Diesel Information Hub

The key question is… what car should I buy? When looking at what car to buy, a number of considerations have to be taken into account, including the total cost of ownership, practical issues such as size, comfort and functionality, as well as the convenience of charging or fuelling. The choice of what car to buy today can be a difficult decision. There is an increasing range of cars available to buy, from ‘conventional’ petrol and diesel to mild, full or plug-in hybrid and cars powered by batteries and even some fuel cell models. We’ll explore the many factors to take into account as choosing a new car depends largely on the type of user (individual, business or family), the practical use and the mileage. The hybrid (electrified) internal combustion engine could become the preferred choice for individual mobility, with varying degrees of hybridisation enabling petrol (gasoline) and diesel engine cars to provide the benefits on emissions and driveability that many drivers are looking for. As technology continues to improve in all areas of vehicle propulsion, petrol and diesel remain viable and compelling options for anyone looking to buy a new car. Fuel consumption is improving as new models are introduced, and consequently vehicle-specific carbon dioxide (CO2) emissions are decreasing. As these vehicles now all meet the new Euro 6d-Temp or Euro 6d low emissions standards and are helping to improve local air quality, there is very little difference, if any, between the emissions of nitrogen oxides and particulates from each of the powertrain types. Purchasing decisions can therefore be made on the basis of purchase and operation costs, comfort, practicality and personal choice. Diesel is considered a good option for long distances and heavy loads in particular, offering advantages in running costs through better fuel consumption. While petrol cars are generally cheaper than their diesel equivalents, they have a higher fuel distance specific consumption, which can make them a preferable choice if total mileage is likely to be low. With greater attention on fuel efficiency and carbon dioxide (CO2) emissions as a result of tightening EU limits, an increasing number of diesel and petrol cars are electrified in a ‘mild hybrid’ set-up, with battery technology providing fuel economy benefits of around 10-15%. A higher proportion of more sustainable and even renewable fuel will enter in the market in the future which should further reduce CO2 emissions of a car you buy today. While they only represent a small percentage of the European car market, cars running on alternative fuels can also be a relevant option. Gaseous fuel, in the form of compressed natural gas (CNG) or liquefied petroleum gas (LPG) can offer drivers lower running costs as LPG is cheaper than gasoline and diesel. These cars are often available as a ‘bi-fuel’ (gas and petrol) option, providing increased flexibility. Full hybrid electric vehicles (FHEV), most of which use a petrol engine along with a battery that is recharged when the brakes are used, have been available in Europe for around 20 years. In an urban setting, they can be particularly energy-efficient as they mainly run on the battery. In contrast, their fuel consumption would be similar to a conventional vehicle when driving on a motorway as they would rely more on the engine itself. Plug-in hybrid electric vehicles (PHEV) are similar to battery electric vehicles (BEVs), but with an internal combustion engine (often a petrol one) that can take over when the charge in the battery has been used. When charged, PHEV can be most efficient on short journeys, as the battery may only provide about 65 kilometres (40 miles) of driving. PHEV can be large vehicles and may therefore not be as fuel-efficient as a smaller one when running on the engine alone. There is naturally a lot of interest in BEVs to reduce greenhouse gas (GHG) emissions, particularly CO2. In towns and cities, BEVs are usually smaller secondary family cars. At the high end of the market there are large and SUV models more capable of driving further. Technology is improving and range is increasing, making BEVs suitable for longer journeys. Yet, BEVs have relatively low performance in terms of battery range and charging time and remain more expensive than other vehicles. With plug-in vehicles, it is important to consider how and where the vehicle would be recharged – for example, at home overnight and/or at work during the day. While charging infrastructure for electric vehicles is improving, it is still under development and is not always an available and practical option, particularly for on-road parking and charging. The proportion of these cars on the roads in most European countries remains relatively low, with just a few per cent of car sales being BEVs and the vast majority being conventional vehicles. The slow uptake of BEVs suggests that the cost remains prohibitive, even with subsidies. Therefore, careful consideration is required when thinking about buying a BEV. Another influencing factor might be the availability of subsidies to offset against the price of the regular car. Some countries offer higher subsidies, enabling BEVs to take a greater share of the market. Ultimately, when it comes to buying a new car, the purchasing decision depends on a mix of considerations: cost, practical aspects (e.g. convenience), and, often, an emotional element. When choosing from one of the many available cars on the market, buyers should make their decision based on how and how far they’re planning on driving their new car. Today, new diesel and petrol cars are the most convenient and affordable options for long distance and urban mobility.

The key question is… what car should I buy?

Understanding Urban Vehicle Access Restrictions in Europe While urban vehicle access restrictions can be good for our health and the environment, are they effective in all European cities? We’ll investigate some of the main concerns related to these restrictions and provide possible solutions. Vehicle Access Regulations in Regions and Cities Emission control legislation for vehicles in Europe has been successful in lowering emissions, although not as fast as expected and only for new vehicles. Overall, the language of this legislation has been clear, and it has covered the whole of the European Union. In recent years, Low Emission Zones (LEZs), sometimes known as Clean Air Zones (CAZs) have been introduced with requirements varying from city to city and country to country. These zones have generally been successful and public health improvements are expected as a result. The variety of urban vehicle access regulations does however make it difficult to have a clear view of the overall situation. Diesel ‘bans’: A confusing term The use of the word ‘ban’ can be confusing, as different authorities can mean different things by the term. In most cases, it should actually be more accurately described as a local ban on older diesels. A notable exception is the city of Bristol in the UK, which in November 2019 agreed to (subject to UK Government approval) an outright ban on all diesel cars at certain times of day, irrespective of their emissions. At the time, this was the only such proposal in the UK, as other authorities recognised that the newest diesels could emit just as little as their petrol equivalents. If approved, it would give rise to situations where petrol cars with high NOx emissions are allowed into the city, whereas diesels with very low emissions are not, as pointed out by the Allow Independent Road-testing (AIR) organisation. Inconsistencies such as this could also happen in the French Crit’Air scheme. This stands in contradiction to what the German motoring organisation ADAC foresees. It believes that, while some Euro 6 vehicles could join a restricted list, there is only a low risk of Euro 6d-temp or 6d vehicles being banned in the next few years. The reason is that these will have been certified in real-world driving conditions and shown to have low emissions, with many as low as or lower than their petrol equivalents. Compliance and enforcement: A double challenge for urban access restrictions Whatever the terminology used, compliance and enforcement with a low emission or environment zone can be challenging. Some stakeholders point to difficulties as a result of decentralised decision-making leading to inconsistent standards and timing between cities. For example, companies with fleets of vehicles registered under different emissions standards will have to carefully plan where they deploy them, and individuals travelling from city to city could also face difficulties understanding restrictions when deciding how best to travel. Environmental NGO Transport & Environment (T&E) on the other hand, says that ‘cities should be free to design their urban vehicle access restriction policies as they see fit the local circumstances, public health and environment.’ Others, especially trade associations representing businesses, suggest that there can be an unfair burden on small businesses in particular, who may face significant costs to upgrade or replace vehicles. Unless automatic number plate recognition (ANPR) is in place, as it is in London, enforcement of zones is a potential issue for a number of reasons. It is clear that physical vehicle checks would be time-consuming and would potentially make a LEZ not as effective as intended. ANPR has been proposed in Germany but will be contested in Court due to ‘data privacy’ concerns. T&E proposes the use of remote sensing combined with ANPR to identify individual vehicles. As we have seen above however, this would likely face challenges in some areas. Research suggests that including cars as well as heavy vehicles in access restrictions is more effective in reducing air pollution in cities. The level of standards introduced in specific countries and in Europe as a whole, along with enforcement methods, can all have an impact on the effectiveness of zones regulating access to motor vehicles. Formulating policy that balances the impacts on and needs of citizens, businesses and the environment is not straightforward, but clarity is important to ensure that drivers are able to understand where they can drive, now and in the future.

Understanding Urban Vehicle Access Restrictions in Europe

AECC unveils what a future-proof diesel car looks like

New diesel car engineering achieves ‘near-zero’ emissions Technology and engineering experts recently presented technologies that enable diesel cars to achieve ‘near-zero’ emission levels. The 40th International Vienna Motor Symposium which took place in May gathered engineering companies, the automotive supply chain as well as vehicle manufacturers to showcase their technological advancements in heavy-duty truck engines, cars and vans. During the event, participants looked at options for hybrid engines, fuel cells and future alternative fuels as well as important developments for petrol and diesel engines. Importantly, the event showcased how the industry has developed powerful and robust advanced emissions control technologies for diesel engines, with the aim of achieving even lower emissions across the full range of operating conditions. As the European Commission starts to look at the next stage of vehicle emissions standards, several research teams have been taking different approaches to address the issue. In order to demonstrate that the boundary conditions specified in today’s Real-Driving Emissions (RDE) legislation cover almost all foreseeable driving conditions and styles, it is important to understand how different people drive. One of the world’s largest automotive technology suppliers, Bosch, has been doing this. As a result, it has taken a whole system approach, looking in particular at improving and broadening control of nitrogen oxides (NOx), and at calibration and temperature control for the Selective Catalytic Reduction (SCR) functionality. While this has expanded the conditions under which the emissions control system is fully functioning in a demonstrator car, it has also been achieved at only ‘moderate additional cost’. Under some of the most challenging test conditions, the car has easily met the current emissions limit of 80 mg/km. In slow urban driving around Stuttgart, NOx emissions even reached as low as 12 mg/km, close to what the company calls ‘near-zero air quality impact’. Based on these promising results, which build on work initially presented in 2018, Bosch concluded that diesel has the potential to meet future emissions limits which could bring urban air quality within permitted levels. The automotive engineering company FEV configured a system with the exhaust after-treatment placed in front of the turbocharger. This resulted in higher temperatures and pressures in the system, allowing for smaller emissions-reducing catalysts. The system was complemented with a 48V mild-hybrid battery (read more in the box below) in a laboratory environment, which reduced CO2 emissions by 19%. Different combinations of after-treatment layout were evaluated on simulated test cycles to replicate urban, motorway and rural driving. Under most of these conditions, NOx emissions were less than half of the current Euro 6 limits. Development work continues to bring down tailpipe NOx in the ‘extreme’ scenarios of city and motorway driving, even though it was already well within existing limits. The event in Vienna was also the opportunity for the Association for Emissions Control by Catalyst (AECC), the International Platinum Group Metals Association (IPA) and the engineering company IAV to present the results of their programme that achieved ‘ultra-low’ diesel emissions. Similarly to Bosch, this collaboration carried out a range of real-world driving tests with a modified demonstrator car (see image below), a ‘mild-hybrid’ 2016 model. The car performed very well in conditions where NOx emissions are usually higher such as in the city of Berlin, on the German Autobahn with speed limits up to 160 km/h and in challenging hilly conditions. [caption id="attachment_1875" align="alignnone" width="2000"] The demonstrator car used in the AECC/IAV/IPA programme achieved ultra-low NOx emissions[/caption] Wanting to make best use of the whole system, AECC used a modular approach (see diagram below) when designing its after-treatment system. The first section of after-treatment technology in the exhaust converted NOx into harmless nitrogen in slow city driving, where engine and exhaust temperatures are relatively low. The second section enabled low emissions at higher temperatures, including those generated during fast motorway driving. [caption id="attachment_1997" align="alignnone" width="1488"] This diagram shows the sections or modules of the after-treatment system which work together to reduce emissions in different driving conditions[/caption] This was all made possible by enhancing catalyst functionality and improving engine control through calibration, with the 48 Volt mild-hybrid system enabling exhaust temperatures to be carefully controlled. This combination of technologies brought emissions to consistently less than half of the current NOx emissions limit, and often down to a near-zero level. The video below demonstrates just how low the emissions are, thanks to this smart combination of existing components and technologies. The demo car cuts emissions at each stage of the emissions control system all the way up to the tailpipe. Real-time analysis shows how NOx is reduced to near-zero levels at each stage of the emissions control system. The AECC/IAV work demonstrated that NOx emissions from their demonstrator vehicle (green line) can be consistently reduced over a wide range of driving conditions. The three research programmes from Bosch, FEV and AECC/IPA/IAV have shown that it is realistic to expect further improvements in emissions from modern diesel vehicles beyond what we know is coming to our roads over the next few years. ‘Near-zero’ is becoming a reality, making diesel cars future-proof and a key part of the vehicle mix for the next decade and beyond. Details of all AECC technical programmes and scientific publications can be found here. Read more about 48 Volt mild-hybrid technology Both AECC/IPA/IAV and FEV used 48 Volt mild-hybrid technology to boost the performance of their respective systems. For the former, temperatures could be controlled and each of the catalysts could function in optimal conditions. For the latter, it allowed for an electrical turbocharger to be used, compensating for the loss of pressure from having the exhaust after-treatment system in place. For vehicle manufacturers, 48V systems are a relatively cost-efficient way of improving efficiency. Unlike more expensive full hybrid systems where the battery takes over from the internal combustion engine to power the vehicle, for both petrol or diesel, a mild-hybrid unit is used to assist the engine by supporting various electric components on the vehicle. This helps with stop-start systems to reduce emissions in town centres and to recover energy during braking. It is estimated that about 16% of new diesel cars and 32% of petrol cars in Europe will be equipped with a 48V mild-hybrid unit by 2026. [caption id="attachment_1976" align="alignnone" width="849"] Source: Continental AG[/caption]

New diesel car engineering achieves ‘near-zero’ emissions

Where do you find emissions data for the car you want to buy? There is now more information available to tell you how clean new cars are, both for the harmful pollutants that immediately affect the air we breathe, and for carbon dioxide (CO2) which has a longer term impact on the climate. But where can you find more information about the specific model you are interested in? With the introduction of a new testing regime, real-world particulate (as particle number or PN) and nitrogen oxides (NOx) emissions data have to be published for all new cars from September 2019 onwards. Car buyers can obtain this information through official documents (brochures or specifications) produced by the car manufacturer, or available from the car dealership. Emissions information is also published via the European Automobile Manufacturers Association (ACEA), although not in a form that is intended for consumers. New diesel vehicles certified to the Euro 6d-temp standard are the first to be seen as having low emissions – reflecting the emissions standards that have been set for driving in real-world conditions. Although certification is only based on these official figures, other sources of information may make it easier to understand the data and make comparisons between vehicles. Launched in February 2019, the Green NCAP is run by the same independent organisation that has provided Euro NCAP vehicle safety information for over 20 years. Its database will become more populated over time, although initially it only contained data for 12 cars. It uses the same five-star rating system adopted for grading safety tests. ‘Clean Air’ and ‘Energy Efficiency’ are measured separately, and the Green NCAP headline ‘star’ rating then combines them into a single score. Because it is so far only looking at the tailpipe, the database favours electric and hybrid vehicles. It is therefore important to look at the individual Clean Air score if you want to check the pollutant emissions. The Green NCAP for instance highlights that modern diesels, complying with the latest Euro 6d-temp standard, have a better Clean Air index than older models (as shown below) and therefore benefit from a higher star ranking overall. In fact, the only non-hybrid or non-electric vehicles that have achieved any stars are those with Euro 6d-temp certification. Laboratory test cycles have been extended to cover a wider, ‘more realistic’ range of conditions than the standard certification cycle, providing additional reassurance to potential car buyers. On-road tests to check Real-Driving Emissions (RDE) have also been made more challenging, again with the intention of giving confidence to consumers that a car will perform in any conditions. [caption id="attachment_1602" align="alignnone" width="1000"] Source: Green NCAP[/caption] Car buyers are now able to make more informed decisions, thanks to the availability and transparency of official emissions test results, and independent sources releasing real-world performance data and rankings. The AIR (Allow Independent Road-testing) Index is another ranking scheme produced by an independent organisation, the AIR Alliance, whose members have been testing cars in real-world conditions for several years. The AIR Index rates cars from A (dark green), the best, down to E (red), the worst, based on their on-road urban NOx emissions. Vehicles are all tested using a single route for directly comparing their impact on air quality. However, since there is not the capacity to test all newly released car models, the particular model you are looking for might not appear on the database yet. However, car buyers should not make a decision based on some information they find about older vehicles. For instance, a 2014 model with ‘poor’ emissions is likely to be completely different from a 2019 model with a much better performance, as the technology controlling emissions is very different for the later version. Older emissions data may however still be useful for consumers looking to buy a second-hand car and wanting to know the emissions levels of their current car. [caption id="attachment_1631" align="alignnone" width="1025"] Source: Air Index[/caption] Several other organisations also carry out emissions tests to determine how different vehicles perform in real world conditions. For instance, Emissions Analytics (a founder member of the AIR Alliance) feeds the data into its EQUA Index, providing information on CO2 emissions, fuel economy and air quality. This is also related to the European emissions standards. ADAC, the German mobility organisation, carries out its own testing which confirms that cars of the most recent Euro 6d-temp standard emit very low levels of pollutants in the real world. It also provides a useful list (in German) of cars that are already certified to the latest emission standards. Ultimately, since it is the responsibility of vehicle manufacturers to provide information about emissions level and car performance, the best place to find what you need is the car dealership. Dealers have historically seen ‘emissions’ as CO2 only, but are now more knowledgeable about tailpipe pollutants, especially NOx and PN. There is still some way to go, but what is certain is that car buyers are now able to make a more informed decision about their purchases, thanks not only to the greater availability and transparency of official emissions test results but also to independent sources releasing real-world performance and rankings to supplement the official data.

Where do you find emissions data for the car you want to buy?

New data shows modern diesel emissions are comparable with petrol According to the German mobility organisation ADAC (Allgemeiner Deutscher Automobil Club), modern diesel and petrol cars tested in real world conditions out-performed regulatory requirements. Until September 2017, car emissions testing in Europe was limited to laboratory testing that did not fully represent the level of pollutant emissions from new car models. Car buyers therefore could not compare petrol and diesel models or makes due to insufficient reliable, publicly available data on realistic driving conditions. Then, in September 2017, the European Commission started to implement new emissions testing procedures that combined improved laboratory tests and new emissions testing procedures based on real driving situations. Thanks to the Real-Driving Emission (RDE) test and the Worldwide Light vehicle Test Procedure (WLTP), car buyers can check emissions levels of nitrogen oxides (NOx) and particulates for new vehicles on the market. In addition, from September 2019, car manufacturers are required to publish emissions testing results of all new cars certified as ‘Euro 6d-temp’, in conditions equivalent to driving in the real world as well as in the laboratory. Some independent organisations are also making information available based on their own, similar test procedures. The German equivalent of the UK’s AA (Automobile Association), the ADAC, found that while the NOx emissions limits set out in the latest European legislation (Euro 6 standard) are not yet fuel-neutral and are higher for diesel than for petrol (80 mg/km as opposed to 60 mg/km), most diesel cars tested on the road are nevertheless well below the lower limit for petrol, as evidenced by the data outlined below: [caption id="attachment_834" align="alignnone" width="1400"] Car emissions measured on the road | Source: ADAC[/caption] A number of these tests were done at low temperatures (between 0 and 8°C), a range at which some cars have previously not met the limits. The fact that these modern diesel cars were able to comfortably achieve very low levels of NOx in a variety of conditions also highlights the improvements that have been made, even since the introduction of the first Euro 6 cars in 2016. With modern diesel and petrol cars now performing similarly, as regulations intended, consumers can compare vehicles based on their needs, rather than on the level of emissions these cars generate. There has been growing concern regarding the increase in overall CO2 emissions from cars, partly due to the increase in sales of heavier SUVs (sport utility vehicles), but also due to the decline in sales of diesel cars, which emit less CO2. Whenever it makes economic and practical sense to the buyer, and if there is little or no difference in pollutant emissions (information should be available in vehicle brochures from your dealer or online), choosing a new diesel car will help bring down CO2 emissions levels in comparison with a petrol car’s performance – a ‘win-win’ for buyers and the climate.

New data shows modern diesel emissions are comparable with petrol

What role does diesel play in the 2030 vehicle mix? As diesel cars and vans continue to offer tangible benefits to consumers, they are here to stay – now and in the future. The Paris Agreement and the EU’s 2030 Climate & Energy Framework will require steep cuts in CO2 emissions from transport. Currently, 25% of all EU greenhouse gas emissions come from transport, and 40% of this comes from passenger vehicles; making a switch to cleaner powertrains inevitable. Electric vehicles offer clear benefits in urban areas as they do not emit pollutant emissions at the point of use and therefore do not affect local air quality. Electrified vehicles, such as hybrids, are also zero-emission capable in urban areas. As a result of climate change mitigation and air quality policies, the vehicle mix of 2030 will be markedly different from the one we have today. Increasingly low battery costs will make battery-electric vehicles a more viable option for consumers. The automation and digitalisation revolution will mean that more people will - slowly but surely - move towards shared mobility. Modern diesel engines will remain in the car of the future The transition towards low- and zero-emission mobility is not, however, without obstacles. We can also expect this transition to be gradual, rather than an overnight change. New powertrains, such as battery-electric and fuel cell-electric vehicles, are coming of age and becoming more cost-competitive, but new infrastructure is needed to improve their attractiveness and increase market uptake. Underlining the complexities of this challenge, the European Commission estimated in 2017 that without new measures, 90% of vehicles driving on EU roads in 2030 would still run on an internal combustion engine (ICE) only. In the interim, the most likely dominant powertrain in new cars sold in 2030 will be hybrid vehicles that offer lower CO2 emissions than conventional diesel and petrol vehicles. These vehicles typically combine a diesel or petrol engine with an electric motor. At low speeds, they often use only the electric motor, and their regenerative brakes convert kinetic energy to electric power, making them highly economical and climate- and air quality-friendly for the typical ‘stop-start’ driving in urban areas. Hybrids recharge their batteries with the help of the conventional ICE, and therefore are not reliant on charging infrastructure. As such, their deployment does not face the same infrastructural challenges as battery-electric vehicles do in the coming years. In many countries, users of hybrid and plug-in hybrid vehicles also enjoy lower taxation rates than conventional vehicles. Moreover, for longer distances, hybrids as well as plug-in hybrids can still rely on their ICE without the need to recharge. At the same time, in urban areas, where it is easier to deploy charging infrastructure due to the higher population density, the share of battery-electric vehicles is likely to increase dramatically in the years leading up to 2030. Therefore ultimately, the 2030 vehicle mix will be far more diverse than it is today, and be made up of fully electric vehicles, as well as hybrid and plug-in hybrid petrol and diesel engines. Each will have its own advantages based on the different use-cases and geographical location.

What role does diesel play in the 2030 vehicle mix?

How have emissions from modern diesels been substantially reduced?

Why you must properly maintain your diesel car Diesel cars have improved their performance and reduced their environmental impact in the last 20 years. Proper car maintenance and avoiding exhaust tampering remain essential to ensuring diesel vehicles meet emissions regulations standards. A number of technological advances have been made to significantly reduce the emissions from diesel engines. Improper maintenance of the diesel cars as well as illegal tampering with exhaust systems or engine tuning can result in higher emission levels, and mean your vehicle will no longer be compliant with European emissions standards. What do you need to do to properly maintain your diesel car and its exhaust? Firstly, motorists should follow the vehicle maintenance specified by the manufacturer. The exhaust will be checked regularly to ensure that the vehicle maintains its emission level and power, which is essential to comply with emission regulation. If the aftertreatment system in the exhaust is damaged, it must be replaced. Any warnings to drive the car at a certain speed for a period of time will have to be followed in order to clear the particulate filter and prevent damage. Motorists should also use standardised AdBlue® products (urea AUS 32). AdBlue® is a solution that is injected into the diesel exhaust and breaks down the nitrogen oxides produced by the engine into inert nitrogen and water. To comply with the law and avoid damage to the car the AdBlue® tank should be refilled using AdBlue® solution obtained from a reputable retailer. Some motorists may have the Diesel Particulate Filter (DPF) of their car removed. It is illegal to drive a vehicle in this condition, results in MOT failure which voids the operating approval and insurance, and it will dramatically increase the emission of harmful ultrafine particles. Filters are very effective to control particulate emissions; it implies they need to remain in place. Preserving the performance of a diesel car relies on key maintenance practices. Keeping up to date with good maintenance practices like these helps to keep exhaust emissions low and provide a safer driving experience.

Why you must properly maintain your diesel car

Are diesel engines going to be banned?

Where in Europe can I drive my diesel car? While urban access regulations may seem to restrict where you can drive a diesel vehicle, modern Euro 6 models will continue to be welcome in most cities across Europe. If you are planning on driving through Europe, you may be concerned about the increasing number of cities announcing restrictions on diesel vehicles. To improve air quality and reduce emissions, many cities are setting restrictions on what vehicles are allowed to be driven where and when. We explain what this will mean for drivers throughout Europe. The EU and emissions regulations Since the early nineties, the EU has continuously tightened emissions standards set for car models and other vehicles in an effort to combat increasing pollution. Each set of standards from the first to the latest set in 2017 (Euro 6d-temp) imposed limits on the total amount of certain exhaust gas emissions from a car, specifically: carbon monoxide, hydrocarbons, nitrogen oxide and particulate matter. A key objective of these emissions standards is to improve air quality. Some cities are nevertheless facing some persistent pollution problems and are also taking local action to improve air quality. Many urban areas are transitioning to zone restrictions and bans of older, more polluting cars that fall under earlier Euro emission standards in order to encourage the adoption of cleaner cars such as Euro 6 models. Urban access regulations While vehicle emission standards are the same across the EU, individual cities have a range of different restrictions, zones and plans for the future reduction of emissions. Low Emission Zones (LEZs) within cities where access is limited or even restricted for the most polluting vehicles, are an effective measure to improve air quality. These zones can enforce permanent access restriction, car-free days and alternating day or hour restrictions depending on the classification of the vehicle. Drivers can still choose diesel and contribute to improving air pollution, while also complying with local restrictions. We have compiled an overview of urban access rules in six key European cities to demonstrate that driving a diesel in Europe is not as complicated as it may at first appear: London, United Kingdom Brussels, Belgium Stuttgart, Germany Paris, France Milan, Italy Barcelona, Spain The Urban Access Regulations website provides comprehensive information on urban access regulation schemes, including urban road user tolling, LEZs and other access restriction schemes across the EU. The European Consumer Center also provides an overview of LEZs in EU Member States for people driving across the EU. Euro 6 models: the diesel of the future Local restrictions and access regulations vary from city to city. The EU has no fewer than 561 different measures or schemes across Member States to date. A recent study released by the European Commission noted that this “there is a general lack of understanding of urban vehicle access regulations”, and leaves many citizens with diesel-powered vehicles confused about when and where they can drive. While differences in local and national priorities may halt EU-wide legislation from taking effect, there is work being done at a European level to provide vital planning, stakeholder consultation, evaluation methodology, enforcement and design guidelines for cities. Drivers can choose new diesel models and contribute to improving air pollution, while also complying with local restrictions As time goes on, the EU will continue to prioritise reducing air pollution in order to have a positive impact on European health, life expectancy and economic costs. Changes to urban access regulations across the EU aim to increase drivers’ awareness of the impact that driving has on the environment and encourage the adoption of cleaner diesel vehicles such as Euro 6d-temp. In the coming years, most urban access regulations are set to be tightened, making Euro 6 the diesel of the future for cities, Member States and the EU.

Where in Europe can I drive my diesel car?

Is a diesel cheaper to run than a petrol? Yes, diesel engines typically use 20%-25% less fuel than their petrol equivalents. With fuel priced similarly, diesel cars can be a better buy. When is it better to buy a diesel? Motorists should base their decision on which type of car to buy, on their own particular needs. Deciding which type of power works best for you is essential, and it is worth spending the time to consider how you will use your vehicle. With advanced fuel economy and efficiency, diesel cars are cheaper to run than petrol cars. They also tend to have a higher resale value, particularly larger vehicles. This makes them an ideal choice for long-distance driving. Does diesel use less fuel? While the gap between the fuel economy of diesel and petrol engines has been closing, the way in which diesel engines work provides an advantage that even the most sophisticated petrol engines struggle to compete with. Due to continuous improvements in technology, a diesel engine remains more fuel-efficient than similar-sized petrol engines. While a petrol engine uses a spark to ignite a mix of air and fuel, diesel engines inject fuel into air that is heated by having been intensely compressed, where it then ignites spontaneously. The high pressures inside a diesel engine, together with the fact that it does not “throttle” the air that it draws in, creates a higher fuel efficiency. While fuel consumption is, of course, influenced by the amount of power being produced, higher fuel efficiency means that a diesel engine will use less fuel while producing the same amount of power. Are diesel cars better for long-distance drivers? With this higher fuel efficiency, diesel vehicles will usually run for longer between refuelling stops, a distinct advantage for long-distance driving. Diesel engines are consuming less fuel while delivering the same power as their petrol alternatives. However, when it comes to fuel, all things are not equal. A litre of diesel fuel contains roughly 15% more energy than a litre of petrol. This means that even if the efficiency of the two engine types are the same, a diesel vehicle would go further on each tankful. If you take into account both the energy density difference of the fuel, and the efficiency of the engine itself, that leaves the overall efficiency of the diesel engine about 20% greater than that of the petrol engine. For those motorists doing a lot of long-distance driving, this is a powerful reason to choose diesel. The diesel engine’s higher fuel efficiency also makes diesel vehicles cheaper to run overall, which in turn impacts upon the resale value of the vehicle. Studies show that even though diesel cars often have a higher monthly lease cost than petrol cars, this is usually offset by reduced fuel costs, particularly for high-mileage drivers. It is also worth knowing that diesel fuel costs are generally lower than petrol in most European countries, though the cost of fuel to consumers is heavily influenced by the taxation policies of national governments. So, if you are looking for a new vehicle, and spend a lot of time on the road, diesel’s higher energy concentration and fuel efficiency makes it the best possible choice.

Is a diesel cheaper to run than a petrol?

How modern diesel engines are helping reduce motoring’s impact on local air quality A combination of breakthrough emission control technologies have lowered NOx and particulates, making modern diesel a responsible choice for an urban driver. What do you need to know about urban air quality? According to the European Environment Agency (EEA), air pollution is the number one environmental cause of premature death in the European Union. Sources of urban air pollution include industrial emissions, heating and road transport such as cars and trucks. Air quality is assessed by measuring a number of pollutants, such as ozone, nitrogen dioxide (NO2) and particulate matter (PM), whose values should not exceed certain benchmarks. While carbon dioxide (CO2) emissions play a role in climate change, they are not responsible for damaging local air quality. In Europe, Euro 6 standards define the maximum amount of those pollutants that vehicles may emit. In 2017, so-called Real Driving Emissions (RDE) tests were introduced to ensure that cars deliver low emissions when driven in the real world, rather than just in a laboratory setting. What impact do cars have on local air quality? Air quality is a serious issue and the transport sector has made significant improvements to reduce harmful emissions. Efforts are underway across the European Union to improve the efficiency of engines to move to zero-emission vehicles in the long term. If all urban motorists today drove new RDE-compliant Euro 6 diesel cars, then our cities would see a substantial reduction in NOx air pollution. In the near future, combustion-engine cars are unlikely to disappear from European roads. To minimise their impact on air quality, improvements are constantly being made to engines in modern vehicles. [caption id="attachment_416" align="aligncenter" width="1080"] Modern diesel engines combine great fuel economy with near-zero pollutant emissions[/caption] Despite negative public perception, diesel engine technology has evolved dramatically in recent years to limit air pollutants and reduce CO2 emissions. In fact, modern and cleaner diesel cars combine great fuel economy with near-zero emissions of ultrafine particles and nitrogen oxides, making them one of the most cost-effective options for reducing transport emissions in Europe. Here are some of the innovations in diesel engine technology that actively combat air quality problems: Diesel Particulate Filters (DPFs) remove 99.9% of particles coming from the engine, including ultrafine particles. Ceramic wall flow filters remove nearly all carbon particulates, including fine particles less than 100 nanometres (nm) in diameter. Since the Euro 5b exhaust emissions legislation was introduced in 2011, DPFs are effectively mandatory. DeNOx exhaust aftertreatment systems such as Selective Catalytic Reduction (SCR) and NOx traps further reduce and control tailpipe NOx emissions of diesel cars. In the SCR system, ammonia is used to convert over 70% (up to 95%) of NO and NO2 into nitrogen over a special catalyst system. AdBlue®, for example is a urea solution which is carefully injected from a separate tank into a diesel car’s exhaust system where it hydrolyses into ammonia ahead of the SCR catalyst. A growing number of diesel cars registered after September 2015 (predominantly Euro 6-compliant vehicles) are equipped with this technology. Oxidation catalysts remain a key technology for diesel engines and convert carbon monoxide (CO) and hydrocarbons (HC) into CO2 and water. How do we measure the real impact of motoring? Since 1992, successive Euro emission standards have set stricter limits on the amount of pollutant emissions a vehicle can emit, such as PM, NOx, unburnt hydrocarbons and CO. A European diesel passenger vehicle was permitted to emit 140 milligrams of PM per kilometre in 1992, but this number dropped to just 4.5 milligrams in 2014. In addition, NOx and unburnt hydrocarbon emission limits have seen reductions of more than 90% over the same period. [caption id="attachment_417" align="aligncenter" width="1080"] Since 1992, diesel passenger vehicles have seen a 96% drop in particulate mass output per kilometre[/caption] Measuring the real impact of motoring is dependent on the study’s location. For years, car emissions were measured only in a laboratory setting that aimed to simulate road conditions. These tests came under fire for exhibiting loopholes that were exploited in the now infamous ‘Dieselgate’ scandal. In 2017, the European Union introduced two new complementary tests to measure air pollutants emitted by cars in a variety of real-world driving conditions to avoid loopholes and measurement discrepancies. What emissions innovations can we expect next? European vehicle manufacturers and their suppliers lead the world in the development of state-of-the-art diesel engine technology. New diesel engines not only emit fewer pollutants that damage air quality, but also produce lower levels of CO2. Modern, cleaner diesel cars combine great fuel economy with near-zero emissions of ultrafine particles and nitrogen oxides, making them one of the most cost-effective options for reducing transport emissions in Europe. In the coming years, partial-to-full hybridisation of the diesel powertrain (e.g. with 48V technology or plug-in hybrid) in combination with advanced emissions control technologies will allow further reduction of both harmful pollutants and CO2 emissions. However, European drivers can already make a difference to local air quality in towns and cities. If all urban motorists today drove existing new RDE-compliant Euro 6 diesel cars (registered from September 2017), then our cities would see a substantial reduction in NOx air pollution. NOx and Particle Number (PN) emissions of RDE-compliant cars tested on the road are publicly available. NOx and PN emissions from the latest diesel cars are well within the Not-To-Exceed emissions area as shown below. [caption id="attachment_196" align="alignnone" width="1024"] The latest diesel cars have NOx and PN emissions that are well within the Not-To-Exceed emissions area[/caption] The ADAC in Germany provides a list of RDE-compliant cars already available on the market. Armed with this data and with further technological updates in the pipeline, drivers are well placed to make choices that will impact positively on the quality of air in their towns and cities.

How modern diesel engines are helping reduce motoring’s impact on local air quality

How modern diesel cars help lower CO₂ emissions Diesel is key to sustainable transport. Its high fuel-efficiency, which produces lower carbon dioxide (CO2) emissions, and advanced emission controls make it suitable for achieving CO2 reduction targets and climate change goals. According to the Global Carbon Project’s report of 2018, after a stable three-year period, global CO2 emissions are forecast to rise more than 2%. This is mostly due to a global increase in the use of fossil fuels. Therefore, in order to prevent the negative impacts of climate change, reducing CO2 emissions is a top priority in Europe. By signing the Paris Agreement, the EU reaffirmed its commitment to keep the global temperature rise below 2°C compared with the average temperature in pre-industrial times, and to pursue efforts to limit the temperature increase even further to 1.5°C. These demanding measures to reduce the impact of transport on the environment require the use of energy sources that emit less greenhouse gas (GHG), such as diesel. Modern and cleaner diesel cars are an element of the move to improved air quality in Europe. In November 2017, the European Commission’s Clean Mobility Package set CO2 emission performance standards for new passenger cars and other light-duty vehicles for the next decade. A target for new passenger cars and vans was proposed to provide stability and long-term direction: the average CO2 emissions of new cars in 2030 will have to be 37.5% lower than in 2021. The intermediary target of 15% to be achieved by 2025, also compared with 2021 levels, is in place to further ensure that the industry is going in the right direction. Alongside these demanding regulatory measures in the EU, diesel powertrains play a significant role in meeting our global climate change targets. In addition, diesel engines are highly efficient and emit less CO2 than their counterpart petrol engines. [caption id="attachment_423" align="aligncenter" width="1080"] The climate agreement signed in Paris commits the EU to keeping the global temperature rise below 2°C[/caption] Diesel is an essential part of Europe’s sustainable transport future The new Worldwide harmonised Light vehicle Test Procedure (WLTP) has been introduced since September 2017 to provide more realistic measurements of CO2 emissions of cars and vans. This test is progressively replacing the outdated New European Driving Cycle (NEDC). The changing mix of vehicles in the UK is directly contributing to increased CO2 emissions, putting the chances of meeting the EU’s CO2 targets at risk. According to a 2018 report in the UK, the average new car’s CO2 emissions rose 0.8%, which represents the first increase in more than a decade. With increasingly challenging EU targets, an annual CO2 emission reduction of 5.9% would be needed in order for vehicles to emit less than 95g of CO2 per kilometre by 2020 – the limit required to meet this EU goal. Modern and cleaner diesel cars can provide the foundation to meet Europe’s air quality and environmental objectives. The efficiency of modern diesel cars can contribute to meeting CO2 targets and to mitigating GHG emissions from road transport. Diesel cars typically have 15% lower CO2 emissions per kilometre than equivalent petrol-powered cars. The increasing sales of petrol cars in the UK is directly contributing to increased CO2 emissions, putting the chances of meeting the EU’s CO2 targets at risk. How our innovations will continue to reduce CO2 emissions in the future Modern diesel cars represent a new generation of vehicles built with an emissions control technology that converts up to 99% of combustion engine exhaust pollutants (hydrocarbons, carbon monoxide, oxides of nitrogen and particulates), which improves air quality and helps the EU achieve its sustainability targets. Diesel Particulate Filters (DPF) and Selective Catalytic Reduction (SCR) systems have been created to further reduce harmful emissions: the former by trapping the soot and other combustion particles and the latter through converting nitrogen oxides into inert diatomic nitrogen – the major (78%) component of ambient air – and water. Diesel cars typically have 15% lower CO2 emissions per kilometre than equivalent petrol-powered cars Diesel technology has a long history of innovation and continuous improvements in a highly regulated automotive market. Due to their modern particulate filters and catalysts, diesel cars are now cleaner than ever before. The diesel industry continues to invest substantially in research, innovation and development to further improve engine efficiency and reduce harmful emissions, making diesel a sound investment for motorists for decades to come.

How modern diesel cars help lower CO₂ emissions

The anatomy of a modern diesel engine Lighter, cleaner, and more technologically advanced, modern diesels are completely different from their predecessors. Europe is leading the way on diesel modernisation with a target of attaining the highest performance standards with the lowest environmental impact. Through relentless investment in diesel engine technology, European vehicle manufacturers and suppliers have revolutionised diesel engines with innovations in diesel technology including the ground-breaking exhaust emission control device, the catalytic converter, and ‘AdBlue®’, an effective chemical that helps to reduce harmful emissions. Aftertreatment technology Diesel exhaust aftertreatment devices are critical, as they allow for stricter emissions control and improved air quality. Initially introduced in the mid-1970s for petrol cars, the original catalyst was known as an ‘oxidation catalyst’ until it was superseded by the ‘three-way catalyst’. The Diesel Oxidation Catalyst (DOC) remains a key piece of technology for diesel engines, as it converts carbon monoxide (CO) and hydrocarbons (HC), into carbon dioxide (CO2) and water (H2O). The DOC also decreases the mass of diesel particulate emissions by oxidising some of the hydrocarbons that are adsorbed on the carbon particles. Following the development of new technologies and systems that reduce emissions and improve fuel efficiency, the Diesel Particulate Filter (DPF) was created to further lower emissions by trapping the solid soot particles that the DOC was not able to oxidise. DPFs were introduced on diesel cars in 2000 and since 2011, all new diesel cars in the EU have been fitted with this technology, which prevents the emission of harmful exhaust particles. Compared to what they used to be 10 years ago, today’s diesel engines are cleaner and more efficient, being equipped with emission control systems to eliminate harmful emissions from the vehicle’s tailpipe. The latest improvement to exhaust systems is Selective Catalytic Reduction (SCR). With the aid of a catalyst, the SCR system converts nitrogen oxides (NOx) into diatomic nitrogen (N2) and H2O. When conditions are not optimal for SCR catalysts, NOx adsorbers are useful because they collect NOx coming from the engine in order to store them, and treat them when conditions are suitable. Ultimately, the combination of different emissions control technologies ensures greater control over harmful emissions. [caption id="attachment_412" align="aligncenter" width="737"] A Diesel Particulate Filter (DPF) traps over 99.9% of combustion particles[/caption] How diesel innovation is reducing air pollution The new generation of diesel engines is made up of an integrated three-part system: a highly efficient engine, ultra-low sulphur diesel fuel and an advanced emissions control system. The advanced electronic engine management system is the ‘brain’ of a modern engine which controls, among others, emission levels, as it collects and processes signals and data from on-board sensors and then coordinates the DPF and SCR exhaust aftertreatment systems. The ultra-low level (less than ten parts per million) of sulphur in the fuel allows the use of improved emission control devices. This enables the engine to utilise the particulate filter to trap the soot particles, reduce its emissions and thus improve air quality. Additionally, the common rail high pressure diesel injection systems contribute to the high efficiency of diesel engines. These systems increase the pressure in the injectors and provide better fuel atomisation, which in turn improves the ignition and combustion processes. This ensures that only the necessary amount of fuel required by the injectors is supplied to the common rail. It also enables the filter to be regularly ‘regenerated’ by burning off the collected soot. The latest generation of diesel engines uses catalytic converters, adsorbers and particle filters that convert up to 99% of combustion engine exhaust pollutants (HC, CO, NOx and particulates). The catalytic converter plays an important role in controlling emissions: carbon monoxide (CO) and unburnt hydrocarbons (HC) are oxidised into CO2 and H2O while NOx, i.e. NO and NO2 is reduced into inert N2, thus virtually eliminating toxic gases and reducing air pollution. The industry has demonstrated its commitment to improving air quality by developing and combining technologies that can directly address air pollution issues. At a time when there was still a lack of epidemiological evidence regarding health effects of particles, the ‘precautionary principle’ was invoked, requiring the elimination of carbon particles through the use of DPFs on all new diesel cars sold in Europe from 2011 onwards. This was confirmed by the 2013 World Health Organization (WHO) Review of Evidence on Health Aspects of Air Pollution (REVIHAAP) which indicated that ultrafine particles have toxic effects on the human body. The wall-flow DPF has the function of trapping and storing particulates over the whole particles’ size range. The exhaust gas passes through a porous ceramic wall honeycomb structure, where soot particles are deposited as a soot layer. This ‘soot cake’ not only stores soot but also filters out the ultrafine particles. Consequently, particle mass and number emissions from diesel vehicles are efficiently controlled under real-world driving conditions, as the number of particles is being reduced by several orders of magnitude. High exhaust temperatures then periodically burn the soot collected in the DPF thus regenerating the filter and making it ready for the next round of soot collection. The industry has demonstrated its commitment to improving air quality by developing and combining technologies that can directly address air pollution issues. High-performing, efficient diesel engines Improvements in diesel engine performance mean that, over the past 15 years, NOx and particulate matter (PM) emission limits have both been drastically reduced. In practice, DPFs remove over 99.9% of particles, including ultrafine ones. The reduction of real-world NOx emissions did not always improve at the same pace as the Euro 3 to 5 standards, but an overall downwards trend has been observed from AECC’s vehicle measurements database. AECC has been measuring vehicles’ emissions that occur outside of regulatory procedures for more than a decade. First it was on the Artemis test cycle, a lab-based test which is more representative of real-world driving than the former regulatory NEDC test cycle. Since 2012 it has then been with on-road tests where the vehicle is fitted with a Portable Emissions Measurement System (PEMS). The picture below indicates the real-world NOx reduction from the diesel vehicles AECC has tested over the years. [caption id="attachment_210" align="alignnone" width="1024"] From representative to actual real-world diesel NOx in AECC database[/caption] While engine improvements tend to decrease NOx emissions, they also tend to increase PM emissions. In other words, decreasing NOx through lowering the maximum combustion temperature increases the PM emissions from the engine, as it inhibits the complete oxidation of soot. This is called the ‘NOx-PM trade-off’. The majority of manufacturers in Europe have chosen to use this trade-off to minimise particulate emissions at the engine-out, while using SCR aftertreatment to control emissions of NOx coming from the engine. This method allows the improvement of fuel economy compared with the previous generation of engines. In practice, DPFs remove over 99.9% of particles, including ultrafine ones. What innovations can we expect next? Since the early 90s, the European Union has introduced increasingly strict emissions limits on vehicles known as the ‘Euro standards series’. The Euro 1 to 4 standards were not as stringent as the Euro 5 and 6, as they did not require particle or NOx aftertreatment devices to be fitted to diesel cars. These older, ‘dirtier’ diesel cars are contributing to the air quality challenges European cities are facing. In order to follow Europe’s new and more stringent emissions standards, the diesel vehicle industry has consistently innovated and improved engine efficiency. Upgraded in 2017, the Euro 6 standard now accounts for Real-Driving Emissions (RDE). These ensure NOx control aftertreatment technologies are used to their full potential, decreasing vehicle NOx emissions. Today, the Conformity Factor (CF) allows a margin for on-road NOx emissions. Since 1 September 2017, a Not-To-Exceed (NTE) emissions limit has been set for the RDE of new cars, with an interim CF of 2.1 for NOx emissions. This means that real-world emissions can be 2.1 times higher than the regulation’s limit value. This new on-road and more stringent standard is called the Euro 6d-temp and will apply to all new cars registered from September 2019 onwards. The European Commission and EU Member States considered the CF to be essential from a technical point of view, in order to reflect the RDE measurement uncertainty, as it is conducted on the road and not in a laboratory. Without the CF, compliant vehicles could fail a RDE test since it wouldn’t accurately represent how much a car emits. However, the discrepancy will be further reduced through lowering the CF to 1.0 plus a measurement uncertainty starting from January 2020 for all new models of vehicles and from 2021 for all new vehicles. The measurement uncertainty was originally set to 0.5 but an annual review of the CF will be conducted, in order to take into account technical improvements to the on-road test equipment. In March 2018, the European Commission proposed lowering the measurement uncertainty from 0.5 to 0.43. This more stringent CF will form the Euro 6d standard. Diesel engine technology has come a long way in an incredibly short timeframe. Compared to what they used to be 10 years ago, today’s diesel engines are cleaner and more efficient, being equipped with emission control systems to eliminate harmful emissions from the vehicle’s tailpipe. Ever more-stringent targets mean the diesel industry will continue to reach even higher efficiency standards.

The anatomy of a modern diesel engine

How to improve emissions caused by older diesel cars Tackling the issue of the legacy fleet of older diesel vehicles will help speed up efforts to make Europe’s air cleaner. In 2015, diesel vehicles made up 42 percent of the total fleet of passenger vehicles in the EU. Although new Euro 6d-temp vehicles meet current emissions standards, the older diesel vehicles that remain on the roads continue to have an important impact on air pollution. Some cities are introducing access restrictions to the older, more polluting vehicles. So, what are the options for owners of older diesel vehicles? As EU Member States regularly surpass EU NO2 limits, reducing pollutant emissions from diesel vehicles has been an area of particular interest for policymakers. We take a look at scrapping schemes and retrofitting options as ways to accelerate the reduction of emissions from older diesel vehicles. How do scrapping schemes work? Scrapping schemes are necessary to accelerate the replacement of older diesel vehicles and meet emission reduction goals. Scrapping schemes encourage drivers of older diesels to switch their car or van to a more environmentally friendly vehicle, such as a Euro 6d-temp diesel, through many incentives, such as compensation, part-exchange or fiscal benefit. An example of a successful scrapping scheme is the French “prime à la casse” system where drivers of old diesel cars receive a compensation of up to €2,000 when switching to new diesel vehicles. Since January 2018, this initiative has already helped to replace 60,000 vehicles in France. Several car manufacturers are offering such schemes across Europe as well. Accelerating the scrapping of old vehicles and replacing them with Euro 6d-temp vehicles which meet the latest emission standards is an efficient answer to tightening air quality standards and emission reduction regulation in cities. Scrapping schemes and retrofitting are steps to rapidly improving air quality, health and mitigating the environmental impact in Europe. How does retrofitting older diesels work? A key development in preventing harmful emissions has been the Diesel Particulate Filter (DPF), which traps soot particles. All new diesel cars in the EU have been fitted with this technology since 2011. However, technologies to reduce nitrogen oxide (NOx) emissions have been broadly introduced only later. Retrofitting older diesel vehicles with systems that reduce NOx exhaust emissions is a viable solution to today’s air pollution challenge, with some options reducing emissions by up to 70%. Selective Catalytic Reduction (SCR) systems are seen as an efficient technology necessary to achieving emission standards. They work by adding ammonia - either in the form of AdBlue®, a liquid NOx reducing agent, or directly as a gas, using cartridges - to the exhaust gases. This then reacts in a catalytic converter with the nitrogen oxides coming from the diesel engine to release harmless nitrogen and water vapour at the tailpipe. What are the challenges of retrofitting diesel vehicles? Retrofitting is a potential measure for reducing emissions from older diesel vehicles and improving urban air quality. It has proven very effective with heavy-duty trucks and buses as well as construction machinery. However, for passenger cars it is not without challenges: SCR systems can be complex and costly to install, with costs of purchase and installation ranging from €1,400 to €3,300, more likely in the upper third of this range, according to the German motor club (ADAC) investigations. Where ammonia passes through the SCR without reacting, ammonia slips can occur. This can be easily prevented by a slip catalyst, but it needs to be carefully designed. Insufficient vehicle space can also be a challenge. Many vehicles that could be retrofitted do not have enough room to integrate the SCR catalytic converter into the exhaust system. The adequate storage of AdBlue® or ammonia may also pose an issue. It requires a separate tank, which is usually installed in the spare wheel well. Producers of retrofitting technology stress the importance of close involvement and cooperation with the original vehicle manufacturer and support from dealer networks for distribution, installation and periodic emissions testing. These complications must all be taken into consideration but can vary depending on the vehicle and amount of driving. Despite the challenges, retrofitting is an effective way of reducing NOx emissions from older diesel vehicles. The need for effective retrofitting standards Currently there are no EU-wide guidelines on what to do with diesel vehicles that do not meet emission standards. While most cities in Europe have established Low Emission Zones (LEZs), in which higher emission-producing vehicles are restricted, a single solution has not yet been provided to address the fleet as a whole. There are several technical and certification elements that policymakers must consider, so that the rush to find a solution does not impact the viability of retrofitting procedures and delivers the necessary benefits to urban air quality. The difficulty for policymakers in considering all of these elements is that there is no one solution that works for all makes and models of vehicles. Proactive solutions are needed now for the owners and operators of older diesel vehicles. Policymakers will be looking to address the current complexities in the automotive industry, and to set attainable solutions for consumers, dealers, manufacturers and Member States in the coming years. When addressing the challenge of reducing emissions from older diesel vehicles, scrapping schemes and retrofitting are an important part of the solution and are useful to rapidly improving air quality, health and mitigating the environmental impact in Europe.

How to improve emissions caused by older diesel cars

What are diesel regulations and how do they work? Euro 6 emission standards are the toughest yet. But what do they represent for petrol and diesel cars, and how are they implemented? The EU has an ambitious regulatory framework in place to reduce pollutant emissions from both passenger and heavy-duty vehicles. These are referred to as the Euro emission standards. Since 1992, successive Euro standards have set stricter limits on the amount of pollutant emissions a vehicle can emit, such as particulate matter (PM), nitrogen oxides (NOx), unburnt hydrocarbons (HC) and carbon monoxide (CO). The results are impressive: while a diesel passenger vehicle was permitted to emit 140 milligrams of particulate matter per kilometre in 1992 this number had dropped to just 4.5 milligrams in 2014. Regulated NOx emissions have declined from 970 (combined with unburnt hydrocarbons) to 80 milligrams per kilometre over the same period. This progressive decline in emissions is the result of a commitment by both the EU and the automotive industry to improve air quality. Technological improvements combined with legislative ambition, has led to cleaner vehicles. The latest Euro 6 standards require diesel cars to be fitted with highly efficient NOx exhaust aftertreatment systems to reduce and control their tailpipe NOx emissions. With the introduction of new and more robust test procedures, consumers can be confident that the diesel car they buy meets the latest tougher emissions criteria set by the EU. By creating the Real-Driving Emissions (RDE) test, the EU became the first region in the world to introduce real world on-road testing. Under this procedure, a new car is tested on public roads and over a range of different conditions, such as low and high altitudes and speeds and uphill and downhill driving, as well as a variety of vehicle payloads and ambient temperatures. These real-world testing boundary conditions cover more than 90% of European driving conditions and behaviours. This ensures that the test reflects real-world driving conditions rather than laboratory conditions and that vehicles deliver the low emissions required by law. [metaslider id="230"] How the new test procedures better reflect real-world emissions In September 2015, U.S. regulators revealed a large discrepancy between the pollutant emissions of a diesel car measured during the laboratory test and its emissions measured in on-road conditions. This was predominantly for nitrogen oxide (NOx) emissions. The EU was already in the process (since 2011) of developing the RDE test procedure, which came into effect on 1 September 2017. This new, more stringent regulation measures pollutant emissions while the car is driven on the road. Before a vehicle is released on the European market, it needs to be type-approved through a process called “homologation”. Until 2017, vehicles were only tested in a laboratory environment and checked against the maximum emissions limits set by Euro standards. With RDE in place, cars now need to be tested with so-called Portable Emission Measuring Systems (PEMS) that provide real-time monitoring of key pollutants like NOx and particulate matter. Before a new car is granted approval for sale in the EU, the manufacturer has to commit to the maximum emissions the vehicle will produce when it is tested on the road, within the RDE boundary conditions defined in the regulation. In addition, these on-road emission results and maximum commitment are made available to the public to aid consumers in choosing cleaner vehicles. While a diesel passenger vehicle was permitted to emit 140 milligrams of particulate matter per kilometre in 1992, this number had dropped to just 4.5 milligrams in 2014. NOx emission limits have declined from 970 to 80 milligrams per kilometre over the same period. The RDE test now complements the laboratory test, and therefore ensures that vehicles deliver the necessary low emissions both in the laboratory and on the road. Laboratory tests have also been improved. Until recently, vehicles were tested according to the New European Driving Cycle (NEDC), a test that was developed in the 1980s. Due to technological developments and evolving driving conditions, the NEDC test became outdated. To that end, UN and EU regulators have jointly developed a new test, called the Worldwide harmonised Light vehicle Test Procedure (WLTP). This was created to better reflect the on-road performance of vehicles. It was implemented in the EU on 1 September 2017. Newly registered vehicles are now tested according to the laboratory WLTP test cycle, which complements the on-road RDE test. Towards a more efficient transport future With the introduction of new and more robust test procedures, consumers can be confident that the diesel car they buy meets the latest tougher emissions criteria set by the EU. Air quality, especially in urban environments, has become an important public health issue. Complying with the latest RDE regulation, cars will therefore deliver the air quality benefits that citizens, local authorities and EU Member States need and depend on. The revised framework should restore trust and transparency in the way both petrol and diesel cars are developed and sold within the European market.

What are diesel regulations and how do they work?

Why diesel cars make great load carriers If you have ever towed a trailer, you will know why low-end torque is vital. In this article we explain what torque is, how diesel provides it, and why it is so important. The diesel engine remains the most popular choice for those towing and carrying loads. This is due not only to a diesel engine’s high levels of fuel economy, but also its ability to deliver greater torque at low engine speeds. Whether it is towing caravans, trailers or boats, it is hard to imagine anything better suited to the task than a diesel engine. What do drivers tow and with what? Towable objects come in all shapes and sizes - from a simple trailer or caravan, to large commercial units carrying items such as heavy goods and livestock. Whatever object is being towed, it causes additional weight and drag for the load carrier, which needs more engine power to move both vehicle and object forward, especially when driving uphill. The higher cylinder pressure of a diesel engine achieves good fuel economy, making it the most popular choice for many commercial uses, such as vans, buses and heavy goods vehicles (HGVs). This higher cylinder pressure also makes diesel engines capable of producing greater power at lower speeds than their petrol equivalent. This offers the “low-end torque” and more relaxed driving experience sought by load carriers. When towing, a diesel engine does the equivalent of someone carrying five bricks at a time, rather than moving each brick individually, and while a diesel engine does no more and no less work than a petrol engine, it does the same job more efficiently. What’s the difference between torque and horse power? Torque and horsepower are related aspects of an engine’s output, but they are not the same thing. Horsepower determines how fast you can travel over a given distance, but that same power can be produced using either a high torque, where the engine turns slowly, or a low torque, where the engine turns quickly. Torque is just a turning force – the same as you would apply to a screwdriver. In a car, torque describes the output from the engine, which is then transmitted via the gearbox to the wheels that drive the vehicle along. The torque produced by a combustion engine depends upon both the pressure in the cylinders and the size of the pistons. As a general rule, larger engines produce greater torque. However, manufacturers are able to produce higher torque, and so higher horsepower, from smaller engines, using turbochargers and superchargers. These devices force more air into the cylinders, allowing more fuel to combust and resulting in higher cylinder pressures. An engine with high torque enables you to move a load without constant recourse to high engine speeds and low gears. It is about having the same power available, but at lower engine speeds, making it particularly useful for load carriers towing heavy objects. Diesel remains the preferred choice for towing and load carrying According to estimates from the UK National Caravan Council, out of 550,000 touring caravans, 365,000 caravan holiday homes and 225,000 motor homes in the UK, the majority rely on diesel-powered vehicles for their towing needs. Leisure tourists such as these often choose diesel to minimise the time spent worrying about whether or not they will make it to the top of a hilly road, or whether they can safely overtake a slower vehicle. Whether it is towing caravans, trailers, or boats, it is hard to imagine anything better suited to the task than a diesel engine. Nearly all of the 200,000 commercial lorries operating on the UK’s roads are powered by diesel engines, according to the Freight Transport Association. As such, the diesel engine plays a crucial role in both minimising costs and reducing CO2 emissions in the transport economy.

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