Predators and Prey
- Thread starter CertifiedCervine
- Start date
-
- Tags
- fun game lol predsvsprey
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
Keefur
aka Cutter Cat
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
Pygmepatl
Spotted Skunk
That's awesome! I'm glad you had a great time with your friends at the con.
-1
-18
Keefur
aka Cutter Cat
I didn't get to take many pictures. I was busy almost all the time. My panels went well though. I did one on fursuit making basics and another on Photoshop basics. I was supposed to do one on antiques, but I cancelled it because it was set for so late on Sunday. I just announced at opening ceremonies that if anyone had any questions about antiques, just find me during the con. I had several do so.
I'll pass on the wine. I'm way too tired. lol
I'll pass on the wine. I'm way too tired. lol
A Minty cheetah
~C H E E~
Think I'll head off to bed. Struggling to stay awake here!
Night!!!
Night!!!
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
Alright, children (@BreyoGP, I told you I'd have it ready). Gather ‘round for this celebratory fact...in 3 parts. It's a hefty one, but it’s time for another episode of F A C T S. Today, we’re starting a new chapter – diving into stories of deception and rampant cheating in the automotive industry in a series that I’ll figure out a name for later. This time, we’re going to look at the latest great con in automotive history; Dieselgate.
Dieselgate, for the uninitiated, was quite possibly the largest swindling of the buying public in the automotive world. Volkswagen had sold their TDI diesel engines on the false premise that this new generation of diesel engines was cleaner and more efficient than gasoline, duping nearly 11 million eco-conscious losers who didn't know any better.
Ye- WAIT
Oh.
So yeah. I was one of those 11 million, and to say I was displeased would be an understatement. With that in mind, let’s discuss at length both why I’m not letting go of mine for the next 4 years, and also why I’m never buying another VW after that.
The Dieselgate saga all started back in 1999. Well, VW had been marketing diesel versions of the Rabbit since the late 70s. But in 1999, the EPA began tightening down on old requirements. The new Tier 2 diesel emissions requirements decreased the nitrogen oxide emissions limits, among others. Like the fuel economy and emissions requirements set out in the early 70s, manufacturers were given a phase-in period, with 2009 being the hard limit for automakers to meet those requirements.
It’s worth mentioning that diesel doesn’t have the same connotations in America that it does in Europe. Buyers frustrated with the lack of options can thank General Motors and their disastrously unreliable Oldsmobile diesel. Introduced in 1978, it was so unreliable it failed to even be tested properly by the EPA because of the nine cars sent to Ann Arbor, seven had developed transmission problems, and all nine experienced an engine fault in one form or another. More on this absolute shitshow of an engine another time. So thanks to this engine, diesel cars would be seen as unreliable, noisy, and dirty by the American public. VW and other manufacturers had their work cut out for them.
.ashx?modified=20190115191244&mw=1920&hash=53EA3A5ECB365C764332564FADA386AD60A88EA1)
This has aged almost as badly as VW's TDI ads
The simple answer to “why did VW survive with diesel when nobody else did” is simple; VW had marketed their diesels as economy cars, where the tolerances for noise, vibration, and harshness were higher. GM, on the other hand, had opted to put theirs in higher-end Oldsmobiles and Cadillacs, which ruined the refined images of the cars they were trying to push. The Rabbit was a much simpler, cheaper car. And the primitive diesels, while rough, returned excellent fuel economy. And with refinement (and the addition of a turbocharger and common-rail injection) their newer Turbocharged Direct Injection (TDI) diesels became a staple of the brand for the 1999 model year.
For car buyers seeking a cleaner car without the price tag or battery anxiety that came with hybrids at the time, VW offered an alternative as the only practical choice for a diesel in a passenger car. The cars were often advertised with the moniker “TDI Clean Diesel,” and appealed to the environmentally conscious, but frugal driver. VW did a lot to appeal to this demographic, even offering warranty coverage for those who opted to use biodiesel or veggie oil instead of traditional fossil fuels or oils.
And this is one misconception I want to point out about diesel emissions. Pound for pound, even a cheating TDI will be better for the environment than a comparable gasoline engine. Carbon output is higher per litre consumed, but the difference in fuel economy makes emissions per driven mile less than a comparable gas car. In Europe, the market average for CO2 emissions is approximately 200 g/km from gasoline, versus 120 g/km from diesel.
What a diesel is, is worse for your health. The lower CO2 emissions are offset by significantly higher amounts of nitrogen oxides and particulate matter. Both of these are aggravating factors or causes of respiratory illnesses including asthma, and the latter is a contributor in the formation of smog. Because of Dieselgate, an estimated 59 premature deaths are expected to occur in the US due to the increased emissions output.
But back to our story; by 2005, VW was anticipating the EPA’s Tier 2 rules coming into effect. VW showed an interest in licensing Mercedes’ Bluetec emissions control, but ultimately decided to use their own design. And partnered with Bosch, they set forth on turning their TDI into what they wanted to call TDI Clean Diesel.
But development was slower than anticipated, and VW found themselves with a sudden time crunch. VW initially suspended sales as they tried to bring their cars into compliance, but they couldn’t quite meet the standard. Specifically, VW found themselves unable to meet the new requirements without making some sacrifices. The EPA’s limit of 0.043 g/km of NOx emissions was the most stringent in the world – even more so than Europe’s Euro5 category (in which some models were certified) which had a limit of 0.18 g/km.
Volkswagen had at the time two methods of TDI emissions control, depending on the model. The first is called Lean NOx Trap, and involves the use of a Diesel Particulate Filter (DPF). The second involves the use of a secondary fluid called diesel exhaust fluid, which functions similarly, and is called Selective Catalytic Reduction (SCR), often used in conjunction with the first method. Both methods are used to control NOx and PM emissions, but the first involves dumping unburnt fuel to clean the filter (resulting in a fuel economy penalty), or the consumption of an additional fluid, which was extra maintenance. Bosch still hadn't made a system that could perform to par by 2007, at a point when the 2009 model year was supposed to be nearing showroom-ready. And they even warned VW that using their software in its unfinished state would be illegal. VW couldn’t make either system work while offering the same or better economy and performance as previous models, so they got crafty.
Graphic of both emissions control types in tandem, similar to the setup in the VW Passat
Instead of permanently halting sales and taking the hit for a delayed product, VW instead came up with a workaround. You see, VW was familiar with EPA methodology. They knew that the EPA (and most agencies) tested all cars in a uniform manner, and that they would put the car on a dynamometer.
A "rolling road," or chassis dynamometer
Essentially, the car would be held in place on a machine, while the driving wheels sat on rollers with a certain resistance to simulate driving load. But when this happens, the non-driven wheels are stationary, and modern traction control systems will freak out and try to reduce engine power, making the car unable to complete the test – a situation that is nearly impossible in real world driving unless you drove off with the handbrake on while it was icy out. The EPA asks for manufacturers to provide a dyno mode, and this is where VW slipped in their software.
With the emissions controls only coming on when the car detected that it was on a dyno, it could engage the emissions control systems and pass the test, with the consumption penalty being virtually undetectable in the short time span of the test. But once it was on the road, these systems were disengaged, giving drivers the performance and economy they were advertised. Neither of the parties would suspect a thing.
The 2009 unveiling of the GCJ's Green Car of the Year
So in 2008, VW introduced their new “Clean Diesel” with much fanfare for the 2009 model year. The 2009 Jetta TDI would go on to win Green Car of the Year (which was rescinded in 2015), and VW ran numerous ad campaigns touting the cleanliness of the TDI engine that have all aged spectacularly poorly:
Dieselgate, for the uninitiated, was quite possibly the largest swindling of the buying public in the automotive world. Volkswagen had sold their TDI diesel engines on the false premise that this new generation of diesel engines was cleaner and more efficient than gasoline, duping nearly 11 million eco-conscious losers who didn't know any better.
Ye- WAIT
Oh.
So yeah. I was one of those 11 million, and to say I was displeased would be an understatement. With that in mind, let’s discuss at length both why I’m not letting go of mine for the next 4 years, and also why I’m never buying another VW after that.
The Dieselgate saga all started back in 1999. Well, VW had been marketing diesel versions of the Rabbit since the late 70s. But in 1999, the EPA began tightening down on old requirements. The new Tier 2 diesel emissions requirements decreased the nitrogen oxide emissions limits, among others. Like the fuel economy and emissions requirements set out in the early 70s, manufacturers were given a phase-in period, with 2009 being the hard limit for automakers to meet those requirements.
It’s worth mentioning that diesel doesn’t have the same connotations in America that it does in Europe. Buyers frustrated with the lack of options can thank General Motors and their disastrously unreliable Oldsmobile diesel. Introduced in 1978, it was so unreliable it failed to even be tested properly by the EPA because of the nine cars sent to Ann Arbor, seven had developed transmission problems, and all nine experienced an engine fault in one form or another. More on this absolute shitshow of an engine another time. So thanks to this engine, diesel cars would be seen as unreliable, noisy, and dirty by the American public. VW and other manufacturers had their work cut out for them.
This has aged almost as badly as VW's TDI ads
The simple answer to “why did VW survive with diesel when nobody else did” is simple; VW had marketed their diesels as economy cars, where the tolerances for noise, vibration, and harshness were higher. GM, on the other hand, had opted to put theirs in higher-end Oldsmobiles and Cadillacs, which ruined the refined images of the cars they were trying to push. The Rabbit was a much simpler, cheaper car. And the primitive diesels, while rough, returned excellent fuel economy. And with refinement (and the addition of a turbocharger and common-rail injection) their newer Turbocharged Direct Injection (TDI) diesels became a staple of the brand for the 1999 model year.
For car buyers seeking a cleaner car without the price tag or battery anxiety that came with hybrids at the time, VW offered an alternative as the only practical choice for a diesel in a passenger car. The cars were often advertised with the moniker “TDI Clean Diesel,” and appealed to the environmentally conscious, but frugal driver. VW did a lot to appeal to this demographic, even offering warranty coverage for those who opted to use biodiesel or veggie oil instead of traditional fossil fuels or oils.
And this is one misconception I want to point out about diesel emissions. Pound for pound, even a cheating TDI will be better for the environment than a comparable gasoline engine. Carbon output is higher per litre consumed, but the difference in fuel economy makes emissions per driven mile less than a comparable gas car. In Europe, the market average for CO2 emissions is approximately 200 g/km from gasoline, versus 120 g/km from diesel.
What a diesel is, is worse for your health. The lower CO2 emissions are offset by significantly higher amounts of nitrogen oxides and particulate matter. Both of these are aggravating factors or causes of respiratory illnesses including asthma, and the latter is a contributor in the formation of smog. Because of Dieselgate, an estimated 59 premature deaths are expected to occur in the US due to the increased emissions output.
But back to our story; by 2005, VW was anticipating the EPA’s Tier 2 rules coming into effect. VW showed an interest in licensing Mercedes’ Bluetec emissions control, but ultimately decided to use their own design. And partnered with Bosch, they set forth on turning their TDI into what they wanted to call TDI Clean Diesel.
But development was slower than anticipated, and VW found themselves with a sudden time crunch. VW initially suspended sales as they tried to bring their cars into compliance, but they couldn’t quite meet the standard. Specifically, VW found themselves unable to meet the new requirements without making some sacrifices. The EPA’s limit of 0.043 g/km of NOx emissions was the most stringent in the world – even more so than Europe’s Euro5 category (in which some models were certified) which had a limit of 0.18 g/km.
Volkswagen had at the time two methods of TDI emissions control, depending on the model. The first is called Lean NOx Trap, and involves the use of a Diesel Particulate Filter (DPF). The second involves the use of a secondary fluid called diesel exhaust fluid, which functions similarly, and is called Selective Catalytic Reduction (SCR), often used in conjunction with the first method. Both methods are used to control NOx and PM emissions, but the first involves dumping unburnt fuel to clean the filter (resulting in a fuel economy penalty), or the consumption of an additional fluid, which was extra maintenance. Bosch still hadn't made a system that could perform to par by 2007, at a point when the 2009 model year was supposed to be nearing showroom-ready. And they even warned VW that using their software in its unfinished state would be illegal. VW couldn’t make either system work while offering the same or better economy and performance as previous models, so they got crafty.
Graphic of both emissions control types in tandem, similar to the setup in the VW Passat
Instead of permanently halting sales and taking the hit for a delayed product, VW instead came up with a workaround. You see, VW was familiar with EPA methodology. They knew that the EPA (and most agencies) tested all cars in a uniform manner, and that they would put the car on a dynamometer.
A "rolling road," or chassis dynamometer
Essentially, the car would be held in place on a machine, while the driving wheels sat on rollers with a certain resistance to simulate driving load. But when this happens, the non-driven wheels are stationary, and modern traction control systems will freak out and try to reduce engine power, making the car unable to complete the test – a situation that is nearly impossible in real world driving unless you drove off with the handbrake on while it was icy out. The EPA asks for manufacturers to provide a dyno mode, and this is where VW slipped in their software.
With the emissions controls only coming on when the car detected that it was on a dyno, it could engage the emissions control systems and pass the test, with the consumption penalty being virtually undetectable in the short time span of the test. But once it was on the road, these systems were disengaged, giving drivers the performance and economy they were advertised. Neither of the parties would suspect a thing.
The 2009 unveiling of the GCJ's Green Car of the Year
So in 2008, VW introduced their new “Clean Diesel” with much fanfare for the 2009 model year. The 2009 Jetta TDI would go on to win Green Car of the Year (which was rescinded in 2015), and VW ran numerous ad campaigns touting the cleanliness of the TDI engine that have all aged spectacularly poorly:
Last edited:
Keefur
aka Cutter Cat
Night @A Minty cheetah
Pygmepatl
Spotted Skunk
Good night!
Keefur
aka Cutter Cat
You know, even though I was surrounded by my Furry friends at the con, I really missed my online ones. One interesting thing that happened at the con... After we arrived, we had a flat tire on the car. We had already unloaded the car and the trailer and had parked it out of the way when the tire went down. I had an air compressor just in case of emergencies, but hadn't gotten it out as I wasn't going to worry about it until Sunday or Monday. Saturday morning came and I went outside to the car. The tire wasn't flat. I was like, WHAT?!!! How did that happen?! Well, a friend of mine, Steel Claw Fox had come down to the con to visit. He works with cars. He told me that he saw that the tire had a piece of glass right in the middle of the tread, so he dug the glass out and plugged it for me. After I profusely thanked him, I told him I was surprised he was able to see it. He said it was right on the bottom of the tire. That meant he took the tire off to fix it. I was stunned. I am so fortunate to have such good friends. I gave him a nice plushie for his troubles though. I wasn't going to let him go unrewarded.
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
(G'night, @A Minty cheetah)
(2/3)
It’s worth noting, previous TDI sales had been lagging somewhat until the supposedly Tier 2 compliant generation (known as Generation 1) went on sale. The new TDI Clean Diesel pitch was a sales success, receiving numerous awards and accolades – and even some tax breaks. Everything would come along swimmingly, as far as VW was concerned. For five years, nobody suspected a thing. In fact, a team at West Virginia University would buy and study three diesel cars to prove to the International Council on Clean Transportation (ICCT) that modern diesels were actually much cleaner than gas, by studying a VW Passat, a VW Jetta, and a BMW X5, and the ICCT had expected that all three cars would pass with flying colours.
But despite a slightly loaded initial goals of the study, the WVU team immediately noticed something awry. The team at WVU had wanted to do a more in-depth study of the cars in real-world conditions, so they used newer portable emissions equipment that could be mounted in the vehicle. And for a baseline, they would also put the cars on a dyno to simulate the EPA tests, and compare the “real world” and laboratory results.
A portable emissions tester setup similar to the WVU apparatus
Vehicle A (the Jetta) had been dyno tested to 0.022 g/km of NOx emissions, well below the EPA limit of 0.043 g/km. But when the car was on the road, WVU recorded 0.61-1.5 g/km – over 68 times the tested emissions, and nearly 35 times over the certification limit. Baffled, the WVU team tested the cars even further, driving them up and down the West coast of the US, but couldn’t identify an explanation for the sudden jump in emissions. The WVU team published their findings in May 2014 – nearly 5 years after the Generation 1 TDI went on sale – and caught the attention of the EPA.
The full WVU paper for those interested can be found here.
Initially, the EPA didn’t table the idea of a defeat device. After all, the software underwent scrutiny for certification purposes. When presented to VW for an explanation, VW simply said that there were “technical glitches,” and that the cars being tested must’ve had some sort of engine fault. These being VWs, this almost seemed like a plausible explanation. But the EPA wasn’t convinced. If these really were technical issues, then they shouldn’t have been able to pass once they were back on the dyno. After a year of investigation, the EPA found a suspect segment of code labelled “acoustic condition.”
The EPA tore into this segment of code, and noticed that it was looking for a number of conditions to be met: the steering wheel had to be centred, the vehicle had to be brought to a certain speed in dyno mode, the engine had to be operating for a certain amount of time, and even the barometric pressure of the room had to match a certain threshold. It was looking for an uncanny match of the EPA’s testing station and knew exactly when to turn on the controls and make the car pass the test. There was no way this code was accidental, nor was it the sort of function that could be left in by a single rogue developer. The more the EPA poked around, the worse it looked for VW
Suspecting that the EPA was on to them, VW issued a recall in December of 2014. They claimed that thanks to the WVU team, they had identified a “software issue” that was making the cars pollute more in real world conditions. But in reality, this was VW hiding their tracks. The software update modified the ‘acoustic condition’ coding, removing some segments of code and broadening the scope of the defeat device to look for portable emissions devices instead.
The problem for VW was that they had initiated the recall with the subtlety of a conservative politician trying to avoid talking about gay marriage. The EPA and California Air Resources Board (CARB) wasn’t having any of that shit and threatened to decertify VW’s 2016 model year diesels. Finally, when presented with irrefutable evidence of their defeat device, VW admitted to the deception on September 3, 2015. By September 18, the EPA initiated a recall on all Volkswagen diesels from 2009 to 2015, with the company giving out a public apology two days later.
One example of the apology letter issued by VW
(2/3)
It’s worth noting, previous TDI sales had been lagging somewhat until the supposedly Tier 2 compliant generation (known as Generation 1) went on sale. The new TDI Clean Diesel pitch was a sales success, receiving numerous awards and accolades – and even some tax breaks. Everything would come along swimmingly, as far as VW was concerned. For five years, nobody suspected a thing. In fact, a team at West Virginia University would buy and study three diesel cars to prove to the International Council on Clean Transportation (ICCT) that modern diesels were actually much cleaner than gas, by studying a VW Passat, a VW Jetta, and a BMW X5, and the ICCT had expected that all three cars would pass with flying colours.
But despite a slightly loaded initial goals of the study, the WVU team immediately noticed something awry. The team at WVU had wanted to do a more in-depth study of the cars in real-world conditions, so they used newer portable emissions equipment that could be mounted in the vehicle. And for a baseline, they would also put the cars on a dyno to simulate the EPA tests, and compare the “real world” and laboratory results.
A portable emissions tester setup similar to the WVU apparatus
Vehicle A (the Jetta) had been dyno tested to 0.022 g/km of NOx emissions, well below the EPA limit of 0.043 g/km. But when the car was on the road, WVU recorded 0.61-1.5 g/km – over 68 times the tested emissions, and nearly 35 times over the certification limit. Baffled, the WVU team tested the cars even further, driving them up and down the West coast of the US, but couldn’t identify an explanation for the sudden jump in emissions. The WVU team published their findings in May 2014 – nearly 5 years after the Generation 1 TDI went on sale – and caught the attention of the EPA.
The full WVU paper for those interested can be found here.
Initially, the EPA didn’t table the idea of a defeat device. After all, the software underwent scrutiny for certification purposes. When presented to VW for an explanation, VW simply said that there were “technical glitches,” and that the cars being tested must’ve had some sort of engine fault. These being VWs, this almost seemed like a plausible explanation. But the EPA wasn’t convinced. If these really were technical issues, then they shouldn’t have been able to pass once they were back on the dyno. After a year of investigation, the EPA found a suspect segment of code labelled “acoustic condition.”
The EPA tore into this segment of code, and noticed that it was looking for a number of conditions to be met: the steering wheel had to be centred, the vehicle had to be brought to a certain speed in dyno mode, the engine had to be operating for a certain amount of time, and even the barometric pressure of the room had to match a certain threshold. It was looking for an uncanny match of the EPA’s testing station and knew exactly when to turn on the controls and make the car pass the test. There was no way this code was accidental, nor was it the sort of function that could be left in by a single rogue developer. The more the EPA poked around, the worse it looked for VW
Suspecting that the EPA was on to them, VW issued a recall in December of 2014. They claimed that thanks to the WVU team, they had identified a “software issue” that was making the cars pollute more in real world conditions. But in reality, this was VW hiding their tracks. The software update modified the ‘acoustic condition’ coding, removing some segments of code and broadening the scope of the defeat device to look for portable emissions devices instead.
The problem for VW was that they had initiated the recall with the subtlety of a conservative politician trying to avoid talking about gay marriage. The EPA and California Air Resources Board (CARB) wasn’t having any of that shit and threatened to decertify VW’s 2016 model year diesels. Finally, when presented with irrefutable evidence of their defeat device, VW admitted to the deception on September 3, 2015. By September 18, the EPA initiated a recall on all Volkswagen diesels from 2009 to 2015, with the company giving out a public apology two days later.
One example of the apology letter issued by VW
Last edited:
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
(3/3)
The initial steps of the recall happened in fairly quick succession – from September 20 to 29, VW stock plunged 37%, CEO Martin Winterkorn resigned (and was later arrested while travelling to Disneyland), and 11 million recall notices went out. In Germany and the rest of Europe, the fixes came rather quickly. By November 25, a fix was approved for VWs 1.2, 1.6, and 2.0 TDI engines. But the American fix would be mired in bureaucracy. Over the next few years, VW would face a slew of charges and fines. But the Americans weren’t ready to relent after fines in excess of $4.3B USD and a number of criminal charges levelled against VW execs.
VW also had to set aside $7.3B USD to buy back cars or provide a fix. Owners who had rightfully felt lied to were compensated a cash settlement, vouchers for trade-ins, gift cards that could be used at VW dealers (presumably to buy several overpriced VW hats), and a flat rate buyback offer that was over the pre-scandal market value, regardless of condition or mileage. Since a fix still hadn’t been approved by the EPA, and because the wording was slightly ambiguous, people began stripping their cars of every non-engine component in protest and turning in stripped hulks that met the trade-in criteria of “able to move under its own power.” VW eventually tightened this rule, but a fair number of cars were documented as being turned in in this condition.
Examples of vandalized and stripped buyback cars, respectively - the bottom car was rejected by VW after changing their rules
Ever since the stop-sale order on September 20, 2015, VW had begun piling up both unsold inventory and buyback cars. These otherwise late model year cars sat in empty airfields and stadiums, neglected and waiting for a fix. But the EPA was unrelenting, and their continued scrutiny identified the same defeat device in 3.0 Audi engines in November 2016. Yet again, VW was hit with fines, and even more VWs, Porsches, and Audis were taken off the road.
Every day, cars that had been bought back were clogging up otherwise usable real estate across the continent while VW tried and failed to deliver an EPA approved fix. And when space ran out, some otherwise serviceable, late model cars went to the crusher to free up space. Despite what some thought, the EPA was perfectly aware of the consequences of a no-fix situation. It takes energy to crush and recycle a vehicle, especially one that could’ve been driven for at least another decade. And that’s without accounting for the energy spent to manufacture a replacement vehicle. The EPA wanted these cars back on the road as much as VW, but they weren’t about to give the company a free pass.
One such 'graveyard,' location unknown
It wouldn’t be until January 2017 when VW would finally announce that they had an EPA approved fix, starting with Generation 3 engines (2015 model year). Additionally, VW was forced to restart the warranty related to the emissions system, which technically speaking, is everything related to the engine. And for a VW, having a warranty is essential to ownership.
Slowly, VW would regain approval for their model range, with each model having to be individually recertified at VWs expense. Most vehicles eventually ended up passing, but the 2012-2014 Passat with the manual transmission failed to meet standards after two of the three test cars failed EPA testing. And sometime in early to mid-2017, VW announced that they had withdrawn their recertification application. At this point, VW offered an ultimatum to the remaining affected Passat owners – sell the car back to VW and claim part of the class action lawsuit, or keep the car but be excluded from the settlement. This generation of Passat, and some earlier models that didn’t get the fix in time, were crushed with the same rules as the Cougar Ace Mazdas – no parts were to be reused.
Crushed TDI VWs - at least two of the cars in these piles were no older than 5 years old at the time they were crushed
Now you’d think this saga of idiocy would be over by now, given how much I’ve been typing (seriously, it's my first 3-part segment). But VW had one more stupid trick up its sleeve. In May of 2015, VW secretly subjected a group of monkeys to sealed containers. Two cars, a Beetle with the defeat device active and a 1999 Ford F-250, pumped exhaust fumes into the containers in a desperate bid to prove VW’s cars weren’t harmful. The heinousness of this level of animal testing aside, you’d think that VW would know that given their origins, they of all people shouldn’t be gassing a living being to prove a point. Unfortunately, outside of their lobbyist being suspended when the papers were leaked in 2018, I couldn’t find anything on penalties VW faced for this specific incident.
And this right here is why I’m getting rid of mine within four years after it got fixed. As part of the emissions fix, VW was forced to extend their powertrain warranty by 4 years or 80,000 km. And with the EPA staring them down and hungry for blood, I’m fairly confident that the fix is making it perform the way I expected it to when I bought it. But between the lying, the animal cruelty, and the pointlessness of it all (my fuel consumption went up by a whopping 0.3 L/100 km on average), it’s a company I’ll be more than happy to abandon when the time comes.
For those who'd like to see this in video form, Netflix has a series called Dirty Money, and this saga is described in episode 1.
The initial steps of the recall happened in fairly quick succession – from September 20 to 29, VW stock plunged 37%, CEO Martin Winterkorn resigned (and was later arrested while travelling to Disneyland), and 11 million recall notices went out. In Germany and the rest of Europe, the fixes came rather quickly. By November 25, a fix was approved for VWs 1.2, 1.6, and 2.0 TDI engines. But the American fix would be mired in bureaucracy. Over the next few years, VW would face a slew of charges and fines. But the Americans weren’t ready to relent after fines in excess of $4.3B USD and a number of criminal charges levelled against VW execs.
VW also had to set aside $7.3B USD to buy back cars or provide a fix. Owners who had rightfully felt lied to were compensated a cash settlement, vouchers for trade-ins, gift cards that could be used at VW dealers (presumably to buy several overpriced VW hats), and a flat rate buyback offer that was over the pre-scandal market value, regardless of condition or mileage. Since a fix still hadn’t been approved by the EPA, and because the wording was slightly ambiguous, people began stripping their cars of every non-engine component in protest and turning in stripped hulks that met the trade-in criteria of “able to move under its own power.” VW eventually tightened this rule, but a fair number of cars were documented as being turned in in this condition.
Examples of vandalized and stripped buyback cars, respectively - the bottom car was rejected by VW after changing their rules
Ever since the stop-sale order on September 20, 2015, VW had begun piling up both unsold inventory and buyback cars. These otherwise late model year cars sat in empty airfields and stadiums, neglected and waiting for a fix. But the EPA was unrelenting, and their continued scrutiny identified the same defeat device in 3.0 Audi engines in November 2016. Yet again, VW was hit with fines, and even more VWs, Porsches, and Audis were taken off the road.
Every day, cars that had been bought back were clogging up otherwise usable real estate across the continent while VW tried and failed to deliver an EPA approved fix. And when space ran out, some otherwise serviceable, late model cars went to the crusher to free up space. Despite what some thought, the EPA was perfectly aware of the consequences of a no-fix situation. It takes energy to crush and recycle a vehicle, especially one that could’ve been driven for at least another decade. And that’s without accounting for the energy spent to manufacture a replacement vehicle. The EPA wanted these cars back on the road as much as VW, but they weren’t about to give the company a free pass.
One such 'graveyard,' location unknown
It wouldn’t be until January 2017 when VW would finally announce that they had an EPA approved fix, starting with Generation 3 engines (2015 model year). Additionally, VW was forced to restart the warranty related to the emissions system, which technically speaking, is everything related to the engine. And for a VW, having a warranty is essential to ownership.
Slowly, VW would regain approval for their model range, with each model having to be individually recertified at VWs expense. Most vehicles eventually ended up passing, but the 2012-2014 Passat with the manual transmission failed to meet standards after two of the three test cars failed EPA testing. And sometime in early to mid-2017, VW announced that they had withdrawn their recertification application. At this point, VW offered an ultimatum to the remaining affected Passat owners – sell the car back to VW and claim part of the class action lawsuit, or keep the car but be excluded from the settlement. This generation of Passat, and some earlier models that didn’t get the fix in time, were crushed with the same rules as the Cougar Ace Mazdas – no parts were to be reused.
Crushed TDI VWs - at least two of the cars in these piles were no older than 5 years old at the time they were crushed
Now you’d think this saga of idiocy would be over by now, given how much I’ve been typing (seriously, it's my first 3-part segment). But VW had one more stupid trick up its sleeve. In May of 2015, VW secretly subjected a group of monkeys to sealed containers. Two cars, a Beetle with the defeat device active and a 1999 Ford F-250, pumped exhaust fumes into the containers in a desperate bid to prove VW’s cars weren’t harmful. The heinousness of this level of animal testing aside, you’d think that VW would know that given their origins, they of all people shouldn’t be gassing a living being to prove a point. Unfortunately, outside of their lobbyist being suspended when the papers were leaked in 2018, I couldn’t find anything on penalties VW faced for this specific incident.
And this right here is why I’m getting rid of mine within four years after it got fixed. As part of the emissions fix, VW was forced to extend their powertrain warranty by 4 years or 80,000 km. And with the EPA staring them down and hungry for blood, I’m fairly confident that the fix is making it perform the way I expected it to when I bought it. But between the lying, the animal cruelty, and the pointlessness of it all (my fuel consumption went up by a whopping 0.3 L/100 km on average), it’s a company I’ll be more than happy to abandon when the time comes.
For those who'd like to see this in video form, Netflix has a series called Dirty Money, and this saga is described in episode 1.
Last edited:
Pygmepatl
Spotted Skunk
That's a great friend of yours! Very kind of him to do that and help you. Definitely the friends you make in the furry fandom are the best friends!
Keefur
aka Cutter Cat
You are right in that.
Pygmepatl
Spotted Skunk
Good night!
Pygmepatl
Spotted Skunk
I know. I already have great friends in here, and I hope I can make long lasting friendships with all of you.
@DRGN Juno, thanks for the facts! I remember reading that Volkswagen briefly surpassed Toyota as the #1 car seller (globally, I think) for a time. That was before Dieselgate happened, of course.
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
It was actually just after Dieselgate, believe it or not. VW was the largest automaker in 2016 and 2017, which I think [citation needed] was due to sales in China.
Also, you're welcome!
Ravofox
back to Aussie foxying!
PYGM!!! Dawww, that's a real cute name!!!
*hugs tight*Hey, @TR273, someone took a photo of you having a scuffle at a train station!!
You need to control yourself man! XD
Really glad you had such a wonderful time, @Keefur
*hugs tightly* and great job raising money for such a good cause!!!@DRGN Juno Geez, I knew dieselgate was bad, but that monkey testing...that's a whole other level.
Thanks for your epic FACTS man, very informative
*hugs*