The fraud that the vehicle can detect that it is standing on a rolling road test bench or not was exposed about 1.5 years ago. The author of these tests at the beginning was blaming himself that his procedure is not correct and that he is doing something wrong. He confirmed the correctness of his tests in a report to which nobody paid attention then. The report was noticed by those who discovered that the customers are being deceived and that this is a scandal. The manufacturer has admitted that their vehicles far back as 7 years are using different mixture control values in the homologation test centre and different during on-road driving.
On the European versions they shouldn't need to use two software verisons because the homologation emission test driving mode is very mild and has a slow driving cycle. The simulated city driving cycle during homologation test is very slow and on the motorway the max. speed is 130 km/h and the accelerator pedal is never applied abrubtly.
In America it is slightly different. The test is brisker from the start, so to keep one's word that the diesel engine is more economical and cleaner and convince the US customer, is to show excellent fuel consumption figures. In order to fulfill the emission standards the emission system has to actively intervene. The key role in this process is how the raw emissions are prepared so that the catalytic system doesn't have to dispose of too many harmful elements in the exhaust and to do this with least effort. The exhaust gas recirculation has to be open long as possible and where it is possible and how the engine performance level limit allows. Another condition is that the catalytic system has to be permanently at optimal temperature levels. Unfortunately this does not correpsond with the dream to have a super low consumption vehicle. Further more it is not possible to create general management maps for the exhaust gas regeneration because every country has different diesel fuel quality levels. What doesn't create smoke and emissions in Germany can smoke and create emissions (also other) in the Czech Republic, Hungary, Poland or somewhere else. I don't know, I am only conveying this as a matter of fact that the quality of fuel differs from country to country.
If the system would be tuned perfectly to this standard defined emission test nobody could be accused of doing so. The emissions homologation fuel is high quality fuel meeting all the required parameters. The exhaust gas recirculation in such a case can be set to the limits of its capabilities. The software doesn't have to take into account a general reserve for low quality fuel. It is up to the ability of those who are preparing the vehicles for emission tests. They know the ideal conditions and know that high quality fuel is going to be used. This environmental friendly software will not work with different quality fuels. For this reason the exhaust gas recirculation performance has to be restricted and thus the emission values are rising.
Personally I think that in no way and if I was to give you two vehicles for comparison one without the fraudulent software containing two maps and the other vehicle with the updated software it will be an exception that someone will be able to tell. At full power with the accelerator pedal on the floor nothing will change because the emissions were never tested in this range and they will not require any changes. The only difference will be detected during normal on-road operation mode that would be similar to the homologation emission test on the rolling road where the driving mode is "mild". If to expect higher fuel consumption under normal operation, possibly yes but only a minor change. After update the vehicles with urea will probably use little bit more in this mode. What is going to be more difficult is the exhaust gas recirculation that on older cars with higher mileage will have a tendency to contaminate the intake system. After update the vehicle is going to be more sensitive to diesel fuel quality. The fuel quality will not change suddenly. Yes we can expect that any change on the engine that will increase the generation of soot that will certainly accumulate in the intake manifold.
On 3. September 2015, which was before the Volkswagen scandal was announced we tested together with the local motoring magazine Svět Motorů the emission behaviour of several vehicles during on-road operation. The test compared the currently discussed levels of nitrogen oxide. Amongst the tested vehicles was a Subaru Forester (EURO 6) that during on-road operation emitted 39% higher average values (percentage content of the collected partial sample) of the NO component compared to a two generations older emission system Škoda Octavia 1,9 TDi (EURO 4) with 227 000 kms on the clock! Does the new Subaru have in a similar mode on a rolling road emission test 40 % worse results than an old Octavia? Why does the latest emission standard vehicle have such bad results compared to a much older vehicle?
The Škoda Octavia EURO 4 (w/o a DPF filter only with an EGR) is the only old vehicle amongst the all new EURO 6 BMW, Citroen, Nissan X-Trail (only direct injection petrol engine) and Subaru vehicles. This test method uses a mobile AVL DiTEST Gas 1000 analyzer that collects a cooled sample from the exhaust during a test drive. Not an approved method for precise results. Reliable enough for relative comparison of vehicles between each other and to determine their NO emission levels and when they occur.
By comparing the dynamic presence of gases at various driving modes (particulalry on the motorway at the end of the recording) we can see that where the Škoda Octavia has very low NO values the Subaru has several times higher values. On a rolling road test the EURO 6 Subaru cannot allow such figures, because it would not pass the test. Are the rolling road conditions 30x different or can the vehicle recognise that it is in an emission test?
These tests were conducted before the Dieselgate Volkswagen scandal was announced...
If VW has admitted that their vehicles can detect a rolling road emission test and thus emit less pollutants, then other vehicles can detect that they are not on a rolling road emission test and thus emit more pollutants. This is exactly the same. Here is an article that somehow defends Volkswagen. We do not approve fraud but VW should not be sitting on the bail dock alone. LINK TO ARTICLE ON IDNES: http://fleischhans.blog.idnes.cz/c/478174/plivat-jen-po-volkswagenu-je-nefer-proc-ostatni-vyrobci-radeji-mlci.html
On 3. September 2015, which was before the Volkswagen scandal was announced we tested together with the local motoring magazine Svět Motorů the emission behaviour of several vehicles during on-road operation. The test compared the currently discussed levels of nitrogen oxide. Amongst the tested vehicles was a Subaru Forester (EURO 6) that during on-road operation emitted 39% higher average values (percentage content of the collected partial sample) of the NO component compared to a two generations older emission system Škoda Octavia 1,9 TDi (EURO 4) with 227 000 kms on the clock! Does the new Subaru have in a similar mode on a rolling road emission test 40 % worse results than an old Octavia? Why does the latest emission standard vehicle have such bad results compared to a much older vehicle?
The Škoda Octavia EURO 4 (w/o a DPF filter only with an EGR) is the only old vehicle amongst the all new EURO 6 BMW, Citroen, Nissan X-Trail (only direct injection petrol engine) and Subaru vehicles. This test method uses a mobile AVL DiTEST Gas 1000 analyzer that collects a cooled sample from the exhaust during a test drive. Not an approved method for precise results. Reliable enough for relative comparison of vehicles between each other and to determine their NO emission levels and when they occur.
By comparing the dynamic presence of gases at various driving modes (particulalry on the motorway at the end of the recording) we can see that where the Škoda Octavia has very low NO values the Subaru has several times higher values. On a rolling road test the EURO 6 Subaru cannot allow such figures, because it would not pass the test. Are the rolling road conditions 30x different or can the vehicle recognise that it is in an emission test?
If VW has admitted that their vehicles can detect a rolling road emission test and thus emit less pollutants, then other vehicles can detect that they are not on a rolling road emission test and thus emit more pollutants. This is exactly the same. Here is an article that somehow defends Volkswagen. We do not approve fraud but VW should not be sitting on the bail dock alone. LINK TO ARTICLE ON IDNES: http://fleischhans.blog.idnes.cz/c/478174/plivat-jen-po-volkswagenu-je-nefer-proc-ostatni-vyrobci-radeji-mlci.html
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