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1 In recent years Diesel DeNOx catalysts using additional hydrocarbons as reducing agents have been the focus of exhaust aftertreatment. The NOx reduction potential was often limited to 20 - 30 % in the European MVEG-A or the US FTP cycle by just adding a DeNOx catalyst on a vehicle. This result is explained by the fact that the catalyst was treated as a separate item and that the emission reduction strategy was not developed in a system approach. This paper summarizes results regarding the potential of state of the art Diesel DeNOx catalysts fitted to passenger cars and trucks when the exhaust gas system is optimized as a whole. The easiest way for a system approach is the combination of DeNOx catalysts with different working temperatures for NOx reduction. This has been demonstrated by the usage of several base metal catalysts for heavy duty applications. For passenger cars Platinum containing catalysts are strongly favored.

SOF and de-NOx catalysts are applied to heavy-duty diesel trucks which are regulated by European 13 mode or Japanese 13 mode cycles. Precious metal free catalysts can reduce SOF at low temperatures without increasing sulfates up to 670C. This catalyst shows little deterioration after 400 hours of high temperature engine aging. 32% PM and 47% SOF reduction is observed under 13 mode tests when the exhaust gas temperature exceeds 700C (ECE-13 mode). This precious metal free catalyst is suitable for diesel trucks, especially trucks with natural aspirating engine whose exhaust gas temperature is very high. De-NOx catalysts with a 300-500C NOx reduction temperature window are applied to the Japanese heavy-duty test cycle (Japan 13 mode). When secondary diesel fuel is added under modes 8 to 12, (secondary fuel addition only when catalyst inlet temperature is more than 300C), 19-25% NOx can be reduced with 2-4% fuel penalty.

New catalysts with HC (hydrocarbon) storage ability to improve NOx conversion and to minimize fuel penalty over the US Heavy Duty Transient cycle were developed. Without secondary fuel addition, simultaneous reduction of 13% NOx and about 30% particulate was achieved by storing HC from the engine during low temperature portions of the transient cycle and releasing and using the stored HC for NOx conversion at higher temperatures. With only 1% secondary fuel addition, NOx reduction can be increased to 25%, and the particulate conversion remained relatively constant at about 20%. More than 30% NOx reduction can be obtained with 3% fuel penalty. All the pollutants (NOx, PM, HC and CO) were reduced with 0-1 % secondary fuel addition.

To date, several non-SCR catalysts and catalytic systems have been suggested for NOX reduction under oxygen rich (lean) conditions, such as those which exist in diesel engine exhaust gas. However, the performance of such catalysts and catalyst systems is not clear when used on actual diesel engines. This paper reports on experimental results obtained when lean NOx catalysts are applied to diesel engine exhaust. Particularly, the catalysts' NOx performance is examined when secondary hydrocarbons are added as reducing agents directly in the exhaust gas stream. In addition, the effect of different catalyst formulations and secondary hydrocarbon addition on particulate emissions is monitored. Finally, partial system optimization is performed and the applicability of such catalysts and systems to engines operating under the US Heavy Duty Transient Cycle is examined.