TURBO CHARGERS

Generally, a centrifugal or axial flow or displacement type supercharger which is

driven by the engine crank shaft is used in IC engines. Some superchargers are driven by a
gas turbines which is driven by using engine exhaust gases. This type of supercharger is
called turbocharger. This arrangement facilitates the utilization of exhaust gas energy and
hence avoiding the utilization of engine power to run supercharger.

Purpose:
 To reduce the weight per horse power of the engine as required in aero engines
 To reduce the space occupied by the engines as required in marine engines.
 To have better turbulence and it ensures more complete combustion giving greater
power and low specific fuel consumption.
 To improve volumetric efficiency of the engine at high altitudes, as in aero engines,
and at high speeds as in race cars.
 To maintain the power of a reciprocating IC engines even at high altitudes where less
oxygen is available for combustion.
Principle of working:
A turbocharger is driven by a gas turbine. Exhaust gas from the engine flows along
the exhaust manifold and through nozzle box assembly and it enters into the blades of the gas
turbine where the mechanical work is done by the gas engines.
 The wheel of the gas turbine and the impeller of the supercharger are mounted on one
common shaft. Thus, the supercharger compresses the atmospheric air in case of diesel
engines or air fuel mixture in case of petrol engines and it enters the engine cylinder. By
using a turbocharger, the engine fuel economy is improved by the use of the kinetic energy of
exhaust gases. The turbocharger output can be controlled for its optimum performance by
introducing by-pass passage and disc valve on both inlet and outlet passages as shown in
figure.

Methods of turbocharging:
1. Constant pressure turbocharging
2. Pulse turbocharging
3. Pulse converter turbocharging
4. Two-stage turbocharging
5. Miller turbocharging
6. Hyperbar turbocharging

1. Constant pressure turbocharging

The discharge or exhaust of all cylinders is connected to a common manifold which
are maintained at higher pressure than atmospheric pressure. Usually, the exhaust gas
expands in exhaust valve without doing work at constant pressure process connected to a
common manifold. Then it enters the turbine. So, the internal energy in the form of blow
energy is converted into useful work in the turbine. If higher is the pressure ratio in the
turbine maintained, the greater will be recovery of blow-down energy.

2. Pulse turbocharging:
A part of blow-down energy is converted into exhaust pulse immediately when the
exhaust valves open. These pulses enters into the turbine where more energy is recovered.
Dissimilar to constant pressure turbocharging, the exhaust of all cylinders does not hinder
with each other due to the use of separate exhaust pipe for each cylinder.
3. Pulse converter turbocharging:
This method of turbocharging combines the advantages of both pulse turbocharging
and constant pressure turbocharging. It is achieved by connecting the various branches of
manifolds together. Then it is connected with a specially designed venture junction called
pulse converter. It is done before the turbine.

4. Two-stage turbocharging:

If two turbochargers of various sizes are connected in series, it is known as two-stage

turbocharger. Among these two turbochargers, a high pressure turbocharger is operated on
pulse mode and a low pressure stage on constant pressure mode. This type of turbocharging is
mainly used in diesel engines which requires high degree of supercharging.

5. Miller turbocharging:
Miller system increases the expansion ratio relative to compression ratio in such a
way to early closure of inlet valve when the boost pressure is increased. This method is not
popular due to frequency exhaust valve failure.

6. Hyper turbocharging:

This type of turbocharging consists of diesel engine, turbine, by-pass control and
auxillary combustion chamber. In diesel engine, low compression is obtained and high
pressure ratio is maintained in turbine. The auxillary combustion chamber is placed between
direct exhaust valve and turbine.

First, the turbocharger is started using an electrical starter. It is running by passing air.
Then it is injected into the auxillary combustion chamber when the engine is idle condition.
The amount of by passed and fuel injection are controlled according to the operating
conditions. After reaching sufficient pressure and temperature, the diesel engine is started.
 Variable Geometry Turbochargers (VGT)

Variable Geometry Turbochargers (VGT) also known as Variable Turbine Geometry

(VTG) is one of the most extensively used turbine technology in diesel engines today.
Turbocharger technology has come a long way in the past decades. Take a small
displacement engine; bolt on a turbocharger and voila, horsepower!

In a turbocharger, the exhaust gas generated by the engine spins the turbine. The
turbine wheel rotates the compressor via a shaft which in-turn forces more air (known as
boost) into the combustion chamber. With proportionately higher amount of fuel being
delivered, the engine can now produce more power without altering its inherent displacement.
Turbochargers allow manufacturers to build small yet powerful engines, which produce more
power; efficiently and reliably.

But, conventional turbochargers also known as Fixed Geometry Turbochargers (FGT)

have some drawbacks; too big and they take forever to spool up. This causes a ‘lag’ before
the boost kicks in strongly to put you into motion quickly. Although a smaller turbo spools up
quicker, it has a tendency to run out of steam just as quick. This results in unfavorable
performance at either lower or higher engine speeds.

This is because the ‘Aspect Ratio (A/R) of a FGT is not variable’. What is an aspect
ratio? You may certainly ask! It is the ratio of the exhaust intake area of the turbocharger to
the radius of the turbine wheel. Basically, a smaller inlet area allows the turbo to spool up
quicker. A larger inlet area increases the spool up time but at maximum flow level it allows
the engine to breathe more easily. That’s not all; a conventional turbo requires a valve known
as a ‘wastegate’ to regulate excess turbine speed by limiting the flow of exhaust gas through
the turbocharger. So how do variable geometry turbochargers get around these issues?

Variable geometry turbochargers solves this issue with movable vanes (fins) to direct
exhaust flow on to the turbine blades. The angle of the vanes is controlled via an actuator (a
motor that works off pneumatic or hydraulic pressure). The advantage here is that the angle
of the vanes is controlled remotely and there is no need for a wastegate. It helps in optimizing
the behavior of the turbine across the powerband (engine RPM range).

This reduces the ‘lag time’ to spool up the turbine to create boost quickly at lower
engine speeds or between gear changes. It also improves the efficiency of the engine by
allowing it to burn more air and fuel in every cycle. Materials generally used to construct a
variable geometry turbochargers cannot withstand the heat over prolonged usage. This is why
these turbos are commonly found in diesel engines because petrol engines have a higher
exhaust gas temperature. In India, variable geometry turbochargers are commonly used in
popular diesel cars such as the Hyundai Verna and Maruti Swift.
 Waste Gate Turbocharger (WGT)

Nowadays, vehicles with turbocharged engines feature the wastegate turbocharger.

This technology helps to deliver optimum engine performance during peak operating
conditions. In addition, the wastegate valve prevents the turbocharger from over-running. It
also avoids the engine from over-boost and prevents any mechanical failure.

This feature in the turbocharger consists of a bypass valve. It circumvents some part
of the exhaust gas going to the turbine and releases them into the outlet. The wastegate
turbocharger has a bypass valve built into the turbine housing. It diverts some of the exhaust
gases away from the turbine wheel through this valve.

Wastegate turbocharger construction:

The internal construction of the turbine consists of the wastegate valve and hollow
passage within the turbocharger. So, it allows some of the boost pressure to enter into this
passage. Then, the exhaust system automatically routes the bypassed exhaust gases to
the catalytic converter and tailpipes.

In this system, the speed of the turbine wheel determines the diversion of the exhaust
gases. The wastegate unit reduces the high boost pressure developed by the compressor to the
desired level. Thus, it delivers the optimum engine performance with controlled peak cylinder
pressure.

How does wastegate turbocharger work?

Furthermore, the wastegate regulates the pressure of the relief valve. It, in turn, limits
the boost pressure in the turbocharger system. This is helpful in preventing the engine from
potential mechanical damages caused by the high pressure. Furthermore, the system
automatically opens the wastegate valve when the pressure reaches the pre-set levels. Then, it
allows all the high-pressure exhaust gases to escape the turbine wheel and enter into the
downstream/outlet. Thus, it prevents the exhaust gas pressure from rising more than required.
 Moreover, with petrol engines, the wastegate turbochargers are typically used in the
racing cars to limit the amount of boost pressure. Additionally, the race-car drivers can sense
the change in pressure thru’ a tube inserted into their helmets.
 The wastegate turbocharger has four main types which depend upon how the wastegate valve
operates:

1. Manual
2. Pneumatic
3. Electric
4. Hydraulic

Advantages of wastegate turbocharger:

The wastegate system has many advantages which include the following:

1. Needs smaller space to fit.

2. Reduces turbo lag to some extent.
3. Installation of compact and simple external exhaust pipe system. Thus, reducing the
engine weight.
4. Delivers optimum engine performance at all times.
5. Avoids mechanical damage to engine parts.
 Catalytic Converter
There are millions of cars on the road in the United States, and each one is a source of air
pollution. Especially in large cities, the amount of pollution that all the cars produce together
can create big problems.
To solve those problems, cities, states and the federal government create clean-air laws
that restrict the amount of pollution that cars can produce. Over the years, automakers have
made many refinements to car engines and fuel systems to keep up with these laws. One of
these changes came about in 1975 with an interesting device called a catalytic converter. The
job of the catalytic converter is to convert harmful pollutants into less harmful emissions before
they ever leave the car's exhaust system.
Catalytic converters are amazingly simple devices, so it is incredible to see how big an
impact they have. In this article, you will learn which pollutants are produced by an engine and
how a catalytic converter deals with each of these pollutants to help reduce vehicle emissions.
In order to reduce emissions, modern car engines carefully control the amount of fuel
they burn. They try to keep the air-to-fuel ratio very close to the stoichiometric point, which is
the ideal ratio of air to fuel. Theoretically, at this ratio, all of the fuel will be burned using all of
the oxygen in the air. For gasoline, the stoichiometric ratio is about 14.7:1, meaning that for
each pound of gasoline, 14.7 pounds of air will be burned. The fuel mixture actually varies
from the ideal ratio quite a bit during driving. Sometimes the mixture can be lean(an air-to-fuel
ratio higher than 14.7), and other times the mixture can be rich (an air-to-fuel ratio lower than
14.7).
The main emissions of a car engine are:

 Nitrogen gas (N2) - Air is 78-percent nitrogen gas, and most of this passes right
through the car engine.
 Carbon dioxide (CO2) - This is one product of combustion. The carbon in the
fuel bonds with the oxygen in the air.
 Water vapor (H2O) - This is another product of combustion. The hydrogen in the
fuel bonds with the oxygen in the air.
These emissions are mostly benign, although carbon dioxide emissions are believed to
contribute to global warming. Because the combustion process is never perfect, some smaller
amounts of more harmful emissions are also produced in car engines. Catalytic converters are
designed to reduce all three:

 Carbon monoxide (CO) is a poisonous gas that is colorless and odorless.

 Hydrocarbons or volatile organic compounds (VOCs) are a major component
of smog produced mostly from evaporated, unburned .fuel.
 Nitrogen oxides (NO and NO2, together called NOx) are a contributor to smog
and acid rain, which also causes irritation to human mucus membranes.

In chemistry, a catalyst is a substance that causes or accelerates a chemical reaction

without itself being affected. Catalysts participate in the reactions, but are neither reactants nor
products of the reaction they catalyze. In the human body, enzymes are naturally occurring
catalysts responsible for many essential biochemical reactions.

In the catalytic converter, there are two different types of catalyst at work, a reduction
catalyst and an oxidation catalyst. Both types consist of a ceramic structure coated with a
metal catalyst, usually platinum, rhodium and/or palladium. The idea is to create a structure
that exposes the maximum surface area of catalyst to the exhaust stream, while also
minimizing the amount of catalyst required, as the materials are extremely expensive. Some of
the newest converters have even started to use gold mixed with the more traditional catalysts.
Gold is cheaper than the other materials and could increase oxidation, the chemical reaction
that reduces pollutants, by up to 40 percent.
Most modern cars are equipped with three-way catalytic converters. This refers to the
three regulated emissions it helps to reduce.
The reduction catalyst is the first stage of the catalytic converter. It uses platinum and
rhodium to help reduce the NOx emissions. When an NO or NO2 molecule contacts the
catalyst, the catalyst rips the nitrogen atom out of the molecule and holds on to it, freeing the
oxygen in the form of O2. The nitrogen atoms bond with other nitrogen atoms that are also
stuck to the catalyst, forming N2. For example:
2NO => N2 + O2
Or
2NO2 => N2 + 2O2
The oxidation catalyst is the second stage of the catalytic converter. It reduces the
unburned hydrocarbons and carbon monoxide by burning (oxidizing) them over a platinum and
palladium catalyst. This catalyst aids the reaction of the CO and hydrocarbons with the
remaining oxygen in the exhaust gas. For example:
2CO + O2 => 2CO2
There are two main types of structures used in catalytic converters --
honeycomb and ceramic beads. Most cars today use a honeycomb structure.
 EMISSION NORMS
European emission standards
European emission standards define the acceptable limits for exhaust emissions of
new vehicles sold in the European Union and EEA member states. The emission standards are
defined in a series of European Union directives staging the progressive introduction of
increasingly stringent standards. The final standard is Euro 7, which will be followed by phase-
out of fossil fuel vehicles.
In the European Union, emissions of nitrogen oxides (NO
x), total hydrocarbon (THC), non-methane hydrocarbons (NMHC), carbon monoxide (CO)
and particulate matter (PM) are regulated for most vehicle types, including cars, trucks
(lorries), locomotives, tractors and similar machinery, barges, but excluding seagoing ships and
aeroplanes. For each vehicle type, different standards apply. Compliance is determined by
running the engine at a standardised test cycle. Non-compliant vehicles cannot be sold in the
EU, but new standards do not apply to vehicles already on the roads. No use of specific
technologies is mandated to meet the standards, though available technology is considered
when setting the standards. New models introduced must meet current or planned standards,
but minor lifecycle model revisions may continue to be offered with pre-compliant engines.
Along with Emissions standards the European Union has also mandated a number of
computer on-board diagnostics for the purposes of increasing safety for drivers. These
standards are used in relation to the emissions standards.
In the early 2000s, Australia began harmonising Australian Design Rule certification
for new motor vehicle emissions with Euro categories. Euro III was introduced on 1 January
2006 and is progressively being introduced to align with European introduction dates.

Toxic emission: stages and legal framework

The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4, Euro 5 and Euro
6 for Light Duty Vehicle standards.
The legal framework consists in a series of directives, each amendments to the 1970
Directive 70/220/EEC. The following is a summary list of the standards, when they come into
force, what they apply to, and which EU directives provide the definition of the standard.
 Euro 1 (1992):
o For passenger cars—91/441/EEC.
o Also for passenger cars and light lorries—93/59/EEC.
 Euro 2 (1996) for passenger cars—94/12/EC (& 96/69/EC)
o For motorcycle—2002/51/EC (row A)—2006/120/EC
 Euro 3 (2000) for any vehicle—98/69/EC
o For motorcycle—2002/51/EC (row B)—2006/120/EC
 Euro 4 (2005) for any vehicle—98/69/EC (& 2002/80/EC)
 Euro 5 (2009) for light passenger and commercial vehicles—715/2007/EC
 Euro 6 (2014) for light passenger and commercial vehicles—459/2012/EC and
2016/646/EU
 Euro 7 (2025)
These limits supersede the original directive on emission limits 70/220/EEC.
The classifications for vehicle category are defined by:
 Commission Directive 2001/116/EC of 20 December 2001, adapting to technical progress
Council Directive 70/156/EEC on the approximation of the laws of the Member States
relating to the type-approval of motor vehicles and their trailers[9][10]
 Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002
relating to the type-approval of two or three-wheeled motor vehicles and repealing Council
Directive 92/61/EEC

Emission standards for passenger cars

Emission standards for passenger cars and light commercial vehicles are summarised
in the following tables. Since the Euro 2 stage, EU regulations introduce different emission
limits for diesel and petrol vehicles. Diesels have more stringent CO standards but are
allowed higher NOx emissions.

Petrol-powered vehicles are exempted from particulate matter (PM) standards

through to the Euro 4 stage, but vehicles with direct injection engines are subject to a limit
of 0.0045 g/km for Euro 5 and Euro 6. A particulate number standard (P) or (PN) has been
introduced in 2011 with Euro 5b for diesel engines and in 2014 with Euro 6 for petrol
engines.
 From a technical perspective, European emissions standards do not reflect everyday usage
of the vehicle as manufacturers are allowed to lighten the vehicle by removing the back seats,
improve aerodynamics by taping over grilles and door handles or reduce the load on the
generator by switching off the headlights, the passenger compartment fan or simply
disconnecting the alternator which charges the battery.

Emission standards for trucks and buses

The emission standards for trucks (lorries) and buses are defined by
engine energy output in g/kWh; this is unlike the emission standards for passenger cars and
light commercial vehicles, which are defined by vehicle driving distance in g/km - a general
comparison to passenger cars is therefore not possible, as the kWh/km factor depends (among
other) on the specific vehicle.
The official category name is heavy-duty diesel engines, which generally includes
lorries and buses.
The following table contains a summary of the emission standards and their
implementation dates. Dates in the tables refer to new type approvals; the dates for all new
registrations are in most cases one year later.

Enhanced environmentally friendly vehicle

Enhanced environmentally friendly vehicle or EEV is a term used in the European emission
standards for the definition of a "clean vehicle" > 3.5 tonne in the category M2 and M3. The
standard lies between the levels of Euro V and Euro VI.

Emission standards for non-road mobile machinery

The term non-road mobile machinery (NRMM) is a term used in the European emission
standards to control emissions of engines that are not used primarily on public roadways. This
definition includes off-road vehicles as well as railway vehicles.
European standards for non-road diesel engines harmonize with the US EPA standards,
and comprise gradually stringent tiers known as Stage I–V standards. The Stage I/II was part of
the 1997 directive (Directive 97/68/EC). It was implemented in two stages with Stage I
implemented in 1999 and Stage II implemented between 2001 and 2004. In 2004, the European
Parliament adopted Stage III/IV standards. The Stage III standards were further divided into
Stage III A and III B were phased in between 2006 and 2013. Stage IV standards are enforced
from 2014. Stage V standards are phased-in from 2018 with full enforcement from 2021.
As of 1 January 2015, EU Member States have to ensure that ships in the Baltic, the
North Sea and the English Channel are using fuels with a sulphur content of no more than
0.10%. Higher sulphur contents are still possible, but only if the appropriate exhaust cleaning
systems are in place.

Bharat stage emission standards

Bharat stage emission standards (BSES) are emission standards instituted by
the Government of India to regulate the output of air pollutants from compression ignition
engines and Spark-ignition engines equipment, including motor vehicles. The standards and the
timeline for implementation are set by the Central Pollution Control Board under the Ministry
of Environment, Forest and Climate Change.

The standards, based on European regulations were first introduced in 2000. Progressively
stringent norms have been rolled out since then. All new vehicles manufactured after the
implementation of the norms have to be compliant with the regulations. Since October 2010,
Bharat Stage (BS) III norms have been enforced across the country. In 13 major cities, Bharat
Stage IV emission norms have been in place since April 2010 and it has been enforced for
entire country since April 2017. In 2016, the Indian government announced that the country
would skip the BS V norms altogether and adopt BS VI norms by 2020. In its recent judgment,
the Supreme Court has banned the sale and registration of motor vehicles conforming to the
emission standard Bharat Stage IV in the entire country from 1 April 2020.

On 15 November 2017, the Petroleum Ministry of India, in consultation with public

oil marketing companies, decided to bring forward the date of BS VI grade auto fuels in NCT
of Delhi with effect from 1 April 2018 instead of 1 April 2020. In fact, Petroleum Ministry
OMCs were asked to examine the possibility of introduction of BS VI auto fuels in the whole
of NCR area from 1 April 2019. This huge step was taken due to the heavy problem of air
pollution faced by Delhi which became worse around 2019. The decision was met with
disarray by the automobile companies as they had planned the development according to
roadmap for 2020.
 The phasing out of 2-stroke engine for two wheelers, the cessation of production of
the Maruti 800, and the introduction of electronic controls have been due to the regulations
related to vehicular emissions.

While the norms help in bringing down pollution levels, it invariably results in
increased vehicle cost due to the improved technology and higher fuel prices. However, this
increase in private cost is offset by savings in health costs for the public, as there is a lesser
amount of disease-causing particulate matter and pollution in the air. Exposure to air pollution
can lead to respiratory and cardiovascular diseases, which is estimated to be the cause for
620,000 early deaths in 2010, and the health cost of air pollution in India has been assessed at
3% of its GDP.

Motor vehicles

To regulate the pollution emitted by cars and two-wheelers, the government of India
has placed forth regulations known as Bharat Stage Emission Standards (BSES). The Central
government has mandated that every vehicle manufacturer, each two-wheels and four-wheels,
ought to manufacture, sell and register solely BS6 (BSVI) vehicles from 1 April 2020.

Both BSIV and BSVI area unit emission norms that set the most permissible levels for
pollutants emitting from an automotive or a two-wheeler exhaust. Compared to the BS4, BS6
emission standards area unit stricter, whereas makers use this variation to update their
vehicles with new options and safety standards, the largest or the numerous modification
comes within the type of stricter permissible emission norms.

The below table offers Associate in Nursing insight into the modification within the
permissible emission levels of BS6 vehicles compared to BS4 vehicles:
 Fuel Type Pollutant Gases BS6 (BSVI) BS4 (BSIV)

Petroleum Distillate
Nitrogen Oxide (NOx) Limit 60mg 80mg
Vehicle

Particulate Matter (PM) Limit 4.5mg/km -

Diesel Fuel Vehicle Nitrogen Oxide (NOx) Limit 80mg 250mg

Particulate Matter (PM) Limit 4.5mg/km 25mg

HC + NOx 170mg/km 300mg

These area unit emission standards set by the organization Bharat Safety Emission
commonplace (BSEB) to manage the output of pollutants from vehicles plying on the road.
The Central Pollution electrical device, below the Ministry of surroundings and Forest and
global climate change, sets the permissible pollution levels and timeline to implement an
equivalent by vehicle makers.

The abbreviation of ‘BS’ is Bharat Stage and is suffixed with the iteration of the
actual emission norms. The Indian emissions standards area unit supported the lines of
European norms unremarkably called monetary unit a pair of, EURO 3, and so on. the
primary rules with the soubriquet Asian nation 2000 were introduced in 2000, with the
second and third iteration introduced in 2001 and 2005 with the soubriquet BSII (BS2) and
BSIII (BS3), severally.

The fourth iteration BSIV or BS4 was introduced in 2017, and therefore the delay
between the introduction of BS3 and BS4 resulted in fast-tracking the BSVI or BS6 emission
rather than BSV or BS5 norms. every of those emission norms has stricter emission standards
compared to its predecessors.

History
 The first emission norms were introduced in India in 1991 for petroleum distillate,
and 1992 for diesel vehicles. These were followed by making the Catalytic
converter mandatory for petrol vehicles and the introduction of unleaded petrol in the market.

On 29 April 1999, the Supreme Court of India ruled that all vehicles in India have to
meet Euro I or India 2000 norms by 1 June 1999 and Euro II will be imperative in
the NCR by 1 April 2000. Car makers were not prepared for this transition and in a
subsequent judgement the implementation date for Euro II was not enforced.

In 2002, the Indian government accepted the report submitted by

the Mashelkar committee. The committee proposed a road map for the roll-out of Euro based
emission norms for India. It also recommended a phased implementation of future norms
with the regulations being implemented in major cities first and extended to the rest of the
country after a few years.

Based on the recommendations of the committee, the National Auto Fuel policy was
announced officially in 2003. The roadmap for implementation of the Bharat stage norms
were laid out until 2010. The policy also created guidelines for auto fuels, reduction of
pollution from older vehicles and R&D for air quality data creation and health administration.

Overview of the emission norms in India

 1991 – Idle CO limits for petrol vehicles and free acceleration smoke for diesel
vehicles, mass emission norms for petrol vehicles.
 1992 – Mass emission norms for diesel vehicles.
 1996 – Revision of mass emission norms for petrol and diesel vehicles, mandatory
fitment of catalytic converter for cars in metros on unleaded petrol.
 1998 – Cold start norms introduced.
 2000 – India 2000 (equivalent to Euro I) norms, modified IDC (Indian driving cycle),
Bharat Stage II norms for Delhi.
 2001 – Bharat Stage II (equivalent to Euro II) norms for all metros, emission norms
for CNG and LPG vehicles.
 2003 – Bharat Stage II (equivalent to Euro II) norms for 13 major cities.
 2005 – From 1 April, Bharat Stage IV (equivalent to Euro IV[citation needed]) norms for
13 major cities.
 2010 – Bharat Stage IV emission norms for 2-wheelers, 3-wheelers and 4-wheelers
for the entire c0ountry, whereas Bharat Stage IV (equivalent to Euro IV) for 13 major
cities for only 4-wheelers. Bharat Stage IV also has norms on OBD (similar to Euro
III but diluted).
 2017 – Bharat Stage IV norms for all vehicles.
 2018 - Bharat Stage VI fuel norms from 1 April 2018 in Delhi instead of 2020.
 2020 – Bharat Stage VI fuel norms from 1 April 2020 nationwide switching India to
world's cleanest diesel and petrol.