The average gap between real-world figures and
drive cycle test results is growing across the industry. This may suggest that
Volkswagen is not the only guilty party when it comes to fixing figures, says
Transport & Environment (T&E).
A recent report titled “Mind the Gap 2015”
by T&E suggests that some new cars, notably the Mercedes A-, C- and
E-Class, BMW 5 Series and Peugeot 308, are consuming 50 per cent more fuel in
on-road tests than in test laboratories.
When considering all European OEMs collectively, T&E believes that
the gap between official test results and real-world figures for emissions and
fuel economy “has become a chasm.” Between 2001 and 2014, the gap increased to
40 per cent. Without appropriate action, the organisation suggests this figure
“will likely grow to 50 per cent on average by 2020.”
Greg Archer, clean vehicles manager at T&E, comments: “Like the air
pollution test, the European system of testing cars to measure fuel economy and
CO2 emissions is utterly discredited. The Volkswagen scandal was just the tip
of the iceberg and what lies beneath is widespread abuse by carmakers of
testing rules enabling cars to swallow more than 50% more fuel than is
claimed.”
He implies that simple “known factors” do not account for the size of
the gap between test figures and real-world figures. While this does not
necessarily mean that other OEMs are using so-called defeat devices to
manipulate results, Archer thinks it is vital for EU governments to unearth the
reasons behind the discrepancies.
“This widening gap casts more doubt on how carmakers trick their
customers in Europe to produce much better fuel efficiency in tests than can be
achieved on the road,” he observes. “The only solution is a comprehensive
investigation into both air pollution and fuel economy tests and all car
manufacturers to identify whether unfair and illegal practices, like defeat
devices, may be in use. There must also be a comprehensive overhaul of the
testing system.”
On 6 October 2015, the European Commission’s regulatory committee (TCMV)
met with member states to discuss plans for creating real driving emissions
(RDE) test procedures, which would replace the current New European Driving
Cycle (NEDC) tests in order to accurately represent vehicle emissions and
efficiency.
The addition of an RDE package was already slated to come into effect in
Europe by 2017, after being voted for in May 2015. But the meeting served to
highlight key elements in the proposed legislations, and the European
Automobile Manufacturers Association (ACEA) is confident that this was a step
in the right direction, as the automotive industry has been calling for proposals
for years.
“Our industry is committed to contributing constructively to the efforts
of the Commission and member states to upgrade emissions testing,” affirms Erik
Jonnaert, ACEA Secretary General.
Many industry experts believe that RDE test procedures could go a long
way in accurately measuring emissions. Although he is eager to move forward and
believes the implementation of RDE test procedures would be positive, Jonnaert
warns: “It is important to proceed in a way which allows manufacturers to plan
and implement the necessary changes, without jeopardising the role of diesel as
one of the key pillars for fulfilling future CO2 targets.”
Jonnaert thinks there is a danger that diesel may now become
over-regulated. How can the industry move forward without ‘jeopardising’
diesel?
“Clarity and predictability will enable manufacturers to continue
investing in technologies that meet even higher standards and contribute to the
fight against climate change,” he concludes.
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