What's this "addditonal after-treatment" so?
Let's be logical, if it was just a matter of 'extra', for the US market, to meet EPA regs, why hasn't JLR done that to European vehicles since the disastrous real driving results of the German transport ministry tests in early 2016?
Dieselgate broke in Sep 2015, and yet ADAC and Emissions Analytica are still testing JLRs and finding 6-10 times the permissible level of NOx almost 2 years on.
Why would JLR be so dumb to not just tweak their vehicles, as per the US ones, to avoid all this embarrassing publicity and possble bans in continental Europe from RDE testing in September?
The answer is they can't. Ingenium, and the 13 year old V6, are fundamentally non-compliant, and require major re-engineering, not just of SCR cat size, AdBlue reservior size, software tweaks, but also the fundamental combustion.
Mercedes have had to do precisely this for their aging current 3-litre V6 diesel, OM642, which has just been released for the E-Class, over a year on from launch, due to the re-engineering required for RDE, with larger SCR cat, for one.
BMW have just announced that their 2-litre diesel is being pretty comprehensively re-engineered too, with more air through twin-stage turbocharging, to reduce NOx.
JLR is not RDE compliant. Any US tester with a PEMS kit would expose them, which is why Virginia Tech, ICCT, the EPA, DoJ, Uncle Tom Cobley, won't go near it.
It doesn't matter, Baron, as a $66k, slow, two and a quarter ton 'sports SUV', with fuel mileage similar to the 2-litre ~250hp petrols from the Germans and the new Alfa, is the **** in the punch bowl, and will just be a curio for car geeks, but not buyers.