Cummins does use EGR and DPF in current 2007 product, we will continue to use EGR + DPF and SCR in our 2010 solution. However, we will not use "extreme" or "massive" EGR for our solution for 2010 which is less fuel efficient due to reducing the combustion temperature in the cylinder. We will employ SCR to lower NOx in order to keep fuel efficiency at optimal levels for our end users.

Yes, there are 'new' fault codes that have been developed to support proper diagnosis and repair of the SCR system including the dosing system.

Via datalink connection from the engine Electronic Control Module through the vehicle chassis wiring connecting to the doser control module and a few sensors located on the vehicle.

Cummins 2010 solutions will be available Jan 1, 2010 for all engine platforms and markets.

Warranty and Extended Warranty plans for Cummins Engines will be comparable to current offerings and terms.

Cummins products are compatible with up to B20. 2010 products will also maintain the ability to use up to B20.

Up to B20 is approved for Cummins 2010 products and will not affect engine life.

The Cummins service training plan/program will be very similar to the approach taken with the launch of our '07 products. Technicians will be offered both self study as well as hands-on training at Cummins distributors. The role out of Cummins training plan/schedule will begin late in 2009.

No…it does not include the cost of diesel exhaust fluid, this is strictly fuel economy advantage. Refer to the WebEx for cost advantages.

This is related to Cummins own engine development experience comparing an EGR-only solution to our current SCR approach.

This is a combination of Cummins own test cell evaluations and engineering vehicle development as well as actual customer field test experiences.

2007 and 2010 midrange Cummins products will be comparable in fuel economy, however if Cummins would have gone to 'in-cylinder' we would have lost 5-9% in fuel economy.

Yes, but it is dependent on actual duty cycle and actual load factor.

Yes, but it is dependent on actual duty cycle and actual load factor.

Yes, the 2010 emissions engines will be used in both the US and Canada.

The expected weight gain on a school bus including a full tank of Diesel Exhaust Fluid will be approximately 200 to 250 pounds dependent upon the size of the DEF tank.

SCR reactor, decomposition pipe, DEF Doser, Doser Control Unit, DEF tank, DEF fluid lines, NOx sensors, a coolant circuit for the SCR system, wire harnesses and related parts to attach and support the system.

No. Nitrogen is not flammable.

Not at the present time. It is possible that a system might be available at a later date.

Not at the present time. It is possible that a system might be available at a later date.

Generally speaking, yes. Much of the SCR system is stainless steel and impact resistant polymer.

The SCR system is designed to last the life of the engine.

No. Duty cycle does affect the amount of diesel exhaust fluid used, but the system is designed with this in mind.

There are no preventive maintenance requirements other than a DEF filter that will need to be serviced at 200,000 miles.

2 NOx sensors, 2 temperature sensors and a diesel exhaust fluid level sensor.

There will be fewer regenerations in the 2010 engines vs. 2007 engines.

The amount of Carbon Dioxide emitted is based upon the amount of fuel burned. Because the fuel economy will be similar to 2007 Emissions engines, the Carbon Dioxides emitted will be comparable to slightly less.

This is because of design constraints for the engine. Increasing compression ratio alone cannot reduce the NOx level down to 2010 emission requirements.

Cummins will submit to both EPA and CARB and through testing is planning on achieving certification in all 50 states.

Cummins conducts field tests through many conditions and types of applications, from extreme cold in Northern Canada, mountainous duty cycles, and extreme heat in the deserts of the west. Cummins tests a variety of applications from stop and go applications such as bus and "Manhattan" duty cycle delivery vehicles; Cummins tests linehaul, yardspotters, and many different normal and extreme operating type scenarios. Winter Test in Bemidji was completed in 01/2009. Functional testing of prototypes, EMI testing, and durability testing will be conducted throughout the year.

Stainless Steel is currently used on all buses equipped with 2007 Emissions engines so there will not be a significant increase for stainless steel on 2010 Emission engines over 2007 engines.

In 2010 the Diesel engines will be similar in emissions to what CNG is currently.

www.everytime.cummins.com

EGR must be cooled to a lower temperature to reach the needed emission levels. This causes condensation of the EGR gas before it goes into the cylinder.

www.truthaboutscr.com and www.thomasbus.com have downloadable .pdf files that are very good.

North American and European markets took 2 different routes to attain reduced emissions. North America first approached particulate matter reduction with the use of EGR, and the European market addressed the reduction of NOx with the use of SCR. North American manufacturers for the 2010 emissions requirements will be affecting the reduction of NOx while Europe utilizes EGR to reduce their particulate matter emissions. Additionally, the EPA regulations are stricter than current Euro standards and new sources are now saying that Scania and Mann may need SCR to meet Euro requirements in 2013, which almost matches the EPA requirements.

Certification will be applied for in October. The certification will be available for viewing on the EPA website.

North American and European markets took 2 different routes to attain reduced emissions. North America first approached particulate matter reduction with the use of EGR, and the European market addressed the reduction of NOx with the use of SCR. North American manufacturers for the 2010 emissions requirements will be affecting the reduction of NOx while Europe utilizes EGR to reduce their particulate matter emissions. Additionally, the EPA regulations are stricter than current Euro standards and new sources are now saying that Scania and Mann may need SCR to meet Euro requirements in 2013, which almost matches the EPA requirements.

Cummins is confident that EPA will approve the copper zeolite for certification. All testing is showing 0 level carcinogens and the EPA has reviewed the data and is in agreement with Cummins testing processes and results.

Today on an electronically equipped vehicle there are warnings and indicators that provide notification to the driver and/or technician. That is the case whether an operator is driving a car, a school bus, a truck or farm equipment. As our drivers of today have greater training provided to them on the part of fleets this notification process that was introduced would be a part of the driver training program. As introduced in the presentation, if the bus is serviced or inspected on a regular basis the refill of the Diesel Exhaust Fluid would become a part of that inspection process. Following this recommendation the number or necessity for notification indicators would be reduced compared to 'waiting for a low level warning' prior to refill.