10 years since SCR technology on trucks

I don’t think the rears are an issue at all just transmission

 

I dont agree with this in any way.

Low RPM = equals less revolutions which equals less wear on all rotating engine parts. The more torque you can get at lower RPM the better. So many operators try to run newer truck engines out of the power band on the top end and then complain of low power. There is a big difference between lugging and operating the engine in the powerband.

Back to your original post. I try to think of SCR and compare it to when catalytic converters started appearing on gas engines. Through the 70's and 80' how long did the industry complain about these junk "Cadillac converters" and "electronic carburetors". A long time....... Never really hear much today about them and every car is still equipped. I'm hopeful that the Diesel industry emissions will follow suit and the problems that plague these systems will be a thing of the past. The name of the game today is fuel. Lighten up, less drag and put money in your pocket. This is the reason for the CGI blocks.....fractions lighter but just as strong. You dont need 600hp to haul a box across the country and save fuel doing it, all while staying emissions compliant.

 

Wait till the old skoolers hear about the oilpump being controlled by the ECM and not working 100% all off the time.

 

Add that to my list

 

Here is what i know.
I own my 3° truck.
Each time i bought new.
Each time the mpg inproved,maintenance costs went down and less stuff broke.
So for me newer trucks mean more $ in my pocket.

 

Goodbye EGR, Cummins reveals cool-running Stage V engines with simplified tech and a mod-free, one-world capability

I believe Australia is getting away from EGR also.

Here's the thing rant all you want about the newer engines you are just wasting your time, breath, and personal brain energy, Unless you work to get the regulations changed they are here to stay. I would prefer to see the energy that is spent whining about the problems used to either work to get the regs changed or develop a legal product to fix perceived problems.

 

Man I gotta pipe up and raise my hand for the new engines.

I pulled 140,000 lbs in southern B.C. with my 2014 Volvo D16 XE500/2050 for the first 3 years of its life. Now maxing out at 100,000 lbs and cranked up to 600 for the past 2 years and its very happy and going strong. Arguably the toughest on-highway proving grounds in the continent.

Just had "tuning" (also bump to 2250) and "exhaust work" done for its 5 year birthday. Its very happy and now more than ever, absolutely loves 1200-1400 rpm. I very regularly pull it up 10 miles at 7% at WOT at 1300-1400rpm. It is happy to lug down to 1000 and pick itself up no problem.

520k miles on it now, oil samples have been consistantly clean and good since day 1. No lie, I have had to add maybe 2 gallons of oil tops in its entire life. This downsped, big power vulva engine has been fantastic! It's just the everything bolted to it and around it that is constantly falling apart (with exception to the I shift rated for 2350 torque and the driveline that's the size of king kongs johnson haha)

Maybe I lucked out, maybe I broke it in just right. Either way, I'm a big supporter of the fat torque, low rpm running engines.....especially when you "clean em up"

 

Wondering if a retrofit for older engines is on the horizon . Probably not. I imagine eventually an old Truck if desired will need new emissions engine. Like the a Resto Mod I see on old cars

 

Cali side at least... Perfectly legal to update to a newer emission model engine. If you can get euro stage 5 engines certified as meeting current emissions requirements then you should be able to remove the worn out engine and entire emission system and replace with the newer engine with all it's emissions systems.