New Euro. 6 emissions standards set to clean up diesel. New Euro. 6 emissions regulations for diesel cars and vans that take effect from this September, and also cover new models launched since last September, have meant that vehicle manufacturers have had to take concerted action to clean up their act. The new regulations target a host of emissions, especially those of nitrogen oxides (NOx) and cut the permissible limits for NOx from the current 1. The regulations also cover a wide range of other harmful emissions, including carbon monoxide (CO), non- methane hydrocarbons and total hydrocarbons and particulates (PM).
The aim is to reduce these emissions, thereby limiting the impact on the environment and public health. Many major European cities are currently looking at banning non- Euro. The new Euro. 6 regulations are binding for all new models launched since September 1, 2. September 1, 2. 01.
How are manufacturers meeting the regulations? Many vehicle manufacturers are looking at a number of options that include vehicle weight reduction, reduced compression ratio and more efficient drive- trains. But the most common remedies are after- treatment systems such as Selective Catalytic Reduction (SCR), which works with a reduction agent, typically known as Ad. Blue, and the Lean NOx trap, which is fitted instead of the normal oxidation catalytic converter.
Harris Hosts First Meeting of Racial and Identity Profiling Advisory Board. A scrappage scheme aimed at removing the dirtiest diesel cars would have to be on a huge scale to have any significant effect. Analysis by the RAC Foundation found. Read the latest Auto and Technology News and updates including Auto Design trends and Technology innovation. Read more Auto Tech News and Auto Design updates online. Stories and news related to the Volkswagen diesel emissions scandal.
There are more than enough problems with the current state of emissions testing, in general – so can we completely blame Volkswagen?
More than a thousand diesel cars have been caught without an essential pollution filter that traps deadly particles, according to government figures.
The systems aren’t usually required on small cars, as optimised combustion is sufficient to meet the European NOx limits on smaller models, so it is generally found only on larger cars, SUVs, and commercial vehicles. How does Selective Catalytic Reduction work? For the latest new- generation, low- emission diesel models fitted with SCR, this works by the introduction of a reduction agent – synthetically produced urea or carbamide – in the exhaust system, upstream of the catalytic converter. Most commonly known as Ad. Blue, it is continuously sprayed into the exhaust gas and assists in the breakdown of harmful NOx, turning nitrogen oxide into harmless steam and nitrogen.
However, Ad. Blue is consumed in proportion to engine usage, and levels need regular monitoring and checking. Falling levels are indicated by a warning light on the dashboard to tell the driver when the tank is reduced to a quarter full. A further warning occurs if the tank reaches minimal levels of Ad.
Blue. Fleet operators who opt for a Euro. Ad. Blue will need to bear in mind the additional cost of the fluid and how it will be topped up. In certain cases, this could be by the driver at a filling station, and in others by a technician in a workshop. Ad. Blue tank capacities vary from model to model, although typically they are 1. The smoother the style, the longer the liquid will last.
What operational issues does Ad. Blue present? When the Ad. Blue tank is empty, some vehicles are programmed not to restart until more is added, which can obviously present fleet operators, and their drivers, with major operational issues. The location of the Ad. Blue tank varies across manufacturers and from model to model, but is often close to the diesel tank or in the boot, under the carpet, or in the engine compartment. It can usually by identified by a blue cover. Manufacturers will typically top up the tank at time of service, but consumption of Ad.
Blue can vary enormously according to vehicle type and model, vehicle load, environmental conditions, driving requirements and driving style. And, with many of today’s diesel vehicles having variable servicing intervals, fleet managers need to encourage drivers to keep a watchful eye on tank levels to ensure their vehicle will start. Vehicles using Ad. Blue are equipped with special dashboard warning lights, but again the message displayed varies across manufacturers.
The additive itself can be bought at retail outlets, dealerships or service stations, with some manufacturers providing Ad. Blue free of charge, if supplied through one of their dealerships. Costs for refilling the Ad.
The EPA's Crackdown On Race Cars, Explained. Will a proposed rule from the Environmental Protection Agency really hinder your plans to turn your daily driver into a badass track- only machine? It will, officials from aftermarket trade association SEMA and the EPA itself confirmed to Jalopnik today.
Suddenly the ability to participate in grassroots racing series like Le. Mons, Spec E3. 0, AER and more seemed in doubt. Competition- only vehicles were excluded before, but now the EPA is claiming authority over those kinds of vehicles, said Steve Mc. Donald, SEMA. The most important thing is that they aren. But, on page 4. 0,5.
Federal Register document, the EPA is attempting to make this change, emphasis mine: Second, we are proposing to clarify the language describing how to manage the precision of emission results, both for measured values and for calculating values when applying a deterioration factor. This involves a new reference to the rounding procedures in 4. CFR part 1. 06. 5 to replace the references to outdated ASTM procedures. EPA is proposing in 4.
CFR 1. 03. 7. 6. 01(a)(3) to clarify that the Clean Air Act does not allow any person to disable, remove, or render inoperative (i. An existing provision in 4. CFR 1. 06. 8. 2. 35 provides an exemption for nonroad engines converted for competition use. This provision reflects the explicit exclusion of engines used solely for competition from the CAA definition of . The proposed amendment clarifies that this part 1. Basically, the EPA wants to make clear that an exemption for turning nonroad vehicles (and engines) into competitive vehicles does not apply to your street car, even if it. Indeed, the EPA has confirmed as much in its own statements to the public: People may use EPA- certified motor vehicles for competition, but to protect public health from air pollution, the Clean Air Act has .
Instead, the proposed language in the Heavy- Duty Greenhouse Gas rulemaking simply clarifies the distinction between motor vehicles and nonroad vehicles such as dirt bikes and snowmobiles. Unlike motor vehicles . It is still illegal to tamper with or defeat the emission control systems of motor vehicles.
In the course of selecting cases for enforcement, the EPA has and will continue to consider whether the tampered vehicle is used exclusively for competition. Internet Disconnects When Downloading Steam on this page. The EPA remains primarily concerned with cases where the tampered vehicle is used on public roads, and more specifically with aftermarket manufacturers who sell devices that defeat emission control systems on vehicles used on public roads. Mc. Donald said the EPA confirmed as much to his association too during a meeting on Jan. Mc. Donald and SEMA fear a crackdown on the manufacturing of emissions- related parts for racing use. Previously, track- only, non- street legal vehicles could contain parts that didn.
The EPA has something else in mind now, and Mc. Donald says it could put a meteor- sized dent in the $3. One section in the document said the EPA . Mc. Donald said the provision was buried in an . SEMA itself only learned about it late last year.
The EPA could issue a final rule by July, or possibly longer. After that, it becomes law. SEMA, however, will continue to oppose the effort through lobbying and possibly litigation. As for the EPA, they.
Diesel emissions crackdown on the way? A global crackdown on diesel engine emissions seems only a matter of time as concerns about air quality and health increase, leaving fleet operators to scratch their heads over the most suitable choice of future powertrains. Earlier this year, the World Health Organisation (WHO) doubled its estimate of the number of people who die as a result of air pollution each year, based on increased knowledge about the health effects of pollutants such as nitrous oxides or NOx and particulates. Inevitably, that means the finger being pointed at diesel- engined cars, which are responsible for three times the NOx emissions of their petrol- engined counterparts. Diesel domination. Yet, for the last decade or more, diesel- powered vehicles have dominated the UK fleet scene. Successive Governments have targeted the reduction of carbon dioxide emissions through company car taxation, which has meant that diesel cars, producing less CO2 as they do, have become more popular than their petrol- engined equivalents – even though they have carried a 3% .
Source: SMMTThat surcharge is now set to be removed from April 2. Government is trying to convey. The issue regarding diesel versus petrol, especially since the arrival of more fuel- and tax- efficient, lean burn turbo- charged petrol engines, has now become a much more widely debated, and less clear- cut, one. And the switching point for which diesel is recommended from a whole life costs point of view has steadily increased over the years.
Five years ago, a diesel car was recommended for drivers who did around 1. This is largely because of the front end premium that fleet buyers face with diesel engined vehicles, allied to the higher prices paid at the pump. All these factors combine to start making the proposition for petrol just a little more compelling. New Euro 6 rules. At the same time, new stricter Euro 6 regulations governing vehicle emissions are coming into force and are mandatory from next January.
Meeting these new Euro emissions standards is relatively straightforward for petrol engines. For diesel cars though, it is much more challenging.
The previous Euro 5 regulations targeted exhaust particulates, with many new diesel cars being fitted with diesel particulate filters (DPF) to meet the new standards – although their operation has not been without its problems. This time, the stricter Euro 6 regulations are targeting . Diesel engines naturally produce higher levels of nitrous oxides than petrol cars, so while Euro 5 was a daunting target for diesel engines to meet, Euro 6 is even more challenging.
To meet them, car manufacturers are having to invest in yet more new diesel engine filtration technology to clean up exhaust emissions. Diesel cars are already more expensive than comparable petrol models and this will only add to the price premium. Many current generation diesel cars also require the addition of Ad. Blue fluid to a separate reservoir to help reduce emissions of nitrogen oxide.
This will typically last 1. However, if it runs dry, the vehicle will go into . This will become mandatory from the start of 2. Fleets could consider the latest petrol alternatives which, due to manufacturer developments, can now offer comparable fuel economy and CO2 emissions’ performance. For larger fleets and logistics companies that need to operate in town and city centres, consideration also needs to be given to investment in hybrid or electric vehicles (EVs) as emissions standards in city centres, such as in the London Charging Zone, become more exacting. While a move to EVs has been facilitated by recent improvements in recharging infrastructure, this is still an expensive option, and not one all fleet operators may be able to economically consider.
Fleet operators could also consider a more sophisticated approach to journey planning, such as the use of on- board telematics, to reduce emissions.