diesel

There is a way for a truck to go from Italy to Madrid without spending a diesel euro. Mounting it on a train

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From Italy to Madrid in truck but without stepping on the road. It is the concept of the railway highway that unites the transalpine country with the Spanish capital and that allows moving low -cost merchandise with a reduced impact on polluting emissions. A project that has already been tested in Spain but now seeks its extension even Portugal. From Italy to Madrid. That is the route that the trucks moved by Tramesaa company that keeps an exceptional service in our country alive. Specifically, to put in Madrid some trucks with origin in Italy that on the road have hundreds of kilometers but have not spent a drop of diesel. And it is that these trucks, as explained in The countryThey arrive at the Valencian port where they are collected by a huge crane that deposits them on a railway platform. The truck becomes a merchandise container that travels to Madrid railway. Already in the capital, return to the road to distribute the merchandise. What is a railway highway? This system is what is known as a railway highway. That is, the use of railways to transport trucks that, in normal circumstances, should travel on the road. A system that, currently, is only active between Madrid and Valencia but wants to project to reach Portugal. And makes sense? Yes, and a lot. First because it is a less polluting system. Adif calculates That using trucks as rail containers is almost five times less polluting than circulating along the road, which entails tire wear, brakes … and huge diesel consumption. But, above all, it is interesting for the transport company. And the train trip can be done with or without a cabin. Without it, driver expenses is minimized since trucks travel alone on the train. In this way, the driver handles a tractor head at the origin, deposits the trailer there and a second conductor, already at destination, collects the merchandise with a second tractor head. In this way, the number of hours at the wheel and the distance traveled is drastically reduced. The Spanish case. As we said, at the moment, the railway highway that connects the Valencian port with Madrid is the only one that is active. However, the system is not much less new. In the past we have already had similar attempts and, in fact, we must not retrieve far back in time. In 2019, Renfe merchandise and VIIA, SNCF subsidiary, launched a service with up to six trains by direction and week between Barcelona and Bettembourg (Luxembourg). The project was canceled shortly after with the crisis of Coronavirus and reactivated in 2022. However, ended up closing operations A few months later. In Trenvista They point out that this case is the last but not the only one we have had in our country. At the end of the 80s a railway highway between Madrid and Barcelona was also opened. However, an accident resulted in the closure of past two years. In Europe. Outside our country, the transport of goods using railways is not new either. VIIA, the company that wanted to exploit the connection between Barcelona and Luxembourg, Keep active Four lines that explode exclusively and four other lines in collaboration with other operators. Their business extends almost exclusively by France (they have one that ends in Italy) and most of them collect merchandise that arrives through the Eurotunnel, demonstrating the advantage of the system when combining large ports and cities with good rail connections. In fact, it was in France where a railway highway began for the first time in 1936. After World War II, services would continue to be expanded with the services with the Alpine railway highway which is the one that crosses between France and Italy (already near Turin). And in the future? At the moment it remains to be seen but from the institutions you are trying to close more projects. There are currently a total of 15 in progress that are in different phases. In service with metric width we have Valencia-Madrid and underway you are already working on: Algeciras-Zaragoza Zaragoza-Tarragona Huelva-Madrid-Zaragoza Seville-Madrid-Zaragoza Valencia-Badajoz-Contrancamento (Portugal) Madrid-Badajoz-Contrancamento-Suporto (Portugal) In study phase are: Tarragona-Barcelona Madrid-Valladolid-Burgos-Vitoria Murcia-Madrid Cádiz-Madrid Tamarite of Litera-Irún Zaragoza-Pamplona-Vitoria In addition, a standard width is already underway between Barcelona and Le Perthus (France) and the following lines are projected: Murcia-Le Perthus (France) Tarragona-Le Perthus (France) Vitoria-Irún Photo | Ministry of Transportation and Tramesa In Xataka | Two years after Renfe competition entered, the data indicate something: trains are cheaper than ever

15 years ago, diesel got the best record in the history of Le Mans

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In a few hours they will start 24 hours from Le Mans. A year ago, in Xataka We had the opportunity to be there. I remember the expectation of the minutes before. We arrived with hours of advance but in Le Mans you breathe nervousness from the early morning. Those nerves that cause a smile contained halfway between illusion and fear. I wasn’t there 25 years ago But I’m sure something very similar was lived. The 2000 race served to collect the new millennium with open arms. What we did not know is that one of the most dominant eras in the history of the competition was beginning. One that starred Audi. One that began, like all, with a victory but that completely changed the idea of ​​understanding Le Mans. One that began with the smell of gasoline and ended with the smell of diesel. The golden years of Audi in Le Mans Although it was in 2000 when Audi won for the first time in Le Mans, the previous year he had already served the company of the four hoops to take temperature with the most famous resistance race in the world. In 1999, BMW had managed to impose itself as the last winner before the millennium change. No one predicted that during the next 18 editions a team got the victory in thirteen of them. And of these, nine joined consecutively. For the year 2000, Audi appeared again with his R8. He did it with a 3.6 -liter V8 engine with which they had already tried luck the previous year but made changes in the transmission. From the beginning it was confirmed that the three Audi were going to have very few rivals. Courage, Oreca, Dams and Panoz were not rivals for some Germans who added 368 laps with the unit piloted by Frank Biela, Tom Kristen and Emanuele Pirro. Audi copied the podium and his third unit added 368 laps. To understand the domain, the fourth classified was the C52 Courage that mounted Peugoet motor and only managed to add 344 turns. The distance was sidereal and would be certified in later years. Between 2000 and 2008, Audi scored each and every one of the victories of its LMP900 and, later, LMP1. Of the 24 possible drawers of the podium, Audi copied 19 of them with his official team or a private team that mounted any of his audi r8. The domain was overwhelming as we see but after three years dominating as an official team, the Germans left the competition and the Audi that were put in the starting line did it with private equipment. The situation was repeated between 2003 and 2005. But in 2006, the thing changed. Audi showed his interest again in the queen category of Le Mans but did it with surprise. He arrived with a diesel engine to show that fuel efficiency had no rival. The strategy was simple: less consumption involved less reposses and, therefore, longer on track. A diesel record And the strategy worked. In 2006Audi appeared at the starting line Of the 24 hours of Le Mans with two cars instead of the usual three to focus efforts. However, he managed to occupy two places of the podium, adding a 1-3 to his record and growing his private prustle account between 2000 and 2008. The car mounted a supercharged V12 with two turbocharger that could generate a maximum of 659 hp. According to its initial calculations, without shocks, the Audi R10 TDI He could take two more turns to the circuit of the pan than his predecessor before reproducing. That implied that he could travel 26 more kilometers before stopping. Although there had been previous attempts, that was the first year in which a car that used diesel fuel was made with the victory. It would not be the last because Audi repeated Victoria in 2007 and 2008. However, the fence was narrowed and in 2007 Peugeot also appeared in the output line with a diesel engine. In this case a Peugeot 908 HDI FAP that repeated the structure of the German: 5.5 -liter V12 engine and supercharged with two turbos. That year, the Peugeot went to 700 hp. In spite of everything, in 2007 Audi dominated again and put ten laps away to Peugeot. But the following year the competition matched so much that Audi and Peugeot added both 381 laps. However, the best would come. In 2009, Peugeot He finally managed to get the victory and did it with sufficiency, with the end of six laps above the Audi. A year later, the Germans would compensate getting one of the most spectacular records in history. In 2010, Audi returned to the three seats of the podium, already without Peugeot in the competition. The domain was so overwhelming that the first LMP1 No Audi It was a oreca that ended 26 laps from the winner. It was not for less, Mike Rocknfeller, Timo Bernhard and Romain Dumas managed to complete the cross circuit 397. They matched the number of turns achieved by Helmut Marko and Gijs van Lennep with a Porsche 917K In 1971 but there was a small difference. In the 70s, the circuit measured 13.47 kilometers, while in 2010 it had lengthened 13.63 kilometers. Those almost 200 meters apart, return to turn, made, since then, Audi shows the record of distance covered in the 24 hours of Le Manswith 5,410,713 km. The record was achieved with the Audi R15 TDI Plus. The car then rode an engine V10 5.5 -liter TDI that gave a maximum of 600 hp. It was an evolution of the previous year and served to find a winning path that extended until 2014, with change to hybridization along the way. The second half of the past decade became dominated by Porsche and Toyota (with that victory of Fernando Alonso included). The year 2014 closed, therefore, Audi’s most glorious story with Le Mans. Photo | Audi In Xataka | The most … Read more

There are no diesel motorcycles for a very long list of reasons. This American brand doesn’t care about a single of them

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Motorcycles are not gasoline by whim. They are because diesel engines are unfeasible For the very nature of the behavior of a motorcycle, although there are those who have determined to resurrect a concept that, every time it has tried, has not managed to go beyond the anecdote. Why my motorcycle is gasoline. There is a very long list for motorcycles to bet on gasoline and not by diesel: the first is that they are designed to have a relatively content size and weight that allows them to be driven. Diesel engines are heavier that gasoline engines due to their compression ratio (burn with much more pressure and inevitably need more resistant and heavy materials). They also work in a very low range of revolutions, ideal to minimize consumption, but with much less response for a vehicle born to be agile and sportsto a greater or lesser extent. An industry that seeks to be profitable. They are also more complex to manufacture and maintainan especially important cocktail in an industry that sells much less than that of the car and operates in reduced volumes. In short, the motorcycle industry has focused on gasoline engines Because of its ease to extract power in low displacement, the advantage in weight-power relation, and the finely important performance in a vehicle in which, literally, we have the engine under the legs. Diesel attempts. Attempts to create a diesel motorcycle are over a hundred years old. Already in 1904, Holland created a diesel engine with a single cylinder, 2 hp of power and turned to 700 rpm. It was basically a bicycle with the support of a small engine Since then, there have been multiple attempts to make the diesel motorcycle profitable. The giant Royal Enfield He was one of them, with his 350cc diesel bullet. The conclusion they obtained was clear: “Although the sales of our gasoline motorcycles grow with the market, diesel have not followed the pace. It was a niche product. Now I don’t think we continue with the motorcycle” They are, everything is said. Axiom diesel cycles wants to try again. Matthew Lach, creator of AXIOM DIESEL CYCLEShe continues to believe in the dream of diesel motorcycles, and has materialized his own concept. Your company has been manufacturing custom motorcycles with this type of engines since 2019. Real, for street and perfectly accessible … for anyone who wants to pay them. And it is that the price of one of their custom diesel has a price that is around $ 50,000. There is not a single motorcycle in the generalist market that is around this figure, not even the supercar or The most enviable market trail. What you take. Far from offering a competitive engine in features regarding Its Custom Competitorsthe vision of this company is particular. It offers a three -cylinder engine, a thousand cubic centimeters and … 24cv of power. Exclusivity, an aesthetic achieved and, what noses, a diesel engine, is what this manufacturer offers that, for the moment, only sells in the United States. Image | AXIOM DIESEL CYCLES In Xataka | A hybrid engine that works with diesel and hydrogen. There are those who believe it is the future to clean heavy transportation

We thought that gasoline cars were much cleaner than diesel. We did not have the effect of the sun

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For every 100 cars that are sold in Spain, just five are diesel. They are the latest data we have in Spain of registration, which reflects to what extent the diesel (despite having market niches in which It is still profitable) It has become an almost banished fuel in our country. And although it may be weird, it does not make 70% of the cars we bought were diesel moved. In fact, just over a decade ago. In 2014 the diesel lived his golden age. From its 70.06% market share It has plummeted. There are numerous factors that explain the rise and fall of diesel. For years, its price was so cheap (in fact it is still subsidized) than each buyer He poured liter calculations consumed For every 100 kilometers to know how long it would take to make investment profitable since they used to be more expensive motorizations. But over the years, emission regulations were drowning the diesel. Especially after the famous Dieselgate in which it was discovered that the Volkswagen Group (first defendant) and other companies trucan their emissions to offer data within the legality in the homologation exams to, outside them, contaminate more than allowed. With Euro 6, diesel were put much more complicated since 2015. For sample, the comparison between the demands made to diesel engines compared to gasoline and that You can read in this extensive article of Xataka in which all the normative change was explained: Limits for a gasoline engine CO (carbon monoxide): 1.0 g/km HC (total hydrocarbons): 0.10 g/km NOX (nitrogen oxides): 0.060 g/km HC + NOX (hydrocarbons and nitrogen oxides): 0.160 g/km (approx.) PM (suspended particles): 0.005 g/km P (number of particles): 6×10^11/km (6×10^12/km for three years for direct injection) Limits for a diesel engine CO (carbon monoxide): 0.50 g/km HC (total hydrocarbons): 0.09 g/km (approx.) NOX (nitrogen oxides): 0.080 g/km HC + Nox (hydrocarbons and nitrogen oxides): 0.170 g/km PM (suspended particles): 0.005 g/km P (number of particles): 6×10^11/km The problem is that, due to its own operation, A diesel is less pollutant in CO2 that a gasoline but expels many more particle emissions than They are very dangerous to the health of the human beinglike the Nitrogen oxides (NOX). Although the value was slightly higher for diesel, emission regulations were forcing manufacturers to squeeze the brain. With Euro 5 the particle filter. From Euro 6, the Adblue. These measures ended up banishing diesel engines of smaller cars. Well because they contaminated too much or because innovations to be installed in them It was more expensive both the product that did not make it viable. If we take into account the increase in the product, the bad reputation after the dieselgate and the innumerable statements On a rise in the price of fuel, now it is better understood The sudden drop in sales. All this explanation makes sense. Do you remember that Euro 5 forced to mount particle filters in diesel cars? And that with the Dieselgate the cars reflected some emission figures that were not real? A study now indicates something similar for gasoline cars. It is not that they are cheating, they point out that the emission regulations itself may not be enough to tell us how pollutants are our cars. A little effective particle filter In short, a particle filter is a kind of mesh that catches larger pollutant emissions before expelling them to the atmosphere through the exhaust pipe. Taking advantage of the heat of gases, the mesh takes temperature and burns the particles, reducing emissions. That is a problem in the cars that start and stop every time or those that do many kilometers by city because the engine does not give time to take the temperature enough to burn these particles and the filter ends up collapsing, causing a somewhat expensive breakdown. For some years, emission regulations have forced gasoline cars to also mont particle filters to get emissions not to exceed the allowed limits. However, as a gasoline engine works at a higher temperature, It is more complicated to fall into these types of situations. However, a study published in Science Advances He has pointed out a problem: they are not enough. The particle filter aims to reduce the Volume of fine particles that are expelled to the atmosphere, PM2.5. And they get it, according to researchers but that is not enough to ensure that their toxicity is lower. They point out in their study that it is not enough to measure emissions just after combustion, they should be studied how they behave once in the atmosphere. And how do they behave?: Bad. They point out that, once in the air, the experts expelled are exposed to sunlight and that they cause a series of transformations that make them remarkably more toxic to the human being. They explain in Phys.org that the modification of the particles caused damage to the human DNA and in cells that we find in our bronchi. It is what they call “photochemical aging” that causes particles to increase their toxicity generating “oxygenated volatile compounds, such as carbonilos.” In the article they point out that Dr. Mathilde Delaval, the first author of the study and researcher at Helmholtz Munich, says that “our study shows that we are missing a large part of the panorama by not considering How exhaust gases changeand become more harmful, after leaving the car. “ The study is partially financed by the European Union and in it they have intervened in one way or another universities and laboratories of Germany, Finland and Switzerland. Photo | Nursultan Abakirov and Romanov Nick In Xataka | Diesel or gasoline: what are the differences and which one is better to buy according to your use

Diesel remains the king

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When a year ago Tesla He invited us to his gigafactoría In Berlin, he also offered us to return to Spain testing two of his cars. So once our visit to the factory ended, our return began. First aboard a Tesla Model and Long Range RWD And after a Tesla Model 3 highland in its version of great autonomy. A 2,500 kilometers return trip With the city of Berlin as origin and Madrid as destination. As we have, and my partner Mario Arroyo reflects in the video that accompanies this text, the differences between Travel with an electric car and one of combustion They were simply minimal. On the way we take advantage of the recharge stops to stretch the legs and rest every 200 or 300 kilometers. In fact, most of the time the car was ready to continue before we finished going to the bathroom and having coffee or eating something fast. As we verified firsthand, the driving experience was not suffered in the least, what cost did the trip mean? What differences are there between an electric car and one diesel or gasoline? All details about the price of recharges One of the main doubts we had when putting ourselves behind the wheel for 2,500 kilometers is whether there would be any substantial economic difference in traveling with an electric car or one of combustion. Before putting the numbers on the table, we have to explain some points. How do we choose the recharges In the first place, throughout the trip we have recharged the batteries in the super -cargers that Tesla has distributed in Europe. In the first place because we wanted to experience what was the most comfortable way to travel with the American firm’s car. Keep in mind that when planning the trip, Tesla gives priority on the route to its supercargers, although it is also possible that it shows the competition. Understanding that it is the type of usual conduction That a customer of this type of vehicle would do, we let the planner mark the road, provided that it complied with some minimums, such as not arriving excessively battery in the destination. Recharges prices The reflected prices refer to the cost that a Tesla owner would have or who decides to subscribe monthly to the company’s posts. In addition, the prices collected here are the ones we are in every moment and place. As can be seen, the most expensive price for recharge is in Spain and the cheapest recharges were in France. The price of the same can vary in practice because in the valley hours it is cheaper than in the peak or of greater influx. This means that the reflected price can vary between four and five cents per kwh recharged. Gasoline and diesel prices To compare electricity prices with fossil fuels, we have taken as a reference the Official Bulletin of the European Union in which the average cost of gasoline and diesel is collected by countries. The reflected prices are those collected by European organizations the days we were circulating in Europe. Keep in mind that these are an average so the final price can vary in practice. Taking into account the kilometers made in each country, we have been able to make the corresponding accounts. As for consumption, we have simulated prices with a gasoline car that consumes 7 liters/100 kilometers and one diesel with a consumption of 5.5 liters/100 km. The cost of our 2,500 kilometers trip Clarified all these points, then we leave what was the total cost of our electric car trip from Berlin to Madrid. In the upper image all the costs of the recharges are reflected. It reflects the following: In blue: the kilometers and the cost per day In green: the cheapest option (electric car) In yellow: the intermediate option (diesel car) In red: the most expensive option (gasoline car) When taking out our own conclusions, anyone can take their cost per kilometer if you have a diesel or gasoline car. The formulas are simple: We take out the liters consumed on a day. To do this, we apply the following formula: (km made * liters / 100 km) / 100 The result is the liters we have needed for the day. For example. If the car consumes 7 liters/100, for the first day of 500 kilometers we have needed 35 liters. (500*7) / 100 = 35 liters That figure is multiplied by the price of gasoline in each country. Following the example of the first day: 35*1,889 = 66,115 euros The cost is taken per day and adds day by day until our own result is obtained. If we talk about an electric car: First we have to know the battery size. We take the percentage of recharged battery as a reference. If our battery has 100 kWh and recharges 75%, we will be recharging 75 kWh. We multiply those KWH by the cost/kWh of recharge. In this case, 75 kWh*0.42 euros/kWh = 31.5 euros. We add the recharges to have the cost per day. We add the days to obtain the total cost. Only 50 euros difference At 2024 prices, 53.62 euros is the difference we have obtained at the end of our trip between recharging a Tesla electric car during Almost 2,500 kilometers in the company’s rapid recharge posts and fill our diesel deposit (taking as reference the average prices reflected by the European Union) with a consumption of 5.5 liters/100 km. If we take as reference a gasoline car with a consumption of 7 liters/100 kilometers, the difference It shoots at 136.61 euros. Again, we take as a reference the average prices reflected by European agencies in each country. This tells us that in the time/money relationship, what is most profitable is, without a doubt, the diesel vehicle when it comes to traveling by road for long distances. Keep in mind that although in all cases the breaks exceeded the time of the recharges, who … Read more

Coconut oil and the Philippines diesel

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With a spring that is has resisted arrivingit seems that temperatures are going to start taking the aftertaste of an incipient summer and, with it, the time of cooling comes. That is where the ice cream enters, that this year will be doubly protagonist, but not only because its price is going to be more expensive, but also because it will affect the Filipino drivers, but what will have to see the eggs to eat wheat? A simple ingredient: coconut oil. Short. The price of coconut oil has shot in wholesale markets, reaching $ 2,700 by metric ton. As He explained Energy expert Javier Blas, this rise is not an isolated phenomenon and reflects a global tension market where coconut, a product traditionally associated with the tropics, has become the epicenter of a battle between food, cosmetic and energy industries. He started with the boy. Yes, the meteorological phenomenon that He shook the world Between 2023 and 2024, where specifically in Southeast Asia they experienced an unusually warm and dry climate, seriously affecting coconut crops. Philippines, Indonesia and India, 75% responsible Of the world coconut oil production, they registered significant falls in their crops. In addition, the child not only swept coconut crops, but also exacerbated drought conditions in areas where water is vital for palms growth. A coconut tree It takes between 12 and 18 months In producing a new harvest, which means that the effects of meteorological phenomenon will continue to feel until 2025 and possibly until 2026. This delay has created a perfect storm for the markets, where the supply continues to decrease while the demand continues to increase. However, this has only been the first blow. A second blow. To this were added additional sources of demand: the rise of biodiesel and the tendency to position coconut oil as A slimming product and Other uses in beautydriven by social networks. This trend has diverted millions of coconuts from the food market towards the cosmetic market, further increasing the pressure on prices. The coup of grace. At the same time, biodiesel has emerged as a new competitor for coconuts. In the energy sector promises “green” fuel in a hungry world of Sustainable alternatives. But this apparent sustainability has a hidden cost: less coconuts available for food means higher prices for consumers and lower margins for ice cream brands. Biofuel? Almost two decades ago, the Philippines began to mix diesel With coconut methyl ester, a derivative of coconut oil. At that time, the mixture was 1%. However, in October 2024, the government increased the mixture to 3% and announced plans to reach 5% in 2026, as He has collected The energy analyst for Bloomberg. Each additional percentage point means diverting around 900 million coconuts to the biofuel market. If the Philippines reaches its 5%objective, 4,500 million coconuts will be used for biodiesel, which represents almost a third of the country’s annual harvest. The relationship of both. The connection between vegan ice cream and biofuel is direct. Each coconut for biodiesel is a less available coconut for the food industry, but the relationship goes beyond simple coconut deviation. In a globalized market, price increases in a sector quickly have in others. For example, while ice cream brands look for alternatives to coconut oil, biofuel manufacturers can absorb additional costs with government subsidies, which puts food marks in a disadvantageous position, According to energy expert Javier Blas. A coconut ball. A simple dessert that brings us a little freshness in a summer that will be hot, It becomes a mirror of the complexities of the global market. And this is how a simple coconut can be both an essential ingredient in the food industry and a key input for biofuel, competing for its place in an increasingly tense market. While Filipino drivers look for more affordable fuels and ice cream brands fight to maintain their margins, the final consumer feels the impact on each tablespoon. Image | Pexels and Pxhere Xataka | Something weird happens with the price of olive oil and farmers have just reported it: there are up to 2.8 billion at stake

The Chinese car aspires to gain ground in Europe consolidating in the low range. Renault’s response: a diesel engine

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Chinese cars have arrived in Europe with the clear intention of putting a good bite in the electric car market. At this time, Byd is Looking for a third floor To build its future models, the SAIC group has a A good asset with mg and independent companies such as Xpeng either Child They also try to make a hole. But, really, if a market has managed to penetrate the Chinese car is in the cheap car. In Spain we have good examples. Although Byd’s performance has not been bad, the real impulse to its sales has come with A plug -in hybrid that clearly competes in price. While, Omoda enrolled thousands of cars In a few months thanks to a Omoda 5 that he liked for its aesthetics and a competitive price. Mg already knows what it is to do with the First position in sales in our country. It has logic that the real entrance door For these companies it is to compete for price. In Europe, most manufacturers They have turned their backs to the cheapest vehicles and even Dacia has justified claiming that the obligations of The European Union requires them to raise the price of their cars and prevents them from being equally competitive as before. To this we must add that Chinese vehicles with combustion engines They are not affected by tariffsas it happens with the electric ones, which allows them (even more) to play to improve the price of European companies to gain market share, make a customer base and, later, to climb little by little. And to stand up, Renault has opted for a different strategy: to offer a type of clear setback but that allows to compete in price and that, in addition, it has less and less rivals in the market. Yes, in some markets a Renault Mégane has put on sale with diesel engine. A diesel engine as an alternative Among the European companies that have pressed the most in recent months to alive combustion engines, Renault has taken the singing voice. In fact, the company has taken forward Horsea joint company with the Chinese giant Geely to continue developing engines moved by fossil fuels. Those of the rhombus, in addition to betting on the electric with force, have also made it clear that they trust in the future where hybrid and electric living together In harmony with pure combustion engines, the case may be. With this in mind, they have launched the Electric Renault 5 And soon we will see on the streets the new Electric Renault 4. In recent times, the range has been renewed in depth with the Renault southern and the Rafale or an update that has left us to Scenic As a completely electric car. This renewal has had its consequences. Classic models like Mégane have said goodbye because, again, They only have an electric version. Sure? Where Renault needs to offer cars with more tight prices continues to maintain the Mégane Gran Coupéan option of three volumes of the compact classic. And, in addition, he does it with a diesel motorization of which We had to say goodbye in Spain. In countries such as Poland or Czech Republic, where electricity are testimonial and diesel continues to represent an important part of sales, the French are clear that this mechanic is still essential. In fact, it has been in Poland where the company has rescued this car to put it on the street with the format already mentioned next to a 1.5 dci engine of 115 hp, they explain in Auto Swiat. In that market, the diesel offer is being reduced and it is a good occasion to fight with a car that has already been made the investment, it is cheap to put it in the market and, in addition, it has a technology that Chinese manufacturers do not have. Collect in Acea That in Poland although diesel sales have been reduced, in January of this year they continue to represent 8.3% market share but electric and plug -in hybrids barely reach 6%. In the Czech Republic it makes even more sense because the diesel market share is a spectacular 19.4%. And vehicles without electrification of any kind total 67.8% of total sales. However, we must bear in mind that EU emission regulations They continue and although They have been delayed from 2025 to 2027this last year remains red in the calendar because the average emissions that show sales in these three next exercises must be below 93.6 gr/km of CO2. This means that with a car like this, whose engine is 118 gr/km of CO2, they would need to sell 1.5 electric to compensate. Or an electric and a plug -in hybrid. One more reason to understand why Renault only bets on this type of mechanics where it needs to put its cheapest cars on the market and where electrification advances at a very slow pace. Photo | Renault In Xataka | The Renault 5 has entered as a sales missile in France but something very simple has stopped it: a bug that prevents moving the car

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