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VW Scandal - 2

On the way to the global market leader one makes with any certainty many enemies and the hit back now. Not that so the behaviour of many VW engineers should be excused and the of the Executive Board certainly not at all. We also own any shares of VW, are neither related or related by marriage with the company, probably even belong to the injured party.

Whether you are a layman or more tinged professionally, we would like to motivate your common sense, to ask a few questions which perhaps still come a little too short in the public debate at the moment. The most important would be what the engineers at VW wanted to achieve, as they let increase the values for nitrogen oxides up to thirty times outside of the test bench.

It is alleged that one did not want to shorten unnecessarily the inspection intervals. But it can be meant of the two vehicles, in US failed in the test, only the with AdBlue tank. But just because of a slightly larger AdBlue tank risking the whole mess? The other had on board regeneration by additional diesel injection, one has obviously saved in real operating partially.

It started with the development of mobile test equipment ...

Thus may be seen that at both vehicles stood in the foreground low consumption or obtaining torque and power. Because the manufacturers are in a relentless competition just in case of the CO2 emissions, everyone can easily read on fuel consumption. How did manage the other diesel manufacturers this? Oh, you think the were simply hopelessly superior to VW. However, VW manufactures the system for exhaust detoxication not even. And the suppliers should have denied the largest producers of diesel vehicles the latest technology?

For this you would have to know something about the half-life period of technological progress in the automotive industry. New models are often dismantled to the last screw from competitors before its appearance, if it seems to be paying off. Not infrequently manufacturers award an order to especially specialized testing companies with the request to buy a particular model of competition and then to find out why it e.g. consumes so little or has other outstanding technical characteristics.

The 'shutdown' software was developed by Bosch in 2007 and been delivered for test purposes to VW. But of course, Bosch is not the only manufacturer of diesel injection systems. Coincidentally the for the particularly fuel-efficient Golf 6 BlueMotion (picture) comes from Continental and the for the corresponding Polo from Delphi. 'Applying' is called the adaption of such installations on the respective engines. For this purpose engineers from suppliers stay also sometimes considerably more than a month at the manufacturer.

Direct-injection petrol engines are also under suspicion ...

So the engineers at Conti and Delphi have then also noticed the manipulations? Or this software was maybe something like a standard in the diesel business? Why Bosch has spent at all the money for their development? Meanwhile, by the way, is thought that in other industrial sectors also, so-called shutdown software is used. Can you trust the 'A +++' label on a washing machine yet?

Euro 6 standard is binding for new vehicles since 1 September 2015

Confusion by reporting: Currently many messages from VW assume that vehicles according to Euro 6 standards will not be affected. But just the Euro 6 norm limits nitrogen oxide especially (80 instead of 180 mg/km). That would also mean at least the direct impact of any malicious software on the current series were corrected, because it is allowed to deliver only such diesel cars in Europe since 1. 9. 2015. But how then to understand the import ban of such new vehicles into Switzerland? 10/15

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