Will the European Council support the Commission’s and Parliament’s commitment to enforce more stringent standards for refueling and evaporative emissions as part of Euro 7 ?
Notes from the 2023 Sustainable Fleet Technology Conference covering a wide range of practical issues for fleet decarbonization
Given the lack of MY 2024 compliant new engine introductions, California has proposed an amendment to its low NOx omnibus, providing more flexibility for legacy engines.
Here’s the first look at the CAFE standards proposed by NHTSA for model year 2027 through 2032 cars and light trucks. More to come.
California and Truck & Engine Manufacturers have reached a deal on low NOx and electrification targets in the state. This paves the way for more regulatory certainty but the challenges ahead are not diminished.
Opposed piston engines are being developed as a tool to reduce CO2 and NOx emissions from heavy-duty trucks. Here’s a deeper look into this technology and recent test results.
Analysis of millions of remote sensing measurements of vehicle tailpipes shows that particulate emissions from U.S. cars are still at 2005 levels, despite the availability of technology which has been used in Europe and China.
A downloadable summary of the U.S. EPA announced the Phase 3 GHG proposal for heavy-duty vehicles. From 2027 to 2032, 45% reduction in CO2 emissions for light vocational vehicles and 25% for Class 8 sleeper cabs. Over half of light vocational and a quarter of sleeper cabs expected to be ZEVs by 2032.
How are light-duty cars and trucks expected to meet future EPA fuel economy standards? What level of electrification would be required? Would hybrids play a role? How does one go about calculating it? Here’s a case study attempting to address some of these questions.
On April 12th 2023, the U.S. EPA published a proposal to further reduce greenhouse gas and criteria pollutant emissions from light- and medium-duty vehicles beyond model year 2027. Here is a summary of this “multi-pollutant” regulatory proposal.
