In 2007 it was agreed to limit emissions of Diesel engines to 80 mg/km of nitrogen oxides (NOx), a figure that had to be met starting in September of this year to new models to the market: the Euro 6 legislation. Many manufacturers got their engines to adopt, in laboratory conditions, and many other engines were removed from the market for failing to meet that limit.
starting in 2017, not only will take into account the emissions of NOx in the laboratories, also on the road. This is called real driving emissions (RDE), and will be the test of a pioneer in the world. During 2016 will also be such evidence, but the result will only be informative.
The car manufacturers took the hands to the head and was notified to the european authorities: comply with Euro 6 on the roads of truth was going to be mission impossible. That would remove many of the models on the market and stay with gasoline engines, hybrids, gas, or electric. Some experts sentenciaban as to the Diesel in a rapid decline. Is wrong.
Moving from the laboratories to the reality, the NOx limits have been violated systematically in the past 15 years, according to independent testing of the ICCT and Carslaw
Removing the Diesel from the equation would make the CO2 emissions per manufacturer would, and would not be met the target of 95 g/km on average to 2021. By the way, this objective was delayed, and relaxed by the pressure of the manufacturers. The goal for 2015, 130 g/km of CO2, it has managed to be reached by almost all manufacturers. The Diesel engine emits less CO2 than petrol, hence it has relied for so many years.
Since that Euro 6 could not be accomplished with the RDE, the European Commission raised a concern that might exceed the legal limits until 2019 on a 60%, and thereafter, in a 20%. But the manufacturers and the countries where they operate have been pressed, until you get relax again the thresholds.If not, manufacturers would lose a lot of money.
has Finally come to an agreement. From 2017 until 2020, it may exceed the limit of 80 mg/km in a 110%, that is to say, 168 mg/km. This limit is dangerously close to the limit that it placed Euro 5 (valid from 2009), 180 mg/km From 2020, it may exceed 50% of the limit, 120 mg/km.
In other words, we have gone back several years all of a sudden.
These were the reductions theoretical NOx from 2001, 84% less emissions. This image is the confirmation of a failure of monumental
Except the Netherlands, which voted against, and the Czech Republic, which abstained, the other countries voted in favour of relaxing the limits. You have changed the emissions of gases of greenhouse effect by others are toxic and directly affect the health of the people. Who understands?
In reality, the limits of 80 mg/km would be achievable, but using sophisticated techniques, and very expensive. As the manufacturers were reluctant to pass those costs to customers, because it would cause the Diesel to be very difficult to sell, have preferred to protest, and have gotten away with it.
anyway, the positive reading of all this is that emissions are to be reduced so net. If we take the data of actual emissions models currently on sale, they bypass the limit of 80 km/km in 4-5 times on the road (on average). If “only” the jump in the dual, does not cease to be a breakthrough.
The ICCT made tests with several models Euro 6 and only 2 models of 13 to comply with the limits, or almost did. To comply with the limits it was POSSIBLE without changing anything
Meanwhile, the united States continues to have some limits much more stringent, 43 mg/km of NOx. The European Union will be the results of driving in real conditions, but it falls well behind north America. As for Japan, it is better not to talk, better not to.
We are left Diesel for a while, is not finished
The interest in maintaining a industry has been put above the health of citizens. If they had been withdrawn from circulation dozens of engines from Diesel to not comply with the standards, our lungs would gain in the long term, but that it was not a priority.
The petrol engines are recovering a lot of ground to the Diesel. In the segment, virtually no one bet for the diesel, and in the segment B begins to decline the offer. Already was a natural tendency, but has been lengthened in the time. Everything is for lower CO2 emissions, right?