Volvo Penta’s D16 engine is the newest addition to the company’s IMO Tier III range – cutting customer emissions without compromising on power. The upgraded D16 engine is able to surpass the requirements of the IMO Tier III emission regulations, while maintaining the same low fuel consumption.
The new D16 MH/MG IMO Tier III marine engine has been developed to sustain high backpressure while also maintaining efficiency and drivability. The IMO Tier III solution has already proved itself, for the smaller D13 model, in tough marine conditions, having undergone 65,000 hours of field-testing
"The IMO Tier III technology is based on the company’s own experience alongside that of the Volvo Group in leading selective catalytic reduction (SCR) technology, resulting in a system that is dedicated to heavy-duty marine operations,” explains Thomas Lantz, Product Planning Manager, Marine Commercial at Volvo Penta.
The D16 engine is available for propulsion, auxiliary use and as a complete marine genset. It has the same footprint as current models, and the exhaust after-treatment system works with both Volvo Penta’s Electronic Vessel Control (EVC) and Marine Commercial Control (MCC) systems. Essentially a one box solution, the SCR system can also be delivered as a ‘plug and play’ package that includes UREA tank, dosage valve and UREA quality and level sensor.
The IMO Tier III emission standards and regulations come into force in 2021 in the North and Baltic seas and demand a 75% reduction of NOx emissions. Keeping well ahead of the game, Volvo Penta launched its own IMO III compliant solution as early as 2018. It is optimized for marine use and has already clocked up 65,000 hours in various tests and operations at sea.
This solution surpasses the requirements of the IMO Tier III emission regulations by a comfortable margin.
It is a simple and robust design, with an SCR solution that has been adapted and optimized for marine customers. Exhaust gases are mixed with DEF (diesel exhaust fluid)/UREA (32 to 40 percent) in the SCR unit. There is a separate UREA injector pipe. The two alternative exhaust outlets are designed for marine standards (6" bolt flanges) and will provide customers with different possible SCR configurations, leading to ease of installation. Ease of use is also central to the design of this complete system including DEF tank and sensors to check on the quantity and quality of UREA. The system also includes a dosage pump and control unit.
“We’ve opted for the use of SCR because it keeps the engine working efficiently with optimized fuel consumption and keeps the power up to the right level,” says Lantz. “SCR is the ideal solution for marine customers. And, given that Volvo Penta’s engines are approved for running on HVO fuel, its possible to further reduce CO2 emissions by up to 90 per cent.”
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For more information, please contact:
Brand, Communication and Marketing
AB Volvo Penta
Tel: int +46 (0) 31 323 30 55