EMISSION CONTROL AND VEHICLE INSPECTION

Since 2015, there has been debate over stricter vehicle inspection standards. The overwhelming opposition to Low-Emission Zones (LEZs) and the lack of alignment between government decisions and the results of 5-gas emissions tests—including those performed at service centers—prompt us to consider coherent and realistic solutions.

T. Coton, CEO of Capelec, answers questions from CT Magazine.

CT Magazine: What is your opinion on developments in emissions testing and its role in low-emission zones?

Thierry Coton: Over the past 15 years, changes to EURO emissions standards have required manufacturers to reduce exhaust particulate emissions by a factor of 5 and nitrogen oxide (NOx) emissions by a factor of 4. To achieve this, internal-combustion vehicles have been equipped with emission control systems that have proven to be very effective; however, like any component, they have a limited lifespan and require maintenance. Thus, when these systems lose their effectiveness, all efforts are undone, and the vehicle can pollute just as much as vehicles did 20 years ago.

We cannot, therefore, simply demand that manufacturers achieve ever-lower emission levels through design without also considering the responsibility of the owner to perform the maintenance and repairs necessary to maintain these low emission levels.

The vehicle inspection program is intended to serve as the final arbiter on vehicle safety and pollutant emissions, and with regard to emissions, it is urgent that it equip itself with the means to measure fine particulate matter and nitrogen oxides using simple, cost-effective solutions, with standardized procedures and limits that are indisputable and recognized by all at the European level.

Without taking these measurements, it is not possible to detect a EURO V/VI vehicle that is emitting more pollution than it should, nor is it possible to play a role in the fairer allocation of Crit’air stickers, which would be based on the vehicle’s actual emissions.

CTM: What is the current state of the art regarding the equipment that would enable these new emissions tests at inspection centers?

T.C.: The technologies needed to measure fine particulate matter and nitrogen oxides at a vehicle inspection center are available and mature.

Measurement of fine particulate matter in diesel vehicles has already begun in four member states. This new type of test is covered by European Recommendation (EU) 2023/688, which defines the specifications for equipment, testing and verification methods, the testing procedure, and the applicable limits. It involves an idle test lasting a few seconds, after which it is determined whether the particulate filter is effective. This test replaces the opacity test, which is longer and ineffective for EURO V and EURO VI vehicles.

Regarding this test on gasoline-powered vehicles, the JRC (Joint Research Center), commissioned by the European Commission, is currently working on a specific procedure. According to the latest reports, an accelerated idle test is yielding promising results.

Finally, regarding NOx measurements, the approach appears to be conducting a light-load test—that is, under accelerated idle conditions and without a load bank—which we had already advocated for in 2016 as part of the French study. The JRC appears to have developed such a method, and it is currently being tested at several centers, notably in Belgium and Germany.

CTM: What are your thoughts on what Spheretech is proposing?

T.C.: Once monitoring of ultrafine particles and NOx becomes effective at testing centers, repair shops will need to be able to identify the causes and restore the vehicle to working order.

It is in this context that the Spheretech tool, combined with the “Eco Maintenance” initiative launched in repair shops, finds its purpose—as a tool to assist with troubleshooting and as part of an approach that supports the development of repair shops’ expertise in engine emissions control.

CTM: So, regarding Low-Emission Zones (LEZs), what role could vehicle inspections play?

T.C.: Once again, if vehicle inspection facilities are equipped with measurement tools for NOx and ultrafine particles, they could issue Crit’Air stickers based on a vehicle’s actual emissions.

For example, while a Euro V/VI vehicle that exceeds emission limits would normally be required to undergo a re-inspection, we could consider—to improve social acceptability—not requiring repairs but rather a downgrade in Crit’air classification, thereby allowing the owner to choose between incurring the costs of repairs and forgoing access to Low-Emission Zones. It could also allow Euro V/VI diesel vehicles that emit no more than a gasoline-powered vehicle to remain in urban areas, rather than being excluded as is currently planned in the long term.

On the other hand, if the goal of the Crit’air stickers is to ban vehicles that emit too many particulates from these zones, it seems difficult to justify “saving” Euro III/V vehicles through a simple emissions test. For these categories, a retrofit (electrification or the addition of a particulate filter) must, in my opinion, be considered, and, here again, the technical inspection could play a role in validating the effectiveness of the upgrade.

Interview by Frank Ferré

Excerpt from the article “Emissions Control and Vehicle Inspection” - CT MAGAZINE - June and July 2023