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 - Reflections of the Fifties - by "Country" Elliott. I remember rowing up in the 1950�s in a small, rural town in northwestern New Jersey. The closest town to ours was only 3 miles away, and there were seven dairy farms in the areas of these two country towns. We had 5 acres, and because my Dad was a salesman and not a dairy farmer, he let the Bockovens, who owned the Willow Tree Dairy farm most of our land.
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