I was told they are getting rid of DEF, could it be true?

They've been using DPF and DEF over across the pond years before we were, and they still are. I doubt it'll go away until they come up with something revolutionary, then that will be twice as costly and also have it's own set of reliability issues.

 

We ended up with thIs idea that the fumes and the soot is killing us, no real proof of it while at the same time, compressed living spaces in Europe have become so dirty and disgusting that they had to do something and did. Unlike the cities here, they have a high population density and more sickness without diesel vehicles, that adding them on their roads caused more people to be sick.

Remember we never had a plague, they had many.

But the point is that we think that we are suffering with all of the diesel vehicles when there is no proof we are.

 

Haven't heard about doing away with DEF, but I think that our friends down under run pretty clean with more DEF and no EGR, ( Please, correct me if I'm wrong, I read this some time ago) to me the EGR system is the worst part of the equation.

 

DEF producers are a huge special interest group. Some of the largest multi-national chemical companies in the world are raking in awesome profits on the bureaucratic DEF scam.

 

Just found this from 2013,

the BAUMA show in Munich, Cummins revealed their new QSM12 with up to 512 hp (382 kW) output for heavy-duty applications. The 6-cylinder, 12-liter engine has been designed to meet US Environmental Protection Agency (EPA) Tier 4 final and EU Stage IV emission regulations. The engine meets the Tier 4/Stage IV standards without the use of cooled exhaust gas recirculation (EGR) and relies on selective catalytic reduction (SCR) technology for NOx reduction.

Through the elimination of EGR, the new QSM12 restored the envelope size of the QSM11, Tier 3/Stage IIIA predecessor and returned to the simplicity of a wastegated turbocharger. The heat rejection has been reduced by over 40% compared with engines using cooled EGR.

The elimination of EGR combined with light-weight design—a sculptured block and composite materials for the oil pan and valve cover—enabled a low engine weight of 1,900 lb (862 kg) and a high power-to-weight ratio of 0.27 hp per lb (0.44 kW per kg).

Elimination of EGR is a new trend and cost-saving opportunity in heavy-duty engines that may be extended onto highway truck engines in the future. The technology has been introduced first on nonroad engines because nonroad emission regulations include no OBD requirements. Highway engine applications with OBD requirements put higher demands on the SCR aftertreatment, including high conversion efficiency and low system-to-system variability.

With ratings from 335 hp to 512 hp (250-382 kW), the QSM12 is intended for such applications as wheel loaders, excavators, cranes and material handling, road building equipment, compressors, screening and crushing machines. The engine incorporates Cummins Xtra-High Pressure Injection (XPI) fuel system, derived from the larger QSX15 Tier 4 final engine, which contributes to a high peak torque of 1700 lb-ft (2305 Nm).

The exhaust aftertreatment of the QSM12 includes a diesel particulate filter (DPF) and an SCR system. The SCR system, developed by Cummins, is a next-generation design with a Cu-zeolite based catalyst capable of over 95% NOx conversion. The system uses “advanced sensors providing full closed-loop control”, said Cummins, suggesting that the system may be using both NOx and NH3 sensors. The system utilizes the Ecofit™ UL2 urea doser supplied by Cummins Emission Solutions (CES). The combined fuel + urea (DEF) operating cost is lower than that of the previous QSX11.9 engine at Tier 4 interim.

The DPF operates as a near passive device, with automatic active regeneration occurring less than 1% of engine running time. The “heavy-duty DPF” has no impact on equipment operation, with the machine continuing to work as normal during active regeneration. The DPF provides an additional margin of PM emission control at higher engine loads, to realize better transient response, said Cummins.

Also at BAUMA, Cummins introduced the new Tier 4/Stage IV, 3.8 liter QSF3.8 engine, with a power output extending from 85 hp to 132 hp (63-98 kW). The engine uses an SCR-only aftertreatment system, with no DOC or DPF. While the QSF3.8 uses EGR, the EGR rates have been reduced. The engine uses a wastegated turbocharger.

 

Yeah, I bet the markup is right up there with selling bottled water!

 

I used to work for one of the truck manufactures, and the elimination of EGR is on the radar. That alone would increase fuel milage, huge. SCR systems using DEF are not going anywhere. Basically engineers are going to fine tune what we have and make them as efficient as possible, until new technology becomes available.

 

You would think they would like soot. It locks the carbon up and puts it back in the soil instead of pumping it into the air as CO2.

 

And tastes good imo.

 

the products we haul, how theyre produced, all the chemicals used in all the products we use and consume will disease and kill us long before emissions ever do. in fact they already are. but lets focus on some distraction because that easier to handle than the truth lol and dont pay any attention to that drink that has the pink ribbon on it and supports breast cancer yet actually contains ingrediants that cause cancer lol oh the madness in it all