Does it matter anymore? Wayne Gerdes – CleanMPG – Feb. 3, 2016 The all-new Continental SCR system. This coming fall, Europe is going to require on the road exhaust-gas measurements for new car NOx and Particulate emissions approval. Turbo diesel engine NOx emissions are significantly different between dyno and real world driving. Deutsche Umwelthilfe (DUH) put 36 diesel models and found most vehicles exceeded their tested limits. However, a German manufacturers offering fell well below even the laboratory tests' applicable limit of 80 mg/km on the road by almost 50 percent. This single vehicles low NOx levels were a result of an even more efficient SCR with Diesel Exhaust Fluid (DEF) exhaust-gas aftertreatment from Continental. The first water-cooled DEF injection valve from Continental The I4 turbo diesel engine uses SCR (selective catalytic reduction) for its exhaust-gas NOx aftertreatment, during which an injector adds the DEF urea to the exhaust pipe, thus triggering a chemical process – selective catalytic reduction – in the catalytic converter. The result is a significant reduction in nitrogen-oxide emissions. Continental provides the complete DEF dosing system for the new engine family. Its main components are the injector, a tank flange module, which includes the pump, as well as its own electronic control unit. This electronic control unit, which is coupled with the engine control unit, not only controls the injector, it also regulates the pump pressure and diagnoses the fill level of the DEF tank. The SCR system is not in the underbody area but instead it is placed directly on the engine to ensure optimum operating temperatures for the exhaust-gas aftertreatment. This also means that the injector must be designed to handle ambient temperatures of 200°C and above, which is where the first water-cooled DEF injection valve from Continental comes into play. The dosing system is also protected against the cold. Because the urea solution freezes at temperatures below minus 11°C, the tank flange module and the injector are connected by a heatable line, which is also offered on the market by the Continental ContiTech Division. More complexity with another separate cooling circuit. With 40 percent thermodynamically efficient gasoline engines without HP injectors, DPFs, or SCR, the end really could be near. While this is a European centric release, I hope the upcoming U.S. based 2017 Chevrolet Cruze 1.6L TD can be built cost effectively or the end of the turbo diesel in America is at hand.
Wouldn't it be amazing if Chevrolet can "save" both the BEV and the diesel ? An affordable , reliable , clean diesel. In a Cruze 6MT hatch. I've never been a Chevy , or even GM person , but I'm impressed with their ambition.
