Vehicle Market Surveillance Unit: results of the 2024 emissions programme
Published 21 January 2025
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Introduction
The Driver and Vehicle Standards Agency (DVSA) has a market surveillance unit, which inspects vehicles, trailers and equipment to make sure they meet safety and environmental standards.
This report sets out the findings of vehicle and component testing during 2024. You can also download the unprocessed raw data for all the tests carried out.
There’s an annex that explains some of the emissions reduction technologies mentioned in this report.
How DVSA selected the sample of vehicles tested
DVSA aims to check a representative selection of the most popular vehicle types used on UK roads. In 2024, we carried out tests on:
- diesel cars
- petrol cars
- light-duty vans
- plug-in hybrid electric vehicle (PHEV) cars
- hybrid cars (also known as self-charging hybrid cars)
- heavy goods vehicles (HGVs)
- public service vehicles (PSVs)
The vehicles were chosen based on their UK sales, with other vehicles added to make sure a wide range of manufacturers were included.
DVSA sourced vehicles from hire fleets and bus operators.
The vehicles were not provided by manufacturers, and they could not prepare or modify the vehicles before they were tested.
What tests were carried out
DVSA tested every vehicle to make sure they all conformed to European emission standards (as adopted in GB legislation):
- Euro 6 for light-duty vehicles
- Euro VI for heavy-duty vehicles
The types of tests DVSA carried out depended on the type of vehicle.
Cars and light vans
For all petrol and diesel cars, hybrid vehicles and light vans, DVSA carried out the following tests:
- Type 1 Worldwide Harmonised Light Vehicle Test Cycle (WLTC) in a laboratory
- on-road test - called Real Driving Emissions (RDE) with cold start
- double RDE test back-to-back at 0°C completed in a laboratory
For PHEV and hybrid cars, DVSA carried out the following tests:
- charge depleting Type 1 test in a laboratory
- charge sustaining Type 1 test in a laboratory
- charge depleting Type 1 test at 0°C ambient in a laboratory
- charge sustaining Type 1 test at 0°C ambient in a laboratory
- on-road test charge depleting RDE test with a cold start condition
- on-road test charge sustaining RDE test with a hot start condition
- double RDE test back-to-back at 0°C completed in a laboratory
Before carrying out these tests, each vehicle was:
- checked for any defects that could affect the emissions control system
- drained of fuel and had it replaced with standard laboratory reference fuel
The cars and light vans tested in 2024 were type approved using the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) and Real Driving Emissions (RDE) test and were assessed using these regulations.
Type 1 WLTC test in a laboratory
Each vehicle was given a standard pre-conditioning test relevant to its approval. It was then left in a temperature-controlled room so that the whole vehicle, including engine oil and coolant, was ‘soaked’ to a temperature between 20°C and 30°C (as specified in the type approval regulations). Following that, the test began with the emissions being measured from an engine start condition.
This is a legislative test with limits that a vehicle’s emissions must not exceed.
In the charge sustaining tests on PHEV and hybrid vehicles, these were set so that the vehicle’s battery state of charge was maintained during the standard test cycle.
In the case of charge depleting tests on PHEVs, the standard cycle was repeated several times until the battery charge reduced to a determined level and then ended on that cycle.
In relation to the PHEVs, the weighted result shown for each vehicle was a result of processing both the charge sustain and charge deplete cold laboratory tests data together, to produce a combined weighted result. The weighting was calculated using utilisation factors defined in the legislation.
0°C tests in laboratory (WLTP)
This test was carried out on PHEV vehicles only. Each vehicle was left in a temperature-controlled room so that the whole vehicle, including engine oil and coolant, was ‘soaked’ to a temperature of around 0°C. Each vehicle was then subjected to laboratory testing at the same temperature whilst in charge sustaining mode.
Worldwide Harmonised Light Vehicle Test Procedure (WLTP) tests
WLTP replaced the New European Drive Cycle (NEDC) test procedure for measuring the official fuel consumption, carbon dioxide (CO2) and pollutant emissions of new cars in September 2017. It became mandatory for all new cars powered by an internal combustion engine in September 2018.
WLTP tests are designed to give a more accurate indication of how much fuel a vehicle will use, and the pollutants emitted whilst driving.
Every WLTP test was completed over a period of 30 minutes and covered just over 23 km, with an average speed of 45 km per hour and maximum speed of 131 km per hour.
Real Driving Emissions (RDE) on-road tests
These tests were carried out on public roads using Portable Emissions Measuring System (PEMS) equipment. They measured pollutants whilst each vehicle was being driven.
Each test involved driving the vehicle for around 1.5 to 2 hours over a test route on public roads. All routes included urban, rural and motorway driving, and the tests were carried out during the day and in normal traffic conditions.
If ambient temperatures dropped below 3°C during these tests, this was considered ‘extended’ conditions and the emissions results were divided by a factor of 1.6. For transparency reasons, in this report ‘raw’ RDE results have not been post-processed and have not had additional factors such as the extended conditions factor applied.
On PHEVs, 2 road RDE tests were completed. Firstly, a charge depleting RDE was carried out from a cold start, followed by a charge sustaining RDE carried out from a hot start.
For NEDC approved vehicles and some WLTP approved vehicles sold before September 2019, this was not a legislative test. For these vehicles, it was an additional test that DVSA carried out to understand how they performed under real-world conditions.
RDE laboratory tests
A double RDE test was carried out using a laboratory dynamometer, with the ‘soak’ and ambient test temperature for both tests at 0°C for all vehicles tested.
On all petrol cars and vans, including hybrids but excluding PHEVs, the first RDE cycle was derived from the road RDE drive pattern for each vehicle and the second RDE cycle was performed in reverse order: motorway, rural followed by the urban section.
For all diesel cars and vans, including hybrids but excluding PHEVs, the first RDE cycle employed a consistent vehicle speed profile within the specified regulations. The purpose of this was to evaluate the performance in the urban phase of the test. The second RDE cycle, based on the same road test, was carried out in reverse order: motorway, rural, followed by the urban sections.
When testing PHEVs, the first test was carried out in a charge depleting condition from a cold start. The second test was carried out in a charge sustaining condition from a hot start. Both tests followed the same profile as the relevant road RDE test carried out on each vehicle.
In all cases, these tests were carried out back-to-back without the ignition or engine being switched off. Additionally, every second test was started within approximately 30 minutes of the first test being completed, allowing for any required system checks to be completed.
Heavy goods vehicles (HGVs) and public service vehicles (PSVs)
For HGVs and PSVs, DVSA carried out an on-road test using Portable Emissions Measuring System (PEMS) equipment.
Before carrying out the tests, each vehicle was:
- checked for any defects that could affect the emissions control system
- drained of fuel and had it replaced with standard laboratory reference fuel
Each vehicle was subjected to 2 tests. The first test had a 10% payload, and the second test had a 90% payload.
Each test involved driving the vehicle for around 2 hours 30 minutes over a test route on public roads. The route included urban, rural and motorway driving, and tests were carried out during the day in normal traffic conditions.
The emissions measured in these tests were normalised to the laboratory engine test using carbon dioxide as an assessment of the amount of ‘work done’. We used this to calculate mass emissions per unit of energy (measured in kilowatt-hours, kWh).
The results were then compared to the laboratory limit to determine whether it was within the conformity factor defined in legislation.
The conformity factor is the maximum permitted ratio of the normalised test result in g/kWh compared to the emissions limit specified for type approval engine testing.
For HGVs and PSVs, the nitrogen oxides (NOx), hydrocarbons (HC) and carbon monoxide (CO) levels all have a conformity factor of 1.5. This was because:
- these tests covered a much wider range of operating conditions than the dynamometer engine test
- real world on-road emissions measurements were subject to greater margins of uncertainty
Where the tests were carried out
Tests were carried out at a selection of commercial emission test laboratories across the UK.
DVSA did not use laboratories that are owned by vehicle manufacturers.
Discussing the results with manufacturers
Where vehicles were found to have performed poorly, manufacturers were given the opportunity to explain the test results and describe the emission control strategies they used.
A summary of these discussions is included in the test conclusions in the results section. They provide insight into why a vehicle may have achieved the legal emissions limit when tested on the official test cycle, but potentially emit significantly higher emissions in other situations.
Results: diesel cars
In this section:
Raw data for diesel car tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Audi A4
Vehicle details
Make: Audi
Model: A4 (2022MY)
Engine and fuel type: 1968cc 120kW Diesel
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 42040
Tested: November 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Audi A4 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Audi A4 tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Audi A4
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 7.2 | 7.4 | 1.0 | 20.4 | 27.8 | 0.6 | 4.05E+09 | ||
| Legislative limit | 500 | 80 | 170 | 4.5 |
RDE tests: Audi A4
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 80 | 80 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 32.7 | 26.4 | 14.4 | 2.24E+10 | 2.13E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 114.4 | 114.4 | |||||||
| Lab RDE test 1 | 18.8 | 67.3 | 31.6 | 8.35E+09 | 4.77E+09 | ||||
| Lab RDE test 2 | 1.6 | 18.7 | 16.0 | 1.76E+10 | 7.66E+09 |
Go back to the list of diesel cars.
Citroen C4
Vehicle details
Make: Citroen
Model: C4 (2022MY)
Engine and fuel type: 1499cc 81kW Diesel
Transmission: Manual
Emission standard: Euro 6d
Test reference: 41751
Tested: September 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Citroen C4 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Citroen C4 tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Citroen C4
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 103.8 | 9.3 | 5.3 | 42.8 | 52.1 | 0.13 | 1.47E+10 | ||
| Legislative limit | 500 | 80 | 170 | 4.5 | 6.00E+11 |
RDE tests: Citroen C4
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 80 | 80 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 18.5 | 65.1 | 26.5 | 1.00E+10 | 4.40E+09 | ||||
| Road RDE test 2 | 20.8 | 55.0 | 22.2 | 2.07E+10 | 7.86E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 114.4 | 114.4 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 77.5 | 112.0 | 46.2 | 2.27E+09 | 9.20E+08 | ||||
| Lab RDE test 2 | 26.1 | 80.2 | 31.1 | 7.63E+09 | 2.87E+09 |
Go back to the list of diesel cars.
Land Rover Defender
Vehicle details
Make: Land Rover
Model: Defender (2023MY)
Engine and fuel type: 2997cc 183kW Diesel
Transmission: Automatic
Emission standard: Euro 6 AP
Test reference: 41941
Tested: November 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Land Rover Defender was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Land Rover Defender tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Land Rover Defender
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 263.5 | 53.8 | 24.8 | 25.4 | 79.2 | 0.00 | 5.31E+08 | ||
| Legislative limit | 500 | 80 | 170 | 4.5 | 6.00E+11 |
RDE tests: Land Rover Defender
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 80 | 80 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 273.1 | 34.0 | 18.4 | 1.25E+10 | 4.78E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 114.4 | 114.4 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 458.4 | 46.8 | 22.1 | 3.92E+10 | 1.62E+10 | ||||
| Lab RDE test 2 | 354.9 | 37.3 | 22.9 | 1.86E+11 | 7.05E+10 |
Go back to the list of diesel cars.
Mazda CX60
Vehicle details
Make: Mazda
Model: CX60 (2023MY)
Engine and fuel type: 3283cc 187kW Diesel NOVC-HEV
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 40766
Tested: July 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Mazda CX60 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Mazda CX60 tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Mazda CX60
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 77.7 | 8.2 | 4.0 | 14.0 | 22.2 | 0.04 | 7.55E+08 | ||
| Legislative limit | 500 | 80 | 170 | 4.5 | 6.00E+11 |
RDE tests: Mazda CX60
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 80 | 80 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 16.6 | 20.4 | 13.2 | 5.22E+08 | 5.23E+08 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 114.4 | 114.4 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 31.9 | 56.3 | 30.3 | 8.74E+09 | 5.32E+09 | ||||
| Lab RDE test 2 | 1.2 | 6.0 | 4.5 | 1.02E+09 | 8.94E+08 |
Go back to the list of diesel cars.
Results: petrol cars
In this section:
Raw data for petrol car tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
BMW 218 Gran Coupe
Vehicle details
Make: BMW
Model: 218S (2021MY)
Engine and fuel type: 1499cc 100kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 41544
Tested: August 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The BMW 218 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the BMW 218 tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: BMW 218 Gran Coupe
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 190.4 | 21.8 | 19.6 | 12.0 | 33.8 | 0.07 | 1.40E+10 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 |
RDE tests: BMW 218 Gran Coupe
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 214.8 | 20.1 | 14.1 | 2.72E+10 | 1.36E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 1000 | 60 | 60 | 6.00E+11 | 6.00E+11 | ||||
| Lab RDE test 1 | 248.7 | 23.4 | 18.9 | 2.25E+10 | 1.17E+10 | ||||
| Lab RDE test 2 | 161.3 | 22.4 | 15.5 | 6.86E+09 | 3.80E+09 |
Go back to the list of petrol cars.
Hyundai i10
Vehicle details
Make: Hyundai
Model: i10 (2022MY)
Engine and fuel type: 998cc 49.3kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 40763
Tested: August 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Hyundai i10 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Hyundai i10 tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Hyundai i10
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 205.2 | 27.1 | 25.3 | 13.8 | 41.0 | 0.55 | 3.53E+11 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 |
RDE tests: Hyundai i10
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | |||||||
| Road RDE test 1 | 102.1 | 35.4 | 18.3 | 9.75E+11 | 3.44E+11 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 1000 | 85.8 | 85.8 | ||||||
| Lab RDE test 1 | 258.2 | 33.0 | 18,5 | 1.59E+12 | 5.97E+11 | ||||
| Lab RDE test 2 | 110.3 | 24.6 | 15.6 | 5.93E+10 | 3.45E+10 |
Go back to the list of petrol cars.
Hyundai Tucson
Vehicle details
Make: Hyundai
Model: Tucson (2019MY)
Engine and fuel type: 1591cc 130kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AG
Test reference: 41575
Tested: September 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Hyundai Tucson was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Hyundai Tucson tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Hyundai Tucson
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 611.5 | 22.1 | 15.5 | 10.5 | 32.6 | 0.15 | 6.83E+10 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 |
RDE tests: Hyundai Tucson
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 96 | 96 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 269.4 | 24.4 | 13.0 | 8.68E+10 | 1.08E+11 | ||||
| Road RDE test 2 | 479.5 | 14.9 | 12.1 | 2.29E+11 | 2.60E+11 | ||||
| Conformity factor limit | 2.1 | 2.1 | 1.5 | 1.5 | |||||
| RDE legislative limit | 126 | 126 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 658.3 | 37.7 | 21.0 | 1.72E+11 | 1.95E+11 | ||||
| Lab RDE test 2 | 627.0 | 9.7 | 11.8 | 2.12E+11 | 2.82E+11 |
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Kia Picanto
Vehicle details
Make: KIA
Model: Picanto (2022MY)
Engine and fuel type: 998cc 73.6kW Petrol
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 40633
Tested: July 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The KIA Picanto was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the KIA Picanto tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests:
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 61.0 | 11.1 | 8.2 | 22.3 | 33.4 | 0.11 | 1.35E+11 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 |
RDE tests:
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 28.0 | 20.7 | 9.6 | 1.88E+11 | 1.25E+11 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 80.8 | 30.4 | 17.2 | 7.68E+11 | 3.73E+11 | ||||
| Lab RDE test 2 | 51.1 | 14.5 | 7.4 | 7.31E+10 | 9.14E+10 |
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Skoda Karoq
Vehicle details
Make: Skoda
Model: Karoq (2023MY)
Engine and fuel type: 1498cc 110kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 40765
Tested: August 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Skoda Karoq was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Skoda Karoq tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Skoda Karoq
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 60.6 | 8.6 | 6.6 | 5.67 | 14.3 | 0.00 | 5.76E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 |
RDE tests: Skoda Karoq
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 40.3 | 8.4 | 4.9 | 1.18E+10 | 6.69E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 30.3 | 12.8 | 6.1 | 2.87E+10 | 1.24E+10 | ||||
| Lab RDE test 2 | 8.1 | 10.7 | 4.8 | 4.64E+09 | 3.32E+09 |
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SsangYong Korando
Vehicle details
Make: SsangYong
Model: Korando (2022MY)
Engine and fuel type: 1497cc 120kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 41904
Tested: November 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The SsangYong Korando was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the SsangYong Korando tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: SsangYong Korando
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 135.0 | 14.0 | 12.0 | 8.7 | 22.7 | 0.05 | 8.61E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 |
RDE tests: SsangYong Korando
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 260.5 | 7.9 | 4.0 | 7.46E+09 | 5.10E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 298.4 | 11.9 | 5.8 | 7.23E+09 | 5.25E+09 | ||||
| Lab RDE test 2 | 391.1 | 5.7 | 4.7 | 3.59E+09 | 4.02E+09 |
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Vauxhall Astra
Vehicle details
Make: Vauxhall
Model: Astra (2022MY)
Engine and fuel type: 1199cc 96kW Petrol
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 40156
Tested: June 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Vauxhall Astra was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Vauxhall Astra tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Vauxhall Astra
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 338.5 | 25.84 | 22.19 | 10.2 | 36.04 | 0.524 | 1.85E+11 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 |
RDE tests: Vauxhall Astra
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 253.7 | 14.9 | 8.7 | 1.42E+11 | 1.06E+11 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 436.7 | 6.6 | 5.0 | 1.40E+11 | 1.14E+11 | ||||
| Lab RDE test 2 | 286.0 | 6.9 | 5.5 | 8.09E+10 | 9.62E+10 |
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Volkswagen T-Roc
Vehicle details
Make: Volkswagen
Model: T-Roc (2023MY)
Engine and fuel type: 1498cc 110kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 40712
Tested: September 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Volkswagen T-Roc was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies. From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Volkswagen T-Roc tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Volkswagen T-Roc
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 58.6 | 7.4 | 5.6 | 4.7 | 12.1 | 0.11 | 4.56E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 |
RDE tests: Volkswagen T-Roc
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 37.1 | 8.0 | 3.9 | 5.06E+09 | 3.32E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 47.3 | 13.9 | 6.1 | 2.99E+10 | 1.25E+10 | ||||
| Lab RDE test 2 | 14.9 | 10.6 | 5.1 | 3.12E+09 | 2.67E+09 |
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Results: light vans
In this section:
Raw data for light van tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Ford Ranger 2021
Vehicle details
Make: Ford
Model: Ranger (2021MY)
Engine and fuel type: 1996cc 156.7kW Diesel
Transmission: Automatic
Emission standard: Euro 6d CI
Test reference: 40160
Tested: July 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Ford Ranger was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Ford Ranger tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Ford Ranger 2021
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 97.7 | 8.4 | 2.1 | 40.04 | 48.8 | 0.13 | 3.37E+09 | ||
| Legislative limit | 740 | 125 | 215 | 4.5 | 6.00E+11 |
RDE tests: Ford Ranger 2021
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 262.5 | 262.5 | 9.00E+11 | 9.00E+11 | |||||
| Road RDE test 1 | 200.8 | 44.7 | 35.0 | 1.18E+09 | 9.94E+08 | ||||
| Conformity factor limit | 2.1 | 2.1 | 1.5 | 1.5 | |||||
| RDE legislative limit | 262.5 | 262.5 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 338.9 | 103.8 | 105.8 | 1.69E+10 | 8.03E+09 | ||||
| Lab RDE test 2 | 76.8 | 83.2 | 75.6 | 1.93E+08 | 2.14E+08 |
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Ford Ranger 2023
Vehicle details
Make: Ford
Model: Ranger (2023MY)
Engine and fuel type: 1996cc 150.8kW Diesel
Transmission: Automatic
Emission standard: Euro 6 AP
Test reference: 41889
Tested: November 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Ford Ranger was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Ford Ranger tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Ford Ranger 2023
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 33.9 | 5.4 | 1.0 | 32.9 | 38.8 | 0.072 | 6.44E+09 | ||
| Legislative limit | 740 | 125 | 215 | 4.5 | 6.00E+11 |
RDE tests: Ford Ranger 2023
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 178.75 | 178.75 | 9.00E+11 | 9.00E+11 | |||||
| Road RDE test 1 | 207.4 | 19.5 | 7.0 | 1.09E+09 | 1.25E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 178.75 | 178.75 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 41.2 | 20.09 | 7.6 | 1.64E+09 | 1.68E+09 | ||||
| Lab RDE test 2 | 26.9 | 10.08 | 11.6 | 1.62E+09 | 2.13E+09 |
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MAN TGE
Vehicle details
Make: MAN
Model: TGE (2022MY)
Engine and fuel type: 1968cc 103kW Diesel
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 42284
Tested: December 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The MAN TGE was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the MAN TGE tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: MAN TGE
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 27.7 | 10.0 | 3.0 | 45.5 | 53.1 | 0.14 | 6.73E+09 | ||
| Legislative limit | 740 | 125 | 215 | 4.5 |
RDE tests: MAN TGE
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 125 | 125 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 40.2 | 55.1 | 34.1 | 1.39E+11 | 1.01E+11 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 178.75 | 178.75 | |||||||
| Lab RDE test 1 | 95.8 | 42.0 | 23.1 | 1.62E+11 | 5.57E+10 | ||||
| Lab RDE test 2 | 135.4 | 38.6 | 29.5 | 6.53E+10 | 4.15E+10 |
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Nissan Navara
Vehicle details
Make: Nissan
Model: Navara (2021MY)
Engine and fuel type: 2298cc 140kW Diesel
Transmission: Automatic
Emission standard: Euro 6d CI
Test reference: 40162
Tested: June 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Nissan Navara was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Nissan Navara tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Nissan Navara
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 44.4 | 9.3 | 3.4 | 55..5 | 64.8 | 0.81 | 1.18E+10 | ||
| Legislative limit | 740 | 125 | 215 | 4.5 | 6.00E+11 |
RDE tests: Nissan Navara
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 168 | 168 | 9.00E+11 | 9.00E+11 | |||||
| Road RDE test 1 | 140.1 | 73.2 | 37.8 | 1.28E+10 | 8.70E+09 | ||||
| Conformity factor limit | 2.1 | 2.1 | 1.5 | 1.5 | |||||
| RDE legislative limit | 262.5 | 262.5 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 79.7 | 188.0 | 84.7 | 1.19E+10 | 8.95E+09 | ||||
| Lab RDE test 2 | 71.2 | 79.3 | 45.5 | 6.69E+09 | 8.77E+09 |
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Peugeot Boxer
Vehicle details
Make: Peugeot
Model: Boxer (2023MY)
Engine and fuel type: 2179cc 103kW Diesel
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 42608
Tested: February 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Peugeot Boxer was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Peugeot Boxer tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Peugeot Boxer
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 22.1 | 4.1 | 1.3 | 13.7 | 17.8 | 0.25 | 2.92E+08 | ||
| Legislative limit | 740 | 125 | 215 | 4.5 | 6.00E+11 |
RDE tests: Peugeot Boxer
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 125 | 125 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 35.0 | 16.6 | 11.3 | 1.16E+10 | 5.71E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 178.75 | 178.75 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 94.8 | 29.5 | 10.5 | 3.10E+11 | 9.47E+10 | ||||
| Lab RDE test 2 | 32.7 | 10.2 | 5.8 | 7.58E+07 | 1.30E+08 |
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Renault Kangoo
Vehicle details
Make: Renault
Model: Kangoo (2023MY)
Engine and fuel type: 1461cc 70kW Diesel
Transmission: Manual
Emission standard: Euro 6d AQ
Test reference: 40165
Tested: August 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Renault Kangoo was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Renault Kangoo tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Renault Kangoo
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 47.2 | 18.9 | 7.2 | 13.75 | 32.6 | 0.14 | 9.50E+07 | ||
| Legislative limit | 500 | 80 | 170 | 4.5 |
RDE tests: Renault Kangoo
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 80 | 80 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 44.1 | 46.8 | 22.6 | 2.39E+08 | 2.41E+08 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 114.4 | 114.4 | |||||||
| Lab RDE test 1 | 38.7 | 52.2 | 25.5 | 7.83E+09 | 3.01E+09 | ||||
| Lab RDE test 2 | 20.7 | 68.4 | 42.0 | 7.41E+09 | 2.91E+09 |
Go back to the list of light vans.
Vauxhall Vivaro
Vehicle details
Make: Vauxhall
Model: Vivaro (2022MY)
Engine and fuel type: 1499cc 75kW Diesel
Transmission: Manual
Emission standard: Euro 6d AR
Test reference: 37053
Tested: June 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Vauxhall Vivaro was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Vauxhall Vivaro tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Vauxhall Vivaro
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 59.3 | 4.2 | 4.0 | 52.1 | 56.3 | 0.11 | 1.12E+10 | ||
| Legislative limit | 740 | 125 | 215 | 4.5 | 6.00E+11 |
RDE tests: Vauxhall Vivaro
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 125 | 125 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 32.5 | 70.4 | 32.6 | 1.21E+10 | 1.01E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 178.75 | 178.75 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 142.7 | 109.8 | 47.1 | 7.81E+10 | 8.78E+10 | ||||
| Lab RDE test 2 | 16.5 | 74.8 | 31.0 | 9.80E+09 | 7.61E+09 |
Go back to the list of light vans.
Volkswagen Amarok
Vehicle details
Make: Volkswagen
Model: Amarok (2023MY)
Engine and fuel type: 1996cc 150.8kW Diesel
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 42322
Tested: January 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Volkswagen Amarok was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Volkswagen Amarok tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Volkswagen Amarok
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 40.2 | 5.2 | 1.0 | 24.4 | 29.6 | 0.15 | 4.68E+05 | ||
| Legislative limit | 740 | 125 | 215 | 4.5 |
RDE tests: Volkswagen Amarok
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 178.75 | 178.75 | 9.00E+11 | 9.00E+11 | |||||
| Road RDE test 1 | 89.0 | 18.8 | 7.6 | 9.15E+08 | 7.67E+08 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 178.75 | 178.75 | |||||||
| Lab RDE test 1 | 43.1 | 27.0 | 10.4 | 9.53E+09 | 3.94E+09 | ||||
| Lab RDE test 2 | 43.1 | 4.2 | 3.9 | 1.14E+09 | 1.01E+09 |
Go back to the list of light vans.
Results: plug-in hybrid electric vehicle (PHEV) cars
In this section:
Raw data for plug-in hybrid electric vehicle (PHEV) car tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Bentley Bentayga
Vehicle details
Make: Bentley
Model: Bentayga (2021MY)
Engine and fuel type: 2995cc 250kW Petrol 94Kw Electric Motor
Transmission: Automatic
Emission standard: Euro 6d (AP)
Test reference: 40664
Tested: June 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- WLTC test in the laboratory 0°C
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Bentley Bentayga was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Bentley Bentayga tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Bentley Bentayga
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|
| Charge depleting cycle 1 | 51.9 | 23.8 | 22.8 | 3.9 | 0.1 | 2.30E+09 | ||
| Charge depleting cycle 2 | 159 | 7.8 | 6.8 | 3.0 | 0.0 | 1.50E+10 | ||
| Charge sustaining | 351.9 | 17.3 | 15.8 | 8.5 | 0.1 | 6.20E+09 | ||
| Weighted results | 139.9 | 15.1 | 14.1 | 4.3 | 0.1 | 5.10E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 | ||
| 0°C charge depleting cycle 1 | 278.3 | 43.9 | 39.6 | 6.7 | 0.4 | 2.20E+10 | ||
| 0°C charge depleting cycle 2 | 255.9 | 3.3 | 2.5 | 1.4 | 0.3 | 2.90E+08 | ||
| 0°C charge depleting cycle 3 | 345.4 | 1.0 | 0.6 | 3.3 | 0.4 | 2.40E+08 | ||
| 0°C charge sustaining | 586.6 | 30.27 | 27.8 | 7.9 | 0.1 | 1.90E+10 |
| Test or pollutant | CO2 (g/km) | ECAC (Wh/km) | Equivalent all-electric range (km) | Equivalent all-electric range city (km) |
|---|---|---|---|---|
| Charge depleting | 25.9 | |||
| Charge sustaining | 250.8 | |||
| Weighted results | 85.77 | 264.1 | 36.9 | 39 |
| COC figure (declared) | 82 | 258 | 40 | 42 |
RDE tests: Bentley Bentayga
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE charge depleting | 285.0 | 4.0 | 3.5 | 7.00E+09 | 5.70E+09 | ||||
| Road RDE charge sustaining | 365.9 | 4.8 | 4.5 | 3.30E+09 | 4.30E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE charge depleting | 589.9 | 14.5 | 9.5 | 8.70E+09 | 7.90E+09 | ||||
| Lab RDE charge sustaining | 333.1 | 6.6 | 5.8 | 4.40E+09 | 5.20E+09 |
Go back to the list of plug-in hybrid electric vehicle (PHEV) cars.
Ford Kuga
Vehicle details
Make: Ford
Model: Kuga PHEV (2022MY)
Engine and fuel type: 2488cc 112kW Petrol 42.4Kw Electric Motor
Transmission: Automatic
Emission standard: Euro 6d (AP)
Test reference: 40158
Tested: September 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- WLTC test in the laboratory 0°C
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Ford Kuga was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Ford Kuga tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Ford Kuga
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|
| Charge depleting cycle 1 | 0.2 | 0.3 | 0.2 | 0.0 | 0.00 | 6.42E+07 | ||
| Charge depleting cycle 2 | 154 | 14.0 | 12.3 | 1.6 | 0.00 | 6.32E+10 | ||
| Charge depleting cycle 3 | 177.3 | 7.9 | 6.9 | 0.7 | 0.01 | 8.75E+10 | ||
| Charge sustaining | 239.1 | 12.26 | 10..9 | 2.5 | 0.007 | 9.65E+10 | ||
| Weighted results | 81.77 | 5.3 | 4.7 | 0.7 | 0.07 | 3.46E+10 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 | ||
| 0°C charge depleting cycle 1 | 443.12 | 46.8 | 42.7 | 0.7 | 0.0 | 1.60E+11 | ||
| 0°C charge depleting cycle 2 | 198.47 | 27.67 | 25.4 | 6.9 | 0.0 | 7.80E+10 | ||
| 0°C charge depleting cycle 3 | 176.19 | 6.08 | 4.6 | 2.3 | 0.0 | 1.30E+11 | ||
| 0°C charge sustaining | 500.1 | 43.3 | 40.1 | 3.3 | 0.3 | 4.90E+11 |
| Test or pollutant | CO2 (g/km) | ECAC (Wh/km) | Equivalent all-electric range (km) | Equivalent all-electric range city (km) |
|---|---|---|---|---|
| Charge depleting | 11.41 | |||
| Charge sustaining | 178.4 | |||
| Weighted results | 32.32 | 168.96 | 52.5 | 70 |
| COC figure (declared) | 32 | 168 | 56 | 68 |
RDE tests: Ford Kuga
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE charge depleting | 167.8 | 0.2 | 1.0 | 4.40E+09 | 7.80E+10 | ||||
| Road RDE charge sustaining | 173.0 | 0.3 | 0.6 | 6.26E+10 | 9.30E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE charge depleting | 243.0 | 0.7 | 1.3 | 2.76E+11 | 2.83E+11 | ||||
| Lab RDE charge sustaining | 92.8 | 2.2 | 1.7 | 3.14E+11 | 2.41E+11 |
Go back to the list of plug-in hybrid electric vehicle (PHEV) cars.
MG HS
Vehicle details
Make: MG
Model: HS PHEV (2022MY)
Engine and fuel type: 1490cc 119kW Petrol 35Kw Electric Motor
Transmission: Automatic
Emission standard: Euro 6d (AP)
Test reference: 40156
Tested: December 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- WLTC test in the laboratory 0°C
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The MG HS was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the MG HS tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: MG HS
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|
| Charge depleting cycle 1 | 0.12 | 0.5 | 0.5 | 0.0 | 0.0 | 2.48E+08 | ||
| Charge depleting cycle 2 | 0.06 | 0.3 | 0.3 | 0.0 | 0.7 | 3.97E+09 | ||
| Charge depleting cycle 3 | 137.23 | 10.8 | 8.6 | 3.1 | 0.31 | 2.71E+10 | ||
| Charge sustaining | 234.5 | 19.83 | 15.42 | 4.5 | 0.05 | 1.59E+10 | ||
| Weighted results | 53.68 | 4.94 | 3.93 | 1.1 | 0.21 | 6.53E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 | ||
| 0°C charge depleting cycle 1 | 1008.5 | 90.6 | 80.8 | 56.7 | 0.17 | 9.20E+10 | ||
| 0°C charge depleting cycle 2 | 54.6 | 12.5 | 11.4 | 33.9 | 0.11 | 4.01E+10 | ||
| 0°C charge depleting cycle 3 | 201 | 23.6 | 19.8 | 129.8 | 0.02 | 5.62E+09 | ||
| 0°C charge depleting cycle 4 | 460.7 | 14.4 | 9.8 | 1.5 | 0 | 1.32E+10 | ||
| 0°C charge sustaining | 1077 | 128.4 | 117.4 | 11.1 | 0.16 | 3.13E+10 |
| Test or pollutant | CO2 (g/km) | ECAC (Wh/km) | Equivalent all-electric range (km) | Equivalent all-electric range city (km) |
|---|---|---|---|---|
| Charge depleting | 15.5 | |||
| Charge sustaining | 185.9 | |||
| Weighted results | 43.29 | 180.88 | 52.4 | 66.06 |
| COC figure (declared) | 43 | 180.88 | 52 | 72 |
RDE tests: MG HS
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.0E+11 | 6.0E+11 | |||||
| Road RDE charge depleting | 104.5 | 26.0 | 11.0 | 1.70E+10 | 1.04E+10 | ||||
| Road RDE charge sustaining | 170.0 | 2.9 | 1.9 | 9.18E+09 | 9.13E+09 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 60 | 60 | 6.0E+11 | 6.0E+11 | |||||
| Lab RDE charge depleting | 331.0 | 19.7 | 7.4 | 2.96E+10 | 1.63E+10 | ||||
| Lab RDE charge sustaining | 189.1 | 6.2 | 2.3 | 1.16E+10 | 8.26E+09 |
Go back to the list of plug-in hybrid electric vehicle (PHEV) cars.
Skoda Octavia
Vehicle details
Make: Skoda
Model: Octavia PHEV (2023MY)
Engine and fuel type: 1395cc 110kW Petrol 55Kw Electric Motor
Transmission: Automatic
Emission standard: Euro 6d (AP)
Test reference: 41018
Tested: January 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- WLTC test in the laboratory 0°C
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Skoda Octavia was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Skoda Octavia tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has
WLTC lab tests: Skoda Octavia
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|
| Charge depleting cycle 1 | 0.2 | 0.2 | 0.2 | 0.0 | 0.12 | 1.14E+07 | ||
| Charge depleting cycle 2 | 0.02 | 0.1 | 0.2 | 0 | 0.00 | 8.71E+06 | ||
| Charge depleting cycle 3 | 73.5 | 5.4 | 4.6 | 2.9 | 0.14 | 1.09E+10 | ||
| Charge sustaining | 111.3 | 9.0 | 7.2 | 8.4 | 0.08 | 3.94E+10 | ||
| Weighted results | 24.22 | 2.1 | 1.7 | 1.6 | 0.09 | 7.31E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 | ||
| 0°C charge depleting cycle 1 | 0 | 0.4 | 0.4 | 0 | 0.1 | 8.40E+06 | ||
| 0°C charge depleting cycle 2 | 99.9 | 11.9 | 10.6 | 3.9 | 0.1 | 9.40E+10 | ||
| 0°C charge depleting cycle 3 | 31.1 | 3.9 | 2.0 | 6.5 | 0.0 | 2.30E+10 | ||
| 0°C charge depleting cycle 4 | 27.5 | 2.1 | 0.8 | 10.1 | 0.0 | 2.40E+10 | ||
| 0°C charge sustaining | 122.3 | 15.9 | 13.4 | 6.9 | 0.02 | 6.00E+10 |
| Test or pollutant | CO2 (g/km) | ECAC (Wh/km) | Equivalent all-electric range (km) | Equivalent all-electric range city (km) |
|---|---|---|---|---|
| Charge depleting | 2.06 | |||
| Charge sustaining | 123.94 | |||
| Weighted results | 21.89 | 136.39 | 64.9 | 75.47 |
| COC figure (declared) | 22 | 142 | 68 | 72 |
RDE tests: Skoda Octavia
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE charge depleting | 104.4 | 1.4 | 5.1 | 2.60E+09 | 2.83E+10 | ||||
| Road RDE charge sustaining | 20.1 | 11.4 | 10.6 | 1.60E+10 | 2.14E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE charge depleting | 53.7 | 1.7 | 3.3 | 1.40E+10 | 3.66E+10 | ||||
| Lab RDE charge sustaining | 36.6 | 12.6 | 13.7 | 1.50E+10 | 2.14E+10 |
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Suzuki Across
Vehicle details
Make: Suzuki
Model: Across PHEV (2023MY)
Engine and fuel type: 2487cc 136kW Petrol 40Kw Electric Motor
Transmission: Automatic
Emission standard: Euro 6d (AP)
Test reference: 40764
Tested: October 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- WLTC test in the laboratory 0°C
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Suzuki Across was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Suzuki Across tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Suzuki Across
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|
| Charge depleting cycle 1 | 0.0 | 0.1 | 0.0 | 0.0 | 0.01 | 3.36E+07 | ||
| Charge depleting cycle 2 | 0.1 | 0.1 | 0.0 | 0.0 | 0.01 | 2.85E+07 | ||
| Charge depleting cycle 3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 2.08E+07 | ||
| Charge depleting cycle 4 | 75.4 | 10.2 | 8.6 | 3.5 | 0.08 | 4.38E+10 | ||
| Charge sustaining | 78.17 | 8.92 | 7.363 | 2.7 | 0.062 | 3.36E+10 | ||
| Weighted results | 12.6 | 1.7 | 1.35 | 0.4 | 0.02 | 6.20E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 | ||
| 0°C charge depleting cycle 1 | 0 | 0.4 | 0.4 | 0.0 | 0.06 | 5.79E+07 | ||
| 0°C charge depleting cycle 2 | 0.2 | 0.1 | 0.1 | 0.0 | 0.04 | 3.50E+07 | ||
| 0°C charge depleting cycle 3 | 159.5 | 43.4 | 39.6 | 10.5 | 0.07 | 6.93E+11 | ||
| 0°C charge depleting cycle 4 | 115 | 5.9 | 4.6 | 2.1 | 0.02 | 7.78E+10 | ||
| 0°C charge sustaining | 181 | 34.95 | 32.07 | 3.9 | 0.092 | 1.25E+11 |
| Test or pollutant | CO2 (g/km) | ECAC (Wh/km) | Equivalent all-electric range (km) | Equivalent all-electric range city (km) |
|---|---|---|---|---|
| Charge depleting | 7.7 | |||
| Charge sustaining | 123.4 | |||
| Weighted results | 13.57 | 136.39 | 64.85 | 75.47 |
| COC figure (declared) | 22 | 166 | 75 | 98 |
RDE tests: Suzuki Across
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE charge depleting | 6.1 | 0.0 | 0.6 | 0.00E+00 | 7.31E+09 | ||||
| Road RDE charge sustaining | 21.6 | 0.2 | 0.3 | 3.51E+10 | 7.42E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Lab RDE charge depleting | 45.0 | 0.0 | 4.5 | 5.14E+08 | 1.98E+11 | ||||
| Lab RDE charge sustaining | 33.9 | 0.5 | 1.5 | 3.92E+10 | 4.84E+10 |
Go back to the list of plug-in hybrid electric vehicle (PHEV) cars.
Vauxhall Astra
Vehicle details
Make: Vauxhall
Model: Astra PHEV (2022MY)
Engine and fuel type: 1598cc 110kW Petrol 40Kw Electric Motor
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 40159
Tested: February 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- WLTC test in the laboratory 0°C
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Vauxhall Astra was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Vauxhall Astra tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Vauxhall Astra
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|
| Charge depleting cycle 1 | 0.3 | 0.2 | 0.2 | 0 | 0.0 | 2.43E+08 | ||
| Charge depleting cycle 2 | 0 | 0.2 | 0.1 | 0 | 0.0 | 2.63E+08 | ||
| Charge depleting cycle 3 | 108.6 | 7.3 | 6.3 | 8.5 | 0.0 | 2.40E+10 | ||
| Charge sustaining | 189.5 | 7.8 | 5.6 | 10.4 | 0.0 | 4.70E+10 | ||
| Weighted results | 39.84 | 2.1 | 1.6 | 2.4 | 0.03 | 9.81E+09 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 | 6.00E+11 | ||
| 0°C charge depleting cycle 1 | 0.0 | 0.5 | 0.4 | 0.0 | 0.2 | 6.71E+07 | ||
| 0°C charge depleting cycle 2 | 0.2 | 0.3 | 0.2 | 0.0 | 0.2 | 7.39E+07 | ||
| 0°C charge depleting cycle 3 | 372.9 | 21.3 | 17.7 | 7.9 | 0.1 | 6.37E+10 | ||
| 0°C charge depleting cycle 4 | 116.6 | 1.5 | 0.6 | 13.4 | 0.1 | 3.89E+10 | ||
| 0°C charge sustaining | 608.8 | 42.3 | 36.6 | 7.1 | 0.2 | 4.66E+10 |
| Test or pollutant | CO2 (g/km) | ECAC (Wh/km) | Equivalent all-electric range (km) | Equivalent all-electric range city (km) |
|---|---|---|---|---|
| Charge depleting | 3.4 | |||
| Charge sustaining | 126.6 | |||
| Weighted results | 23.45 | 138.6 | 62.3 | 73.97 |
| COC figure (declared) | 25 | 148 | 68 | 73 |
RDE tests: Vauxhall Astra
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE charge depleting | 93.6 | 3.5 | 5.5 | 1.35E+09 | 1.56E+10 | ||||
| Road RDE charge sustaining | 168.4 | 10.3 | 9.6 | 2.58E+10 | 2.48E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | 1.5 | 1.5 | |||||
| RDE legislative limit | 85.8 | 85.8 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE charge depleting | 204.6 | 2.8 | 5.3 | 5.12E+09 | 1.91E+10 | ||||
| Lab RDE charge sustaining | 137.3 | 7.4 | 7.3 | 2.89E+10 | 2.79E+10 |
Go back to the list of plug-in hybrid electric vehicle (PHEV) cars.
Results: hybrid cars
In this section:
Raw data for hybrid car tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Lexus RX450
Vehicle details
Make: Lexus
Model: RX450 (2022MY)
Engine and fuel type: 3456cc 193kW Petrol 123kW EM
Transmission: CVT
Emission standard: Euro 6d AP
Test reference: 42000
Tested: June 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Lexus RX450 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Lexus RX450 tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Lexus RX450
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 66.6 | 34.9 | 33.2 | 3.3 | 38.1 | 0.09 | 6.66E+10 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 |
RDE tests: Lexus RX450
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 40.0 | 8.1 | 6.0 | 1.08E+11 | 6.31E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 85.8 | 85.8 | |||||||
| Lab RDE test 1 | 118.2 | 11.4 | 12.2 | 2.08E+11 | 1.31E+11 | ||||
| Lab RDE test 2 | 38.1 | 17.1 | 10.9 | 8.14E+10 | 5.89E+10 |
Go back to the list of hybrid cars.
Renault Arkana
Vehicle details
Make: Renault
Model: Arkana (2023MY)
Engine and fuel type: 1598cc 69kW Petrol %1kW Electric Motor
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 42093
Tested: January 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Renault Arkana was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Renault Arkana tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Renault Arkana
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 326.1 | 16.4 | 14.7 | 1.7 | 17.1 | 0.11 | 8.49E+11 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 |
RDE tests: Renault Arkana
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | |||||||
| Road RDE test 1 | 143.8 | 7.9 | 3.6 | 7.50E+10 | 4.19E+10 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 85.8 | 85.8 | |||||||
| Lab RDE test 1 | 116.9 | 8.6 | 4.1 | 4.38E+11 | 2.12E+11 | ||||
| Lab RDE test 2 | 92.4 | 10.1 | 4.5 | 2.04E+11 | 1.17E+11 |
Go back to the list of hybrid cars.
Renault Clio
Vehicle details
Make: Renault
Model: Clio (2023MY)
Engine and fuel type: 1598cc 69kW Petrol 51 kW EM
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 42034
Tested: November 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Renault Clio was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Renault Clio tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Renault Clio
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 175.0 | 14.5 | 13.1 | 2.5 | 17.0 | 0.0 | 2.53E+11 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 |
RDE tests: Renault Clio
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | |||||||
| Road RDE test 1 | 248.0 | 4.4 | 2.8 | 5.49E+11 | 2.07E+11 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 85.8 | 85.8 | |||||||
| Lab RDE test 1 | 117.0 | 5.4 | 2.7 | 2.01E+11 | 8.98E+10 | ||||
| Lab RDE test 2 | 144.9 | 3.96.9 | 2.7 | 3.00E+11 | 1.55E+11 |
Go back to the list of hybrid cars.
Suzuki Swift
Vehicle details
Make: Suzuki
Model: Swift (2023MY)
Engine and fuel type: 1197cc 61kW Petrol 1.94 kW EM
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 42045
Tested: December 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Suzuki Swift was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Suzuki Swift tested was non-compliant with its legal emissions performance requirements.
During our market surveillance testing our testing partners made us aware of a fault with the post-processing software, wherein nitrogen dioxide (NO2) was not integrated with nitrogen oxide (NO) when calculating the final bagged nitrogen oxides (NOx) result. Therefore, the NOx pollutant figure in this report has been taken from the continuous dilute (conti-dilute) measurement, rather than the result measured from the sample bags post-test.
WLTC lab tests: Suzuki Swift
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 205.3 | 38.3 | 34.9 | 3.5 | 41.8 | 0.38 | 3.59E+11 | ||
| Legislative limit | 1000 | 100 | 68 | 60 | 4.5 |
RDE tests: Suzuki Swift
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban(mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60 | 60 | |||||||
| Road RDE test 1 | 121.5 | 9.9 | 6.4 | 1.12E+12 | 4.23E+11 | ||||
| Conformity factor limit | 1.43 | 1.43 | |||||||
| RDE legislative limit | 85.8 | 85.8 | |||||||
| Lab RDE test 1 | 224.3 | 8.7 | 5.6 | 1.53E+12 | 5.40E+11 | ||||
| Lab RDE test 2 | 73.6 | 9.0 | 4.6 | 6.13E+10 | 2.69E+10 |
Go back to the list of hybrid cars.
Results: HGVs
In this section:
Raw data for HGV tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
DAF LF260
Vehicle details
Make: DAF
Model: LF N2 Rigid (2022MY)
Engine and fuel type: 6690cc, 189kW Diesel
Transmission: Automatic
Emission standard: Euro 6 Step D
Test reference: 40977
Tested: July 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- on-road conformity test 90% pay load
- on-road conformity test 10% pay load
Conclusion from tests
The DAF LF was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.
When DVSA tested the vehicle to the Great Britain in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.
From the results, DVSA does not have reason to believe that the DAF LF tested was non-compliant with its legal emissions performance requirements.
On-road conformity tests: DAF LF260
Conformity factor result using CO2 window calculation method:
| Test or pollutant | Carbon monoxide (mg/km) | Total hydrocarbons (mg/km) | Nitrogen oxides (mg/km) |
|---|---|---|---|
| Legislative limit | 1.5 | 1.5 | 1.5 |
| Test 1 90% | 0.13 | 0.06 | 0.65 |
| Test 2 10% | 0.05 | 0.08 | 0.56 |
Conformity factor result using work window calculation method:
| Test or pollutant | Carbon monoxide (mg/km) | Total hydrocarbons (mg/km) | Nitrogen oxides (mg/km) |
|---|---|---|---|
| Legislative limit | 1.5 | 1.5 | 1.5 |
| Test 1 90% | 0.05 | 0.08 | 0.67 |
| Test 2 10% | 0.05 | 0.08 | 0.61 |
Mercedes Benz Actros
Vehicle details
Make: Mercedes Benz
Model: Actros N2 Rigid (2022MY)
Engine and fuel type: 7698cc, 235kW Diesel
Transmission: Automatic
Emission standard: Euro 6 Step D
Test reference: 41063
Tested: September 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- on-road conformity test 90% pay load
- on-road conformity test 10% pay load
Conclusion from tests
The Mercedes Benz Actros was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.
When DVSA tested the vehicle to the Great Britain in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.
From the results, DVSA does not have reason to believe that the Mercedes Benz Actros tested was non-compliant with its legal emissions performance requirements.
There are no conformity factor results using work window calculation method because of the low level of emissions produced.
On-road conformity tests: Mercedes Benz Actros
Conformity factor result using CO2 window calculation method:
| Test or pollutant | Carbon monoxide (mg/km) | Total hydrocarbons (mg/km) | Nitrogen oxides (mg/km) |
|---|---|---|---|
| Legislative limit | 1.5 | 1.5 | 1.5 |
| Test 1 90% | 0.05 | 0.10 | 0.29 |
| Test 2 10% | 0.06 | 0.06 | 0.26 |
Conformity factor result using work window calculation method:
| Test or pollutant | Carbon monoxide (mg/km) | Total hydrocarbons (mg/km) | Nitrogen oxides (mg/km) |
|---|---|---|---|
| Legislative limit | 1.5 | 1.5 | 1.5 |
| Test 1 90% | - | - | - |
| Test 2 10% | - | - | - |
Results: Public service vehicles (PSVs)
In this section:
Raw data for PSV tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Mercedes Benz Tourismo
Vehicle details
Make: Mercedes Benz
Model: Tourismo M3 Rigid (2019MY)
Engine and fuel type: 10677cc, 315kW Diesel
Transmission: Automatic
Emission standard: Euro 6 Step D
Test reference: 41650
Tested: September 2023
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- on-road conformity test 90% pay load
- on-road conformity test 10% pay load
Conclusion from tests
The Mecedes Benz Tourismo was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.
When DVSA tested the vehicle to the Great Britain in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.
From the results, DVSA does not have reason to believe that the Mercedes Bens Tourismo tested was non-compliant with its legal emissions performance requirements.
On-road conformity tests: Mercedes Benz Tourismo
Conformity factor result using CO2 window calculation method:
| Test or pollutant | Carbon monoxide (mg/km) | Total hydrocarbons (mg/km) | Nitrogen oxides (mg/km) |
|---|---|---|---|
| Legislative limit | 1.5 | 1.5 | 1.5 |
| Test 1 90% | 0.31 | 0.11 | 0.06 |
| Test 2 10% | 0.29 | 0.05 | 0.08 |
Conformity factor result using work window calculation method:
| Test or pollutant | Carbon monoxide (mg/km) | Total hydrocarbons (mg/km) | Nitrogen oxides (mg/km) |
|---|---|---|---|
| Legislative limit | 1.5 | 1.5 | 1.5 |
| Test 1 90% | 0.37 | 0.12 | 0.07 |
| Test 2 10% | 0.35 | 0.07 | 0.09 |
Go back to the list of public service vehicles (PSVs).
Annex: Emissions reduction technologies
This annex explains some of the emissions reduction technologies mentioned in the report.
Exhaust gas recirculation (EGR)
Exhaust gas recirculation (EGR) displaces intake air with a defined amount of inert exhaust gas. The presence of inert exhaust gas in the combustion chamber reduces both peak combustion temperatures and the amount of oxygen available. This in turn reduces formation of nitrogen oxides (NOx), but can also cause an increase in the emissions of particulate matter (soot).
EGR has been used for many years on both light-duty and heavy-duty engines. Use of EGR may lead to compromises on other vehicle characteristics, such as:
- particulate emissions
- driveability
- fuel economy
- transient performance
- diesel particulate filter (DPF) regeneration interval
However, a well-designed and calibrated EGR system should minimise any negative impacts.
There are a number of types of EGR system available to manufacturers including:
- internal
- external
Cooled internal exhaust gas regulation (EGR)
This occurs within the combustion chamber or exhaust manifold interface, and is set by the timing of the closing of the exhaust valve.
Following the completion of the exhaust stroke, the exhaust valve remains open during the start on the induction stroke, causing some of the exhaust in the exhaust manifold to be drawn back into the combustion chamber. As there is no additional control over this, the amount of EGR that occurs is generally kept low.
External exhaust gas regulation (EGR)
Some of the exhaust gas is directed through a pipe from the exhaust system back into the inlet manifold.
The EGR flow is regulated by an EGR valve, and is set according to a range of engine operating conditions and parameters which are controlled by the electronic control unit (ECU) software and calibration.
High pressure EGR systems take exhaust gas from before the turbocharger. For some Euro 6 vehicles, low pressure EGR systems have been introduced, which takes exhaust gas from after the diesel particulate filter and introduces it into the intake system. Often high pressure and low pressure EGR are used in combination.
Cooled exhaust gas regulation (EGR)
This is the same as external EGR, but the recirculated exhaust gases pass through a cooler before re-entering the engine. This allows EGR to be applied over a wider range of engine operating conditions, and can provide a further reduction in the combustion temperature.
Diesel oxidation catalyst (DOC)
A diesel oxidation catalyst (DOC) promotes the oxidation of several of the exhaust components. These are oxidised using oxygen that is present in the diesel exhaust, in the presence of a catalyst. The components include:
- carbon monoxide, which forms carbon dioxide
- hydrocarbon (HC), which oxidises to become carbon dioxide and water
- soluble organic fraction of particulate matter (SOF)
In addition to targeting regulated pollutants, a DOC can also control several non-regulated HC species, such as aldehydes and polycyclic aromatic hydrocarbons (PAHs), as well as reducing the odour of the exhaust.
DOCs can also oxidise nitric oxide (NO) exiting the engine into nitrogen dioxide (NO2). If a DOC is used on its own, this increase in the more harmful nitrogen dioxide can have a negative impact on air quality. However, generation of NO2 may prove to be a benefit when used prior to a diesel particulate filter (DPF) or selective catalytic reduction (SCR), by helping regeneration in a DPF and enhancing the emissions conversion performance of a SCR.
Diesel particulate filter (DPF)
A diesel particulate filter is a device to trap the particulate matter from the exhaust gas of a diesel engine.
They generally consist of some form of filter material which traps the particles as the exhaust flows through it. During use, soot accumulates in the filter, increasing the back pressure in the exhaust. To allow continued efficient operation, accumulated soot needs to be regularly removed. This can be achieved on the vehicle by a process known as regeneration.
There are a number of ways to achieve this, including:
- increasing the exhaust temperature through engine management (late fuel injection or injection during the exhaust stroke) - diesel particulate burns at about 600 °C, so this temperature needs to be maintained for the regeneration period (for example, a period of higher engine load may need to be sustained)
- adding a fuel borne catalyst, which reduces the combustion temperature of the particulate from 600 °C down to 350 to 450 °C - this requires a small additional tank to hold additive, plus the associated plumbing, but this is more fuel efficient as no additional diesel fuel is required
- passive regeneration – the presence of NO2, generated in the diesel oxidation catalyst (DOC), can also reduce the combustion temperature allowing the DPF to regenerate continuously, avoiding the fuel consumption penalties associated with raising the exhaust temperature to initiate regeneration
The alternative to on-board regeneration is to remove the DPF from the vehicle, though this is often impractical and is not a common solution.
Lean NOx trap (LNT)
Unlike a petrol engine, a diesel engine’s combustion process and exhaust gas is ‘lean’, which means it has excess oxygen present. As a result, a standard diesel oxidation catalyst cannot convert NOx (nitric oxide and nitrogen dioxide) emissions.
A lean NOx trap is a device which looks similar to a standard diesel oxidation catalyst that acts as a molecular sponge, chemically trapping NOx emissions (by adsorption) rather than converting them. They are a type of NOx Storage Catalyst (NSC).
The amount of NOx a trap can hold is dependent on its temperature as well as other constituents such as sulfur. The optimum temperature window is typically around 250 to 450°C. However, once the trap is full, it cannot adsorb any more NOx. The trap must therefore be periodically ‘purged’ by briefly creating ‘rich’ conditions (excess fuel) in the exhaust.
When this happens, the trap releases and simultaneously converts the NOx to nitrogen and water vapour, a process often termed “deNOx”. The frequency with which this happens will depend on the system and the driving conditions, but can be several times an hour.
Selective catalytic reduction (SCR)
Selective catalytic reduction (SCR) is an alternative catalyst system that is able to convert NOx (nitric oxide and nitrogen dioxide) even under ‘lean’ exhaust gas conditions.
The reaction takes place with ammonia (typically supplied as AdBlue) in the presence of a catalyst, which is either oxides of base metals (such as copper, iron, vanadium, molybdenum and tungsten), zeolites, or various precious metals.
To be efficient, the SCR must be at its nominal operating temperature (typically 250 to 450°C) and it can reduce NOx emissions by up to 95%. Critically, unlike the other systems described here, SCR relies on a consumable reagent (that provides the ammonia) and only reduces emissions whilst the catalyst is being supplied or “dosed” with this reagent. Urea has the trade name of AdBlue, and is also known as Diesel Exhaust Fluid (DEF).
As a result, regulations require:
- a visible and audible driver warning when reagent levels are low
- that vehicle performance is restricted or engine restart is prevented if the driver fails to refill the system
The temperature of the SCR is determined primarily by the exhaust gas. Therefore, the placement of the SCR in relation to the engine and the engine’s duty cycle are critical with respect to the SCR’s performance. The SCR canister is relatively large. In addition to the SCR, the following are also required:
- urea/diesel exhaust fluid (DEF) tank - the urea dosing rate will vary by engine and vehicle, but this tank will be sized to avoid vehicle owners having to refill too frequently - the tank also contains heaters and sensors
- a dosing pump to pump the urea from the tank into the exhaust pipe just before the SCR
- a control module to control the amount of urea added
- pre and post SCR NOx sensors to ensure that the SCR system is operating correctly
Although readily available, the main design constraint is the amount of space needed for the installation.
Ammonia catalyst
SCR requires ammonia, which is derived from the urea. The ideal ratio of ammonia to NOx is 1:1.
Under certain conditions, such as low efficiency, extreme low temperature, extreme high temperature, and high mass flow, not all of the ammonia might be used in the NOx reduction process, and some of it may exit the SCR. This is known as ammonia slip.
To prevent the release of ammonia at the tailpipe, an additional catalyst is placed immediately after the SCR. There are various terms for these devices, including:
- ammonia oxidation catalyst (AOC)
- ammonia slip catalyst (ASC)
- clean up catalyst (CUC)
Any ammonia can either be oxidised to NOx, which is not really desirable, or it can be selectively oxidised to produce water and nitrogen. The ammonia catalyst is often packaged in the same can as the SCR.
Combination devices
Almost all diesel engines these days are turbocharged. The resulting emissions will be dealt with using a combination of techniques. This commonly includes:
- exhaust gas recirculation, diesel oxidation catalyst, and diesel particulate filter
- exhaust gas recirculation, diesel oxidation catalyst, lean NOx trap, and diesel particulate filter
- exhaust gas recirculation, diesel oxidation catalyst, selective catalytic reduction, and diesel particulate filter
- exhaust gas recirculation, diesel oxidation catalyst, lean NOx trap, diesel particulate filter and selective catalytic reduction
- exhaust gas recirculation, diesel oxidation catalyst, lean NOx trap, diesel particulate filter, selective catalytic reduction and ammonia slip catalyst
Gasoline particulate filter (GPF)
Gasoline particulate filters (GPF) have been introduced to reduce particle number emissions from gasoline direct injection (GDI) vehicles. The filters use wall-flow substrates that were first developed for diesel particulate filters.
The GPF regenerates passively, but an active regeneration assist is needed to prevent filter plugging during low temperature duty cycles.
Port fuel injection (PFI)
Port fuel injection (PFI) injects fuel into the intake ports just upstream of each cylinder’s intake valve.
The main advantage of PFI when compared to direct injection is the extra time allowed for fuel and air mixing, delivering a more homogenous air and fuel mixture.
Aftertreatment hydrocarbon injector (AHI)
Aftertreatment or auxiliary hydrocarbon injector (AHI) is a fuel injector located in the exhaust upstream of the diesel oxidation catalyst (DOC) and diesel particulate filter (DPF) and is used to assist with raising the DPF exhaust gas inlet temperature when an active DPF regeneration is required.
These systems are typically employed in heavy duty diesel engines.
Three-way catalyst (TWC)
Three-way catalytic converters are effective in preventing air pollution from rich-burn and stoichiometric engines fuelled by natural gas, propane and gasoline. Three-way catalysts are designed to perform multiple oxidation reactions and reduction reactions simultaneously to convert air pollutants that are present in the exhaust to harmless gases.
Exhaust gas composition depends on the air to fuel ratio (AFR) at which the engine operates. Rich mixtures (lambda less than 1) produce high concentrations of nitrous oxides (NOx), carbon monoxide (CO) and hydrocarbons (HCs). The exhaust gases of lean fuel mixtures (lambda greater than 1) contain reduced amounts of NOx and HCs.
The three-way reactions take place over specially formulated precious metal catalysts that allow the reduction of NOx by CO and the oxidation of CO and HC by oxygen to occur simultaneously. The catalyst functions most efficiently when the engine oscillates around the stoichiometric point (lambda equal to 1).
Three-way catalysts are typically used with an air to fuel ratio (A/F) controller to maintain a tight control of air fuel ratio (AFR) around stoichiometry. These controllers use a feedback signal from an oxygen sensor located in front of the catalyst and are required for the three-way catalyst to operate properly.
Carbon dioxide (CO2) reducing technologies
For carbon dioxide (CO2) measurements, there are multiple factors which can contribute to a vehicle’s performance when testing in a laboratory.
These include vehicle-based CO2 reducing technologies such as:
- stop-start system
- electrification or hybridisation
- intelligent battery system management
- gear shift scheduling
Other things that can have an impact are:
- ambient temperature
- road load simulation
- driver dynamicity
NEDC approved vehicles
For vehicles that were approved under NEDC test procedures, CO2 values obtained under type approval test conditions can be challenging to reproduce.
This can be as a result of ensuring any CO2 reducing technologies deployed are operating in their entirety and as designed. As well as replicating to the full extent the boundary conditions under which the vehicle was type approved.
There are many ways manufacturers can follow regulations to optimise CO2 performance under type approval test conditions. Without having the full scope of test set-up and vehicle preparation information, this adds an additional factor of complexity in a third-party test environment.
WLTP approved vehicles
The introduction of the WLTP regulation reduced these possibilities, and we observe this in our emissions test programme, where typically CO2 values declared at type approval can be reproduced relatively easily in the same third-party environment.
Conformity factor
An emissions conformity factor is a ratio of the respective Type 1 laboratory limit value.
For example: for the Euro 6d emission standard, the M1 category WLTC NOx limit for diesel is 80mg/km. The RDE NOx limit is expressed as conformity factor equal to 1.43, so this will be 1.43 multiplied by 80mg/km, giving a limit value of 114.4mg/km.
This is then applied as the respective NOx limit value for RDE testing.