Euro VI Experiences and CO2 / Fuel Consumption Standards ... Presentation... · Exhaust gas x NO PM...

Daimler Trucks

Euro VI Experiences and CO2 / Fuel Consumption Standards - Challenges for the next decade in the heavy duty industry Dr.-Ing M. Schuckert, Pune, India October 26th, 2018

Daimler AG

Agenda

Global view on regulations

TP CO2 Workshop June, 5th 2018 2

Euro VI – selected experiences

CO2 Legislation

Outlook

Daimler AG - strictly confidential, not for distribution -

0

10

20

30

40

2000 2012

Transport (6.7 bn t)

2015

CO2 emissions from transport sector at around 18% globally

Road freight contributes to about 5%

Worldwide direct anthropogenic CO2 emissions Increasing share of HDV in worldwide GHG emissions

• Globally, 18% of the CO2 emissions are allocated to the transport sector – Local share even higher in USA (26%) and EU (24%).

• Expected growth of global transport emissions is pushing regulators to focus also on CO2 targets for road freight

18%

36.3

Other Energy

Industry (incl. electricity and heating)

Buildings (incl. electricity and heating)

Source: WRI 2015, IPCC 2014, ICCT 2014

0

1

2

3

4

5

6

7

8

2000 2005 2010 2015

Marine

Aviation

Rail

Cars*

HDV*

[Bn

t C

O2-e

q.]

other transport

HDV (28% of total transport) [B

n t

CO

2-e

q.]

6.7 Bn t

2015

27.5

*Depending on region vans partly allocated to HDV or Cars

Daimler Trucks | EA/R, TP/VE| February 2016 | confidential 3

Source: DAI CO2 Model

0

0.5

1

1.5

2

2.5

Others

China

EU 28

USA

Gt CO2

CO2 emissions HDVs

Introduction

2015

Daimler AG

Tighter criteria pollutant standards expected in all major markets -

additionally challenging fuel consumption and CO2 emission standards

4

2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

Europe PM/NOx

CO2

USA PM/NOx

CO2

Japan PM/NOx

GHG

China PM/NOx

CO2

India PM/NOx

CO2

Brasil PM/NOx

CO2

PEMS

FES 2025: around 11.5% over MY 2014

Trailer target: -9%

GHG program Phase II: -25% (Class 8)

JP 2017

China IV

Bharat IV

Proconve P7

Bharat VI

Proconve P8 ?

China V

FC standard constant speed -x%

FC Standard ?: -30% (over 2019)

VECTO

FC standard stage IV: ? ?

• Next NOx/PM standards will indirectly tighten CO2 limits since lowering pollutants leads to higher fuel consumption

• Not even harmonization of measurement procedures in sight

FC standard stage III: -15%

Euro VI c +d+e

China VIa

California: Ultra-Low NOx ?

EPA 17

CO2 standard ?

EPA XX ?

FC Standard ?: -15% (2019)

China VIb

http://www.nationalflaggen.de/organisationen/flaggengrafiken-europaeische-union-eu.html

Daimler AG

Agenda




CO2 Legislation

Outlook

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Euro IV

Euro V

Euro I Euro II

Euro 0

GDP per capita: US$ 37,852 (PPP, 2015) GDP per capita: US$ 47,033 (PPP, 2015) GDP per capita: US$ 1806 (PPP, 2015)

The economic power has essential impact on the fleet emission

standard distribution – Germany with additional driver “Toll”

Emission Control Technologies - Conference 6

Europe Germany India

Euro III

EEV

Euro VI

Source: KBA, Daimler Source: ACEA, TREMOVE, Daimler Source: OICA, 2015; SIAM 2015/16

• Currently air quality in Europe is determined by Euro V / EEV standard. Euro VI still plays a minor role.

• Germany is the only European country with substantial stimulation for Euro VI (highway toll !)

• What is India’s way to push for broad acceptance of Euro VI-technology

Vehicle population: 0.5 Mio

Vehicle weight >7.5t

Date: 2017

Vehicle population: ~7 mio.

Vehicle weight >3.5t

Date: 2017

Euro III

Euro IV

Euro V

/EEV

Euro II

Euro I

Euro VI

Euro IV

Euro III

Euro II

Euro 0/I

Daimler AG

New Delhi Stuttgart

Intake air

SCR system / AdBlue

+ EGR cooling

+ HC-Doser

+ DOC

+ DPF

Euro III

Euro IV/V/EEV

Euro VI

Euro VI requires by far the most complex technology – Some

manufacturer with and some without EGR

Emission Control Technologies - Conference 7

Exhaust gas NOx

PM10

…

Exhaust gas

< NOx

< PM10

…

Exhaust gas

<< NOx

<< PM10

…

regular resonator

+ SCR system / AdBlue

• improved turbocharger

• engine internal measures

New engine generation

• increased max. peak pressure

• Common-Rail injection

w. and w/o Exhaust Gas Recirculation (EGR)

• increased injection

pressure

31 6

77

PM10 NO2

SCR: Selective Catalytic Reduction EGR: Exhaust Gas Recirculation DOC: Diesel Oxidation Catalyst DPF: Diesel Particulate Filter

Po

llu

tan

t co

nc

en

tra

tio

n

• Only with costly measures in engine and aftertreatment systems Euro VI can be fulfilled

• Decisive part in cost calculation is still the price of Adblue

Development of technologies to reach exhaust gas emission limits – example PM and NOx

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Euro V vs. Euro VI commercial vehicles

Legal limits significantly undercut by Euro VI under real life

conditions

Euro VI- Commercial Vehicles have been designed to reduce NOx

and PM10, PM 2.5 under real life conditions

Comparison of local emissions Euro VI ‘behind the scene’

Die

Angebot

e der

Industri

e für

eine

tragfähi

ge

Regelun

g zu

CO2-

und

Geräusc

hminder

ung

• Today a truck can be operated on a NOx-emission level below many Euro 5 passenger cars

More than just two limits on NOx and PM

- technical issues which are usually not known:

Durability procedures - 700.000km (Euro V: 500.000km)

World Heavy Duty Cycle (WHDC) - First world-wide harmonized test-cycle mainly driven by Daimler

- Test cycle applied to Euro VI standard (with significant cold start)

Particle Measurement Procedure Validation - 1st-time applied totakle with number of particulates

Off Cycle Emissions (NTE limit) - CF-Factor (WHSC): 1.5

In Service Conformity (PEMS) - Checking customer vehicles for emissions conformity with portable

measurement systems

Onboard Diagnosis

- SCR (inducement measures)

* source: ICCT Report March 2015

8

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Agenda




CO2 Legislation

Outlook

Daimler AG

Time schedule Scope Limits Further development

All CV > 3.86 ton GWV

(Class 2b – 8)

Focus on >15 ton GVW

Class-specific limits

for vehicles + engines

• 5 vehicle characteristics, not technology neutral


Fuel efficiency targets

for vehicles

• Testing method based only on drivetrain


Fuel economy limits

for vehicles

• Testing method based on test bench


> 3.5 < 7.5 ton GWV

separate Methodology

Market driven forces

• Monitoring scheme to

compare fuel economy segment specific

CO2 regulations for HDVs in place today.

Regulations neither harmonized nor comparably structured

Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations 10

Overview on heavy-duty vehicle GHG/FE regulations

2015

FE

limits

5/2017 2019

Testing

method

Monitoring

2014/2015

FC

limits

Stage II

Phase 1 emission

limits

2014 2017

Monitoring /Declaration

2025 or 2030

Limit proposal expected by

May of 2018

New limits to be expected 2020

and beyond

2019/21 2025

Stage III

New limits, new test method

announced late 2017

2025

FES Post-2015

Phase 2

Phase 2 with new limits

in place since 09/2016

2021 2024 2027

• Limits are hardly comparable due to different methods, excluded technologies, different drive cycles

• Regulative thresholds do not display real-world consumption, thus mismatch of legal and customer’s requirements


Daimler AG

CO2 emission trend since 1990: EU outperforms own targets.

2020 climate goal -20% already achieved in 2014

11

• CO2 emissions continuously decreasing in the EU since 1990

• HDV CO2 emissions going down since 2007 by approx. 10% inspite of growing transport performance after crisis

GHG emission

-22.3%

1990-2015

Source: UNFCCC 2018

[1,000 t CO2]

Energy sector, Industry, commerce, households (80%)

Transport sector (20%) thereof 5% Heavy Duty Vehicles

HDV CO2 emissions EU 28

Decreasing emissions since 2007

w/o CO2 standards

Daimler AG

Class 5 long-haul truck field test (August 2016)

Achievements in the past (1/3): Single vehicle field test with 22%

fuel consumption reduction over last 20 years

12

SK 1844 LS average fuel

consumption 40.8 l/100 km

Actros MP2 1846 average fuel

consumption 37.4 l/100 km

Actros SFTP 1845 average fuel consumption 31.9 l/100 km

Vehicle 1

from 1996 engine OM 442 LA

436 hp, Euro I

Vehicle 2

from 2003 engine OM 501

456 hp, Euro III

Vehicle 3

from 2016 engine OM 471,

FEPO pkg.

450 hp, Euro VI

reduction vs. vehicle 1:

3.4 l/100 km 8.3% reduction versus vehicle 1:

8.9 l/100 km 21.8%

• Nearly 22% reduction of diesel consumption together with a reduction of more than 95% NOx and PM

• If we could have used 1996 tires: Improvement would have been even more !

40.8 37.4

31.9

SK 1844 LS,Euro I

Actros MP21846,

Euro III

Actros SFTP1845,

Euro VI

-22%

Daimler AG

Achievements in the past (3/3): Significant progress also in the

European trailer industry – Efficiency Run 2016

Title of presentation / Department / Date 13

A-lable tires:

2 – 4 %

PPC* up to 5 %

tractor up to 6 %

Krone Profi Liner

Efficiency trailer:

more than 5%

Fuel consumption/CO2 emission reduction of up to 20% - compared to standard vehicle combination of 2014

* PPC: Predictive Powertrain Control

Daimler AG

Structure of EU HDV CO2 regulation – three major steps:

Certification (VECTO), monitoring data, CO2 standards

14 Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations

Timeline EU CO2 Regulation

2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

today

Regulation

issued Q2 2019?

CO2 limits

Legislative act Co-Decision Council & Parliament

Limits mandatory ?

Lead time

Draft published

5/2018

Legislative

process

CO2 monitoring

Legislative act Co-Decision Council & Parliament

Legislative

process

Monitoring of new vehicle fleet

emissions and reporting to EC

Regulation

issued

Draft published

5/2017 CO2 monitoring

starting

CO2 type approval

starting

Regulation

OJ 12/2017

Non-legislative act Decision in TCMV

CO2 certification All main segments

by 2020

AT (all) AT

Classes

4, 5, 9, 10

TCMV: Technical Committee for Motor Vehicles – Commission and Council VECTO: Vehicle Energy Consumption Calculation Tool

Delegated act

Implementation ?


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VECTO – in an overview

Commission Regulation (EU) 2017/2400 as of 29 December 2017

15

• After about a decade of development work VECTO is considered as the reference for all HDV measurement procedures

(with the exception of the USA)

• Many other markets take VECTO and its framework as blueprint

Official Journal of the European Union – 29.12.2017

ANNEX I CLASSIFICATION OF VEHICLES IN VEHICLE GROUPS

ANNEX II REQUIREMENTS AND PROCEDURES RELATED TO THE OPERATION OF THE

SIMULATION TOOL

ANNEX III INPUT INFORMATION RELATING TO THE CHARACTERISTIC OF THE VEHICLE

ANNEX IV MODEL OF THE MANUFACTURER'S RECORDS FILE AND OF THE CUSTOMER

INFORMATION FILE

ANNEX V VERIFYING ENGINE DATA

ANNEX VI VERIFYING TRANSMISSION, TORQUE CONVERTER, OTHER TORQUE

TRANSFERRING COMPONENT AND ADDITIONAL DRIVELINE COMPONENT DATA

ANNEX VII VERIFYING AXLE DATA

ANNEX VIII VERIFYING AIR DRAG DATA

ANNEX IX VERIFYING TRUCK AUXILIARY DATA

ANNEX X CERTIFICATION PROCEDURE FOR PNEUMATIC TYRES

ANNEX XI AMENDMENTS TO DIRECTIVE 2007/46/EC

implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council

as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and

amending Directive 2007/46/EC of the European Parliament and of the Council and Commission

Regulation (EU) No 582/2011

Essentials

• VECTO – regulation describes already

today all Commercial Vehicles above

3.5to GVW

• In-use verification is already mentioned

without any available robust procedure

• VECTO figures fall also under

Conformity of Production (CoP) rules

• Within the timeframe of 1. 1. 2019 und

1.7. 2020 all vehicle categories above

7.5to will be included

Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations


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Cl. 1, 2, 3

4,5,9,10

11, 12, 16

1, 2, 3

Target 4,5,9,10

VECTO

• European – like homologation of HDV fuel consumption

(CO2 emissions)

• Basis for any CO2 limit regulation and toll collection system

Limitations

• Not all technologies get implemented

• Some important elements not yet included

Advanced driver assistance systems

…

EU CO2 HDV regulation – 3 legislative steps

VECTO: transparent and robust fuel consumption measurement

procedure is now in place

New Era of Legislation I Dr. Manfred Schuckert 16

Description of elements

relevant to the classification in vehicle groups

Ve

hic

le

gro

up

Axle

configuration Chassis configuration

Technically permissible maximum

laden mass (tons)

4x2

rigid >3,5 – <7,5 (0)

rigid (or tractor)** 7,5 – 10 1

rigid (or tractor)** >10 – 12 2

rigid (or tractor)** >12 – 16 3

rigid >16 4

tractor >16 5

4x4

rigid 7,5 – 16 6

rigid >16 7

tractor >16 8

6x2 rigid all weights 9

tractor all weights 10







8x6/8x8 rigid all weights (17)

city buses

coaches

Focus

Focus

Legislation

2025/30

Source: EA/R 1) vehicles not intended for the delivery of goods

2025 2030 … …

Legislation Monitoring

Starting w/cl. 4,5,9,10

11, 12, 16

2020 2019 2018

1. Jan 2019

1. July 2020

1. Jan. 2020

First draft CO2

Legislation

Daimler AG

2 axles 4x2 Rigid + (Tractor*) 7.5t - 10t 1 R (pc) R (pc) B1

Rigid + (Tractor*) > 10t - 12t 2 R+T (pc) R (pc) R (pc) B2 T1

Rigid + (Tractor*) > 12t - 16t 3 R (pc) R (pc) B3

Rigid > 16t 4 R+T (14,0t) R (4,4t) R (4,4t) B4 T2

Tractor > 16t 5 Tr+ST (19,3t) Tr+ST (12,9t) ST1

4x4 Rigid 7.5t - 16t (6)

Rigid > 16t (7)

Tractor > 16t (8)

3 axles 6x2/2-4 Rigid all 9 R+T (19,3t) R (7,1t) R (7,1t) B6 T2

Tractor all 10 Tr+ST (19,3t) Tr+ST (12,9t) ST1

6x4 Rigid all 11 R+T (19,3t) R (7,1t) R (7,1t) R (7,1t)##B6## T2##

Tractor all 12 Tr+ST (19,3t) Tr+ST (12,9t) Tr+ST (12,9t)##ST1##

6x6 Rigid all (13)

Tractor all (14)

4 axles 8x2 Rigid all (15)

8x4 Rigid all 16 R (12,9t)## (generic CdxA)

8x6/8x8 Rigid all (17)

EMS

2 axles4x2 Tractor all

Tr+ST+T

(28t)

Tr+ST+T

(18.7t)T2 ST1-v2#

Rigid allR+D+ST

(28t)

R+D+ST

(18.7t)B6 ST1-v2#

Tractor allTr+ST+T

(28t)

Tr+ST+T

(18.7t)T2 ST1-v2#

## construction vehicles with generic CdxA

exclude 8x2 (very low sales volume < 1%)

exclude all-wheel-drive vehicles (sales volume < 1%)

EMS

3 axles

6x2/

6x4

R=Rigid+Body; Tr=Tractor; B=Body; T=Trailer; ST=Semitrailer; D=Dolly; (x,xt)=payload; (pc)=payloadcurve over GVW; # ST1-v2=ST1 (use ST1 data)

* Tractors are treated as Rigids but with specific curb weight of tractor. Airdrag and weight/payload for semitrailer as for Rigid (simplification)

exclude all-wheel-drive vehicles 4x4 (sales volume < 1%)



Sta

ndard

Tra

iler

(T)

Sta

ndard

Sem

itraile

r (S

T)

Axle

co

nfi

gu

rati

on

Ch

assis

co

nfi

gu

rati

on

weig

ht

Veh

icle

Cla

ss


Urb

an

delivery

Mu

nic

ipal u

tility

Co

nstr

ucti

on

Sta

ndard

Bodie

s (

B)

Lo

ng

hau

l

Reg

ion

al d

elivery

ACEA proposal Vehicle segmentation trucks ≥ 7.5 t

Identification vehicle configuration ClassCycle allocation

Body/ trailer allocationVehicle configuration / weight / axle loads

ST1-v2 T2

B6 D+ST1-v2

ST1-v2 T2

also considering EMS (European modular system, long vehicles)

Specific parameters such as mass, axle configuration and

standardized data are integrated in the VECTO simulation tool

17

Vehicle segmentation

configuration and

vehicle mass

standard bodies/trailers

allocation of cycles

vehicle class

standard trailer standard body

3 standard bodies / trailer

+

3 different load conditions

Payload used to capacity of: 10 %

50 %

75 %

5 cycles

Cycles: Long-haul 120.000 km/a - different payload levels 2.6 t (10%) to 19.2 t (75 %)


Daimler AG

Tire labeling system

Rolling resistance: The tire labelling directive is used

to characterize tire rolling resistance

18

Rolling resistance vehicle

• Rolling resistance values are taken from Regulations (EC) 1222/2009. Measurement of tire RRC by tire manufacturer.

• The mass of the vehicle is taken into account as it is designed by the manufacturer + standard payload + standard trailer/body.

Froll = m g fRoll

Specific measured rolling

resistance values to be used

(e.g. 4.83 kg/t)

Rolling resistance standard trailers

• One RRC value used for all standard trailers

in VECTO:

Average value from tire label class C

• Rolling Resistance Coefficiency (RRC):

5.55 kg/t

+


Daimler AG

Input data parameters are required for simulation process

Output: CO2 and FE values per cycle

19

8 main input parameters

vehicle specification - e.g. VIN#

technology list – default technologies

Output

per vehicle and cycle

• CO2 value [g/t-km]

• Fuel consumption value

[l/100 km]

Simulation tool

• Cycles for each vehicle class

• Trailer/body specification for

each vehicle class

• Payload for each vehicle class

rolling resistance

specific fuel consumption map

axle losses

transmission losses

air drag

vehicle weight


Daimler AG

Resulting parameters to be submitted for monitoring

regulation

proposal

likely in place

Agreement on VECTO monitoring regulation achieved in trilogue

(Council, Commission, Parliament)

Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations 20

2020 2019 2018 2017 2016 2015

• Component ID numbers

• Vehicle classification (GVW, class)

• Engine spec. (kW, engine speed, displ.)

• Transmission spec. (MT, AMT,…)

• Axle/Tyre spec. (dimensions, twin axle, …)

• Mission profile (loading, average speed,…)

• Fuel Consumption / CO2


Daimler AG

Key issues of EU HDV CO2 limit proposal: Tight reduction targets,

extremely high fines but also some flexibilities

Main pillars of regulation

Ambition Level

(fleetwide)

Super Credits

ZEV/LEV

Averaging and

Banking

Weightings for

target calculations Fines

• -15% (2019 /25)

2.7% p.a.

• -30% at least

(2019/30)

3.8% p.a.

from 2025 to 2030

• Multiplier 2 (ZEV) and

1-2 (LEV 1-350g/km),

max. 3% of fleet

• ZEV outside

regulation also

considered

max. 1.5% of regulated

fleet

• Early credits

(2019-2024)

• Credits and debits

(2025-2029),

• no credit use in 2030

• Mission profiles

(urban, regional, LH)

• Payloads

(low/reference)

• Annual mileage

• Extremely high fines:

6,800 EUR per g/tkm

based on

570 EUR per g/km

• Extremely ambitious proposal with clear movement away from diesel engines

• Additional concern: Revision in 2022 puts a lot of uncertainty on key premises

21


Daimler AG

EU COM definitions of sub-groups based on cabins, engine power,

payload, mission cycles and annual mileage

22

• EU COM defines a mix of cycles and payloads each subgroup, European Modular System not included

Group 4 UD (4.1) RD (4.2) LH (4.3)

Criteria All cabs < 170 kW Daycab ≥ 170 kW,

170kW ≤ Sleeper cab

< 265 kW

Sleeper cab ≥ 265 kW

Average Payload 2,65 t 3,18 t 7,42 t

Annual mileage 60.000 km 78.000 km 98.000 km

Mileage/payload factor 0,1 0,15 0,45

Group 9 RD (9.1) LD (9.2)

Criteria Daycab Sleeper cab

Average Payload 6,28 t 13,4 t

Annual mileage 73.000 km 108.000 km

Mileage/payload factor 0,29 0,9

Group 5 RD (5.1) LH (5.2)

Criteria Daycab,

Sleeper cab <

265 kW

Sleeper cab ≥

265 kW



Mileage/payload factor 0,5 1

Group 10 RD (10.1) LH (10.2)

Criteria Daycab Sleeper cab



Mileage/payload factor 0,43 0,92

Daimler AG

Fictitious OEM fleet: Reduction target for this OEM 9,6g/tkm, if he

would be on the level of the baseline 2019

OEM fleet 2019 of considered groups

• EU COM reflects different annual mileages.

• Group 5.2 Long Haul dominates by far entire fleet value due to mileage/payload weighting

• A 1% non-compliance of a 50.000 vehicles fleet would cause a penalty of around 200 Mio. €

subgroups

OEM average

[g/tkm]

OEM fleet

share [%]

MPW

factor

4.1 0%

4.2 RD 190 g/tkm 12% 15 %

4.3 5%

5.1 2%

5.2 LH 65 g/tkm 50% 100 %

9.1 7%

9.2 LH 75 g/tkm 13% 90 %

10.1 1%

10.2 LH 67 g/tkm 10% 92 %

3.4 g/tkm

2.7 g/tkm

1.0 g/tkm

32.5 g/tkm

2.4 g/tkm

8.8 g/tkm

6.2 g/tkm

OEM specific value 57.4 g/tkm

23

Overall target: 48.8 g/tkm (2025)

(Meaningless number !)

Daimler AG

business as usual 2025 - 2030

2019 - 2025

Excursus - Translating proposed targets:

Which reduction level is ambitious but achievable?

24

• ACEA proposal means more than double todays effort in fuel efficiency!

Efficiency rate per year on fleet average

In the past <1.0%

ACEA 1.2%

2.0%

COM proposal 3.8%

2.7%

ENVI rapporteur 7.2%

3.7%

Reduction 2025/30

-7% / -16%

-15% / -30%

-20% / -45%

Daimler AG

2016 2018 2020 2022 2024 2026 2028 2030

2019 - 2025: ~-1.2% per year 2025 - 2030: ~-2.0% per year

ACEA position on ambition level: -20% by 2030 but starting 2016!

EU COM will likely focus on fleet targets rather on single vehicles

25

• A possible credit-system could balance industrial cycles and thus create a comparable level playing field for all market participants

ACEA position for 2025/2030 CO2 reduction: Vehicle measures

-16% (2019/2030) / -20% (2016/2030)

EU: Baseline 2019 -7% 2025 target

-4% ACEA: Baseline 2016



Daimler AG

Agenda



CO2 Legislation Europe

VECTO updates

Outlook

Daimler AG

What is the technology strategy? Conventional measures are not

sufficient to achieve 2030 fleet target

BEV or other Zero/Low Emission Technologies are required to reach challenging targets

2035 2018 2025 2030

30%

15% Diesel konv. around 10%; + Hybrid and WHR

HPDI / BEV / FCV/?

Tizian, das Bild bitte auch schön machen, Aussage mit konventionellen Maßnahmen (Diesel) schaffen wir vielleicht noch 10-20% Reduktion,

Der Rest muss mit HPDI/Fuel Cell / BEV erreicht werden, d.h. evt. schon ein Teil für das 2025 Ziel und sicher für 2030 (das dann bis 2035 gültig ist

Target level 2025

Target level 2030

27

Euro VI Experiences and CO2 / Fuel Consumption Standards ... Presentation... · Exhaust gas x NO PM...

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