Volkswagen: The scandal explained

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    What is Volkswagen accused of?

    It’s been dubbed the “diesel dupe”. In September, the Environmental Protection Agency (EPA) found that many VW cars being sold in America had a “defeat device” – or software – in diesel engines that could detect when they were being tested, switching the spectacle accordingly to improve results. The German car giant has since admitted cheating emissions tests in the US.

    VW has had a major shove to sell diesel cars in the US, backed by a phat marketing campaign trumpeting its cars’ low emissions. The EPA’s findings cover 482,000 cars in the US only, including the VW-manufactured Audi A3, and the VW models Jetta, Beetle, Golf and Passat. But VW has admitted that about eleven million cars worldwide, including eight million in Europe, are fitted with the so-called “defeat device”.

    The company has also been accused by the EPA of modifying software on the three litre diesel engines fitted to some Porsche and Audi as well as VW models. VW has denied the claims, which affect at least Ten,000 vehicles.

    In November, VW said it had found “irregularities” in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe – including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.

    This ‘defeat device’ sounds like a sophisticated lump of kit.

    Total details of how it worked are sketchy, albeit the EPA has said that the engines had computer software that could sense test screenplays by monitoring speed, engine operation, air pressure and even the position of the steering wheel.

    When the cars were operating under managed laboratory conditions – which typically involve putting them on a stationary test equipment – the device shows up to have put the vehicle into a sort of safety mode in which the engine ran below normal power and spectacle. Once on the road, the engines switched out of this test mode.

    The result? The engines emitted nitrogen oxide pollutants up to forty times above what is permitted in the US.

    What has been VW’s response?

    “We’ve totally screwed up,” said VW America boss Michael Horn, while the group’s chief executive at the time, Martin Winterkorn, said his company had “violated the trust of our customers and the public”. Mr Winterkorn resigned as a direct result of the scandal and was substituted by Matthias Mueller, the former boss of Porsche.

    “My most urgent task is to win back trust for the Volkswagen Group – by leaving no stone unturned,” Mr Mueller said on taking up his fresh post.

    VW has also launched an internal inquiry.

    With VW recalling millions of cars worldwide from early next year, it has set aside €6.7bn (£4.8bn) to cover costs. That resulted in the company posting its very first quarterly loss for fifteen years of €2.5bn in late October.

    But that’s unlikely to be the end of the financial influence. The EPA has the power to fine a company up to $37,500 for each vehicle that breaches standards – a maximum fine of about $18bn.

    The costs of possible legal activity by car owners and shareholders “cannot be estimated at the current time”, VW added.

    How widespread are VW’s problems?

    What embarked in the US has spread to a growing number of countries. The UK, Italy, France, South Korea, Canada and, of course, Germany, have opened investigations. Across the world, politicians, regulators and environmental groups are questioning the legitimacy of VW’s emissions testing.

    VW will recall 8.Five million cars in Europe, including Two.Four million in Germany and 1.Two million in the UK, and 500,000 in the US as a result of the emissions scandal.

    No wonder the carmaker’s shares have fallen by about a third since the scandal broke.

    Will more goes roll?

    It’s still unclear who knew what and when, albeit VW must have had a chain of management guideline that approved fitting cheating devices to its engines, so further departures are likely.

    Christian Klingler, a management board member and head of sales and marketing is leaving the company, albeit VW said this was part of long-term planned structural switches and was not related to latest events.

    In 2014, in the US, regulators raised concerns about VW emissions levels, but these were dismissed by the company as “technical issues” and “unexpected” real-world conditions. If executives and managers wilfully misled officials (or their own VW superiors) it’s difficult to see them surviving.

    Are other carmakers implicated?

    That’s for the various regulatory and government inquiries to determine. California’s Air Resources Board is now looking into other manufacturers’ testing results. Ford, BMW and Renault-Nissan have said they did not use “defeat devices”, while other firms have either not commented or simply stated that they obey with the law.

    The UK trade assets for the car industry, the SMMT, said: “The EU operates a fundamentally different system to the US – with all European tests performed in rigorous conditions as required by EU law and witnessed by a government-appointed independent approval agency.”

    But it added: “The industry acknowledges that the current test method is outdated and is seeking agreement from the European Commission for a fresh emissions test that embraces fresh testing technologies and is more representative of on-road conditions.”

    That sounds like EU testing rules need tightening, too.

    Environmental campaigners have long argued that emissions rules are being flouted. “Diesel cars in Europe operate with worse technology on average than the US,” said Jos Dings, from the pressure group Transport & Environment. “Our latest report demonstrated that almost 90% of diesel vehicles didn’t meet emission boundaries when they drive on the road. We are talking millions of vehicles.”

    Car analysts at the financial research stiff Bernstein agree that European standards are not as rigorous as those in the US. However, the analysts said in a report that there was, therefore, “less need to cheat”. So, if other European carmakers’ results are suspect, Bernstein says the “consequences are likely to be a switch in the test cycle rather than legal act and fines”.

    It’s all another suck for the diesel market.

    Certainly is. Over the past decade and more, carmakers have poured a fortune into the production of diesel vehicles – with the support of many governments – believing that they are better for the environment. Latest scientific evidence suggests that’s not the case, and there are even moves to limit diesel cars in some cities.

    Diesel sales were already slowing, so the VW scandal came at a bad time. “The revelations are likely to lead to a acute fall in request for diesel engine cars,” said Richard Gane, automotive pro at consultants Vendigital.

    “In the US, the diesel car market presently represents around 1% of all fresh car sales and this is unlikely to increase in the brief to medium term.

    “However, in Europe the influence could be much more significant, leading to a large tranche of the market switching to petrol engine cars virtually overnight.”

    Volkswagen: The scandal explained – Big black cock News

    Volkswagen: The scandal explained

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    What is Volkswagen accused of?

    It’s been dubbed the “diesel dupe”. In September, the Environmental Protection Agency (EPA) found that many VW cars being sold in America had a “defeat device” – or software – in diesel engines that could detect when they were being tested, switching the spectacle accordingly to improve results. The German car giant has since admitted cheating emissions tests in the US.

    VW has had a major shove to sell diesel cars in the US, backed by a enormous marketing campaign trumpeting its cars’ low emissions. The EPA’s findings cover 482,000 cars in the US only, including the VW-manufactured Audi A3, and the VW models Jetta, Beetle, Golf and Passat. But VW has admitted that about eleven million cars worldwide, including eight million in Europe, are fitted with the so-called “defeat device”.

    The company has also been accused by the EPA of modifying software on the three litre diesel engines fitted to some Porsche and Audi as well as VW models. VW has denied the claims, which affect at least Ten,000 vehicles.

    In November, VW said it had found “irregularities” in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe – including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.

    This ‘defeat device’ sounds like a sophisticated lump of kit.

    Total details of how it worked are sketchy, albeit the EPA has said that the engines had computer software that could sense test scripts by monitoring speed, engine operation, air pressure and even the position of the steering wheel.

    When the cars were operating under managed laboratory conditions – which typically involve putting them on a stationary test equipment – the device shows up to have put the vehicle into a sort of safety mode in which the engine ran below normal power and spectacle. Once on the road, the engines switched out of this test mode.

    The result? The engines emitted nitrogen oxide pollutants up to forty times above what is permitted in the US.

    What has been VW’s response?

    “We’ve totally screwed up,” said VW America boss Michael Horn, while the group’s chief executive at the time, Martin Winterkorn, said his company had “violated the trust of our customers and the public”. Mr Winterkorn resigned as a direct result of the scandal and was substituted by Matthias Mueller, the former boss of Porsche.

    “My most urgent task is to win back trust for the Volkswagen Group – by leaving no stone unturned,” Mr Mueller said on taking up his fresh post.

    VW has also launched an internal inquiry.

    With VW recalling millions of cars worldwide from early next year, it has set aside €6.7bn (£4.8bn) to cover costs. That resulted in the company posting its very first quarterly loss for fifteen years of €2.5bn in late October.

    But that’s unlikely to be the end of the financial influence. The EPA has the power to fine a company up to $37,500 for each vehicle that breaches standards – a maximum fine of about $18bn.

    The costs of possible legal activity by car owners and shareholders “cannot be estimated at the current time”, VW added.

    How widespread are VW’s problems?

    What embarked in the US has spread to a growing number of countries. The UK, Italy, France, South Korea, Canada and, of course, Germany, have opened investigations. Across the world, politicians, regulators and environmental groups are questioning the legitimacy of VW’s emissions testing.

    VW will recall 8.Five million cars in Europe, including Two.Four million in Germany and 1.Two million in the UK, and 500,000 in the US as a result of the emissions scandal.

    No wonder the carmaker’s shares have fallen by about a third since the scandal broke.

    Will more goes roll?

    It’s still unclear who knew what and when, albeit VW must have had a chain of management instruction that approved fitting cheating devices to its engines, so further departures are likely.

    Christian Klingler, a management board member and head of sales and marketing is leaving the company, albeit VW said this was part of long-term planned structural switches and was not related to latest events.

    In 2014, in the US, regulators raised concerns about VW emissions levels, but these were dismissed by the company as “technical issues” and “unexpected” real-world conditions. If executives and managers wilfully misled officials (or their own VW superiors) it’s difficult to see them surviving.

    Are other carmakers implicated?

    That’s for the various regulatory and government inquiries to determine. California’s Air Resources Board is now looking into other manufacturers’ testing results. Ford, BMW and Renault-Nissan have said they did not use “defeat devices”, while other firms have either not commented or simply stated that they obey with the law.

    The UK trade figure for the car industry, the SMMT, said: “The EU operates a fundamentally different system to the US – with all European tests performed in stringent conditions as required by EU law and witnessed by a government-appointed independent approval agency.”

    But it added: “The industry acknowledges that the current test method is outdated and is seeking agreement from the European Commission for a fresh emissions test that embraces fresh testing technologies and is more representative of on-road conditions.”

    That sounds like EU testing rules need tightening, too.

    Environmental campaigners have long argued that emissions rules are being flouted. “Diesel cars in Europe operate with worse technology on average than the US,” said Jos Dings, from the pressure group Transport & Environment. “Our latest report demonstrated that almost 90% of diesel vehicles didn’t meet emission boundaries when they drive on the road. We are talking millions of vehicles.”

    Car analysts at the financial research rock hard Bernstein agree that European standards are not as stringent as those in the US. However, the analysts said in a report that there was, therefore, “less need to cheat”. So, if other European carmakers’ results are suspect, Bernstein says the “consequences are likely to be a switch in the test cycle rather than legal act and fines”.

    It’s all another deep-throat for the diesel market.

    Certainly is. Over the past decade and more, carmakers have poured a fortune into the production of diesel vehicles – with the support of many governments – believing that they are better for the environment. Latest scientific evidence suggests that’s not the case, and there are even moves to limit diesel cars in some cities.

    Diesel sales were already slowing, so the VW scandal came at a bad time. “The revelations are likely to lead to a acute fall in request for diesel engine cars,” said Richard Gane, automotive accomplished at consultants Vendigital.

    “In the US, the diesel car market presently represents around 1% of all fresh car sales and this is unlikely to increase in the brief to medium term.

    “However, in Europe the influence could be much more significant, leading to a large tranche of the market switching to petrol engine cars virtually overnight.”

    Volkswagen: The scandal explained – Big black cock News

    Volkswagen: The scandal explained

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    What is Volkswagen accused of?

    It’s been dubbed the “diesel dupe”. In September, the Environmental Protection Agency (EPA) found that many VW cars being sold in America had a “defeat device” – or software – in diesel engines that could detect when they were being tested, switching the spectacle accordingly to improve results. The German car giant has since admitted cheating emissions tests in the US.

    VW has had a major shove to sell diesel cars in the US, backed by a yam-sized marketing campaign trumpeting its cars’ low emissions. The EPA’s findings cover 482,000 cars in the US only, including the VW-manufactured Audi A3, and the VW models Jetta, Beetle, Golf and Passat. But VW has admitted that about eleven million cars worldwide, including eight million in Europe, are fitted with the so-called “defeat device”.

    The company has also been accused by the EPA of modifying software on the three litre diesel engines fitted to some Porsche and Audi as well as VW models. VW has denied the claims, which affect at least Ten,000 vehicles.

    In November, VW said it had found “irregularities” in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe – including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.

    This ‘defeat device’ sounds like a sophisticated chunk of kit.

    Utter details of how it worked are sketchy, albeit the EPA has said that the engines had computer software that could sense test screenplays by monitoring speed, engine operation, air pressure and even the position of the steering wheel.

    When the cars were operating under managed laboratory conditions – which typically involve putting them on a stationary test equipment – the device shows up to have put the vehicle into a sort of safety mode in which the engine ran below normal power and spectacle. Once on the road, the engines switched out of this test mode.

    The result? The engines emitted nitrogen oxide pollutants up to forty times above what is permitted in the US.

    What has been VW’s response?

    “We’ve totally screwed up,” said VW America boss Michael Horn, while the group’s chief executive at the time, Martin Winterkorn, said his company had “violated the trust of our customers and the public”. Mr Winterkorn resigned as a direct result of the scandal and was substituted by Matthias Mueller, the former boss of Porsche.

    “My most urgent task is to win back trust for the Volkswagen Group – by leaving no stone unturned,” Mr Mueller said on taking up his fresh post.

    VW has also launched an internal inquiry.

    With VW recalling millions of cars worldwide from early next year, it has set aside €6.7bn (£4.8bn) to cover costs. That resulted in the company posting its very first quarterly loss for fifteen years of €2.5bn in late October.

    But that’s unlikely to be the end of the financial influence. The EPA has the power to fine a company up to $37,500 for each vehicle that breaches standards – a maximum fine of about $18bn.

    The costs of possible legal activity by car owners and shareholders “cannot be estimated at the current time”, VW added.

    How widespread are VW’s problems?

    What began in the US has spread to a growing number of countries. The UK, Italy, France, South Korea, Canada and, of course, Germany, have opened investigations. Across the world, politicians, regulators and environmental groups are questioning the legitimacy of VW’s emissions testing.

    VW will recall 8.Five million cars in Europe, including Two.Four million in Germany and 1.Two million in the UK, and 500,000 in the US as a result of the emissions scandal.

    No wonder the carmaker’s shares have fallen by about a third since the scandal broke.

    Will more goes roll?

    It’s still unclear who knew what and when, albeit VW must have had a chain of management instruction that approved fitting cheating devices to its engines, so further departures are likely.

    Christian Klingler, a management board member and head of sales and marketing is leaving the company, albeit VW said this was part of long-term planned structural switches and was not related to latest events.

    In 2014, in the US, regulators raised concerns about VW emissions levels, but these were dismissed by the company as “technical issues” and “unexpected” real-world conditions. If executives and managers wilfully misled officials (or their own VW superiors) it’s difficult to see them surviving.

    Are other carmakers implicated?

    That’s for the various regulatory and government inquiries to determine. California’s Air Resources Board is now looking into other manufacturers’ testing results. Ford, BMW and Renault-Nissan have said they did not use “defeat devices”, while other firms have either not commented or simply stated that they obey with the law.

    The UK trade bod for the car industry, the SMMT, said: “The EU operates a fundamentally different system to the US – with all European tests performed in stringent conditions as required by EU law and witnessed by a government-appointed independent approval agency.”

    But it added: “The industry acknowledges that the current test method is outdated and is seeking agreement from the European Commission for a fresh emissions test that embraces fresh testing technologies and is more representative of on-road conditions.”

    That sounds like EU testing rules need tightening, too.

    Environmental campaigners have long argued that emissions rules are being flouted. “Diesel cars in Europe operate with worse technology on average than the US,” said Jos Dings, from the pressure group Transport & Environment. “Our latest report demonstrated that almost 90% of diesel vehicles didn’t meet emission boundaries when they drive on the road. We are talking millions of vehicles.”

    Car analysts at the financial research stiff Bernstein agree that European standards are not as stringent as those in the US. However, the analysts said in a report that there was, therefore, “less need to cheat”. So, if other European carmakers’ results are suspect, Bernstein says the “consequences are likely to be a switch in the test cycle rather than legal activity and fines”.

    It’s all another gargle for the diesel market.

    Certainly is. Over the past decade and more, carmakers have poured a fortune into the production of diesel vehicles – with the support of many governments – believing that they are better for the environment. Latest scientific evidence suggests that’s not the case, and there are even moves to limit diesel cars in some cities.

    Diesel sales were already slowing, so the VW scandal came at a bad time. “The revelations are likely to lead to a acute fall in request for diesel engine cars,” said Richard Gane, automotive pro at consultants Vendigital.

    “In the US, the diesel car market presently represents around 1% of all fresh car sales and this is unlikely to increase in the brief to medium term.

    “However, in Europe the influence could be much more significant, leading to a large tranche of the market switching to petrol engine cars virtually overnight.”

    Volkswagen: The scandal explained – Big black cock News

    Volkswagen: The scandal explained

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    What is Volkswagen accused of?

    It’s been dubbed the “diesel dupe”. In September, the Environmental Protection Agency (EPA) found that many VW cars being sold in America had a “defeat device” – or software – in diesel engines that could detect when they were being tested, switching the spectacle accordingly to improve results. The German car giant has since admitted cheating emissions tests in the US.

    VW has had a major thrust to sell diesel cars in the US, backed by a massive marketing campaign trumpeting its cars’ low emissions. The EPA’s findings cover 482,000 cars in the US only, including the VW-manufactured Audi A3, and the VW models Jetta, Beetle, Golf and Passat. But VW has admitted that about eleven million cars worldwide, including eight million in Europe, are fitted with the so-called “defeat device”.

    The company has also been accused by the EPA of modifying software on the three litre diesel engines fitted to some Porsche and Audi as well as VW models. VW has denied the claims, which affect at least Ten,000 vehicles.

    In November, VW said it had found “irregularities” in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe – including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.

    This ‘defeat device’ sounds like a sophisticated lump of kit.

    Total details of how it worked are sketchy, albeit the EPA has said that the engines had computer software that could sense test scripts by monitoring speed, engine operation, air pressure and even the position of the steering wheel.

    When the cars were operating under managed laboratory conditions – which typically involve putting them on a stationary test equipment – the device emerges to have put the vehicle into a sort of safety mode in which the engine ran below normal power and spectacle. Once on the road, the engines switched out of this test mode.

    The result? The engines emitted nitrogen oxide pollutants up to forty times above what is permitted in the US.

    What has been VW’s response?

    “We’ve totally screwed up,” said VW America boss Michael Horn, while the group’s chief executive at the time, Martin Winterkorn, said his company had “cracked the trust of our customers and the public”. Mr Winterkorn resigned as a direct result of the scandal and was substituted by Matthias Mueller, the former boss of Porsche.

    “My most urgent task is to win back trust for the Volkswagen Group – by leaving no stone unturned,” Mr Mueller said on taking up his fresh post.

    VW has also launched an internal inquiry.

    With VW recalling millions of cars worldwide from early next year, it has set aside €6.7bn (£4.8bn) to cover costs. That resulted in the company posting its very first quarterly loss for fifteen years of €2.5bn in late October.

    But that’s unlikely to be the end of the financial influence. The EPA has the power to fine a company up to $37,500 for each vehicle that breaches standards – a maximum fine of about $18bn.

    The costs of possible legal activity by car owners and shareholders “cannot be estimated at the current time”, VW added.

    How widespread are VW’s problems?

    What began in the US has spread to a growing number of countries. The UK, Italy, France, South Korea, Canada and, of course, Germany, have opened investigations. Across the world, politicians, regulators and environmental groups are questioning the legitimacy of VW’s emissions testing.

    VW will recall 8.Five million cars in Europe, including Two.Four million in Germany and 1.Two million in the UK, and 500,000 in the US as a result of the emissions scandal.

    No wonder the carmaker’s shares have fallen by about a third since the scandal broke.

    Will more goes roll?

    It’s still unclear who knew what and when, albeit VW must have had a chain of management directive that approved fitting cheating devices to its engines, so further departures are likely.

    Christian Klingler, a management board member and head of sales and marketing is leaving the company, albeit VW said this was part of long-term planned structural switches and was not related to latest events.

    In 2014, in the US, regulators raised concerns about VW emissions levels, but these were dismissed by the company as “technical issues” and “unexpected” real-world conditions. If executives and managers wilfully misled officials (or their own VW superiors) it’s difficult to see them surviving.

    Are other carmakers implicated?

    That’s for the various regulatory and government inquiries to determine. California’s Air Resources Board is now looking into other manufacturers’ testing results. Ford, BMW and Renault-Nissan have said they did not use “defeat devices”, while other firms have either not commented or simply stated that they obey with the law.

    The UK trade assets for the car industry, the SMMT, said: “The EU operates a fundamentally different system to the US – with all European tests performed in rigorous conditions as required by EU law and witnessed by a government-appointed independent approval agency.”

    But it added: “The industry acknowledges that the current test method is outdated and is seeking agreement from the European Commission for a fresh emissions test that embraces fresh testing technologies and is more representative of on-road conditions.”

    That sounds like EU testing rules need tightening, too.

    Environmental campaigners have long argued that emissions rules are being flouted. “Diesel cars in Europe operate with worse technology on average than the US,” said Jos Dings, from the pressure group Transport & Environment. “Our latest report demonstrated that almost 90% of diesel vehicles didn’t meet emission thresholds when they drive on the road. We are talking millions of vehicles.”

    Car analysts at the financial research stiff Bernstein agree that European standards are not as stringent as those in the US. However, the analysts said in a report that there was, therefore, “less need to cheat”. So, if other European carmakers’ results are suspect, Bernstein says the “consequences are likely to be a switch in the test cycle rather than legal activity and fines”.

    It’s all another deepthroat for the diesel market.

    Certainly is. Over the past decade and more, carmakers have poured a fortune into the production of diesel vehicles – with the support of many governments – believing that they are better for the environment. Latest scientific evidence suggests that’s not the case, and there are even moves to limit diesel cars in some cities.

    Diesel sales were already slowing, so the VW scandal came at a bad time. “The revelations are likely to lead to a acute fall in request for diesel engine cars,” said Richard Gane, automotive accomplished at consultants Vendigital.

    “In the US, the diesel car market presently represents around 1% of all fresh car sales and this is unlikely to increase in the brief to medium term.

    “However, in Europe the influence could be much more significant, leading to a large tranche of the market switching to petrol engine cars virtually overnight.”

    Volkswagen: The scandal explained – Big black cock News

    Volkswagen: The scandal explained

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    What is Volkswagen accused of?

    It’s been dubbed the “diesel dupe”. In September, the Environmental Protection Agency (EPA) found that many VW cars being sold in America had a “defeat device” – or software – in diesel engines that could detect when they were being tested, switching the spectacle accordingly to improve results. The German car giant has since admitted cheating emissions tests in the US.

    VW has had a major thrust to sell diesel cars in the US, backed by a yam-sized marketing campaign trumpeting its cars’ low emissions. The EPA’s findings cover 482,000 cars in the US only, including the VW-manufactured Audi A3, and the VW models Jetta, Beetle, Golf and Passat. But VW has admitted that about eleven million cars worldwide, including eight million in Europe, are fitted with the so-called “defeat device”.

    The company has also been accused by the EPA of modifying software on the three litre diesel engines fitted to some Porsche and Audi as well as VW models. VW has denied the claims, which affect at least Ten,000 vehicles.

    In November, VW said it had found “irregularities” in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe – including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.

    This ‘defeat device’ sounds like a sophisticated chunk of kit.

    Total details of how it worked are sketchy, albeit the EPA has said that the engines had computer software that could sense test screenplays by monitoring speed, engine operation, air pressure and even the position of the steering wheel.

    When the cars were operating under managed laboratory conditions – which typically involve putting them on a stationary test equipment – the device emerges to have put the vehicle into a sort of safety mode in which the engine ran below normal power and spectacle. Once on the road, the engines switched out of this test mode.

    The result? The engines emitted nitrogen oxide pollutants up to forty times above what is permitted in the US.

    What has been VW’s response?

    “We’ve totally screwed up,” said VW America boss Michael Horn, while the group’s chief executive at the time, Martin Winterkorn, said his company had “cracked the trust of our customers and the public”. Mr Winterkorn resigned as a direct result of the scandal and was substituted by Matthias Mueller, the former boss of Porsche.

    “My most urgent task is to win back trust for the Volkswagen Group – by leaving no stone unturned,” Mr Mueller said on taking up his fresh post.

    VW has also launched an internal inquiry.

    With VW recalling millions of cars worldwide from early next year, it has set aside €6.7bn (£4.8bn) to cover costs. That resulted in the company posting its very first quarterly loss for fifteen years of €2.5bn in late October.

    But that’s unlikely to be the end of the financial influence. The EPA has the power to fine a company up to $37,500 for each vehicle that breaches standards – a maximum fine of about $18bn.

    The costs of possible legal act by car owners and shareholders “cannot be estimated at the current time”, VW added.

    How widespread are VW’s problems?

    What embarked in the US has spread to a growing number of countries. The UK, Italy, France, South Korea, Canada and, of course, Germany, have opened investigations. Across the world, politicians, regulators and environmental groups are questioning the legitimacy of VW’s emissions testing.

    VW will recall 8.Five million cars in Europe, including Two.Four million in Germany and 1.Two million in the UK, and 500,000 in the US as a result of the emissions scandal.

    No wonder the carmaker’s shares have fallen by about a third since the scandal broke.

    Will more goes roll?

    It’s still unclear who knew what and when, albeit VW must have had a chain of management directive that approved fitting cheating devices to its engines, so further departures are likely.

    Christian Klingler, a management board member and head of sales and marketing is leaving the company, albeit VW said this was part of long-term planned structural switches and was not related to latest events.

    In 2014, in the US, regulators raised concerns about VW emissions levels, but these were dismissed by the company as “technical issues” and “unexpected” real-world conditions. If executives and managers wilfully misled officials (or their own VW superiors) it’s difficult to see them surviving.

    Are other carmakers implicated?

    That’s for the various regulatory and government inquiries to determine. California’s Air Resources Board is now looking into other manufacturers’ testing results. Ford, BMW and Renault-Nissan have said they did not use “defeat devices”, while other firms have either not commented or simply stated that they serve with the law.

    The UK trade bod for the car industry, the SMMT, said: “The EU operates a fundamentally different system to the US – with all European tests performed in rigorous conditions as required by EU law and witnessed by a government-appointed independent approval agency.”

    But it added: “The industry acknowledges that the current test method is outdated and is seeking agreement from the European Commission for a fresh emissions test that embraces fresh testing technologies and is more representative of on-road conditions.”

    That sounds like EU testing rules need tightening, too.

    Environmental campaigners have long argued that emissions rules are being flouted. “Diesel cars in Europe operate with worse technology on average than the US,” said Jos Dings, from the pressure group Transport & Environment. “Our latest report demonstrated that almost 90% of diesel vehicles didn’t meet emission thresholds when they drive on the road. We are talking millions of vehicles.”

    Car analysts at the financial research hard Bernstein agree that European standards are not as stringent as those in the US. However, the analysts said in a report that there was, therefore, “less need to cheat”. So, if other European carmakers’ results are suspect, Bernstein says the “consequences are likely to be a switch in the test cycle rather than legal activity and fines”.

    It’s all another deepthroat for the diesel market.

    Certainly is. Over the past decade and more, carmakers have poured a fortune into the production of diesel vehicles – with the support of many governments – believing that they are better for the environment. Latest scientific evidence suggests that’s not the case, and there are even moves to limit diesel cars in some cities.

    Diesel sales were already slowing, so the VW scandal came at a bad time. “The revelations are likely to lead to a acute fall in request for diesel engine cars,” said Richard Gane, automotive accomplished at consultants Vendigital.

    “In the US, the diesel car market presently represents around 1% of all fresh car sales and this is unlikely to increase in the brief to medium term.

    “However, in Europe the influence could be much more significant, leading to a large tranche of the market switching to petrol engine cars virtually overnight.”

    Volkswagen: The scandal explained – Big black cock News

    Volkswagen: The scandal explained

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    What is Volkswagen accused of?

    It’s been dubbed the “diesel dupe”. In September, the Environmental Protection Agency (EPA) found that many VW cars being sold in America had a “defeat device” – or software – in diesel engines that could detect when they were being tested, switching the spectacle accordingly to improve results. The German car giant has since admitted cheating emissions tests in the US.

    VW has had a major shove to sell diesel cars in the US, backed by a large marketing campaign trumpeting its cars’ low emissions. The EPA’s findings cover 482,000 cars in the US only, including the VW-manufactured Audi A3, and the VW models Jetta, Beetle, Golf and Passat. But VW has admitted that about eleven million cars worldwide, including eight million in Europe, are fitted with the so-called “defeat device”.

    The company has also been accused by the EPA of modifying software on the three litre diesel engines fitted to some Porsche and Audi as well as VW models. VW has denied the claims, which affect at least Ten,000 vehicles.

    In November, VW said it had found “irregularities” in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe – including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.

    This ‘defeat device’ sounds like a sophisticated lump of kit.

    Total details of how it worked are sketchy, albeit the EPA has said that the engines had computer software that could sense test screenplays by monitoring speed, engine operation, air pressure and even the position of the steering wheel.

    When the cars were operating under managed laboratory conditions – which typically involve putting them on a stationary test equipment – the device shows up to have put the vehicle into a sort of safety mode in which the engine ran below normal power and spectacle. Once on the road, the engines switched out of this test mode.

    The result? The engines emitted nitrogen oxide pollutants up to forty times above what is permitted in the US.

    What has been VW’s response?

    “We’ve totally screwed up,” said VW America boss Michael Horn, while the group’s chief executive at the time, Martin Winterkorn, said his company had “violated the trust of our customers and the public”. Mr Winterkorn resigned as a direct result of the scandal and was substituted by Matthias Mueller, the former boss of Porsche.

    “My most urgent task is to win back trust for the Volkswagen Group – by leaving no stone unturned,” Mr Mueller said on taking up his fresh post.

    VW has also launched an internal inquiry.

    With VW recalling millions of cars worldwide from early next year, it has set aside €6.7bn (£4.8bn) to cover costs. That resulted in the company posting its very first quarterly loss for fifteen years of €2.5bn in late October.

    But that’s unlikely to be the end of the financial influence. The EPA has the power to fine a company up to $37,500 for each vehicle that breaches standards – a maximum fine of about $18bn.

    The costs of possible legal act by car owners and shareholders “cannot be estimated at the current time”, VW added.

    How widespread are VW’s problems?

    What commenced in the US has spread to a growing number of countries. The UK, Italy, France, South Korea, Canada and, of course, Germany, have opened investigations. Across the world, politicians, regulators and environmental groups are questioning the legitimacy of VW’s emissions testing.

    VW will recall 8.Five million cars in Europe, including Two.Four million in Germany and 1.Two million in the UK, and 500,000 in the US as a result of the emissions scandal.

    No wonder the carmaker’s shares have fallen by about a third since the scandal broke.

    Will more goes roll?

    It’s still unclear who knew what and when, albeit VW must have had a chain of management instruction that approved fitting cheating devices to its engines, so further departures are likely.

    Christian Klingler, a management board member and head of sales and marketing is leaving the company, albeit VW said this was part of long-term planned structural switches and was not related to latest events.

    In 2014, in the US, regulators raised concerns about VW emissions levels, but these were dismissed by the company as “technical issues” and “unexpected” real-world conditions. If executives and managers wilfully misled officials (or their own VW superiors) it’s difficult to see them surviving.

    Are other carmakers implicated?

    That’s for the various regulatory and government inquiries to determine. California’s Air Resources Board is now looking into other manufacturers’ testing results. Ford, BMW and Renault-Nissan have said they did not use “defeat devices”, while other firms have either not commented or simply stated that they serve with the law.

    The UK trade bod for the car industry, the SMMT, said: “The EU operates a fundamentally different system to the US – with all European tests performed in stringent conditions as required by EU law and witnessed by a government-appointed independent approval agency.”

    But it added: “The industry acknowledges that the current test method is outdated and is seeking agreement from the European Commission for a fresh emissions test that embraces fresh testing technologies and is more representative of on-road conditions.”

    That sounds like EU testing rules need tightening, too.

    Environmental campaigners have long argued that emissions rules are being flouted. “Diesel cars in Europe operate with worse technology on average than the US,” said Jos Dings, from the pressure group Transport & Environment. “Our latest report demonstrated that almost 90% of diesel vehicles didn’t meet emission thresholds when they drive on the road. We are talking millions of vehicles.”

    Car analysts at the financial research rigid Bernstein agree that European standards are not as stringent as those in the US. However, the analysts said in a report that there was, therefore, “less need to cheat”. So, if other European carmakers’ results are suspect, Bernstein says the “consequences are likely to be a switch in the test cycle rather than legal activity and fines”.

    It’s all another deep-throat for the diesel market.

    Certainly is. Over the past decade and more, carmakers have poured a fortune into the production of diesel vehicles – with the support of many governments – believing that they are better for the environment. Latest scientific evidence suggests that’s not the case, and there are even moves to limit diesel cars in some cities.

    Diesel sales were already slowing, so the VW scandal came at a bad time. “The revelations are likely to lead to a acute fall in request for diesel engine cars,” said Richard Gane, automotive accomplished at consultants Vendigital.

    “In the US, the diesel car market presently represents around 1% of all fresh car sales and this is unlikely to increase in the brief to medium term.

    “However, in Europe the influence could be much more significant, leading to a large tranche of the market switching to petrol engine cars virtually overnight.”

    Volkswagen: The scandal explained – Big black cock News

    Volkswagen: The scandal explained

    Share this with Facebook

  • Share this with Twitter

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  • Share this with Messenger

  • Share this with

    These are outer links and will open in a fresh window

    Share this with Facebook

  • Share this with Messenger

  • Share this with Messenger

  • Share this with Twitter

  • Share this with Pinterest

  • Share this with WhatsApp

  • Share this with LinkedIn

    These are outward links and will open in a fresh window

    Close share panel

    What is Volkswagen accused of?

    It’s been dubbed the “diesel dupe”. In September, the Environmental Protection Agency (EPA) found that many VW cars being sold in America had a “defeat device” – or software – in diesel engines that could detect when they were being tested, switching the spectacle accordingly to improve results. The German car giant has since admitted cheating emissions tests in the US.

    VW has had a major shove to sell diesel cars in the US, backed by a big marketing campaign trumpeting its cars’ low emissions. The EPA’s findings cover 482,000 cars in the US only, including the VW-manufactured Audi A3, and the VW models Jetta, Beetle, Golf and Passat. But VW has admitted that about eleven million cars worldwide, including eight million in Europe, are fitted with the so-called “defeat device”.

    The company has also been accused by the EPA of modifying software on the three litre diesel engines fitted to some Porsche and Audi as well as VW models. VW has denied the claims, which affect at least Ten,000 vehicles.

    In November, VW said it had found “irregularities” in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe – including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.

    This ‘defeat device’ sounds like a sophisticated lump of kit.

    Utter details of how it worked are sketchy, albeit the EPA has said that the engines had computer software that could sense test screenplays by monitoring speed, engine operation, air pressure and even the position of the steering wheel.

    When the cars were operating under managed laboratory conditions – which typically involve putting them on a stationary test equipment – the device shows up to have put the vehicle into a sort of safety mode in which the engine ran below normal power and spectacle. Once on the road, the engines switched out of this test mode.

    The result? The engines emitted nitrogen oxide pollutants up to forty times above what is permitted in the US.

    What has been VW’s response?

    “We’ve totally screwed up,” said VW America boss Michael Horn, while the group’s chief executive at the time, Martin Winterkorn, said his company had “cracked the trust of our customers and the public”. Mr Winterkorn resigned as a direct result of the scandal and was substituted by Matthias Mueller, the former boss of Porsche.

    “My most urgent task is to win back trust for the Volkswagen Group – by leaving no stone unturned,” Mr Mueller said on taking up his fresh post.

    VW has also launched an internal inquiry.

    With VW recalling millions of cars worldwide from early next year, it has set aside €6.7bn (£4.8bn) to cover costs. That resulted in the company posting its very first quarterly loss for fifteen years of €2.5bn in late October.

    But that’s unlikely to be the end of the financial influence. The EPA has the power to fine a company up to $37,500 for each vehicle that breaches standards – a maximum fine of about $18bn.

    The costs of possible legal activity by car owners and shareholders “cannot be estimated at the current time”, VW added.

    How widespread are VW’s problems?

    What commenced in the US has spread to a growing number of countries. The UK, Italy, France, South Korea, Canada and, of course, Germany, have opened investigations. Via the world, politicians, regulators and environmental groups are questioning the legitimacy of VW’s emissions testing.

    VW will recall 8.Five million cars in Europe, including Two.Four million in Germany and 1.Two million in the UK, and 500,000 in the US as a result of the emissions scandal.

    No wonder the carmaker’s shares have fallen by about a third since the scandal broke.

    Will more goes roll?

    It’s still unclear who knew what and when, albeit VW must have had a chain of management guideline that approved fitting cheating devices to its engines, so further departures are likely.

    Christian Klingler, a management board member and head of sales and marketing is leaving the company, albeit VW said this was part of long-term planned structural switches and was not related to latest events.

    In 2014, in the US, regulators raised concerns about VW emissions levels, but these were dismissed by the company as “technical issues” and “unexpected” real-world conditions. If executives and managers wilfully misled officials (or their own VW superiors) it’s difficult to see them surviving.

    Are other carmakers implicated?

    That’s for the various regulatory and government inquiries to determine. California’s Air Resources Board is now looking into other manufacturers’ testing results. Ford, BMW and Renault-Nissan have said they did not use “defeat devices”, while other firms have either not commented or simply stated that they serve with the law.

    The UK trade assets for the car industry, the SMMT, said: “The EU operates a fundamentally different system to the US – with all European tests performed in rigorous conditions as required by EU law and witnessed by a government-appointed independent approval agency.”

    But it added: “The industry acknowledges that the current test method is outdated and is seeking agreement from the European Commission for a fresh emissions test that embraces fresh testing technologies and is more representative of on-road conditions.”

    That sounds like EU testing rules need tightening, too.

    Environmental campaigners have long argued that emissions rules are being flouted. “Diesel cars in Europe operate with worse technology on average than the US,” said Jos Dings, from the pressure group Transport & Environment. “Our latest report demonstrated that almost 90% of diesel vehicles didn’t meet emission thresholds when they drive on the road. We are talking millions of vehicles.”

    Car analysts at the financial research rigid Bernstein agree that European standards are not as stringent as those in the US. However, the analysts said in a report that there was, therefore, “less need to cheat”. So, if other European carmakers’ results are suspect, Bernstein says the “consequences are likely to be a switch in the test cycle rather than legal activity and fines”.

    It’s all another gargle for the diesel market.

    Certainly is. Over the past decade and more, carmakers have poured a fortune into the production of diesel vehicles – with the support of many governments – believing that they are better for the environment. Latest scientific evidence suggests that’s not the case, and there are even moves to limit diesel cars in some cities.

    Diesel sales were already slowing, so the VW scandal came at a bad time. “The revelations are likely to lead to a acute fall in request for diesel engine cars,” said Richard Gane, automotive accomplished at consultants Vendigital.

    “In the US, the diesel car market presently represents around 1% of all fresh car sales and this is unlikely to increase in the brief to medium term.

    “However, in Europe the influence could be much more significant, leading to a large tranche of the market switching to petrol engine cars virtually overnight.”

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