Deliverable 10 Contents  Vehicles/engines  Diesel passenger cars  Gasoline (PFI-DISI) passenger cars  Diesel heavy duty vehicles  Diesel heavy duty engines  Fuels  Diesel: D2  Gasoline: G1  Technologies  Euro I  Euro II  Euro III

Diesel Light Duty Vehicles

Diesel Light Duty Vehicles Regulated PM for different cycles  Euro 1- Euro 3 are below the Euro III limit of 0.05 g/km. Euro 3 found at 55-75% of the emission standard.  In Artemis Motorway vehicle particularities are more important than emission standard. The vehicles measured at MTC shows increases beyond Euro I.  DGI results showed in general the same behavior with the regulated PM mass, even though DGI results do not reveal the actual emission level of the vehicles, at least in transient cycle tests. Also, the variability of DGI results was of the same level with conventional PM mass.

Diesel Light Duty Vehicles PM – DGI comparison at 50 km/h  Steady state tests were mainly performed in order to obtain SMPS scans and cross-check DGI results with PM ones. All labs have performed tests at 50 km/h. There is a fair agreement between DGI and PM and a similar variability.  The significantly higher DGI results obtained in the 90 km/h tests of the VW Golf measured in MTC, was accompanied with a great variability (also accompanied by other particle properties so requires investigation)

Diesel Light Duty Vehicles Mass-weighted size distribution for two different cycles  Particle mass below 0.2 μm at the NEDC was 65 % for the Euro 1 vehicle, % for the Euro 2 ones and 80 – 90 % for the Euro 3 vehicles.  There has been no particular mass collected in the stages above 1  m (artefacts, re-entrained material, etc.).  In the aggressive Artemis Motorway, share of Stage 2 increases for Euro III vehicles (and MTC Euro II)

Diesel Light Duty Vehicles Information from the ‘wet’ branch  Total particle number and active surface decrease with technology improvement for the NEDC (4 E14 to 1 E14 km-1 and from 2 E5 to 0.8 E5 cm2/km)  Oxidation catalyst decreases particle emissions (little but consistently over all cycles except Artemis Motorway)  Vehicle performance over the Artemis motorway is opposite to the rest cycles (nucleation effects)

Diesel Light Duty Vehicles SMPS Distributions  Dg for Euro III were nm at 50 km/h and 90 km/h tests and ~20 nm at 120 km/h tests indicating a significant formation of nanoparticles at 120 km/h tests  Dg for Euro I – II vehicles varied in the range nm.  The effect of the oxidation catalyst is not visible over steady states.  There seems to be a problem with SMPS level at Shell

Diesel Light Duty Vehicles ‘Dry’ Branch information  There is no obvious effect of vehicle technology over the cold NEDC (behaviour is vehicle specific)  There is a substantial solid particle number in the filter stage only for MTC Euro 2 (Shell results calculated differently than the rest)  If we don’t take filter stage into account, dg for different technologies are: Euro I 63nm, Euro II nm, Euro III nm (results are vehicle specific)

Gasoline Light Duty Vehicles

Gasoline Light Duty Vehicles Regulated PM for different cycles  The regulated PM results were lower than 5 mg/km for all conventional vehicles, in almost all driving cycle tests (2 mg/km over NEDC). An increase was observed in Artemis Motorway for the ULEV vehicle (17 mg/km).  The DISI measured at Shell gave 8.5 mg/km. This increase was also revealed in other particle properties.  The Euro I vehicle measured at LAT emitted higher particulate mass from the Euro III in all driving cycles.  The DGI results showed the same trends with the regulated PM ones (but not a substantial ULEV increase over Motorway). ULEV DISI

Gasoline Light Duty Vehicles Wet-branch information  Active surface over the NEDC ranged from 0.6 E3 cm2/km (LAT Euro III) to 30 E3 cm2/km (for DISI Euro III). (Diesels E3)  Total particle number(1/km) over NEDC E14 (ULEV) to 0.25 E14 (DISI). Diesels E14.  It seems that, the particle emissions of the ULEV vehicle depend strongly on the driving conditions. The lowest particle emissions for the particular vehicle were observed in Hot UDC tests (7 E10 #/km – 5 cm2/km) and the highest in Artemis Motorway tests (5.5 E12 #/km – 9*104 cm2/km).

Gasoline Light Duty Vehicles SMPS distributions  Euro III at LAT at SMPS noise level.  There were indications of nucleation mode formation for the Euro I (50 km/h) and the DISI (120 km/h).  Mean dg at 50 km/h 35 nm, at 120 km/h nm

Gasoline Light Duty Vehicles Dry branch (losses corrected only for LAT)  Emission levels at cold NEDC (St1-7) are: Euro I E14, Euro III E14, ULEV E14 +40%, DISI 0.17 E14 +40%)  No large effect of the driving cycle except of the ULEV (2-3 orders of magnitude!)  Most of the particle size in the filter stage and then stage 1. (DISI calculated with different algorithm)

Heavy Duties

Heavy Duty Vehicles Regulated PM and DGI PM  Euro 2 from VTT appears as a lower emitter compared to the Euro 3 over the ETC, verified by both CVS and DGI results  Over ESC, Euro 2 from VTT is at the same levels with Euro 3 from the other labs  55-60% of the total mass is collected in Stage 1 of the DGI (for PCs 65-90% was classified in St.1)

Heavy Duty Vehicles Information from ‘wet’ branch  Active surface from Euro III is found generally above Euro II except Motorway  Number concentration from Euro II is constantly higher. Hence, Euro II develops higher nucleation mode  AVL shows the same number concentration in all driving cycles (probably CPC saturation)

Heavy Duty Vehicles SMPS Distributions (possible mis- allocation of conditions) ECE R49/2 ESC Mode 5 ESC Mode 12 Load 25%, Speed A-10%

Heavy Duty Vehicles Information from the ‘wet’ branch