DIESEL
TACKLING DIESEL AIR POLLUTANTS HPD CATCH CAN explains that air pollutants can have RANGE CONTINUES AutoTest adverse effects at various scales TO GROW New kit introduced for the new Isuzu D-MAX and Mazda BT50
Diesel performance specialists High Performance Diesel have released a new catch can kit to suit the new Isuzu D-MAX. The new kit will also fit the new Mazda BT50, which shares the 4JJ3-TCX engine. Suitable for D-MAX and BT50 models from late 2020 onward powered by the Isuzu 4JJ3-TCX turbo-diesel engine, the new kit adds to the more than 50 model-specific kits in HPD’s range. Australian made from billet aluminium, the HPD catch can is a simple and effective modification to protect the long-term health of turbo-diesel engines. Oil vapour from the crankcase breather combines with soot from the EGR valve to form a sticky deposit that restricts air flow and reduces engine efficiency and power.
The air pollutants currently causing the greatest concern in terms of local air quality, primarily because of their impacts on human health, are airborne PM, NO2 and ground-level ozone5. Road transport is an important contributor to all three. Moreover, road transport is a major source of the greenhouse gases carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O). Legislation and strategies to reduce exhaust emissions from road vehicles have been in place for some time. However, in many urban areas the concentrations of NO2 and CO2 still frequently exceed health-based limits and are not decreasing. Emissions of NOx from vehicle exhaust are regulated at type approval, but NO2 emissions are not. Direct road traffic contribution to ambient NO2 has increased with two contributing factors: diesel vehicles emit more NOx than petrol vehicles, and with a larger proportion of NO2 in NOx; and the average value of NO2 in diesel exhaust is increasing. The overall consequence is that there is now tighter regulation of NOx and NO2 emissions from diesel vehicles. Particles in diesel exhaust have a range of sizes, and the shape of the size distribution depends on whether the weighting is by number or by mass. The main implication of the particle size distribution in vehicle exhaust is that the instruments used in testing need to be sensitive enough to measure particles in the relevant size.
The catch can collects this fine vapour before it reaches the intake and affects the turbo, intercooler and inlet manifold. HPD explains that an intake clean is expensive and not covered by warranty, and in some vehicles has been required in as little as 60,000km. The new models come with all laser-cut brackets, oil and pressure-rated hoses and all clamps and fasteners needed to complete a factory-look fitment. HPD says comprehensive instructions make DIY installation easy with basic tools, or it can be quickly fitted by any mechanic during regular service. Once fitted, the HPD catch can reportedly requires very little maintenance. There is a dipstick to monitor oil level, the reservoir unscrews to empty it and the stainless steel mesh filters are said to never need replacing. The new kit can be ordered online from www.hpdiesel.com.au 94
Australian Automotive Aftermarket Magazine November 2021
The primary tool for combating air pollution from road transport is vehicle emission legislation. There are currently two main levels of emission legislation: type approval, and periodic in-service/ roadworthiness technical inspection. The exhaust pollutants which are regulated are CO, unburnt hydrocarbons (HC), NOx and PM. The limits have been reduced in stages, and changes have been made to the test methods to make them more effective. Emission-control technologies have developed accordingly. In the exhaust emission test a production vehicle is placed on a chassis dynamometer. The driver must follow a driving cycle and the vehicle’s emissions are collected and analysed. Emissions are measured over the New European Driving Cycle (NEDC). There is a need for the procedures and instruments measuring exhaust emissions be updated. AutoTest says Australia is already consistently several years behind EU standards as the
European Directive adopted the Emission Standard Euro 5 in 2011 but Australia is only up to Euro 4. “If Australia is to achieve the Australian Government’s 2030 greenhouse gas emissions target of 26-28 percent of 2005 levels, and net zero by 2050, then the Australian Government needs to implement more stringent standards for noxious air pollutant emissions and a standards regime for fuel efficiency (CO2),” an AutoTest spokesperson said. “While Australia’s air quality is considered good by international standards, our increasingly urbanised and aging population may be more susceptible to the health impacts of noxious emissions. The Australian Government needs to strengthen its vehicle emissions standards, according to these points: • Regular periodic inspections be mandated with attention being paid to NOx Cox and PM. • The impending prospect of a 100 percent imported vehicle market be supported by local Type testing of vehicles. • High vehicle emission rates are often a result of component ageing, component failure, or generally poor maintenance. • Improve Australia’s air quality and reduce growing health costs associated with noxious gasses. • The adoption of Euro 6 Standards, the readily available models of vehicles will be all higher technological standard. • The implementation of Euro 6 vehicles with substandard fuel, would limit the available benefits - lower fuel consumption, less toxic emissions.” AutoTest manufactures a combined AutoGas 5 Gas Analyser and AutoSmoke Opacity suitable for CNG diesel engines, Petrol and LPG – which it says represents a comprehensive vehicle emissions testing solution capable of measuring CO, HC, CO2, O2 and NOx. For more information, visit www.autotest.net.au
