10 years since SCR technology on trucks

It dose passive regens driving down the road. If I idle the truck the DPF will fill up with soot. It take 6 hour of idle time. The computers will raise engine to 1,200 RPMs and do a Regen. It's not like you get the dash light anymore, the computers just take over and do everything.

I thought it was cool the computers now do automatic parked regens. If people don't idle for 6 hours it will do passive regen when you driving

 

It's literally just clarified urea from pig urine right? That sounds like it should be cheap.
I have a 17' Cascadia with DD15, truck was built in 02/16. Truck has a Comfort Pro APU and we are a team operation, so very little idling.
Truck currently has 590, 980 miles on it.
This truck has failed us once. We had the dpf cleaned at 300,000 with Freightliner saying they only recommend changing filter and not cleaning. Sure enough, 700 or so miles later, the truck derated and stuck us on the side of I 40 in the Tx panhandle. Was not that big a deal as we were towed into Amarillo Freightliner an hour or two later. Next day we were rolling again with no tow or repair bill as all was taken care of through warranty.
The problem was def sensor failure caused by def cleaning. Not sure how one caused other, but then I'm no M.I.T. engineering grad. Apparently this is a problem with def cleaning on the DD15 which is why Freightliner says replace and not clean. Also, was given bad advice even looking at dpf until 1/2 million miles as Freightliner doesn't recommend dpf replace until then.
This truck runs like new and we've only replaced starter, belt and batteries as far as engine is concerned,. Tires and shocks have obviously been changed. I recently swapped the seats as original driver's seat was worn out, a process that literally took me 2 hours to do swapping left seat for right.
The DD15 in my opinion, is the best option out there. American and German engineering at it's best. The trick is to not idle these engines! I fully expect a million plus miles out of this engine before overhaul. I really think that we could get same durability out of any engine available on the market today with minimal idling. If you don't idle these engines, you should get similar mileage from Detroit or the Volvo Mack engine. I can't speak of MX or new Navistar engine as there is either not enough million mile examples or engine hasn't been around long enough to even reach that milestone.
If I had to buy a new truck today, the one stipulation would be that it had a DD15 for sure.
So in short, I would say these new engines and they're SCR systems are far superior to latter platforms, as long as one remembers that idling these engines will kill them.

 

I should add, that I will have pink slip in hand in next 15-20 thousand miles and truck's ECM is showing lifetime average at 7.9 mpg.
The Comfort Pro APU has just over 2,000 hrs and has been without issues.

 

What the rest of the drivetrain is rated for has zero to do with whether dragging the engine way down is hard on it. I agree with him I don't see dragging an engine down below 1400 being good for it, and I don't care how great your fuel mileage is doing it.

 

It’s all the ECM calibrations. These modern ECMs are like super computers. The manufacturers can tune them in a way that manages all aspects of engine operation that it doesn’t affect durability.

 

Nope still not convinced, play with the computer all you want, when you drag her way down and you can feel it working it's time to drop a gear. I have an e model cat, I've heard of people dragging them down to 1300 before shifting, that I don't like to see below 1500, it'll pull good yet but it just seems excessive to me.

 

It depends on the torque band. A pre emission motor may only make peak torque down to 1200 while modern motors can make peak torque down to 900-1000. If that’s your peak torque point, use it, you aren’t hurting anything. It’s a combination of things that have allowed the motors to do this. And, if it’s an integrated power train, it will not allow damage to occur. Fuel pressure, compression ratios, peak torque ratings, cam shafts, and blocks are all very different than they were on a 98-2000 year motor or earlier. Operate it the way manufacturers say and you’ll see outstanding fuel savings and not sacrifice durability.

 

You drag an e model cat down to 1200 and you won't be able to drop gears fast enough.

 

Yes but if that same emodel cat had variable geometry turbo and high pressure common rail system like the modern motors dragging it down would be common