To make matters worse, they change parts each model year. So if your EGR valve fails, you can't replace it with the same part from a model produced one year earlier or later, because it's not just an EGR valve: it's got a sensor on it. And they changed the sensor and/or sensor programming year to year. Many sensors these days are just sensors - they're complete little computers connected to a sensor. Even the dealer will just throw their hands up in frustration.
Without adding heavy mobile equipment to the threads handle, here is a little on my general experiences with them - with their EPA driven sensors, valves and converters. It's a nightmare. Did it need to be this way?
On aspect is DEF (diesel exhaust fluid), an NOx emissions reducer that most people would not pay much attention to without owning a diesel vehicle. The other aspect is the engineering and physical alterations of engines and exhaust systems to accommodate - it is massive. A highway hauling truck, a bulldozer, farm equipment or excavator, will all have these systems, systems which enlarged the engine platform and electronic controllers. When equipment breaks down or codes, there is nothing one can do but make a phone call. Even if you have a electronic interface that reads codes and one can even reset them, most often it will do no good. You will need new parts and sensors (as Scottie said above), and a new manufactures electronic code flash. To get this in the field, the manufactures supplier will dispatch mechanics who drive out to sites (if lucky and the equipment does not need to be low bedded to their shop). Generally, it will be a $5,000 job to be able to turn the key and have the machine work again. It is a continuous cash register that many can't sustain. It is regulatory law.
As a whole process, they never say what carbon foot print is being created to maintain it all, to provide for less carbon. Oh well.
15 years ago, if a Cat, John Deere etc. large machine cost $250,000, it then doubled or tripled in cost (the revenue generated is astronomical). All looks to EGR systems, and I'm not sure if a whole new rethink of the diesel engine without some of this stuff could work - they need something to clean them up, but this monster? What then?
The DEF additive injection
market looks to be 37 billion on an upward trend to 74 billion, and not all countries use it. Some machines will burn 2-3 pails a day (20 liters per), or up to 60 liters. You can buy it in a gas station by the jug ($15 - 27 per) or for large transport trucks they will pump it into a tank from among the diesel pumps. In the U.S., it costs much less and elsewhere it costs more. This is just the liquid part.
My rant.
P.s. never had a muscle car, yet there are some nice ones. My first (fool of a took) was a 76 MG Midget - fist gear never worked (which is also a reverse idler gear), so one pushed it sometimes, like to double park it.
The heater was dismal. It cost me$500.00 and some used skis (should have kept it).
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