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When speaking about the introduction of the Euro 5 emissions standards (petrol) from January 1, 2018, people often forget that many of our cars do not correspond to the initial Euro 0 standard for the EU countries.
Today, 4.4 million vehicles are registered in Ukraine, their toxicity corresponds to Euro 0-2 norms. Owners of the cars of this class with gasoline systems have to pay more money for fuel of the Euro 5 standard, while 730 thousand diesel engines cannot effectively operate on the euro-fuel. We are talking about airborne trucks, dump trucks, tractors, special cars like fire trucks, SUVs and military equipment of Soviet, Russian and domestic production.
Euro standards 5 are fundamentally different from Euro 0-3 standards by two indicators - cetane number and sulfur content. Reducing the mass share of the latter can be experienced - everything depends on the cost of the additive package, which is introduced to restore the lubricity of fuel (which was just provided by "extra" sulfur). As for the cetane number, 51 units according to the "new" standard, is much worse than 45 according to the requirements of the "old" one. And if, for example, to transfer to Army Euro 5 an army KamAZ or a rural DT-75, then they will smoke more, the power will fall, and the specific fuel consumption will increase.
By the way, it is almost impossible to check whether the ecological characteristics of the cars comply with the new standards. But what is the problem? We take the car to the service station, put in the probe gas analyzer, and then the driver has to pay for inconsistency with the standard. The issue is that due to the inconsistency of domestic and European methods, 99% of our service stations are not at all able to establish anything.
For example, in Ukraine, CO and CH measurements are conducted at idle, while the Euro requires determining the toxic compounds (per kilometer of mileage) during the driving cycle. It might seem to be something insignificant because the standards can be adjusted. In order to measure the toxicity according to the European method, the service station must be equipped with roller brake stands, the cost of which exceeds $ 50 thousand. They are also required when determining the concentration of nitrogen oxides that vapor from an acid during reaction with water. At idle, these compounds are practically absent, since the temperatures in the cylinder are too small to cause the neutral nitrogen to oxidize. The peak of the emissions (60-90 times more than at idle) accounted for modes with 70-80% of the load from the nominal. Euro norms do not turn blind eye to this fact. They provide for the determination of the total release of nitrogen oxides and residual hydrocarbons per kilometer of a run. But who has those required gas analyzers to measure it? After all, if you take a device with a chemiluminescent method of measurement, prescribed by the rules of the Euro, its cost goes beyond $ 10 thousand. Can those service stations afford such a “toy?” The question is probably rhetorical.
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