+
NEW
CAR
FUEL
CONSUMPTION
AND
EMISSIONS
FIGURES
MAY
2005
VCA
INTRODUCTION
Climate Change, often referred to as Global Warming,
is considered to be one of the greatest environmental threats facing the World
today. When petrol, diesel or certain
alternative fuels are burnt for energy in an engine the main by-products are
water and Carbon Dioxide (CO2).
Carbon Dioxide, although not directly harmful to human health, is the
most significant of the greenhouse gases contributing to Climate Change. Cars make a significant contribution to
overall emissions of CO2 in the UK. Additionally, and especially in urban areas, road transport is
also one of the major sources of emissions which are harmful to human health.
The purpose of this information is to aid consumers in making an informed choice when buying a new car. It lists the fuel consumption, CO2, and other emissions performance figures of NEW cars, currently on the market in the UK. It also seeks to advise on key environmental issues as well as giving guidance on ways of reducing the impact of cars on the environment. The figures shown are obtained during official tests, which are required before a model of car can be offered for sale. Figures are listed for most new petrol and diesel cars on sale in the UK as well as for some cars powered by alternative fuels (Liquid Petroleum Gas/Compressed Natural Gas) and some hybrid vehicles, which use both electric and internal combustion engines.
Important Note
It should be noted that as the
fuel consumption figures quoted are obtained under specific test conditions,
they may not be achieved under ‘real life’ driving conditions. However the figures serve as a means of
comparing models. In addition, several
different specifications (variants/versions) of a given model may be grouped
together in the list. These figures are
therefore indicative only. A definitive
figure for a given specification will be available at the point of sale.
A searchable version of the data
is available through the VCA website www.vcacarfueldata.org.uk as is some
historic information. It should be
noted that the web version of this booklet is updated between publications so
will contain the most up to date information.
CARS AND CARBON DIOXIDE
As mentioned above, Carbon Dioxide is
the most important of the greenhouse gases which are contributing to Climate
Change. Unless action is taken to
reduce greenhouse gas emissions, such as Carbon Dioxide, the whole pattern of the
World's weather could change, increasing the frequency and intensity of
heatwaves, floods, droughts and storms.
Compared to improvements in the emissions of toxic
pollutants, there has been less progress on reducing CO2 from
cars. For a given type of fuel the CO2
emissions of a car are directly proportional to the quantity of fuel consumed.
Until recently the average fuel consumption of new cars was unchanged relative
to that in the mid 1980’s. This was
because while engines have become more efficient over this period, average
vehicle mass has increased due to additional features to meet crash safety
requirements and the widespread addition of features such as power assisted
steering and air conditioning. However,
there are signs that in the last few years average fuel consumption has begun
to drop in response to voluntary agreements by vehicle manufacturers to reduce
CO2 emissions.
There is no easy technical way to deal
with CO2. The best way to
reduce it and the other emissions is to use the car only when it is necessary
and to walk or use public transport where possible. When you are choosing a vehicle and you have selected the most
appropriate class of vehicle for your needs, choose the most fuel efficient
vehicle in that group. The fuel
consumption of similar size cars can vary as much as 45%.
At the Kyoto Conference on Climate Change in December 1997
all developed countries agreed to legally binding targets to reduce their
greenhouse gas emissions in response to warnings over global climate
change. Following this the European
Commission and the European Automobile Manufacturers Association (ACEA) came to
an agreement in July 1998 that committed ACEA to reduce the CO2
emissions from new passenger cars by over 25% to an average CO2 emission
figure of 140 g/km by 2008. This is one
of the most significant industry agreements on reducing greenhouse gas
emissions and it has led to more fuel efficient vehicles being brought to the
market. Similar voluntary agreements
have now been reached with Japanese and Korean motor manufacturers.
In the UK, a number of steps have been
taken to promote the purchase and use of more efficient vehicles:
·
In the March 2001 Budget the Chancellor
announced the extension of the lower rate of Vehicle Excise Duty (VED) to cover
cars in the Private and Light Goods (PLG) taxation class with an engine size of
1549cc or less.
·
Since March 2001, a system of Graduated
VED has been in operation for new cars based primarily on their level of CO2
emissions.
·
Since April 2002, Company Car Tax has been
based on the CO2 emissions of the vehicle provided to an employee
for their private use.
CARS
AND AIR POLLUTION
The other pollutants from petrol, diesel and alternative fuel engines are mainly Carbon Monoxide, Oxides of Nitrogen, un-burnt Hydrocarbons and fine particles. The first three are gases and are invisible. Fine particles are usually invisible although in certain operating conditions diesels will produce visible particles, appearing as smoke. Petrol engines will also produce visible particles if they are burning engine oil or running rich, for example, following a cold start. Unlike CO2, emissions of these pollutants are not directly linked to fuel consumption. Pollutant levels are more dependant on vehicle technology and the state of maintenance of the vehicle. Other factors, such as driving style, driving conditions and ambient temperature also affect emission of pollutants. However, as a starting point new passenger cars must meet minimum EU emissions standards.
The main exhaust
gas pollutants and their effects are described in more detail below:
CO - Carbon Monoxide reduces the blood’s
Oxygen carrying capacity which can reduce availability of Oxygen to key
organs. Extreme levels of exposure,
such as might occur due to blocked flues in domestic boilers, can be
fatal. At lower concentrations CO may
pose a health risk, particularly to those suffering from heart disease.
NOx - Oxides of Nitrogen react in the
atmosphere to form Nitrogen Dioxide (NO2) which can have adverse
effects on health, particularly among people with respiratory illness. High levels of exposure have been linked
with increased hospital admissions due to respiratory problems, while long term
exposure may affect lung function and increase the response to allergens in
sensitive people. NOx also contributes to smog formation, acid rain, can damage
vegetation and contributes to ground level Ozone formation.
Particles - Fine particles can have an adverse
effect on human health, particularly among those with existing respiratory
disorders. Particles have been
associated with increased hospital admissions due to respiratory problems and
bringing forward the deaths of those suffering from respiratory illnesses.
HC - Hydrocarbons, contribute to ground
level Ozone formation leading to risk of damage to the human respiratory
system. In addition, some kinds of HCs are carcinogenic and they are also
indirect greenhouse gases.
Of the above, Nitrogen Dioxide
and fine particles are considered to be two of the most significant air
pollutants, especially in urban areas. The Government is convinced that action to reduce harmful emissions must
continue. Its approach to tackling air
pollution is set out in the Air Quality Strategy for England, Scotland, Wales
and Northern Ireland. This sets health
based standards for eight main air pollutants, from which air quality
objectives are derived, together with a timescale for their achievement. The Strategy identifies the action required
at a national and international level, and the contribution industry, transport
and local government can make to ensure objectives are met.
Emissions of the above pollutants are
being reduced by improving the quality of fuels and by setting increasingly
stringent emission limits for new vehicles.
As an example it would take 50 new cars to produce the same emissions
per kilometre as a vehicle made in 1970.
For the last twenty years emission limits have been set at a European
level and are quoted in grams of pollutant per kilometre travelled.
In 1992 exhaust emission limits, (generally referred to as the Euro I standards) were introduced for new cars which resulted in the fitting of advanced emission control techniques, e.g. catalysts. More stringent emission limits came into effect in 1997 and 1998, depending on vehicle type, and are known as Euro II.
Stricter emission requirements,
generally referred to as Euro III, were introduced with effect from 1st January
2000 and, for the majority of vehicles, came into full effect on 1st January
2001. Vehicles which meet this standard
are listed in Part B of the booklet. A further tightening of the emissions
limits, referred to as Euro IV, began on the 1st January 2005 and
will be fully in force by 1st January 2007. Some manufacturers have
chosen to approve cars to Euro IV
limits ahead of time and these are listed in Part A of the booklet.
The external noise emitted by passenger
cars has been controlled since 1929 when the Motor Cars (Excessive Noise)
regulations were introduced. Since 1973
new cars have been required to meet Europe-wide noise limits. These have been progressively reduced from
82 decibels (dB(A)) in 1976 to the current limit of 74 dB(A). This means it would take 7 new vehicles to
make the same amount of noise as a vehicle that just meets the pre-1976 limits.
When looking at the tables it should be
noted that off-road vehicles are allowed to be 1dB(A) louder, as are direct
injection diesels and these are cumulative i.e. the limit for an off-road
vehicle with a direct injection diesel is 76 dB(A).
This information contains data on vehicles running on
petrol and diesel, as well as ‘alternative’ fuel Liquefied Petroleum Gas (LPG),
Compressed Natural Gas (CNG) and hybrid vehicles.
The different fuels have different merits from an
environmental perspective. Compared to
petrol, diesel vehicles have significantly lower CO2 emissions per
kilometre travelled because of the higher efficiency of diesel engines and
hence have a lower impact on climate change. Diesel vehicles also emit lower
levels of CO and HC than equivalent petrol vehicles. However diesel engines
emit greater levels of NOx and Particles than new petrol vehicles. As mentioned
earlier, emissions of such pollutants are an air quality issue, particularly in
urban areas.
LPG and CNG cars are generally converted from petrol
fuelled cars, either by the original manufacturer or by an aftermarket
converter. For reasons of practicality, CNG and LPG vehicles tend to be bi-fuel
vehicles, which means they can run on either petrol or the gaseous fuel. LPG
fuelled vehicles tend to fall between petrols and diesels in terms of CO2
performance, this is due to the lower carbon and higher energy content by mass
of the fuel. In addition LPG vehicles tend to have lower CO and HC emissions
compared to an equivalent petrol vehicle. CNG offers even lower CO2
emissions than LPG, typically on a par with diesels. This is coupled with low
CO, HC and Particle emissions. The durability of the emissions performance of
LPG and CNG vehicles will depend upon the quality of the conversion. New LPG
and CNG fuelled vehicles are required to meet the same emissions limits at type
approval as petrol engines. As emissions limits for petrol and diesel engined
vehicles become tighter the gap in emissions performance between LPG and
conventional fuels is narrowing.
Hybrid vehicles combine an internal combustion engine with
an electric motor and battery. There are various ways in which hybrid vehicles
can operate, for example the electric motor can be used to provide additional
power during acceleration and high load conditions. The battery can then be
recharged by the internal combustion engine or from energy absorbed during
braking. Hybrid vehicles offer reduced fuel consumption and CO2 with
potentially lower emissions of all pollutants.
The Government is planning to introduce new programmes in 2005 to promote low emissions vehicles regardless of the technology used. These programmes will replace the current Powershift programme and will provide purchase grants for the best performing conventional vehicles as well as vehicles using new technologies, including hybrid and electric vehicles.
HINTS FOR LESS
ENVIRONMENTAL DAMAGE
·
Try
to avoid using your car for short journeys - use public transport, ride a
bicycle or walk.
·
Plan
ahead - choose uncongested routes, combine trips, car share.
·
Cold
starts - drive off as soon as possible after starting.
·
Drive
smoothly and efficiently - harsh acceleration and heavy braking have a very
significant effect on fuel consumption, driving more smoothly saves fuel.
·
Slow
down - driving at high speeds significantly increases fuel consumption.
·
Use
higher gears, as soon as traffic conditions allow.
·
Switch
off - sitting stationary is zero miles per gallon, switch off the engine
whenever it is safe to do so.
·
Lose
weight - don’t carry unnecessary weight, remove roof racks when not in use.
·
Regular
servicing helps keep the engine at best efficiency.
·
Keep
the pressure up - make sure the tyres are inflated to the correct pressure for
the vehicle.
·
Do
not compromise safety but be aware that the use of onboard electrical devices
increases fuel consumption.
·
Check
your fuel consumption - it will help you get the most from the car, changes in
overall fuel consumption may indicate a fault.
·
Use
air-conditioning sparingly - running air-conditioning continuously will
increase fuel consumption significantly.
HOW TO USE THE DATA TABLES
The data tables are split into the following Parts:
Part A Vehicles that meet Euro IV
Emission Limits (Highest Standard)
Part B Vehicles that meet Euro III
Emission Limits
Important
Note
·
Some cars may appear in more than one Part
of the data table. The reason for this is that different specifications of the
vehicle model in question have been approved to different exhaust emissions
limits (e.g. Euro III or IV). Changes in exhaust emission levels do not
necessarily result in a change in model description. In view of this, all of the Parts should be examined when
searching for a vehicle. The presence
of a Vehicle Identification Number (VIN) in the model description indicates the
point from which a given vehicle met the Euro standard in question. If you select a car in a given Part make
sure that the dealer understands that you require a car approved to the limits
applicable to that Part.
In using the tables of information, it may be helpful to
note the following:
·
models
are listed under the name of the manufacturer or importer.
·
the
figures are obtained by running an example of the listed vehicle over a fixed
route in a laboratory on a rolling road under closely controlled
conditions. The test cycle is described
later in the text.
·
the
results of the fuel consumption tests are shown both in litres per 100
kilometres (l/100km) and in miles per gallon (mpg). A conversion chart and
conversion factors are given at the end of the text.
·
CO2
emissions and the results of the exhaust emissions test are shown in
grammes per kilometre (g/km).
·
the
fuel cost of driving 12000 miles is calculated using the combined fuel
consumption figure and an average fuel price which is assessed each year. Currently it is 80p/litre for petrol, and
84p/litre for diesel and 39p/litre for LPG.
·
the
external noise emitted by a car is shown in decibels as measured on the A scale
of a noise meter (dB(A)). The A scale
was devised to ‘weight’ the reading of a noise meter so it more closely
represented what is heard by the human ear. The noise test is described in more
detail later.
·
It is important to note that figures shown
in the text are for comparison of different models and will not necessarily be
the same as the fuel consumption, emissions levels, or noise levels actually
achieved on the road. For this reason
it is not advisable to rank a number of vehicles for which very similar figures
are quoted.
·
The test to test variability in type
approval emission figures (on the far right of the tables) means they are of
only limited value in comparing vehicles and caution should be exercised when
considering these figures. More detail
is given later in the text.
·
Low
volume manufactures can use figures obtained from US type approval tests to
gain approval for sale within the EU. The test cycle used for the US type
approval is different to the European test cycle and therefore the figures
obtained are not directly comparable.
The models listed below have been tested
to US test procedures, and achieved the figures listed.
|
Model |
CO in g/km |
HC in g/km |
NOx in g/km |
|
Bentley Arnage R |
0.355 |
0.038 |
0.053 |
|
Bentley Arnage T |
0.355 |
0.038 |
0.053 |
|
Bentley Arnage RL |
0.355 |
0.038 |
0.053 |
|
Lamborghini Diablo 132 |
1.180 |
0.075 |
0.186 |
|
Lamborghini Diablo 132 SE |
1.180 |
0.075 |
0.186 |
|
Lamborghini Diablo Roadster
L144 |
1.180 |
0.075 |
0.186 |
|
Aston Martin DB7
Vantage (Coupé & Convertible) Automatic |
0.472 |
0.050 |
0.044 |
|
Aston Martin DB7 Vantage
(Coupé & Convertible) Manual |
0.304 |
0.044 |
0.037 |
|
Aston Martin DB7 GT |
0.286 |
0.155 |
0.249 |
|
Aston Martin DB7 GTA |
0.472 |
0.050 |
0.044 |
· CO2 Information - The CO2 figures shown are representative of the vehicle tested and may vary between specifications (variants/versions) of a given model. As such the figures are indicative only. A definitive figure for a given specification (variant/version) will be available at the point of sale.
Vehicle Excise Duty (VED) - From March 2001 a vehicle’s CO2 figure has
been used as the basis for applying VED, or "Road Tax" rates for new
passenger cars. The vehicle’s CO2
figure is shown on the V5 (Registration Document). Further information can be
found on the DVLA web site http://www.dvla.gov.uk/newved.htm. A VED calculator is available on the VCA
website www.vcacarfueldata.org.uk . The purpose of
this calculator is to provide an indicative view of the VED that may be payable
on a given car.
Company Car Tax – From April 2002 the benefit-in-kind tax charged for company cars has been based on the CO2 emissions of a vehicle. This will apply to all company cars registered from January 1998 onwards. Further details can be found on the Inland Revenue website www.inlandrevenue.gov.uk/cars. For cars registered from March 2001, the CO2 figure used to calculate company car tax will be that shown on the car’s V5 (Registration Document). An arrangement has been made with the Society of Motor Manufacturers & Traders (SMMT) to supply historic CO2 information for cars registered between January 1998 and March 2001. This data can be accessed through the SMMT website at http://www.smmt.co.uk/co2/co2intro.cfm
To give a comparison and to show what is achievable, the tables below show the ten best petrol and ten best diesel cars in terms of CO2 emissions. All the models shown are selected from the full list. The fuel cost is given for comparison purposes, for any given vehicle it will depend on the actual fuel consumption achieved and the price you pay for fuel. A similar table will be included for Alternative Fuel vehicles as more information becomes available. The purpose of the tables below is to provide a representative sample. Consequently where there are several specifications of a vehicle model with similar fuel consumption figures, only a single entry is given below.
|
Ranking |
Make |
Model |
Engine Capacity
cc |
Transmission |
CO2
g/km |
Fuel Consumption
(mpg) |
Fuel Cost of driving 12000 Miles (£'s) |
|
1 |
HONDA |
Insight |
995 |
5MT |
80 |
83.1 |
525 |
|
2 |
TOYOTA |
Prius |
1497 |
E-CVT |
104 |
65.7 |
664 |
|
3 |
PEUGEOT |
107 |
998 |
M5 |
109 |
61.3 |
712 |
|
4 |
TOYOTA |
Aygo |
998 |
Multi5 |
109 |
61.4 |
711 |
|
5 |
SMART |
City Coupé Hatchback |
698 |
SM6 |
113 |
60.1 |
726 |
|
6 |
DAIHATSU |