Stopped Cold: Mercedes Sales Blocked in France

The French environment ministry ordered the ban in response to the German carmaker’s defiance of a European Union regulation on the refrigerants permitted in automotive air-conditioning systems, and the ministry says that it won’t back down until Daimler, the parent of Mercedes, complies. The European Union, though supportive of France’s position, has agreed to step in and referee to keep the squabble from spreading.

Why such an uproar over a matter as arcane as an air-conditioning refrigerant?

The ban on registrations was put in place after Mercedes refused to switch to a refrigerant compound that is considerably more climate-friendly than the one currently used in almost all car air-conditioning systems. Mercedes contends that in its crash tests and other independent safety research, the replacement material was flammable in cases where it leaked onto hot engine parts, and that it produced a dangerous gas when burned — increasing the potential harm to passengers in an accident.

European regulators have agreed to review the German test results as part of the process of resolving the tiff. Because of the safety concerns, Germany’s Federal Motor Transport Authority approved the new models for sale with the current refrigerant, a position that escalated the matter from a disagreement over technology to a political dispute.

The issue is of interest to American automakers, as regulators in the United States are likely to consider the new European rules. Naturally, it would benefit the global auto industry to select one common refrigerant for all markets, making it possible to build a single air-conditioning system for domestic and export models.

The imbroglio heated up in the 1970s, when the refrigerant compound known as R-12, a chlorofluorocarbon, was deemed a threat to the earth’s protective ozone layer. Like other fluorocarbons, it was outlawed and replaced with supposedly benign alternatives. In the case of vehicles, an ozone-friendly compound known as R-134a took its place. The move is generally regarded to have been effective: since the worldwide shift away from fluorocarbons, the ozone hole has not only stopped growing, it has actually contracted.

But R-134a was found to have its own warts, namely that when leaked, the fluid serves as a potent greenhouse gas, packing a punch 1,400 times as great as carbon dioxide, the Environmental Protection Agency says. When that property came to the attention of the European Union, it mandated that as of 2011 any refrigerant with a global warming potential more than 150 times that of carbon dioxide would be forbidden in all newly engineered models. By 2017, this ban would apply to all new vehicles sold.

In the search for substitute compounds for R-134a, nonflammable carbon dioxide was championed as a viable alternative, and Mercedes announced this month that it would continue to develop CO2-based systems. Carbon dioxide is commonly used as an industrial refrigerant — worldwide by the Coca-Cola Company, for instance — and is cheap and abundant.

But converting to carbon dioxide-based climate control systems, which require high operating pressures, would entail hardware modifications costing around $130 per vehicle, according to Jürgen Resch, director of the watchdog group German Environmental Aid, based in Berlin.

In Europe, automakers chose a new refrigerant developed by Honeywell International and DuPont, called R-1234yf, that has a far lower global warming potential than R-134a (only four times that of carbon dioxide, according to the E.P.A.) and can replace it without any changes to the hardware under the hood. Honeywell and DuPont control the global supply of R-1234yf, and the companies are forecast to reap billions of dollars in sales.

Mercedes originally complied with the refrigerant directive, but its safety tests showed R-1234yf to be flammable, a finding that watchdog groups agreed with.

“The Daimler tests weren’t the first that showed R-1234yf to be extremely dangerous,” Mr. Resch said. “Four years ago, independent testing came to these conclusions, but at the time the likes of Daimler didn’t want to listen. We were surprised but pleased to see they eventually came to the same conclusion.”

Late last year, Mercedes recalled cars fitted with R-1234yf-based cooling systems, saying the company would return to R-134a until a better substitute was found.

France says it will remain steadfast. The registrations of noncompliant Mercedes models “will remain forbidden in France as long as the company does not to conform to European regulations,” the environment ministry told Reuters.

The blocked models account for most of Daimler’s French business and 2 percent of its global sales. Daimler is contesting the ban in court, and a hearing was scheduled for Aug. 23.

The tussle might lead to a better solution for all parties, including American carmakers. Proponents of carbon dioxide, water and air-based air-conditioning systems say that Honeywell and DuPont squeezed them out of the competition before they could get a fair hearing.

The German automakers, at least, are ready to look again. According to Der Spiegel, the German weekly, an air-cooled air-conditioner is nearly ready for market and would already be on the road had the playing field for a replacement system been level. 

Most Android threats would be blocked if phones ran latest Android version, report says

Over three quarters of Android threats are malicious apps that send SMS messages to premium rate numbers and could be mitigated by a protection feature present in Android 4.2, according to researchers from networking vendor Juniper Networks.

 

However, because manufacturers and carriers fail to update Android end user devices in a timely fashion, only 4 percent of devices currently run Android 4.2, even though this version was released more than six months ago.

 

From March 2012 to March 2013 the number of mobile threats grew by 614 percent to reach a total of 276,259 malicious samples, researchers from Juniper Networks’ Mobile Threat Center (MTC) said in a report released Wednesday. Of those malicious applications, 92 percent target the Android operating system, they said.

 

The surge of Android malware in the past two years is consistent with the findings of other security vendors that track mobile threats. This growth is primarily driven by Android’s “commanding share” of the global smartphone market, the Juniper researchers said.

 

The majority of Android malware, 77 percent, are apps that earn money for their creators by either requiring users to send SMS messages to premium rate numbers or by surreptitiously sending such messages on their own. These threats usually masquerade as legitimate applications or come bundled in pirated apps.

 

The Juniper researchers estimate that every successful attack using such an app can bring an immediate profit of $10 for the attacker on average.

 

Android 4.2 introduced a feature that detects attempts to send SMS messages to special rate numbers, also known as short codes, and prompts users for confirmation. Unfortunately, due to the Android market fragmentation, only 4 percent of Android devices are currently running Android 4.2.x.



This estimation is based on data collected from Google Playover a 14-day period ending on May 1, 2013, the Juniper researchers said. Based on the same data, the most common versions of Android found on devices are Android 2.3.3 to 2.3.7, also known as “Gingerbread,” with a 36.4 percent coverage and Android 4.0.3 and 4.0.4, also known as “Ice Cream Sandwich,” with 25.5 percent.

 

The lack of regular updates for Android devices contributes to the growth of Android malware, because the latest protections added by Google to the operating systems reach users too late or never, the researchers said.

 

The second most common type of Android threats are spyware applications that capture and transfer sensitive user data to attackers. These account for 19 percent of all malicious samples collected by Juniper’s MTC.

 

Some information-stealing Android Trojan apps discovered during the past year and distributed through drive-by downloads or phishing emails could also pose a threat to enterprise environments, the Juniper researchers said.



Data collected from enterprise mobile devices running Juniper’s Junos Pulse endpoint collaboration and security software showed at least one infection on 3.1 percent of such devices.

 

While that figure is not large enough to raise a significant alarm, it is proof that the threat of mobile malware to corporate devices is not only theoretical, the Juniper researchers said. “We expect the presence of mobile malware in the enterprise to grow exponentially in the coming years.”