If toyota was to have a diesel......

Oh the darn government...

What exactly is keeping them from being "EPA Certified"?

I see so many big rigs blowing out smoke clouds all the time here, i doubt the diesel in the hilux is that dirty.

 

Big rig diesels have been cleaned up massively since 95 or so. You never see smoke from our 96 cummins 11L , but ,there are many older diesels still on the road.
Currently all diesels have diesel particulate filters on large rigs newer than 2009 ,might be 2010. in 2011 or 2010(not sure) they are all have engine exaust fluid mandated, aka urea, to further clean them. My 2010 diesel passes no foul odor, yet people still want to call it a dirty diesel.

 

The main difference between European and US emissions standards is nitrate emissions - the standard is much tighter in the US.

Because a diesel extracts more energy from the fuel, the exhaust gases come out at a lower temperature than they do on a gas engine, which reduces the CATs ability to remove nitrates from the exhaust. A regular european diesel just cannot meet the US standard as a result.

The answer, as mentioned above isn't that complex - inject urea into the exhaust stream to convert the nitrates into ammonia which can be more easily processed by the CAT. The EPA argument is valid but plenty of manufacturers have figured out how to deal with it - why not Toyota?

 

these factors may decide, though indirectly at times;
8600lb and under have more strict emissions , think daily driver instead of a work truck.
Demand, notice that even jeep stopped making the diesel in the liberty after a yr or 2.
Demand vs risk. They may not think its worth the money if we wont buy enough.

Clearly the diesel volkswagon shows to me that developing the diesel for the Tacoma is possible. I think if a Hino diesel could meet us standards, they wouldve tried to sell one here.i may be wrong , but if they developed onethey would break open the market and utterly own it. Rangers and nissan would rule the used lot.

 

you all should read this

http://news.pickuptrucks.com/2010/0...li-3500hd-and-2011-ford-f-450-king-ranch.html

 

cummins mounted in the bed!!!!

 

Over $4.00 a gallon for diesel forget it.

 

we'd get like 28 mpg or better, or run on vegitable oil

 

Heh, I was just thinking last night if one could wedge the BMW I6 turbodiesel into the Tacoma engine bay. They put that engine in a 3 series, so I imagine it isn't all that heavy. Same engine hustles our X5 around pretty nice too.....

 

Mercedes did when they had them but I think that model was discontinued...not sure though

 

My Jetta (2004) and the 2010 model Jetta's don't use urea ULSD is it....

 

If you put a diesel an American diesel in the TACO it would get around the chicken tax.....

VW has a diesel pick up in South America. Just produced this year...it's called the AMAROK and has the same engine as the 2010 Jetta....Will they bring it here is anyone's guess....

 

California,,, where is Godzilla when you need one

 

The Urea is injected into the exhaust stream and converted into ammonia which then reacts inside the catalyst to convert NOx.

Ammonia Reaction
NH3 + NOx + O2 → N2 + H2O + CO2
Urea Reaction
(NH2)2CO → NH3 + HNCO
HNCO + NOx + O2 → N2 + H2O + CO2

http://www.branchenv.com/nox/scr_technology.html

Tacoyota, you are correct. Most "heavy duty" diesels in commercial trucks are certified by an engine dyno process. Vehicles under 8500 lb GVW (and some in the range of 8500-14000 lb GVW) certify on a chassis dyno as part of the vehicle. These standards (currently Tier2 Bin5 for California) are very difficult to achieve. I believe when T2B5 was first implemented many manufacturers dropped out, at least temporarily. I think the Liberty with the 2.8L VM engine stopped and best I could find, the Cherokee is no longer made in the US with a diesel.

The certification cycle is very dependent upon the "cold bag" portion of the cycle so warming up the catalysts is critical.

Although most manufacturers are moving to SCR, the current Cummins 6.7L uses an alternative NOx reduction technology. It may be similar to what the VW is using. The vehicle characteristics have a huge effect on ability to meet emissions. Vehicle test weight, aerodynamics, rolling resistance, etc.

Manufacturers are concerned that by the time you put an HPCR fuel system on a diesel (vs a gasoline injection system) and the level of aftertreatment including the soot filter to remove particulates and smoke, and combine that with the current cost of diesel fuel, it can be tough to make the economics work. What they miss is that there is a huge following looking for clean, efficient diesels in the light truck market.

Sorry for the long winded response but this is close to my heart.

 

All good, i sorta know them , just not in full accuracy , but clearly you know the actual details, specs etc.Thanks

 

Tacoyota - hope I didn't come off sounding smug.

You nailed it with your comments. It's just easy for me to ramble on the subject. First to market with a small diesel in the 1/2 ton class or smaller (Tacoma) could rule the market.

I think 30 MPG would be easily achievable with the right setup.

 

no you didnt at all . I like to get the more factual terms and such for things i know. Layman terms dont always cut it with me.

 

Someone correct me, but my understanding from davidsfarm on youtube is as long as it is an oil (be it used cooking oil, used motor oil or w/e) that will pass through the fuel injectors, it will run in a diesel engine?

I think he may have been over exaggerating a bit...lol.

 

I believe that Toyota could have diesel Tacomas coming off the lot next week if they wanted. I drove a N/A diesel LC Prado 5 spd manual in Costa Rica...thing was 4wd got what I estimated to be around 30mpg and drove mega sweet. Didn't really have alot of power with no turbo though, trying to maintain 50km/hr up the mountains back into San jose had it hummin almost at the redline for a good 20 minutes

 

I think that may be a bit of an exaggeration.

Ship engines run bunker fuel which is really heavy stuff but the fuel systems are huge and the engines run VERY slow.

Many people run bio-diesel blends, etc. but what you are concerned about from a combustion standpoint is the energy content of the fuel and the Cetane number (ability to autoignite). Variations in the fuel can cause lots of other issues like white smoke or gelling at cold temperatures, performance issues due to calibration errors between typical diesel fuel and what someone may want to run.

The more complex the engines get the more risk you have of running non-standard fuels.