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To: Salt'n'Peppa who wrote (192691)	9/23/2015 3:26:07 PM
From: t4texas	Read Replies (1) \| Respond to of 206086

would they not notice a decline in miles per gallon of diesel fuel also?

To: Salt'n'Peppa who wrote (192691)	9/23/2015 3:33:32 PM
From: Elroy Jetson	Respond to of 206086

You'll learn in time that a software patch isn't going to be able to solve Volkwagen's NOx emissions problems. . . . not unless every VW driver is required to always match their driving to the EPA/EU City course simulation, or pull off the road to restart their car periodically to purge the adsorbent. Off the highway, the NOx adsorbent fills up and needs to be purged with excess fuel which is unlikely to coincide with what the driver wants to do at that moment. - welt.de Once the adsorbent is full, there is effectively no NOx emissions control. This extra fuel needed for this discharge also reduces the mileage rating. VW has sold a boatload of these cars into Australia which is on the warpath. VW may need to address this problem with a reorganization in bankruptcy. Dank Piëch, jetzt jeder in der Familie hasst dich.

To: Salt'n'Peppa who wrote (192691)	9/24/2015 1:15:27 PM
From: Elroy Jetson	Read Replies (1) \| Respond to of 206086

Why am I reading all of these posts from you about the Volkswagen Group? Certainly there are other topics you can discus, instead of focusing on just one product which consumes oil.

To: Salt'n'Peppa who wrote (192691)	10/8/2015 1:52:09 AM
From: Elroy Jetson	Respond to of 206086

Just as I had heard, a software fix will only be able to fix the newer diesel VWs which use the urea injection it finally licensed from Daimler (Mercedes-Benz), which will consume more urea and still have a vaporization problem due to insufficient engine heat. This includes only 2015 and 2016 VW diesels sold in the U.S. - as well as model year 2012 through 2014 Passats which are rare vehicles in America. All other VW diesels which use the NOx adsorbant are not realistically fixable. VW calls this adsorbant a "lean NOx trap" where every few minutes the engine software instructs the car to shoot fuel-rich exhaust into the trap to create a chemical reaction converting the carbon in the exhaust and NOx in the trap to CO2 and N2. The problem is, not surprisingly, the adsorbant quickly becomes clogged and loses effectiveness. It was essentially a system which lasted long enough to pass licensing tests. Corrective action could range from: 1.) using more fuel to clear the nitrogen oxide in the catalytic converter, which would increase other pollutants; 2.) installing a larger adsorbant trap, for which there's no room, and still lacks longer term reliability; 3.) retrofitting the cars with the urea injection system which would be a very expensive retrofit. Paul Hughes, a California Air Resources Board emissions compliance manager is quoted saying, "It will likely be less costly to give people an incentive to buy something new. When you talk about tearing into the vehicles to install retrofit kits - what is possible and what is practical might be two very different things."