Aftermarket February 2023

FEBRUARY 2023 AFTERMARKET 27 www.aftermarketonline.net order to reduce CO2. The EU rules pushed from Euro 4 in the opposite direction by increasing combustion temperatures, which in turn generated more and more NOx. From 2004 there was no technology anywhere in the world for NOx tailpipe emission treatment, let alone particulate filters. From 2009 onwards, with the advent of Euro 5, both technologies were not only invented, but tested and certified. Meanwhile in the outside world the exhaust gas treatment systems, especially for petrol internal combustion engines, became more and more complex. In addition, increasing numbers of customers, especially those taxed by CO2 emissions from their chosen vehicle, even though it was not a measured pollutant in the rules for new vehicles, complained they could not get anywhere near the claimed ‘official’ fuel economy figures declared by both the vehicle manufacturer and EU member states. Of course what followed was a real low point: Some vehicle manufacturers had cheated to flatter test results, knowing the vehicle would not behave in the same way outside of a test lab. The EU did not impose the draconian penalties that the USA uses (non-compliance leads to immediate stop sale, correction at the cost of the manufacturer, customer compensation at the cost of the manufacturer and if not… destruction or removal of all affected vehicles plus compensation). Europe preferred an agreeable cup of coffee to discuss matters. Enter the new energy deal For most of the 2000s, as internal combustion engines did achieve remarkable reductions in all major tail piper pollutants, politicians dreamt of bigger things. A world free from the internal combustion engine. The plan was set in motion with the eventual agreement of vehicle manufacturers from 2009 onwards, with a view to introduce by 2019 a range of solutions to reduce tail pipe emissions such as hybrid drive, plug- in hybrid drive and even pure electric vehicles. Just as happened with governments pushing the public to buy diesel powered vehicles (especially true in the UK) even as legislation was underway to make that choice more complex, the very same governments by 2019 had decided there was only one electrification solution – battery electric vehicles. Vehicle manufacturers were livid – the great roll out of 2019 had been all but destroyed by COVID-19, and a series of unforeseen semiconductor manufacturing issues compounded this. Undeterred, the great EU administrators and our MPs ploughed on with ‘the vision’ regardless. Some factors to consider: The only manufacturing region unaffected by the semiconductor mess was… China. 70% of all Li-Ion cells used in all devices world-wide come from… China. Consumer demand has been boosted by furlough cash, as new vehicle production has receded to levels not seen for decades Rolling through now, the energy crisis which in part is due to the mechanisms used by Ofgem under instruction from the UK government, as well as the almost criminal negligence of the power generation strategy by the very same government. The result – dramatic reduction in disposable income, with continued pressure in major cities to pay ever- higher tax, such as the TfL ULEZ charge as well. The motor vehicle is still a vital economic device to enable millions of people to carry out their daily routines in comfort as well as safety. Yet, thanks to repeated disconnection, the political class have reduced transport – especially personal transport – to a mere inconvenience to be taxed regardless of consequence. The inability of those looking after policy to consider information clearly is shocking. Lord Deben, formerly John Selwyn Gummer MP, was key to pushing the idea pure electric vehicles were affordable. This flew in the face of everything anyone knew about electric vehicles – so what was his assumption? A two-seat 400kg car called G-Wiz. Due to his character, it took some years for this to become clear, long after the ruinous policy to purge petrol and diesel was underway. The big question is what happens next? www.aftermarketonline.net The motor vehicle is still a vital economic device to enable millions of people to carry out their daily routines in comfort as well as safety ” Next issue: Andrew considers a number of potential scenarios for the UK car market, and what these might mean for drivers and garages