Car exhaust emission Standards

Car exhaust emission requirements for light road vehicles have existed in the EU since the early 1970s, while the first requirements for heavy vehicles came in at the end of the 1980s. Compared with the US and some European countries (Sweden, Norway and Austria), the EU was late in introducing requirements that were strict enough to force the use of catalytic converters in petrol vehicles. The current car exhaust emission requirements regulate five groups of compounds: nitrogen oxides (NOx), hydrocarbons (HC), carbon monoxide (CO), particulate matter (PM) and lately the greenhouse gas carbon dioxide (C02). Of these, carbon monoxide is less significant from the point of view of health and the environment. For light vehicles (under 3.5 tonnes) the exhaust emission standards differ depending on the engine type (petrol or diesel). CO2 is the most important of the greenhouse gases which are contributing to Climate Change. Compared to improvements in the car exhaust emissions of toxic pollutants, there has been less progress on reducing CO2 from cars. For a given type of fuel the CO2 emissions of a car are directly proportional to the quantity of fuel consumed. Until recently the average fuel consumption of new cars was unchanged relative to that in the mid 1980s. This was because while engines had become more efficient over this period, average vehicle mass had increased due to additional features to meet crash safety requirements and the widespread addition of features such as power assisted steering and air conditioning. However, there are signs that in the last few years, average fuel consumption has begun to drop in response to voluntary agreements by vehicle manufacturers to reduce CO2 car exhaust emissions. The European Automobile Manufacturers Association (ACEA) came to an agreement in July 1998 that committed ACEA to reduce the CO2 car exhaust emissions from new passenger cars by over 25% to an average CO2 exhaust emission figure of 140 g/km by 2008. Cut your cars fuel consumption in half! - Cut CO2 emission in half! The way in which the car exhaust emission standards for light and heavy road vehicles in the EU have been stiffened over the years is shown in tables 1 and 2. The standards for both light and heavy vehicles are designated "Euro" and followed by a number (usually Arabic numerals for light vehicles: Euro 1, 2, 3.., and Roman numerals for heavy vehicles: Euro I, II, III..). Exhaust emission standards also exist for two and three-wheeled vehicles (motorcycles and mopeds) and for engines for non-road machinery, but these are not covered here. Test cycles Car exhaust emissions are measured using a standardized test cycle that is designed to simulate real driving. For light vehicles the entire vehicle is tested and exhaust emissions are measured in g/km. For heavy vehicles the engine is bench-tested and the results are expressed in relation to the engine power (g/kWh). A vehicle or engine that is tested and approved in one EU country may then be sold throughout the union without any requirement for further testing. Light vehicles are subjected to a transient cycle in which the vehicle follows a prescribed driving pattern that includes accelerations, decelerations, changes of speed and load, etc. Outside the EU several other test cycles are used, so emission standards from different countries are not always directly comparable. In December 2003 however, the EU, US, Japan and China agreed to draw up a common scientific platform to measure and benchmark air pollution from traffic.

Light vehicles The light category of vehicles covers road vehicles under 3.5 tonnes, i.e. both passenger cars and light commercial vehicles. The first exhaust emission requirements for these were specified in Directive 70/220/EEC, which has been stiffened several times. The Euro 1 requirements (91/441/EEC), which came into force in 1992-93, forced the manufacturers to install three-way catalytic converters in petrol vehicles. Euro 2 was subsequently introduced in 1996-97 (94/12/EC), and in 1998 the standards for Euro 3 and 4 (98/69/EC) were agreed, to take effect in 2000 and 2005 respectively, see table 1. Standards also exist for light commercial vehicles. The limit values for these are generally slightly higher than for passenger cars and are dependent on the weight class - the heavier the vehicle, the higher the permissible emissions. The requirement levels for 2000 and 2005 were agreed after several years of joint work between the Commission, the automotive industry and the oil industry - the so-called Auto-Oil Programme - on the basis of achieving good air quality in Europe by 2010 at the lowest cost. Fuel quality standards were also stiffened as a consequence of the project, both to reduce emissions and to permit the introduction of new emission control technology, which in many cases requires a low sulphur content in order to work (see fact file). The highest permitted sulphur content for petrol was set at 150 ppm (parts per million) in 2000 and 50 ppm in 2005, and for diesel at 350 ppm in 2000 and 50 ppm in 2005. As the result of a new decision in 2003 (2003/17/EC) the limit for both fuels will be reduced to 10 ppm in 2009. 10 ppm fuel must be made generally available in the member countries by 2005. As can be seen from table 1 (below) the Euro 2-4 standards are different for diesel and petrol vehicles. Under the current Euro 3 and forthcoming Euro 4 standards diesel vehicles are allowed to emit around three times more NOx than petrol vehicles. Emissions of particulates from petrol vehicles are not regulated since these are very low compared to emissions from diesel engines. Some directinjection petrol engines can however emit almost the same level of particulates as a diesel engine. When the Euro 4 requirements were decided it was generally believed that they would compel the use of particulate filters on diesel vehicles. A number of manufacturers have however developed models that meet the requirements without further exhaust gas treatment, although particulate filters appear to be necessary on most larger engines. New legislation on durability was introduced along with the Euro 3 and 4 standards, making manufacturers responsible for the emissions from light vehicles for a period of five years or 80,000 km (Euro 3) and five years or 100,000 km (Euro 4). The same directive included a decision to introduce on-board emission diagnostic systems (OBD) between 2000 and 2005 and a requirement for a lowtemperature emission test (7C) for petrol vehicles with effect from 2002. The member countries were also given the right to introduce tax incentives for early introduction of 2005-compliant vehicles. It is apparent that the Euro 4 requirements (2005) permit much higher emissions of NOx and particulates than the requirements in the US and Japan at the corresponding time. Euro norm emissions for petrol (gasoline) fueled passenger cars (g/km) Standard Euro 1 (01.07.1992.) Euro 2 (01.01.1996.) Euro 3 (01.01.2000.) Euro 4 (01.01.2005.) Euro 5 (01.09.2009.) Euro 6 (01.01.2014.) CO 3.16 2.2 2.3 1.0 1.0 1.0 HC 0.2 0.1 0.1 0.1 HC+NOx 1.13 0.5 NOx 0.15 0.08 0.06 0.06 PM 0.005 0.005

Euro norm emissions for diesel fueled passenger cars (g/km) Drive cheaper and environmental frendly! CO Standard Euro 1 (01.07.1992.) Euro 2 (01.01.1996.) Euro 3 (01.01.2000.) Euro 4 (01.01.2005.) Euro 5 (01.09.2009.) Euro 6 (01.01.2014.) CO - Carbon Monoxide HC - Hydrocarbons HC+NOx - Hydrocarbons + Nitrogen Oxides NOx - Nitrogen Oxides PM - Particulate Matter 3.16 1.0 0.64 0.5 0.5 0.5 1.13 0.9 0.56 0.3 0.23 0.17 0.5 0.25 0.18 0.08 0.18 0.1 0.05 0.025 0.005 0.005 HC HC+NOx NOx PM

Euro 5 and Euro 6 The Regulation covers vehicles with a reference mass not exceeding 2 610 kg. This includes, among others, passenger vehicles, vans, and commercial vehicles intended for the transport of passengers or goods or certain other specific uses (for example ambulances), which should have positive-ignition engines (petrol, natural gas or liquefied petroleum gas (LPG) or compressed ignition (diesel engines). Apart from the vehicles mentioned above (which are covered de facto by the Regulation), vehicle manufacturers may request that vehicles intended for the transport of passengers or goods with a reference mass of between 2 610 kg and 2 840 kg should also be included. In order to limit as much as possible the negative impact of road vehicles on the environment and health, the Regulation covers a wide range of pollutant emissions: carbon monoxide (CO), nonmethane hydrocarbons and total hydrocarbons, nitrogen oxides (NOx) and particulates (PM). It covers tailpipe emissions, evaporative emissions and crankcase emissions. There are car exhaust emission limits for each category of pollutant car exhaust emissions and for the different types of vehicle listed above. These are detailed in Annex I to the Regulation. (see above tables for data) In the case of vans and other light commercial vehicles intended for goods transport, the Regulation includes three categories of car exhaust emission limits, depending on the reference mass of the vehicle: under 1 305 kg, between 1 305 kg and 1 760 kg, and over 1 760 kg. The limits that apply to the last of the three categories also apply to goods transport vehicles. All vehicles equipped with a diesel engine will be required to substantially reduce their car exhaust emissions of nitrogen oxides as soon as the Euro 6 standard enters into force. For example, exhaust emissions from cars and other vehicles intended to be used for transport will be capped at 80 mg/km (an additional reduction of more than 50% compared to the Euro 5 standard). Combined car exhaust emissions of hydrocarbons and nitrogen oxides from diesel vehicles will also be reduced. These will be capped at, for example, 170 mg/km for cars and other vehicles intended to be used for transport. Save the planet! Reduce CO2 emission and reduce your fuel costs!

As soon as the Euro 5 and Euro 6 standards enter into force, Member States must refuse the approval, registration, sale and introduction of vehicles that do not comply with these car exhaust emission limits. An additional delay of one year is allowed for goods transport vehicles and vehicles designed to fulfil specific social needs (category N1, classes II and III, and category N2). Time frame:

the Euro 5 standard will come into force on 1 September 2009 for the approval of vehicles, and from 1 January 2011 for the registration and sale of new types of cars; the Euro 6 standard will come into force on 1 September 2014 for the approval of vehicles, and from 1 January 2015 for the registration and sale of new types of cars;

Tax incentives granted by Member States and intended to encourage earlier use of the new limits will be authorised if:

they apply for all new vehicles available for sale on the market of a Member State, which meet the requirements of this Regulation before their entry into force; they end on the date the new limits come into force; are worth less than the cost, including fitting, of the devices used on any type of motor vehicle in order to guarantee that the values laid down are not exceeded.

In addition to complying with the emission limits mentioned above, vehicle manufacturers must also ensure that devices fitted to control pollution are able to last for a distance of 160 000 km. In addition, conformity must be checked for a period of 5 years or over a distance of 100 000 km. Given the need for uniform standards, the Commission will establish committees to devise, before 2 July 2008, procedures, tests and specific requirements for the following:

tailpipe emissions, including test cycles, low ambient temperature emissions, emissions at idling speed, exhaust gas opacity, and the proper functioning and regeneration of aftertreatment systems. evaporative emissions and crankcase emissions; on-board diagnostic systems and the performance of antipollution devices while the vehicle is running; durability of anti-pollution devices, replacement parts for emissions control systems, in-service conformity, conformity of production and technical control; carbon dioxide emissions and fuel consumption; hybrid vehicles; extension of approvals and requirements for small manufacturers; requirements for testing equipment; reference fuels, such as petrol, diesel fuel, gas and biofuels.

Easy and clear access to information on vehicle repair and maintenance is key to guaranteeing free competition on the internal market for information and repair services. To this end, manufacturers must ensure that independent operators have easy, restriction-free and standardised (particularly in terms of compliance with the OASIS standard) access via the internet to information on the repair and upkeep of vehicles, without discrimination in favour of dealerships and official repair workshops. This obligation covers on-board diagnostic systems and their components, diagnostic tools and testing equipment. Charges for accessing such information are permitted if they are reasonable and proportionate.

Although the standards for pollutant emissions have been updated since 1 January 2005 (Euro 4 standard), the EU believes that it is necessary to improve them further, while also considering the implications for the markets and the competitiveness of manufacturers, and the direct and indirect costs for businesses. This Regulation was drawn up after a wide-ranging consultation with stakeholders. It places the emphasis on reducing emissions of particulates and nitrogen oxides (NOx), particularly for diesel vehicles. It should as a result be possible to achieve marked improvements in health. It should be noted that nitrogen oxides and hydrocarbons are ozone precursors.