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Fact Sheet: Vehicle Emissions Testing in the European Union

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Fact Sheet: Vehicle Emissions Testing in the European Union FACT SHEET: EUROPE JUNE 2016 [email protected] WWW.THEICCT.ORG VEHICLE EMISSIONS TESTING IN THE EUROPEAN UNION THERE IS A GROWING GAP BETWEEN TYPE-APPROVAL AND REAL-WORLD EMISSIONS » The discrepancy between type-approval and limit is 80 mg/km. Real-world emission levels real-world carbon dioxide (CO2) emission are on average about 7 times higher, at levels of new cars in Europe is growing, from about 560 mg/km for Euro 6 diesel cars. For 8% in 2001 to 40% in 2014. As a result, real- comparison, real-world emissions of modern world CO2 emission (and fuel consumption) diesel heavy-duty trucks are about 180 mg/km, levels of new cars have only marginally and of Euro 6 petrol cars about 50 mg/km. decreased in recent years. » Systematic vehicle testing, for example by the » Euro 5 diesel cars are required to meet a German government (see Figure 1), confirms nitrogen oxides (NOX) emission limit of that high real-world NOX emissions are an 180 mg/km, measured according to the New industry-wide problem, not restricted to the European Driving Cycle (NEDC) test procedure confirmed illegal defeat devices present on in the laboratory. For Euro 6 diesel cars, the some Volkswagen models. 3,000 3,000 N1 EURO 5 EURO 6 2,500 2,500 2,000 2,000 1,500 1,500 VW defeat device vehicles emissions (mg/km) X 1,000 1,000 NO 500 500 laboratory emission limit l l l l l l 0 l 0 5 n 0 udi A6 3.0l Audi A3 2.0 Audi A6 2.0 Mazda 6 2.2l A VW Polo 1.2l BMW 216 1.6l Fiat Panda 1.3l BMW 320 2.0 BMW 530 3.0l Volvo V60 20 Jaguar XE 2.0l Opel Zafira 1.6l Ford C-Max 1. Opel Astra 2.0l Hyundai i20 1.1l VW Passat 2.0l VW Beetle 2.0l VW Passat 2.0l VW Golf VII 1.6l uzuki Vitara 1.6l VW Crafter 2.0l Ford Focus 2.0l VW Touran 2.0l Audi A6 V6 3.0l Fiat Ducato 3.0l VW Golf VII 2.0l Ford C-Max 2.0l Honda HR-V 1.6l VW Amarok 2.0l Opel Insignia 2. S Toyota Auris 2.0l VW Golf Plus 1.6l Hyundai ix35 2.0l Smart fortwo 0.8l Dacia Sandero 1.5 Renault Kadjar 1.5l Nissan Navara 2.5l Renault Kadjar 1.6l VW Sportsvan 2.0l Mitsubishi ASX 2.3l Jeep Cherokee 2.0l Chevrolet Cruze 2.0 VW Touareg V6 3.0l Peugeot 308 SW 1.6l Mercedes Sprinter 2.1l Porsche Macan 3.0l V6 Alfa Romeo Giulietta 2.0l Mercedes V250 Bluetec 2.1l Mercedes C 220 Bluetec 2.1l VW Golf VII 1.6l Blue Motio Mercedes S 350 Bluetec 3.0l Land Rover Range 3.0l Land Rover Range Evoque 2.0 Figure 1. Overview of recent laboratory and on-road vehicle emissions test results by the German Ministry for Transport (lower level corresponds to NEDC laboratory test, upper level to max. on-road test result). FACT SHEET VEHICLE EMISSIONS TESTING IN THE EUROPEAN UNION UNDERLYING REASONS INCLUDE LOOPHOLES AND A LACK OF ENFORCEMENT » For CO2 and fuel consumption, the NEDC » For diesel car NOX emissions, recent testing testing procedure includes a number confirms thatvehicle manufacturers are of regulatory loopholes that vehicle applying a wide range of defeat devices that manufacturers are increasingly exploiting. reduce or shut off the exhaust aftertreatment Loopholes exploited as part of the so-called under conditions that are outside the NEDC coastdown testing by themselves explain testing procedure. These include ambient about one-third of the overall discrepancy level temperatures below 20°C and above 30°C or for CO2 and fuel consumption. For example, velocities above 145 km/h. To justify using these vehicle manufacturers can select tires with defeat devices, vehicle manufacturers claim particularly low rolling resistance, harden that there is need for protecting the engine or them in an oven and overinflate them prior to emission aftertreatment against damage. testing. In addition, some vehicle technologies » There is competition between Type Approval are specially optimized for the NEDC Authorities (TAA) and also between Technical (for example, stop-start testing procedure Services (TS), as vehicle manufacturers can technology), and the air conditioning is turned choose freely when commissioning the type- off during testing. approval of a new vehicle model. This results in a potential conflict of interest for TAA’s and TS’s. A SOLID VEHICLE EMISSIONS TESTING SYSTEM WILL REQUIRE SEVERAL PILLARS » For the future it is important to cover a wide allow independent laboratories to carry out range of driving conditions when testing vehicle testing, and to regain the public trust. vehicle emissions. The Worldwide Harmonized » Currently in the EU, vehicle manufacturers do Light Vehicles Test Procedure (WLTP) will not inform the authorities about the use of provide wider coverage and should be alternative aftertreatment strategies. In the introduced as planned by September 2017. future, if a vehicle manufacturer wishes to It is important to recognize that the WLTP is deploy such a defeat device, the details of the only a partial solution, as it will be limited to functioning of the defeat device as well as laboratory testing and it is likely to introduce detailed reasoning should be provided to the new loopholes. authorities for approval. The EU must also issue » The Real Driving Emissions (RDE) test will, for guidance to clarify how to evaluate and approve the first time,include on-road testing of new or reject claims of exception to the vehicle vehicles as part of the type approval procedure. emissions control defeat device prohibition. As a next step, the RDE should be extended to » Independent confirmatory testing is currently cover cold-start emissions, higher loads, as well not foreseen in the EU, unlike in the U.S. where as CO emissions and fuel consumption. 2 the authorities periodically re-test randomly » Vehicle type-approval documents in Europe selected vehicles (see Figure 2). Furthermore, are currently kept secret and should be independent testing of in-use emissions of available to the public. For example, vehicle vehicles will need to be introduced in the EU manufacturers and Type Approval Authorities as well. If deviations between type-approval refuse to disclose vehicle coastdown results emission results and re-tests from independent that are a critical input to laboratory test bodies are found, penalties should be enforced. procedures. In the U.S., the same information Such an enforcement system will require is freely accessible online, provided by the U.S. adequate resources and expertise within the Environmental Protection Agency. The same authorities at the EU and/or Member State level. level of transparency is needed in the EU to FACT SHEET VEHICLE EMISSIONS TESTING IN THE EUROPEAN UNION REGULATOR REGULATOR REGULATO R REGULATO R Coast-down testing Laboratory testing Conf. of Production In-use surveillance • no confirmatory testing • no confirmatory testing • check quality system • only some Member States • no confirmatory testing • no legal consequences MANUFACTURER MANUFACTURER MANUFACTURE R MANUFACTURE R Coast-down testing Laboratory testing Conf. of Production In-use surveillance • results not public • “representative” vehicle • random samples • only for exhaust (CO2); tested in NEDC CO2 allowed 8% higher emissions, not CO2 VEHICLE DESIGN AND BUILD 0 km 80,000 km MANUFACTURER MANUFACTURER MANUFACTURER + REGULATOR MANUFACTURER Coast-down testing Laboratory testing Selective In-use surveillance • results public • highest emission vehicle Enforcement Audit • at 16,000 + 80,000km • 90% production; 5 cycles • about 2,000 tests REGULATOR REGULATOR • regulator can, early on, REGULATO R Coast-down testing Laboratory testing require testing of In-use surveillance vehicles pulled straight • periodic confirmatory • confirmatory testing for from the assembly line • randomly and targeted testing of in-use vehicles about 15% of vehicles selected vehicles Figure 2. Overview of the EU and U.S. vehicle emissions testing and enforcement schemes. MORE INFORMATION » The European Real-Driving emissions » The future of vehicle emissions testing and regulation: http://www.theicct.org/european- compliance—Aligning regulatory requirements, real-driving-emissions-regulation customer expectations, and environmental performance in the EU: http://www.theicct.org/ » Defeat devices under the U.S. and EU passenger future-of-vehicle-testing vehicle emissions testing regulations: http://www.theicct.org/european-real-driving- » Results of the German transport ministry’s emissions-regulation post-VW vehicle testing: http://theicct.org/ blogs/staff/first-look-results-german-transport- » From Laboratory to Road – A 2015 update of ministrys-post-vw-vehicle-testing official and “real-world” fuel consumption and CO2 values for passenger cars in Europe: http:// » Results of post-VW diesel vehicle testing in www.theicct.org/laboratory-road-2015-update France, UK: http://theicct.org/blogs/staff/first- look-results-post-vw-diesel-vehicle-testing- » Official vs. real-world road-load parameters france-uk in EU vehicle efficiency testing: http://www. theicct.org/effect-roadload-coeffs-co2- » Defeat device testing in the EU: So far, not emissions-eu so good: http://www.theicct.org/blogs/staff/ defeat-device-testing-eu-so-far-not-so-good » Real-world exhaust emissions from modern diesel cars: http://www.theicct.org/real-world- » The emissions test defeat device problem in exhaust-emissions-modern-diesel-cars Europe is not about VW: http://www.theicct. org/blogs/staff/emissions-test-defeat-device- » NOX control technologies for Euro 6 diesel problem-europe-not-about-vw passenger cars: http://www.theicct.org/ nox-control-technologies-euro-6-diesel- passenger-cars CONTACT: Peter Mock | +49 30 847129-102 | [email protected] The International Council on Clean Transportation is an independent nonprofit organization founded to provide first-rate, unbiased research and technical analysis to environmental regulators.
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