combustion

What if the combustion engine of tomorrow was French?

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The European Union is committed to the electric car. It is a plan that has been around for years and, although some modifications have been made, it is not going to change. The decision led manufacturers to jump to “all electric.” The final objective was clear: simplify ranges adapting to the most restrictive regulation, the European one, trusting that the public would embrace the technology at a good pace. Although the growth of electric car It is evident, this embrace of the public has not gone at the pace that was expected. This has made manufacturers rethink their objectives.. Europe is a smaller market than the North American market (where the electric car is advancing at a very low rate) and the South American market (where the combustion engine seems to continue to be indispensable for many years to come. China is committed to the electric car but its own idiosyncrasies makes electric cars designed to please Europe unsaleable. As a result, manufacturers have lobbied as hard as they can to force the European Union to change the rules of the game. They have achieved itbut in a minimal way. And from 2035, cars with combustion engines can continue to be sold but they will be limited to units for the rich. Meanwhile, there was someone who was betting on the combustion engine, to maintain a wide range of technologies where the heat engine for “the popular classes”. That country has been France. We have the case of Horse Project, supported by Renault and the Chinese group Geely. But the last thing, the French colleagues from L’Automobile It is that of Aramco, who are clear that the future of the combustion engine involves simplifying what we already know. A simpler engine to keep combustion alive As we said, relevant projects have been emerging from France to keep the combustion engine alive. With direct consequences in our country. Or that they should have them. As we said, Horse Project born as a result of the collaboration between Renault and the Chinese manufacturer Geely. This last group owns purely electric brands such as Smart but its own cars, The Geely Starray EM-iwill use plug-in hybrid engines when they arrive in Europe. Lotus, which also belongs to Geely and also had made the leap to “all electric”has reversed its strategy and will also have a new launch supported by a plug-in hybridization platform. It is the latest example but by no means the only one. At the last Beijing Motor Show, the company presented the latest evolution of an electrified V6 engine with three- and four-cylinder configurations that, they say, guarantee minimal consumption and can offer power of up to 400 kW (544 HP) and 700 Nm of torque. The company has part of its future in Valladolid where the R&D&I center in Europe is located for the development of more efficient combustion engines. The situation is not chosen randomly since there it produces the Renault Captur and Symbioz that continue to use combustion engines and very close by, in Palencia, large models of the group such as Southern, Space and Rafale. For Renault, the thermal engine has become essential. While other companies jumped into the arms of the electric car, those with the rhombus have remained faithful to having one foot in the combustion engine and are based on it to make the leap into new markets such as South Korea with the Renault Filantethe company’s most ambitious car in many years and a bet that aims directly at the premium segment. The other big French commitment to a combustion engine is one that comes from the Aramco headquarters. The Saudi oil company is the most valued in the world and has partnered with Pipo Moteursa small company specialized in engine development. This company has been chosen by Aramco to develop a combustion engine that is as simple as possible to adapt it to different needs. The idea is that the engine will be developed directly as a solution for hybrid vehicles. That is, it is a car designed from scratch under this concept, not with the idea of ​​adapting an existing combustion engine to hybrid technology. The final objective is clear: do not oversize the engine. And that happens by going back to the past. With the idea that a good part of the weight will be carried by the electric motor and the power stored in the battery, a single camshaft is chosen for the engine. That is, there are only two valves per cylinder instead of four, as has been the industry standard for decades. Besides, the classic push rod system is used omitting the use of a timing chain. This makes the whole even cheaper in a solution that once again looks to the past. Additionally, the engine (at least on paper) is easily adaptable to different configurations. Thus, to begin with, it is a 1.6-liter three-cylinder that can be converted without many modifications into a 1.1-liter two-cylinder, a 2.1-liter four-cylinder and a 3.2-liter V6, naturally aspirated or with a turbo, as stated in motor.es. All this comes from the offices that Aramco has in the United States but it is Pipo Moteurs, this small company specialized in motors for competition, that is in charge of making the prototypes. The proposal is even more interesting if we take into account that Aramco is a partner of Horse Projectthe aforementioned company mostly owned by Renault and Geely. Photo | Aramco In Xataka | Keeping combustion engines alive in 2035 leaves us with clear winners. Some called BMW, Porsche and Ferrari

Germany is the European mecca of the combustion car. That Spain becomes the electricity supplier goes through Mérida and 800 million Chinese

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Hunan Yuneng International Spain New Energy Battery Material SLU already has its excavator blades in Mérida. The Chinese battery manufacturing company You already have the land and have obtained the building license from the town hall, so the preparation work on the ground has already been visible for a few days. The speed with which one of the strategic electric car factories is materializing is scandalous: in February we were talking of environmental approval and be careful because it is expected that be operational at the end of the year. That Hunan Yuneng has achieved it in such a short time says a lot about both parties involved. The factory is going from strength to strength. The plant will produce cathode materials for cells LFP batteriesmore specifically lithium iron phosphate, a technology that is emerging due to its lower cost, greater durability and better thermal resistance. As collects Badajoz Newsthis project involves an investment of close to 800 million, will have a productive capacity of up to 300,000 tons per year and will directly generate 500 jobs. According to MotorpasiónIn this first phase there will be an initial investment of about 116–125 million euros of investment and about 160 direct jobs. One of the most revealing developments about the real status of the project is the appearance of an auxiliary satellite industry: the Chinese company Jinhong Gas has constituted formally in Mérida the company ‘Jinhong Gas (Spain) SL’ to directly supply the Hunan Yuneng plant with nitrogen, an essential element for the manufacture of LFP cathode materials. Why is it important. Because it is one of the largest industrial investments captured by Extremadura and the first plant of this type in Europe, as explains the Junta de Extremadura. This makes Mérida strategic, a reference for the European automobile industry from the moment it is operational. LFP batteries are the key to cheap electric cars: they are more affordable because lithium and iron are cheaper than nickel or cobalt and they are also safer and resist charging cycles better, which makes them more durable. It is true that its energy density is lower than those of NMC chemicals, but due to longevity and cost they are ideal in the entry or medium segment, precisely where Europe needs it most compared to China. Furthermore, producing the cathode material on European soil is almost a necessity by law and a process that opens doors to aid such as Auto+ plan. Context: the lithium triangle. Extremadura has been gaining weight in the electric car supply chain for years. In Navalmoral de la Mata there is already a plant in the oven to produce complete batteries. It was initially intended for NMC batteries, but has pivoted to manufacture LFP accumulators. On the other hand, in the surroundings of Cáceres it is believed that there is one of the largest lithium deposits in Europealthough exploiting it is another story: is paralyzed after the neighborhood opposition and environmental platforms. However, the European Commission has mineral and rare earth exploitation projects in its portfolio. three located in Extremadura of the seven total in the Spanish state. Unblocking it would mean that the region could control extraction, cathode material production and battery assembly, all in the same territory: just what the Critical Raw Materials Act It has been encouraging for years without much success. The manufacturing of electric cars and their parts in Spain speaks Chinese. Chinese brands have understood that the way to avoid European tariffs on vehicles manufactured in China is that they have a shortcut to negotiations with Brussels: produce directly on European soil. Spain, which abstained from voting on those tariffshas become your favorite destination. Yes, but. The structural weak point that we have already reflected but that is worth remembering: the factory will produce lithium iron phosphate, but the lithium it needs to do so will not come from Extremadura, but probably from Australia, Chile or again China. According to the IEA report on critical minerals 2023China controls more than 60% of global lithium refining, so strategic sovereignty is relative. On the other hand, we also have to keep an eye on employment: the experience with other Chinese plants in Europe, such as lfrom CATL in Zaragozahas generated debate about what proportion of the initial qualified personnel comes from the investing country. It’s fine print that should be on the table and resolved before the machinery is operational. In Xataka | MG, BYD, Lynk&Co, Omoda: who’s who of Chinese car manufacturers in Spain In Xataka | China appears to dominate the global market for electric car batteries. He has an obvious Achilles heel Cover | Michael Fousert and Rafa Esteve

The legendary Renault plant in Valladolid is “reinvented” with an old acquaintance: the combustion engine

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The historical map of car factories in Spain is blurring with the evolution of the industry and the transition towards electrification, which has brought an unequal destiny for all of them: uncertain future of Ford in Almussafes to the Cupra bastion in Martorell. In the middle of the peninsula and emulating the village of Asterix and Obelix, an irreducible combustion engine factory that still resists: the Renault of Valladolid. But staying with the combustion engine does not mean staying stuck in the past: the historic Valladolid plant, which has such iconic models behind it as the Renault 4 CVpromises to continue writing history with Tilting Gravity Die Casting, the technique that changes how the heart of hybrid engines is manufactured. And Valladolid is the first factory in Spain to use it. New technology and more production. Horse Powertrain has invested 45 million euros at the Valladolid plant to install a head gasket manufacturing line using the Tilting Gravity Die Casting process, the first with this technology in the state. The new facility, which will occupy 3,500 square meters, will increase cylinder head manufacturing by 20% (from 300,000 to 360,000 units) and will require 150 new permanent jobs. Context. We are talking about the old Renault from Valladolid, but it has little of that 1953 Renault: today it is powered by Horse Powertrain, a joint venture formed by Renault 45%, Geely 45% and Aramco 10%. The formation is not coincidental: Geely provides the Chinese technological muscle, Renault its experience in the sector and the Saudi oil company is more than just financial muscle: it is interested in the combustion engine having the longest possible run. In Valladolid, Horse does not manufacture cars: it manufactures the hybrid E-Tech engines of the Captur, Symbioz, Clio, Austral and Rafale, the “heart” of a good part of the Renault range in Europe. And not only from Renault, but also from the group’s brands, which makes it strategic in that a single engine can end up in several different models. Why is it important. The bet is not minor: Valladolid is one of Horse Powertrain’s most strategic plants, which confirms that this is not a local experiment but a first-class industrial decision. The new technology allows engines to be manufactured with a more precise design and greater durability, something essential for hybrids, whose constant start-stop cycle subjects the components to greater thermal stress than a conventional engine. And the context justifies it: although almost one in five cars sold in Europe is already electric96% of those circulating they still have a non-plug-in motor. An inertia of more than 250 million vehicles that will not disappear in a decade. At a business level, the support is unquestionable. Its CEO highlighted that this investment “further demonstrates Valladolid’s leadership as a world-class automotive plant.” On the other hand, it is the first plant of this type in Spain and has been considered as a Priority Industrial Project by the Government of Castilla y León. What is Tilting Gravity Die Casting. Head gaskets are traditionally made of aluminum through a molding process, which leads to the possibility of air bubbles forming inside. And if there are bubbles, there will be microporosities and the structure will therefore be weaker. The TGDC solves this in a seemingly simple way: the aluminum no longer falls into the mold, but rather the mold is tilted so that it flows slowly and uniformly, thus minimizing turbulence and the risk of air. Bridging the distances, like when you pour beer into a glass. The result is a more homogeneous and structurally more integral piece that better withstands use and deterioration. In addition, this method requires less machinery and shortens production cycles. The push of Spain in the European industry. At the 2024 Paris motor show, then-Renault CEO recognized that the French unions were demanding the hybrid vehicle projects in Valladolid and Palencia due to the lack of demand for their electric models in the Douai and Maubege factories, however this latest movement is a complete “non, merci”: Spain not only does not give up production but also expands and modernizes it. Spain is the second state that manufactures the most vehicles in the old continent and this operation reinforces that position in the segment that endures the most: the hybrid. The question that remains in the air is whether De Meo’s successor will maintain the same commitment to Spanish plants in the face of French union pressure. Renault’s roadmap, which the brand plans to update soon, will give clues. In Xataka | Renault is a firm defender of the hybrid car and has its key factory in Valladolid. We have been there to know your future In Xataka | Given the tariffs on China, the CEO of Renault is clear who the European electric car should imitate: China Cover | Xataka

Since I know that combustion cars will survive 2035, there is one that I dream about. And it’s not a Porsche or a Ferrari

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If you are one of those who like the world of automobiles, it is almost impossible that you have not heard about it. The European Commission has proposed maintaining cars with combustion engines. Indeed, we have not been wrong. Europe has not approved anything yet, the European Commission has made its proposal and now it has to be approved by the European Parliament and the Member States (the Council of the EU). Seeing how positions within the European Union have evolved in the last three years, everything indicates that if this proposal is not approved we will see something very similar to what has already been published. This proposal, as we tell in this article, anticipates a future where, indeed, we will have combustion cars. But they will be restricted to a few exceptions. With the obligation to maintain the average emissions below 11.6 gr/km of CO2 in its fleet To avoid possible fines, brands will have to continue selling enormous volumes of electric cars. The measure has been called by some analysts such as Mathias Schmidtt of “Porsche amendment”. And it is these types of vehicles that will continue to have combustion engines at exorbitant prices. Luckily, if everything goes the same, we can continue to see a Porsche 911 with a combustion engine or a Ferrari with its good V12. But it seems almost impossible for us to see affordable cars with this type of technology. Does that mean that every sports car will be electric? Most probably will be. But if this new regulation is approved, at least the door will be open to seeing a type of vehicle that we have little studied in Europe. One with which Mazda wants to keep alive a sports option in its range. The new wording opens the door for our dream of seeing the Mazda Iconic SP becoming a reality to be closer. Why does an electric car have less autonomy than advertised? Let’s dream about him It was November 2023 when Mazda dropped a bomb at the Tokyo Motor Show. It was at that time when he presented the Mazda Iconic SP, a beautiful prototype with retractable headlights and proportions halfway between the Mazda MX-5 and the Mazda RX-7two of his legendary cars. Very few details were given about the car but enough to understand that its return may be viable even with the expected emissions reduction. It was said that it was an extended range electric car. That is, a kind of plug-in hybrid where a rotary engine supports the vehicle to generate electricity and send it to the battery. The electric motors are what drive the wheels by taking electricity from the battery. A battery just enough for daily trips in electric mode but supported by a rotary motor allowed the car to have 370 HP but, above all, a weight of 1,430 kg. A low figure for an electric car, in line with Mazda’s philosophy of always trying to keep weight at bay. And the company has made it very clear on repeated occasions that they do not believe in electric cars with long ranges, among other things because of the excess weight it causes in their cars. He Mazda MX-30 electric and its 1,720 kg weight is a good example of how batteries affect this aspect. But its extended range version is also a good example of how they are already using this technology. The passage of time, however, seemed to be making things complicated for the company. In a recent interview with Coachhis Masahi Nakayama, head of the sports car’s design, said that it was the car of his dreams and that “technically it is viable” but the problem was in the costs. It has logic. For a brand as small as Mazda, putting a vehicle that will presumably be niche on the road is a huge risk. The eccentricities, the different cars, are reserved for huge companies like Toyota or vehicles that can remain on the market. If the company could not emit CO2 emissions in Europe in 2035 it would be another market that would be closed. The European market is, in fact, the most interesting market for this car. In China, customers They have looked at another type of vehicle more technological inside. In the United States the electric car is not taking off and There doesn’t seem to be any intention for it.. Only Europe and Japan seem to be areas where sales can be made, but the first market still has a ban on selling cars with combustion engines approved, which prevents a commercial life long enough to guarantee its viability. However, approving the European Commission’s proposal leaves the door open to seeing this sports car on the street. First because it would be complying with the regulations and second because, given that it is a niche car with few sales expected, it would be easy to offset the emissions with other vehicles from the firm or with the purchase of emissions credits. It remains to be seen, however, the future of Mazda in Europe. The restrictions are so tough over the next 10 years that they threaten to thin the firm’s product portfolio. Right now, its only competitive electric comes from China and the second model It will also be a purely Chinese car. The rest of its range is made up of cars with large combustion engines with emissions that go well above the 93.6 gr/km of CO2 with which they have to comply in 2027. What is certain is that a change of this type in the regulations paves the way for a different car. One of those cars that are worth dreaming about to break the monotony of an increasingly standardized market. Photo | Mazda In Xataka | Mazda wants to reinvent the electric car with an electric car that is not entirely electric. In China they have improved the idea

Volkswagen is going to stop manufacturing the combustion Polo due to new emission regulations

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The future of the Volkswagen Polo will be electric or it will not be. This is what Thomas Schäfer, CEO of Volkswagen, has come to say. The company’s head believes that there is no way to launch a future combustion Polo if emissions requirements do not change. And the European Commission’s proposal changes the situation very little for this type of car. Electric or electric. “Offering new models with a gasoline engine in the size of the Polo and below does not make sense considering future emissions regulations. They would be too expensive for our customers. The future in this segment is electric.” The words are from Thomas Schäfer, CEO of Volkswagen, in an interview with the German media Auto Motor und Sport. In it, the top executive of the brand points out that it makes no sense to launch a new Volkswagen Polo with a combustion engine because the development costs could not be amortized if the car is to be kept at a competitive price. Why does an electric car have less autonomy than advertised? It must be taken into account that the disappearance of the Polo It has already been advanced in 2022 when it was thought that the car would die. Then it was already said that the company was not going to invest money in developing small cars with combustion engines and it seems that the idea remains. The Polo ID. In 2022, Volkswagen was considering eliminating the Polo name. As the years went by and seeing the public’s reception, the company has finally decided to call the electric that comes to occupy this space as Volkswagen ID.Polodiscarding the ID.2 designation finally. At the moment, little is known about the car, other than that it should start at less than 25,000 euros and that will be manufactured in Spain. That and throughout the Volkswagen Group they have the same approach to the combustion car: there will be no new cheap options. Seat, for example, will not launch combustion cars of this size to renew the current Ibiza but it will not do the same with electric until they are cheap enough. The regulations. In his statements Schäfer points to the emissions regulations that Europe has ahead. To start, Volkswagen has until 2027 to record its average emissions of cars sold since this year below 93.6 gr/km of CO2 if you don’t want to incur heavy fines. According to data collected by Motor.esthe Germans had the possibility of receiving more than 1.5 billion euros in fines on the table. These emissions must be halved by 2030 and non-existent by 2035. But hadn’t they changed? At the moment, no. Although everything indicates that there will be subtle changes. However, with the European Commission proposalthose who benefit within the Volkswagen Group are Audi, Porsche or Lamborghini since the cars with combustion engines that can be sold will be very expensive. And the proposal has to be approved by the European Parliament and the Member States (the Council of the EU). However, if it goes ahead, which is most likely, the important changes will be the following: The emissions. To get an idea of ​​the impossibility of complying with these limits by selling small combustion cars, a Volkswagen Polo with a 1.0 three-cylinder engine and 80 HP emits 119 gr/km of CO2. The company would have to sell more than a dozen electric cars to offset each sale of a combustion Polo of this type. Something unthinkable. And small cars are the ones that less profit margin left to a company. That is why the amortization of developments must be achieved by selling a very high volume of cars. If not, the price must be raised and the car is anticompetitive in a part of the market that is more susceptible to price changes. That leaves Volkswagen’s hands tied. The development of a platform for small electric vehicles to comply with emissions regulations has already eaten up money that cannot be invested in launching a new combustion-powered Volkswagen Polo with another stream of money in development included with such a short commercial life ahead. In fact, if Volkswagen does not sell enough electric vehicles He is not even interested in selling the current Volkswagen Polo. On the horns of a dilemma. The biggest problem this leaves us with is that the client finds himself between a rock and a hard place. For a purely technical issue, buying a four-meter electric car can be a very good solution for everyday life. Having a plug at home is perfect and the more kilometers we travel daily, the cheaper it will be for the customer. But the owner of an electric car of this type has a problem when he goes on a trip. And the price savings you are going to pay with discomfort. An electric car of this size is leaving us with versions with batteries of between 40 and 50 kWh to meet the 25,000 euros mark and that leaves us with real autonomy on the road of between 200 and 250 kilometers in the best of cases. This situation is causing the small electric car to not gain enough traction in the market. And if this type of car doesn’t start, the industry has a problem because emissions limits are already on the table and They need to multiply electric sales to comply with the figures that Europe has put on the table. Photo | Volkswagen In Xataka | I went out for a weekend with the Renault 5. This is all that awaits anyone who buys a cheap electric car

Europe has left a crack open to using combustion engines in 2035. It is a goal pass to China

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The European Commission has spoken. Now it is up to the rest of the European organizations to buy the proposal. Everything indicates that this will be the case and that we will have a relaxation in emissions standards in 2035. One that points to very expensive combustion engines and highly electrified options. Options in which China leads. The approved. First, we must start with what has been approved. It is the proposal of the European Commission regarding the emissions targets that manufacturers must meet in 2035. This points to a slight reduction. With the 100% reduction in carbon emissions that was approved, the combustion engine was almost doomed. Why does an electric car have less autonomy than advertised? And it is that only those moved by efuel they could work if they were carbon neutral. With the changes, the average emissions of the manufacturers’ fleet must move in 11 gr/km of CO2. These are figures almost impossible to achieve for any car that is not purely electric. Therefore, most options involve selling the vast majority of electric vehicles and a touch of combustion. Expensive and exceptional. Combustion cars “will become the Swiss luxury watches of the automotive industry.” The words are by Matthias Schmidta market analyst who points out that the rule is nothing more than a “Porsche amendment.” This explains the exceptional nature of the combustion cars that will be sold on the street. And the use of “green steel” and synthetic fuel, produced in Europe, will be key to receiving emissions bonuses that increase the average CO2 allowed to each manufacturer. Requirements that, presumably, will make the cost of the car even more expensivewhich will have to be passed on to the end customer. That leads to two paths. One, as we say, is to offer a few very expensive combustion cars as a status symbol. The second aims to sell exclusively electric cars. Or, if necessary, a type of plug-in hybrid called extended range electric. A type in which, again, China has the lead. The extended range. The extended range electric car is a type of car designed by and to be used as an electric car. The objective is for it to be supported by a combustion engine but only to be used as an emergency measure. Mazda sold us the MX-30 R-EV using this name but the cars of 2035 will have to go one step further. And it is that the SUV electric Mazda plug-in hybrid It already approves 21 gr/km of CO2, a figure that will skyrocket when the new approval criteria come in. The alternative for those looking for a car with a combustion engine for peace of mind or because their needs demand it will have to go for a type of extended range electric vehicle forgotten in Europe. This extended range is what was already proposed with the BMW i3 REX. The BMW electric car, ahead of its time, did have a combustion engine but it barely had 38 HP and was supported by a 9-liter tank. Because the fundamental idea is that the engine would act as an electrical generator in emergency conditions, when the battery had run out and there was no outlet nearby. China, always China. This type of car is one of the few with combustion engines that aspire to be relatively affordable. Right now, in the Spanish market, the best example is the Leapmotor C10 REEV. This car, as in the case of Mazda, has a 50-liter tank for an 88 HP engine, but its usage pattern has allowed it to approve 0.4 l/100 km of consumption and 10 g/km of CO2, a real rarity in the market. Given this expected increase in the approved emissions figures, this type of car will have no choice but to expand the battery (in the Leapmotor it is only 28.4 kWh) and reduce the gasoline tank. While maintaining its operation as a pure electric vehicle and, if necessary, as a series hybrid. This technology is used by many cars in China. In this list you have the most purchasedamong which are cars of all price ranges. We find cars like himLi Auto L6 EREV with 212 kilometers of electric autonomy but that extends over a thousand thanks to its combustion engines or the Aito M9powered by Huawei. BYD with its YangWang U8 It shows that there is a market for all types of options. The series hybrid. If the Leapmotor manages to reduce its consumption and emissions to such low figures with a 50-liter tank, it is largely because of how it uses its technology. China has specialized in serial hybrids, a small rarity in Europe. Toyota, for example, combines the technology with the parallel hybrid, where the combustion engine can drive the wheels at the same time as the electric motor but separately. In a series hybridthe gasoline engine works as an electrical generator that provides electricity to the battery. The electric motors draw power from this. And the hybrids that are coming to us from China, both plug-in and the Omoda 9 SHSas non-pluggable, as the Omoda 5 SHS-Happly this system to try to improve their efficiency. What they achieve is that the combustion engine operates at a speed range that is considered optimal, where they deliver the greatest power with the lowest possible consumption. When more power is needed, the car can deliver it and increase the engine revolutions but they try by all means to prevent this from happening. The driver, for his part, has the feel of an electric car, with less noise and vibrations, which is a plus in comfort. One more time. As we say, these cars will have to increase their electric range and reduce their gasoline tanks to operate very punctually with this system and reduce emissions, but again China is one step ahead of Europe in this technology. Leaving the door open for this configuration to be an interesting alternative to have a minimum safety net with … Read more

If the question is whether we will be able to buy a cheap combustion car in 2035, we already have the answer: no.

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The European Commission has presented its proposal for lighten emissions obligations for manufacturers in 2035. It is the confirmation that, if finally approved, Germany has won. And the country has gone on its own in its pressure on the European Union but, in addition, the new proposal reflects the true concerns of its industry. To better understand what has happened, we must remember. In 2022, The European Parliament approved the ban to sell cars that emit CO2 in 2035. The objective was reduce emissions by 100% pollutants target of 2021 and, therefore, that eliminated the possibility of selling any car that used this technology. That is to say, Europe had to jump to the electric car whether it wanted it or not. Some time later, with Germany and Italy putting pressure, the possibility was approved for cars sold from 2035 onwards to use combustion engines powered by efuel. These are synthetic fuels that, supposedly, during their production capture the same or greater amount of CO2 than that emitted by the exhaust pipe. If this is true, the car would be carbon neutral. With the wording that the car must be neutral in carbon emissions, the door was also open to the use of hydrogen cars (both in fuel cell as in format hydrogen combustion). These cars are also carbon neutral for the same reason, but along with their water vapor they do expel certain particles that are harmful to humans such as NOx or fine particles. At the time, the European Union kept a letter. The objectives could be revised and this This is what the European Commission has done. This has approved a proposal that has to be ratified by the European Parliament and the States (Council of Europe). Although it is not, therefore, official, it does anticipate that we will see changes in the rule. This regulation has several key points: The carbon emissions target is reduced from 100% to 90% compared to 2021 figures. The door opens to create a category that has become popular as eCarsmall electric cars (less than 4.2 meters), with their own regulation that will count as 1.3 cars when calculating the fleet’s emissions. The objectives of reducing emissions by 55% in 2030 are postponed to 2032. In those years, a space opens up in which manufacturers will have to comply with the proposed objectives by the end of 2032, with an average of those three years. A measure similar to the one that has been opened in the period 2025-2027. And this completely defines which cars can be sold. The data As we said, Germany has gotten away with these pressures. And in recent days we have seen two clearly differentiated fronts. Spain and France were willing to maintain regulation just as it was. Another group, cwith Germany in the leadproposed the revision of the objectives but the country, however, did not sign the letter of the six dissident countries in which Europe was asked to reverse its environmental policies regarding automobiles. Now, with the requirements that are proposed by the European Commission We know that, if it is finally approved, cars with combustion engines will continue to be sold. But as long as the average fleet of cars on the street guarantees that 90% reduction in emissions, which in practice leaves sales in a vast majority of electric cars punctuated by pure combustion vehicles. It must be taken into account that reducing CO2 polluting emissions by 90% compared to 2021 means that the fleet average will not be able to exceed 11.6 gr/km of CO2 (in 2021 it was 116 gr/km). That implies a ridiculous consumption of just 0.5 l/100 km of gasoline. A figure that is almost impossible to achieve for a specific car. Until now, plug-in hybrids were around 1l/100 km and CO2 averages of 50 gr/km in their official approvals. An already very high figure but will rise with the entry of the new calculation system multiplying the record in CO2 emissions. To compensate for this, a car only has one option left: increase its battery. The intention for 2035 is that plug-in hybrids will have a lot greater electrical autonomy. To give us an idea, the plug-in hybrid with the greatest autonomy on the market right now is the Lynk&Co 08 with 200 approved electric kilometers. Despite everything, Its CO2 emissions remain at 23 gr/km of CO2. That is, they double the maximum allowed in 2035. With this data, the company has to sell one electric car for each of these plug-in hybrids to be right within the limit of permitted CO2 emissions. But, in addition, Homologation criteria will be much stricter from 2028. So much so that a plug-in hybrid car that in 2021 registered around 50 gr/km of CO2 is expected to exceed 120 gr/km of CO2 with the new approval. Therefore, Lynk&Co should sell more than two electrics for each plug-in of the aforementioned Lynk&Co 08. The other option for an electrified vehicle with a combustion engine is the extended range electric vehicle. This type of car is, in practice, a plug-in hybrid but its combustion engine is designed for emergencies. So far we have seen cars like the Mazda MX-30 sold under this name but, in reality, they have a 50 liter fuel tank. What will have to arrive will be more similar to the first BMW i3 REX (the version with range extender) whose tank was 9 liters and, therefore, it was designed for an emergency. Expensive, very expensive Taking all this into account, it is clear that emissions obligations have been relaxed but it is still essential for manufacturers to continue selling a large number of electric vehicles. In practice, the best news for them is that 2025 fines postponed to 2027 and, therefore, they have two more years to comply with the obligation to place the average of emissions from its fleet at 93.6 gr/km of CO2. The plan was to fine 95 euros for each gram exceeded and … Read more

we will have combustion engines in 2035

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It had been rumored for a long time. In recent weeks it had gained strength. And since Manfred Weber, president of the European People’s Party, spoke, it was already an open secret. The European Commission proposes to reverse and opens the door to combustion engines from 2035. It’s a really small door. What did we have? A prohibition that had been qualified. The European Union planned ban the sale of all cars with combustion enginesregardless of whether they were plug-in hybrids, extended range electric or electric hybrids. There was barely a crack left open for manufacturers who make ridiculously short runs. Why does an electric car have less autonomy than advertised? Later, Europe opened the door somewhat. A small slit. With permission to make cars that run on andfuelthe European Union allowed combustion cars to be produced as long as they did not emit carbon emissions. This point was already emphasized since the combustion of all fuel produces emissions of NOx or fine particles, highly harmful to humans. In the first draft it only talked about being “emission neutral”. With the efuel There was already talk of “carbon neutral” because, supposedly, during the production of synthetic fuel the same or greater amount of CO2 is captured than that produced by cars. What do we have now? Some recalculated objectives. And if in 2035 the aim was to reduce carbon emissions by 100%, the goal now is to do so by 90%. That is, all types of cars with combustion engines can be sold, even if the emissions expelled exceed the maximum 10% that will be allowed, taking the year 2021 as a reference. Because? Because what is measured is the average emissions of the fleet, not of a specific car. That is, when presented to regulators, all cars sold by a manufacturer are taken into account. From there, its emissions volume is added and the average per vehicle is taken. This average has to be just 10% of the 2021 reference. That leaves the limit to be met in 2035. about 11 gr km/of CO2. Therefore, if a car sold emits 100 gr/km of CO2, it will need nine other electric cars to be sold (0 gr/km of CO2) to offset that car and avoid fines. Everything indicates, therefore, that electric cars will continue to be essential and the best-selling type of vehicle. Aces up your sleeve. The European Commission has also confirmed that it opens the door to a new category of vehicles. It is known as eCar, a small electric car made in Europe for which fiscal facilities are expected and which would add additional emissions credits, according to The Automotive Tribune. In addition, the emissions limit proposed for 2030 that required emissions to be reduced by 50% compared to 93.6 gr/km of CO2 will be left until 2032. The procedure is the same as what happened in 2025. Instead of applying the fines this year, a temporary period was opened until 2027 so that the manufacturer could comply. At this point, the average emissions of the fleet sold between 2025 and 2027 is calculated. The objectives not met in 2025 have to be compensated in the coming two years. A pressure cooker. In recent months, the European Commission had become a pressure cooker where manufacturers and countries pressured to recalculate the 2035 objectives. From ACEA and on your own, manufacturers have been around for a long time pushing for emissions standards to be relaxed. The industry is in a complicated situation, with some of its large automobile groups, like Volkswagen, applying severe adjustments. Especially the German manufacturers are the ones that have put the most pressure to achieve these changes. On the other hand, the countries of the European Union have been divided in two. Six countries led by Italy They had created a common front to the point of sending a letter begging Ursula von der Leyen, president of the European Commission, to reverse the proposed objectives. Germany has also been one of the countries that has put the most pressure but did not sign this letter. Spain, however, It has been together with France one of the countries that has put more pressure to maintain the reduction of 100% CO2 emissions in 2035. Yes, but. It must be taken into account that all this is still a proposal from the European Commission. Of course, and looking at the latest movements, everything indicates that the changes will end up being applied in their entirety or a large part of them. However, this proposal must be negotiated by the European Parliament and the Member States (the Council of the EU) to be finally approved. Photo | European Commission and Wassim Choak In Xataka | While Europe is thinking about what to do with the electric car, China already knows how to remain a leader in 2040. This is its plan

Six dissident countries want to keep the combustion car alive in Europe. And they have the opposition of Spain ahead of them

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The European Commission will speak and everything indicates that it will back down on its decision to ban the sale of cars with combustion engines from 2035. To what extent remains to be known and has yet to be revealed. What is certain is that Europe is divided between those who want to go back and those who prefer to move forward. These are the six dissident countries. The six of combustion. “We can and must pursue our climate goal effectively, without killing our competitiveness.” These are some of the words of the letter that six countries have sent to Ursula von der Leyen, president of the European Commission, according to Bloomberg. Why does an electric car have less autonomy than advertised? The letter, which is reported by the media but has also been ratified by Automotive News either Reutersis led by Italy and signed by six countries in total that disagree with the decision that is still in force right now and that points to the impossibility of selling combustion engines that generate carbon emissions from 2035. These countries are: Italy, Hungary, Slovakia, Czech Republic, Bulgaria and Poland. They are not doing the work. In the statements they have been making these days (reported in media such as Diariomotor) its leaders there is a common axis around which everything revolves: competitiveness. These countries believe that the ban on combustion engines makes it difficult for traditional European manufacturers to exist. These leaders consider that Europeans have a lot to lose if they jump to electric cars as the only solution and that Chinese manufacturers benefit the most. This position, held for months by countries such as Italy or Poland including your express support for tariffs to the Chinese electric car, has even made some Chinese manufacturers stop your investments in these dissident countries. It is believed that by orders of the Chinese State itself. And Germany? Its absence is almost surprising considering that it is the company that has championed the fight against the 2035 ban. Not signing this letter shows that the German country is advancing on its own and that it seems to have other objectives, although with subtle differences, in mind. Friedrich Merz, German chancellor, has long been lobbying for combustion engines to remain in force. In fact, he confronted Italy until he achieved the door was opened to synthetic fuels. The big question is how far they want to stretch their position. Small nuances. Manfred Weber, president of the European People’s Party and German politician, leaked a few days ago that the intention of the European Commission was to allow the sale of cars with combustion engines as long as the average CO2 emissions were reduced by 90%, taking the 2021 objectives as a reference. The change is important because achieving that goal is only possible if the bulk of the cars sold by a brand are electric cars. Even with current approvals for plug-in hybrids it would be impossible to achieve consumption that falls within the regulations. That is, Germany is looking for a huge fleet of electric cars on the streets with certain wide sleeve for luxury manufacturers of putting cars with combustion engines on the street at very high prices. Spain and the pro-electric front. Faced with the six dissident countries and Germany, Spain seems to have confronted France so that the current ban is maintained under the terms that had already been agreed. That is, it is prohibited to sell combustion engines that produce carbon emissions. Both countries are interested in the future of the vehicle fleet going through the electric car. French manufacturers have made enormous efforts to jump to the electric car, with renault and Peugeot as champions of these investments. Multi-energy platforms Stellantis STLA and STLA Small They are good examples. And precisely part of the future of the Spanish industry starts from the latter. Our country assembles the Stellantis small electric cars and that is why now it has on the horizon a battery factory next to CATL. Martorell, from Seat, is being renovated to give way to the small electric cars from the Volkswagen Group and the investment in Sagunto for the battery factory is part of the plan. These are just some of the projects already active as Spain continues to position itself to host more of the electric car industry in the coming years, including investments already approved for the conversion of factories. Photo | Rafael Garcin and mercedes In Xataka | In 2035 only 10% of combustion cars will comply with Euro 7. So the industry is pushing to skip it

Renewable gasoline and diesel are the last bastion of combustion cars to be able to circulate in Europe: they have a difficult time

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Whether for lack of infrastructure, strict regulationsocial perception, or by many other factors, electrification is a process that is advancingbut very slowly. Meanwhile, more than 20 million diesel and gasoline vehicles continue to circulate in Spain, many of them more than a decade old (or two). However, there are solutions that try to make this energy transition more bearable, and one of them involves the use of renewable fuels. What exactly are these fuels?. They don’t have a single drop of oil. They are produced from organic waste such as used cooking oils, animal fats, forest waste or crop remains. The catalytic hydrogen generation process transforms these wastes into fuels with properties similar to those derived from petroleum, but with a key difference: the CO₂ they emit when burned is the same as that which plants have previously absorbed from the atmosphere. Here we would therefore speak of a closed cycle, unlike fossil fuels, which release carbon stored underground for millions of years. Emissions. Repsol states that its Nexa diesel can reduce net CO₂ emissions by up to 90% compared to conventional diesel, while your Efitec Nexa gasoline discount more than 70%. In this case, although the engine continues to emit CO₂, it was already in the atmosphere before being converted into fuel. However, there is a nuance: nitrogen oxides (NOₓ) continue to be generated during combustion, because they come from nitrogen in the air when exposed to high temperatures. And for now, studies show conflicting results, with some indicating slight increases in NOₓ with certain biofuels, while others like the US National Renewable Energy Laboratory they conclude that renewable diesel reduces both CO₂ and NOₓ. What is consistent is the reduction of particles and soot. Full compatibility with current cars. This is probably its biggest practical advantage. Any diesel or gasoline vehicle can use these fuels without technical modifications. There is no need to change the engine, adapt the tank, or install new pumps at gas stations. In the case of Repsol, its Nexa diesel also complies with the European standard EN 15940 for paraffinic fuels, and Efitec Nexa gasoline with EN-228. In addition, the company ensures that, thanks to its high cetane number, it improves combustion, reduces engine noise and has a cleaning effect on the injection system. Where to find them in Spain. Repsol clearly leads the deployment, with more than 1,000 stations that offer Nexa diesel and with the goal of reaching 30 stations with Efitec Nexa gasoline by the end of the year. BP too offers HVO (hydrotreated vegetable oil) in strategic locations such as Tafalla, Getafe, Villacastín Norte or Olaberria, although its network is more limited and is oriented towards professional transport. To locate them, the most practical thing is use web search engines of each company, since they include filters to find gas stations that offer renewable fuels. It is worth remembering that the conventional diesel sold at practically all gas stations in Spain already contains up to 7% biodiesel (B7 label), but it is not comparable to a 100% renewable fuel if we stick to emissions. Cost and availability. Price is one of the main obstacles. Nexa diesel costs approx. 10 cents more per liter than conventional diesel, placing it in the range of premium fuels. Renewable gasoline follows a similar trend. Furthermore, although Repsol has expanded its network, coverage remains limited outside large urban centers and main corridors, especially in terms of renewable gasoline. Industrial production. Repsol produces renewable diesel in its Cartagena refinery and 100% renewable gasoline at the Tarragona plant. The company assures that it has been researching these processes for more than twenty years in collaboration with Honeywell. In 2026, the opening of a new facility in Puertollano with capacity for more than 200,000 tons per year is planned. Who is using them already?. In addition to the fact that anyone can now go to a Repsol gas station to try these fuels, their use has transcended commercial vehicles. And they have been tested in competitions like the Dakar Rallyand even sustainable fuels are used on commercial flights. Also transport companies such as Scania, Alsa or Grupo Sesé have signed agreements for adoption. An intermediate solution. The current European regulations The CO2 emissions test for new vehicles measures emissions from the tailpipe. With this approach, the result is zero for an electric car, but not for one that uses renewable fuel, even if it is carbon neutral in its entire life cycle (from production to consumption). It is for this reason that the industry and defenders of these fuels are asking for a change in the methodology so that the complete life cycle of the fuel is considered. Repsol and other players in the sector They ask for adapted taxation and long-term objectives that provide stability to investments. The Spanish mobile fleet has an average age of 14.5 years and it has more than eight million vehicles that are more than two decades old, according to data from ANFAC (Spanish Association of Automobile and Truck Manufacturers). Therefore, renewable fuels could be an intermediate alternative in this stage of energy transition, especially since they do not leave millions of drivers behind. Cover image | engin akyurt In Xataka | In 2001, Renault launched a car ahead of its time: it was a miserable failure that now has another chance

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