Nissan-Navara.net banner
1 - 20 of 24 Posts

clono3535

· Registered
Joined
·
52 Posts
Discussion starter · #1 ·
Thought I'd start this as I'm a little confused over what is classed in the manual as a catalyst in the exhaust system of a manual D40 (not sure if it's fitted on the auto's) and I think some others are a little confused as well.
I'm no genius with cars and light commercials and more used to HGV's which don't tend to use dpf's.
As I said before it's labelled in the manual as a catalyst, being as it's a diesel it cannot be a catalytic converter as that's for petrol engines.
But it's clearly not a what I would call a proper dpf as it has no pre and post sensors.
It also can't be a poc (particle oxidation catalyst) as these are only a partial flow capture, where as when you look inside the one fitted on the D40 it's definitely a full flow filter with an internal make up similar to dpf's I've seen before.
Does this mean it's actually a depth particulate filter, which is like a halfway between a poc and a dpf, or is it a passive filter (a dpf that regenerates through normal use therefore not needing pre and post sensors to detect when the ecu needs to regenerate it).
The other question I have is why is an active dpf fitted to the automatic?
As I said before I'm no genius in cars but in the truck world the emissions are tested on the bench with a simulated load on the engine and if the engine meets regulation then it doesn't matter what gearbox is fitted as the engine has already been tested up to and beyond its maximum load capabilities in any scenario.
If this is the same with cars then why the dpf. The only other ideas I can come up with is using it as a way of obtaining a higher back pressure in the exhaust to aid in lowering engine revs quicker between gear changes to get a faster change within the box, or as a way of using the back pressure to force more waste gases through the egr when at a high load to create slightly less power as the gearbox can't cope with high torque situations. Again the second is highly unlikely or else there would be more failures than there has been and also they could reduce the power in these situations on the fuelling. But it is just a theory.
Either way these ideas are just that and using a dpf for these reasons seems like an expensive way of doing it.
Can someone with a little more info shed any light on this or am I just being daft and no one really cares :lol:
 
clono3535 said:
Thought I'd start this as I'm a little confused over what is classed in the manual as a catalyst in the exhaust system of a manual D40 (not sure if it's fitted on the auto's) and I think some others are a little confused as well.
I'm no genius with cars and light commercials and more used to HGV's which don't tend to use dpf's.
As I said before it's labelled in the manual as a catalyst, being as it's a diesel it cannot be a catalytic converter as that's for petrol engines.
But it's clearly not a what I would call a proper dpf as it has no pre and post sensors.
It also can't be a poc (particle oxidation catalyst) as these are only a partial flow capture, where as when you look inside the one fitted on the D40 it's definitely a full flow filter with an internal make up similar to dpf's I've seen before.
Does this mean it's actually a depth particulate filter, which is like a halfway between a poc and a dpf, or is it a passive filter (a dpf that regenerates through normal use therefore not needing pre and post sensors to detect when the ecu needs to regenerate it).
The other question I have is why is an active dpf fitted to the automatic?
As I said before I'm no genius in cars but in the truck world the emissions are tested on the bench with a simulated load on the engine and if the engine meets regulation then it doesn't matter what gearbox is fitted as the engine has already been tested up to and beyond its maximum load capabilities in any scenario.
If this is the same with cars then why the dpf. The only other ideas I can come up with is using it as a way of obtaining a higher back pressure in the exhaust to aid in lowering engine revs quicker between gear changes to get a faster change within the box, or as a way of using the back pressure to force more waste gases through the egr when at a high load to create slightly less power as the gearbox can't cope with high torque situations. Again the second is highly unlikely or else there would be more failures than there has been and also they could reduce the power in these situations on the fuelling. But it is just a theory.
Either way these ideas are just that and using a dpf for these reasons seems like an expensive way of doing it.
Can someone with a little more info shed any light on this or am I just being daft and no one really cares :lol:
dont try being a smartarse mate your being daft and nobody gives a **** paul lol. see you tomorrow i need some work doin on a truck
 
Discussion starter · #3 ·
Its just for my own piece of mind mate i like to understand these things. That's how you learn geezer not sitting on your **** saying go here go there lol
 
clono3535 said:
Its just for my own piece of mind mate i like to understand these things. That's how you learn geezer not sitting on your **** saying go here go there lol
mmm getting quite a few pm,s about you mate speak to you tomorrow
 
Discussion starter · #5 ·
Ha ha quality. Busy tomorrow but be over if get time
 
get a room you to :lol: :lol: :eekout
 
Discussion starter · #8 ·
Ah i see, knew there would be someone equally as sad as me on here :lol:
Thank you :salute:
 
Discussion starter · #9 ·
Just read my initial post again and think i nodded off! God i went on a bit, sorry all
 
clono3535 said:
Just read my initial post again and think i nodded off! God i went on a bit, sorry all
:+1 5 lines with pictures and crayons is about my limit :lol: :lol: :lol:
 
Discussion starter · #12 ·
landmannnn said:
At least we don't have adblue like trucks, just more to go wrong.
Telling me
 
It is common across many makes of cars and engines to introduce the dpf's on the auto-matics before the manuals.

It may have something to do with euro 3,4, and 5 compliance, as we all know auto gearbox'd cars and trucks tend to use a fair bit more fuel than the manual equivalent, there for the emissions they produce is higher, so in order to reduce these emissions the install a dpf and remap the engine accordingly. Most manufacture's meet or exceed the euro 3,4 or 5 guidelines a year or up to 5 years before they are mandatory, Hence why we are seeing more and more manual diesel engines with dpf's and cats now, so that they meet the latest euro 5 laws. Next is euro 6 of course.
 
Euro six is out there now, uses egr & ad blue.
Cats pretty much standard on most trucks now afaik.
ÂŁ6000 ish a go!!!
 
Yup, mate of mine is salesman at DAF. He said the euro 5 is selling like there's no tomorrow as everyone's avoiding the euro 6.
I'll replace mine hopefully next year with the last of the euro 5.
Won't be buying any more for a good while then.
Funny thing is, Vosa are contemplating visual smoke tests on trucks now as they're pretty much all way under requirement for test.
I tipped a tanker this morning in a warehouse (ford) with no extraction system coupled up. Couldn't smell a thing and the days of stinging eyes and not seeing one side of the garage to the next are long since gone !
 
Discussion starter · #17 ·
Heard euro 6 is affecting a few manufacturers quite bad as part of the regs is that the driver has to easily be able to reach all controls and switches. Merc are having to redesign the econic cab as a lot of switches are in the middle. That'll be flat walkthrough floors gone and more like driving plane then.
 
Been in the euro 6 daf, Volvo , Scania and merc at the commercial show. Tbh the euro 6 doesn't affect the interior at all :dunno
 
Discussion starter · #19 ·
Biggi said:
Been in the euro 6 daf, Volvo , Scania and merc at the commercial show. Tbh the euro 6 doesn't affect the interior at all :dunno
Was just what a local tester i know was telling me. most of the tractor units and 18t's are already designed around the driver anyway. But the municipal type's are the problem area as they tend to have controls in the centre of the dash so the second man can also operate them.
 
clono3535 said:
Biggi said:
Been in the euro 6 daf, Volvo , Scania and merc at the commercial show. Tbh the euro 6 doesn't affect the interior at all :dunno
Was just what a local tester i know was telling me. most of the tractor units and 18t's are already designed around the driver anyway. But the municipal type's are the problem area as they tend to have controls in the centre of the dash so the second man can also operate them.
the second man cant touch anything in that cab when hes not at the wheel otherwise he has to record it as other work and not rest or POA,they set the interiors out in the cabs to reduce fatigue and tiredness and also of course so the driver has full control of the truck and hasnt got to stretch out of arms reach
 
1 - 20 of 24 Posts