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HomeImpact of WLTP introduction on CO2 emissions from M1 and N1 vehicles
Evidence from type-approval and 2018 EEA data
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The analysis of official type-approval documents covering the period September 2017 - August 2018 and which were uploaded in the ETAES platform has given a first insight of the impact of the introduction of the WLTP procedure on declared and measured CO2 emissions. The first topic analysed was the ratio between declared WLTP and NEDC emissions. On average, this ratio is higher for diesel ICE vehicles compared to gasoline ICE vehicles. The mean ratio for diesel VH was 1.26 for M1 category and 1.28 for N1 and for VL 1.18 for M1 and 1.22 for N1 category. The 2018 EEA data showed an average ratio of 1.25 for M1 and 1.27 for N1 category. For gasoline ICE vehicles the mean ratio for VH is 1.16 for M1 1.19 for N1 category and for VL 1.13 for M1 and 1.14 for N1 category. The 2018 EEA data show an average ratio of 1.19 for M1 1.16 for N1 category. The highest average ratio for diesel and gasoline VH was calculated for OEM_3 group and for VL for OEM_15 (diesel) and OEM_3 (gasoline) groups. The 2018 EEA registrations data show the highest average ratio coming from OEM_3 (diesel) and OEM_11 (gasoline) groups. For NOVC-HEVs and OVC-HEVs the data sets analysis were much smaller and any conclusions drawn should be treated with caution. The mean WLTP/NEDC ratio for NOVC-HEVs was 1.22 (VH) and 1.18 (VL), which is higher than that of gasoline ICE vehicles. For all OVC-HEVs analysed (weighted-combined CO2 emissions) the ratio for VH is 1.13, but with a range from 0.34 to 1.44 and for VL the average was 1.03 (range: 0.31-1.32). In the 2018 EEA data NOVC-HEVs and OVC-HEVs could not be distinguished. Analysis of Emission type-approval documents (ETA) revealed that for the majority of IP families analysed (70% for VH and 73% for VL) the declared WLTP values were less than 5% higher than the WLTP measured values. In 26% of cases for VH and 23% for VL the over-declaration was between 5% and 10%. In only 4% of cases for VH and 4% for VL OEM’s over-declaration was above 10% (but always below 20%). In total, 18% (266) of IP families are type-approved with only vehicle high (VH), which leads to higher CO2 emissions compared to the interpolation approach. Some OEMs are only type-approving VH (OEM_13, OEM_16, OEM_17, OEM_18, OEM_19, OEM_21, OEM_22, OEM_23, OEM_24, OEM_25, OEM_27, OEM_28), but except OEM_13, the other OEM groups have very low registrations. OEM groups with high registrations (more than half million) and high % of IP families with only VH are: OEM_7 (24%), OEM_5 (22%), OEM_2 (20%), OEM_9 (7%), and OEM_3 (6%). OEM_12 and OEM_10 are another OEMs with high % of IP families with only VH (91% and 73%, respectively) and registrations higher than 200,000. Various inconsistencies and issues have been identified in the data collected. Such inconsistencies should be addressed to ensure correct implementation of the legislation and a level playing field.
- Published:
- Corporate author(s): Joint Research Centre (European Commission)
- Personal author(s): Chatzipanagi, A ; Pavlovic, J ; Fontaras, G ; Komnos, D
- Themes: Research policy and organisation
- Subject: approval , combustion gases , motor vehicle pollution , pollution control measures , reduction of gas emissions , research report , technical specification
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| ISSN 1831-9424 | ISBN 978-92-76-22766-3 | DOI 10.2760/39262 | Catalogue number KJ-NA-30390-EN-N |
- Released on EU publications website:
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