In the last few days we have been reporting that the future of the diesel engine is going to change. Although the European Union has admitted de facto that the NOx limits taxes on Diesel cannot be met with current technology, and has given margin to exceed the limits until after 2019, the strong commitment to the diesel engine is going to have to change drastically.
For those engines comply with the NOx limits is required expensive technology and various systems anti-pollution, and the client may not always want to go through the ring. Then, what alternatives are there? For a few. There are already on the market technologies that emit little CO2, or that do not emit CO2, and that will bring them closer to the manufacturers target of 95 grams, if put the batteries.
There are some manufacturers that already have anticipated what is to come, I quote examples:
- Toyota and Lexus have invested heavily in the petrol hybrid
- Volkswagen and its brands have done the same with the natural gas
- Fiat, Dacia, Opel, Ford… have a supply of LPG, above average
- Renault and Nissan played their tab in favour of the electrical
LPG and CNG
For internal combustion, more eco-friendly that can be done is to move with a gasoline engine adapted to work with gas. There are dozens of models on the market with that capability, well since leaving the factory or with a guaranteed conversion right prior to delivery to the client (authorised installers).
These fuels, due to its low content in carbon molecules, produce lower emissions of CO2. In addition, as the combustion is more complete, the emissions of oxides of nitrogen (NOx) and particles go upside down or are non-existent. In fact, with the same engine, with gasoline pollutes more than gas, and the savings in fuel of around 40% for its lower price.
The majority of models that work with gas used in gasoline engines without turbo, with powers modest, although there are also turbocharged (VW, Opel, Fiat…). The most obvious disadvantage is a lower autonomy by deposit with respect to the gasoline, and a slight loss of capacity in the luggage compartment, or give up the spare wheel.
Electric and hybrid
As the electric motors have more than double energy efficiency than gasoline and diesel, spend less energy doing the same amount of effort. In the step “basic” we have to hybrid non-plug-in, with some very low emissions, both of CO2 as a pollutant. The majority of models, or are the two brands very specific, or are high-end models.
After we have plug-in hybrids, capable of a circular at least 32 miles on electric power. The approval of these models is around 1-2 l/100 km of gasoline (the rest is electricity), and although in real life this is not so, it helps a lot of manufacturers to reduce their average emissions. The manufacturer benefited in this sense, it is Mitsubishi with its Outlander PHEV, at least in our continent.
Finally there are the pure electric, or with an auxiliary generator. Their emissions are nil, unless you are running the generator. Are much more dependent on that plug-in hybrids to the electric utility grid, and generators are workarounds to avoid being thrown. Plug-in hybrids in that sense are less restricted.
synthetic Fuels and biofuels
emissions can also be reduced using fuels generated from natural processes, as the decomposition of organic matter, or electricity from a renewable source to convert air or water in something that can be put in the tank. The Volkswagen Group (via Audi) and Ford are working in that field. If you do not get a supply at a large scale, it is a futile effort.
we Also have biofuels, which require raw materials: biomass of any type. These fuels are only viable if done according to environmental criteria. For example, it makes no sense for Europe to import biodiesel argentino if you can produce locally, or arrasen forests to grow sugar cane.
Each liter of gasoline or diesel fuel that we filled in the European Union has a fraction of biofuels to reduce emissions. In fact, any gasoline-modern works with a 10% bioethanol without problems, and the diesel any time with a 7% biodiesel. The bad thing is that the manufacturers do not reduce officially their emissions with these fuels, although in reality, yes there is a savings.
Not all of it is petrol or diesel
The majority of the manufacturers opt for the downsizing, that is, engines that spend little, in the lab, but then in real life, don’t spend less, or very little less than its predecessors. This is a scam legal, made the rules, made the traps. Thankfully, the tests on real roads, from 2017, will reduce the amount of deception.
manufacturers that actually opt for alternatives are the ones that are in a more advantageous position. In fact, the VAG Group, for as much as you strike lately, is one of the few that allows you to choose to their customers, on specific models, if you want gasoline, diesel, gas, plug-in hybrid or electric.
in The end, customers choose based on many criteria, such as the comfort, the ease to repay, or the advantages/bonuses that porporcionan the public administrations. The manufacturers have to stop selling the bike without the diesel can’t meet the goals of 2021. You only have to scratch the pocket and bet on technologies that are already in the street and others have become profitable.