Tru-Flex, LLC

• SeriesOSCAR H-Point Machine SAE Product Code: EA-3

The H-point is used as a key reference point in seated occupant location, seating package configurations, EPA volumes and crash test positioning. The OSCAR H-point machine provides the physical representation of this reference point and is a vital element for design, auditing and benchmarking of seating and interior packages. The OSCAR machine is used in conjunction with J826® rev. Nov. 2008 and is currently referenced in FMVSS regulations and ISO standards, making it the required design and auditing tool for current production. SAE provides comprehensive support for the OSCAR machine including, calibration, spare parts and maintenance. Due to the large purchase price amounts involved, and in order to provide the customer with personalized help to optimize shipping options and choices, please contact SAE Customer Service Tel: 1-877-606-7323 (724-776-4970 outside of US & Canada) or e-mail customerservice@sae.org for information on purchasing this product. FOR SALES IN CHINA SAE International has entered into a sales agreement with the China Automotive Technology and Research Center (CATARC). CATARC has been granted an exclusive license to re-sell SAE International HPM (H-Point Machine) products to customer locations within the Territory of China. Sales in China can be coordinated by contacting: Shanghai CATARC Automotive Technology Center Room 2601 Baoan Building 800 Dongfang Road, Pudong New Area 200122 Shanghai China

Tru-Flex’s BT and BTL bellows meet 2007, 2010, and 2011 EPA regulations for on- and off-road vehicles and equipment requiring that exhaust systems be leakfree from the turbocharger through the treatment system. Available in inside diameters ranging from 2.5 to 5 in (63.5 to 127 mm), BT and BTL designs offer solutions for a no-leak decoupler that will accommodate all four motions, including torsion. An interlocked liner improves durability and reduces static loss and noise, and the thermal-insulation properties eliminate the need for extra insulation. Various end connection styles are available.

Semiconductors are tiny compared to the off-highway vehicles that carry them, but their thermal issues aren’t small. Keeping the sub-micron elements of a chip cool is a major challenge for the developers of electronic controls. In today’s mobile world, chips are increasingly designed for lower power and cool operations. Nonetheless, harsh off-highway environments force design teams to take extra care to use semiconductors that add very localized heat to the ambient temperatures found in engine compartments and other hot, cramped areas. In these dirty environments, passive cooling is always preferable to fans. That means chips have to offer power and heat specifications that fit their surroundings. Placing controls as far away from hot spots is critical. “This is achieved through careful selection of electronic components and consideration of thermal conditions in design of the enclosure for the electronics, ” said Shelley Knust, Executive Director, Engine Business Unit Off-Highway Engineering at Cummins. “This also requires knowledge of the ambient conditions of the intended mounting location of the controller.” Cooling the semiconductors in controllers comes with many trade-offs. In many modules, CMOS devices are the obvious choice. But in modules that work with high power levels, CMOS may not always provide the best thermal traits. When modules manage electric motors and other more demanding equipment, alternative semiconductor technologies can often meet performance requirements while providing more flexibility to meet electrical or thermal demands. “Silicon carbide can cut switching losses in half, ” said Paul Kierstead, Director of Marketing for Wolfspeed's Power Division, which is owned by Cree Inc. “You can use that to improve efficiency or you can move to higher frequency conversion electronics. Higher frequencies mean you can use smaller inductors and other components. This significantly reduces cooling requirements, so instead of using liquid cooling for silicon devices, you can use convection cooling for silicon carbide.” Regardless of the semiconductors being used, convection cooling is generally the desired methodology. Liquid or fan-based cooling systems add complexity and often bring reliability issues. “Fans would require controllers for these applications to reside either on-engine or in the engine compartment, ” Knust said. “Environmental conditions and normal vehicle maintenance procedures, such as power washing of the engine compartment, would damage cooling fans. Fluid cooling (whether fuel or engine coolant) is not preferred due to the complexity of installation during both manufacturing and service.” While cooling is always a part of any electronic design, its impact doesn’t usually extend beyond the module level. When engineers are creating architectures with centralized and distributed intelligence, thermal management isn’t a consideration. “The impact of cooling is not a primary factor in our electronic control system architectures including whether modules are consolidated or distributed, ” Knust said.

A full stainless-steel version of EZ Drain Valve from Global Sales Group (Redmond, WA), the manufacturer of the EZ Oil Drain Valve, is now available for diesel exhaust fluid (DEF) tank applications. Unlike a plastic valve or plug used on some DEF tanks that have the potential to break, the durable, stainless-steel DEF Drain Valve can withstand harsh external elements. Since DEF is highly corrosive, the DEF Drain Valve is designed to withstand these properties, using all stainless steel 304 components and a Viton O-ring to seal. Using a ball-valve design, the DEF Drain Valve is available in different thread sizes and a new lock nut feature allows the valve’s final position to be orientated during installation. According to the company, OEMs such as Caterpillar, CNH and John Deere use the EZ DEF valve for their DEF tank drain solution. For more information, visit http:www.ezoildrain.com.

• Serieslighter A26 engine to replace N13

Any time a new engine is announced, it is major news. Pairing a new engine with a new approach to engine development is even bigger news. International Truck recently unveiled its all-new engine for the Class 8 market called the International A26. Along with that came news of an initiative called Project Alpha, which brought together a small team of powertrain engineers dedicated to a new perspective on engine development. "The A26 was designed from the ground up to deliver industry-leading uptime, durability and reliability, " said Darren Gosbee, vice president of advanced engineering. The 12.4-L A26 sources a MAN D26 inline 6-cylinder crankcase from their partnership with the Volkswagen Group and surrounds it with numerous all-new components to optimize four key criteria: uptime, fuel efficiency, weight and NVH (noise, vibration and harshness). The engine weighs only 2299 lb (1043 kg), which is 55 lb (25 kg) less than the Navistar N13 engine it replaces and 600-700 lb (272-318 kg) lighter than traditional 15-L big bore engines. Despite the reduction in weight, the engine can still produce up to 475 hp (354 kW) and 1750 lb·ft (2373 N·m). Simplicity was one of the focal points of the engine design to deliver maximum uptime. “The A26 is as simple as a modern engine can be, and we’ve built uptime into every part of the development process, from design to calibration to testing, ” said Gosbee. Larger piston pins, connecting rods and bushings are used for better load distribution. Smaller piston cooling jets have increased oil pressure and help extend oil change service intervals up to 70, 000 mi (112, 654 km). Other improvements across engine systems have helped deliver up to a 5% increase in fuel economy. The new BorgWarner single-stage variable geometry turbocharger leads off a simplified air management system. The Bosch 2500-bar (36, 259-psi) high pressure common rail fuel system and new cylinder head with coolant passages that are 50% less restrictive help reduce both fuel consumption and emissions.

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