Diesel combustion has a much greater abundance of air than actually required for stoichometric combustion. But unlike a spark ignited engine (LP, gasoline) a diesel can't run at a stoichiometric condition because you aren't able to get the injected fuel as uniformly distributed. Consequently unless it is a pulling tractor which typically has fire and thick black smoke coming out the stack to get maximum power, you require excess air. At high diesel combustion temperatures much of this excess air becomes NOXs. Lowering the peak cylinder pressure significantly reduces combustion temperatures and thereore NOX, but fuel economy suffers. Two major methods to accomplish this are to retard injection timing, and introduce cooled EGR. Problem is both increase fuel consumption and particulates/smoke. So as NOX goals are lowered, manufacturers have had to add after treatment including a particulate trap to get rid of the smoke/particulates. Alternative is to use urea as an after treatment to change the NOX back to N2 and O, and then tune the engine for more economy by eliminating EGR and using a more optimum injection timing. The "created" O is used to help lower smoke/particulates, making the whole system less complex. Somewhat over simplified the complex issue but should convey the message.
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Today's Featured Article - An Old-Time Tractor Demonstration - by Kim Pratt. Sam was born in rural Kansas in 1926. His dad was a hard-working farmer and the children worked hard everyday to help ends meet. In the rural area he grew up in, the highlight of the week was Saturday when many people took a break from their work to go to town. It was on one such Saturday in the early 1940's when Sam was 16 years old that he ended up in Dennison, Kansas to watch a demonstration of a new tractor being put on by a local dealer. It was an Allis-Chalmers tractor dealership,
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