volkswagen e le emissioni

[numero1]

Good morning.
here the point of view of an Italian researcher who works in vw.http://www.corriere.it/economia/15_...me-a81d11fe-71c7-11e5-b015-f1d3b8f071aa.shtml

thanks to the report, great article I just read, and....... I agree with the engineer
The only thing that doesn't come back to me is this, in Italy (I see that the writer is Italian) such an initiative, can perhaps start from the bottom, with the acquiescence more or less brazen of the leaders.
I think that there was no direct order from above.

 

[Lettore espatriato]

Hello hunter, hello number 1
In fact, there would be a whole series of psychological considerations concerning the attempt to say (both induced or self-induced) : "it is the fault of the system".
I, as ignorant of many things, confine myself to observing some aspects of this person's "lettra":
1) the rules (European, American, world) are norms or have they become, simply, "advertising power" ? if compared to the letter what the legislation says , are they in the "right" or "in the wrong"? If the safety regulations say that the railing of a balcony must resist 200 kg at a certain point, with a certain angle, at a certain height, but I know very well that moving 20 cm, I end up where the railing does not resist 50 kg, to whom should I say it? I have to call the eu and say, "have you forgotten this and this?"
we take crash tests:
4stelle, 5 stars, seems to be the gastronomic guide to restaurants. But then, how many "frontal" accidents happen exactly in x direction, that is, according to the longitudinal axis of the machine? and if the shock occurs with 10° inclination? what does all the frame work mainly in x direction? and if the wheel circle (!!!!!!) is in sheet instead of light alloy? or the wheel is steering? If there wasn't the wheel that does as a "end-of-the-wheel" all over the side as it goes to "finish".
https://youtu.be/5im_zsw278yand wanting to go out of the car industry a few months ago Sir dyson complained because, for example, the measurement of some characteristics of the vacuum cleaner is made without dust.... or that the measurements of energy consumption are made in certain conditions, from which some German vacuum models consume more
http://www.telegraph.co.uk/technolo...ests-leaving-the-eu-over-vacuum-cleaners.htmlSo, yes or no, yes, because they provide a common "common" term. but they are not to be taken as absolute truth, because they are "adjustable" (like every human law) and because reality is always different from what you can imagine (how many brackets mounted on the contrary with all the "anti-sweet" systems you want... eh? )

2) consumer : I'm laughing at "the automotive industries are dinosaurs..." . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I do not say that even the consumer has no reason for it, but if we have to apply the "customer is always right" then let's go straight home.

(ii) fragmentation of knowledge : in my opinion, ignorant, the lady has emphasized, perhaps unintentionally, an aspect of modern multinational companies and of which you have already spoken here http://www.cad3d.it/forum1/threads/44884-trasmettere-le-competenze-aziendali .
that each of the people engaged in a project, a research, a study, is entrusted only a very small part of the whole project (for so many reasons ...). No one can say that they have defined everything, from the idea to the finished product.
It may be that the "civetta" software of the vw was written by someone for other uses, then someone else put it in the power stations, thinking it was a trivial update euro 5 / 6 . only a few, selected, people were and are aware of the whole "trafila".

4) competition : a cyclist acquaintance told me how to make a hole on the "dades" that hold the rays, earned x grams per piece. multiplied by n rays for 2 wheels did something around 40-50 grams. When I pointed out to him that I felt "so much effort for nothing" rightly, he pointed out that, on his bike, they were a 3-4% less weight.
and these ideas, infinitely smaller, are on the agenda in the car world. the teams "reduction costs" are those that, for example, eliminate the rear hanger . because' eliminate a hook, the nut welded on the body shop , the hole on the bumper, the plastic cover , the operation of the robot that weld the nut, the space on the plastic shell for the "ready intervention". Total savings 2 € . multiplied by 500000 cars are 1 million € saved.
and on these "furbates" is based, also, the assessment that is made within these companies, every day.

all this to say that inside that "lettra" , written by own choice or "under dictation" , there are also some indications of what is becoming the profession of those who design modern devices.

 

[Lettore espatriato]

It seems, however, that the "others" are not well put to nox for 2017 tests.
http://www.theguardian.com/environm...llution-in-real-driving-conditions-tests-showthe jeep 2.0 multijet 10 times the limit. a lot of work is planned for the calibration of these diesel plants. or will it be enough to extend to all the expensive urea system (the right adblue? ).

 

[cacciatorino]

If the safety regulations say that the railing of a balcony must withstand 200 kg in a certain point, with a certain angle, at a certain height, but I know very well that moving 20 cm, I end up where the railing does not resist 50 kg, to whom should I say it? I have to call the eu and say, "have you forgotten this and this?"

Actually, the vw didn't do this. It's pretty clear if you read the papers properly. taking back your analogy, what he did: "I put a railing at that point holding the 200 kg, then as soon as the inspector goes away the disassembly and I put one that holds 50 kg. So on all 10 million balconies that I will save from now on a stretch of 200 kg railing, and I take advantage of those cogli@ni of my competitors who will buy ten milons of 200 kg railings".

Do you understand the vw malafede?

 

[numero1]

Hello hunter, hello number 1
In fact, there would be a whole series of psychological considerations concerning the attempt to say (both induced or self-induced) : "it is the fault of the system".
I, as ignorant of many things, confine myself to observing some aspects of this person's "lettra":
1) the rules (European, American, world) are norms or have they become, simply, "advertising power" ? if compared to the letter what the legislation says , are they in the "right" or "in the wrong"? If the safety regulations say that the railing of a balcony must resist 200 kg at a certain point, with a certain angle, at a certain height, but I know very well that moving 20 cm, I end up where the railing does not resist 50 kg, to whom should I say it? I have to call the eu and say, "have you forgotten this and this?"
we take crash tests:
4stelle, 5 stars, seems to be the gastronomic guide to restaurants. But then, how many "frontal" accidents happen exactly in x direction, that is, according to the longitudinal axis of the machine? and if the shock occurs with 10° inclination? what does all the frame work mainly in x direction? and if the wheel circle (!!!!!!) is in sheet instead of light alloy? or the wheel is steering? If there wasn't the wheel that does as a "end-of-the-wheel" all over the side as it goes to "finish".
https://youtu.be/5im_zsw278yand wanting to go out of the car industry a few months ago Sir dyson complained because, for example, the measurement of some characteristics of the vacuum cleaner is made without dust.... or that the measurements of energy consumption are made in certain conditions, from which some German vacuum models consume more
http://www.telegraph.co.uk/technolo...ests-leaving-the-eu-over-vacuum-cleaners.html

But at this point we should establish the characteristics of dust, don't you think?
this to have homogeneous tests from the nepal to the housewife of houston....... passing through the whole sahara, for example.
and I just let you imagine the casino that would come out among the experts;
- we use fine sand of gobi
- but you are crazy we are able to suck the powder of a favela
- ah we are not, most of the world does not live in a favela, we take the Swiss housewife as reference
- Yes, because you think most of the housewives are Swiss
- and... Going along. :
once, and if a solution had been found, an average, that must be, and if German vacuum cleaners outside those conditions aspire less or consume + are in place, with the legislation I mean, and it is useless to complain.
In fact... if you are good you should be able to sell + highlighting the negative aspects of German kactives

So, yes or no, yes, because they provide a common "common" term. but they are not to be taken as absolute truth, because they are "adjustable" (like every human law) and because reality is always different from what you can imagine (how many brackets mounted on the contrary with all the "anti-sweet" systems you want... eh? )

yes, although it is obvious that they are not to be taken as absolute truth, but as absolute comparison ground yes.
for some instead are, according to them of course, to take as absolute truth

2) consumer : I'm laughing at "the automotive industries are dinosaurs..." . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I do not say that even the consumer has no reason for it, but if we have to apply the "customer is always right" then let's go straight home.

Yeah, okay, but... not all the world is how he uses it

(ii) fragmentation of knowledge : in my opinion, ignorant, the lady has emphasized, perhaps unintentionally, an aspect of modern multinational companies and of which you have already spoken here http://www.cad3d.it/forum1/threads/44884-trasmettere-le-competenze-aziendali .
that each of the people engaged in a project, a research, a study, is entrusted only a very small part of the whole project (for so many reasons ...). No one can say that they have defined everything, from the idea to the finished product.
It may be that the "civetta" software of the vw was written by someone for other uses, then someone else put it in the power stations, thinking it was a trivial update euro 5 / 6 . only a few, selected, people were and are aware of the whole "trafila".

sleep d'accordo

4) competition : a cyclist acquaintance told me how to make a hole on the "dades" that hold the rays, earned x grams per piece. multiplied by n rays for 2 wheels did something around 40-50 grams. When I pointed out to him that I felt "so much effort for nothing" rightly, he pointed out that, on his bike, they were a 3-4% less weight.
and these ideas, infinitely smaller, are on the agenda in the car world. the teams "reduction costs" are those that, for example, eliminate the rear hanger . because' eliminate a hook, the nut welded on the body shop , the hole on the bumper, the plastic cover , the operation of the robot that weld the nut, the space on the plastic shell for the "ready intervention". Total savings 2 € . multiplied by 500000 cars are 1 million € saved.
and on these "furbates" is based, also, the assessment that is made within these companies, every day.

all this to say that inside that "lettra" , written by own choice or "under dictation" , there are also some indications of what is becoming the profession of those who design modern devices.

I press that I have never designed cars, but what the engineer says has already happened to me several times.
then recapitulating:
1) legislation is good and right
2) are they too narrow for which you have to circumvent them? we say no, but then you risk losing quality/price ratio, attention I said risks, not that you definitely lose it
3) are they circumventable? not always, but we say yes also with a lot of imagination sometimes
when it happened, in my field, that I was with my back on the wall the answer was, invariably that it didn't matter, I had to find a solution that allowed etc.
sometimes with very colorful terms......... because money, time, cut, man on mars etc. etc.
and, always sometimes, it was evident that they were consciously encouraged in that direction, sometimes not.
when I resisted, because obviously it was impossible, I paid for the consequences.
Hi.

 

[Lettore espatriato]

Good morning.
I would point out that, as a result of investigations into germany and South Korean, the number of companies that seem to be "defeat device" is increasing:
opel (gm, vauxhall)
Nisan
http://www.quattroruote.it/news/ind...emi_che_escudono_il_trattamento_dei_gas_.html
http://www.quattroruote.it/news/ind...del_sud_14_modelli_su_16_sono_irregolari.htmlto those interested in the English point of view on nissan (see that the car is produced in uk):
http://www.bbc.co.uk/news/business-36299555In both cases fca comes, however, called into question.

then, someone with an emission expert, could, maybe and if you want, explain the link between nox and particulate .....

 

[Lettore espatriato]

I take advantage of it because, following this post and the news reported in the newspapers, I noticed how, more and more, the emissions have become linked also to what goes upstream of the blast chamber. and to how what "enter" in the engine, go to influence what "comes".
I was particularly impressed by this:which is best shown here (wrong or seems a piece of rapid prototyping?).
flow straightener. a thing that literally translated into Italian seems to come out of stellar wars : flow radrizer.
as seen from the first image is mounted in the duct ranging from the air filter to the turbine.
Now, what does this particular have to do with the issue scandal? Is it possible that "a grate" has something to do with "unburden emissions"?
despite the absurdity of the thing, yes. why?
If you look at the first image (as loose) to the right, you can see that, immediately downstream of the "raddrizer" is the air flow meter . Now, this sensor that has made so many owners of diesel machines damn, is the sensor that measures the amount of air that passes at a certain time in the pipeline and, consequently, indicates to the engine control unit how much fuel it can inject into the engine. This will prevent, for example, the introduction of diesel which could not be properly burned within the combustion chamber and could therefore alter emissions.
and why would a sensor measure a "simple air flow" be "falling"?
Probably, with a nice straight duct, maybe 1 meter long and 30 mm diameter, would not fail.
because this sensor reads the air velocity at a certain point and, assuming the constant flow throughout the section, derives the flow.
Unfortunately, however, the engine compartment of today's cars, given the number of accessories and versions required by the market, has become more and more crowded and , bringing in devices like this air duct, has become an ink game. Sometimes, even, it becomes an ink game that only works on the assembly line, because then, if you have to disassemble some components in assistance, then you have to disassemble "half machine".
If you look at it, you can see that it does a whole series (at least 3) of folds at 90°(or almost) to follow the engine profile and fill as little as possible in the engine compartment.
This, of course, you can do it with the "plastic" tube. and the air that "corre" inside? eh... know ... however it is very probable that it forms vortices and "irregularities" in the air flow that make sure that, perhaps, in the center of the tube the measured speed of the air is different from the real one on the outer part of the section.
So what does this "flow throttle" serve to make sure that the air coming out of the filter is placed as "adjust" as possible within the "tube", so that the air flow meter can "work" as best as possible. and not make him angry he uses....

ps. they say that these interventions do not alter performance (consumption/power/etc,,). It may be, but a "grate" so, that in addition to removing a 10-20% useful area, "orient" also the flow (introducing albeit minimal losses ) according to me, a minimum effect does.
What do you think?

 

[paulpaul]

I believe that this detail introduces a minimal loss of load: It may be a small percentage, compared to the definitely higher load losses introduced by the intake filter or aftercooler, for example. It is also true that a turbo engine is less sensitive than an aspiration to the intake side load losses, since - always percentively - a load loss of x pascal affects much more at atmospheric pressure (or in light depression) than ordinary turbo engine oversupply pressure (1,4-1,5 bar approximately).
It can therefore be that the impact on performance is indeed negligible as they say (this is the official position of vw?), or that it has been compensated by an appropriate reappearance of the control unit, able for example to increase a little the pressure of overpower, but without having obvious repercussions on consumption and/or emissions.
it will be interesting to evaluate the next tests, conducted on engines modified with the same criteria as those of last year.

 

[Iraz]

but it could not be the opposite, or rather, on the one hand introduces a loss of load but on the other stabilizing the flow causes the losses given by the less turbulent motion.

 

[TAURUS77]

I take advantage of it because, following this post and the news reported in the newspapers, I noticed how, more and more, the emissions have become linked also to what goes upstream of the blast chamber. and to how what "enter" in the engine, go to influence what "comes".

.....I would like to say that even what comes out influences what enters for example .....restricter egr and systems like lnt....

 

[paulpaul]

but it could not be the opposite, or rather, on the one hand introduces a loss of load but on the other stabilizing the flow causes the losses given by the less turbulent motion.

Who knows, maybe reduces a bit the localized leak between filter box and tube...but in general all straighteners add a load loss. It's still hard to do a detail assessment on two feet.

 

[paulpaul]

.....I would like to say that even what comes out influences what enters for example .....restricter egr and systems like lnt....

egr especially...because part of what comes out is ributtato pari (maybe cooling it a little...) in aspiration!

 

[TAURUS77]

egr especially...because part of what comes out is ributtato pari (maybe cooling it a little...) in aspiration!

...... if during the cycle or the path for a reason x there are no conditions to make denox then the dpf-lnt group sends in nox especially if the circuit is equipped with egr lp

 

[paulpaul]

Hello taurus
I stayed a little behind in the motor industry: as devices suitable to prevent/remove nitrogen oxides are firm to egr, scr and nox storage devices (lnt). However, the only "connected" with the aspiration was the egr (by definition), of which we know the operational limitations, but the others? What do you mean when you say "return nox"?
Thank you.

 

[TAURUS77]

Hello taurus
I stayed a little behind in the motor industry: as devices suitable to prevent/remove nitrogen oxides are firm to egr, scr and nox storage devices (lnt). However, the only "connected" with the aspiration was the egr (by definition), of which we know the operational limitations, but the others? What do you mean when you say "return nox"?
Thank you.

I make a short example with image taken from the webin some configurations it is possible that there are:
- a high pressure egr at the outlet of the suction collectors
- a low pressure egr at the output of the dpf-lnt group
- two egr one upstream and one downstream managed by a bypass valve that flows into the aspiration.
if by chance in the lnt that has accumulated quite a bit of nox does not occur the reaction of denox those that have already formed in the combustion chamber with the high temperatures you send them in through the egr both high and low.... where the hippo being the exhaust gases however colder than those combustion "do not participate in the combustion reaction and lowering the temperature in the combustion chamber prevent.... but as I told you before if a part passed for any reason you re-release it with a plus of nox that you fucked in that cycle... .
in practice the previous cycle influences the next and it is precisely them that you go to calibrate in the central on or on the counter or on the road the opening adjustments of egr, butterfly + swirl in correlation with the temperature water motor, temp environment and various other parameters...in practice a nice to do... .
the calibrators fix starting points according to the norm to exceed the tests of the nedc cycle...the points are
tamb +25°c with a delta of +-5°c a tot of nox expressed in g/km not to be exceeded within the cycle of homologation.
each house handles these points as best believes...the important thing is to stay under the fixed nox threshold and in that case the control unit passes from the various eom (engine operation mode... cold motor... Tiepid engine... hot engine) by implementing all those strategies that in cloosed loop must monitor combustion.
I don't know if I was clear because the subject is long and complex, what has been read or seen in newspapers or TV is the choreographic part of an immense work.

 

[paulpaul]

I don't see the image but I understood the pattern...I wondered especially if there was a connection between the "filter" for the noxes and the aspiration (besides the egr loops), and you confirmed that it is not so.
years ago (2002-2003) I had to deal with simulation models "control oriented", and the simulation of an egr lp of a diesel, with valve pwm + cooler + butterfly valve, the latter not yet implemented in the engine of time, but with which different strategies were evaluated especially to expand the field of operation of the egr, reducing the pressure intake manifold. I then stopped following this thread... to devote myself to something else!

 

[Lettore espatriato]

I add another piece:http://uk.reuters.com/article/uk-volkswagen-recall-idukkcn0ym1s1

in particolare:
but germany's kba motoring regulator has since march held up a recall of vw passats. a source at vw said the kba was concerned that the proposed fix to make the cars comply with emissions regulations would lead to an increase in fuel consumption for the passat.

notizia di questi giorni che anche le passat sembrano aver superato i test "ri-omologativi" della kba. probabilmente sfruttando anche quelle che sono le tolleranze previste nei consumi/emissioni. ma bando alle ciance folkloristiche.

I believe that this detail introduces a minimal loss of load: It may be a small percentage, compared to the definitely higher load losses introduced by the intake filter or aftercooler, for example.

I don't know, in this specific case. in general, for what is of my knowledge, the filtering element, in itself, is not the first element of load loss.
the main elements, usually, are the curves of the ducts and the filter cassette. then the filtering element.
Of course, if you have a straight conduit (so with few load losses) the losses that occur in the filter are significantly more important, but, as mentioned, the cases in which you have conducted straight lines from the output are extremely rare.
for this a "free" put in the middle of the post filter duct, it seems to me a loss not negligible.

...it's also true that a turbo engine is less sensitive than an aspiration to the intake side load losses, since - always percentively - a load loss of x pascal affects much more at atmospheric pressure (or in slight depression) than ordinary superpower pressures of a turbo engine (1,4-1,5 bar approximately).

However you have a machine (the turbo compressor) that has to provide you out (the "pressure") and that, instead of receiving x, incoming receives x-(z%). means having to make that machine more work at the same output result (pressure air going in the aspiration).
from here the doubts raised by some regarding the possible decrease in duration of some components.

it will be interesting to evaluate the next tests, conducted on engines modified with the same criteria as those of last year.

I agree.

but could not be the opposite, or rather, on one side introduces a loss of

load but on the other stabilizing the flow reduces the losses given by the less turbulent motion.

that I know, in addition to "rading the flow", the only other positive effect that could have such a device is to counter the "rotation" of the air flow inside the pipe. in some cases may be positive, in other negatives.

.....I would like to say that even what comes out affects what enters for example

....restricter egr and systems like lnt....

I try to explain better what I meant by "what enters influences more and more what comes out": the exhaust pipes originated at the beginning to bring the combustion residues away from the passengers (so zero verification on gaseous emissions, zero on acoustic emissions, zero feedback), then began to implement a control of the acoustic emissions (zero verification on gaseous emissions, audits on acoustic emissions, partial feedback in case of exhaust devices on silencers), then to pass to the various laws in California, use and by not being able to dose exactly anything (air/combustible/nox/etc) you have to intake, you can never think of complying with current regulations.

egr especially... since part of what comes out is rebutted equal

(maybe cooling it a little...) in aspiration!

......if during the cycle or path for a reason x there are no conditions

to make denox then the group dpf-lnt sends in nox especially if the circuit is equipped with egr lp

You said the same thing.
exhaust gas, more or less rich in nox, cooled or not, which are reintroduced in aspiration. but nox that have already been produced. are only managed in the most "useful" way (or less harmful) at the moment. in the best cases are reduced and sent "out".


I, thank you for the remarkable technical information that you both brought.

However, I continue to remain intrigued by the link between nox, co2 and particulate.

 

[paulpaul]

Hello and thank you!
relative to the load losses of the filter, I still intended to refer to the whole group: box plus filter element. actually, I remember the data of a turbodiesel engine a few years ago (more than ten), and therefore it may be that things have changed in the meantime: then, the losses in the ducts were practically negligible compared to those in the filter and aftercooler. but, as you said, it also depends on the layout of the suction circuit.
I then agree with the increased absorption and/or lower flow of the compressor (as long as I keep the pressure constant) as a result of insertion of a load loss in suction, but in my post I was especially referring to the fact that the possible loss of additional load affected a percentive more on an aspiration than on a turbo, equal to all the rest, with greater density and therefore torque loss!
Bye!

 

[Lettore espatriato]

...

However, I continue to remain intrigued by the link between nox, co2 and particulate.

sometimes just wait, then the answers come.

Thanks paulpaul and 320i s!

...in reality the eight homogeneous charging motor is a warmer diesel engine, both as maximum combustion temperature (2000-2500 °c versus 1500-1800 °c) and as fumes. the first situation is due to the fact that the eight homogeneous motor works with an a/c ratio about stechiometric (where the maximum combustion temperature is precisely), while the diesel with considerable excess of air. the second circumstance is due instead to the greater expansion ratio (“child” of the greater compressor ratio) of the diesel. is the oxidizing catalyst of diesel to suffer more, as it is difficult to keep in temperature.

nitrogen oxides are formed by nitrogen and atomic oxygen association: the greater the temperature, the greater the dissociation of nitrogen and molecular oxygen in nitrogen and atomic oxygen. However, it is not enough: their association in nitrogen oxide is so much more moved to “right” (to the products) as high is the concentration of reagents, like every chemical reaction. Therefore, in the end, high temperatures are needed but also high oxygen and nitrogen concentrations: the first are greater in a homogeneous gasoline, the second in a diesel and in a laminated gasoline. in the end, the noxes in a diesel are formed in the zones about stechiometrics of the jet, which are the hottest and however find abundant air in the surroundings: These reactions then do not reverse during the expansion, as cooling during the expansion in a diesel is much higher than gasoline, as we said before, and we are therefore more nox to the exhaust than in a gasoline. Besides, we can not even mount a trivalent (reducing) because of the strongly oxidizing environment, and therefore we find them in the environment (unless specific denox plants or suction gas recirculation). I have no access to specific data, but probably, with laminated gasoline, nox production is higher than in a homogeneous gasoline. you probably manage to deal with egr/trivalent without installing denox implants.
...
Bye!

p.
320is, which I think you work within, may perhaps correct or add some aspect.

...
I only add for the speech of the noxes and endothermic engines

in the diesel the problem is much more felt, because in this cycle the conditions for the formation of the noxes are created much more easily, not that in the eight cycle, these conditions do not grow, but the formation of the noxes (and therefore the "damage" environmental) is added to the problem of the temperature peaks that occur when the mixture is very poor (e.g. the "lean burn" engines that seemed promising at the end of the 90s, they were then abandoned, they were just for these reasons).
in diesel, the prerogative of low consumption at constant load, occurs only in strong excess of air (at the same level of other conditions), but also the noxes are created, therefore already from the euro 4 (do not throw in the American homologations that are an even more complex topic) has been resorted to the approach of the stecchiometric, in order to overcome the problem, together with a greater overall efficiency of the entire engine.
the problem, however, that this entails a greater production of particulate matter, then knocked down with dpf and fap, but we know well all, the side problems that are created when a small diesel does not reach the operating temperatures.
with the euro 5, things have worsened, so much so that for some motorizations of the car, the systems of injection of urea (but in a partial use, not continuous as on the heavy vehicles) and some houses have made the vans with double mapping to bypass the controls (every reference is anything but random).
with the euro 6 it has become mandatory the system of injection of urea, but the costs for the small cylinders have grown (it is meant in the first purchase and the scrap of the urea tank), so that certain cylinders are anti-economic on certain cars.
with the next regulations, the diesel up to 1.5-1.6 of displacement is destined to disappear, for the reasons and problems described above, while the other motorizations all the builders are evaluating the situation, but many high-end cars to the current studio, still provide diesel motorization.
....