Here is some more information about it:
NEWARK – Attorneys at consumer-rights law firms Hagens Berman; Carella, Byrne, Cecchi, Olstein, Brody & Agnello, P.C.; and SeegerWeiss announced details of a $700 million settlement reached on behalf of owners and lessees of affected diesel Mercedes vehicles as part of a class-action lawsuit...
www.hbsslaw.com
Information about the Fiat Chrysler Automobiles Clean Air Act Civil Settlement
www.epa.gov
I can't help but feel a little bit sorry for MB, the sanctions seem pretty severe, and it was Bosch who built the emissions system under contract, not even MB engineers, from what I can gather.
I also wonder why it only includes up to 2016 Sprinters, don't 2017-2018 have the same engines and emissions systems?
@lindenengineering maybe you can answer this one.
I will answer briefly because I am still trying to extract the exact internal mechanical engines changes .
What I can tell you is that the later V6 OM642 engines cost about $2500 MORE exchange over those earlier generations and are NOT directly interchangeable .Certainly the live data coming of a good condition as new late model unit combined with a new SOC/DPF Cat arr' reveals a crisper control on the exhaust gases and component reaction like the EGR & boost controls..
Secondly and this my personal opinion based upon the future of diesel as a power source.
The diesel engine not dead, far from it!
I believe there is a need for a REAL clean diesel engine.
Currently I can see that a marriage of VW/PSA's LNT preferences (marred by cheating & bad wrapped by varies Govs) and the SCR Adblue system preferred by MB & others holds the secret.
Currently available materials used in the thermal control parts of the treatment system are the weakness.
When new, the vital reaction components (of both systems) can reduce the harmful exhaust by products to about 90% efficiency, but ageing reduces the effectiveness to about a 60% at 160,000 kms. (100,000 miles) The major industry players know this and have stated so, but they don't really talk about it to customers/diesel users. .
The current practice of baking of DPF's to clean stored soot restrictions might be a quick cheap and effective workshop remedy by re-using the component but industry information shows that on average only about 60% efficiency is achieved, Barely enough then to ensure longevity and usefulness & pollution control.
There are of course a lot of other factors outside the control of vehicle design which marrs its effectiveness.
On a light/medium duty truck its easy to stack the system next to the engine aka Isuzu NPR truck, but when mounted under a passenger car or van like a Sprinter with space limitation limits its total effectiveness like system warm up time and/or excessive idling practices are in jeopardy .
The other is fuel quality.
Yes we have ULSD fuel meeting a minimum standard but by how much above it and what is the variation from one refinery/ blender to another across the country?. Take into account that the USA hasn't built a modern fuel refinery since 1976 which is pitiful. In reality you cannot have real emission controls without well refined modern refineries supplying the transport needs at a higher level of emission controls
Remember or take into account that sulfur poisoning of the Cat is real and that will rapidly there reduce the overall efficiency & useful life to 60% at best.
Currently then not a lot of answers, but a lot of potential problems to overcome.
Dennis