I'm one of the lucky with first generation particulate filters- which used injection on the exhaust stroke to push into the filter and ignite at temperature, all in effort to burn soot... which in the words of Pete from "Oh Brother Where Art Thou", "Everett, that don't make no sense"... I'm one of the lucky for one reason: the system was a 'tack on' after the engineering was completed on the engine, which means it can be easily defeated.
Seriously- in the name of environment (which i am all for protecting), let's collect all the soot and then burn it? So- when the engine isn't regenerating, it runs pretty clean... but while it IS regenerating? It dumps what it collected in one fell swoop- microscopic now, but still the same stuff... on top of that and as a result of that, the pressure in the system due to the exhaust fixtures causes a serious impact on economy- like, as much as 4~5MPG impact on an engine with a ceiling of 18ish MPG.. pardon me, but 5mpg is more than 1/3 of 13, which according to redneck arithmetic tells me that 25% reduction in emissions is pushed by cutting in excess of 33% economy...
the technology of diesels is drastically improving with each new job of engine produced. the EPA is HINDERING this development, making manufacturers scramble to assign engineers the task of making current engines meet requirement instead of going from the ground up with an engine with that in mind to begin with. piezioelectric injectors guarding the gate of a silly high pressure common rail, for instance, allows for as many as five distinct injection events per cycle- chasing the piston all the way to the bottom of it's stroke with smaller volumes of fuel as opposed to one or two (including the pilot injection) big volume pushes allows for smoother throttle response and stingy fuel use, and to drivers means 'standing on the skinny is unnecessary' when approaching high load situations on the road. A technology introduced by Ferrari on gassers is finding it's way into medium and heavy duty applications- variable geometry cams... it's brilliant, actually.. the camshaft has a motor attached at the front or rear which slides the cam forward or backward of the block- the camshaft itself has a compound angle ground into each lobe.. this geometry allows not only lift and duration alterations to the valves currently functioning, but also actually actuates valves that were dormant prior- which can lead to actually functional variable cylinders on the engines- truly dormant cylinders that don't compress while dormant and create parasitic power drag... this is coming to diesels sooner than later... imagine driving a compound turbo charged diesel engine @ 200cid, producing 200ponies and 300#tq- then encountering an obstacle and diving into the throttle and initiating the remaining 200cid's of the block- now producing over 500ponies and over 1k#tq- (not expected or accurate figures, just for idea)- and then backing back to four cylinders after the need is eliminated... just like that... no switches to flip, no user input other than driver applying increasing pressure on the go pedal... squirting just enough fuel for the job instead of tossing so much at it that it continues to burn in the exhaust- burning super clean fuel to begin with, and there ya go.
On top of that, using the crower six stroke concept on diesel is another place to watch- further reducing fossil fuel consumption by over a third, while increasing power output... the concept is at least a hundred years old, but with engines now controlled by computers and direct injection real and working, the possibilities just expanded, and diesel platforms are the better of the two major available fuels to use. basically, there are two powerstrokes on a six stroke platform- the power stroke, the exhaust, a squirt of water at the top of the exhaust stroke replacing the expected fuel injection while the cylinder is hottest creates another power stroke, followed by exhaust and then regular injection- it's ridiculous what can be done. there is a crower six stroke engine (gasser) built on a v-twin platform weighing 49lbs that produces right at 400# of torque and over 200 ponies- now that is the exception and not the norm, but the most powerful fire breathing four strokes of similar displacement are lucky to hit 100 hp and matching torque.
but instead of pressing the development of these engines, mandates are passed down which are unrealistic to meet within deadline- making manufacturers focus on them and engine concepts built far prior, instead... go figure... particulate filters and regurgitating exhaust are band aides. but that is where all the focus is... extracting fossil fuels and scrubbing them is the focus, instead of pushing the previously mentioned developers 'pond scum' ideas (which are currently capable of making 20gallons a week, the idea is to greatly expand that technology to producing more quicker, and no- it wouldn't be invasive or dangerous to other bodies of water, as it requires a certain pH and compounds to be present in the water, which aren't totally depleted by the process)...
if anything, in my opinion and if left alone long enough to develop- gasoline will go away before diesel, before diesel is replaced by some sort of light bio oil.