δεν ειναι κατι σταθερό το EURO 6, νομίζω έχει αυξανόμενους στόχους ανά χρονιά, κάπου είχα δει την εξήγηση, εδώ:
https://theicct.org/sites/default/files/publications/ICCTupdate_EU-95gram_jan2014.pdfείχαν κάτι κόλπα τις πρώτες χρονιές για περίοδο προσαρμογής, τελείωσε ο προσαρμογή, τώρα τα κεφάλια μέσα. Κόστος 95 ευρώ ανά g/km πάνω από το όριο ανά όχημα
https://ecopress.gr/ta-afstira-oria-stis-ekpobes-rypon-ap/Οι κοινοτικοί κανόνες που θα ισχύσουν από το 2021 θα αναγκάσουν τα καινούργια αυτοκίνητα να εκπέμπουν κατά μέσο όρο 95 γραμμάρια CO2 ανά χιλιόμετρο. Σε περίπτωση που δεν επιτευχθεί αυτός ο συγκεκριμένος στόχος, τότε οι αυτοκινητοβιομηχανίες θα κληθούν να πληρώνουν πολλά ευρώ πρόστιμο για κάθε επιπλέον γραμμάρια και για κάθε αυτοκίνητο ξεχωριστά που θα βγαίνει στην παραγωγή, την στιγμή που σήμερα ο μέσος όρος της ΕΕ είναι 130 γραμμάρια ανά χιλιόμετρο.
Δηλαδή η suzuki πρέπει να κρατάει μέσο όρο 95g/km αλλιώς πληρώνει ένα ποσό για την παράβαση. 95 είναι πολύ χαμηλά, ακόμα και το strong υβριδικό vitara εκπέμπει παραπάνω. Μάλλον τα αντισταθμίζουν με τα swift και ignis.
Θα εξαφανιστούν πολλά μοντέλα με αυτό το στόχο και θα ακριβύνουν και τα οχήματα.
KEY ELEMENTS OF THE REGULATIONS
For the regulation on passenger cars:
» A target value of 95 g/km of CO2 for 2020 for the new car fleet is set. However,
there is a one-year phase-in period, requiring 95 percent of new car sales to
comply with the target in 2020 and 100 percent from the end of 2020 onwards.
Effectively, the 95 g/km target therefore applies from 2021 on.
» Vehicle weight is retained as the underlying utility parameter, i.e., the heavier
a manufacturer’s car fleet, the higher the CO2 emission value allowed by the
regulation. The factor used is 0.0333, meaning that for every 100 kg additional
1 The Council of the European Union is made up of the governments of the EU member states.
3
EU CO2 EMISSION STANDARDS FOR PASSENGER CARS AND LIGHT-COMMERCIAL VEHICLES
vehicle weight, the emission of 3.33 g/km more of CO2 is allowed. For the post2020 time period, other parameters, such as vehicle footprint, will be considered.
» Super-credits for low-emission vehicles. Between 2020 and 2022, every car with
CO2 emissions of less than 50 g/km will count more towards meeting the fleet
average than cars with emissions above that cutoff. The weighting factors are:
2.00 (2020), 1.67 (2021) and 1.33 (2022). The limit for the use of super-credits,
expressed as the difference between average fleet CO2 emissions calculated with
and without the application of super-credits, is set at a maximum of 7.5 g/km for
the three years 2020–2022 combined.
» Test procedure: The new test procedure (WLTP) should be applied “at the earliest
opportunity”. In this context, the 2020 CO2 targets will be adjusted to the WLTP,
making use of the results of a NEDC-WLTP correlation study, to ensure comparable
stringency for manufacturers and classes of vehicles. Deviations between the
approval CO2 emission values and “real-world” emissions should be addressed,
including consideration of an independent in-service conformity test procedure
that would test a representative sample of vehicles offered for sale.
» Eco-innovations: As was the case with the 2015 regulation, manufacturers can
apply for a maximum of 7 g/km of credits for the use of “innovative technologies”
whose benefits are not adequately captured by the test cycle. This applies only
until the WLTP is introduced.
» Excess emission premium for manufacturers failing to meet their emissions target:
€95 for every g/km of excess emissions per vehicle. A previous concession,
setting a lower excess emission premium for the first three g/km of excess
emissions, is discontinued.
» A review clause to establish CO2 emission targets for the period beyond 2020. By
31 December 2015, the European Commission is required to review the specific
emission targets, modalities, and other aspects of the regulation needed to set
standards beyond 2020. The review clause also states that a “clear emissions
reduction trajectory, comparable to that achieved in the period to 2020” shall be
maintained. The European Parliament in its April vote recommended an indicative
target range of 68–78 g/km for 2025.