Basf tex2064

[meerschm]

Anyone have a clue what exactly this is?

 

[Mark SF]

Some context might be nice.

 

[meerschm]

from: https://www.justice.gov/opa/file/871306/download

and as repeated several times here:

For Gen 1:
Quote:
3.2.1 Require the installation of a new exhaust flap, EGR filter, and NOx Trap
that meets the specifications of BASF TEX2064, as proposed by Settling Defendants to
EPA and CARB on January 28, 2016, or, subject to EPA/CARB approval, such other
functionally and effectively equivalent hardware or software, provided that Settling
Defendants propose such other hardware or software in the applicable Proposed
Emissions Modification.


Looking for a technical discussion of what this is, and how it would differ from the original design.

 

[Diesl]

All I can find is that BASF makes both nitrogen oxide traps and selective catalytic reduction systems. They also offer combined DPF + SCR converters for light diesel engines, which MIGHT be what this is referring to (replacing the DPF with a combined filter/converter).

 

[meerschm]

http://www.catalysts.basf.com/p02/U...obile-emissions/DOCandSCRFilterAnimation2.swf

( I registered to access. please let me know if link does not work)

If, repeat, if, the standard refers to this,

it would probably replace the whole after-treatment system, DOC, DPF, NOX, and possibly the Sulfur filter as well. would not need DEF, and would use fuel (as the current design does) to treat the NOX.

How much fuel would be the $64 question

BASF also makes a straight LNT
http://www.catalysts.basf.com/p02/U...tes/catalysts/prods-inds/mobile-emissions/lnt

my guess is that the referenced standard (TEX2064) is custom for VW, and we may not see the details until approved in the late fall. (or VW chooses an alternate solution which is approved)

 

[Matt-98AHU]

Nice digging on the reading for a little more info on what may happen with any potential fix. I didn't realize there was that much detailed info already released about it. Hoping there's more progress towards a fix being implemented than the trickle of information otherwise has been suggesting.

 

[beyondwind]

This is for Gen1 fix and the mod will need to meet the Tier II bin 5 requirement of <0.16g/mi, and pass the needed 75% useful life test.

Interestingly, there is also a formula which set a price if VW can not meet the emission limit.

[Vehicles not removed from service
(number of vehicles in the
applicable Generation
less the number of vehicles Settling
Defendants demonstrate are bought back and destroyed
)] x [g/mile
(amount of exceedance)] x [15,000 miles] x [grams to tons
conversion fa
ctor] x [
70,000] = [Mitigation Trust
Payment in
dollars]

so let's say for each Gen 1 vehicle after modification at 2 times the NOx level limit,
0.16g/mile * 15,000miles * 1e-6 ton/gram * $70,000 = $168 / Year

 

[Diesl]

I correct my earlier guess: from reading the relevant document, it seems the TEX2064 is a NOx storage converter (LNT). This would mean the proposed fix for Gen. 1 TDIs does NOT involve retrofitting an AdBlue SCR system.

In the same document 1605-1, pages 105/106 there is one thing I don't quite get (probably among many others, but this one I found already...): Why is there no reference to the SCR for Gen. 2 vehicles? I thought Gen. 2 are the Passats with SCR? (This section, if I understand it correctly, deals with residual emissions control component performance (DOC, DPF, SCR) when the other components are already deteriorated to 'full useful life' (120/150k miles) condition.)

And Appendix B-2 of this document is also fascinating: I wish that along with this table of variables came a full definition for each variable, and a flow diagram or schematic representation of how the different emission control systems work! It would also help with understanding the OBD2 output from the car!

 

[Diesl]

This is for Gen1 fix and the mod will need to meet the Tier II bin 5 requirement of <0.16g/mi, and pass the needed 75% useful life test.

Interestingly, there is also a formula which set a price if VW can not meet the emission limit.

[Vehicles not removed from service
(number of vehicles in the
applicable Generation
less the number of vehicles Settling
Defendants demonstrate are bought back and destroyed
)] x [g/mile
(amount of exceedance)] x [15,000 miles] x [grams to tons
conversion fa
ctor] x [
70,000] = [Mitigation Trust
Payment in
dollars]

so let's say for each Gen 1 vehicle after modification at 2 times the NOx level limit,
0.16g/mile * 15,000miles * 1e-6 ton/gram * $70,000 = $168 / Year

Really, $70k per ton of NOx? The going EPA emission credit auction rates for 2015 were between $100 and $300 per ton!

 

[meerschm]

I correct my earlier guess: from reading the relevant document, it seems the TEX2064 is a NOx storage converter (LNT). This would mean the proposed fix for Gen. 1 TDIs does NOT involve retrofitting an AdBlue SCR system.

I think you are correct. No DEF. (so no MPG gains)

the parts referenced for replacement is fairly specific.

Interesting reading between the lines. seems like a new NOX Storage cat is included, (but not the DOC/DPF, but since the NOX cat is the same part as the DOC/DPF on the 2009, will be interesting to see how they handle it.)


makes me wonder why/if the flap is just replaced with an updated flap, or if the new means new design, and how/where the Low pressure EGR filter is changed in design for this fix.

 

[meerschm]

...

And Appendix B-2 of this document is also fascinating: I wish that along with this table of variables came a full definition for each variable, and a flow diagram or schematic representation of how the different emission control systems work! It would also help with understanding the OBD2 output from the car!

I suspect these are internal variables used within the ECU for emissions control. (and other purposes, like the R134a high side pressure, CL1_Druk)

We have access to self study guides. perhaps new ones will be put together after the fix(es) are approved.



how many of these variables are available via OBD ports is a separate question.

I will post a query on the ross tech forum.

my guess is we are on our own as to guessing which MB reflect (or are derived from) sensor status, and what is going on.

Follow up:

I did post on Ross Tech, and Uwe's response reminded me to think again how the modules talk to each other.

Each module (really a computer) is programmed to report specific values which are supplied as requested from other controllers on the bus. In some cases they also send messages out on the bus, which in some cases are requests for specific information.

The list of variables in the table are far from complete. Not sure why exactly they put this appendix in the report/agreement. The variable values in some cases come from different controllers. Uwe pointed out the wheel speed and direction. I pointed out the air conditioning high side pressure (called coolant pressure, which at least is consistent for VW).

I do agree it would be nice if VW shared more details on how all the systems in the car work.

But I see I let myself diverge from the subject of what exactly the fix is for the gen 1 cars.