## 1 Introduction  
Initially, the basic function of exhaust systems was removal of exhaust gases from the engine [1, 2], noise reduction [3, 4], and ensuring appropriate exhaust gas pressure to ensure proper combustion in the cylinder chamber [5]. Currently, the additional function of exhaust systems is to control the mixture composition and check the correctness of the combustion process in the engine combustion chambers [6], e.g., by installing the lambda sensor, exhaust gas catalysis, usually in the catalyzer [7] (including the use of various types of catalysts, e.g., Ad-Blue), and exhaust gas filtering from particulate matter (DPF filters). Development work on exhaust systems is currently primarily focused on the following:  
* Noise reduction [8, 9], with passive [10, 11] and active [12] solutions;
* Reducing exhaust emissions [4, 13];* Improving manufacturing [14] and the technology of producing exhaust system components [14; 15]. This is primarily due to the need to ensure exhaust and noise emissions at a level limited by regulations and standards [16; 17]. United Nations Regulation 83 and UN Regulation 154 set emission limits for particle number methodology in light-duty vehicles, while UN Regulation 49 does so for heavy-duty engines. GTR 15 includes the particle number methodology for light-duty vehicles without emission limits, making it the sole Global Technical Regulation to do so [18]. The main toxic components of gases are carbon oxides (CO) [4], hydrocarbons (CH), nitrogen oxides (NO\({}_{\text{x}}\)) [19], soot (heavy metals) [20], carbon black, soot, etc. The requirements for the toxicity of exhaust emissions from new cars were set by law and modeled from the \"Euro\" regulations to solve the problem of air pollution from exhaust gases in most countries. Due to the need to meet requirements set by law, car manufacturers have been given a clear mandate to improve the environmental performance of their vehicles [21]. According to the literature review, this work is carried out for various types of vehicles, from motorcycles [22] to passenger cars [23], trucks, and racing cars [24]. Highway vehicles release about 1.5 billion tons of greenhouse gases (GHGs) into the atmosphere each year--mostly in the form of carbon dioxide (CO\({}_{2}\))--contributing to global climate change. Each gallon of gasoline you burn creates 20 pounds of GHG. That is roughly 5 to 9 tons of GHG each year for a typical vehicle [25]. In 2023, global CO\({}_{2}\) emissions from the transport sector increased by 4.0% [26]. Net global radiative effects of short-lived climate forcers (including aerosols, ozone, and methane) from the gasoline and diesel sectors are +13.6 and +9.4 \(mW\,m^{-2}\), respectively. The annual mean net aerosol contributions to the net radiative effects of gasoline and diesel are \(-\)9.6 \(\pm\) 2.0 and +8.8 \(\pm\) 5.8 \(mW\,m^{-2}\). Aerosol's indirect effects from the gasoline and diesel road vehicle sectors are \(-\)16.6 \(\pm\) 2.1 and \(-\)40.6 \(\pm\) 4.0 \(mW\,m^{-2}\). Renewable fuels achieve better efficiency and lower CO\({}_{2}\), CO, HC, and smoke emissions. Smoke emission reduced by a factor of three with 100% Octanol fuel. In the Tank-to-Wheel (TtW) analysis, all of the renewable fuels have a GHG reduction potential of around 2.5% to 5.5% [27]. In operating conditions, vehicle movement includes acceleration, movement at a constant or close speed, deceleration, which can be carried out with the gear engaged or the engine disconnected from the transmission, as well as using the brakes. For economical fuel consumption and reduction of total harmful emissions when driving in populated areas when approaching a traffic light, the driver should make the most of driving with the engine disconnected (free rolling) and avoid heavy braking [28]. The acceleration performance of a car with a diesel engine largely depends on the type of regulator used on the high-pressure fuel pump. Currently, all-mode and dual-mode regulators are used in transport diesel engines.