Why do so many Americans hate European trucks?

My old truck was allready cleaner then a EPA07.
Present one is EURO6 so that is as clean as they will get.

 

577hp/1,943 ft-lbs. No EGR, Tier 4F compliant. Super clean without all that emission crap hanging off it. It'd be nice to see them back in the on-road market again but I have my doubts.

Cat C13B Engine

 

Never say clean as they will get. Another NOx reduction is heading our way, sure same happens your side of pond. Politicians can't be out "greened".
EPA Acting Administrator Wheeler Launches Cleaner Trucks Initiative | US EPA

 

We were told,a few years ago,that the next steps in the rules would all be in the direction off fuel savings.
Like adding the bubble nose .
Maybe @98989 knows more?
Ahh well,it s trucking.
If or when it changes i will adapt the masterplan accordingly.

 

Yes, it is reduction in fuel consumption. Since all emissions are measured against kWh, the emissions will drop as well since you will get more kWh from the same amount of fuel.
It seems the efficiency of a modern truck diesel engine is about 45%, but new test engines show that 60% may be achievable.

 

Was your old truck EURO-5 or EURO-6?

EPA07 had a combined NMHC+NOx limit of 2.4 g/bhp to start with, and a phase-in over 3 years period to limits of 0.14 g/bhp for NMHC, 0.2 g/bhp for NOx.
During the emission testing there were also some random NTE (not to exceed) points. EPA only announces these test points just before the official testing begins.
Engine manufacturer does not know what the full emission test will look like, untill they actually start testing.
The result is that an EPA07 has emission in real life conditions that are very near the required emissions.

On paper the EURO-5's had to comply to a NOx-limit of 2 g/kWh, and PM limit of 0.03 g/kWh.
But european emission testing did not yet have the random NTE test point, or the in service testing like EPA had since early 2000 or like euro-6, so manufacturers tuned engine to meet emissions during the test cycle on the engine dyno, and for best fuel economy in real life conditions.

It is a known fact that real life NOx-emissions are approximately 1.5 - 2 times as high as the EURO-5 limits.
I did PEMS-tests (mobile emission tests) on a number of euro-5 trucks, different brands, and all of them were well above the official limits.

So in theory, euro-5 was somewhat cleaner than the starting point for EPA07 as far as NOx is concerned, but in real life it is a different story.

 

Only the CO2 emissions will drop as a direct result of the better efficiency and lower fuel consumption.
Other emission components like NOx, PM, are not directly related to fuel consumption.

Simple example: advance the injection timing, and fuel consumption will be lower/efficiency will be better, but NOx (out of engine, before aftertreatment) will go up.
Run late timing in emission test to lower NOx, advance timing in real life conditions to loweer fuel consumption, with higher NOx as a result.
That's one of the reasons why the late 90's EPA engines had (and Euro-5 engines still have) high NOx in real life conditions.

Depending on how the aftertreatment responds, tailpipe NOx may go up as well, both the concentration and the g/kWh. If concentration goes up more than fuel consumption is reduced, NOx g/kWh (and absolute NOx emissions) will go up.

If future NOx limits stay at same level (I think the limits will come down in Europe as well), manufacturers have the opportunity to allow a higher NOx concentration in the exhaust gases.
NOx-concentration in the exhaust gases may be higher, but there is less exhaust gas mass flow, so the total amount of NOx can still be the same.
By doing this, the AdBlue/DEF consumption can be reduced.

Yes, efficiency of a modern diesel engine is about 45%, 60% may be possible with waste heat recovery. Make use of the heat of the exhaust gases, that is normally wasted and released into the atmosphere.

Enjoy the holidays, merry christmas, and happy, healthy and prosperous new year to all of you.

 

Mine was a 06 EURO5.
I know a guy running a Cummin Volvo which is a EPA07 and IIRC he couldn't get it certified to EURO5.
BUT i will ask him to be shure...............

 

This thing has an extended cab, which means some 10(?) inches extra, so that the seats can slide further to the rear for tall people. I love that. There's enough spare space for about half a bus on that chassis, so why is a 'normal' day cab so cramped?
The frame rails are zinc coated, but how? There are some six ways to zinc coat steel, and they have very different properties.
It has 3 batteries, but that doesn't mean anything without mentioning the capacity of the batteries. I don 't understand why @AModelCat would like to have a 4th battery.
The radio has Bluetooth, amazing. Can you still get radios without Bluetooth?

 

Yes, but the 07 Cummins was most probably never certified to EURO-5 standards.

To do that, you have to do all the engine dyno tests, at a certified lab (for example TNO in The Netherlands, Idiada in Spain, TUV in Germany).
It means taking the engine out of the truck, installing it on a dyno, and performing all the required emission and OBD compliance tests.

To get the engine running without any faults (with the correct calibration in the ECU) on an engine dyno is already very tricky, without support from the manufacturer. The ECU needs all sorts of input signals from the truck, te transmission, etc, etc, which are just not there.
I was involved (not actively) in a project in which a specialised German company wanted to run a Renault (Volvo) engine on their engine dyno without support from Volvo/Renault. After one year they gave up.

Cost for the emission testing is staggering.
Few years ago i did emission tests for a EPA07 Detroit Series 60, to certify a retrofit fuel system for "Outside Usefull Life" regualtions, so not even the full EPA07. Total cost about 150 thousand dollar.

For full EURO-5 homologation, you are looking at several 100 thousands of euros.

Earlier this year I had a few PEMS (mobile emission) tests done on Mercedes EURO-5, total cost was about 65.000 euro. And this is the "cheap" and simple test, with mobile emission equipment on a truck, and driving down the road with loaded trailer. Nowhere near enough for homologation/certification.


If if the guy with the Volvo/Cummins was very lucky, Cummins already did the european certifications. I know Detroit Diesel also had euro-3 on their 12.7 litre engine family (for example XDDXH12.7EGL).

If not.... he may be able to get the truck registered at a lower emission level, but not an EPA07 to euro-5 level. Not only are the emission limits different (euro vs EPA), but also the test procedure and test cycles.