By on July 9, 2019

After Volkswagen admitted to equipping some of its diesel-powered autos with illegal software designed to circumvent emissions testing in 2015, every automaker on the planet fell under enhanced scrutiny. By 2016, U.S. regulators were checking on Mercedes-parent Daimler to see if there were any pollutant-related shenanigans taking place behind the scenes. Germany followed suit shortly thereafter, launching its own investigation.

However, with no local updates on the matter, it was presumed Daimler was in the clear — except Germany did find evidence of corporate misdeeds and the company recalled 3 million vehicles in 2017. At the time, we figured the situation would swiftly bleed over into the United States and help wrap things up. But it hasn’t yet and The Detroit News took time this month to ponder what’s taking federal regulators so long. 

Busting VW took the government about a year and a half, while the Daimler investigation has been ongoing for double that. The last major breakthrough happened over a year ago, with regulators suggesting Mercedes’ diesels may have been equipped with illegal software. An engine management function called Slipguard apparently recognized whether the car was undergoing testing procedures while another, called Bit 15, halted emissions cleaning after roughly 16 miles of driving. But we haven’t heard much since.

“Three years seems unusual,” John German, a former EPA official and a senior fellow at the International Council on Clean Transportation (the group that commissioned the study that uncovered Volkswagen cheating).

From The Detroit News:

In April, consumer advocacy and environmental groups sent a letter to Congress asking that the investigation be expedited.

“It is past time for greater urgency and action from regulators and Congress on the allegations against Mercedes,” the advocates wrote. “Owners and lessees of Mercedes diesel vehicles have been left without answers or recourse while the illegally polluting vehicles remain on U.S. roads.”

American regulators’ inquiry into Daimler began in 2016 when the Department of Justice asked the company to conduct an internal investigation into its diesel exhaust emissions. Since then, the automaker has stopped selling diesel-powered passenger cars in the U.S.

“To me, that suggests that they had a problem and they’re trying to limit their exposure to that problem,” German said.

Back in the initial stages of the investigation, Daimler claimed that the accusations against it were preposterous and that it would fight back using all legal means at its disposal. It also expressed its distaste for the frequent raids conducted by German prosecutors. While automotive manufacturers found themselves subjected to a bit of a diesel emissions witch hunt following VW’s crisis, some industry analysts assumed it would only be a matter of time before investigators would uncover another major scandal (there were plenty of lesser ones). They appeared to be correct, at least in Europe.

Daimler said it has continued cooperating with U.S. authorities/regulators — neither of which have anything to say on the matter. Mercedes-Benz is also in the midst of a class-action lawsuit over claims that it knowingly sold cars to U.S. customers that polluted more than the company let on. And there’s been added attention stemming from last months’ news that the company is being forced to recall an additional 60,000 Mercedes-Benz models built between 2012 and 2015 in Germany.

It might just be a matter of time before U.S. regulators are forced to say something, even if that something is inconclusive.


[Image: Pixfly/Shutterstock]

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10 Comments on “What Ever Happened to Mercedes’ Dieselgate?...”

  • avatar
    el scotto

    Perhaps the diesel car guys walked down the hall and talked to the big truck guys about, I dunno? Diesel Stuff?

  • avatar

    Who cares about Dieselgate what ever happened to Mercedes refusing to use that mustard gas refrigerant the EU mandated but said they were going to make a refrigerant from CO2 which would have zero of the dangers of the mandated stuff.

    • 0 avatar

      It’s starting to come out. Some new German cars have CO2 refrigerant in Europe. Only thing Mercedes specific I could find was a bus. In the US, the Germans are trying to allow atmospheric venting of CO2. Currently, the way the law is written, anything that is used as a refrigerant, has to be recovered. This is pretty unnecessary with CO2 since I probably released more CO2 by breathing while typing this, than will be present in an AC system. It will also prevent the cross contamination that you have currently with sealers and whatever else is present in the world today. People put a lot of crap in their systems. When you go to a shop currently, that is filtered by the recovery machine, but those filters aren’t perfect. The next guy gets some of that in his recharge. Also, if you come in with a system that’s 2/3 full, you usually still get charged for the full amount, even though they are putting those 2/3 back in.

      • 0 avatar

        That is fascinating, I’m interested to see how well it works compared to conventional R134a or even the old R12. Realistically if it works well then there’s gonna be a lot of upset chemical companies, but what are they gonna do? Ban CO2?

        I’m actually extremely interested in this now, I’m going to have to look this up and see if I can find details.

        • 0 avatar

          The systems run on extremely high pressures. You will see pressure values in BAR that we’re used to seeing in PSI. Otherwise they operate pretty normally.

          FYI, it’s R-744 when classified as a refrigerant.

          • 0 avatar

            Like how many BAR? One BAR (one atmosphere) is 14.7 psi, right?

            Ideally, compressors would move to being electrically driven (like a home system) so you eliminate rotating mechanical seals (a common leak point in the system) along with as much flexible hose as possible.

          • 0 avatar

            High side pressures around 170 BAR, low side around 50 BAR.

  • avatar

    In Europe, after news of the Volkswagen Diesel Scandal broke, all European, Japanese, Korean etc. manufacturers were investigated, and to nobody’s surprise, most of their gasoline and Diesel cars emitted more pollutants in the real world than under controlled laboratory settings. The dirtiest diesels came from Fiat and Renault, if memory serves me right.

    • 0 avatar

      That was already part of VW’s cover-up campaign. It’s perfectly legal for cars to have higher emissions in the real world than in the lab. Lots of media outlets also had completely false narratives about overall fuel economy figures (and therefore CO2 emissions) not matching lab figures, which is even dumber.

      VW had cheat devices. They organised and planned within their organisation a large-scale criminal act. Plain and simple. If you can’t prove that others had cheat devices then there’s nothing to prosecute.

  • avatar

    All cars will excede allowable emissions levels during some parts of their drive cycle. This is allowable in the regulations. When you floor it, do you think the emissions are in the normally allowable limit? It can’t happen during the whole drive cycle though. When I was a Mercedes tech, those diesels were using AdBlue (DEF) like crazy. We were putting in more than 20liters of the stuff every service. NOx sensors, AdBlue pumps and injectors were constantly failing. I can guarantee you those systems were not being defeated.

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