Aftertreatment System, EPA10
and Newer Engines
Engines manufactured between January 1, 2010 and
December 31, 2012 meet EPA10 requirements. En-
gines manufactured from January 1, 2013 meet
NHTSA and EPA 2014 fuel efficiency and green-
house gas emission standards (GHG14) require-
ments. Engines manufactured from January 1, 2016
meet NHTSA and EPA 2017 fuel efficiency and
greenhouse gas emission standards (GHG17) re-
quirements.
Model year 2013 and later vehicles meet additional
requirements as specified by GHG14 requirements.
Model year 2017 and later vehicles meet similar re-
quirements as specified by GHG17 requirements.
These vehicles are equipped with components that
increase fuel efficiency and reduce GHG emissions.
IMPORTANT: Depending on local jurisdictional
guidelines, vehicles that are domiciled outside of
the U.S. and Canada may not have emissions
aftertreatment systems (ATS) that are compliant
with EPA regulations.
Principles of Operation
The EPA mandates that all engines built after De-
cember 31, 2009 must reduce the level of emissions
exhausted by the engine to the following levels:
•
Nitrogen Oxides (NOx) – 0.2 g/bhp-hr
•
Particulate Matter (PM) – .01 g/bhp-hr
To meet EPA guidelines, engines that are compliant
with EPA10 and newer regulations use an aftertreat-
ment system (ATS) with an aftertreatment device
(ATD) and Selective Catalytic Reduction (SCR) tech-
nology to reduce NOx downstream of the engine.
NOTICE
Follow these guidelines for engines that comply
with EPA10 or newer regulations, or damage may
occur to the ATD and the warranty may be com-
promised.
•
Use ultralow-sulfur diesel with 15 ppm sul-
fur content or less.
•
Do not use fuel blended with used engine
lube oil or kerosene.
•
Engine lube oil must have a sulfated ash
level less than 1.0 wt %; currently referred
to as CJ-4 oil.
•
Use only certified diesel exhaust fluid (DEF)
in the DEF tank.
IMPORTANT: Using non-specification fuels or
oils can lead to shortened diesel particulate filter
(DPF) cleaning or replacement intervals. For
example, using CJ-4+ oil with 1.3% sulfated ash
(30% more ash content) may result in the need
for DPF cleaning or replacement 20 to 30%
sooner than would normally be required.
IMPORTANT: See the engine manufacturer’s
operation manual for complete details and op-
eration of the ATS.
After exhaust gasses leave the engine, they flow into
the ATS. First they flow into a two-part ATD, com-
prised of a diesel oxidation catalyst (DOC), and a
diesel particulate filter (DPF). The DPF traps soot
particles, then exhaust heat converts the soot to ash
in the DPF, in a process called regeneration (regen).
The harder an engine works, the better it disposes of
soot. When the engine is running under load and
regen occurs without input, it is called passive regen.
If the engine isn’t running hot enough, the electronic
controls may initiate an active regen, whereby extra
fuel is injected into the exhaust stream before the
diesel particulate filter, to superheat the soot trapped
in the filter and burn it to ash. Both types of regen
occur without driver input.
WARNING
Active regeneration can occur automatically any-
time the vehicle is moving. The exhaust gas tem-
perature could reach 1500°F (816°C), which is hot
enough to cause a fire, heat damage to objects
or materials, or personal injury to persons near
the exhaust outlet. See Regen-Inhibit Switch later
in this chapter for instructions on preventing au-
tomatic regen if necessary.
The exhaust temperature can remain high even
after the vehicle has stopped. When stopping the
vehicle shortly after an automatic regen, ensure
the exhaust outlets are directed away from struc-
tures, trees, vegetation, flammable materials, and
anything else that may be damaged or injured by
exposure to high heat.
Exhaust Aftertreatment Systems
9.1
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