The controversy that has arisen in the United States confessed manipulation of consumption in the four-cylinder diesel Volkswagen has raised the debate of approval emissions and fuel consumption. And we like. In fact we really need this debate to reach Europe and the protocols of approval cycles are reviewed , indeed, opens the door to new methods of approval. That work toward a more just and model – especially – realistic. The nature of the European homologation cycle, the NEDC , and tricks that we show below, is responsible for the consumption contained in the product information for your car does not match consumption in you actually see on a day to day.
Why did you not believe in consumption approved?
Beyond the practices mentioned in this article, published by the European organization Transport & Environment (see study, 2013), the cycle itself of approval NEDC is designed so that it does not answer the reality of the current habits of drivers (see our article “Demystifying the European homologation cycle NEDC “). This does not mean that the practices are illegal then bring , reason for sanctions as those raised for Volkswagen in the United States. With which we are faced with a double problem, the approval of a cycle that, besides not being realistic, allows too many loopholes to manipulation, in search of a more favorable result for the manufacturer.
Why is it so important to standardize consumption and very low emissions? Consumption is a good selling point. Advertise your car is very saver helps win customers. Emissions are even more important than consumption. Although I am convinced that most customers never be fixed on that data, a car homologue very low emissions ensures that this model will be taxed at the lowest taxes in Europe. You think about that when you acquire a car in Spain you have to pay a registration tax. If a vehicle homologous 120 g / km of CO2 or less will pay no tax. If homologous a higher emissions, will pay 4.75% of the cost of the vehicle, and up to 14.75% if emissions are higher or equal to 200 g / km of CO2 .
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1. Wear long developments that allow the engine to operate more efficiently . The organization Transport & Environment denounced in his study that manufacturers not only use long developments to conserve fuel (which, in some way, resulting in lower consumption in real life), but that these developments are tailored strictly to protocol approval European. And even that vehicles used for the approval may use different developments in these vehicles will find at dealerships to get a favorable result.
Here we have a major gap in the European homologation cycle. This should be done – from start to finish – by a body independent of the brand, following a similar protocol of the EuroNCAP tests. And ensure that the car to be approved is exactly like that a customer can purchase at the dealership.
2. Disconnect the alternator to reduce energy consumption of the engine, preventing the battery charge . The energy expenditure components also increases the energy consumption of the engine, by the mere fact that the battery has to be recharged, and will at the expense of the energy consumed by the alternator. Disconnecting, an advantage is obtained when standardizing emissions and fuel consumption. The problem is that in real life use ventilation of the car, listen to the radio, connect the browser …
3. Set the engine control unit to emit less greenhouse gases in terms of approval . The case of Defeat Device used by Volkswagen in the United States in Europe not only does not generate a scandal, but it will not pose any problem, the manufacturer or any sanction that utilizase this technique. The organization Transport & Environment claimed that this is a very common practice.
4. Use special lubricants, or thoroughly lubricate the engine, more efficient approval tests . Approvals used in vehicles that have been thoroughly revised engine, and ensured better lubrication of all parts, you can also get the car tighter homologue consumption. But, again, it will not respond to the reality of the product that will be purchased at a dealership.
5. Altering the alignment of the tires to reduce rolling resistance . Sometimes you have to tread carefully to save fuel. And while most of the tests carried out in a test, laboratory, also Testing continues on track. Thus any improvement in rolling resistance, however small, always help you get a more favorable outcome.
6. Use special tires with very low rolling resistance . This technique also helps, although here have to say that the use of tires with low rolling resistance standard is also spreading among manufacturers, especially in versions geared to greater fuel economy.
7. Increase tire pressures to reduce rolling resistance . Usually no one comes up with increasing tire pressures above recommended to save fuel. Indeed, this technique used in the approval tests helps to save fuel. In real life we would reduce the life of our tires, while uneven wear will occur in the tread (wear is more central area of the tire sidewall).
8. Set the test . In real life we are faced with more abrasive asphalt and adherents, to roads with climbs and descents. The banks of rollers used in the laboratory can emulate those conditions. But evidently it is usual to use the absolute configuration.
9. Zoom full disks and calipers to reduce drag . Chances are you never would have occurred to bring the discs and brake calipers, a practice that is not at all recommended if we want our car to behave properly. In the approval tests this helps reduce, once again drag.
10. Cover any protrusion of the body to improve the drag coefficient . Optimize the aerodynamics of a car to be approved covering bumps or making small aerodynamic modifications, it also helps to reduce fuel consumption and hence emissions.
Gallery : How can deceive the approved manufacturers consumption? The Volkswagen case in the United States and Defeat Device
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