I'm beginning to think this isn't about timing belts at all. Or diesels, for that matter..
As far as the rants go, I give this one a 6 out of 10. Off topic, but certainly passionate.
Unfortunately, Social Security is one of three legs of the FERS (Current federal retirement) program.. I that proves that it is, in fact, considered to be a retirement plan. Whether that is correct or not, certainly could be debated.
Cruze diesel vs Jetta TDI
Re: Cruze diesel vs Jetta TDI
Timing belts are terrible, because social security.
Also, I saw Bob was browsing this forum during the...ranting. I assume he saw this thread and was all like
Also, I saw Bob was browsing this forum during the...ranting. I assume he saw this thread and was all like
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Re: Cruze diesel vs Jetta TDI
10 years ago, I somewhat resembled that remarkkevm14 wrote: The consumeristic American culture basically shuns conservative financial planning/spending. People that make $50k/yr qualify for and sign up for a $30k 6 year car loan. Why? Because "that's what you do, right?" I'm an American! I have a right to drive a new car!
Re: Cruze diesel vs Jetta TDI
Ok you did buy that Z06 but I don't think you financed all $34k or however much you paid. Besides, if you didn't buy it, I wouldn't have gotten to drive it those times. And you don't complain about being out of money. Pretty big difference...
A more germane rant for this thread would be about the LMK Duramax 4500. Ram is getting all this positive press for the V6 diesel. GM invested in the Gen V but I want to see this engine hit the streets.
You know if the EPA figured out a towing fuel economy rating system, light duty truck diesels might do better. Fun facts: http://www.duramaxdieselspecs.com/duramax_4500.html
A more germane rant for this thread would be about the LMK Duramax 4500. Ram is getting all this positive press for the V6 diesel. GM invested in the Gen V but I want to see this engine hit the streets.
You know if the EPA figured out a towing fuel economy rating system, light duty truck diesels might do better. Fun facts: http://www.duramaxdieselspecs.com/duramax_4500.html
Re: Cruze diesel vs Jetta TDI
I just got this month's C&D. They have a little 2 page spread on diesel exhaust gas emissions and treatment methods. Diesel emissions controls are iterating a lot faster than gas, but that's because of NOx and particulate emissions. Let's see what we have here:
- EGR coolers. Air to water (coolant)
- Catalytic converter. A little different than what's in a gas engine. Evidently diesels produce little hydrocarbon and CO emissions, so the cat mainly turns half of the NOx into NO2
- Particulate filter. Filters down to 0.4 micro inches. 21 pounds empty. Fills after between 300 and 800 miles of driving. ECM switches to a "regen" mode which basically dumps fuel and turns the collected soot into just CO2. (This is a great time for this video of a Ford/Navistar 6.4 doing a little too much regen: http://www.youtube.com/watch?v=vEYVjXh1RPM). Naturally there are sensors at the inlet and outlet to determine when the pressure drop is significant enough to warrant regen.
- Urea injection. The 50/50 NOx/NO2 output of the cat is ideal for urea to turn the rest of it to NO2. Injection rate is roughly 5% of fuel injection. The urea injectors have cooling fins because they inject right into hot exhaust. The exhaust pipes have special vanes to encourage homogeneous mixture of urea with the diesel exhaust.
Typically urea and the particulate filter are used exclusively (one or the other).
Don't forget about the fancy high pressure fuel injection systems themselves. Turbo (or two), intercooler and all the same sensors you'd have on a typical gas engine (except O2). Really, there are more sensors. There's really no logical reason to expect one of these modern diesels to be MORE reliable than a gas engine at 200k. Probably less. The only thing strong about diesels is the basic block, connecting rods, crank, that sort of stuff - none of which are problems on gas engines.
- EGR coolers. Air to water (coolant)
- Catalytic converter. A little different than what's in a gas engine. Evidently diesels produce little hydrocarbon and CO emissions, so the cat mainly turns half of the NOx into NO2
- Particulate filter. Filters down to 0.4 micro inches. 21 pounds empty. Fills after between 300 and 800 miles of driving. ECM switches to a "regen" mode which basically dumps fuel and turns the collected soot into just CO2. (This is a great time for this video of a Ford/Navistar 6.4 doing a little too much regen: http://www.youtube.com/watch?v=vEYVjXh1RPM). Naturally there are sensors at the inlet and outlet to determine when the pressure drop is significant enough to warrant regen.
- Urea injection. The 50/50 NOx/NO2 output of the cat is ideal for urea to turn the rest of it to NO2. Injection rate is roughly 5% of fuel injection. The urea injectors have cooling fins because they inject right into hot exhaust. The exhaust pipes have special vanes to encourage homogeneous mixture of urea with the diesel exhaust.
Typically urea and the particulate filter are used exclusively (one or the other).
Don't forget about the fancy high pressure fuel injection systems themselves. Turbo (or two), intercooler and all the same sensors you'd have on a typical gas engine (except O2). Really, there are more sensors. There's really no logical reason to expect one of these modern diesels to be MORE reliable than a gas engine at 200k. Probably less. The only thing strong about diesels is the basic block, connecting rods, crank, that sort of stuff - none of which are problems on gas engines.