G as at tac k The Euro-1 emissions limit hardly caused a stir
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among hauliers, so why start talking about Euro-2 when it's over two years away? Be warnedEuro-2 could have a significant impact on your running costs. We asked the truck manufacturers to make some predictions.
Just over a year ago Commercial Motor asked 50 operators about Euro-1 emissions regulations. Their answers (CM 27 Aug-2 Sept 1992) revealed a disturbing lack of knowledge when it came to the benefits, drawbacks and, above all else, legal requirements of running cleaner diesels.
Now that the Euro-1 hurdle has been cleared we thought it was time to get the questionaire forms out again—only this time we asked the UK's 10 major truck manufacturers and importers how Euro-2 will affect their customers. Their answers are revealing.
We first enquired whether Euro-2 would hit hauliers at the pumps. The replies were evenly split: half the truck makers said economy would suffer slightly; the other five said there would be little or no change. Answering on behalf of Foden, Cummins said: "Some mechanical ratings and all CELECT (electronic) ratings will have marginally improved fuel consumption for Euro-2. Other mechanical ratings should have the same consumption as Euro-1 engines."
Question two looked at whether Euro-2 engine buyers would have to accept shorter engine service intervals. Reassuringly, eight manufacturers said there'd be no change with Euro-2. Only Scania said they would get shorter, while Seddon Atkinson expects them to increase.
Will truck operators have to rely more on the franchised dealer to service their Euro-2 truck? While six of the 10 say no—Renault, Seddon Atkinson, Iveco Ford and Foden say yes. Again answering for Foden, Cummins says: "Where operators do not choose to invest in the necessary CELECT service tools/training they'll become more dependent on franchised dealers."
Renault is also convinced: "There will be an increase in the operator's dependency on franchised dealers; the more complex engines will need greater skills, more highly trained technicians and more sophisticated equipment for their maintenance."
The use of electronic fuel injection systems has grown significantly with Euro1. Will we see even more for Euro-2? The overwhelming majority of truck makers say yes; only Volvo and Leyland Daf said no. In Volvo's case it's probably academic as it already has electronic injection on its 10,12 and 16-litre engines!
Leyland Des answer is driven by the fact that Daf has already unveiled non-electronic Euro-2 62, 8.65 and 11.6-life engines ready for 1996 (CM 16-22 Sept 1993) and ID says the smaller Cummins B-Series engine used in 45 and 50 Series won't need electronics either.
Now for the bad news. Will there be a price premium for Euro-2? All 10 said yes so whether you buy a Euro-2 engine early, or wait till its mandatory, you'll still end up paying extra for it.
Our final question was whether the manufacturers favoured environmental grants being paid to operators (like those offered in Germany, Holland and Sweden) in order to encourage the adoption of Euro-2 technology before the October 1996 deadline. The replies were fairly even with ERF,
Leyland Daf, Iveco Ford, MAN, Volvo and Foden favouring some form of grant; the others said no.
Mercedes-Benz says it would take "a neutral position on grants—as operator costs would be affected."
I Iowever, Leyland Daf is all for them: "We don't envisage any detrimental effect by speccing Euro-2 engines ahead of the legislative timing.
"We strongly support the concept of grants or taxation incentives to offset the inevitable price rise."
Renault is against: "All member states have agreed on a timetable for the introduction of Euro-2. All truck manufacturers are aware that they have to meet this deadline and there seems little benefit from giving away grants to
encourage people to do what they are legally bound to do anyway. This could amount to a hidden subsidy"
When we asked the truck makers for "any other comments" ERF asked for -a uniform application date for all manufacturers, for all vehicles throughout Europe. No derogation!".
Meanwhile Cummins predicts that in addition to meeting emission regs its engines will deliver "substantial torque enhancements for many Euro-2 ratings."
But we'll leave the final word to Renault: "Euro-2 will substantially cut truck diesel exhaust emissions. Like most improvements, this will be bought at a cost, which society will have to bear."
The question most operators will be asking is "yes, but will it?".
by Brian Weatherley.