Thursday, January 16, 2020

New diesels’ particle emissions spike to 1,000 times normal levels in tests

The Diesel-Filter "Regeneration"-Scandal... Why all Diesel-Cars must be taken off the roads immediately – Call back for Soot-Trap-Particle-Collector Retrofit. Immediate Stop of Sale of New Diesel Cars.
New diesel cars’ pollution is peaking at more than 1,000 times their normal levels, tests of two top-selling vehicles show. The dangerous spikes in particles can instantly stress the heart and are a result of the cars 'cleaning' their filters, which may occur in urban areas, last for up to 15km, and are effectively ignored by official emissions tests. More than 45 million cars carry these filters in Europe, causing a total of 1.3 billion filter 'cleanings' a year.

The Nissan Qashqai and Opel Astra, the second and fourth bestsellers in their segments respectively, were 32% to 115% over the legal limit for particles when they 'cleaned' their filters in the independent tests. But a loophole means that the legal limit does not apply when 'filter cleaning' occurs in official testing, meaning that 60-99% of regulated particle emissions from the tested vehicles are ignored.
Anna Krajinska, emissions engineer at T&E, said:  

“These tests show that new diesels are still not clean. In fact they are spewing out highly-dangerous levels of particles in our towns and highways everyday. Carmakers are being given an easy ride but people’s lungs are paying for it. Manufacturers should clean up their cars if they want to sell them.”

Harmful total particulate emissions from the Nissan Qashqai and Opel Astra further increased 11-184% when the smallest unregulated ultrafine particles were measured in the lab. These ultrafine particles are not measured in official tests but are thought to be the most harmful to human health – as they penetrate deep into the body – and have been linked with brain cancer.

Filter cleaning, to prevent the diesel particulate filter from clogging, can occur in all driving conditions, including in urban areas. In the tests, the number of particles continued to be higher during urban driving for 30 minutes after the cleaning had ended. Both models tested respected the legal limits for NOx.

Anna Krajinska said: “Regulated particles are only half the story. The smallest ultrafine particles are thought to pose a bigger threat yet they’re ignored by official tests. The next Euro pollution standard must close the loopholes and set limits for all pollutants. The endgame is a standard that demands zero emissions from cars on our roads.”

The problem exists since the "soot-trap" filter has been introduced. The VERT-Associaton ( is very likely involved in the cover-up of the newest aspect of the Diesel-fraud. These vocal promotors of "Best Available Technology" have been part of the misleading "Clean Diesel"-Campaign from the start, including the misleading wording known as "Regeneration" of the soot-trap-filter, which essentially just means that collected particles are blown into the air every time the "Soot-Trap-Filter" is full. Aware of the abysmal toxicology of Diesel-Exhaust, Sir James Dyson approached the automotive industry already in the 1990thies and suggested that the particle-content of soot trap filters when full needed to be collected and disposed of responsibly (2). The automotive industry however was not interested in actually making Diesel clean (3). The ongoing Diesel-fraud and the ongoing emission of highly toxic particles under the misleading claim of 'clean diesel", including ongoing sales of new diesel cars with still fraudulent technology and highly toxic emissions points towards corruption within several fields: media outlets failing to inform the public (See the euphemistic wording of "der Spiegel" / 'Sauberkeitspausen' (4)), scientists of renowned universities that promote junk science (presumably also VERT & Co.), former regulators and officials writing 'independent' papers while getting money from presumed fraud-enablers like allegedly BOSCH.

(2) "Als Grund für seine Risikobereitschaft nannte Dyson schlicht: „Weil ich es will“ – und das bereits seit den 1990er Jahren. Damals habe er „eine Vorrichtung, um Dieselabgase einzufangen“ entwickelt, da er über Gesundheitsrisiken der Antriebsart gelesen hatte. Aufgrund der Kosten der Lösung und der erforderlichen Entsorgung der gesammelten Abgase habe die Fahrzeugindustrie sich nicht für seine Idee interessiert." Remarks: The content of a soot trap particle filter when full needs to be collected & disposed of, for instance, at every gas station. Co

(3) NZZamSO: "Welche Rolle spielen ökologische Überlegungen?

Dyson: "Ich bin etwas wütend. In den 1990er Jahren entwickelte ich eine Vorrichtung, um Dieselabgase einzufangen. Ich hatte in einem wissenschaftlichen Papier gelesen, dass Laborratten davon Krebs und Herzinfarkte kriegen. Doch die Lastwagenindustrie interessierte sich nicht dafür."

NZZamSO: Warum?

"Weil es ihr zu teuer war und weil sie die Überreste der eingefangenen Abgase hätten entsorgen müssen. Diese Entsorgung ist für die Branche einfacher, wenn wir alle die Abgase einatmen." 

(4) "Dieselautos mit Abgasnorm Euro-6d-Temp Sauber mit Pausen
Dieselmotoren der neuesten Generation gelten als sauber und werden sogar als "Luftreiniger" gepriesen. Das gilt einer Studie zufolge allerdings nur, wenn man in ihren schmutzigen Pausen wegschaut."

Friday, July 12, 2019

Diesel Cars with toxic exhaust still on roads – immediate call-back to factories urgent!

As expected the automotive industry is continuously acting fraudulent and the software updates of the fraudulent software are also fraudulent, not fixing the emissions of toxic diesel exhaust. Theses cars must be called back immediately and need a hardware update paid by the automakers. While in the US, the EPA is actively prosecuting the wrongdoing of involved automakers, in Europe, in the year 2019, regulators have failed to call back fraudulent cars back to the factories since 3 years. (1)
The documentary film "Der Fall Audi" (2) of the German television channel ARD states that Audi still is involved in fraudulent and obstructive actions and has failed to bring down the toxic diesel emissions to healthy levels. Inaction of German regulators points towards corruption and complicity.
Deutsche Umwelthilfe asks for hardware updates (3) (including retrofit with larger AdBlue tanks), since Software Updates do not fix anything (4a). In our assessment Watchdog Transport&Environment (T&D) seems too soft on the automotive industry, when it only asks for hardware updates "where technically feasible" (4b) We would expect asking non-compliant cars to be taken off the roads. T&D presses for software updates, even though DUH has proven already they don't work.
Not only Audi is not able to meet emission standards, but in recent tests also Porsche has 8-fold higher emissions than legal. (5) Also newest Euro6 Porsche Cayenne has 2,4-fold higher NOx-emissions than legal.
Obviously also BOSCH must be mentioned. BOSCH is and was at the core of the fraudulent defeat-software, but much more revealing, is the developer of core technological components of fraudulent so called "clean" diesel engines. While Bloomberg reported in May 2019 that Bosch has been fined with only $100 Millions – "The company supplied about 17 million engine-control devices to German and international automakers since 2008 that partly included illegal software functions, according to the statement."(6) – Bosch appears to have obstructed prosecution by not delivering documents (7) on the development of the fraudulent "defeat devices". Not only did Bosch develop fraudulent devices, but also tried to cover it up, as leaked internal documents (7) reveal. Bosch-Employee: "How bad can things be, that we even fake documents." (8)
In a recent talk show on june 18, 2019 current Volkswagen-CEO Herbert Diess admitted: "What we did was fraud, yes". – „Das, was wir gemacht haben war Betrug, ja.“ –  (9) Update 19/9/2019: There are several indications that Mister Diess would be more accurate, if he used the present term. (10)

(1)  "Kraftfahrt-Bundesamt schreitet seit über drei Jahren nicht gegen betrügerische Abgasreinigung bei Porsche und Audi Diesel-Limousinen und Diesel-SUVs ein – (...) Straßen-Abgasmessungen des Emissions-Kontroll-Instituts der Deutschen Umwelthilfe zeigen extreme Stickoxidwerte bei Dieselmodellen der Hersteller Porsche und Audi – Porsche Diesel-Pkw der Abgasnorm Euro 5 und Euro 6 weisen extrem hohe Schadstoffemissionen auf, doch das Kraftfahrt-Bundesamt ordnet keinen Rückruf an – Der von Audi und Porsche gemeinsam genutzte Diesel-Motor EA897 zeigt in unterschiedlichen Modellen extrem hohe Stickoxid-Emissionen im realen Fahrbetrieb – DUH fordert kurzfristige Hardware-Nachrüstungen für diese besonders schmutzigen Diesel von Porsche und Audi auf Kosten der Hersteller" 02.07.2019
(2) "Der Fall Audi" – Luxury Car Maker Audi fails to fix fraudulent emission scandal, is still cheating and involved in obstructive behavior...
(3) Software updates are not the solution to fix the toxic exhaust emissions. Hardware updates are needed. "Weiterhin dreckige Luft trotz Software-Updates – Diesel-Abgasmessungen der Deutschen Umwelthilfe verdeutlichen Notwendigkeit von Hardware-Nachrüstungen"
(4) Watch Dogs who got it right: Deutsche Umwelthilfe DUH has a consistent record on seeing through the fraudulent actions of the automotive industry. Unfortunately some other Watch Dogs fail to call out the continuous fraud. In June 7, 2019 T&D states the german automotive makers have recalled "between 70% and 99% of highly-polluting diesel vehicles in Germany", but not mentioning that the recall with implementation of a software update has barely any effect on actual emissions, as Jürgen Resch of the DUH states rightly: "Das Ergebnis ist wirklich erschreckend. Wir haben keine oder fast keine Reinigungswirkung. Ein Audi A4 hatte vor dem Update eine Überschreitung von über 600 Prozent und danach fast als Punktlandung den gleichen Wert. Das ist auch der Grund dafür, warum wir in vielen Städten keine Verbesserung, zum Teil sogar eine Verschlechterung der Abgas- und Luftqualitätswerte haben.“ 4a) 
4b) Our assessment is that T&D is too soft on the automotive industry if it only expects software upadtes and hardware updates only "where technically feasible." We believe cars, that cannot be fixed with hardware updates, must be taken off the roads, since they do not meet emission standards and have been sold to costumers with fraudulent claims.
(5) "Stickoxidausstoß bei Porsche acht Mal höher als Grenzwert – Die Deutsche Umwelthilfe hat SUV und Limousinen der Oberklasse im Realbetrieb getestet. Das Ergebnis: Die Dieselfahrzeuge überschreiten die gesetzlichen Prüfstandswerte um ein Vielfaches - trotz Softwareupdate."
(8) Bosch-Employee: "How bad can things be, that we even fake documents." – "„Wie schlimm muss der sein, dass wir hier sogar die Doku faken?“. Ein Bosch-Angestellter bezeichnete ein Jahr später in einer E-Mail die Akustikfunktion ganz offen als „Zykluserkennung“ – also als Programm, das Abgastests heimlich erkennen und Messungen manipulieren kann. "
(9) Volkswagen CEO: "What we did was fraud, yes".
(10) Volkswagen still cheating: Also newest Euro6-VW-Diesel-Engine EA 288 caught with cheating device... "Der Abgasexperte Axel Friedrich, der den ersten Diesel-Skandal mit aufgedeckt hatte und Experte im Diesel-Untersuchungsausschuss des Bundestages war, kommt nach Durchsicht der VW-Unterlagen zum Ergebnis, dass auch beim Motor EA 288 eine Abschalteinrichtung vorliegt: "Das Fahrzeug erkennt, ob es auf einem Prüfstand steht – nur dann wird ausreichend AdBlue eingespritzt. Dagegen wird im normalen Fahrbetrieb auf der Straße viel weniger AdBlue verwendet.",abgasskandal-swr-recherche-100.html?fbclid=IwAR05f37GfNI4Q7kLA52vPdulqXlQule6eig-qMP44QnetX71M9hxvl7CbuQ

Saturday, January 19, 2019

2019: Hardware-Retrofit is ready and available for BMW since 2008

AdBlue & SCR Katalyst are available since 2008.

Hardware-Retrofit is easy, ready and available since 2008,
but somehow, contrary to the USA,
BMW & Co. haven't been forced to actually implement it.

Monday, January 7, 2019

The men who helped expose Volkswagen's emissions scandal

2015: Meet John German: the man who helped expose Volkswagen's emissions scandal
"Automative engineer’s research connected the dots to how the automaker manipulated diesel emissions tests – but that was never the intention"

2015: Carder's $50,000 study produced early evidence that Volkswagen was cheating on US vehicle emissions tests:

2019: German TV-Channel Pro Sieben: John German, the man who enveiled the Diesel-Scandal:
"Immer mehr deutsche Städte verhängen Diesel-Fahrverbote. Auslöser dafür war John German. Denn er hat den Skandal als erstes entdeckt. Hier kommt seine Geschichte."

Thursday, February 22, 2018

Ban in Stuttgart for fraudulent Diesel-Cars / Legal Situation

"In order to protect human health and the environment, the Council of the European Union drew up a directive with air quality standards in April 1999. With the Ordinance on Air Quality Standards and Emission Ceilings (39. BImSchV), the Federal Government transposed this EU directive into national legislation. The directive establishes limit values for pollutant concentration in order to maintain the air quality.
Accordingly, the limit value for particulate matter was set at 50 micrograms per cubic meter of air, which may be exceeded on a maximum of 35 days a year. The average annual value for nitrogen dioxide was set at 40µg/m3. The EU directive obliges cities and municipalities to draw up action plans for air pollution control. These plans have formed the basis for the implementation of 44 low-emission zones with limited access for vehicles with high emissions so far."

Diesel-Fahrverbote in Stuttgart ab 2018: Deutsche Umwelthilfe begrüßt Zustimmung des Landes Baden-Württemberg zur Sprungrevision

"Jürgen Resch, Bundesgeschäftsführer der DUH kommentiert das Ergebnis: „So sehr wir für die vom Dieselabgasgift Stickstoffdioxid geschädigten Stuttgarter Bürger auf ein Anerkenntnis des Urteils und damit Diesel-Fahrverbote ab dem 1.1.2018 gehofft haben, können wir auch mit der Zustimmung der Landesregierung zur Sprungrevision leben. Es kann aber nicht sein, dass den von Dieselabgasgiften betroffenen zehntausenden Menschen im Stuttgarter Kessel ein weiterer giftiger Diesel-Winter zugemutet wird. Wir fordern Ministerpräsident Winfried Kretschmann und Oberbürgermeister Fritz Kuhn gleichzeitig dazu auf, als Ausgleich für den Verzicht auf die Anerkenntnis des Urteils bereits zu Beginn des Winterhalbjahres mit Sofortmaßnahmen die NO2-Belastung zu reduzieren. Dazu gehört neben einer Adhoc-Nachrüstung aller ÖPNV-Busse und Landes-/Kommunalfahrzeuge auf Euro 6 ein Einfahrtverbot für alle Diesel mit temperaturge­steuerter Abschaltung der ordnungsgemäßen Abgasreinigung bei unter + 10 Grad Celsius."

Diesel Ban coming to German Cities, Oxford Introduces Zero Emission Zone, Right To Clean Air Campaign

1) Transport & Environment latest Tweet: "Stuttgart court decision on banning diesel cars from city centres has been postponed. Yet new #diesel car sales in Western Europe fall to 16-year low as consumers turn their back on polluting cars."

Wednesday, June 21, 2017

6 million new dirty diesel cars on Europe's roads since 2015!

There are 35 million dirty diesel cars and vans driving on Europe’s roads today – six million more than when the Dieselgate scandal broke in 2015. The growth in the number of poisonous vehicles in the fleet – revealed by new T&E research – will be a stark reminder to MEPs as they enter negotiations with governments this September to reform the flawed system of testing and approving cars for sale in Europe.

Diesel Ban coming to Stuttgart and Munich, London

"As much as I would welcome avoiding such bans, I think it is just as unlikely that we can continue to do without bans in the future," Munich mayor Dieter Reiter was quoted as saying by the Sueddeutsche Zeitung newspaper on Wednesday.

"However, the city of Stuttgart, home of Mercedes-Benz and VW's Porsche subsidiary, is already preparing to ban some diesel vehicles from next year which do not meet the latest emission standards."

“It’s when, not if, diesel cars are banned from London,” says Dan Powell, managing editor of motoring website HonestJohn. “The particulate filters that clean up the exhausts need to be driven for at least 15 miles to work properly. How many inner-city drivers do that?”

Saturday, January 21, 2017

This Is How Volkswagen’s Diesel Emissions Cheat Works

This Is How Volkswagen’s Diesel Emissions Cheat Works, According to ECU Hacker (Video)

Domke said he purchased a Volkswagen ECU online and extracted its millions of lines of code. The VW ECU’s behavior is mostly governed by parameters defined outside of its code — not constants that would be hard-coded into the programming — embedded within the computer’s hardware.
He said the car’s main modes for exhaust management were a “normal mode” and an “alternative mode,” the latter of which mostly dominated the car’s behavior. In his own driving, after observing the state of the car, Domke said he found the car ran in a “cold start” cycle for roughly 20 percent of the time and on its “alternative mode” for nearly 80 percent of his driving. Only a small fraction of his normal, everyday driving was in “normal mode.” During “normal mode,” the selective catalytic reduction system used by Volkswagen would consume significantly more diesel emissions fluid than in “alternative” mode.

Der für "Dieselgate" verantwortliche Part liegt in der Software, die steuert, wie viel von dem Reduktionsmittel AdBlue eingespritzt werden soll. Domke entdeckte zwei verschiedene Modi: Den normalen Modus und einen alternativen Modus, der eigentlich nur in eng gefassten Grenzbereichen laufen soll, wenn Motortemperatur oder andere Bedingungen die Abgasreinigung ineffektiv machen. Hier werden wesentlich geringere Mengen von AdBlue eingespritzt, um die Entstehung noch schädlicherer Giftstoffe zu verhindern. Durch Tests und das Auslesen der ODB-Schnittstelle mit seinem Auto erkannte Domke, dass sein Wagen nur selten im normalen, sondern fast immer im alternativen Modus fuhr, der einen wesentlich höheren Ausstoß von Stickoxiden verursachte.

Monday, September 19, 2016

Diesel: ICE Automotive Industry still cheating, while Lung Cancer in the Rise

"One year after the US caught Volkswagen cheating, all carmakers keep selling grossly polluting diesel cars with the connivance of European governments."  

"T&E analysed emissions test data from around 230 diesel car models. Data were taken from the investigations conducted by the British, French and German governments, as well as a large public database. The carmakers’ ranking was built with on-road performance figures mostly measured in real world driving. The key findings per car brand are: Fiat and Suzuki diesel cars on average pollute 15 times more than the legal NOx limit; Renault-Nissan vehicles exceed the limit more than 14 times; General Motors’ brands Opel/Vauxhall pollute 10 times more while Volkswagen diesel cars pollute twice as much as the Euro 6 standard."

Lung Cancer on the Rise in Nonsmokers
"The proportion of lung cancer patients who never smoked more than doubled from 2008 to 2014, a British investigator reported here.
Never-smokers accounted for 13% of non-small cell lung cancer (NSCLC) cases at the beginning of the study period and rose steadily to 28% by November 2014."

Tuesday, July 19, 2016

Ban diesel cars in London

IPPR analysis says capital will eventually need to phase out diesel cars and buses in order to meet EU air pollution 

“London’s air is both lethal and illegal,” said Harry Quilter-Pinner, researcher at IPPR. “This is a public health crisis and it should be ignored no longer. Only bold action will make the capital’s air safe to breathe again.”

He added: “[Our] analysis suggests Khan will ultimately need to phase out diesel cars and buses in order to reach legal compliance.”
This would require the cooperation of national government, as the mayor lacks the power to achieve this result alone. The report, entitled Lethal and Illegal, found that under the current air pollution regime, London would fail to meet its legal requirements on air quality until 2025 or later.

Monday, October 5, 2015

Lung Cancer in the rise with Non-Smokers

"A 2012 French study revealed that from 2000 to 2010, rates of lung cancer among never-smokers shot up an alarming 33 percent. In fact, if lung cancer in nonsmokers was its own category, it would rank among the ten deadliest cancers in the United States. This is in part because the symptoms -- coughing, chest pain, shortness of breath -- are so similar to those of common illnesses; as a result, the disease is often ignored by patients and overlooked by physicians."