GM executives: the prospects for diesel engines are not bleak, and NOx emissions can be minimized.
In a panel discussion on the future of the diesel engine at the European auto news conference in June 6th, Pierpaolo Antonioli, the director general of General Motors' power assembly, said the collapse of diesel engine sales in Europe did not predict a dim diesel engine technology outlook, including diesel engines, foreign media reported in June 6th. The internal combustion engine will still play a role in the next few years. New evidence is also given to show that the amount of NOx emissions can be reduced to an absolute minimum.
Although GM sold the Opel / Waxman hall brand to PSA group last year, the company retained the Turin Engineering Center. GM first launched a 30 mile / gallon truck with EPA certification, and Chevrolet diesel and GMC Canyon diesel. In January this year, the company announced the design of a 3 liter six cylinder turbocharged diesel engine for the next generation of Chevrolet Silverado.
Antonioli said, "just a few weeks ago, BOSCH said the group had been able to achieve very low emissions, especially nitrogen oxides, without increasing the cost of the combustion system." BOSCH, a leading supplier of diesel fuel injection systems, says it has developed a way to reduce nitrogen oxide emissions from normal roads to 13 mg / km, far below the 80 mg / km test platform stipulated in Europe six, and 168 mg / km for actual emission test requirements.
After the threat of a potential diesel ban in Germany in February 2017, sales of diesel vehicles continued to decline significantly. It is reported that the first diesel ban in Hamburg suppresses the demand for diesel vehicles. In May, the proportion of registered diesel vehicles in Germany was only 31.5%, the largest in Europe, and the second lowest in Germany since the outbreak of the diesel crisis. The registration rate of diesel vehicles in the UK is not high, up to 32.5%.
Greg Archer, head of the Transport & Environment clean vehicle policy in Brussels, said the industry could only blame itself because of the full abuse of regulatory loopholes. "Not only the Volkswagen, but also every raw equipment manufacturer is responsible, and these manufacturers believe that it is legitimate to use hot time windows or other strategies to reduce the efficiency of their emissions processing systems. The more lawyers of automobile manufacturers defend this untenable theory, the more unreliable their brands and products are.
Archer also said, "the pain does not end, it will continue, unless the original equipment manufacturers are actively involved in solving the chaos, the ban will be more and more." To restore the reputation of the carmaker, Archer recommends four initiatives.
First, car manufacturers should remove 40 million diesel vehicles on the road that meet Euro five and euro six emission standards, including hardware transformation. Second, support new regulations, such as Euro seven emission standards, which ensure that diesel vehicles do not pollute petrol vehicles. Third, a European fund must be introduced to support the urban clean air programme. Finally, carmakers should submit the vehicle to a reliable, non partisan organization for independent testing of diesel vehicles for scrutiny.
"Diesel cars are not going to disappear in Europe, but the market share of diesel cars in 2025 is 10% or 30% depends on how the industry is responding to the crisis," Archer said.