The Paccar MX-13 engine will be produced at the beginning of  2013 in Euro 6 version. In order to conform to Euro 6, it has undergone a series of substantial modifications, largely arising from what Paccar produces in the United States within the framework of American norm EPA010.

Injection at 2500 bar

The MX-13 Euro 6 thus combines the recirculation of exhaust gases (EGR), selective catalytic reduction (SCR), a variable geometry turbo and a particulate filter. The main new elements are the variable geometry turbo in place of the single level turbo currently used, and the injection system. This has moved to being a common rail instead of pump-injectors and generates injection pressures of up to 2500 bar (2000 bar at the moment). It also enables the fuel to be more finely pulverised through the use of pre-injection, post-injection or a combination of both.
Paccar is also retaining its insulating protection for the cabling, inaugurated on the ATe versions unveiled in November.  Compared to the versions currently marketed in the United States, the MX-13 sees its EGR cooling unit positioned higher up and the turbo closer to the engine block.  The engine is thus more compact, which is important within the framework of advanced cab vehicles. A lower floor may therefore be expected in the new XF cab, which is likely to be shown in Hanover during the IAA.

Consumption stable

Ron Borsboom, head of product development at DAF Trucks : “Our objective is to maintain CO2 emissions at the low level already achieved by our current ATe Euro 5”. This comment would appear to indicate stable consumption… or a future limiting of the DAF Euro 6 to 85 km/h, because this is one of the principal factors for fuel reduction for the ATe at DAF.
By contrast, DAF has announced an increase in service intervals to 150,000 km instead of the current 90,000 km, but has not yet indicated whether synthetic oil will be required to achieve this result.