so maybe you put a resonator on your truck?

 

I can only assume he meant the CAT and its possible he put it on backwards which I believe is a problem.

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Quantify cooler a little better, engine temps? EGT temps? Overall exhaust system temps?

If they use the SCR systems to address NOX then they get rid of the EGR and late timing to hold the heat in the engine longer and use it. Thats where NOX forms anyway is the high temps and pressures when EGR isn't active and the timign is retarded.

I thought Jan 2012 was going to debut the SCR systems on the HD series trucks but that was only a tentaive date. I think Cummins has said by 2014 even the LT models will need SCR to meet emissions unless something changes.

The biggest problem with it is having to keep filling the blasted thing the DEF. Since ammonia is classed as hazardous and thats the main ingredient we are gonna have to pay someone to do this and maintain certs and its gonna cost. Just another way to keep the unemployable employed I guess. Alongside the TSA, the EPA is going to become the biggest employer of the less than adequate hires to protect us from ourselves.

This is just flat scary to contemplate.

 

I don't know why they would stick a resonator on an exhaust system with a DPF and the bigger can. Cause what I got on there now, I don't need a muffler cause it's way quiet (reason I stuck it on there).

 

Ok, here goes: cooler, lower RPM, diesel motors are more efficient, have less problems get better economy but produce more emissions (particulate and soot). To combat that process they decided to run them hotter at higher RPM. This in itself made for a series of problems which up until recently were addressed in the late model 5.9. Because everything with the big 3 is a numbers game the displacement of the Cummins was increased to provide the same stock output (plus a little more) when they added all this enviro crap to the block. I'm not saying that any of it is bad but it just isn't the same as a B5.9 back in the old days. So to quantify temps is to say that you are seeing at least a 200F increase in EGT on average, during a regen the EGT is well above 1300F!

The introduction of a full SCR (Selective Catalytic Reduction) system, similar to the Ford 6.7L is what Cummins should have done in my opinion. The addition of ADBLUE / DEF (Urea) injection is what makes the system work properly (as tested in diesel progess, world edition - 1.2 Billion rear road kilometers, nearly 10 years ago when the EU moved to that system) and here we are fighting it. The Benz ADBLUE system is great, simple, doesn't cost a huge amount, cleans the emissions and regains 5 to 15% of the economy lost from the non-injected systems. This saves fuel, saves regens, saves headaches and isn't this major hazmat qualifier it may seem to be.

I've been around the oil burner from the mid 1980's and as some of you know even sold a performance part or two back a few years ago now and think that we've got to collectively understand what is at stake here.

The current internal combustion engine, particularly gas powered is near 80% unsustainable. We need to think outside the box to address these issues to get North America more self sufficient with food, fuel and power and we can't do that with the big pink elephant in the room (emissions) as seen by the EPA as being a bad thing. It is up to us to push the envelope and demand change and to encourage it get designed and built here, in Canada and the USA and not somewhere else. Look at the white papers on line that are surfacing from BENZ and BMW that show diesel / hybrid 4 motion type units where there is a power plant (B100 powered) that runs a generator to power 4 electric motors located at each wheel. This super efficient design on the bench is shown to have economies in the 80 to 110 USMPG range! That's running a 6000 pound car on 1.4 to 2.5L per 100 km (62 Miles) - we will never do that without embracing change and moving forward.

If we begin to think about triple bottom line accounting practices on motors, jobs and so on you will see that all this outsourcing, poor education, poor government policy / taxation, bad banking practices has done nothing but further contribute to the problems we have today.

I realize that's way off topic and I'm sorry for the rant.

Cheers,

 

on the 6.7 the first filter is on the downpipe it is the doc (diesel oxidation catalyst) the 2nd filter is the nac (nox absorber catalyst) the 3rd filter is the dpf (diesel particulate filter) and then the 4th part is a muffler, so yes what he is talking about is a nox filter. There are 3 egt probes, 2 o2 sensors and 2 tubes coming off the exhaust going into a pressure sensor. The muffler is straight through so most would call it a resonator.

 

this is true kmk

 

HA!! On the new model Ford and Chevy diesels, they use urea instead of the filter.

 

i have not seen this filter ever called up on a dodge product but i can't disagree with you either. i do know though that the urea is easier to deal with.

 

You just contradicted yourself in the same sentence. LOL!

A catalyst is not a filter. Again, NOX cannot be filtered it can only caltalyzed out of the exhaust stream.

Yeah they do because the engine as designed cannot meet emissions without a SCR system. The 6.7 meets the standards for NOX with the simple catalyst, at least until 2014 and then it won't meet it either.


In no way shape or form is an SCR system ever going to be better than a simple catalyst system. Too much overhead to function and maintenance to keep functioning. Keep in mind these systems are not warranted for the life of the truck and when it quits working YOU will pay the bill to replace just the regen systems. Anybody want to take a guess what these systems are going to retial for when they need replaced? You can bet its not going to be cheap.

 

That is BS. The engine in every case is a complete system urea or not. Now, as much as I like Cummins I think they are dead wrong with their approach and should have used urea injection, copying the adblue on the Benz. The system in place with Cummins now may meet the reg's but it won't and they will be caught with their pants down trying to fix that one for the medium duty ISBE when that happens.

A SCR is better if properly understood and in this case Sir, I'm not sure you see the value in it. I've run a number of vehicles with EGR and now SCR and they all work very well if properly maintained - much like putting in a fuel add or running the correct tire pressure there is always an owner requirement to understand what they are operating. Failure to do so generates huge repair bills in any case where there is a computer controlling it as is the case with all modern diesel motors.

Now come to 2014 and you don't have a SCR on an old unit you will (if I understand the regulations) be required to install one - that on a big truck will cost around $12K or so I'm told.

I'm on side with urea injection based on real life testing on the other side of the pond.