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31 AutoData | June 2018 6 the marriage between the engine and the application is fundamental to meet the requirements”. FPT equally brings from abroad the experience of the new technology. To- day, in its development center, located in Betim, MG, there are dozens of engineers and technicians dedicated to this theme, studying calibration, validation, durabi- lity tests and homologation. Many went through training in Turin, Italy, and Arbon, Switzerland. Gustavo Teixeira, FTP Industrial specia- list in motor vehicle homologation for Latin America, recalls that in relation to Euro 5 the next emissions limits of pollutants should be much more restricted: “In the case of NOx the foreseen reduction is 80%. This requires more efficient catalysts and the use of several technologies together.” Francisco Nigro, professor in the me- chanical engineering department of the Escola Politécnica da USP (Polytechnic School of University of São Paulo) , is part of the groupwhich is linked to energy effi- ciency and newmotorization technologies of Rota 2030. And he clarifies that currently the discussions of P8 revolve around each type of application and standard defini- tions: “What we did in Euro 5 for a truckworks differently on a bus. We are, at the present stage, studying the types of vehicle, con- sumption, distances, loads, roads. From there we intend to standardize the tests in four or five types”. The conversations, he adds, involve different instances such as MDIC (Ministry of Industry, Foreign Trade and Services), Ibama (Brazilian Institute of Environment and Renewable Natural Resources) and the Ministry of Mines and Energy: “Euro 6 is a very sophisticated emissions system that can even overcharge fuel consump- tion. We will only be able to reduce the levels of CO2 with E6 engines, but it is more complicated to convince the parts when there is an element of worsening in the consumption. But controlling pollution is the most important.” There is a possibility, including, that the P8 get to the urban buses first, with a later staging for other applications and vehicles. REASONS OF THE RESISTANCE Olímpio Álvares, mechanical engineer, is a specialist in emissions and studious of the subject. For him “Euro 5 does not work well because it does not fully control NOx emissions at low RPMs no longer being efficient in urban operations. Santiago, in Chile, for example, skipped Euro 5 and went straight to Euro 6 in its urban bus fleet, since some vehicles are supplied by Brazilian automakers”. According to him “one of the reasons why the automakers here resist is the ho- mologation in the streets. They will have to follow the tests throughout vehicles’ useful life as they accumulate mileage. This is what will guarantee the quality of the vehicle”. Spectacular classic-modern combination: Cummins has set up a program to equip the legendary double-decker London buses with the advanced Euro 6 engines. Disclousure/Cummins