JLM Lubricants: Emission Reduction Treatment
Published: 10 February, 2021
JLM Lubricants have relaunched their Petrol Catalytic Converter Cleaner under a new name: Emission Reduction Treatment. While the original name suggested the product was only suitable for catalytic converters, the product actually does much more. The formula works through the fuel and combustion system to lower overall emissions and improve efficiency as well as ultimately benefiting the catalytic converter. JLM’s Emission Reduction Treatment can be used as pre-MOT additive to help prevent emissions failures and as a post-MOT additive to help resolve emissions problems.
www.jlmlubricants.com
- Euro 6 SCR
With a focus on technical challenges and potential cost with diagnostic equipment and servicing, I think we should explore the technology that drives the need for specialist tools in both service and repair. I’m going to look at Euro 6 generation 2 diesel emission systems.
I’m convinced that the more technology manufacturers throw at improving diesel combustion, the more problems they introduce. As usual, my knowledge is based on Volkswagen-Audi Group design. Engine design innovation is now closely following that of gasoline direct injection, alike to that of the EN888.
MDB concept
The VAG MDB concept engine design is a world based modular system. This allows for a more flexible production with regional variation based on local emission standards. The three basic modules are the intake systems, a central engine core based on the EN288, and the exhaust or emission module.
The EN288 engine has 3-cylinder and 4-cylinder options with EU4/EU5/EU6 compliance. It is a cast iron block, alloy with the 3-cylinder variant, with and without balance shafts, crossflow alloy cylinder head with variable valve timing. A fully mapped and integrated coolant pump ensures maximum thermal efficiency.
It important to understand that there are significant differences between the 2.0/1.6/1.4 3-cylinder and 4-cylinder design concepts, so various comments across the range of options will not reflect every variant.
The 4-cylinder head has an offset valve layout. This introduces turbulence within the combustion chamber. The 3-cylinder valve layout is a conventional layout with swirl flaps in the intake module. Intake valve variation allows for a delay of intake valve closure (IVC) with a reduction of cylinder pressure during compression, reducing temperature and NOx. The control variator utilises oil pressure, with a backup accumulator to adjust IVO/IVC.
Emission control module
The emission control module is without doubt the most radical evolution. High pressure EGR is introduced via a valve directly from the exhaust manifold to the inlet, with the single aim of heating the 3way Euro 5 catalyst, or 4way Euro 6 catalyst when the engine is cold (see fig 1.)
Low pressure exhaust gas passes via the EGR cooler, catalyst and particulate filter into the exhaust system. During NOx reduction strategies, exhaust gas is re-circulated aided by the EGR control valve and exhaust venturi or brake as it is referred to. This device partially closes the downstream exhaust circuit increasing upstream exhaust gas pressure by 30-40mb. This helps self-cleaning of the cooler and allows for AdBlue to be injected post cat pre DPF. Mixing is aided by the turbo. This also provides for the wideband NOx sensor to monitor NOx content before it enters the catalyst and particulate filter.
The exhaust brake also increases the upstream exhaust gas volume through the cooler, aiding self-cleaning. In addition, the emission control module has the task of reducing ammonia NH3.
Fuel delivery pressures have increased to 2000bar with delivery phases from 3/5/6 events depending on the operating profile. Additional combustion monitoring is achieved via a pressure sensor built in a heater plug. The sensor data helps the PCM calculate fuel quantity, timing and EGR values.
There is also a feature I have supported for some time, relating to how the DPF is subject to regeneration or replacement based on saturation levels.
Catalytic reduction
4-way catalytic reduction, co, hc, NOx, nh3. is based on principles of absorption followed by reduction (see fig 2). This is assisted with noble metals; platinum, palladium, and rhodium. An additional ingredient, namely barium, is used to assist in NOx reduction. Barium also helps absorb sulphur requiring periodic de-sulphation. The PCM performs this process every 600mls by ensuring exhaust gas temperature around 600-650°C. This should take 15-20 minutes.
The location of the cat and SCR has required copper zeolite to assist with higher operating temperatures. The additive injector is water-cooled to help protest both the nozzle and electrical circuit. The exact control of injector timing and additive quantity is a precise value based on the specific vehicle ID. To test the 5bar delivery pressure and two-way control valve in the additive tank module requires OEM software. Additive delivered into a calibration flask must meet exacting min-max values.
We have also conducted tests on the variation in quality of adblue. I recommend either a SG test or refractometer ensuring 32.5% ratio of active agent and de-ionised water. We have seen large variations in agent quality. It should have little or no odour. Please note; a strong smell of ammonia should not be present.
Performance
I’m not insensitive to the improvements that diesel vehicles have attained. It’s just that they don’t perform as intended under actual road conditions. We find SCR additive consumption is often excessive requiring premature refill. Additive injector crystallisation and EGR cooler blockages are commonplace as well.
Be careful when interpreting DTCs suggesting a blocked DPF. It can often be the cooler that is blocked, restricting gas flow and affecting the algorithms for AMM, gas temperature, and DPF pressure. This will of course directly affect regeneration strategies.
Returning to my initial opening thoughts, is it clear that the fiscal life of a vehicle, especially diesels, could be ended by the cost of a single repair. The future will I believe move very quickly within certain demographics to PCPs and rental rather than ownership. This is just what the manufacturers want.
This means that in a shrinking market is even more vital to understand and invest in the latest evolutions.
- Add power generation to MOT for EVs demand drivers
45% of car owners believe the MOT should eventually consider how the electricity used to charge an EV has been generated, with the figure rising to 51% among owners of cars less than three years old, a new survey from Kwik Fit has found.
- MOT: Diesel fails up 240%
A record 1.27 million vehicles failed their MOT in the 2019/2020 period due to emissions, with diesels seeing a 240% failure rise compared to just 37% for petrol vehicles.
- MOT Connectivity: Time for an equipment upgrade
The last 18 months have seen several changes to MOT rules come into force across the UK, affecting both brakes and emissions. There is more to come however, and guidance issued by the DVSA at the end of 2019 signalled the introduction of further changes affecting the use of connected equipment in 2020.
The requirement to use connectable roller brake testers was introduced on 1 October 2019 and decelerometers followed suit on 1 February 2020. To comply with the new rules, garages and MOT centres making a new site application or replacing old equipment, are required to buy connected products capable of connecting to the MOT testing service. The DVSA has also announced its intention to add diesel smoke meters, exhaust gas analysers and headlamp beam aligners to the list later this year.
Benefits
Connected equipment could bring a number of benefits for garages and MOT centres. Unlike the current manual input system, connected equipment allows results to be automatically transferred as the MOT test takes place, saving time, increasing data accuracy and helping to reduce the risk of fraud. Furthermore, the data collected will allow the DVSA to spot any trends and patterns, which may require further investigation.
It is expected that all MOT tools and equipment will become increasingly connected in the future. With this in mind, garages and MOT centres should purchase products that offer this capability, in order to future-proof their MOT bays. While purchasing new equipment will undoubtedly raise financial concerns for some operators, they should regard such equipment as a long-term investment which will improve efficiency and deliver returns over time. Buying low-value alternatives is a false economy and could result in downtime due to equipment failure. While high-quality equipment provided by market-leading brands typically comes with after-sales support, including upgrades and retrofitting options.
Factors
Before purchasing new equipment there are several factors to consider and connectivity is increasingly important. To assist them in making the right choice, garages and MOT centres should select a product given on the DVSA’s approved equipment list or one that can be upgraded as and when necessary. They should also consider that further rule changes to increase connectivity are likely to be introduced in the future. Choosing easily compatible products that can be linked through the same software and controlled from just one station will result in a far simpler solution and a reduced chance of installation issues.
Where possible, garages should also look for equipment that can perform more than one function, for instance, MOT bays that also offer wheel alignment. Dual revenue options unlock a host of other business opportunities and ensure that equipment can be used its full potential, even in quieter times.
Ultimately, growing use of connected equipment is likely to become a differentiator for garages and MOT centres in the year ahead. Those that decide to embrace automation can expect to benefit from faster MOT test times, improved customer service and less downtime due to faults or errors.
- ECP says prepare for Euro 6 now and profit later
Euro Car Parts is advising repairers that carry out MOT testing to make sure their emissions analysers comply when new emissions standards come in later this year.
