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29 AutoData | June 2018 but specific development will be necessary for Brazil”. Another important aspect, attests the AEA’s director, is that the laboratorieswhe- re tests happen also need to be adapted to Euro 6. The fuel issue is directly linked to the percentage of biodiesel even there. And besides that there is the question of main- taining the level of emissions through the useful life of the vehicle - in Euro 5 the minimum requirement is 500 thousand kilometers or five years, while for Euro 6 becomes 700 thousand kilometers or se- ven years. “This increment of durability added to the quantity and quality of the biodiesel raise the worries of the automakers.” And the event in Euro 5 must not be forgotten, when several fleet owners an- ticipated purchases the day before the deadline of new rules entering to force so they escape the additional cost of the new technology - which caused a seve- re market distortion. For the AEA there is the possibility that this movement happen again in the case of Euro 6. The director, however, discards some of the other fears that occurred in the past phase, such as questions about the supply of the additive Arla 32 and Diesel S10 itself. NO TIME TO FAIL As for the term, 2023, still sounds rea- sonable for Antonio: “Today we can do it until then, but there is no time to fail. It’s still a coherent deadline, but less than that would run over things.” Marco Ísola Naufal, researcher at the thermal engineering laboratory of the IPT, Institute of Technological Researches, re- veals that the facilities are in renovation process to meet the requirements of Euro 6/P8: “In parallel, the IPT laboratory realizes training and research projects in the area of RDE, Real Driving Emissions, or emissions tests under real conditions of use.” Probably by the long list quoted pre- viously the Euro 6 theme does not find Disclousure/Volvo Disclousure/Umicore easy dialogue with the automakers. The news report looked for DAF, Ford Trucks, Iveco, MAN, Mercedes-Benz, Scania and Volvo to address the issue, but onlyVolvo responded to the request. Alexandre Parker , director of govern- mental and institutional issues for theVolvo Latin America Group, reveals that several areas of the automaker are alreadyworking on the development of Euro 6 so when the publication of the new rule comes out, there will be workable time. For the exe- cutive, one of the biggest challenges lies in the fuel, because the new technology is more sensitive than Euro 5. LESS TRAUMATIC Parker believes that there will be an increase in the final price of the vehicles but estimates that “the transition will be calmer, not as incisive as was the case in the passage from Euro 3 to Euro 5”. About technology he believes that the- re will be an “Euro 6 with particularities” in Brazil. Volvo has about two hundred en- gineers who have already been to Europe and Japan to absorb the basic knowledge of the system: “There are specific matters that need to be taken into account in Brazil and in Argentina, such as fuel types and the various local applications”. In his opinion the studies of the reso- lution follow a traditional parameter, with negotiations inside an already known standard: Brazil has Conama (National Council for the Environment), the tech- nical chambers, Ibama (Brazilian Institute of Environment and Renewable Natural Resources) and the industries. These are discussions that involve a scenario with many faces. Despite the delicate political scenario, we hope that the final publication will happen soon.” Stephen Blumrich , vice-president of Umicore, catalyst manufacturer, affirms that Euro 6 represents an evolution of Euro 5 and, for its stricter limits, will demand a different system: instead of one catalyst as used in Euro 5 three will be needed for Euro 6.