A WHAT Injection?
#1
07-03-2008, 08:32 PM
A WHAT Injection?
I was reading up on the 4500 DMAX today and noticed some extra crap for those tree huggers on top of a DPF ..
this was taken from AutoBlog Green - Details of GMs New 4500 Duramax
Urea? .. does anyone know what the heck that is?
I hope the performance companies out there are doing R&D on this enginge as soon as possible.. With stock #'s saying 310/520 in a 1/2 ton truck.. if you could get rid of the tree huggers power robbers.. 450/900 sounds like alot of fun in a 1/2 ton..
Downstream of the turbocharger comes all the hardware to make the new engine fifty-state legal and Tier 2 Bin 5-compliant. A diesel particulate filter cleans up the soot while excess nitrogen oxides are addressed by a urea injection system. The urea will need to be replenished periodically, but it should last longer than the oil change interval
Urea? .. does anyone know what the heck that is?
I hope the performance companies out there are doing R&D on this enginge as soon as possible.. With stock #'s saying 310/520 in a 1/2 ton truck.. if you could get rid of the tree huggers power robbers.. 450/900 sounds like alot of fun in a 1/2 ton..
#2
07-03-2008, 09:17 PM
#3
07-03-2008, 10:13 PM
its just an after treatment that breaks down the No2 heres some info i found its basically a cover up to meet the new guidelines
Automakers are considering installing urea injection systems in their vehicles to meet Environmental Protection Agency (EPA) standards. The requirements, which fully go into effect in 2009, will require that diesel-powered vehicles emit almost no NOx (oxides of nitrogen).
Urea injection, also called Selective Catalytic Reduction (SCR), works by an ammonia-like acid (urea) being squirted from a canister into a special catalyst to reduce NOx in diesel emissions. However, SCR is seen as a controversial system because the EPA has concerns as to how drivers will be alerted if the car is running low on urea. If the tank should run dry, the driver would not notice a change in performance, but the vehicle would no longer be meeting the NOx emissions standards.
According to DieselNet: Diesel Emissions Online, SCR systems have been shown to reduce NOx by 65*–99 percent, but for the EPA to approve them, several issues must first be addressed. First, car manufacturers need to develop a warning system to prompt the driver to refill the urea. One solution could involve a vehicle only being able to operate in a low-speed limp mode until urea tank is refilled. Burkhard Goschel, BMW Group’s board member in charge of product development, said he believes automakers would be able to design such a system.
Graphic courtesy of The Robert Bosch Corporation
SCR or Selective Catalytic Reduction incorporates a second catalyst mounted behind a conventional 3-way catalyst. In the 3-way device, NO is converted to NO2, which then flows to the SCR unit where, under controlled temperatures and in the presence of a catalyst, it is combined with ammonia and reduced to free nitrogen and water. The urea is a convenient carrier for the ammonia molecule, although other ammonia carriers may be developed.
Other issues involve the availability of urea to the public. Some suggestions include having it in dealership service departments, auto parts stores, filling stations, and oil change businesses. In addition, there are concerns about the system’s packaging, durability, and ability to prevent unreacted ammonia from escaping out the tailpipe.
Automakers must make a decision soon on whether they will pursue urea injection because engineers will need two to three years to design, develop, and test the system. General Motors (GM) is considering urea injection and will make a decision to install it in the next twelve months. David Brown, a GM staff engineer, says chances are better than fifty-fifty that they will use it because SCR is cost effective and durable.
Ford is also considering urea injection and NOx traps, and DaimlerChrysler has confirmed it will use urea injection in its diesel vehicles. In addition, BMW wants to introduce its own diesel engine to the U.S. market in 2007, most likely in the form of a sports utility vehicle (SUV). The company and other European automakers have asked potential suppliers to make urea available to U.S. motorists, according to Goschel.
By 2006, the EPA projects its ultra-low-sulfur fuel requirements will result in cleaner-burning gasoline that contains 90 percent less sulfur, highway diesel fuel that contains 97 percent less sulfur, and a reduction in NOx emissions by more than 90 percent. The agency says its standards will make all cars, SUVs, pickups, and vans 77–95 percent cleaner by 2009.
Automakers are considering installing urea injection systems in their vehicles to meet Environmental Protection Agency (EPA) standards. The requirements, which fully go into effect in 2009, will require that diesel-powered vehicles emit almost no NOx (oxides of nitrogen).
Urea injection, also called Selective Catalytic Reduction (SCR), works by an ammonia-like acid (urea) being squirted from a canister into a special catalyst to reduce NOx in diesel emissions. However, SCR is seen as a controversial system because the EPA has concerns as to how drivers will be alerted if the car is running low on urea. If the tank should run dry, the driver would not notice a change in performance, but the vehicle would no longer be meeting the NOx emissions standards.
According to DieselNet: Diesel Emissions Online, SCR systems have been shown to reduce NOx by 65*–99 percent, but for the EPA to approve them, several issues must first be addressed. First, car manufacturers need to develop a warning system to prompt the driver to refill the urea. One solution could involve a vehicle only being able to operate in a low-speed limp mode until urea tank is refilled. Burkhard Goschel, BMW Group’s board member in charge of product development, said he believes automakers would be able to design such a system.
Graphic courtesy of The Robert Bosch Corporation
SCR or Selective Catalytic Reduction incorporates a second catalyst mounted behind a conventional 3-way catalyst. In the 3-way device, NO is converted to NO2, which then flows to the SCR unit where, under controlled temperatures and in the presence of a catalyst, it is combined with ammonia and reduced to free nitrogen and water. The urea is a convenient carrier for the ammonia molecule, although other ammonia carriers may be developed.
Other issues involve the availability of urea to the public. Some suggestions include having it in dealership service departments, auto parts stores, filling stations, and oil change businesses. In addition, there are concerns about the system’s packaging, durability, and ability to prevent unreacted ammonia from escaping out the tailpipe.
Automakers must make a decision soon on whether they will pursue urea injection because engineers will need two to three years to design, develop, and test the system. General Motors (GM) is considering urea injection and will make a decision to install it in the next twelve months. David Brown, a GM staff engineer, says chances are better than fifty-fifty that they will use it because SCR is cost effective and durable.
Ford is also considering urea injection and NOx traps, and DaimlerChrysler has confirmed it will use urea injection in its diesel vehicles. In addition, BMW wants to introduce its own diesel engine to the U.S. market in 2007, most likely in the form of a sports utility vehicle (SUV). The company and other European automakers have asked potential suppliers to make urea available to U.S. motorists, according to Goschel.
By 2006, the EPA projects its ultra-low-sulfur fuel requirements will result in cleaner-burning gasoline that contains 90 percent less sulfur, highway diesel fuel that contains 97 percent less sulfur, and a reduction in NOx emissions by more than 90 percent. The agency says its standards will make all cars, SUVs, pickups, and vans 77–95 percent cleaner by 2009.
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Oilfield_Mafia (07-03-2008)
#4
07-03-2008, 10:14 PM
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Oilfield_Mafia (07-03-2008)
#5
07-04-2008, 08:39 AM
Diesel Bomber
#6
07-21-2008, 12:49 AM
Diesel Enthusiast
when we kill our selves off by injecting more powerful pollutants into the air to disolve the pollutants that are already there.
how many times in history has the solution to a problem caused even larger problems than the origianal problem.
next time you see a commercial on tv for some sort of pill and listen to the list of side effects.
the side effects are usually worse than what the pill is suppose to cure.
but that is just my own opinion i don't expect any one else to feel the same
how many times in history has the solution to a problem caused even larger problems than the origianal problem.
next time you see a commercial on tv for some sort of pill and listen to the list of side effects.
the side effects are usually worse than what the pill is suppose to cure.
but that is just my own opinion i don't expect any one else to feel the same
#7
07-21-2008, 07:39 PM
Does anyone know where the ECM will inject Urea into the fuel system? and how much it will inject? I have been readin as much as I can about this system, and I havent been able to find the information Im looking for.. What Im after here, is if it just injects this into the fuel/air system, when the tank runs empty, sounds like it could be a factory built in water/meth injection system... 
If anyone has any more information on this Urea injection system, please speak up.. Im dying to know..
Thanks
If anyone has any more information on this Urea injection system, please speak up.. Im dying to know..
Thanks
#8
07-21-2008, 07:51 PM
Diesel Wrench
forgive me, I just can't stop laughing...
