class 8
A 120 gallon Diesel tank contains approximately 112.89 useable gallons of fuel. This is
a .059322% reduction of fuel to the total tank capacity. The Diesel system average is about 6
miles per gallon of Diesel fuel.
For this study, a type 3 tank was used and is rated for 3600psi and tested at 5500psi.
To get equal mileage from a CNG system when compared to a Diesel fuel system, the CNG
required five fuel tanks as opposed to two 120 gallon Diesel fuel tanks. Table 3-1 shows the
capacity and usability assumptions.
Table 3-1: Diesel/CNG Usage Table
Fuel
Diesel
CNG
Tank size (mm)
120gal
635dia x 2032lg
Useable fuel in
gal or DGE'
112.69
40.60
Qty of tanks
2
5
Total useable fiiel
225.78
20300
Miles per system
1354.68
121800
Drive lime per system
@ 60 miles per hour
22.58
2030
* DGEfor the CNG fuel -was provided from the tank manufacturer for the 25 " x SO " CNG tank.
• GGE - Gasoline Gallon Equivalent (aka: GEG - Gasoline Equivalent Gallon) is the
amount of alternative fuel it takes to equal the energy content of one liquid gallon of
standard gasoline. 1 GGE = 0.88 DGE
• DGE - Diesel Gallon Equivalent is the amount of alternative fuel it takes to equal the
energy content of one liquid gallon of Diesel gasoline. Diesel has a higher energy content
than gasoline (129,500 BTUs standard). 1 DGE equals 1.136 GGE.
• Calculation - To calculate the gallons of DGEs (diesel) in any quantity of GGE (CNG),
divide the total GGE by 0.88. For example, 200 GGE would equal 227.272 DGE.
The CNG tanks are piped together inside the enclosure through a piping system to a main header
as shown in Figure 3-10. This allows the system to achieve a better fill time.
Figure 3-10: CNG Tank Piping System Overview
(Source: FEV& http://www.mcicoach.com/public-sector/publicCng.htm)
32
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CNG Class 8
Tanks can be filled in two ways as shown in the following illustrations:
• Fast: Typically fills a 125 DGE (Diesel gallon equivalent) tank system in about 10
minutes, but as the gas is pumped into the tank the temperature increases making the gas
expand. This pressure buildup reduces the amount of fuel that can be put into a tank
during a fast fill. The loss is about 25%, as compared to a slow fill process.
Fast fill configurations require a compressor to store the CNG at pressures up to SOOOpsi
in a properly rated storage tank. (In the following Fast Fill illustration, the storage tanks
can be seen in the left background.) Fast-fill stations are more like regular gas stations, in
that fuel is dispensed into the fuel tanks the same as if regular gas were being used and it
takes about the same amount of time. Typically there is a conventional dispensing unit
similar to a standard gas station with a card reader for dispensing and paying transactions.
Figure 3-11: Fast Fill CNG Fuel Station (3 Pump Capacity)
(Source: http://trilliumcnabloa.com/2015/02/25/amp-trillium-opens-iacksonville-floridas-first-public-
access-corn pressed-natural-qas-station/)
Fast-Fill Station
Utility Gas
Meter
Storage
Sequencing and
Temperature Compensation
Filter
33
-------
CNG Class 8
Slow: Typically an overnight process also known as a Time Fill, the slow fill method will
allow more CNG fuel to be dispensed into the tanks without the pressure buildup. The
slow fill system can be configured to dispense the required amount of fuel within a
specific period of time or the vehicle can be hooked to the overnight fueling station and
allowed to fill at the standard dispensing rate with no human attendance required.
Figure 3-12: Slow Fill CNG Fueling Station (10 Pump Capacity)
(Source: Pensacola Energy, Emerald Coast Utilities Authority (ECUA): www.government-fleet.com)
Utility Gas
Time-Fill Station
Temperature
Dryer
Filter
4
This study assumes that after twenty hours of continuous driving the vehicle will be
parked overnight for a CNG Slow fill.
34
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CNG Class 8
With the current national average cost of $2.11 per DGE for CNG fuel and the current national
average cost of Diesel fuel at $3.89 per gallon, CNG is 54% cheaper in cost. The cost savings is
significant when spread over 200 gallons and will save approximately $356.00 ^ as shown in
Table 3-2.
Table 3-2: Diesel/CNG Fuel Savings Table
Fuel
Diesel
CNG
Avg. cost per
gallon
$3.89
S2.11
Total gallons
200
200
Total fuel cost
5778,00
S422.00
Total fuel savings
per fillup
$356.00
Does not include CNG system investment costs
For safety, each tank has a temperature and pressure relief valve and a manual safety shut off.
Depending on the manufacturer, there are two possible configurations for these safety
mechanisms. Either setup is acceptable.
• The tank may have both the safety shut off and temperature and pressure relief valve
combined on one end of the tank.
• The tank may have the safety shut off on one side and the temperature and pressure relief
valve on the other.
A CNG Shutoff & Pressure/Temperature Valve is illustrated in Figure 3-13.
Figure 3-13: CNG Shutoff & Pressure/Temperature Valve Overview
(Source: http://www. afdc. energy. gov/fuels/natural_gas_cng_stations. html)
The CNG system in this study used five type 3 tanks that were 635 mm dia. x 2032 mm Ig. each.
Each tank supplied the equivalent of 40.6 Diesel gallons of fuel and weighed 187 kg empty and
265 kg full. The total weight for all five tanks was 937 kg empty and 1326 kg when filled with
CNG fuel.
2 U.S. Energy Information Administration - "Gasoline and Diesel average prices, updated monthly", accessed on
June 2014, http://cngnow.com/average-cng-prices/pages/default.aspx
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CNG Class 8
3.3 CNG Fuel Tank Enclosure Overview
The enclosure for the CNG fuel tanks was approximately 2286 mm L x 2286 mm H x 1270 mm
D and made from a steel angle iron bottom cradle with an upper aluminum structure, surrounded
by 6061 aluminum screwed on to the plate skin. The enclosure also had an access door and
venting. The enclosure bolted to the truck frame rails which allowed a sleeper cabin to be
mounted behind the cab. The enclosure weighed approximately 588 kg without tanks.
Figure 3-14 illustrates the rear cab mount configuration.
•
•
Nl \7
Rear View of
Tank Configuration
' I
• 1
• •
• •
• • t •
=4
=3
0
o
•
•
• •
• •
: is :i: :i :
Stacked View of Mounted View of
Tank Configuration Tank Within Enclosure
Figure 3-14: CNG Rear Cab Mount Configuration
(Source: FEV & http://www.kenworth.com/news/news-releases/2013/october/paper-transport.aspx &
http://www.watsoneng.com/fabricated-metal-parts/& Dreamstime.com & www.onlinetes.com)
3.4 CNG Fuel Module Overview
The CNG fuel system includes a CNG fuel management module which controls all aspects of the
CNG fuel system, including fill, defuel, high/low pressure and monitoring.
The module consists of:
• Coated steel enclosure with product schematic and warning labels
• Large fast fill receptacle
• High and low pressure gages
- 2-way emergency shut-off ball valve
36
-------
CNG Class 8
- Defueling receptacle
• 12.7 mm stainless steel high and low pressure tubing
• 12.7 mm stainless steel high pressure check valve
• High pressure coalescing filter with purge/bleed valve
• High pressure CNG regulator with coolant line connections 1 lOpsi
• Solenoid valve with electrical wiring
• 12 pin Deutsch wiring connector
• Pressure transducer with 8-32 VDC input &. 5-4.5 VDC output
Some modules are integrated into the tank enclosure and some are mounted to the frame rails as
standalone modules. The module used for this study is a stand-alone unit, mounted to the frame
rail and purchased from Mainstay Fuel Technologies®.
The module includes a pressure regulator. The fuel enters the module at a pressure of 3600 psi
and is then reduced down to 70 psi min/150 psi max for typical engine operation. In cold
temperatures, the pressure regulator is protected from freezing by warm engine coolant which is
circulated through the module.
Figure 3-15 provides an overview of the CNG fuel management module.
Inside View
Back View
Figure 3-15: CNG Fuel Management Module Overview
(Source: FEV)
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CNG Class 8
3.5 CNG Engine Overview
The Cummins ISX12G 11.9 liter CNG engine was introduced in 2012 and went into production
in 2013 and is currently manufactured in Jamestown, New York. The engine is a factory built
dedicated natural gas engine for heavy duty truck applications. The most optimal setup for CNG
fuel economy is to have the ISX12G geared to cruise at a 1400-1500 rpm range. Also for regional
hauling 80,000 Ibs gross vehicle weight or less is recommended. The ISX12G is based on the
Cummins ISX12 Diesel engine platform as shown in Figure 3-16.
ISXI&G
Design Architecture
Figure 3-16: Cummins ISX12G Engine Overview
(Source: Cumm/nsJ
38
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FEW CNG Class 8
The ISX12G can operate on either CNG (Compressed Natural Gas) or LNG (Liquid Natural
Gas). Additionally, the engine was designed to also run on 100% Bio-methane.
In both CNG and LNG fuel systems, an automatic shut-off valve opens in the key "ON" position
and closes when the key is in the "OFF" position.
LNG is a compressed natural gas that is cryogenically cooled to below -250°F (-157°C) at which
point, it condenses into a liquid form. Due to LNG cold storage temperature requirements, the
onboard tanks must be comprised of double walled, vacuum insulated stainless steel.
If the fuel temperature rises, the LNG will begin to expand causing the pressure in the tank to rise
which will then cause the tank to vent. Because of the extreme cold temperatures of LNG, fueling
operators must wear protective gloves, eye wear and clothing, to prevent freezing burns.
Because LNG is odorless and does not include mercaptin - the "skunk" smell added to pipeline
natural gas, a methane detection system is also required.
The Cummins Westport's ISX12G engine has a proprietary spark ignited Stoichiometric cooled
Exhaust Gas Recirculation (SEGR) combustion technology which was first introduced with the
8.9 liter ISLG engine. The primary engine specifications are listed in Table 3-3.
Table 3-3: Isxl2 G Specifications
Maximum Horsepower - 400 HP (298 kW)
Peak Torque - 1450 LB-FT (1966 N»m)
Governed Speed - 2100 RPM
Clutch Engagement Torque - 700 LB-FT (949 N*m)
Type
Engine Displacement - 726.2 CU IN (11.9 LITERS)
Bore and Stroke-5.11 IN x 5.91 IN (130 MM x 150 MM)
Operating Cycles - 4
Oil System Capacity - 12 U.S. GALLONS (45.4 LITERS)
Coolant Capacity - 26.5 U.S. QUARTS (25.1 LITERS)
System Voltage - 12 V
Net Weight (Dry) - 2,650 LB (1,202 K)
Fuel Type CNG/LNG/RNG
After-treatment Three-Way Catalyst (TWC)
4-cycle, spark-ignited
In-line 6-cylinder
Turbocharged, Charge Air Cooler (CAC)
(Source: http://www.cumminswestport.com/content/506/Cummins%20Westport%20ISX12%20G%20Brochure%20-
%204971420_0313.pdf)
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3.6 CNG Exhaust 3-Way Catalyst Overview
Natural gas engines burn cleaner and generate fewer pollutants and require only the use of a
three-way catalyst (TWC) which is maintenance free, much like a typical car, just a little bigger.
Unlike diesel, the CNG system does not need a DPF (Diesel Particulate Filter) or a SCR
(Selective Catalytic Reduction) unit. The 3-way catalyst uses a metallic or ceramic substrate with
coatings of alumina, ceria, other oxides and precious metals such as platinum, palladium and
rhodium and an oxygen sensor to regulate the air-fuel ratio on engines. The catalyst can then
oxidize CO and HC to CO2 and water, while reducing NOx to nitrogen. Figure 3-17 shows an
example of a TWC unit.
Catalyst Outlet
C02
H.O
Figure 3-17: Exhaust 3-Way Catalyst Overview
(Source: http://www.airquality.org/mobile/ctf/Events/20090915-2010Tech-CumminsNG.pdf &
http://www.preciousmetals.umicore.com/recyclables/SAC/CatalyticConverter/)
4. Diesel Vehicle Hardware Overview
German inventor Rudolf Diesel patented the compression ignition engine in 1892 which is the
origin of the term "diesel". Diesel engines require a specific type of fuel, the most common being
petroleum based (aka: petro-diesel), which is obtained from fossil fuels that are distilled from
crude oil. Alternative Diesel fuel can also be obtained from different sources such as animal fat,
biomass, biogas, etc. but this is not currently a common practice.
Diesel engines have a number of important advantages over gasoline engines. They provide
reliability, long life, and good fuel economy. Diesel fuel is pumped from the fuel tanks through a
filtering system to ensure the fuel is clean which prevents clogging of the injectors. Once the fuel
reaches the fuel pump, it is pumped into the fuel rail that feeds fuel into the cylinder injectors at
high pressure.
The Diesel fuel is then injected into the engine's combustion chamber when that chamber's piston
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CNG Class 8
is near the end of the compression stroke. The high pressure in the chamber ignites the Diesel fuel
as shown in Figure 4-1.
Intake Varve
Fiie) Injector
Exhaust Valve
Intake
Compression
Power
Exhaust
£ 2007 Cn
Figure 4-1: Compression Process
(Source: http://chembloggreen1.files.wordpress.com/2012/11/24075-004-613c6f141.gif)
When the fuel has been burned, the exhaust gas exits the combustion cylinder through the exhaust
system. The Diesel engine exhaust system requires a DPF (Diesel Particulate Filter) or a SCR
(Selective Catalytic Reduction) unit to clean the exhaust gas of the harmful pollutants before it is
released into the atmosphere.
The Diesel fuel system flow overview is provided in Figure 4-2. As the fuel is pulled from the
fuel tank, it passes through a filter/water separator with a 10 micron filter and then through the
mechanical lift pump. The lift pump helps the priming and runs for 60 seconds after the key is
turned ON. The fuel then passes through the 5 micron fuel filter located on the engine and then
enters the injector pump. The system is under low pressure prior to the injector pump.
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CNG Class 8
Fuel Filler Cap
Sending Unit Breather
Tank Fuel Fitting
II
Fuel Supply &
Return Splitter
Suction
Low Pressure Line
6 psi
High Pressure Line
(aproxZSOO psi)
Low Pressure Line
Fuel Return 5 Micron Fuel Filter
/ Line
10 Micron Water
Separator & Primary
Fuel Filter
Fuel Tank
Figure 4-2: Diesel Fuel System Flow Overview
(Source: FEV)
ft.
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CNG Class 8
An overview of the Diesel system is shown in Figure 4-3.
Selective Catalytic
Reduction (SCR)
Catalyst
Diesel Side Mounted
Fuel Tanks
Decomposition
Reactor
Cummins
Particulate Filter
Cummins 15X12
Diesel Engine
Diesel fuel is pumped to the Cummins diesel motor and
exits through the exhaust after treatment.
Diesel Exhaust Fluid
(DEF) Dosing Valve
Cummins Exhaust After Treatment
System with Urea Tank
Figure 4-3: Diesel System Overview
(Source: Tank pictures from Cleveland Tank & Supply http://www.clevelandtank.com/aluminum-fuel-tanks.html Engine & After-
treatment system pictures from Cummins web site http://www.cummins.com Urea Unit picture from RVcruzer.com
http://www.rvcruzer. com)
4.1 Diesel System Hardware
The Diesel system consists of the three (3) subsystems
1. Two (2) 120 gal. Diesel fuel tanks
2. The Cummins ISX12 Diesel engine
3. The exhaust After-treatment
3.1 Urea tank subsystem
4.2 Diesel Tank Overview
The Class 8 Diesel fuel system for this study consists of two Diesel 120 gallon fuel tanks.
Fuel tanks can be made from steel, aluminum or stainless steel. The most widely used material
for fuel tank manufacturing is 5000 series aluminum, specifically 5052, 5083, 5086 and 6061
aluminum. These alloys are more pliable which simplifies the manufacturing process. The pattern
for the tank is cut with a laser, plasma or water jet cutter. After the pattern is cut, the tanks holes
are typically cut with a punch press. The end caps are manufactured using a stamping press.
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CNG Class 8
The welding of the parts is critical in the tank manufacturing process because there must be good
penetration of the welding to ensure a tank will meet the required pressure and leak testing.
While both steel and aluminum have advantages and disadvantages, the aluminum tanks are 75%
lighter, less corrosion inside and out, have a longer life span and are better for resale. However,
aluminum is more costly than steel.
Figure 4-4 shows some Diesel fuel tank configurations.
Aluminum 0 shape
Steel Cylindrical
Steel Rectangular step
Aluminum Cylindrical
Figure 4-4: Diesel Fuel Tank Configurations Overview
(Source: http://www. clevelandtank. com)
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CNG Class 8
4.3 Diesel Engine Overview
The Cummins ISX12 11.9 liter Diesel engine was updated in 2011. The updates allowed
approximately a 5% increase in regional hauling fuel savings while increasing the power range
through refined calibrations. The engine has a cooled exhaust gas recirculation (EGR) system
with a single variable geometry turbocharger unit. The engine's common fuel rail system is part
of the Cummins® proprietary XPI system.
Figure 4-5 shows the Cummins ISX12 Diesel engine.
Figure 4-5: Cummins ISX12 Diesel Engine Overview
(Source: Cummins)
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CNG Class 8
The Cummins Westport's ISX12 Diesel specifications are listed in Table4-1.
Table 4-1: ISX12 Specifications Table
Maximum Horsepower - 425 HP (317 kW)
Peak Torque - 1650 LB-FT (2237 N»m)
Governed Speed - 2100 RPM
Clutch Engagement Torque - 800 LB-FT (1085 N»m)
Engine Displacement - 726.2 CU IN (11.9 LITERS)
Bore and Stroke-5.11 IN x 5.91 IN (130 MM x 150 MM)
Oil System Capacity - 12 U.S. GALLONS (45.4 LITERS)
Coolant Capacity - 26.5 U.S. QUARTS (25.1 LITERS)
System Voltage - 12 V
Net Weight (Dry) - 2,640 LB (1,197 kg)
Fuel Type: Diesel
After-treatment: Hydrocarbon Poser System/DPF-SCR
In-line 6-cylinder
Turbocharged
(Source: http://cumminsengines.com/isx12-heavy-duty-truck-2013nspecifications)
4.4 Diesel Exhaust SCR After-treatment System Overview
In order to reduce Diesel exhaust gas emissions, a system called the Selective Catalytic Reduction
(SCR) is used on all Diesel truck applications.
Figure 4-6 is an example of a SCR system.
Urea Tank
Delivery
Module
Air Inlet
Temperature
Sensor
Level Sensor
Control Unit
Cleaned
Exhaust Gas
Figure 4-6: SCR System Overview
(Source: http://naftcenews.wvu.edu/naftc enews/2005/11/07/automakers-consider-urea-iniection-to-meet-epa-standards)
46
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CNG Class 8
4.4.1 The Diesel SCR System
The Oxidation Catalyst (DOC) & Diesel Particulate Filter (DPF)
Once the exhaust gas enters the After-treatment system it passes through the Diesel Oxidation
Catalyst (DOC). The oxides of nitrogen, hydrocarbons, and carbon monoxide are converted into
nitrogen dioxide, carbon dioxide and water. The harmful gases are passed through a cordierite
honeycombed brick which is washed with Aluminum oxide. This coating is porous and increases
the surface area, allowing more reactions to take place and may contain some precious metals
such as platinum, rhodium, and palladium. See Figure 4-7.
DPF )
Oj-CO,
Figure 4-7: Diesel Oxidation Catalyst (Doc)
(Source: http://news.Panasonic, com/press/news/official, data/data, dir/en 100622-3/en 100622-3.html)
The next phase of the After-treatment is done in the same section of this system but this time the
gases pass through the Diesel Particulate Filter (DPF).
The DPF is a honeycomb structure with alternate channels plugged at opposite ends. The Diesel
exhaust gases pass through the open end of a channel. At the opposite end is a plug that forces the
gases through the porous channel wall, allowing the exhaust to escape through the neighboring
channel (Figure 4-8) while trapping as much as 90 percent of the solid particle matter (soot). The
particulate filters may contain precious metals, but this is not a given.
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CNG Class 8
EXHAUST IN
(SOOT. CARBON MONOXIDE.
HYDROCARBONS)
CELL PLUGS
EXHAUST OUT
TRAPPED
SOOT
CERAMIC
HONEYCOMB
WITH SUPPORT
CATALYST
Figure 4-8: Example of A DPF Filter
(Source: http://news.Panasonic, com/press/news/official, data/data, dir/en 100622-3/en 100622-3.html &
http://www. demanddetroit. com/parts-service/parts/emissions, aspx)
As particles block the filter, it causes a restriction which creates more back pressure than desired.
When this happens, the Diesel Particulate Filter (DPF) must be cleaned. A "regeneration cycle"
that reduces the soot to ash is the most common method. There are two ways to do a regeneration
cycle.
• Passive Regeneration: Soot can be removed by using exhaust heat. Some systems such as
Cummins use the truck's own fuel to pump Diesel fuel into the exhaust system.
• Active Regeneration: Soot can be removed by using the exhaust heat, but it must be
actively started by the operator while the engine is not running. The difference between
Passive regeneration and Active regeneration is that active regeneration does not have
minimum temperature requirement.
'There are currently two methods verified by CARB, diesel-fired heaters and electrically powered
heaters. Diesel-fired units generally cost around $14,000 to $25,000 for single systems (dual
systems can be twice as expensive). Electrical units cost around 12,000-$20,000 installed.
Electrically powered units require a high-voltage, land-based structure that have additional
infrastructure costs associated with them. '^
It must be noted that regeneration is not the same as cleaning. Cleaning of the ash must still be
completed on a routine maintenance schedule.
4.4.2 Urea System
3 Emissions Retrofit Group - "Products, Diesel Particulate Filters", accessed on February 2015,
http://emissionsretrofit.com/products/diesel-particulate-filters/
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CNG Class 8
The next section of the SCR is the Diesel Exhaust Fluid (DEF) which is a fine mist that is
injected into the exhaust gas stream from a dosing valve after the gas comes out of the DPF.
Figure 4-9 is an example of a DEF dosing unit (left) and urea tank assembly (right).
Urea tank & dosing valve
Figure 4-9: Example of A DPF Dosing Unit System
(Source: http://www.irv2.com/wp/wp-content/uploads/2012/11/IMG_6385.jpg)
The DEF urea tank is mounted on the side frame rail of the truck and holds the DEF fluid or urea
fluid. DEF/urea fluid is a harmless solution of (67%) purified water and (33%) urea. This
combination is the most effective way to reduce NOx emissions.
At the 67% / 33% combination, the solution will begin to freeze at 12° F (-11° C) causing both
the urea and water to freeze and thaw at the same time. This ensures that the fluid does not
become diluted or over concentrated. Thawing and unthawing does not cause harm to the urea
fluid.
The urea lines and tank are heated. As the engine heats up, it sends heated coolant to the urea
tank. The lines and connectors have heating elements with Temperature-sensing technology
which provide freeze prevention control for very cold climates.
SCR systems are designed to heat the DEF tank and supply lines. If DEF freezes when the
vehicle is shut down, start up and normal operation of the vehicle will not be inhibited. The SCR
heating system is designed to quickly return the DEF to liquid form.
The electronic control unit adjusts the dosing input of the fluid for parameters such as engine
operating temperature and speed.
The EPA requires truck makers to incorporate a staged warning system to let the operator know
when the system is close to empty. The vehicle will go into one of several modes: "limp home",
reduced engine power, or limited engine starts. At some point the engine will not start if the
warning is ignored. So to prevent the engine from not starting, do not ignore the warnings.
49
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CNG Class 8
A Class 8 vehicle requires only 2-3 gallons of DEF/urea fluid for every 100 gallons of Diesel fuel
that is used.
• Annual miles for average truck = 120,000 miles per yr.
• MPG for average truck = 6 mpg
• 120,000 miles / 6 mpg = 20,000 gallons Diesel fuel per year
• DEF usage @ 2 to 3% of fuel consumption = 400 gallons of DEF per yr.
• With a 20 gallon tank (average size) = 20 DEF fill-ups / year.
• DEF pricing will be at or below the price of Diesel fuel.
• Using $3 per gallon = $1,200 per yr.
The use of a Selective Catalytic Reduction (SCR) results in a fuel savings of about 5% or 6.3
miles per gallon.
120,000 miles / 6.3 mpg = 19,048 gallons Diesel fuel per year - 20,000 @ 6 mpg = 952 gallon
savings per year @ $5 per gallon = $4,760 per year. This is a substantial savings!
^L^^ *
Figure 4-10 shows the referenced urea tank used in this study.
Figure 4-10: Example of A DPF Urea Tank System
(Source: FEV)
After the DPF urea fluid is injected into the exhaust SCR system, it passes through the
decomposition reactor where the urea fluid is converted into ammonia via a chemical reaction
called hydrolysis. The (mono-nitrogen) NOx from the exhaust gases and ammonia (NH3) pass
into the SCR element where a catalytic reaction takes place and the NOx is converted into
harmless nitrogen gas (N2) and water vapor (H20). Once the hydrolysis is complete the gasses
are passed through a secondary selective catalytic reduction catalyst. This secondary catalyst
converts any leftover traces of ammonia before the exhaust exits the system. This reaction
produces near zero emissions. See Figure 4-11.
50
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CNG Class 8
Figure 4-11: Selective Catalytic Reduction (SCR)
(Source: http://www.aecc.be/en/Technology/Catalysts.html)
5. Diesel (Base Technology) and CNG (New Technology) Functionality Overview
The Diesel engine for this study is broken down into 9 major systems.
• Whole engine
• Engine block
• Engine cylinder head
• Engine rocker levers
• Fuel system
• Oil system
• Cooling system
• Air system
• Exhaust system
Each system will be examined for functionality and how it relates between the Diesel (Base
technology) and the CNG (New technology) being examined in this study.
5.1 Whole Engine
The Diesel and CNG engines top view: Figure 5-1, front view: Figure 5-2, left side view: Figure
5-3, right side view: Figure 5-4 and rear view: Figure 5-5 show the location of major external
components on the engines. Some components may be located in different locations on different
engine models.
Some CNG and Diesel components or assemblies may not have been included if they were
exactly the same or outside the scope of this study.
51
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CNG Class 8
The following information is for reference only.
CNG
Top View
1. Turbocharger air inlet
2. Turbocharger compressor outlet
3. Turbocharger
4 Turbocharger exhaust outlet
5. EGRcoO'ler
6. Rear gear housing
7. Flywheel housing
8. EGR crossover tube
9 Rocker lever cover
10- Intake manifold pressure/temperature sensor
11. EGR temperature sensor
12. EGR valve
13. EGR differential pressure sensor
14. Air intake manifold
15 Lubricating oil fill tube
16. Ignition coil
17. Fan hub
18. Coolant temperature sensor
19. Refrigerant compressor
Diesel
Top View
1. Turbocharger air inlet
2. Turbocharger compressor outlet
3. Variable geometry turbocharger. electric
4. Turbocharger exhaust outlet
5. EGR cooler
6 Rear gear housing
7. Flywheel housing
8. Rocker lever cover
9. Air intake manifold
10. EGR crossover tube
11. Lubricating oil fill tube
12. Fan hub
13. Coolant temperature sensor
14. Refrigerant compressor
Figure 5-1: Whole Engine Top View Diesel & CNG
(Source: Cummins parts website https://quickserve. cummins.com)
52
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CNG Class 8
CNG
Front View
1- Refrigerant compressor
2. Drive belt- refrigerant compressor
3. Thermostat housing
4. Air intake connection
5. Camshaft position sensor
6. Lubricating oil fill tube
7. Front gear housing cover
8. Vibration damper
9. Lubricating oil pan
10. Front engine mount
11 Dual outlet water pump
12 Belt tensioner alternator
13- Drive belt- alternator
14- Turbocharger
15. Alternator
16 Belt tensioner. refrigerant compressor
1 2
Diesel
Front View
11
1. Refrigerant compressor
2 Drive belt refrigerant compressor
3 Thermostat housing
4 Exhaust gas recirculation (EGR) crossover tube
5 Air intake connection
6 Camshaft position sensor
7 Lubricating oil fill tube
8. Front gear housing cover
9. Vibration damper
10- Lubricating oil pan
11. Front engine mount
12 Dual outlet water pump
13 Belt tensioner. alternator
14. Drive belt alternator
15 Variable geometry turbocharger
16. Alternator
17 Belt tensioner refrigerant compressor
Figure 5-2: Whole Engine Front View Diesel & CNG
(Source: Cummins parts website https://quickserve.cummins.com)
S3
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CNG Class 8
CNG
Left Side View
1 Air intake connection
2. Crankcase breather housing
3. Crankcase breather pressure sensor
4. Ignition control module (ICM)
5 Intake manifold temperature/pressure sensor
G. EGR crossover tube
7. Cylinder head wiring harness pass-through
8. Fuel control assembly
9. Crankshaft position sensor
10- OEM fuel supply connection
11- Fuel pressure regulator assembly
12. Fuel transfer tube
13. Lubricating oil dipstick
14 Engine control module (ECM)
15. Front gear housing
16. Air compressor
17 Crankcase breather vent tube
18. Camshaft position sensor
19 Lubricating oil fill tube
13 12
Diesel
Left Side View
1. Air intake connection
2 EGR crossover tube
3. Crankcase breather housing
4 Crankcase breather pressure sensor
Intake manifold temperature/pressure sensor
. Fuel rail
7. Injector supply line
8 Aftertreatment purge air solenoid
9. High-pressure relief valve
10. Cylinder head wiring harness pass-through
11. OEM fuel return
12. Fuel rail supply line
13- Aftertreatment fuel shutoff manifold
14. Fuel pump actuator
15. Crankshaft position sensor
16- Fuel pump, high-pressure
17. Fuel pump gear pump
18. Lubricating oil dipstick
19- Pressure-side fuel filter
20. Electronic control module (ECM)
21. OEM fuel supply connection
22 Fuel lift pump (behind ECM)
23. Air compressor
24. Front gear housing
25. Crankcase breather vent tube
26- Lubricating oil fill tube
27. Camshaft position sensor
16
23
22 21 20 19
17
Figure 5-3: Whole Engine Left Side View Diesel & CNG
(Source: Cummins parts website https://quickserve.cummins.com)
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CNG Class 8
14
CNG
Right Side View
1 Exhaust gas recircuMion (EGR) crossow tub*
2 EGR coder
3 Exhaust manifold
4 Turbochargw oil supply tow
5 Turbocharger coolant return line
6 Coolant temperature sensor
7 Thermostat houwx)
8 HurrwHy Sensor
9 Dual outlet water pump
10 Coolant filtef
11 Lubricating ol pan dram plugs
12 Lubne»Ungoilfk«r
13 Turbocharger oil drain tube
14 Fryv«tie«l housing
15 Turbocrurgw coolant supply In*
16 EGR cooler coolant inlet tube
3 4
11 13 12
10
Diesel
Right Side View
1. Flywheel housing
2. EGR cooler coolant return line
3. Aftertreatment coolant supply port
4. EGR cooler
5. Aftertreatment fuel injector
6. Aftertreatment intake NOx sensor
7. Turbocharger heat shield
8. EGR valve
9 Electric variable geometry turbocharger actuator
10 EGR orifice pressure sensor
11 EGR differential pressure sensor
12- EGR temperature sensor
13- EGR crossover tube
14- Thermostat housing
15- Exhaust manifold heat shield
16- Exhaust manifold
17- Dual outlet water pump
18. EGR cooler coolant inlet tube
19. Coolant filter
20. Lubricating oil pan drain plugs
21. Turbocharger oil supply line
22. Lubricating oil filter
23. Turbocharger oil drain tube
5 6 7 8 9 10 11 12 13 14
17
18
Figure 5-4: Whole Engine Right Side View Diesel & CNG
(Source: Cummins parts website https://quickserve.cummins.com)
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IFL
CNG Class 8
CNG
Rear View
Diesel
Rear View
1.
2.
3.
Lifting bracket
Flywheel
Rear gear cover
1. After treatment fuel injector fuel supply line
2. After treatment fuel injector coolant supply line
3. After treatment fuel injector
4. After treatment fuel injector coolant return line
5. Flywheel
6. Rear gear cover
2 3
Figure 5-5: Whole Engine Rear View Diesel & CNG
(Source: Cummins parts website https://quickserve.cummins.com)
5.2 Engine Block
The engine block Figure 5-6 of the Cummins ISX11.9 liter Diesel engine is a cast iron block,
inline 6 with the camshaft designed into the block. The block also has induction hardened
cylinder liners.
It is the same block used for the ISXG11.9 liter CNG engine used is this study and therefore not
quoted. The CNG block does have an added threaded plug to block off the dosing port that is not
required for the CNG engine due to no After-treatment requirements. The threaded plug will be
quoted under the 01-01-05 Cylinder Block Plumbing section. All other components are the same
and not quoted.
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CNG Class 8
Both Diesel and CNG
Figure 5-6: Engine Block Overview
(Source: Cummins parts website https://quickserve.cummins.com)
The engine blocks front gear train Figure 5-7 of the Cummins ISX11.9 liter Diesel engine has the
same components of the ISXG11.9 liter CNG engine and not quoted.
Both Diesel and CNG
1. Camshaft gear
2. Idler gear
3. Air compressor gear
Figure 5-7: Engine Black Front Gear Train Overview
(Source: Cummins parts website https://quickserve.cummins.com)
The engine blocks rear gear train Figure 5-8 of the Cummins ISX11.9 liter Diesel engine has an
added gear for the fuel pump callout # 2. This gear is quoted under the 01-05 fuel and controls
subsystem.
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CNG Class 8
CNG
1- Camshaft gear
2. Lubricating oil pump idler gear
3. Idler gear (compound)
4. Crankshaft gear
5_ Lubricating oil pump gear
Diesel
1- Camshaft gear
2. Fuel pump gear
3. Lubricating oil pump idler gear
4. Idler gear (compound)
5. Crankshaft gear
6- Lubricating oil pump gear
Figure 5-8: Engine Block Rear Gear Train Overview
(Source: Cummins parts website https://quickserve.cummins.com)
5.3 Engine Block Cylinder Head
The engine block cylinder head Figure 5-9 is a 4 valve system with a single slab head design per
Cummins for the Cummins ISX11.9 liter Diesel engine. The heads for both the Diesel and the
ISXG11.9 liter CNG engine are the same used is this study and therefore not quoted.
Both Diesel & CNG
Cylinder Head Intake and Exhaust Valve Pattern - Bottom View of Cylinder Head
E = Exhaust Valve
= Intake Valve
CyM Cyl 2 Cyl 3 Cyl 4 Cyl 5 Cyl 6
Figure 5-9: Engine Black Cylinder Head Overview
(Source: Cummins parts website https://quickserve.cummins.com)
58
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IFL
CNG Class 8
5.4 Engine Rocker Levers
The engine block cylinder head Figure 5-10 is a 4 valve system with a single slab head design per
Cummins for the Cummins ISX11.9 liter Diesel engine. The heads for both the Diesel and the
ISXG11.9 liter CNG engine are the same used is this study and therefore not quoted.
Both Diesel and CNG
Figure 5-10: Engine Block Cylinder Head Overview
(Source: Cummins parts website https://quickserve.cummins.com)
5.5 Fuel System
The Diesel fuel system and the CNG fuel system are to totally different systems and the primary
base of this study. Due to the differences, each system must be looked at separately in the
following sections.
5.5.1 Diesel Fuel System
The Diesel fuel system must be supplied with clean fuel at all times; this means the system must
have multiple fuel filters in place.
Figure 5-11 shows the 5 micron filter that is located on the engine and the fuel pump which is
driven off the crankshaft idler gear. The pump is also lubricated with engine oil that is pumped in
through the pump housing.
59
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CNG Class 8
05C00455
Figure 5-11: Fuel Filter and Pump Overview
(Source: Cummins parts website https://quickserve.cummins.com)
The fuel pump also has an 86 micron filter located in the banjo bolt shown in Figure 5-12.
Figure 5-12: 86 Micron Filter Located In the Banjo Bolt Overview
(Source: Cummins parts website https://quickserve.cummins.com)
The fuel injectors are supplied fuel from the high pressure injector supply line and as the high
pressure fuel flows to the injector, the solenoid is activated which lifts a small needle, whereby
the fuel is injected into the cylinders. Since the Diesel fuel system is under such high pressures,
the nozzle hole is very small so if any contaminates get into the fuel system it could become
clogged. For that reason, there are redundant filters along the path of the Diesel fuel. Figure 5-13
and Figure 5-14 show the fuel system flow.
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CNG Class 8
1 OEM fuel supply connection
2 Fuel lift pump supply line
3 Fuel lift pump
4 Fuel lift pump return line
5. Fuel pump gear pump supply line
6. Fuel pump gear pump inlet
7. Fuel pump gear pump
Fuel pump gear pump outlet
9. Pressure side fuel filter inlet
10. Fuel filter head
11. Pressure side fuel filter (5-micron)
12. Pressure side fuel filter outlet
13. High-pressure fuel pump inlet (with 86-micron filter)
14. Fuel pump actuator
15. High-pressure fuel pump
16. Fuel rail supply line
17. Fuel rail
18. Fuel pressure sensor
19. High-pressure injector supply lines
20. High-pressure fuel connector
21. Fuel injector
22. Fuel injector drain check valve (banjo type}
23. High-pressure relief valve
24. Injector drain line
25. High-pressure relief valve drain line
26. Fuel pump drain line
27. Fuel drain manifold
28. OEM fuel return connection
29. Lift pump OFF (check valve open)
30 Lift pump ON (check valve closed)
Figure 5-13: Fuel Flow Overview
(Source: Cummins parts website httpsS/quickserve.cummins.com)
61
-------
CNG Class 8
1. Fuel supply from fuel filter head to
the aftertreatment fuel injector fuel manifold
2. Aftertreatment fuel injector fuel manifold
3. Fuel shutoff valve
4. Fuel pressure sensor
5. Fuel supply to aftertreatment fuel injector
6. Aftertreatment fuel injector
Figure 5-14: Fuel Flow Overview
(Source: Cummins parts website https://quickserve. cummins.com)
Diesel engines use a direct fuel injection system that directly injects fuel into the cylinder under
high pressure. The injectors are very complex and must be able to withstand great temperatures
and pressures in the cylinders to deliver a fuel mist. See Figure 5-15.
Figure 5-15: Injector & Flow Overview
(Source: Cummins parts website https://quickserve.cummins.com)
The air is compressed by the pistons and the fuel is injected into the cylinders. This is known as a
compression process as shown in Figure 5-16.
62
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CNG Class 8
In take Valve
Fuel Injector
A/fr
Exhaust Valve
Intake
© 2O07 tncy
-------
CNG Class 8
1. Fuel inlet from remote mounted gas filter
2. Low-pressure regulator
3. Fuel inlet pressure sensor
4. Fuel shutoff valve
5. Fuel transfer tube
6. Fuel outlet pressure/temperature sensor
7. Gas mass flow sensor
8. Fuel control valve
9. Air inlet
10 Throttle actuator
11 Air/fuel mixer
12 Exhaust gas to exhaust gas recirculation (EGR) valve
13. EGR valve
14- Intake manifold-
Figure 5-17: CNG Fuel Flow Overview
(Source: Cummins parts website https://quickserve.cummins.com)
5.6 Oil System
The oil systems for both the CNG and the Diesel are only slightly different, with only one
exception. The exception is the oil in a CNG system does not darken and look dirty as Diesel oil
does. CNG engines use a different type of oil than the diesel.
The oil system is under high pressure when the engine is started in cold weather so with the help
of a lubricating oil pump, a pressure sensitive regulator circuit and high pressure relief valve, the
oil system returns to normal operating pressures when the engine is running at normal
temperatures. Figure 5-18 shows the oil pump configuration.
64
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CNG Class 8
(1) )ubf leaf ing oil pump
(2) presswe-sensillveregulatararcult
Figure 5-18: Oil Pump
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 5-19 provides an overview of the engine oil system flow.
1. Lubricating oil supply from the lubricating oil pan
2. Lubricating oil pump
3. Lubricating oil pressure sensing line from the main oil rifle
4. Lubricating oil pressure regulator
5. High pressure relief valve
6. Oil return to the lubricating oil pan
7 Lubricating oil transfer tube
8. Lubricating oil transfer connection
9. Oil flow through the cylinder block to the lubricating oil filter head
10. Oil flow from the filter head to the main oil rifle
11. Right oil rifle
12. Oil flow to the rear idler gear
13. Left oil rifle
14. Oil flow to the overhead
15. Oil flow to rocker lever shaft
16. Rocker lever shaft
17. Rocker levers
18. Lubricating oil flow to the push tubes
19. Oil supply to crosshead
20. Lubricating oil supply to the cam followers
21. Cam followers
22. Lubricating oil flow to the camshaft
23. Lubricating oil flow around the camshaft
24. Lubricating oil flow to the main bearings
25. Crankshaft main bearing journal
26. Crankshaft connecting rod journal
27. Connecting rod
28. Lubricating oil flow around the piston pin
29. Front gear housing
30. Lubricating oil flow to the air compressor
65
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CNG Class 8
Figure 5-19: Oil System Flow Overview
(Source: Cummins parts website https://quickserve.cummins.com)
The turbo system is also lubed by the oil system, as shown in Figure 5-20.
1. Lubricating oil supply to the turbocharger bearing housing
2. Lubricating oil return to the lubricating oil pan
3. Lubricating oil main rifle
4. Lubricating oil passage from the cylinder block to the rear gear housing
5. Lubricating oil flow through the rear gear housing
6. Lubricating oil supply to the fuel pump
7. Fuel pump.
Figure 5-20: Turbo Oil System Flow Overview
(Source: Cummins parts website https://quickserve.cummins.com)
66
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CNG Class 8
Figure 5-21 and Figure 5-22 show the oil flow through the oil filter system.
1. Lubricating oil flow from the lubricaing oil pump
2. Lubricating oil thermostat closed
3. Lubricating oil through the oil filter head to the oil filter
4. Lubricating oil filter
5. Lubricating oil flow to the main oil rifle
6. Lubricating oil thermostat open
7. Lubricating oil flow to the lubricating oil cooler
8. Lubricating oil flow through the lubricating oil cooler core
9, Lubricating oil flow to the lubricating oil filter head-
Figure 5-21: Oil Filter Lube System Overview
(Source: Cummins parts website https://quickserve.cummins.com)
1. Lubricating oil supply from the lubricating oil cooler
2. Lubricating oil filter bypass valve closed
3. Lubricating oil flow to the lubricating oil filter
4. Filtered lubricating oil flow to the main oil rifle
5. Lubricating oil filter bypass valve open
6, Unfiltered lubricating oil flow to the main oil rifle.
Figure 5-22: Oil Filter Lube System Overview
(Source: Cummins parts website https://quickserve.cummins.com)
67
-------
CNG Class 8
5.7 Cooling System
The cooling systems for both the CNG ISX12G and the Diesel ISX12/11.9 are almost identical.
However, there are two distinct differences.
• The Diesel system has a SCR cooling capability and Diesel injector cooling (refer to
Exhaust System).
• The CNG system has neither.
Early ISX engine designs had two thermostats but in 2002 Cummins introduced a one thermostat
design. This design uses the same thermostat from the older designs which opens at 180°F
(82°C).
The ISX design was equipped with an exhaust gas recirculation (EGR) valve and used an
impeller in the water pump similar to the QSX15 engine to get the most cooling capacity from the
water pump.
There was also some redesign of the drive ratio on the water pump pulley to increase water pump
speeds for additional cooling. This was increased due to the flow and heat associated with the
EGR. Shown in Figure 5-23 is the coolant system configuration.
Figure 5-23: Coolant System Overview - 1
(Source: Cummins parts website https://quickserve.cummins.com)
Conventionally cooled engines with automatic transmissions typically use an oil-to-water
transmission torque converter cooler plumbed between the radiator and the engine water pump.
A torque converter cooling system with a remote bypass allows the torque converter to receive
coolant flow when the thermostat is closed (engine cold). Figure 5-24, Figure 5-25, Figure 5-26
and Figure 5-27 display overviews 2-5 which show the coolant system configuration.
68
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CNG Class 8
CNG
1. Coolant inlet flow from radiator
2. Coolant inlet connection
3. Coolant from inlet to water pump
4. Coolant from water pump to coolant filter
5. Coolant filter, if equipped
6. Coolant flow to water pump
7 Coolant from water pump to cylinder block inlet
!. Coolant from water pump to exhaust gas recirculation (EGR) cooler
9. EGR cooler
10 Coolant from EGR cooler to lubricating oil cooler
11. Lubricating oil cooler
12 Coolant from rocker lever housing
13. Thermostat closed
14 Coolant through bypass lube to coolant connection
15. Thermostat open
16 Coolant to radiator
17 Torque cor.•vrei :._.-rass
Diesel
1. Coolant inlet flow from radiator
2. Coolant inlet connection
3 Coolant from inlet to water pump
4. Coolant flow to water pump
5 Coolant filler, if equipped
6 Coolant flow to water pump
7. Coolant from water pump to cylinder block inlet
Coolant from water pump to exhaust gas recirculation (EGR) cooler
9. EGR cooler
10. Coolant from EGR cooler to lubricating oil cooler
11. Lubricating oil cooler
12. Coolant from rocker lever housing
13. Thermostat closed
14. Coolant through bypass tube to coolant connection
15. Thermostat open
16. Coolant to radiator
17. Selective Catalyst Reduction (SCR) system coolant supply.
Figure 5-24: Coolant System Overview - 2
(Source: Cummins parts website https://quickserve.cummins.com)
69
-------
CNG Class 8
CNG
1. Coolant inlat from radiator
2. Coolant inlet to water pump
3- Coolant from water pump to cylinder block
4. Coolant to lubricating oil cooler
5. Lubricating oil cooler
6- Coolant flow around cylinder liners
7- Coolant to lower cylinder head
8. Coolant to upper cylinder head
9 Coolant to rocker lever housing
10- Coolant from cylinder head to OEM coolant manifold
11. OEM coolant manifold supply
12. OEM coolant manifold
13- Rocker housing vent
14 Torque converter bypass
^ 13
Diesel
1- Coolant inlet from radiator
2 Coolant inlet to water pump
3. Coolant from water pump to cylinder block
4. Coolant to lubricating oil cooler
5. Lubricating oil cooler
6- Coolant flow around cylinder liners
7 Coolant to lower cylinder head
8. Coolant to upper cylinder head
9. Coolant to rocker lever housing
10. Coolant from cylinder head to OEM coolant manifold
11 OEM coolant manifold supply
12 OEM coolant manifold and Selective Catalyst Reduction
(SCR) system coolant return
Figure 5-25: Coolant System Overview - 3
(Source: Cummins parts website https://quickserve.cummins.com)
1- Coolant from cylinder block to air compressor
2. Air compressor
3. Coolant from air compressor to rocker lever housing
Figure 5-26: Coolant System Overview - 4
(Source: Cummins parts website https://quickserve. cummins.com)
70
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CNG Class 8
CNG
Diesel
1 Coolant from lubricating oil cooler to turbocharger bearing housing
2 Turbocharger bearing housing
3 Coolant from turbocharger bearing housing to rocker lever housing.
1 Coolant from lubricating oil cooler to turbocharger bearing housing
2 Turbocharger bearing housing
3. Coolant from turbocharger bearing housing to rocker lever housing
4 Coolant from turbocharger bearing housing to turbocharger actuator
5. Turbocharger actuator
6 Coolant from cylinder block to aftertreatment fuel injector
7 Aftertreatment fuel injector
Coolant from aftertreatment fuel injector to turbocharger actuator outlet
9 Coolant from turbocharger actuator outlet to EGR mass measurement flow assembly
10. EGR mass measurement flow assembly
11 Coolant from EGR mass measurement flo^ assembly to rocker lever housing
Figure 5-27: Coolant System Overview - 5
(Source: Cummins parts website https://quickserve.cummins.com)
5.8 Air Intake System
5.8.1 Diesel Air Intake System
With emission levels being of great concern, Cummins used a variable geometry turbocharger to
cut emission levels and create more power.
The variable geometry turbocharger gives quicker engine response times along with better
shifting time and engine deceleration than the fixed geometry turbochargers.
Active control on the variable geometry turbocharger can make the intake manifold pressure
change. When this happens the Electronic Control Module (ECM) adjusts the flow of Exhaust
Gas Recirculation (EGR) into the engine and the engine power is not affected.
The turbocharger may make a whistle sound during idle conditions. When this happens it's due to
the engine control system making changes to the variable geometry turbocharger position. This
allows for more heat to the SCR After-treatment system. This is a part of the normal engine
operation.
The variable geometry turbocharger is protected from damage by a power decrease for high
altitudes. The Turbo unit is also electronically controlled by the ECM by way of the variable
geometry actuator which is mounted on the top of the turbocharger as shown in Figure 5-28.
71
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CNG Class 8
Diesel Only
Figure 5-28: ISX Turbocharger
(Source: Cummins parts website https://quickserve.cummins.com)
The air from the intake is compressed by the turbocharger and the temperature is increased, the
heated air is then passed through a charge air cooler. The cooler air is denser which allows more
air to be forced into the cylinder, giving the combustion more efficiency as shown in Figure 5-29.
Diesel Only
Figure 5-29: Compressed Turbocharger Air
(Source: Cummins parts website https://quickserve.cummins.com)
5.8.2 CNG Air Intake System
CNG engines do not use fuel injection like Diesel engines. They are throttled similar to a
carbureted gasoline engine.
Fresh intake air, recirculated exhaust gas and fuel in its gaseous state are blended together. It sits
physically in the same place as the diesel, at the end of the engine's intake manifold.
The throttle plate on the ISX 12 G engine opens to allow air to pass into the cylinder so the engine
brake will work.
72
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IFL
CNG Class 8
The ISX12 G turbocharger has a waste gate. The boost and waste gate are controlled by the
Electronic Control Module (ECM), and are connected to the fuel system. When the throttle is
opened, the air intake is supplied with boost. When it's closed the boost is released through the
waste gate. This release sounds like a puff and is called turbo chuff. This is normal and not an
indication of an engine problem.
The CNG system also uses a fixed geometry waste gate style turbocharger.
Figure 5-30 lists the components of both systems and shows the differences between the Diesel
and CNG air intake systems.
CNG
Diesel
1. Intake air inlet to turbocharger elbow
2. Intake air combination sensor (pressure-
temperature, and humidity)
3. Turbocharger air to charge-air cooler
4. Charge-air cooler
£. From charge-air cooler to air inlet adapter
6. Intake air throttle
7. Fuel control housing
8 Intake manifold
9 Intake valve port
10. Intake valve
11. Exhaust gas recirculation (EGR) cooler
12- EGR crossover tube
13. Exhaust gas to EGR valve
14. EGR valve
15. EGR mass measurement flow assembly
16- Exhaust gas to intake manifold connection
1. Intake air inlet to turbocharger
2 Turbocharger air to charge-air cooler
3 Charge-air cooler
4. From charge-air cooler to intake manifold
5. Intake air connection
6. Intake valve port
7 Intake valve
8. Exhaust gas recirculation (EGR} cooler
9. Exhaust gas to EGR valve
10. EGR valve
11 EGR mass measurement flow assembly
12. EGR crossover tube
13. Exhaust gas to intake manifold connection
"- -
Figure 5-30: Air Flaw Diagram for Air Intake System
(Source: Cummins parts website https://quickserve.cummins.com)
5.9 Exhaust System
This section includes the After-treatment system of the off-engine exhaust components.
Both the Diesel and the CNG have the same type of EGR cooling unit although the Diesel has
112 inner cooling tubes inside of the cooler as compared to 108 inner cooling tubes in the CNG.
73
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CNG Class 8
Engines with an exhaust gas recirculation (EGR) unit will work together with the air intake
system and exhaust system to provide intake charge-air in the right proportions to the engine.
Figure 5-31 is the EGR overview for both Diesel and CNG engines.
CNG
1. Exhaust port
2 Exhaust manifold
3. EGR cooler gas inlet
4. EGR cooler
5. EGR cooler gas outlet
6- EGR valve
7. Turbocharger
8- Turbocharger exhaust
outlet connection
Diesel
1. Exhaust valve port
2. Exhaust gas to exhaust gas recirculation (EGR1} cooler
3 EGR cooler
4. Cooled exhaust gas to rear EGR transfer tube
5 EGR hose
6. EGR valve
7. EGR orifice pressure
8 EGR mass measurement flow assembly
9 EGR differential pressure sensor
10 EGR temperature sensor
11 EGR crossover tube
12. Exhaust manifold
13 Exhaust gas to aftertreatment system
Figure 5-31: EGR Overview
(Source: Cummins parts website https://quickserve.cummins.com)
74
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CNG Class 8
Figure 5-32 shows some of the differences in the EGR systems for both Diesel and CNG engines.
CNG
Diesel
1- Exhaust manifold and seal
2 EGR cooler
3. EGR valve
1. Exhaust manifold
2. EGR cooler
3- Exhaust pressure sensor
4. EGR valve
Figure 5-32: EGR Components
(Source: Cummins parts website https://quickserve.cummins.com)
The three-piece design of the exhaust manifold is a sealed slip-joint design that allows for thermal
thermal expansion. Both Diesel and CNG are the same, as shown in Figure 5-33.
Both Diesel and CNG
1. Additional port connects EGR to cooler inlet
2. Metallic exhaust seal
Figure 5-33: Exhaust Manifold
(Source: Cummins parts website https://quickserve.cummins.com)
Exhaust gas that flows to the EGR valve is cooled through the EGR cooler. With the EGR valve
mounted after the EGR cooler, the cooler temperatures and pressures are the same as the exhaust
manifold.
75
-------
IFL
CNG Class 8
To prevent air from being trapped during coolant filling, a vent is located near the inlet of the
EGR cooler as shown in Figure 5-34.
CNG
Diesel
1 Exhaust manifold and seal
2. EGR cooler
3. EGR valve
Figure 5-34: Exhaust Manifold
(Source: Cummins parts website https://quickserve. cummins.com)
5.9.1 Off-Engine Exhaust System
Exhaust After-treatment system
As exhaust gas is expelled from the turbocharger it enters the off-engine exhaust system. Figure
5-35 shows the differences between the Diesel Selective catalytic reduction (SCR) system and the
CNG Three-Way Catalytic Converters (TWC) exhaust systems. Refer to the Diesel exhaust
section and the CNG exhaust section in beginning of this paper for in-depth explanations of each
system.
76
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CNG Class 8
CNG
1- Exhaust from turbocharger
2- Exhaust pipe with exhaust mixture
3. Catalyst inlet
4- Three way catalyst
5. Catalyst outlet
6- Exhaust flow exiting catalyst.
Diesel
1- Exhaust from turbocharger
2. Aftertreatment diesel oxidation catalyst (DOC) intake temperature sensor
3. Aftertreatment DOC
4. Aftertreatment diesel particulate filter (DPF) intake temperature sensor
5. Aftertreatment DPF combination pressure sensor (senses delta pressure
across the filter and filter outlet pressure)
6. Aftertreatment DPF
7 Aftertreatment DPF outlet temperature sensor
8 Exhaust gas flow from the DPF
9- Diesel exhaust fluid (DEF) supply to aftertreatment DEF dosing valve
10- Aftertreatment DEF dosing valve
11 Decomposition reactor
12 Exhaust and DEF mixture
13 Aftertreatment selective catalyst reduction (SCR) intake temperature sensor
14. Aftertreatment SCR catalyst
15 Aftertreatment SCR outlet temperature sensor
16 Exhaust flow exiting aftertreatment system
17 Aftertreatment DEF dosing valve coolant fittings
Figure 5-35: After-treatment Flow
(Source: Cummins parts website https://quickserve.cummins.com)
6. Direct Manufacturing Cost for the CNG/Diesel Study At Vehicle Level
As shown in the cost breakdown in Table 6-1, $10,964.42 is the cost of the base Diesel technology
and $21,376.50 is the cost for the new CNG technology.
This is a cost differential total of $-10,412.08 "+" = cost decrease, "-" = cost increase
Additional details on the components are evaluated within each vehicle subsystem and their
associated costs are provided in the following sections.
77
-------
CNG Class 8
Table 6-1: Vehicle Level Direct Manufacturing Cost Of the CNG/Diesel Study
SYSTEM & SUBSYSTEM
DESCRIPTION
E
-------
CNG Class 8
SYSTEM & SUBSYSTEM
DESCRIPTION
1
1
2
3
4
5
6
7
8
9
10
11
12
13
16
17
21
m
"w
3)
Name/Description
01 Cyl Block System
02 Cyl Head System
03 Rocker Lever System
04 C
im Followers System
OS Fuel & Controls System
06 Injectors Plumbing & Filters System
07 Oil System
08 Fan & Water System
09 Accessory Drive provision System
10 Air Transfer System
11 Aftertreatment 8, Exhaust System
12 CPR Air System
13 Engine Voltage System
16 Flywheel & Flexplate System
17 Engine Gasket and Misc. System
21 Accessories Wiring System
SUBSYSTEM ROLL-UP
CNG TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
0.90
12.761.48
18.22
423.09
1,763.84
289.39
.
15,256.92
Labor
USD
0.34
831 M
9.99
164.47
279.82
115.85
1,392.26
Burden
USD
0.16
1,615.77
25.09
227.19
309.73
127.97
2,305.91
Total
Cost
(Component
Assembly)
USD
1.40
15.209.05
53.29
804.75
2,353.39
533.21
.
18,955.09
Markup
End Item
Scrap
USD
0.00
65.69
0.71
11.01
12.59
2.72
-
92.71
SGSA
USD
0.01
.
703.71
3.76
54.73
122.30
27.05
911.56
Profit
USD
0.01
74240
2.88
57.23
136.21
29.87
968.59
ED&T-
R&D
USD
346.33
0.63
23.31
64.07
14.20
448.55
Total Markup
Cost
(Component1
Assembly)
USD
0.02
1,858.13
7.97
146.28
335,17
73.84
-
2,421.40
Total
Packaging
Cost
(Component/
Assembly)
USD
.
Net
Component
Assembly
Cost Impact to
OEM
USD
1.41
-
17,067.19
61.27
961.03
2.688.56
607.04
21,376.50
79
-------
CNG Class 8
SYSTEM & SUBSYSTEM
DESCRIPTION
B
1
2
3
4
5
6
7
8
9
10
11
12
13
16
17
21
"K Name/Description
in
01 Cyl Block System
02 Cyl Head System
03 Rocker Lever System
04 Cam Followers System
OS Fuel & Controls System
06 Injectors Plumbing & Filters System
07 Oil System
08 Fan & Water System
09 Accessory Drive provision System
10 Air Transfer System
11 Aftertreatment & Exhaust System
12 CPRAir System
13 Engine Voltage System
16 Flywheel & Flexplate System
17 Engine Gasket and Misc. System
21 Accessories Wiring System
SUBSYSTEM ROLL-UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
(0.90)
0.20
(10,916.21)
179.40
(109.10)
1,596.84
(289.39)
(9,539.15)
Labor
USD
(0.34)
0,38
(9.25)
197.98
-
(3.13)
374.99
(115.851
.
.
.
439.79
Burden
USD
(0,16)
0,25
(708.17)
175.48
(6.87)
457.40
(127.97)
(210.05)
Total
Cost
(Component1
Assembly)
USD
(1.40)
0.83
(11,633.62)
552.86
(124.09)
2.429.23
(533.21)
(9,309.40)
Markup
End Item
Scrap
USD
(0.00)
0.00
(46.65)
2.69
(2.64)
10.73
(2.72)
.
.
(38.59)
SG8A
USD
(0.01)
0.03
(516.05)
38.45
(3.96)
135.05
(27.05)
.
-
(378.54)
Profit
USD
(0.01)
0.02
(545.90)
37.62
(10.71)
101.86
.
(29,87)
.
.
.
.
(447.07)
ED SI-
RS D
USD
0.01
(258.25)
14.27
(4.94)
24.64
(14.20)
.
(238.48)
Total Markup
Cost
(Component1
Assembly)
USD
(0.02)
0.06
(1,366.85)
92.92
(27.24)
272.28
(73.84)
(1,102.68)
Total
Packaging
Cost
(Component1
Assembly)
USD
Net
Component'
Assembly
Cost Impact to
OEM
USD
11.41)
0.89
(13,000.47)
645.78
(151.34)
2.701.51
(607.04)
(10,412.08)
80
-------
IFL
CNG Class 8
6.1 Cylinder Block Subsystem 01&02-01
The cylinder block 01 system is broken into 11 sub-subsystems & 1 assembly.
1. 01-01-01 Cylinder block
2. 01-01-02 Front gear housing
3. 01-01-03 Cylinder liner
4. 01-01-04 Crankshaft
5. 01-01-05 Cylinder block plumbing
a. 01-01-05-01 Threaded plug (CNG Only)
6. 01-01-06 Piston cooling nozzle
7. 01-01-07 Vibration damper
8. 01-01-08 Conrods/parts & performance
9. 01-01-10 Front cover
10. 01-01-11 Camshaft
11. 01-01-12 Rear gear housing
6.2 Cylinder Block Sub-Subsystem 01-01-01 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine blocks are
identical (Figure 6-1) and therefore the two blocks were treated as the same and not quoted.
14
11
13
Figure 6-1: Cylinder Black Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
81
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IFL
CNG Class 8
6.3 Front Gear Housing Sub-Subsystem 01-01-02 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine front gear
housings are identical (Figure 6-2) and were treated as the same and not quoted.
Figure 6-2: Front Gear Housing Subsystem
(Source: Cummins parts website https://quickserve. cummins.com)
6.4 Cylinder Block Liners Sub-Subsystem 01-01-03 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine blocks cylinder
liners are identical (Figure 6-3) and therefore were treated as the same and not quoted.
Figure 6-3: Cylinder Block Liners Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
6.5 Crankshaft Sub-Subsystem 01-01-04 Overview
82
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CNG Class 8
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine blocks crankshafts
are identical (Figure 6-4) and therefore were treated as the same and not quoted.
\
Figure 6-4: Cylinder Block Liners Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
7
6.6 Cylinder Block Plumbing Sub-Subsystem 01-01-05 Overview
The Cummins ISXG11.9 liter CNG engine has one more block plug then the Diesel due to the
doser hole in the block being plugged. Figure 6-5 is a picture of the assembly 01-01-05-01
Threaded Plug.
Figure 6-5: Cylinder Block Plumbing Plug
(Source: Cummins parts website https://quickserve.cummins.com)
83
-------
CNG Class 8
6.7 Piston Cooling Nozzle Sub-Subsystem 01-01-06 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine piston cooling
nozzles are identical (Figure 6-6) and therefore were treated as the same and not quoted.
Figure 6-6: Piston Cooling Nozzle Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
6.8 Vibration Damper Sub-Subsystem 01-01-07 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine vibration damper
have a slight difference in the front adaptor coupling on the diesel. It was determined that this
was for an attachment not related to this study and treated as the same and not quoted (Figure
6-7).
Figure 6-7: Vibration Damper Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
84
-------
CNG Class 8
6.9 Conrods/Parts & Performance Sub-Subsystem 01-01-08 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine Conrods/Parts &
Performance subsystem have a slight difference in the design, but the manufacturing process and
costs would not have any significance or relation to this study and treated as the same and not
quoted (Figure 6-8).
\
Figure 6-8: Conrods/Parts & Performance Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
85
-------
IFL
CNG Class 8
6.10 Front Cover Sub-Subsystem 01-01-10 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine front cover are
identical (Figure 6-9) and therefore were treated as the same and not quoted.
Figure 6-9: Front Cover Subsystem
(Source: Cummins parts website https://quickserve. cummins.com)
6.11 Camshaft Sub-Subsystem 01-01-11 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine camshafts have
slight machining differences that would not affect price and therefore were treated as the same
and not quoted (Figure 6-10).
Figure 6-10: Camshaft Subsystem
(Source: Cummins parts website https://quickserve. cummins.com)
6.12 Rear Gear Housing Sub-Subsystem 01-01-12 Overview
86
-------
CNG Class 8
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine rear gear housing
are identical (Figure 6-11) and there for were treated as the same and not quoted.
16
Figure 6-11: Rear Gear Housing Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
6.13 Direct Manufacturing Cost For Cylinder Block Subsystem 01-01
The cost breakdown below shows that the CNG system had an increase total of $1.41 due to
added block pluming requirements. "+" = cost decrease, "-" = cost increase
87
-------
CNG Class 8
Table 6-2: Direct Manufacturing Cost Of the Cylinder Block Subsystem 01-01
SYSTEM & SUBSYSTEM
DESCRIPTION
1
i
t
z
3
I
L.
6
I
t:
9
3
n
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CNG ! Diesel
01 Cylinder Slock
|01 CT< Btort
Id? Frwvi Gt-Bi Hauling
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|MNA
|14 Frnnl frsvi'r
11 C*m Shaft
[t?H«*r G*ai "••-•'- B
SUBSYSTEM RQLl UP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
IIJftAM*
«
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UMl
.
„».
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-
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
1
:
7
3
i
5
6
T
e
9
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ti
12
f I
E ± 1
yf S *
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CNG / Diesel
01 cylinder Block
|01 JT EJIwR
|07 Ftofii Gaar Homing
|Q)CT>ttntc
IwCunKsh^h
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D7 VlbnHaa Domiwr
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Icurw.
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CMC TECHNOLOGY GENERAL PART INFORMATION:
u^a^B
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Lifter
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89
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
3
i
2
3
4
5
G
7
8
9
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11
12
E 1 I
» w £•
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Name/Description
CNG / Diesel
01 Cylinder Block
|01 Cyl Block
|02 Front Gear Housing
|03 Cyl Liner
|04 Crankshaft
|05 Cyl Block Plumbing
|06 Piston Colling Nozzie
|07 Vibration Damper
|08 Conrods/Parts & Performance
J09NA
1 10 Front Cover
|11 Cam Shaft
|12 Rear Gear Housing
SUBSYSTEM ROLL-UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
lu.su;
(0.90)
Labor
USD
(0.34)
(0.34)
Burden
usn
(0.16)
(0.16)
Total
Manufacturing
Cost
(Component1
Assembly)
USn
(140)
(1.40)
Markup
End item
Scrap
USD
(0.00)
(0.00)
SG&A
USD
(0.01)
(0.01)
Profit
USD
iO.ii i;
(0.01)
EDST-
R&D
usn
Total Markup
Cost
(Component1
Assembly)
USD
(0.02)
(0.02)
Total
Packaging
Cost
(Component1
Assembly)
usn
Net
Component'
Assembly
Cost Impact to
OEM
USD
(1.41)
(1.41)
90
-------
IFL
CNG Class 8
7. Cylinder Head Subsystem 01 -02
The cylinder head 02 subsystem is broken into 1 sub-subsystem & 1 assembly.
01-02-01 Cylinder head
01-02-01-01 Cylinder head (Diesel Only)
7.1 Cylinder Head Sub-Subsystem 01-02-01 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine Cylinder Heads
are identical, except the Diesel head has two more expansion plugs callout #7 than the CNG
cylinder head (Figure 7-1).
CNG
Diesel
Figure 7-1: Cylinder Head Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
7.2 Direct Manufacturing Cost for Cylinder Head Subsystem 01-02
The cost breakdown below shows that the Diesel system had an increase total of $.89 due to
added Expansion Plug requirements. "+" = cost decrease, "-" = cost increase
91
-------
CNG Class 8
Table 7-1: Direct Manufacturing Cost Of the Cylinder Head Subsystem 01-02
SYSTEM & SUBSYSTEM
DESCRIPTION
I
i
2
j
4
:
i
7
I
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10
I 1 1 u™^™
CNG /Diesel
02 Cylinder Head System
|ci Cjl Haad
|cof
to
IW
l»
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[or
in
|»
10
SUBSYSTEM ROLUJP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
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-------
SYSTEM & SUBSYSTEM
DESCRIPTION
E
1
3
3
4
*
fj
7
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I 1 !
* * 1
CNG ,' Diesel
02 Cylinder Heart System
IDI ct< Haad
ID?
|oi
104
IM
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114
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CNG TECHHOLOGY GENERAL PART INFORMATION!
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93
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
I
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4
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7
5
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Name/Oescnption
CNG / Diesel
02 Cylinder Head System
|01 Cyl Head
|02
|03
|04
IDS
I06
lor
|08
I09
110
SUBSYSTEM ROLL-UP
...
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
0.20
-
0.20
La cor
USD
0.38
Burden
0.25
-
0.38
-
0.25
Total
Manufacturing
Cost
(Component'
Assembly)
USD
0.83
0.83
Markup
End Item
Scrap
isn
0,00
-
0.00
SG&A
! ISO
0.03
-
0.03
Prom
USFl
0.02
0.02
ED&T-
RSD
IKT_
0.01
0.01
Total Markup
Cost
(Componenli1
Assembly)
USD
—
0,06
0.06
Total
Packaging
Cost
(Component'
Assembly)
i isn
.
_
-
Net
Component,'
Assembly
Cost Impact to
OEM
USD
0.89
-
0.89
94
-------
IFL
CNG Class 8
8. Rocker Lever Subsystem 01 -03
The rocker lever 03 subsystem is broken into 5 sub-subsystems & 7 assemblies.
01-03-01 Rocker lever
01-03-02 Paint
01-03-03 Valve cover
01-03-03-01 Valve cover
01-03-04 Crankcase breather
01-03-04-01 Crankcase breather
01-03-04-02 Molded hose
01-03-04-03 Molded hose
01-03-04-04 Breather support
01-03-04-05 Lube oil drain tube (All wash not quoted)
01-03-04-06 Breather adapter (CNG Only)
01-03-05 Engine Brake
8.1 Rocker Lever Sub-Subsystem 01-03-01 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine Rocker lever
assemblies are the same and not quoted. See Figure 8-1.
CNG
Diesel
^
2V 6 f J
iv s4
x23
1\ ll
**
4 '
12-x*
•'
V
,A,~
f"
21
16 +
t*
x22
21<^ .,/
1***
-26 » fl
^ ' 1A
J^i»^
: =+ -« •U*
o :
r.^47 i1^"
*' « /
16 IT
Figure 8-1: Rocker Lever Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
95
-------
8.2 Paint Sub-Subsystem 01-03-02 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine paint are identical
for the two engines and were treated as the same and not quoted.
8.3 Valve Cover Sub-Subsystem 01-03-03 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine valve cover
assemblies 01-03-03-01 are different configurations due to the CNG spark ignited engine
technology relative to conventional compression ignition Diesel (Figure 8-2). Only parts with
different numbers will be quoted.
CNG
Diesel
\
\
Figure 8-2: Valve Covers Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
96
-------
8.4 Crankcase Breather Sub-Subsystem 01-03-04 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine crankcase breather
sub-subsystems are shown in Figure 8-3.
CNG
Diesel
I
19 »••••
-
rt
Figure 8-3: Crankcase Breather Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
The breather 04 sub-subsystem was broken down 6 into assemblies.
01-03-04-01 Crankcase breather
01-03-04-02 Molded hose
01-03-04-03 Molded hose
01-03-04-04 Breather support
01-03-04-05 Lube oil drain tube (All wash and not quoted)
01 -03 -04-06 Breather adapter (CNG Only)
The following sections show each assembly and what was quoted.
97
-------
8.4.1 Crankcase Breather
Figure 8-4 illustrates the 01-03-04-01 Crankcase breather assembly; only parts with different
numbers will be quoted.
CNG
Diesel
16
13—*-.
' « -
Figure 8-4: Crankcase Breather Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
8.4.2 Molded Hose
Figure 8-5 shows the 01-03-04-02 molded hose assembly. Only parts with different numbers will
be quoted.
CNG Diesel
i»
13
J — <«
f
17
13 f
14 4
! fe
-
\
T
V
T
Figure 8-5: Molded Hose Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
98
-------
8.4.3 Molded Hose
Figure 8-6 illustrates the 01-03-04-03 molded hose assembly; only parts with different numbers
will be quoted.
CNG
Diesel
I
-11
18
16
*
16
Figure 8-6: Molded Hose Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
8.4.4 Breather Support
Figure 8-7 shows the 01-03-04-04 Breather support assembly; only parts with different numbers
will be quoted.
CNG
Diesel
19 *•".
V
-17
Figure 8-7: Breather Support Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
13
99
-------
8.4.5 Lube Oil Drain Tube Assembly
Figure 8-8 illustrates the 01-03-04-05 Lube oil drain tube assemblies are identical and not quoted.
CNG Diesel
4-»-
1
3
* {
i, •
«*
M
I ?
'.. *
Figure 8-8: Lube Oil Drain Tube Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
8.4.6 Breather Adapter Assembly
Figure 8-9 shows the 01-03-04-06 Breather adapter assembly is unique to CNG and will be
quoted.
CNG Only
Figure 8-9: Breather Adapter Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
8.5 Engine Brake Sub-Subsystem 01-03-05 Overview
The Cummins ISXG11.9 liter CNG engine brake system and the ISX11.9 liter Diesel engine
brake system were treated as the same and not quoted.
8.6 Direct Manufacturing Cost For Rocker Lever Subsystem 01-03
The cost breakdown below shows that the CNG system had an increase total of -$11.32 due to
valve cover and crankcase breather changes. "+" = cost decrease, "-" = cost increase.
100
-------
CNG Class 8
Table 8-1: Direct Manufacturing Cost Of the Rocker Lever Subsystem 01-03
SYSTEM & SUBSYSTEM
DESCRIPTION
E
OJ
1
2
3
4
5
6
7
8
9
10
System
Subsystem
Sub-Subsystem
Name/Description
CNG / Diesel
03 Rocker Lever
[01 Rocker Lever
|()2 Paint
1 03 Valve Cover
[04 Crankcase Breather
|05 Engine Brake
[06
I07
[08
[09
no
SUBSYSTEM ROLL-
UP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
12.67
43.94
-
-
.
.
56.61
Labor
USD
0.57
10.82
-
-
-
_
11.39
Burden
USD
.
1.46
21.77
-
.
.
23.23
Total
Manufacturing
Cost
(Component
Assembly)
USD
14.70
76.53
.
.
91.23
Markup
End Item
Scrap
USD
0.03
0.22
-
-
-
.
0.25
SG&A
USD
0.58
3.21
-
-
.
.
3.79
Profit
USD
-
0.39
2.72
-
-
.
.
3.10
ED&T-
RSD
USD
0.10
1.02
-
-
.
.
1.12
Total Markup
Cost
(Component
Assembly)
USD
1.10
7.17
-
8.27
Total
Packaging
Cost
(Component
Assembly)
USD
-
-
-
-
_
_
-
Net
Component/
Assembly
Cost Impact to
OEM
USD
15.79
83.70
-
.
.
99.50
101
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
Q)
1
2
3
4
5
6
7
8
9
"To"
E 1
EAR
Q> tf> w
£ fr a
<» -§ 1
in 3
Name/Description
CNG / Diesel
03 Rocker Lever
|01 Rocker Lever
|02 Paint
1 03 Valve Cover
[04 Crankcase Breather
|05 Engine Brake
|K
|07
1 08
1 09
no
SUBSYSTEM ROLL-
UP
CNG TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
26.53
14.84
-
-
_
41.37
Labor
USD
14.46
4.72
-
_
19.17
Burden
USD
24.76
14.64
-
.
39.40
Total
Manufacturing
Cost
(Component/
Assembly)
USD
65,75
34,20
-
.
99.94
Markup
End Item
Scrap
USD
0.24
0.07
-
_
0.31
SGAA
USD
4.34
1.36
-
.
5.70
Profit
USD
-
3,13
0,91
-
-
_
4.04
ED&T-
R&D
USD
-
0.60
0.23
-
-
_
0.83
Total Markup
Cost
(Component'
Assembly)
USD
8,31
2.57
.
10.88
Total
Packaging
Cost
(Component/
Assembly}
USD
-
-
.
-
Net
Component/
Assembly
Cost Impact to
OEM
USD
74.06
36.76
.
110.82
102
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
£
n
'i
2
3
4
5
6
7
8
9
10
E 1
£ -£ !
£ ™ »
»• 3*% -fl
^ to u
W - 2
e/3 •§
CO
Name/Description
CNG 7 Diesel
03 Rocker Lever
|01 Rocker Lever
|02 Paint
|03 Valve Cover
|04 Crankcase Breather
J05 Engine Brake
1 06
I07
1 08
1 09
no
SUBSYSTEM ROLL-
UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
-
.
(13.86)
29.10
_
.
.
15.24
Labor
USD
-
(13.89)
6.10
_
.
.
(7.79)
Burden
USD
-
-
(23.30)
7.13
-
_
-
(16.17)
Total
Manufacturing
Cost
(Component1
Assembly)
USD
(51.05)
42.34
.
.
(8.71)
Markup
End Item
Scrap
USD
-
(0.21)
0.15
.
-
_
-
(O.OS)
SG&A
USD
-
.
(3.76)
1.85
_
-
.
.
(1.91)
Profit
USD
-
(2.74)
1.81
.
-
.
.
(0.94)
EDST-
R&D
USD
-
.
(0.50)
0.80
-
.
.
.
0.30
Total Markup
Cost
(Component/
Assembly)
USD
(7.22)
4.60
(2.61)
Total
Packaging
Cost
(Component'
Assembly)
USD
-
-
-
.
.
.
-
Net
Component'
Assembly
Cost Impact to
OEM
USD
(53.27)
46.94
.
.
.
(11.32)
103
-------
IFL
CNG Class 8
9. Cam Follower Lever Subsystem 01 -04
9.1 Cam Follower Lever Subsystem 01-04 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine Cam Follower
Subsystem were treated as the same and not quoted (Figure 9-1).
Both CNG and Diesel
Figure 9-1: Cam Follower Lever Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
10. Fuel & Controls Subsystem 01-05
The fuel & controls 05 subsystem is broken into 6 sub-subsystems and 41 Assemblies.
• 01-05-01 Fuel pump - Diesel only
01-05-01-01 Fuel pump body
01-05-01-02 Fuel pump support
01-05-01-03 Fuel pump
01-05-01-04 Fuel pump support
01-05-01-05 Fuel pump head
01-05-01-06 Fuel control actuator
01-05-01-07 Fuel pump gear
• 01 -05-02 Engine control module (ECM)
01-05-02-01 Electronic control module
104
-------
01-05-02-02 Position sensor
01-05-02-03 Temperature sensor
01-05-02-04 Oxygen sensor
01-05-02-05 Humidity sensor - CNG only
01-05-02-06 Temperature sensor
01-05-02-07 Spring washer
01-05-02-08 Pressure sensor
01-05-02-09 Relay - Diesel only
01-05-02-10 Pressure sensor - Diesel only
01-05-02-11 Nitrogen Oxide Sensor - Diesel only
01-05-02-12 Knock sensor - CNG only
• 01-05-03 Engine control module (ECM) Wiring harness
01-05-03-01 Wiring retainer bracket -CNG only
01-05-03-02 Wiring harness
• 01-05-04 Fuel control module - CNG only
01-05-04-01 Intake manifold cover
01-05-04-02 Fuel control housing
01-05-04-03 Fuel control module
01-05-04-04 Mass flow sensor
01-05-04-05 Fuel transfer connection
01-05-04-06 Pressure sensor
01-05-04-07 Actuator
01-05-04-08 Module support
01-05-04-09 Plain hose
• 01-05-05 Fuel pressure regulator - CNG only
01-05-05-01 Fuel control housing
01-05-05-02 Fuel shutoff valve
01-05-05-03 Air control valve
01-05-05-04 Coupling nipple
01-05-05-05 Threaded plug
01-05-05-06 Pressure regulator valve
01-05-05-07 Plain hose coupling
01-05-05-08 Pressure sensor
• 01-05-06 Fuel tank
01-05-06-01 Fuel tanks
01-05-06-02 Tank plumbing & electrical
01-05-06-03 Fuel tank bracket system
105
-------
10.1 Fuel Pump Sub-Subsystem 01-05-01 Overview - Diesel Only
The fuel pump 01 Sub-subsystem is a Diesel fuel part only. The Cummins ISXG11.9 liter CNG
engine does not require a fuel pump for CNG. Figure 10-1 shows the fuel pump and all parts will
be quoted.
Diesel Only
,\
-
.
li « , '
r
\
fp968gm
Figure 10-1: Fuel Pump Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
The Fuel Pump 01 sub-subsystem is broken down into 7 assemblies.
01-05-01-01 Fuel pump body
01-05-01-02 Fuel pump support
01-05-01-03 Fuel pump
01-05-01-04 Fuel pump support
01-05-01-05 Fuel pump head
01-05-01-06 Fuel control actuator
01-05-01-07 Fuel pump gear
106
-------
10.1.1 Fuel Pump Body
Figure 10-2 illustrates the 01-05-01-01 Fuel pump body assembly which is a Diesel part only and
all parts will be quoted.
Diesel Only
19
23
Figure 10-2: Fuel Pump Body Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.1.2 Fuel Pump Support
Figure 10-3 shows the 01-05-01-02 Fuel pump support assembly which is a Diesel part only and
all parts will be quoted.
Diesel Only
Figure 10-3: Fuel Pump Support Assembly
^^^ (Source: Cummins parts website https://quickserve.cummins.com)
Figure 10-4 illustrates the 01-05-01-03 Fuel pump assembly which is a Diesel part only and all
parts will be quoted.
Diesel Only
1
Figure 10-4: Fuel Pump Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
107
-------
10.1.3 Fuel Pump Support
Figure 10-5 illustrates the 01-05-01-04 Fuel pump support assembly which is a Diesel part only
and all parts will be quoted.
Diesel Only
\
V
2
Figure 10-5: Fuel Pump Support Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
V ^
10.1.4 Fuel Pump Head
Figure 10-6 shows the 01-05-01-05 Fuel pump head assembly which is a Diesel part only and all
parts will be quoted.
Diesel Only
24
12
Y
V
11.
13.
—*•
'*•
Figure 10-6: Fuel Pump Head Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.1.5 Fuel Control Actuator
Figure 10-7 illustrates the 01-05-01-06 Fuel control actuator assembly which is a Diesel part only
and all parts will be quoted.
Diesel Only
Figure 10-7: Fuel Control Actuator Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.1.6 Fuel Pump Gear
108
-------
Figure 10-8 shows the 01-05-01-07 Fuel pump gear assembly which is a Diesel part only and all
parts will be quoted.
Diesel Only
Figure 10-8: Fuel Pump Gear Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.2 Engine Control Module (ECM) Sub-Subsystem 01-05-02 Overview
The Engine control module (ECM) 02 Sub-subsystem for the Cummins ISXG11.9 liter CNG
engine and the ISX11.9 liter Diesel engine are different. Any parts that have the same part
numbers will not be quoted. All other parts will be quoted, including the ECM electronic board
differences. See Figure 10-9.
CNG
Diesel
"
'- /
\"*
Lr / "
./
„
/
Figure 10-9: Engine Control Module (ECM) Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
109
-------
The Engine control module 02 sub-subsystem is broken down into 12 assemblies.
01-05-02-01 Electronic control module
01-05-02-02 Position sensor
01-05-02-03 Temperature sensor
01-05-02-04 Oxygen sensor
01-05-02-05 Humidity sensor - CNG only
01-05-02-06 Temperature sensor
01-05-02-07 Spring washer
01-05-02-08 Pressure sensor
01-05-02-09 Relay - Diesel only
01-05-02-10 Pressure sensor - Diesel only
01-05-02-11 Nitrogen Oxide sensor - Diesel only
01-05-02-12 Knock sensor - CNG only
The following sections show each assembly and what was quoted.
^^^
10.2.1 Electronic Control Module (ECM)
Figure 10-10 the 01-05-02-01 ECM assembly, any identical parts in the board are not quoted.
CNG
Diesel
18
22
31
26
Figure 10-10: Electronic Control Module Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
no
-------
10.2.2 Position Sensor
Figure 10-11 illustrates the 01-05-02-02 Position sensor. There are two position sensor
assemblies; one used on the cam shaft and one on the crank shaft of the Cummins ISXG11.9 liter
CNG engine and the ISX11.9 liter Diesel engine. Both assemblies are identical and not quoted.
CNG
Diesel
14
T *
{ *
I
25
Figure 10-11: Position Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
V ^>
10.2.3 Temperature Sensor
Figure 10-12 illustrates the 01-05-02-03 Temperature sensor assembly. The Cummins ISXG11.9
liter CNG engine and the ISX11.9 liter Diesel engine have unique temperature sensors and both
will be quoted.
CNG
Diesel
Figure 10-12: Temperature Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
1
111
-------
10.2.4 Oxygen Sensor
Figure 10-13 shows the 01-05-02-04 Oxygen sensor assembly. The Cummins ISXG11.9 liter
CNG engine contains the Oxygen sensor assembly (#22) while the ISX11.9 liter Diesel engine
does not have the Oxygen sensor. Only parts with different numbers will be quoted.
CNG
Diesel
13
1 6
13
Figure 10-13: Oxygen Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.2.5 Humidity Sensor
Figure 10-14 illustrates the 01-05-02-05 Humidity sensor assembly is for the Cummins ISXG11.9
liter CNG engine only. This assembly will be quoted.
CNG Only
Figure 10-14: Humidity Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.2.6 Temperature Sensor
Figure 10-15 illustrates the 01-05-02-06 Temperature sensor assembly. The Cummins ISXG11.9
liter CNG engine and the ISX11.9 liter Diesel engine are identical and not quoted.
CNG Diesel
2t
hi
Figure 10-15: Temperature Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
112
-------
10.2.7 Spring Washer
Figure 10-16 shows the 01-05-02-07 Spring washer assembly. The Cummins ISXG11.9 liter
CNG engine and the ISX11.9 liter Diesel engine are identical and not quoted.
CNG
Diesel
Figure 10-16: Spring Washer Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.2.8 Pressure Sensor
Figure 10-17 illustrates the 01-05-02-08 Pressure sensor assembly. The Cummins ISXG11.9 liter
CNG engine and the ISX11.9 liter Diesel engine are identical and not quoted.
CNG
Diesel
Figure 10-17: Pressure Sensor Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
10.2.9 Relay
Figure 10-18 shows the 01-05-02-09 Relay assembly for only the Cummins ISX11.9 liter Diesel
engine. This assembly will be quoted.
^^ J
Diesel Only
Figure 10-18: Relay Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
10.2.10 Pressure Sensor
Figure 10-19 illustrates the 01-05-02-10 Pressure sensor assembly for only the Cummins ISX11.9
liter Diesel engine. This assembly will be quoted.
Diesel Only
113
-------
Figure 10-19: Pressure Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.2.11 Nitrogen Oxide Sensor
Figure 10-20 shows the 01-05-02-11 Nitrogen oxide sensor assembly for only the Cummins
ISX11.9 liter Diesel engine. This assembly will be quoted.
Diesel Only
Figure 10-20: Nitrogen Oxide Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.2.12 Knock Sensor
Figure 10-21 illustrates the 01-05-02-12 Knock sensor assembly for only the Cummins ISXG11.9
liter CNG engine. This assembly will be quoted.
CNG Only
Figure 10-21: Knock Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.3 Engine Control Module (ECM) Wiring Harness Sub-Subsystem 01-05-03 Overview
The Cummins ISXG11.9 liter CNG engine and the ISX11.9 liter Diesel engine ECM wire
harnesses are different configurations due to the CNG spark ignited engine technology relative to
conventional compression ignition Diesel as shown in Figure 10-22.
114
-------
CNG
Diesel
24 1 30 2,
i 30 \J /
/ * 30
/ y
> •'*, * / »
*"'
• , 10 '
17-
37
32-
12
28
Figure 10-22: ECM Wire Harness Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
Engine control module (ECM) wiring harness 03 sub-subsystem is broken down into 2
assemblies.
01-05-03-01 ECM wiring harness mounting bracket
01-05-03-02 ECM wiring harness
The following sections show each assembly and what was quoted.
10.3.1 ECM Wiring Harness Mounting Bracket
Figure 10-23 shows the 01-05-03-01 ECM wiring harness mounting bracket which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
Figure 10-23: ECM Wiring Harness Mounting Bracket Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.3.2 ECM Wiring Harness
115
-------
Figure 10-24 illustrates the 01-05-03-02 ECM wiring harness assembly. The Cummins ISXG11.9
liter CNG engine and the ISX11.9 liter Diesel engine has slightly different wiring harnesses so
only parts with different numbers will be quoted.
CNG
Diesel
•k f-
• ? >
24
24 i 30 .
I * / * 30
h / v
y**'-* • v " /
•* *•„£
*/ -
, »i, >>,^%.
14
fr
Figure 10-24: ECM Wiring Harness Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
\
116
-------
10.4 Fuel Control Module Sub-Subsystem 01-05-04 Overview - CNG Only
The fuel control module is a Cummins ISXG11.9 liter CNG engine part only and will be quoted
complete as shown in Figure 10-25.
CNG Only
50-*--
0-25: Fwe/ Control Module - CNG Only Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
The fuel control module 04 sub-subsystem is broken down into 9 assemblies.
^r
01-05-04-01 Intake manifold cover
01-05-04-02 Fuel control housing
01-05-04-03 Fuel control module
01-05-04-04 Mass flow sensor
01-05-04-05 Fuel transfer connection
01-05-04-06 Pressure sensor
01-05-04-07 Actuator
01-05-04-08 Module support
01-05-04-09 Plain hose
The following sections show each assembly and what was quoted.
117
-------
10.4.1 Intake Manifold Cover
Figure 10-26 illustrates the 01-05-04-01 Intake manifold cover assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
X
*
51
Figure 10-26: Intake Manifold Cover Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.4.2 Fuel Control Housing
Figure 10-27 shows the 01-05-04-02 Fuel control housing assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
Figure 10-27: Fuel Control Housing Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.4.3 Fuel Control Module
Figure 10-28 illustrates the 01-05-04-03 Fuel control module assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
I
9-*-
CNG Only
6
31
Figure 10-28: Fuel Control Module Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
118
-------
10.4.4 Mass Flow Sensor
Figure 10-29 shows the 01-05-04-04 Mass flow sensor assembly which is a Cummins ISXG11.9
liter CNG engine part only and will be quoted complete.
CNG Only
35
31
Figure 10-29: Moss Flow Sensor Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
10.4.5 Fuel Transfer Connection
Figure 10-30 illustrates the 01-05-04-05 Fuel transfer connection assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
^ ^L. m.
CNG Only
31
34
15
31
Figure 10-30: Fuel Transfer Connection Assembly
'ource: Cummins parts website https://quickserve.cummins.com)
X
10.4.6 Pressure Sensor
Figure 10-31 shows the 01-05-04-06 Pressure sensor assembly which is a Cummins ISXG11.9
liter CNG engine part only and will be quoted complete.
1
CNG Only
30
47 ,' 46
29*- -
- ;3?//
22
gftf
Figure 10-31: Pressure Sensor Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
119
-------
10.4.7 Actuator
Figure 10-32 illustrates the 01-05-04-07 Actuator assembly which is a Cummins ISXG11.9 liter
CNG engine part only and will be quoted complete.
CNG Only
16
I „
28
14
43 .3 1? I 1 A
«f T I U<$> \
Figure 10-32: Actuator Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.4.8 Module Support
Figure 10-33 shows the 01-05-04-08 Module support assembly which is a Cummins ISXG11.9
liter CNG engine part only and will be quoted complete.
CNG Only
50-*--
"VOl
'
I
4 51
42-^3 50
Figure 10-33: Module Support Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.4.9 Plain Hose
Figure 10-34 illustrates the 01-05-04-09 Plain hose assembly which is a Cummins ISXG11.9 liter
CNG engine part only and will be quoted complete.
CNG Only
Figure 10-34: Plain Hose Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
120
-------
10.5 Fuel Pressure Regulator Sub-Subsystem 01-05-05 Overview
The fuel pressure regulator is a Cummins ISXG11.9 liter CNG engine part only and will be
quoted complete as shown in Figure 10-35.
CNG Only
-18
r
-*-14
-17
-.-19
ZZ
15
•'•
91
Figure 10-35: Fuel Pressure Regulator - CNG Only Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
The Fuel Pressure Regulator 05 Sub-subsystem is broken down into 8 assemblies.
01-05-05-01 Fuel pressure reg. housing
01-05-05-02 Fuel shutoff valve
01-05-05-03 Air control valve
01-05-05-04 Coupling nipple
01-05-05-05 Threaded plug
01-05-05-06 Pressure regulator valve
01-05-05-07 Plain hose coupling
01-05-05-08 Pressure sensor
The following sections show each assembly and what was quoted.
121
-------
10.5.1 Fuel Pressure Reg. Housing
Figure 10-36 shows the 01-05-05-01 Fuel pressure reg. housing assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
-19
15
29
0-4-31
T
Figure 10-36: Fuel Pressure Reg. Housing Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.5.2 Fuel Shutoff Valve
Figure 10-37 illustrates the 01-05-05-02 Fuel shutoff valve assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
1
-18
0—6
Figure 10-37: Fuel Shutoff Valve Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
122
-------
10.5.3 Air Control Valve
Figure 10-38 shows the 01-05-05-03 Air control valve assembly which is a Cummins ISXG11.9
liter CNG engine part only and will be quoted complete.
CNG Only
Figure 10-38: Air Control Valve Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.5.4 Coupling Nipple
Figure 10-39 illustrates the 01-05-05-04 Coupling nipple assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
^V w
CNG Only
Figure 10-39: Coupling Nipple Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.5.5 Threaded Plug
Figure 10-40 shows the 01-05-05-05 Threaded plug assembly which is a Cummins ISXG11.9
liter CNG engine part only and will be quoted complete.
CNG Only
Figure 10-40: Threaded Plug Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
123
-------
10.5.6 Pressure Regulator Valve
Figure 10-41 illustrates the 01-05-05-06 Pressure regulator valve assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
9-*-*,
28H
Figure 10-41: Pressure Regulator Valve Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
10.5.7 Plain Hose Coupling
Figure 10-42 shows the 01-05-05-07 Plain hose coupling assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
25-
12-
Figure 10-42: Plain Hose Coupling Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
124
-------
10.5.8 Pressure Sensor
Figure 10-43 illustrates the 01-05-05-08 Pressure sensor assembly which is a Cummins
ISXG11.9 liter CNG engine part only and will be quoted complete.
CNG Only
Figure 10-43: Pressure Sensor Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
10.6 Fuel Tank Sub-Subsystem 01-05-06 Overview
The Fuel Tank Sub-subsystem for the Cummins ISXG11.9 liter CNG engine and the ISX11.9
liter Diesel engine is different. Any parts that have the same part numbers will not be quoted: all
other parts will be quoted. See Figure 10-44.
CNG Rear Mounted
Tank System
Diesel Side Mounted
Fuel Tanks
Figure 10-44: Fuel Tank Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com & www.southwestproducts.com & Cleveland Tank Supply
http://www.clevelandtank.com/aluminum-fuel-tanks.html & valew.comj
125
-------
The Fuel Tank 06 Sub-subsystem is broken down into 3 assemblies.
01-05-06-01 Fuel Tanks
01-05-06-02 Fuel Tank plumbing
01-05-06-03 Fuel Tank brackets
The following sections show each assembly and what was quoted.
10.6.1 Fuel Tank
Figure 10-45 shows the 01-05-06-01 Fuel Tank assembly. The Cummins ISXG11.9 liter CNG
engine and the ISX11.9 liter Diesel engine are different. All parts will be quoted.
Figure 10-45: Fuel Tank Assembly
(Source: CNG tank- http://www.metal-mate.com/web/dinsorweb/en/product.php?name=ngv_cylinder
Diesel Tank pictures from Cleveland Tank & Supply http://www.clevelandtank.com/aluminum-fuel-tanks.html)
10.6.2 Fuel Tank Plumbing
The 01-05-06-02 Fuel Tank plumbing assembly for the Cummins ISXG11.9 liter CNG engine
shown in Figure 10-46 and the ISX11.9 liter Diesel engine shown in Figure 10-47 are different.
All parts will be quoted.
Pressure Relief
Device (PRO)
Space For
Pipe Header
High Pressure
Line
I
CNG Tank
CNG Tank
4
4
Tank Valves with
Manual Shut Offs
Figure 10-46: CNG Fuel Tank Plumbing Assembly
(Source: FEV)
126
-------
Fuel Filler Cap
Sending Unit
Breather
Fuel Supply & Return
Splitter
Fuel Tank
Figure 10-47: Diesel Fuel Tank Plumbing Assembly
(Source: FEV)
10.6.3 Fuel Tank Brackets
The 01-05-06-03 Fuel tank brackets assembly for the Cummins ISXG11.9 liter CNG engine
shown in Figure 10-48 and the ISX11.9 liter Diesel engine shown in Figure 10-49 are different.
All parts will be quoted.
127
-------
Figure 10-48: CNG Back Of Cab Fuel Tank Brackets Assembly
(Source: http://www.todaysmotorvehicles.com/cng-truck-mainstay-quantum-91014.aspx &
http://www.freightlinertrucks.com/Trucks/Alternative-Power-Trucks/Natural-Gas/Natural-Gas-FAQ/)
Figure 10-49: Diesel Fuel Tank Assembly
(Source: http://www.isuzucv.com/service/accessories)
10.7 Fuel & Controls 01-05 Subsystem Cost Impact
10.7.1 Direct Manufacturing Cost For Fuel & Controls 01-05 Subsystem
The cost breakdown below shows that the CNG system had an increase total of-$13,000.47 due
to major differences between the CNG and the Diesel fuel systems. "+" = cost decrease, "-" = cost
increase.
128
-------
CNG Class 8
Table 10-1: Direct Manufacturing Cost of the Fuel & Controls 01-05 Subsystem
SYSTEM & SUBSYSTEM DESCRIPTION
e
i
2
3
4""
5
6
F"
8
9
10
£ !
E £ 1
oi J- •§ Name/Description
» -§ f
M p
_______
05 Fuel & Controls
|01 Fuel Pump
|02 Engine Control Module (ECM)
|03 Engine Control Module JECMJ Wiring harness
1 04 Fuel Control Module
1 05 Fuel Pressure Reg.
|06 Fuel Tank System
|07
1 08
|09
110
SUBSYSTEM ROLL-UP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
427,49
371.40
31.11
1.015.28
1,845.28
Labor
USD
155.36
131.99
13.71
521.49
822.55
Burden
USD
233.71
139.97
11. 3B
522.55
907.60
Total
Manufacturing
Cost
(Component1
Assembly)
USD
816.56
643.36
56.20
2,059.31
3,575.43
Markup
End Item
Scrap
USD
6.35
3.65
0.22
8.82
19.04
SG&A
USD
59.80
31.37
3.07
93.42
187.66
Profit
USD
58.34
35.16
2.67
100.34
196.51
ED&T-
R&D
USD
22.18
17.09
0.95
47.86
88.08
Total Markup
Cost
(Component1
Assembly)
USD
146.66
87.27
6.91
250.44
491.29
Total
Packaging
Cost
(Component
Assembly)
USD
-
Net
Component'
Assembly
Cost Impact to
OEM
USD
963.22
730.63
63.10
2,309.76
4,066.72
129
-------
SYSTEM &
m
i
2
3
4
5
6
7
8
9
10
E |
E S |
-="1 _Q C/5
w 4
CO
SUBSYSTEM DESCRIPTION
Name/Description
CNG / Diesel
05 Fuel & Controls
|01 Fuel Pump
1 02 Engine Control Module (ECM)
|03 Engine Control Module (ECM) Wiring harness
|04Fuel Control Module
1 05 Fuel Pressure Reg.
1 06 Fuel Tank System
I07
IOB
1 09
MO
SUBSYSTEM ROLL-UP
CNG TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
285.16
43.60
280.78
108.11
12,043.84
12,761.48
Labor
USD
99.20
14.71
110.50
42.07
565.31
831.80
Burden
USD
97.02
12.65
151.88
50.07
1,304.15
1,615.77
Total
Manufacturing
Cost
(Component
Assembly)
USD
481.38
70.96
543.16
200,25
13,913.30
15,209.05
Markup
End Item
Scrap
USD
2.33
0.31
3.66
1.22
58.17
65.69
SG&A
USD
23.32
4.53
31.19
11.41
633.27
703.71
Profit
USD
25.12
3.79
32.07
11.69
669.73
742.40
ED&T-
R&D
USD
11.81
1.17
13.84
5,03
314.48
346.33
Total Markup
Cost
(Component'
Assembly)
USD
62.58
9.80
80.76
29.35
1,675.65
1,858.13
Total
Packaging
Cost
(Component'
Assembly)
USD
-
Net
Component
Assembly
Cost Impact to
OEM
USD
543.96
80,76
623.92
229.60
15.588.95
17,067.19
130
-------
SYSTEM &
0
i
2
3
4
5
6
7
8
9
10
E §
~ £. n
$ 1 !
m 3
SUBSYSTEM DESCRIPTION
Name/Description
_________
05 Fuel & Controls
|01 Fuel Pump
J02 Engine Control Module (ECM)
|03 Engine Control Module (ECM) Wiring harness
|04 Fuel Control Module
|05 Fuel Pressure Reg.
1 06 Fuel Tank System
1
|OS
109
no
SUBSYSTEM ROLL-UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
427.49
86.23
(12.49)
(280.78)
(108.11)
(11,028.55)
(10,916.21)
Labor
USD
155.36
32.80
(1.01)
mo.SL'i
(42.07)
(43.83)
(9.25)
Burden
USD
233.71
42.95
(1.27)
1151.83)
(50.07)
(781.61)
(708.17)
Total
Manufacturing
Cost
(Component/
Assembly)
USD
816.56
161.98
(14.76)
(543.16)
(200.25)
(11,853.99)
(11,633.62)
Markup
End Item
Scrap
USD
6.35
1.32
(0.09)
(3.66)
(1.22)
(49.35)
(46.65)
SG&A
USD
59.80
8.04
(1.46)
(31.19)
(11.41)
(539.84)
(516.05)
Prom
USD
58.34
10.04
(1.12)
(32.07)
(11.69)
(569.40)
(545.90)
ED&T-
R&D
USD
22.18
5.29
(0.23)
(13.84)
(5.03)
(266.62)
-
(258.25)
Total Markup
Cost
(Component'
Assembly)
USD
146.66
24.69
(2.89)
(80.76)
(29.35)
(1,425.20)
-
(1,366.85)
Total
Packaging
Cost
(Component1
Assembly)
USD
.
Net
Component?
Assembly
Cost Impact to
OEM
USD
963.22
186.68
(17.66)
(623.92)
(229.60)
(13.279.19)
(13,000.47)
131
-------
IFL
CNG Class 8
11. Injector Pluming & Filters Subsystem 01-06
The Injector Pluming & Filters 06 subsystem is broken into 3 sub-subsystems and 9 Assemblies.
01-06-01 Injector plumbing - Diesel only
01-06-01-01 Accumulator
01-06-01-02 Injector fuel supply connector
01-06-01-03 Injector fuel supply tube
01-06-02 Injectors - Diesel only
01-06-02-01 Injectors
01-06-03 Fuel Filter
01-06-03-01 Fuel filter head
01-06-03-02 Quick disconnect connector
01-06-03-03 Fuel transfer tube A
01-06-03-04 Fuel transfer tube B
01-06-03-05 Check valve
11.1 Injector Plumbing Sub-Subsystem 01-06-01 Overview - Diesel Only
The Injector plumbing 01 Sub-subsystem is a Diesel fuel part only. The Cummins ISXG11.9 liter
CNG engine does not require injectors. Figure 11-1 shows the Injector plumbing and all parts will
be quoted.
Diesel Only
8
H
,
o
8
'',
7
0 9 16-
I
4 V
J
ft
\
I ^ ^
? r
• • c
0 ff-
8
! ^ ? I
L
-------
The Injector plumbing 01 sub-subsystem is broken down into 3 assemblies.
01-06-01-01 Accumulator
01-06-01-02 Injector fuel supply connector
01-06-01-03 Injector fuel supply tube
The following sections show each assembly and what was quoted.
Figure 11-2 illustrates the 01-06-01-01 Accumulator assembly for the ISX11.9 liter Diesel engine
only. All parts will be quoted.
Diesel Only
-
Figure 11-2: Accumulator Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 11-3 shows the 01-06-01-02 Injector fuel supply connector assembly for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
Diesel Only
12
* , '
2
'
B
I 'i
9 f\ 4'
M
•*13 *
Jl '
° I
4 V
-» *
I
Figure 11-3: Injector Fuel Supply Connector Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
133
-------
Figure 11-4 illustrates the 01-06-01-03 Injector fuel supply tube assembly for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
Diesel Only
10
t
Figure 11-4: Injector Fuel Supply Tube Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
11.2 Injectors Sub-Subsystem 01-06-02 Overview - Diesel Only
The Injectors 02 Sub-subsystem is a Diesel fuel part only. The Cummins ISXG11.9 liter CNG
engine does not require injectors for CNG. Figure 11-5 shows the Injectors and all parts will be
quoted.
Diesel Only
Figure 11-5: Injectors Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
134
-------
The Injectors 02 Sub-subsystem is broken down into 1 assembly.
01-06-02-01 Injectors
The following sections show the assembly and what was quoted.
Figure 11-6 shows the 01-06-02-01 Injectors assembly for the ISX11.9 liter Diesel engine only.
All parts will be quoted.
Diesel Only
Figure 11-6: Injectors Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
1
135
-------
11.3 Fuel Filter Sub-Subsystem 01-06-03 Overview
Figure 11-7 illustrates the Fuel filter 03 Sub-subsystem which is different for the Cummins
ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. All parts will be
quoted.
CNG Diesel
'- -+-2
Figure 11-7: Fuel Filter Sub-Subsystem
(Source: Cummins parts website https://quickserve. cummins.com)
The Fuel filter 03 Sub-subsystem is broken down into 5 assemblies.
01-06-03-01 Fuel filter head
01-06-03-02 Quick disconnect connector
01-06-03-03 Fuel transfer tube A
01-06-03-04 Fuel transfer tube B
01-06-03-05 Check valve
The following sections show each assembly and what was quoted.
136
-------
Figure 11-8 shows the 01-06-03-01 Fuel filter head assembly which is different for the Cummins
ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. All parts will be
quoted.
CNG Diesel
-17
Figure 11-8: Fuel Filter Head Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
Figure 11-9 illustrates the 01-06-03-02 Quick disconnect connector assembly for the ISX11.9
liter Diesel engine only. All parts will be quoted.
Diesel Only
\
t>
V*
>-
Figure 11-9: Quick Disconnect Connector Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
137
-------
Figure 11-10 shows the 01-06-03-03 Fuel transfer tube assembly for the ISX11.9 liter Diesel
engine only. All parts will be quoted.
Diesel Only
Figure 11-10: Fuel Transfer Tube Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 11-11 illustrates the 01-06-03-04 Fuel transfer tube B assembly for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
^^^ 7
Diesel Only
T
T
Y
! <
0^-24
,
i
19
24
Figure 11-11: Fuel Transfer Tube B Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 11-12 shows the 01-06-03-05 Check valve assembly for the ISX11.9 liter Diesel engine
only. All parts will be quoted.
Diesel Only
5
4 \
9
11 X
X
Figure 11-12: Check Valve Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
138
-------
11.4 Direct Manufacturing Cost for Injector Plumbing & Filter 01-06 Subsystem
The cost breakdown below shows that the Diesel system had an increase total of $645.78 due to
the Diesel fuel injectors and associated hardware. "+" = cost decrease, "-" = cost increase
1
139
-------
CNG Class 8
Table 11-1: Direct Manufacturing Cost Of the Injector Plumbing & Filter 01-06 Subsystem
SYSTEM & SUBSYSTEM
DESCRIPTION
E
QJ
1
2
3
4
5
6
7
8
9
10
System
Subsystem
Sub-Subsystem
Name/Description
CNG7 Diesel
06 Injector Pluming & Filters
|01 Injector plumbing
|02 Injectors
|03 Fuel Filter
1 04
|05
1 06
I07
|os
1 09
ho
SUBSYSTEM ROLL UP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
67.31
66.99
63.32
.
-
-
-
-
-
197.62
Labor
USD
33.19
146.02
28.76
-
-
-
-
207.97
Burden
USD
37.66
134.64
28.26
_
-
-
-
200.56
Total
Manufacturing
Cost
(Component/
Assembly)
USD
138.17
347.65
120.33
.
-
-
606.15
Markup
End Item
Scrap
USD
0.81
2.31
0.28
_
-
-
-
3.40
SG&A
USD
8.98
27.68
5.54
_
.
-
42.20
Profit
USD
9.44
27.26
3.70
_
-
-
-
40.39
ED&T-
R&D
USD
3.96
10.14
0,80
_
-
-
-
14.90
Total Markup
Cost
(Component
Assembly)
USD
23.19
67,39
10.32
100.89
Total
Packaging
Cost
(Component
Assembly)
USD
-
.
-
-
-
.
-
Net
Component
Assembly
Cost Impact to
OEM
USD
161.36
415,04
130.65
.
-
707.05
140
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
E
n
1
2
3
4
5
6
7
8
9""
10
P * *P
» "6 fc
£ s* a
5-^2
w §
Name/Description
CNG / Diesel
06 Injector Pluming & Filters
|01 Injector plumbing
1 02 Injectors
|03Fuel Filter
|04
|05
1 06
|07
IDS
1 09
no
SUBSYSTEM ROLL-UP
CNG TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
.
18,22
-
18.22
Labor
USD
-
9,99
-
-
9.99
Burden
USD
-
_
25.09
-
-
-
-
25.09
Total
Manufacturing
Cost
(Component
Assembly)
USD
53,29
53.29
Markup
End Item
Scrap
USD
-
.
0.71
-
-
-
0.71
SG&A
USD
.
3.76
-
3.76
Profit
USD
.
2.88
-
2.88
EDST-
R&D
USD
-
.
0.63
-
-
-
0.63
Total Markup
Cost
(Component1
Assembly)
USD
7.97
7.97
Total
Packaging
Cost
(Component
Assembly)
USD
-
.
-
-
-
-
Net
Component
Assembly
Cost Impact to
OEM
USD
.
61.27
61.27
141
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
E
CD
1
2
3
4
5
6
7
8
9
10
E 1
E S 1
o> to £•
I »• 1
W -§ 2
10 1
Name/Description
CNG7 Diesel
06 Injector Pluming & Filters
|01 Injector plumbing
1 02 Injectors
|03 Fuel Filter
|04
|05
|OG
|07
|08
1 09
no
SUBSYSTEM ROLL-UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
67.31
66.99
45.10
.
.
-
-
179.40
Labor
USD
33.19
146.02
18.77
.
-
-
-
197.98
Burden
USD
37,66
134.64
3.17
-
.
-
-
175.48
Total
Manufacturing
Cost
(Component1
Assembly)
USD
138.17
347.65
67.04
552.86
Markup
Entiltem
Scrap
USD
0.81
2.31
(0.43)
.
.
-
-
2.69
SG&.A
USD
8.98
27.68
1.78
-
.
-
-
-
-
38.45
Profit
USD
9.44
27.26
0.82
-
-
37.52
ED&T-
R&D
USD
3,96
10.14
0.17
-
-
-
14.27
Total Markup
Cost
(Component1
Assembly)
USD
23.19
67.39
2.35
92.92
Total
Packaging
Cost
(Component1
Assembly)
USD
-
-
-
-
-
-
-
-
Net
Component'
Assembly
Cost Impact to
OEM
USD
161.36
415.04
69.39
645.78
142
-------
FEW CNG Class 8
12. Oil Subsystem 01-07
The Oil subsystems are Identical for both CNG and Diesel and will not be quoted.
01-07-01 Oil pan - No Costing/Identical
01-07-02 Oil fill arrangement - No Costing/Identical
01-07-03 Oil level gauge -No Costing/Identical
01-07-04 Full flow oil filter - No Costing/Identical
01-07-05 Engine oil cooler - Parts are very similar/No Costing
01-07-06 Lubricating oil pump - No Costing/Identical
13. Fan & Water Subsystem 01-08
The Fan & Water subsystems are Identical for both CNG and Diesel and will not be quoted.
01-08-01 Water pump - No Costing/Identical
01-08-02 Drive fan - Parts are very similar/No Costing
01-08-03 Thermostat - Parts are very similar/No Costing
01-08-04 Water inlet connection - Parts are very similar/No Costing
01-08-05 Water outlet connection - Parts are very similar/No Costing
01-08-06 Corrosion resistor -No Costing/Identical
01-08-07 Cabin heater plumbing - No Costing/Identical
14. Accessory Drive Provision Subsystem 01-09
The Accessory drive provision subsystems are Identical for both CNG and Diesel and will not be
quoted.
^fl
01-09-01 Accessory drive - No Costing/Identical
15. Air Transfer Subsystem 01-10
The Air Transfer 10 subsystem is broken into 7 sub-subsystems and 5 assemblies.
^^
01-10-01 Air transfer connection - Parts are very similar/No Costing
01-10-02 Air intake connection - Parts are very similar/No Costing
01-10-03 Air inlet connection (Diesel Only)
01-10-03-01 Air inlet connection
01-10-04 Coolant heater starter aid -No Costing/Identical
01-10-05 Turbocharger
01-10-05-01 Turbocharger
01-10-06 Turbocharger arrangement
01-10-06-01 Air inlet pipe
01-10-07 Turbocharger plumbing
01-10-07-01 Turbocharger oil drain tube
01-10-07-02 Air fuel control tube
143
-------
15.1 Air Inlet Connection Sub-Subsystem 01-10-03 Overview
The Air inlet connection 03 Sub-subsystem is a Diesel part only. The Cummins ISXG11.9 liter
CNG engine does not have an air inlet connection. Figure 15-1 shows the air inlet connection and
all parts will be quoted.
Diesel Only
Figure 15-1: Air Inlet Connection Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
The Air inlet connection 03 Sub-subsystem is broken down into 1 assembly.
01-10-03-01 Air inlet connection
The following sections show the assembly and what was quoted.
Figure 15-2 illustrates the 01-10-03-01 Air inlet connection assembly is for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
Diesel Only
Figure 15-2: Air Inlet Connection Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
144
-------
15.2 Turbocharger Sub-Subsystem 01-10-05 Overview
Figure 15-3 shows the Turbocharger 05 Sub-subsystem which is different for the Cummins
ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. All parts will be
quoted.
CNG Diesel
Figure 15-3: Turbocharger Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
The Turbocharger 05 Sub-subsystem is broken down into 1 assembly.
01-10-05-01 Turbocharger
The following sections show each assembly and what was quoted.
145
-------
Figure 15-4 illustrates the 01-10-05-01 Turbocharger assemblies which are different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. All parts
will be quoted.
CNG Diesel
Figure 15-4: Turbocharger Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
146
-------
15.3 Turbocharger Arrangement Sub-Subsystem 01-10-06 Overview
Figure 15-5 shows the Turbocharger arrangement 06 Sub-subsystem which is different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. All parts
with the same numbers will be disregarded and only parts different numbers will be quoted.
CNG
Diesel
f
10
Figure 15-5: Turbocharger Arrangement Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com)
The Turbocharger Arrangement 06 Sub-subsystem is broken down into 1 assembly.
01-10-06-01 Air inlet pipe
The following sections show the assembly and what was quoted.
Figure 15-6 illustrates the 01-10-06-01 Air inlet pipe assemblies which are different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. All parts
with the same numbers will be disregarded and only parts different numbers will be quoted.
CNG Only
11-*-
10-*-
Figure 15-6: Air Inlet Pipe Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
15.4 Turbo Charger Plumbing Sub-Subsystem 01-10-07 Overview
147
-------
Figure 15-7 shows the Turbocharger plumbing 07 Sub-subsystem which is different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Only parts
with different numbers will be quoted.
CNG Diesel
19
? IT *
J 23 d 22
' 25 " 18
V «, ' ^1?
" 3 VJ "* ! - 4 T
-»27
S~28 ~~M X
: " - "v , T » 'r . ! ?
>»29
18— ^92^ p _„
9^ -^a^
-I I
(; P
- T
r^' J
15-»« 13 ^
t 14
I "\\\^
V « -- ° - 19"^^ 22
V • 11 » , 20 ^»- f •f^^r^'
1« 1* — *• *
<^ ^ 0 » ^^ 9
" i.^ j "^V" "
/ //^" c..
' / / • 7
" „' ° o t ^ •
10 / i" /
\ ' \
1C
^
X _
[^]
12
^*-_-
Figure 15-7: Turbocharger Plumbing Sub-Subsystem
(Source: Cummins parts website /7ffps.//qu/c/(sen/e.cu/T7/T7/f)s.co/T7j
\
148
-------
The Turbocharger plumbing 07 Sub-subsystem is broken down into 2 assemblies.
01-10-07-01 Turbocharger oil drain tube
01-10-07-02 Air fuel control tube
The following sections show each assembly and what was quoted.
Figure 15-8 illustrates the 01-10-07-01 Turbocharger oil drain tube assembly which is different
for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine.
Only parts different numbers will be quoted.
CNG
Diesel
--•-20
\
Figure 15-8: Turbocharger Plumbing Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
1
149
-------
Figure 15-9 the 01-10-07-02 Air fuel control tube assembly is different for the Cummins
ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Only parts different
numbers will be quoted.
CNG Diesel
Tu *
f. y • ,-T
"If »T
10 t 3 "
* V - t t
-.-27
--•-28 ""*29 X
\
26 11 "—•
' 1 1..' ~ J?
rv r
.^-29
» T
-- S T
^ * I
C 13
1 t V 14
*
U
,. -vV
17 "v "vN^*"" ° — "
\\ * «
« "^1''
| » i. v
0 (> 1 1
/ i * ° i ' >
11 9 ^*^^ 1
_^^" -. 10
14 ' 0 . "0-.4f
" / •-. ''*-"
3 XX ° ^* "
13 « °: * *
/ f» 11
// /
11
V
/'
* X
V
\ \
Figure 15-9: Air Fuel Control Tube Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
\
ISO
-------
FEW CNG Class 8
15.5 Direct Manufacturing Cost For Air Transfer 01-10 Subsystem
The cost breakdown below shows that the CNG system had an increase total of-$151.34 due to
the differences in the turbo charger and associated hardware. "+" = cost decrease, "-" = cost
increase.
151
-------
CNG Class 8
Table 15-1: Direct Manufacturing Cost of the Air Transfer 01-10 Subsystem
SYSTEM & SUBSYSTEM
DESCRIPTION
£
B
1
2
3
4
5
6
7
8
9
10
£ 1
c aj "55
w >* -Q Name/Description
» 3 f
CO ^
en
CNG / Diesel
10 Air Transfer
|01 Air Transfer Connection
1 02 Air Intake Connection
1 03 Air Inlet Connection
|04 Coolant Heater Starter Aid
|05 Turbocharger
|OG Turbocharger Arrangement
|07 Turbocharger Plumbing
1 08
1 09
|10
SUBSYSTEM ROLL-UP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
17.38
267,76
28.85
.
313.99
Labor
USD
4.62
126.84
14.88
-
146.34
Burden
USD
-
14.86
-
191.96
13.50
.
220.33
Total
Manufacturing
Cost
(Component1
Assembly)
USD
36.87
586.56
57.23
.
680.66
Markup
End Item
Scrap
USD
0.90
7.33
0.14
8.37
SG&A
USD
3.10
39.90
2.78
-
-
45.78
Profit
USD
2.60
42.07
1.85
_
46.52
ED&T-
R&D
USD
0.59
-
17.39
0.38
.
18.37
Total Markup
Cost
(Component1
Assembly)
USD
7.19
106.69
5.16
.
119.03
Total
Packaging
Cost
(Component'
Assembly)
USD
.
.
-
Net
Component*
Assembly
Cost Impact to
OEM
USD
-
44.05
693.25
62.39
.
799.69
152
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
E
£
1
2
3
4
5
S
7
3
9
i'o"
E
c 8}
E •§ 1
a! £• -§ Name/Description
c?T -§ 2
CO 3
to
CNG / Diesel
10 Air Transfer
1 01 Air Transfer Connection
|02 Air Intake Connection
|03 Air Inlet Connection
|04 Coolant Heater Starter Aid
|05Turbocharger
|Q6 Turbocharger Arrangement
1 07 Turbocharger Plumbing
I OS
|09
|10
SUBSYSTEM ROLL-UP
CNG TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
-
391.43
6.54
25.13
-
.
423.09
Labor
USD
-
140.76
3.74
9.97
.
154.47
Burden
USD
-
-
205.8B
12.44
8.87
-
227.19
Total
Manufacturing
Cost
(Component/
Assembly)
USD
738,07
22,72
43.96
804.75
Markup
End Item
Scrap
USD
-
-
-
10.38
0.53
0.09
-
11.01
SG&A
USD
-
.
50.88
1.96
1.89
-
54.73
Profit
USD
-
53.84
2.13
1.26
-
57.23
ED&T-
R&D
USD
-
22.19
0.82
0.29
23.31
Total Markup
Cost
(Component1
Assembly)
USD
137.29
5.45
3.54
146.28
Total
Packaging
Cost
(Component1
Assembly)
USD
-
.
Net
Component
Assembly
Cost Impact to
OEM
USD
875.36
28,17
47.51
951.03
153
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
£
G>
1
2
3
4
5
6
7
8
9
10
E I
E £ "^
oj In «T
« ^ -§ Name/Description
w 3 2
C/3 3
CO
CNG / Diesel
10 Air Transfer
|01 Air Transfer Connection
|02 Air Intake Connection
|03 Air Inlet Connection
|04 Coolant Heater Starter Aid
|05 Turbocharger
|06 Turbocharger Arrangement
|07 Turbocharger Plumbing
|OB
1 09
|10
SUBSYSTEM ROLL-UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
.
17.38
-
(123.66)
(5.54)
3.72
-
-
-
(109.10)
Labor
USD
-
-
4.62
(13.92)
(3.74)
4.91
-
-
(8.13)
Burden
USD
.
14.86
-
(13.92)
(12.44)
4.63
-
-
(6.87)
Total
Manufacturing
Cost
(Component
Assembly)
USD
.
36.87
(151.50)
(22.72)
13.27
(124.09)
Markup
End Item
Scrap
USD
-
.
0.90
-
(3.05)
(0.53)
0.04
-
-
-
(2.64)
SG&A
USD
_
3.10
(10.98)
(1.9S)
0.89
-
(8.96)
Profit
USD
-
.
2.60
-
(11.77)
(2.13)
0.59
-
-
(10.71)
ED&T-
R&D
USD
-
.
0.59
(4.80)
(0.82)
0.09
-
.
(4.94)
Total Markup
Cost
(Component1
Assembly)
USD
.
7.19
(30.60)
(5.45)
1.62
(27.24)
Total
Packaging
Cost
(Component
Assembly)
USD
.
-
-
.
-
.
Net
Component
Assembly
Cost Impact to
OEM
USD
.
44.05
(182.11)
(28.17)
14.88
(151.34)
154
-------
FEW CNG Class 8
16. After-treatment and Exhaust Subsystem 01-11 - Diesel Only
The After-treatment and Exhaust 11 subsystem is broken into 3 sub-subsystems and 24
assemblies.
01-11-01 After-treatment device
01-11-01-01 Exhaust After-treatment device
01-11-01-02 After-treatment frame brackets
01-11-01-03 After-treatment urea tank - Diesel only
01-11-01-04 After-treatment urea tank brackets- Diesel only
01-11-02 Engine fluid doser components
01-11-02-01 Flexible hose - Diesel only
01-11-02-02 Exhaust outlet connection - No Costing/Identical
01-11-02-03 Doser injector - Diesel only
01-11-02-04 Fuel supply tube A - Diesel only
01-11-02-05 Fuel manifold - Diesel only
01-11-02-06 Fuel supply tube B - Diesel only
01-11-02-07 Air inlet tube - Diesel only
01-11-03 Exhaust recirculation
01-11-03-01 Exhaust recirculation
01-11-03-02 Air transfer tube A
01-11-03-03 Air transfer tube B
01-11-03-04 Exhaust gas recirculation cooler
01-11-03-05 Exhaust gas recirculation valve
01-11-03-06 Exhaust recirculation valve support - No Costing/Identical
01-11-03-07 Bellows - No Costing/Identical
01-11-03-08 Exhaust cooler water inlet tube - No Costing/Identical
01-11-03-09 Exhaust cooler water outlet tube - No Costing/Identical
01-11-03-10 Air flow metering orifice - Diesel only
01-11-03-11 Pressure sensing tube - Diesel only
01-11-03-12 Exhaust transfer tube - Diesel only
01-11-03-13 Miscellaneous - Diesel only
155
-------
16.1 After-treatment Device Sub-Subsystem 01-11-01 Overview
Figure 16-1 shows the After-treatment device 01 Sub-subsystem which is different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Only parts
with different numbers will be quoted.
CNG
Diesel
Figure 16-1: After-treatment Device Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com & FEV)
The After-treatment device 01 Sub-subsystem is broken down into 3 assemblies.
01-11-01-01 Exhaust After-treatment device
01-11-01-02 After-treatment frame brackets
01-11-01-03 After-treatment urea tank - Diesel only
01-11-01-04 After-treatment urea tank brackets - Diesel only
The following sections show each assembly and what was quoted.
156
-------
Figure 16-2 illustrates the 01-11-01-01 Exhaust After-treatment device assembly which is
different for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel
engine. Only parts with different numbers will be quoted.
CNG
Diesel
Figure 16-2: After-treatment Device Assembly
(Source: Cummins parts website https://quickserve.cummins.com & FEV)
Figure 16-3 shows the 01-11-01-02 After-treatment frame brackets assembly which is different
for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine.
Only parts with different numbers will be quoted.
CNG
Diesel
Figure 16-3: After-treatment Frame Brackets Assembly
(Source: http://www.autozone.com & FEV)
157
-------
Figure 16-4 illustrates the 01-11-01-03 After-treatment urea tank assembly is for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
Diesel Only
Figure 16-4: After-treatment Urea Tank Assembly
(Source: FEV)
Figure 16-5 shows the 01-11-01-04 After-treatment urea tank brackets assembly which is for the
ISX11.9 liter Diesel engine only. All parts will be quoted.
Diesel Only
Figure 16-5: After-treatment Urea Tank Brackets Assembly
(Source: FEV)
158
-------
16.2 Engine Fluid Doser Components Sub-Subsystem 01-11-02 Overview
Figure 16-6 illustrates the Engine Fluid Doser components 02 Sub-subsystem for the ISX11.9
liter Diesel engine only. All parts will be quoted.
Diesel Only
• *
*>" » L. 3/ *
32
Figure 16-6: Engine Fluid Doser Components Sub-Subsystem
(Source: Cummins parts website https://quickserve.cummins.com & FEV)
The Engine Fluid Doser components 02 Sub-subsystem is broken down into 7 assemblies.
01-11-02-01 Flexible hose - Diesel only
01-11-02-02 Exhaust outlet connection - No Costing/Identical
01-11-02-03 Doser injector - Diesel only
01-11-02-04 Fuel supply tube A - Diesel only
01-11-02-05 Fuel manifold - Diesel only
01-11-02-06 Fuel supply tube B - Diesel only
01-11-02-07 Air inlet tube - Diesel only
The following sections show each assembly and what was quoted.
Figure 16-7 shows the 01-11-02-01 Flexible hose assembly for the ISX11.9 liter Diesel engine
only. All parts will be quoted.
159
-------
Diesel Only
25
Figure 16-7: Flexible Hose Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
Figure 16-8 illustrates the 01-11-02-02 Exhaust outlet connection assembly which is identical for
both the ISXG11.9 CNG engine and for the ISX11.9 liter Diesel engine. This part will not be
quoted.
CNG Diesel
<
Figure 16-8: Exhaust Outlet Connection Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
Figure 16-9 shows the 01-11-02-03 Doser injector assembly for the ISX11.9 liter Diesel engine
only. All parts will be quoted.
Diesel Only
25-*-
J5
17
SV18
Figure 16-9: Doser Injector Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-10 illustrates the 01-11-02-04 Fuel supply tube assembly for the ISX11.9 liter Diesel
engine only. All parts will be quoted.
160
-------
Diesel Only
21
L
-------
Figure 16-12 illustrates the 01-11-02-06 Fuel supply tube B assembly for the ISX11.9 liter Diesel
engine only. All parts will be quoted.
Diesel Only
28-»-o
28
Figure 16-12: Fuel Supply Tube B Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-13 illustrates the 01-11-02-07 Air Inlet Tube assembly for the ISX11.9 liter Diesel
engine only. All parts will be quoted.
v ^
Diesel Only
9*-o
27
27
' , ~;
" 9*
33
7
Figure 16-13: Air Inlet Tube Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
1
162
-------
16.3 Exhaust Recirculation Sub-Subsystem 01-11-03 Overview
Figure 16-14 shows the Exhaust recirculation 03 Sub-subsystem which is different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Only parts
with different numbers will be quoted.
CNG
25 9 ^<0 17
W
Diesel
• T T
*TT *
Figure 16-14: Exhaust Recirculation Sub-Subsystem
(Source: Cumm/ns parts website httjtsJ/quickserve.cumrrins.com)
The Exhaust recirculation 03 Sub-subsystem is broken down into 12 assemblies.
01-11-03-01 Exhaust recirculation
01-11-03-02 Air transfer tube A
01-11-03-03 Air transfer tube B
01-11-03-04 Exhaust gas recirculation cooler
01-11-03-05 Exhaust gas recirculation valve
01-11-03-06 Exhaust recirculation valve support - No Costing/Identical
01-11-03-07 Bellows - No Costing/Identical
01-11-03-08 Exhaust cooler water inlet tube - No Costing/Identical
01-11-03-09 Exhaust cooler water outlet tube - No Costing/Identical
01-11-03-10 Air flow metering orifice - Diesel only
01-11-03-11 Pressure sensing tube - Diesel only
01-11-03-12 Exhaust transfer tube - Diesel only
The following sections show each assembly and what was quoted.
Figure 16-15 illustrates the 01-11-03-01 Exhaust recirculation assembly which is different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Only parts
163
-------
with different numbers will be quoted.
CNG
Diesel
Figure 16-15: Exhaust Recirculation Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-16 shows the 01-11-03-02 Air transfer tube assembly which is different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Only parts
with different numbers will be quoted.
CNG
Diesel
v> V 32
17
31
Figure 16-16: Air Transfer Tube Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
Figure 16-17 illustrates the 01-11-03-03 Air transfer tube B assembly which is different for the
Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Only parts
with different numbers will be quoted.
CNG
Diesel
18
29
i
Figure 16-17: Air Transfer Tube B Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
Figure 16-18 shows the 01-11-03-04 Exhaust gas recirculation cooler assembly which is different
for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine.
Only parts with different numbers will be quoted.
164
-------
CNG
Diesel
Figure 16-18: Exhaust Gas Recirculation Cooler Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-19 illustrates the 01-11-03-05 Exhaust gas recirculation valve assembly which is
different for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel
engine. Only parts with different numbers will be quoted.
CNG
Diesel
27
Figure 16-19: Exhaust Gas Recirculation Valve Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-20 shows the 01-11-03-06 Exhaust gas recirculation valve support assembly which is
identical for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel
engine. Items will not be quoted.
CNG
Diesel
Figure 16-20: Exhaust Gas Recirculation Valve Support Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
165
-------
Figure 16-21 illustrates the 01-11-03-07 Bellows assembly which is identical for the Cummins
ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. Items will not be
quoted.
CNG Diesel
18
16
Figure 16-21: Bellows Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-22 shows the 01-11-03-08 Exhaust cooler water inlet tube assembly which is identical
for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel engine. No
items will be quoted.
CNG
Diesel
13
Figure 16-22: Exhaust Cooler Water Inlet Tube Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
Figure 16-23 illustrates the 01-11-03-09 Exhaust cooler water outlet tube assembly which is
identical for the Cummins ISXG11.9 liter CNG engine and the Cummins ISX11.9 liter Diesel
engine. No items will be quoted.
CNG
Diesel
Figure 16-23: Exhaust Cooler Water Outlet Tube Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
166
-------
Figure 16-24 shows the 01-11-03-10 Air flow metering orifice assembly for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
Diesel Only
Figure 16-24: Air Flow Metering Orifice Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-25 illustrated the 01-11-03-11 Pressure sensing tube assembly for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
^r^ *
Diesel Only
Figure 16-25: Pressure Sensing Tube Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 16-26 illustrates the 01-11-03-12 Exhaust transfer tube assembly for the ISX11.9 liter
Diesel engine only. All parts will be quoted.
Diesel Only
Figure 16-26: Exhaust Transfer Tube Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
167
-------
16.4 Direct Manufacturing Cost For After-treatment and Exhaust 01-11 Subsystem
The cost breakdown below shows that the Diesel system had an increase total of $2,701.51 due to
the Diesel requirements for exhaust After-treatment. "+" = cost decrease, "-" = cost increase
1
168
-------
CNG Class 8
Table 16-1: Direct Manufacturing Cost Of the After-treatment and Exhaust 01-11 Subsystem
SYSTEM & SUBSYSTEM
DESCRIPTION
E
to
1
2
3
4
5
6
7
8
9
10
E §
c o V
OJ "tij m"
^ to u
(0 •§
A
Name/Description
CNG / Diesel
11 Aftertreatment and Exhaust
|01 Aftertreatment Divice
|02 Fluid Doser
1 03 Catalytic Converter
[04 Exhaust Recirculation
1 05
1 06
I07
1 08
|09
[10
SUBSYSTEM ROLL-UP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
3,081,86
85.57
193,27
-
.
-
3,360.69
Labor
USD
562,43
45.78
46.60
-
-
_
-
654.81
Burden
USD
650,60
50.98
65,54
-
-
.
-
767.12
Total
Manufacturing
Cost
(Component
Assembly)
USD
4,294,88
182.33
305.40
.
4,782.62
Markup
End Item
Scrap
USD
18.52
0.96
3.84
-
.
23.32
SG&A
USD
227.58
9.87
19.90
-
.
-
257.35
Profit
USD
207.96
9.21
20,90
238.08
ED&T-
R&D
USD
76,66
3,57
8,49
-
-
.
-
88.71
Total Markup
Cost
(Component1
Assembly)
USD
530.72
23.61
53,13
.
607.46
Total
Packaging
Cost
(Component1
Assembly)
USD
-
_
-
-
Net
Component/
Assembly
Cost Impact to
OEM
USD
4,825.60
205.94
358.54
.
5,390.07
169
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
£
Q)
1
2
3
4
5
6
7
8
9
10
H oj
P
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
E
CD
1
2
3
4
5
6
7
8
9
10
£ QJ
E .2 ^
Oi to jj^
to £• -§ Name/Descnption
£ 3 "L
CO D
en
CNG / Diesel
11 Aftertreatment and Exhaust
|01 Aftertreatment Divice
|02 Fluid Doser
1 03 Catalytic Converter
1 04 Exhaust Recirculation
1 05
1 06
I07
1 08
|09
no
SUBSYSTEM ROLL-UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
1,420.11
85.57
91.17
-
-
-
-
1,596.84
Labor
USD
314.07
45.78
15.14
-
-
374.99
Burden
USD
389.22
50.98
17.19
-
-
457.40
Total
Manufacturing
Cost
(Component1
Assembly)
USD
2,123.39
182.33
123.51
2,429.23
Markup
End Item
Scrap
USD
7.77
0.96
2.00
-
-
10.73
SGS.A
USD
117.93
9.87
7.25
-
-
-
-
135.05
Profit
USD
84,68
9.21
7.97
-
-
-
-
-
101.86
ED&T-
R&D
USD
17.60
3.57
3.48
-
-
-
-
24.64
Total Markup
Cost
(Component1
Assembly}
USD
227.97
23.61
20.70
272.28
Total
Packaging
Cost
(Component
Assembly)
USD
-
-
-
-
-
-
-
-
Net
Component
Assembly
Cost Impact to
OEM
USD
2,351.36
205.94
144.21
2,701.51
171
-------
CNG Class 8
17. Flywheel/Flex Plate Subsystem 01-16
The Flywheel/Flex plate 16 subsystem for both the Cummins ISXG11.9 liter CNG engine and the
Cummins ISX11.9 liter Diesel engine will be treated as the same and will not be quoted.
18. Compressed Air Subsystem 01-12
The Compressed Air 12 subsystem is an accessory item for both the Cummins ISXG11.9 liter
CNG engine and the Cummins ISX11.9 liter Diesel engine and will not be quoted.
19. Engine Voltage Subsystem 01-13
The Engine Voltage 13 subsystem is broken into 4 sub-subsystems and 3 assemblies.
01-13-01 Engine operating voltage - No Costing/Identical
01-13-02 Ignition
01-13-02-01 Ignition coil - CNG only
01-13-02-02 Ignition control module - CNG only
01-13-02-03 Ignition control module wiring harness - CNG only
01-13-03 Alternator mounting - No Costing/Identical
01-13-04 Starter motor mounting - No Costing/Identical
20. Ignition Sub-Subsystem 01-13-02 Overview
Figure 20-1 shows the Ignition 02 Sub-subsystem which is a Cummins ISXG11.9 liter CNG
engine part only. All parts will be quoted.
CNG Only
^ \
Figure 20-1: Ignition Sub-Subsystem
(Source: Cumm/ns parts u/ebs/te hftps./ygu/cteen/e.cumm/r)s.co/T7j
The Ignition 02 Sub-subsystem is broken down into 3 assemblies.
172
-------
01-13-02-01 Ignition coil - CNG only
01-13-02-02 Ignition control module - CNG only
01-13-02-03 Ignition control module wiring harness - CNG only
The following sections show each assembly and what was quoted.
Figure 20-2 illustrates the 01-13-02-01 Ignition coil assembly which is a Cummins ISXG11.9
liter CNG engine part only. All parts will be quoted.
CNG Only
i
Figure 20-2: Ignition Coil Assembly
(Source: Cummins parts website https://quickserve.cummins.com)
Figure 20-3 shows the 01-13-02-02 Ignition control module assembly which is a Cummins
ISXG11.9 liter CNG engine part only. All parts will be quoted.
CNG Only
Figure 20-3: Ignition Control Module Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
173
-------
Figure 20-4 illustrates the 01-13-02-03 Ignition control module wiring harness assembly which is
a Cummins ISXG11.9 liter CNG engine part only. All parts will be quoted.
CNG Only
Figure 20-4: Ignition Control Module Wiring Harness Assembly
(Source: Cummins parts website https://quickserve. cummins.com)
21. Direct Manufacturing Cost For Engine Voltage 01-13 Subsystem
The cost breakdown below shows that the CNG system had an increase total of $-607.04 due to
the CNG requiring an Ignition system as the Diesel does not. "+" = cost decrease, "-" = cost
increase
1
174
-------
CNG Class 8
Table 21-1: Direct Manufacturing Cost Of the Engine Voltage 01-13 Subsystem
SYSTEM & SUBSYSTEM
DESCRIPTION
E
B
1
2
3
4
5
6
7
8
9
10
System
Subsystem
Sub-Subsystem
Name/Description
CNG / Diesel
13 Engine Voltage System
[01 Engine Operating Voltage
1 02 Ignition System
J03 Alternator Mounting
|04 Starter Motor Mounting
1 05
|06
|07
|08
|09
no
SUBSYSTEM ROLL-UP
DIESEL TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
-
-
-
Labor
USD
-
-
-
Burden
USD
-
-
-
Total
Manufacturing
Cost
(Component/
Assembly)
USD
Markup
End Item
Scrap
USD
-
-
-
-
SG&A
USD
-
-
-
Profit
USD
-
-
ED&T-
R&D
USD
-
-
-
-
Total Markup
Cost
(Component
Assembly)
USD
-
Total
Packaging
Cost
(Component
Assembly)
USD
-
-
-
-
Net
Component
Assembly
Cost Impact to
OEM
USD
-
175
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
E
n
1
2
3
4
5
6
T"
8
9
10
£ I
E 2 1
CO in
H » J
W •§ A
CO 3
Name/Description
CNG 7 Diesel
13 Engine Voltage System
|01 Engine Operating Voltage
[02 Ignition System
|03 Alternator Mounting
|04 Starter Motor Mounting
|05
|06
I07
1 08
|09
110
SUBSYSTEM ROLL-UP
CNG TECHNOLOGY GENERAL PART INFORMATION:
Manufacturing
Material
USD
289.39
.
.
-
-
-
289.39
Labor
USD
-
115.85
.
-
-
-
-
115.85
Burden
USD
-
127.97
.
-
-
-
-
127.97
Total
Manufacturing
Cost
(Component1
Assembly)
USD
533.21
.
533.21
Markup
End Item
Scrap
USD
2.72
-
-
2.72
SG&A
USD
27.05
-
-
-
27.05
Profit
USD
29.87
.
-
-
-
29.87
ED&T-
R&D
USD
-
14.20
.
-
14.20
Total Markup
Cost
(Component
Assembly)
USD
73.84
.
73.84
Total
Packaging
Cost
(Component'
Assembly)
USD
-
-
.
-
-
-
-
Met
Component'
Assembly
Cost Impact to
OEM
USD
607.04
607.04
176
-------
SYSTEM & SUBSYSTEM
DESCRIPTION
m
1
2
3
4
5
6
7
8
9
10
£ i
C QJ w
1*1
•^ " 00
CO "§
VI
Name/Description
CNG / Diesel
13 Engine Voltage System
|01 Engine Operating Voltage
1 02 Ignition System
1 03 Alternator Mounting
1 04 Starter Motor Mounting
|05
|06
1 07
1 08
1 09
|io
SUBSYSTEM ROLL-UP
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
USD
(239,39)
-
-
-
.
(289.39)
Labor
USD
(115.85)
-
-
.
_
.
(115.85)
Burden
USD
(127.97)
-
-
.
.
(127.97)
Total
Manufacturing
Cost
(Component
Assembly)
USD
(533.21)
.
_
(533.21)
Markup
End Item
Scrap
USD
(2.72)
-
-
-
-
.
-
(2.72)
SG&A
USD
(27.05)
-
-
-
_
_
(27.05)
Profit
USD
(29.87)
-
-
.
_
(29.87)
ED&T-
R&D
USD
(14.20)
-
-
-
.
.
(14.20)
Total Markup
Cost
(Component/
Assembly)
USD
(73.84)
.
_
(73.84)
Total
Packaging
Cost
(Component/
Assembly)
USD
-
-
-
.
_
-
Net
Component
Assembly
Cost Impact to
OEM
USD
(607.04)
.
.
(607.04)
177
-------
CNG Class 8
Conclusion Summary
The primary project objective was to determine the incremental direct manufacturing costs and
weight for the Class 8 systems. Specifically, this included the Cummins ISX12-Diesel and the
ISX12G-CNG engines, including fuel and exhaust systems for both.
The cost analysis is inclusive of all associated assembly costs from component to vehicle level.
Calculations were performed to determine equipment sizing, cycle times and material usage
requirements. FEV has utilized its extensive database of rates for equipment, labor, material, end
item scrap, selling, general and administrative (SG&A), profit, and engineering, design and
testing (ED&T) to develop costs representative of what an OEM would incur for such a system at
a volume of 50,000 units per year.
Cost and Weight Differences
The overall cost differences of CNG as compared to the Diesel at a system level are shown in
Table 0-1.
Table 0-1: CNG vs. Diesel Cost & Weight Differences
EPA Class 8 Diesel vs CNG Study
Engine
Exhaust
Fuel
Total
Diesel
Base Technology
Cost Weight KG
$1,508
$5,390
$4.067
102.74
400.41
275.24
$10,964
773.39
CNG
New Technology
Cost Weight KG
$1.621
$2.639
$17.067
82.96
69.03
1460.11
$21.376
1612.15
Delta Difference
Cost Weight KG
-$113
$2.702
-$13.000
19.79
331.34
-1184.83
-$10.412
-833.75
(1) "+" = mass decrease, "-" = mass increase
(2} "+" = cost decrease, "-" = cost increase
_
Note: 1) Fuel and exhaust components that are attached to the engine are
considered engine components.
2} Fuel systems weight does not include the fuel.
^^H
As shown in the above table, the weight differences in the engine are minimal as compared to the
fuel and exhaust systems.
The weight of the fuel system for the CNG is considerably more due to the weight of the
additional high pressure CNG tanks and enclosures required to maintain the same mileage as the
Diesel fuel system.
The CNG exhaust system weight is less when compared to the Diesel SCR system, urea tank and
associated equipment.
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The ISX12-Diesel and the ISX12G-CNG engine blocks and heads are from the same family of
engines but have slight machining differences. However, those differences were absorbed in the
machining process without additional cost.
The Diesel engine is a compression fuel ignited system with fuel injectors, a common fuel rail,
and an electric actuated turbo system.
The CNG engine has a high energy Coil-On-Plug Ignition and a fixed geometry with a waste gate
and a water-cooled bearing housing. The CNG engines low emissions are due to the
Stoichiometric cooled Exhaust Gas Recirculation (SEGR), which uses almost all of the available
oxygen in the fuel/air mixture. That enables the use of a Three-Way Catalyst (TWC) in the
exhaust system to achieve the global emissions standards.
Fuel System
The Diesel fuel system is a standard side mounted system.
The CNG is a rear mounted enclosure with five high pressure CNG tanks to achieve the same
approximate mileage of the Diesel system.
Exhaust System
The Diesel exhaust system is a standard SCR system with a urea After-treatment.
The CNG system is a more typical style gas fuel system which only requires a Three-Way
Catalyst (TWC) exhaust.
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End of Document
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