In fact, the CODA doesn’t even have a tailpipe. But the advantages don’t stop there. Check it out.

In15 years there, it has sold 30,000 cars so the potential for quality stock is good.

As in other markets, cars sold through the programme would have to meet global standards and would be sold through authorised dealers.

“Comprehensive evaluation and refurbishment criteria, scientific tools for audit and inspection as well as manufacturer-backed warranty go into the making of a certified proven exclusivity vehicle. The dream of owning a Mercedes-Benz thus becomes even more achievable,” said Wilfried Aulbur, MD and CEO of Mercedes-Benz India, told the Hindustan Times.

Over 15 years of its presence in India, Mercedes-Benz has sold around 30,000 cars thereby creating a significant potential for its pre-owned car sales.

Simple depiction of BASF’s consolidation of functions within the new “two-brick” diesel aftertreatment system, unveiled last March on Hyundai’s i-flow concept car.

The twin bogies of reducing vehicle mass and reducing tailpipe emissions are driving OEMs and their suppliers to develop solutions that achieve both goals. BASF recently unveiled a new catalyst technology aimed at light-duty diesel engines that the company claims is a significant step toward cleaner exhaust with lower mass, less complexity, and potentially lower cost.

BASF’s innovation consolidates the four major components of a typical diesel aftertreatment system—the De-NOx catalyst, diesel oxidation catalyst (DOC), soot filter, and the selective catalytic reduction (SCR) system—into two major elements: a DOC/lean-NOx trap (LNT) and an SCR catalyst integrated with the soot filter substrate.

The arrangement requires just two catalyst “bricks,” the substrates coated with precious-metal catalytic material that dramatically lower HC, CO, NOx, and particulate levels in the exhaust stream, prior to exiting the tailpipe. The design greatly simplifies the aftertreatment suite underneath the vehicle and reduces weight, according to Dr. Marius Vaarkamp, BASF’s Global Product Manager, Mobile Emissions Catalysts.

The DOC/LNT is a ceramic monolith with a catalyst coating. The SCR-on-filter is a “wall flow” ceramic monolith with a SCR catalyst coating. The DOC/LNT catalyst traps NOx under “lean” operating conditions. The trapped NOx is released from the catalyst when the engine operation is switched to “rich” conditions.

During “rich” regeneration, the NOx is converted to N₂ (nitrogen), and NH₃(ammonia) is generated over the DOC/LNT and used by the SCR catalyst to remove excess NOx, while the filter removes particulate matter.

“The real innovation here, we believe, is we’ve found a way to generate the ammonia (urea) in situ—we do this with an LNT upstream of the SCR,” he explained in an AEI interview with the BASF team in mid-April.

Vehicles with smaller-displacement engines that do not require high levels of NOx conversion “may not require the SCR/filter brick, needing only the combined DOC/LNT,” noted Dr. Thomas Droege, Global Marketing Director in the Mobile Emissions Catalysts group.

Providing the capability to meet NOx emission standards without requiring the heavy, bulky urea tank, injector, control unit, wiring, and related mounting fitments offers OEMs a significant mass benefit, which will vary per vehicle application depending on engine displacement, Dr. Vaarkamp said. Reduced system mass helps improve vehicle fuel efficiency.

The first vehicle to feature BASF’s two-brick aftertreatment system isHyundai’s i-Flow concept car, which debuted last month at the Geneva Auto Salon. The i-Flow showcases BASF and Hyundai’s collaboration on advanced material applications across the vehicle. The two companies focused on key areas that impact overall operating efficiency, packaging, and emissions reduction.

“This project was a great way to look at the emission-reduction challenges comprehensively with one of our OEM partners, and to optimize the actual system at all levels, from the engine intake through the tailpipe,” Dr. Vaarkamp noted. “We saw the lightweighting and downsizing trend coming, and we prepared ourselves well for these market challenges—to combine the functionality and take it to a market situation. Hyundai was very receptive.”

BASF’s engineering interface with Hyundai is via the company’s South Korea joint venture, Heesung Catalyst Co. BASF began its first experiments aimed at consolidating subsystem functionality around 2000-2001.

“A number of things enabled our R&D group and materials engineers to accomplish this,” Dr. Vaarkamp explained. “The first was our analytical capability, to really understand the individual components, and the catalysis piece, on a fundamental level. In the SCR-on-filter piece, we made really great steps forward in the stability of the SCR catalyst.”

Among the material innovations that enabled BASF’s two-brick architecture was development of what Dr. Mikhail Rodkin, Vice President of Catalyst R&D, described as “an absolutely new SCR catalyst,” the manufacturing of which is very complicated, he said.

On the LNT side, Dr. Rodkin’s team also devised an all-new catalyst composition. “There are new materials to ensure the LNT doesn’t only reduce NOx in certain parts of the drive cycle but also generates ammonia in the appropriate amount to actually help the SCR work correctly. There are material innovations in both areas,” he noted.

The BASF team is satisfied with the two-brick system’s durability and effectiveness as far as it can be tested in the laboratory environment, said Dr. Vaarkamp. He noted that BASF is not unique in developing on-board ammonia generation in an LNT-based system, citing efforts by Hondaand Ford in this area.

“As our collaboration with Hyundai indicates, we’re engaging our customers at this point,” he explained. “Getting this program to a point of sufficient engineering and customer confidence—that’s the next step.”

A war is ‘hatch’ing!

With the B-segment flooding with offerings from various manufacturers, a war of hatchbacks to capture the market is just about to begin…

Never before in the Indian car industry have we seen such carnage in a segment. The B-segment is suddenly loaded with quality contenders which not only boast great engineering and features, but incredible pricing as well. The Swift has been ruling this segment ever since it emerged on the horizon. The car has never failed its fans, both in terms of ownership cost and the fun to drive factor. The new rivals of the car, however, pose a serious threat to its reign with their own virtues and aggressive pricing. The Fiat Grande Punto, the Volkwagen Polo and the Ford Figo are three new generation cars which pose a serious challenge to the Swift’s supremacy in the Indian market. Let’s see where each of these cars stand.

Design

It’s been about 5 years since the Swift made its appearance in India. While the radical, oddball looks have grown onto most of us Indians now, there are people who don’t like this Maruti’s unconventional lines. Owing to its distinctive style, it wouldn’t be entirely right to say that the Swift’s is an ageing design. It still looks aggressive and appealing, it’s just that it’s been around for a long time, and we would rather see something fresher. That said, the design revolution that the Swift brought about would be quite a difficult act to follow. A new Swift is on the cards, and from what we have heard, it’s not going to look much different from its current version.

The Polo, one of the most anticipated cars in India until its recent launch, boasts of a very refined and evolved exterior design. It’s got bold, muscular lines, which make it look imposing even with its diminutive B-segment dimensions. The flared wheel arches, the angular headlights, the perfectly balanced proportions – the Polo looks just right no matter whichever angle you look at it from. The beauty of its form is that it breaks convention in the most unconventional manner. It’s bold without losing out on subtlety. It’s aggressive without being offensive. As a new car, the Polo impresses with its exteriors, it’s the epitome of European excellence in designing day-to-day cars with flair.

If the Polo is an exponent of sophisticated, neat and sufficiently aggressive design, the Punto is the metallic incarnation of lust. It’s draped in clothes that are meant to arouse you. The Punto is the tightest slap a mainstream car could ever deliver on the cheeks of someone who ever disputed the Italian flamboyance for automotive design. There are hardly any creases, the whole surface is wrapped in clean, organic curves – it exemplifies that a car can look hot without any ‘flames’. If you think you’re cool and fashionable, and looks matter more to you than anything else, then reading the rest of the comparo doesn’t make sense. Go buy the Punto for its sex-appeal alone.

The Figo is a functional design. It doesn’t make any tall claims about its looks, but is out to offer a contemporary looking well-engineered car which emphasizes more on function than form.  With the longest wheelbase in the segment, the Figo does look a bit, er, long. The rear quarter glass adds to perception about the car’s length. It’s nicely proportioned though, and with that huge air dam, those flared wheel arches and that pair of sleekly designed headlamps, it tries to look a bit funky and succeeds a fair bit before being overshadowed by the sheer brilliance of the design of the three cars it is in the company of.

Engine – gearbox

The Swift’s 1.3 petrol engine was a joy to drive with its rev-happy nature, but wasn’t best suited for the stop start city traffic with its rather peakish power delivery. The new 1.2 K-series engine in the car has more grunt at the bottom end, making it more convenient to be driven in the city, but doesn’t quite like to be pushed too hard. The fuel efficiency has improved a bit and so have the emissions but the car has lost a bit of its enthusiast appeal. Mind you, it still has the best in class power for the petrol variant, but the revvy 1.3 was a different experience altogether.

Fret not though; the diesel variant of the Swift is at your service if you wish to enthral yourself.  With an addictive power surge from as low as 1200 rpm, the Swift DDiS is simply a delight to drive. The smooth and punchy engine is the best that there is in the small car segment and with its amazing fuel efficiency, has made its place in the hearts of enthusiasts and economy conscious alike. The engine options on the Swift are definitely one of the best, and address the segment brilliantly.

The Polo is a totally new entrant in the arena and comes with two engine options. A 1.2-litre petrol and a 1.4-litre turbo diesel  (to be available from May). The petrol powered Polo produces 75 horses, 10 less than the Swift’s 85, but doesn’t lack power. It pulls reassuringly from the bottom till 4000 rpm, after which the engine, once shown the highway tends to show its limitations. The three pot engine makes a lot of noise and isn’t quite as refined as its 4-pot rivals. It’s fairly punchy though, and is complemented well by a 5-speed short throw stick that slots in a rather slick fashion. The ratios are well-sorted and the appreciable low end grunt of the engine along with nicely spaced ratios allows crawling speeds in third gear. Overall, an average package – nothing that should excite you.

The petrol Figo is powered by a new 1.2 litre engine specifically designed for India. It puts out a modest 71bhp @ 6250 rpm and 102Nm @ 4000rpm. Though the power output might seem low on paper as compared to 1.2 litre mills from Maruti-Suzuki, it doesn’t feel sluggish on the move. Even though outright performance may not be as good, the drivability is certainly as good as the other engines in the segment. The gear ratios are slightly on the taller side to improve the fuel efficiency. It starts pulling satisfactorily past the 2000 rpm mark. But the real power is delivered at the top end, past 4000 rpm, upto the 6500 rpm rev limit.

The other engine option is the 1.4 litre Duratorq diesel, which has been doing duty on the Fiesta, Fusion and Ikon. With 68 bhp @ 4000rpm and 160Nm @ 2000rpm, the engine isn’t very powerful, but is much more drivable than its competitors with loads of low end twist. There is practically no turbo lag and you don’t even feel the turbo kicking-in. With its high fuel efficiency, this car is near perfect for day-to-day city commutes. We have experienced this diesel engine earlier on the Fiesta and the Ikon and can vouch for its practicality and frugality.

The Grande Punto comes with the options of three engines – 1.2 and 1.4 petrols and a 1.3 turbo diesel.  Comparing apples with apples, the 1.2 litre petrol mill of the Punto is the least powerful of the lot on paper, but makes up for its low power output with a reasonably good low and mid-range. There isn’t anything much left once you go above the 120km/h mark, making the 1.2 petrol Punto strictly a city car. The 1.4 with 90PS of power has more power, better acceleration and better top whack, but it comes for a premium. The 1.3-litre turbo diesel mill is the same engine as in the Swift DDiS albeit with a slightly different state of tune. It’s as delightful and frugal on the move as on the swift though.

Comfort and features

The Swift’s exterior may still hold its own against the competition, but the interiors of the car have started looking dated. Its time Suzuki refreshed the in-cabin appeal of this baby. The ergonomics are spot on, but the quality of materials and the overall feel of the cabin leave a lot to be desired, especially in the light of newer cars featuring better cabins. The backseat comfort is still a bit of an issue with the Swift, as neither the legspace, nor the suspension is anything great to write home about. ABS, air-bags, climate control, alloys etc. are options which are available in variants higher up the order.

The Polo’s interior, even after it being a new car seems familiar, thanks to the component sharing strategy of Volkwagen across platforms and brands (yes, a few bits are clearly Skoda). Which is not a bad thing, as most of these items are very high-quality, but having seen these materials and that layout for a long enough period, the Polo’s cabin fails to excite. Sure, everything is built to last a century, and then some, but it’s beginning to get a tad mundane now. That apart, there’s nothing to worry about – ergonomics are bang on the money, nothing ever makes as much as a squeak and the seats are pretty comfortable too. The suspension is pliant, definitely better than the slightly bouncy Swift. The backseat space, however isn’t any better here than its Japanese counterpart.

The Punto’s interior is an aberration from your usual cabin styling. The buttons on the centre console are done in silverish grey and people have mixed opinion whether they like them or not.  The instrumentation binnacle is done up in white dials with retro style font and looks really cool. The seats of the Punto aren’t the most comfortable, and could have done with a bit more back and thigh support. Long drives invariably end up hurting your backs. The suspension is well sorted out though for a good mix of driving dynamism and comfort, and backseat space too is better than the rest of the two cars discussed earlier.

The Figo takes the cake when it comes to in-cabin comfort though. There’s acres of room inside the cabin and the car feels delightfully airy and roomy thanks to the huge glasshouse. The space on the backseat too is worth a mention, allowing the occupants to stretch their legs farthest in this category. There isn’t anything fancy inside the Figo’s cabin, but the quality of plastics, the ergonomics and the comfort of the seats is typical Ford, reliable and functional. Even the suspension is very comfortable, and allows for superb ride quality. The Figo surpasses its competitors in terms of cabin space, and should by far make the most comfortable and spacious family car.

Verdict

The pricing of the Figo has been a big surprise. Ford has managed to price the car very aggressively. It has managed to undercut even the swift which has been the ultimate price warrior in the premium band of B-segment cars (Tata Indica aside). The Polo has also been priced very aggressively by Volkswagen standards, but the engines on the Polo don’t really make a very strong case for the car. The Punto is a charmer. It’ll have people smitten by virtue of its looks only. The gearshift isn’t all that great in this car and the prices too aren’t really comparable with the Swift, but the diesel variant really makes for a good buy. The Swift still makes a fabulous case for itself owing to its very competitive pricing, Maruti reliable service network and low-cost maintenance and good resale value. The space and the backseat comfort may be a hassle for some, but there is no denying that the Swift, especially the diesel variant is still the most fun car to drive.

All in all, it seems like the Figo has the ingredients to make a dent in the Swift’s sales. Nice looking, robustly built, capacious and very well priced – we think the Figo is the car of the moment

• A class 8 truck typically idles 8 hours per night, 300 nights per year (2,400 hours per year).
• Each year a truck emits over 0.3 tons of nitrogen oxide (NOx) and 21 tons of carbon dioxide (CO2).
• A typical diesel vehicle burns one gallon of fuel for every hour of idling.
• Idling trucks collectively burn away 1.2 billion gallons of diesel fuel annually at a cost of more than one trillion dollars to the industry.
• A truck idling for one hour suffers wear and tear equivalent to being driven seven miles. (ATA Technology and Maintenance Council)
• Operating life of engine oil is reduced by 75 percent due to prolonged idling – from 600 engine hours to 150 engine hours.

As indicated above, idling time can have significant economic impacts, depending on the size of a fleet. For air quality planners, limiting idling time is an understandable target to reduce emissions. For truckers, however, idling is a customary practice due to concerns that restarting the engine will cause damage to the engine. In addition, it is important to be able to operate the truck’s heating and cooling equipment.

Nevertheless, studies on idling practices have found that restarting the engine does not impact the engine as much as assumed. Advances in idling control technologies, specifically auxiliary power units and truck stop electrification, are becoming more appealing to truckers and fleet owners because of cost savings, noise abatement, and improvements in air quality. At the same time, a number of local and state governments have implemented anti-idling legislation and/or ordinances to limit idling in order to address air quality and noise concerns.

Auxiliary Power Units (APUs)

Auxiliary Power Units (APUs) are small, 5-10 horsepower diesel engines that eliminate the need to idle the main engine. While it takes fuel from the same tank as the truck, it has its own internal combustion engine, compressor, and alternator connected to the truck’s operating system to supply direct current power, heating and cooling, electricity to charge truck batteries, and engine warming for cold weather starting. Typically, they consume 80 – 90 percent less fuel than a truck’s diesel engine and provide the same level of heating and cooling comfort for occupants.

In a pilot project with the Department of Energy, APU manufacturer Pony Pack estimates that using these devices could save about $1,600 in fuel costs and $2,000 in maintenance costs annually and can have paybacks as short as one year, depending on the extent of its use.

While they are inexpensive, easy to install, and do not interfere with OEM systems and warranties, APUs may not be a viable option for some truck operators because of their size, weight (300 – 400 lbs.), and maintenance issues.

Auxiliary heating systems specifically for the cab and/or the engine block are many times more efficient than idling. According to the Department of Energy they can run more than 20 hours on one gallon of fuel.

Auxiliary heating, cooling, and/or complete APU systems are readily available and truckers can choose among at least 20 manufacturers located in the United States and Canada. More than 20 percent of Canadian long-haul tractors are estimated to already have APU systems installed on their vehicles.

Truck Stop Electrification (TSE)

When available, electricity is the cheapest form of energy for running a truck’s on-board systems. However, unlike RV parks, marinas, and even airports that provide electricity for mobile users, truck stops do not offer such service. Truck stops are hesitant to install the electrical services because of the costs for equipment and with little demand from fleet owners there is little economic reason to do so.

At the same time, fleets have not had a need to demand electrical service because manufacturers have not installed the necessary equipment on trucks. However, that is beginning to change with fluctuating fuel prices, the need for fleets to stay competitive, and as state and local governments look to cut truck idling as a means to improve air quality. Partnerships between government and industry have already been formed and experts project greater and greater access to electrical service for truckers in the coming years due to the tremendous economic and environmental benefits.

For fleet owners and operators, TSE means fewer oil, cooler, and filter changes that result in lower maintenance costs. At the same time, their equipment goes through less wear and tear equating to longer engine and vehicle life.

An onboard TSE system, which can supply electricity through the inverter/charger to the alternator, battery bank, individual outlets for appliances, and the truck’s operating system range in price from $275 to $2,300, depending on the various features selected. For example a Xantrex Inverter/Charger system’s installed cost is $1,600. Adding on a Domestic (Bergstrom is also building one) AC-powered HVAC system for another $1,200 brings a total system cost of $2,800. Several truck manufacturers, including Volvo and Frieghtliner, are now offering TSE-compatible systems on many of their models.

More advanced TSE systems fit into any truck’s window and provide the driver access to heating, cooling, 100-volt current, phone, cable, and internet access. In the first project in the country to offer this level of TSE, the New York State Thruway has partnered with IdleAire Technologies to install 44 individual electrified parking spaces that offer the service at a cost of $1.40 per hour. The system includes overhead HVAC units controlled by a user panel at the bottom of flexible ductwork where it enters the vehicle. There are currently five TSE systems nationwide.

Advances in Engine Idling Technology

In addition to APUs and TSE, technological advances in diesel truck engines also maximize idling performance. For example, Caterpillar, Inc. offers an “idle shutdown timer” on its electronic engines to help drivers remember not to idle for too long and it can be programmed to turn off the engine after up to 60 minutes of idling. (See the insert on “Advances in Diesel Engine Technology” for more information.)

Policies and Programs

Anti-idling legislation has been enacted in at least 18 states across the country. While some target specific urban areas, state-wide restrictions are in place in Connecticut, Massachusetts, and New Hampshire. Each of these states have anti-idling laws that prohibit idling for more than 5 minutes with exceptions, such as when stopped at a traffic light, operating an APU, unless required by the OEM, during repair, or during very cold temperatures. In Massachusetts, penalties of $100 for the first offense and up to $500 for subsequent offenses are in place.

Idling and smoke emission regulations are in place in 25 states, including Colorado, which has idling restrictions in Denver (10 minutes during any 1-hour period), Aspen, and Colorado Springs

To download click below link

Download  ****Alphapet wise Explanation *****

Fuel Quality Improvements

• Unleaded Petrol

– All over country: February 2000

• 1% Benzene in petrol

– NCT: 1st October 2000

– NCR & Mumbai : 2001

• 0.05% sulphur in petrol

– NCR : 31 May 2000

– Mumbai & Kolkata : January 2001

– Chennai : July 2001

– All over Country : 2005

• 0.05% sulphur diesel

– NCT : 31st December 2000

– NCR : 30 June 2001

– Mumbai & Kolkata : January 2001

– Chennai : July 2001

– All over Country : 2005

Fuel Quality Improvements
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]]> http://www.hcvservice.com/2009/02/diesel-fuel-quality-in-india/feed/ 0 http://www.hcvservice.com/2009/02/emission-standards-in-india/ http://www.hcvservice.com/2009/02/emission-standards-in-india/#comments Tue, 10 Feb 2009 13:24:56 +0000 The M http://www.hcvservice.com/blog/?p=382 The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990’s. Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and for heavy-duty vehicles. Indian own emission regulations still apply to two- and three-wheeled vehicles.

On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased program for introducing Euro 2 – 4 emission and fuel regulations by 2010. The implementation schedule of EU emission standards in India is summarized in Table 1.

The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi or the other 10 cities.

For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, 2010.

Trucks and Buses

Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg—are listed in Table 1. Emissions are tested over the ECE R49 13-mode test (through the Euro II stage).

More details on Euro I-III regulations can be found in the EU heavy-duty engine standards page.

Light Duty Diesel Vehicles

Emission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarized in Table 3. Ranges of emission limits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1 and later standards. The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).

The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed limited to 90 km/h). Before 2000, emissions were measured over an Indian test cycle.

Engines for use in light-duty vehicles can be also emission tested using an engine dynamometer. The respective emission standards are listed in Table 4.

Light Duty Gasoline Vehicles

4-Wheel Vehicles

Emission standards for gasoline vehicles (GVW ≤ 3,500 kg) are summarized in Table 5. Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle emission standards page). The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).

Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).

3- And 2-Wheel Vehicles

Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.

2.00

Construction Machinery

Emission standards for diesel construction machinery were adopted on 21 September 2006. The standards are structured into two tiers:

• Bharat (CEV) Stage II—These standards are based on the EU Stage I requirements, but also cover smaller engines that were not regulated under the EU Stage I.
• Bharat (CEV) Stage III—These standards are based on US Tier 2/3 requirements.

The standards are summarized in the following table:

The limit values apply for both type approval (TA) and conformity of production (COP) testing. Testing is performed on an engine dynamometer over the ISO 8178 C1 (8-mode) and D2 (5-mode) test cycles.

The Bharat Stage III standards must be met over the useful life periods shown in Table 2. Alternatively, manufacturers may use fixed emission deterioration factors of 1.1 for CO, 1.05 for HC, 1.05 for NOx, and 1.1 for PM.

Agricultural Tractors

Emission standards for diesel agricultural tractors are summarized in Table 3.

Emissions are tested over the ISO 8178 C1 (8-mode) cycle. For Bharat (Trem) Stage III A, the useful life periods and deterioration factors are the same as for Bharat (CEV) Stage III, Table 2.

Generator Sets

Emissions from new diesel engines used in generator sets have been regulated by the Ministry of Environment and Forests, Government of India [G.S.R. 371 (E), 17 May 2002]. The regulations impose type approval certification, production conformity testing and labeling requirements. Certification agencies include the Automotive Research Association of India and the Vehicle Research and Development Establishment. The emission standards are listed below.

Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity is measured at full load.

Concentrations are corrected to dry exhaust conditions with 15% residual O₂.

Innovative sustainability in automobile construction for safeguarding the future

Subsequent generations also have the right to economic development, social well-being and an intact environment.  The German automotive industry takes on this responsibility by making its contribution and simultaneously ensuring sustainable mobility for everyone in the future.

German automobiles are known worldwide for being modern, safe, comfortable, ecological, and of premium quality. In light of climate changes, the challenge of our times is to reduce fuel consumption and CO2 emissions. The German automotive industry takes this strategic task seriously and is the leader in this field. For example, it has lowered the average fuel consumption by more than one fourth since 1990. Today, a new car from a German manufacturer drives an average of 15 kilometers per liter of fuel, two thirds more than in 1970. German manufacturers currently offer 80 models under 5 l/100 km and 336 models under 6.5 l/100 km. Due to this technical progress, German automobile manufacturers have also achieved a trend reversal in road traffic CO2 emissions: These emissions in Germany have been on the decline since 1999.

“CO2 Champions” are becoming the standard

This development has continued in the current year. The CO2 emissions of newly registered cars of German make sank domestically in the first nine months of this year by an above-average 3.1 percent, while imports showed a reduction of only 2.6 percent. The CO2 value of German models is thus only 2g/km over the average value despite the high percentage of premium vehicles in the new fleet of cars.  Differentiated according to individual sectors, the greatest savings were achieved in the mid-sized (-4.5 percent) and small car divisions (-3.2 percent).  This can mainly be attributed to the 5 and 7 percent reduction made by German suppliers. German manufacturers were able to achieve an above-average reduction in most of the other sectors as well and are clearly the market leader in the “CO2 Champions” under 130 g/km with a market share of 57 percent.

The success of the German automotive industry achieved thus far in reducing fuel consumption and CO2 emissions can mainly be attributed to diesel. A modern diesel motor uses an average of 25 percent less fuel than a comparable gasoline motor and thus emits clearly less CO2. This is what makes diesel indispensable in the future. More diesels on the market mean less CO2. Germany would save 90 million liters of fuel and 210 tons of CO2 per year for every additional percentage of diesels in the inventory.

Oil saving – supplement – replacement

Our long-term technological efficiency roadmap “Away from Oil” follows a multifaceted strategy.  We focus on the triad saving, supplement and replacement: saving through improvements in the traditional combustion engine and auto body, supplement through increasing the percentage of alternative fuels and replacement by alternative engines like electric vehicles and hydrogen technology.

In the foreground of our strategy of saving, supplementing and replacing fossil fuels is the pursuit of even cleaner, more efficient, safer and more comfortable automobiles. This is achieved not only by advances in drive engineering, electronics and safety technology but also comprehensive mobility concepts including an improved infrastructure. Environmental protection and especially climate control have become the most far-reaching and ambitious projects of the German automotive industry.

Eighteen billion euros for research and development

These highly ambitious goals can only be achieved with considerable investments. No other branch invests as much in research and development (R&D) as the German automobile industry. With more than 18 billion euros, it finances about 36 percent of all research and development of the metalworking industry in Germany. More than 91,000 employees research and develop in the competence centers of our manufacturers and suppliers. Thus, the number of employees in research and development has about doubled in just under a decade. The German automotive industry registers an average of 10 patents a day, about half of them in the area of environmental technology.

The German automotive industry is continuously active with regard to its future development. It is now imperative to find the right instruments with which to ensure the further decoupling of transport and CO2 emissions not only in the European but also in the national context. This, however, is not enough. In addition to the vehicle-sided measures, politics must now play a crucial role in stimulating additional CO2 reduction. This includes the conversion of vehicle CO2-based taxation, which gives the consumer planning reliability and promotes stock renewal.

Rejuvenation of the automobile stock immensely reduces CO2

The average age of existing cars in Germany is 8.5 years and is thus higher than ever before. An urgently needed renewal of the stock would considerably contribute to climate protection – 800 million liters of fuel could be saved, if the stock of existing cars were one year younger. This corresponds to 2 million tons of CO2. Anyone who chooses a new car and no longer drives the old one actively contributes to climate protection.

The German automotive industry takes its responsibilities seriously and intensively works on further fuel-reduction technologies. However, in order to use all possible reductions, the road traffic infrastructure has to be adjusted and improved.  Twenty percent of fuel consumption is wasted in traffic jams and stop-and-go traffic.  About 12 billion liters of fuel and about 30 million tons of CO2 could be saved each year if traffic were not obstructed.

The German automotive industry meets its responsibilities and also stands for future economic performance, social responsibility and efficient, ecological progress