Research and analysis

Vehicle Market Surveillance Unit: results of the 2020 emissions programme

Published 6 April 2023

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 2020. You can also download the unprocessed raw data for all of the tests carried out.

There’s an annex that explains some of the emissions reduction technologies mentioned in the 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 2020, we carried out tests on:

• diesel cars
• petrol cars
• light duty vans
• plug-in hybrid electric vehicle (PHEV) cars
• 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 in to make sure a wide range of manufacturers were included.

DVSA sourced vehicles from hire fleets or 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 the vehicles to make sure they conformed to European emission standards:

• 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
• whether the vehicle was New European Drive Cycle (NEDC) approved or Worldwide Harmonised Light Vehicle Test Procedure (WLTP) approved

Cars and light vans

For cars and light vans, DVSA carried out the following tests:

• cold test in a laboratory
• hot test in a laboratory
• on-road test - called Real Driving Emissions (RDE)
• track test

For plug-in hybrid electric vehicle (PHEV) cars, DVSA carried out the following tests:

• charge depleting cold test in a laboratory
• charge sustaining cold test in a laboratory
• charge sustaining hot test in a laboratory
• charge sustaining 0°C test in a laboratory
• cold on-road test - called Real Driving Emissions (RDE)
• hot on-road test - called Real Driving Emissions (RDE)
• track test

For self-driving hybrid cars, DVSA carried out the following tests:

• charge sustaining cold test in a laboratory
• charge sustaining 0°C test in a laboratory
• charge sustaining hot test in a laboratory
• cold on-road test - called Real Driving Emissions (RDE)
• hot on-road test - called Real Driving Emissions (RDE)
• track test

Before carrying out the tests the vehicles:

• were checked for any defects that could affect the emissions control system
• had their fuel drained and replaced with standard laboratory reference fuel

The majority of cars and light vans tested in 2020 were type approved using the New European Driving Cycle (NEDC).

Vehicles approved under NEDC do not need to meet the requirements of the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) or Real Driving Emissions (RDE) test.

DVSA still carried out on-road tests and track tests on NEDC approved vehicles in order to understand how they perform under real world conditions.

Cold tests in a laboratory

The vehicle is given a standard pre-conditioning test relevant to its approval. It’s then left in a temperature-controlled room so that the whole vehicle including engine oil and coolant is ‘soaked’ to a temperature between 20°C and 30°C (as specified in type approval regulations). Following that the test starts with emissions measured from engine start.

This is a legislative test with limits that a vehicle’s emissions must not exceed.

For charge sustaining cold tests in a laboratory, the vehicle is set so that the battery state of charge is maintained during the standard test cycle.

For charge depleting cold tests in a laboratory, the standard test cycle is repeated several times until the battery charge reaches a determined level. The test then ends on that cycle. For plug-in hybrid electric vehicles, the weighted result shown for each vehicle is a result of processing the charge sustaining and charge deleting cold tests in a laboratory together. This produces a combined weighted result. The weighting is based on utilisation factors set in legislation.

Hot tests in a laboratory

This test is the same test as the cold test, but starts with a fully warmed up engine.

This test is carried out in charge sustain mode for plug-in hybrid electric vehicles and self-driving hybrid vehicles.

This is not a legislative test and is carried out to gather additional information on the vehicle’s performance.

0°C tests in a laboratory

This test is carried out on plug-in hybrid electric vehicles and self-driving hybrid vehicles only. The vehicle is left in a temperature controlled room so that the whole vehicle including engine oil and coolant is ‘soaked’ to a temperature of around 0°C. The vehicle is then subjected to a lab test at the same temperature while in charge sustaining mode.

New European Driving Cycle (NEDC) tests

The test consists of 4 repeated urban driving cycles and one extra-urban driving cycle. These drive cycles cover 11 kilometres (km) and take 20 minutes to complete. The test has an average speed of 34km per hour with the maximum being 120km per hour.

Worldwide Harmonised Light Vehicle Test Procedure (WLTP) tests

WLTP replaced the 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 by September 2018.

WLTP tests are designed to give a more accurate indication of how much fuel the vehicle will use, and the pollutants emitted during driving.

The WLTP test takes 30 minutes to complete and covers just over 23km with an average speed of 45km per hour and maximum speed of 131km per hour.

On-road test - Real Driving Emissions (RDE)

This test is carried out on public roads using Portable Emissions Measuring System (PEMS) equipment. This test measures pollutants while the vehicle is being driven.

This test involves driving the vehicle for around 1 and a half to 2 hours 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.

If temperatures drop below 3°C during this test, this is considered ‘extended’ conditions and the emissions results for the test are 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.

For NEDC approved vehicles and some WLTP approved vehicles sold before September 2019, this is not a legislative test. For these vehicles, it is an additional test that DVSA carried out to understand how they perform under real world conditions.

Track tests

This test is carried out on a closed track using Portable Emissions Measuring System (PEMS) equipment. It’s designed to check that the vehicle’s emissions did not increase disproportionately compared to the laboratory tests.

The test follows the driving pattern used in WLTP tests. It is carried out by providing the driver with a screen showing a trace of the speed versus time that they needed to maintain for each section.

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 the vehicles:

• were checked for any defects that could affect the emissions control system
• had their fuel drained and replaced with standard reference fuel

This test involves driving the vehicle for around 2 and a half hours 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 this test are normalised to the laboratory engine test using carbon dioxide as an assessment of the amount of ‘work done’. We use this to calculate mass emissions per unit of energy (measured in kilowatt-hours, kWh).

The result is then compared to the laboratory limit to determine whether it is within the conformity factor specified 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 is because:

• this test covers a much wider range of operating conditions than the dynamometer engine test
• real world on-road emissions measurements are 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 achieve the legal emissions limit when tested on the official test cycle, but may 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.

Download ‘Car (diesel) data, 2020’ (ZIP, 204MB)

Alfa Romeo Stelvio

Vehicle Details

Make: Alfa Romeo

Model: Stelvio (2018MY)

Engine and fuel type: 2143cc Diesel

Transmission: Automatic

Emission standard: Euro 6b

Test reference: 32097

Tested: August 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• NEDC cold test in the laboratory 
• NEDC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Alfa Romeo Stelvio has been subject to a number of NEDC cold laboratory tests. Initially the vehicle failed the regulatory emission test.

The initial NEDC Lab tests resulted in particulate number (PN) and nitrogen oxides (NOx) emissions being above legislative limits. Therefore, further tests were conducted due to the unexpectedly high PN and NOx emissions. These are labelled Test 2 and Test 3 in the NEDC lab tests results table.

Alfa Romeo, who are part of the Stellantis Group, were surprised by the results found during the tests. Alfa Romeo were unable to explain the difference but suggested that the diesel particulate filter (DPF) may have a crack. They requested the vehicle to be retested with a new DPF fitted. DVSA agreed to this, and Alfa Romeo replaced the DPF under DVSA supervision. 

Alfa Romeo confirmed the original DPF fitted to the vehicle did have a crack which explained the high PN and NOx values. The manufacturer confirmed this cracked DPF was an isolated incident with no other reported cases.

Following the replacement of the DPF, further NEDC cold laboratory tests were completed. These are labelled Test 4 and Test 4 in the NEDC lab results table. These tests showed the PN and NOx emissions reduced significantly and were within the legal limit.  

However, the testing identified the NOx emissions were found to be significantly higher during the NEDC hot test compared to the NEDC cold test that is used for legislative testing. High NOx levels were also measured during both the RDE on-road test and the WLTC test carried out on a test track, in excess of recommended guidance thresholds of 400 mg/km.

This resulted in further discussions with Alfa Romeo on the high real-world NOx emissions of this vehicle. Two areas of concern relating to the emission strategy used within the vehicle were identified. These strategies related to the reduced effectiveness of NOx emissions control by the NOx storage catalyst (NSC) and exhaust gas recirculation (EGR) during extended periods of driving. Further analysis of the vehicle’s software was conducted to better understand the strategies being used.

We concluded that the emissions strategy relating to the control of NSC operation was non-compliant and requested for this to be rectified by Alfa Romeo. Alfa Romeo made us aware of an approved software update that was available for improving the control of NSC operation and removing the strategy considered non-compliant.

We requested that Alfa Romeo implemented the software update in the UK on the affected Stelvio vehicles via a non-safety recall campaign to ensure maximum uptake of this improvement to the real-world vehicle emissions. Alfa Romeo have started implementing this update.

We continue to have concerns over the emissions strategy relating to EGR operation. Findings from testing relating to EGR operation have been shared with the granting type approval authority and discussions remain underway with Alfa Romeo to understand the justification for this strategy.

Note: These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

NEDC lab tests: Alfa Romeo Stelvio

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	184.2	96.83	138.83	1.918	7.04E+12
Cold test 2	156.1	68.84	104.04	1.378	5.58E+12
Cold test 3	264	92.13	141	0.487	5.10E+12
Cold test 4	72.14	17.2	48.11	0.25	2.21E+10
Cold test 5	104.2	19.43	52.75	0.013	4.67E+10
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.046	272.6	288.32	1.315	5.22E+12
Hot test 2	87.25	196.6	230.98	1.293	4.28E+12
Hot test 3	53.04	97.21	119.36	0.431	5.34E+12
Hot test 4	0.036	129.3	141.3	0.066	1.27E+10
Hot test 5	0.35	161.2	173	0	2.00E+10

RDE tests: Alfa Romeo Stelvio

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	17.4	559			7.43E+12
Test 2	57.34	663			6.07E+12
Test 3	No data	551			5.75E+10

WLTC track tests: Alfa Romeo Stelvio

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	125	802.3			6.35E+12
Test 2	No data	1175			6.84E+10

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Ford Kuga

Vehicle details

Make: Ford

Model: Kuga (2019MY)

Engine and fuel type: 1997cc 132kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp

Test reference: 31731

Tested: August 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Ford Kuga was compliant with all required tailpipe pollutant emission limits under the applicable WLTC cold and 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.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

WLTC lab tests: Ford Kuga

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	58.55	36.68	51.11	0.012	3.64E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	80.48	50.74	115.83	0.15	2.69E+09

RDE tests: Ford Kuga

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	168	-	-	9.00E+11
Test 1	138.4	24.62			1.00E+09
Test 2	151.3	88.7			5.51E+09
Conformity factor limit	-	2.1	-	-	1.5
RDE legislative limit	-	168	-	-	9.00E+11

WLTC track tests: Ford Kuga

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	263.5	79			9.09E+10

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Kia Sportage

Vehicle details

Make: Kia

Model: Sportage (2018MY)

Engine and fuel type: 1598cc 100kW Diesel

Transmission: Manual

Emission standard: Euro 6d-temp

Test reference: 31578

Tested: April 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Kia Sportage was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 Sportage tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

WLTC lab tests: Kia Sportage

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	46.95	51.02	77.02	0.146	2.82E+10
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.218	80.22	80.22	0.153	2.64E+10

RDE tests: Kia Sportage

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	150	-	-	6.00E+11
Test 1	91.72	77.47			2.26E+10
Conformity factor limit	-	2.1	-	-	1.5
RDE legislative limit	-	168	-	-	9.00E+11

WLTC track tests: Kia Sportage

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	137.2	74.3			3.63E+10

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Mercedes Benz GLE

Vehicle details

Make: Mercedes Benz

Model: GLE (2019MY)

Engine and fuel type: 2987cc 190kW Diesel

Transmission: Automatic

Emission standard: Euro 6b

Test reference: 31685

Tested: July 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• NEDC cold test in the laboratory 
• NEDC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Mercedes Benz GLE was compliant with all required tailpipe pollutant emission limits under the NEDC cold legislative test.

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 Mercedes Benz GLE tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

NEDC lab tests: Mercedes Benz GLE

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	328.7	52.74	80.99	0.23	3.16E+10
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	31.15	43.65	51.57	0.191	1.63E+10

RDE tests: Mercedes Benz GLE

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	35.9	19.25			3.13E+10

WLTC track tests: Mercedes Benz GLE

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	181.4	86			4.19E+10

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Renault Kadjar

Vehicle details

Make: Renault

Model: Kadjar (2019MY)

Engine and fuel type: 1461cc 85kW Diesel

Transmission: Manual

Emission standard: Euro 6d-temp

Test reference: 32139

Tested: October 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Renault Kadjar was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 Kadjar tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

WLTC lab tests: Renault Kadjar

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	16.77	24.22	30.57	0.018	2.49E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.009	21.93	25.38	0.004	7.87E+08

RDE tests: Renault Kadjar

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	168	-	-	6.00E+11
Test 1	16.43	38.7			2.71E+09
Conformity factor limit	-	2.1	-	-	1.5
RDE legislative limit	-	168	-	-	9.00E+11

WLTC track tests: Renault Kadjar

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	44.38	34.26			3.54E+10

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Toyota Land Cruiser

Vehicle details

Make: Toyota

Model: Land Cruiser (2019MY)

Engine and fuel type: 2755cc 130kW Diesel

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31832

Tested: August 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Toyota Land Cruiser was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 Toyota Land Cruiser tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

WLTC lab tests: Toyota Land Cruiser

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	14.35	17.23	19.79	0.202	2.33E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.01	10.21	11.72	0.134	1.79E+09

RDE tests: Toyota Land Cruiser

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC Figure (Declared Max RDE)	-	126	-	-	6.00E+11
Test 1	13.8	14.8			5.65E+10
Conformity Factor limit	-	2.1	-	-	1.5
RDE Legislative limit	-	168	-	-	9.00E+11

WLTC track tests: Toyota Land Cruiser

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	25.69	18.6			8.52E+10

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Vauxhall Astra

Vehicle details

Make: Vauxhall

Model: Astra Sri VX Line Nav CDTi (2018MY)

Engine and fuel type: 1598cc 100kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp

Test reference: 31368

Tested: June 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC hot test in the laboratory
• RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Vauxhall Astra was compliant with all required tailpipe pollutant emission limits under the WLTC cold and RDE legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behavior 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.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Vauxhall Astra

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	29.174	25.74	34.06	0.0	7.20E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	10.47	30.31	33.67	0.0	6.70E+09

RDE tests: Vauxhall Astra

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	168	-	-	6.00E+11
Test 1	45.8	12.11			1.45E+09
Conformity factor limit	-	2.1	-	-	1.50
RDE legislative limit	-	168	-	-	9.00E+11

WLTC track tests: Vauxhall Astra

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	219.9	34.3			5.89E+11
Test 2	207.1	38.8			1.03E+11

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Vauxhall Grandland X

Vehicle details

Make::Vauxhall

Model: Grandland X (2019MY)

Engine and fuel type: 1499cc 96kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp

Test reference: 32111

Tested: September 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Vauxhall Grandland X was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 Grandland X tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

WLTC lab tests: Vauxhall Grandland X

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	8.36	47.98	51.32	0.03	2.32E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.0	49.33	50.95	0.03	1.98E+10

RDE tests: Vauxhall Grandland X

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	80	-	-	6.00E+11
Test 1	60.4	35			2.11E+09
Conformity factor limit	-	2.1	-	-	1.5
RDE legislative limit	-	168	-	-	9.00E+11

WLTC track tests: Vauxhall Grandland X

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	132.7	46			5.14E+10

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Volvo XC60

Vehicle details

Make: Volvo

Model: XC60 (2019MY)

Engine and fuel type: 1969cc 173kW Diesel NOVC-HEV 48V ISG 10KW motor

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31522

Tested: July 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Volvo XC60 was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 Volvo XC60 tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

WLTC lab tests: Volvo XC60

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	62.7	22.6	28.1	0.103	2.14E+09
Cold test 2	47.64	22.54	41.85	0.115	4.60E+09
Cold test 3	92.64	30.05	60.68	0.097	3.31E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	66.9	25.6	49.19	0.064	3.57E+09
Hot test 2	57.36	22.66	46.19	0.144	2.30E+09
Hot test 3	52.65	23.2	40.43	0.013	1.17E+09

RDE tests: Volvo XC60

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	168	-	-	6.00E+11
Test 1	163.6	7.8			1.53E+09
Conformity factor limit	-	2.1	-	-	1.5
RDE legislative limit	-	168	-	-	9.00E+11

WLTC track tests: Volvo XC60

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	121	22.7			1.52E+09

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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.

Download ‘Car (petrol) data, 2020’ (ZIP, 171MB)

Hyundai i20

Vehicle details

Make: Hyundai

Model: i20 (2019MY)

Engine and fuel type: 1248cc 61.8kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31528

Tested: April 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC hot test in the laboratory
• RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Hyundai i20 was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 i20 tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Hyundai i20

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	182.58	26.495	24.511	12.107	0.4276	1.72E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	63.6	9.96	8.96	12.73	0.2774	5.87E+10

RDE tests: Hyundai i20

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				90
Test 1	63.6			7.3		7.85E+10
Conformity factor limit				2.1
RDE legislative limit				126

WLTC track tests: Hyundai i20

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	926.6			7.3		1.74E+11

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Jaguar XE R-Sport

Vehicle details

Make: Jaguar

Model: XE R-Sport (2019MY)

Engine and fuel type: 1997cc 147kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31350

Tested: February 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC hot test in the laboratory
• RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Jaguar XE was compliant with all required tailpipe pollutant emission limits under the WLTC cold and RDE legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behavior 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 the Jaguar XE tested is not compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Jaguar XE R-Sport

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	122.89	5.06	3.58	27.44	0.16	9.57E+09
Legislative limit	1000	100	68	60	4.5	6E+11
Hot test 1	91.22	4.35	3.2	29.24	0.09	2.60E+09

RDE tests: Jaguar XE R-Sport

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				126		6.00E+11
Test 1	237.5			12.7		2.19E+09
Conformity factor				2.1		1.5
RDE legislative limit				126		9.00E+11

WLTC track tests: Jaguar XE R-Sport

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	217.1			21.96		3.18E+09

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Kia XCeed

Vehicle details

Make: Kia

Model: XCeed (2019MY)

Engine and fuel type: 998cc 88.3kW Petrol

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp

Test reference: 31912

Tested: July 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC hot test in the laboratory
• RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Kia XCeed was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 XCeed tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Kia XCeed

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	22.785	8.39	3.45	11.48	0.3365	2.40E+11
Legislative limit	1000	100	68	60		6.00E+11
Hot test 1	43.52	11.93	11.93	23.4	0.1336	1.80E+11

RDE tests: Kia XCeed

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				90		9.00E+11
Test 1	24.06			14.6		1.11E+11
Conformity factor limit				2.1		1.5
RDE legislative limit				126		9.00E+11

WLTC track tests: Kia XCeed

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	141.1			6.9		1.76E+11

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Mazda CX5

Vehicle details

Make: Mazda

Model: CX5 (2019MY)

Engine and fuel type: 1998cc 121kW Petrol

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp

Test reference: 32096

Tested: October 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC hot test in the laboratory
• RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Mazda CX5 was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 CX5 tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Mazda CX5

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	244.5	13.14	13.14	14.39	0.32	4.13E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	149	11.18	4.51	17.92	0.17	7.45E+10

RDE tests: Mazda CX5

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				60		6.00E+11
Test 1	69.91			16.37		1.60E+11
Conformity factor limit				2.1		1.5
RDE legislative limit				126		9.00E+11

WLTC track tests: Mazda CX5

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	466			20.42		4.38E+11

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Mercedes-Benz A180 Sport

Vehicle details

Make: Mercedes-Benz

Model: A180 Sport (2019MY)

Engine and fuel type: 1332cc 100kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31261

Tested: March 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC hot test in the laboratory
• RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Mercedes-Benz A180 was compliant with all required tailpipe pollutant emission limits under the WLTC cold and RDE legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behavior 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 Mercedes Benz A180 tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Mercedes-Benz A180 Sport

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	78.6	20.5	20.3	16.7	0.20	1.13E+11
Legislative limit	1000	100	68	60	4.5	6E+11
Hot test 1	14.5	3.1	3.0	20.8	0.11	8.64E+09

RDE tests: Mercedes-Benz A180 Sport

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				126		6.00E+11
Test 1	96.6			13.7		6.63E+10
Conformity factor				2.1		1.5
RDE legislative limit				126		9.00E+11

WLTC track tests: Mercedes-Benz A180 Sport

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	296.3			18.1		4.12E+10

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Peugeot 2008

Vehicle Details

Make: Peugeot

Model: 2008

Engine and fuel type: 1191cc Petrol

Transmission: Automatic

Emission standard: Euro 6d-Temp

Test reference: 32094

Tested: August 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Peugeot 2008 was compliant with all required tailpipe pollutant emission limits under the WLTC cold and RDE legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behavior 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 2008 tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Peugeot 2008

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	253.5	20.15	17.14	12.77	0.446	2.21E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	164.7	4.43	2.845	11.75	0.192	9.01E+10

RDE tests: Peugeot 2008

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	-	-	90	-	6.00E+11
Test 1	242			11.7		1.15E+11
Conformity factor limit				2.1		1.5
RDE legislative limit				126		9.00E+11

WLTC track tests: Peugeot 2008

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	275.9			11.7		1.85E+11

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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.

Download ‘Light van data, 2020’ (ZIP, 32.7MB)

Mercedes-Benz Sprinter

Vehicle Details

Make: Mercedes-Benz

Model: Sprinter (2019MY)

Engine and fuel type: 2143cc 105kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6b

Test reference: 31484

Tested: January 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• NEDC cold test in the laboratory 
• NEDC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Mercedes-Benz Sprinter was compliant with all required tailpipe pollutant emission limits under the NEDC cold legislative test.

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 Mercedes-Benz Sprinter tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

NEDC lab tests: Mercedes-Benz Sprinter

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	211	50	70	0.57	5.40E+08
Legislative limit	740	125	215	4.5	6.00E+11
Hot test 1	5	47	52	VOID	2.19E+09

RDE tests: Mercedes-Benz Sprinter

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	11	61.7			3.60E+09

WLTC track tests: Mercedes-Benz Sprinter

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	119.2	95.05			5.61E+08

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Mercedes-Benz Vito

Vehicle Details

Make: Mercedes-Benz

Model: Vito (2016MY)

Engine and fuel type: 2143cc Diesel

Transmission: Manual

Emission standard: Euro 6b

Test reference: 27884

Tested: January 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• NEDC cold test in the laboratory 
• NEDC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

This Mercedes-Benz Vito was tested following the recall R2018/282 (manufacturer reference SRV1813).

The vehicle was also tested with two inertia weight classes due to the vehicle being applicable for both approval weights. Test 1 was carried out with a vehicle weighing 2270kg and Test 2 was carried out with a vehicle weighing 1810Kg.

The Mercedes Benz-Vito was compliant with all required tailpipe pollutant emission limits under the NEDC cold legislative test.

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 Mercedes-Benz Vito tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

NEDC lab tests: Mercedes-Benz Vito

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	318	52	100	1	1.83E+09
Cold test 2	366	56	113	0	9.99E+08
Legislative limit	740	125	215	4.5	6.00E+11
Hot test 1	94	72	130	0	1.28E+09
Hot test 2	93	76	118	0.41	5.44E+08

RDE tests: Mercedes-Benz Vito

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	154	106.2			7.02E+09

WLTC track tests: Mercedes-Benz Vito

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	114.3	161.9			2.46E+10

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Vauxhall Combo

Vehicle details

Make: Vauxhall

Model: Combo (2019MY)

Engine and fuel type: 1499cc 56kW Diesel

Transmission: Manual

Emission standard: Euro 6d-temp

Test reference: 31579

Tested: September 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• WLTC cold test in the laboratory 
• WLTC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Vauxhall Combo was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 Combo tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

WLTC lab tests: Vauxhall Combo

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	28.71	34.56	39.02	0.119	2.77E+09
Legislative limit	630	105	195	4.5	6.00E+11
Hot test 1	0.055	33.77	34.31	0.035	1.66E+09

RDE tests: Vauxhall Combo

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)	-	158	-	-	6.00E+11
Test 1	34.73	31.2			1.58E+08
Test 2	19.2	33.61			7.34E+08
Conformity factor limit	-	2.1	-	-	1.5
RDE legislative limit	-	220.5	-	-	9.00E+11

WLTC track tests: Vauxhall Combo

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	105	43.6			7.61E+09

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Volkswagen Crafter

Vehicle details

Make: Volkswagen

Model: Crafter (2019MY)

Engine and fuel type: 1968cc 103kW Diesel

Transmission: Manual

Emission standard: Euro 6b

Test reference: 31264

Tested: December 2019

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection 
• laboratory pre-conditioning  
• NEDC cold test in the laboratory 
• NEDC hot test in the laboratory 
• RDE on-road test 
• WLTC test carried out on a test track

Conclusion from tests

The Volkswagen Crafter was compliant with all required tailpipe pollutant emission limits under the NEDC cold legislative test.

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 Crafter tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.

NEDC lab tests: Volkswagen Crafter

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	199.46	84.01	115.81	1.75	4.54E+09
Legislative limit	740	125	215	4.5	6.00E+11
Hot test 1	10	132	138	0.782	4.98E+08

RDE tests: Volkswagen Crafter

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	43.6	24.8			1.53E+09

WLTC track tests: Volkswagen Crafter

Test or pollutant	CO (mg/km)	NOx (mg/km)	HC + NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	135.4	40			2.30E+09

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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.

Download ‘Car (plug-in hybrid electric) data, 2020’ (ZIP, 190MB)

BMW 530e

Vehicle details

Make: BMW

Model: 530e iPerformance (2018MY)

Engine and fuel type: 1998cc OVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31312

Tested: May 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC in charge depleting condition
• WLTC in charge sustaining condition
• hot start WLTC in charge sustaining condition
• WLTC in charge sustaining condition at 0°C
• cold start RDE on-road test
• hot start RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The BMW 530e was compliant with all required tailpipe pollutant emission limits under the legislative tests: WLTC in charge depleting condition and in charge sustaining (including combined weighted result) and RDE 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 530e tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: BMW 530e

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting cycle 1	0.01	0.01	0.01	0.0	0.0	0.00E+00
Charge depleting cycle 2	166.9	6.9	5.8	2.7	0.0	3.00E+09
Charge sustaining	272.4	9.3	8.2	4.6	0.2	3.80E+09
Weighted results	89.6	3.1	2.6	3.0	0.1	1.50E+09
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot charge sustaining	206.2	5.2	4.3	2.4	0.1	1.80E+09
Charge sustaining at 0 °C	383.6	31.1	28.5	10.5	0.5	2.10E+09

Test or pollutant	CO2 (g/km)	ECAC(Wh/km)	Equivalent all-electric range (km)	Equivalent all-electric range - city (km)
Charge depleting	36.7
Charge sustaining	169.8
Weighted results	58.29		34.6	35.6
COC figure (declared)	53	151	40	44

RDE tests: BMW 530e

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				126.0		6.00E+11
Cold test	200.5			6.7		3.30E+09
Hot test	134.6			1.3		2.30E+09
Conformity factor limit				2.1		1.5
RDE legislative limit				126		9.00E+11

Track WLTC tests: BMW 530e

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	231.6			4.8		3.80E+09

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Mitsubishi Outlander

Vehicle details

Make: Mitsubishi

Model: Outlander PHEV (2019MY)

Engine and fuel type: 2360cc 99kW OVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31233

Tested: April 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC in charge depleting condition
• WLTC in charge sustaining condition
• hot start WLTC in charge sustaining condition
• WLTC in charge sustaining condition at 0°C
• cold start RDE on-road test
• hot start RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Mitsubishi Outlander plug-in hybrid electric vehicle (PHEV) was compliant with all required tailpipe pollutant emission limits under the legislative tests: WLTC in charge depleting condition and charge sustaining condition (including combined weighted result) and RDE 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.

WLTC track tests resulted in carbon monoxide (CO) and particulate number (PN) emissions above expected figures, which warranted further discussion with the manufacturer.

Mitsubishi explained the cause of the high CO and PN was due to the conditions during the first internal combustion engine start-up, during a high-power demand acceleration event in the WLTC track cycle. During this acceleration, the power demand exceeded the available power from the traction battery. As internal combustion engine start-up was required to meet total traction power, Mitsubishi explained that the catalyst heating mode combined with the reduced CO conversion efficiency through the catalyst due to lack of heat-up, resulted in a high tailpipe CO and PN emission.

From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Mitsubishi Outlander PHEV tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Mitsubishi Outlander

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting cycle 1	0.3	0.2	0.0	0.0	0.2	3.20E+07
Charge depleting cycle 2	84.8	9.2	8.8	1.6	0.2	2.30E+11
Charge sustaining	140.4	8.6	8.1	14.8	0.4	9.50E+10
Weighted results	51.6	4.0	3.6	4.2	0.2	6.40E+10
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot charge sustaining	46.4	6.6	4.8	19.5	0.6	4.00E+10
Charge sustaining at 0 °C	682.6	33.6	31.6	7.6	0.2	2.40E+11

Test or pollutant	CO2 (g/km)	ECAC(Wh/km)	Equivalent all-electric range (km)	Equivalent all-electric range - city (km)
Charge depleting	9.1
Charge sustaining	163.5
Weighted results	50.1	166.6	40.9	52.2
COC figure (declared)	46	169	45	57

RDE tests: Mitsubishi Outlander

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				126.0
Cold test	167.7			5.5		6.30E+10
Hot test	1142.1			2.9		4.20E+10
Conformity factor limit				2.1		1.5
RDE legislative limit				126		9.00E+11

Track WLTC tests: Mitsubishi Outlander

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	1404			3.4		1.40E+12

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Volvo XC90

Vehicle details

Make: Volvo

Model: XC90 (2019MY)

Engine and fuel type: 1969cc 223kW OVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 31363

Tested: June 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC in charge depleting condition
• WLTC in charge sustaining condition
• hot start WLTC in charge sustaining condition
• WLTC in charge sustaining condition at 0°C
• cold start RDE on-road test
• hot start RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Volvo XC90 was compliant with all required tailpipe pollutant emission limits under the applicable legislative tests: WLTC in charge depleting condition and charge sustaining condition (including combined weighted result) and RDE 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 Volvo XC90 tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Volvo XC90

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting cycle 1	149	11.2	10.2	1.6	0.2	5.90E+10
Charge depleting cycle 2	54.3	3.5	2.9	0.9	0.2	1.00E+10
Charge depleting cycle 3	85.5	1.5	0.4	0.7	0.2	5.30E+10
Charge sustaining	180.3	5.8	4.1	6.8	0.4	1.50E+11
Weighted results	103.5	5.9	5.1	1.9	0.2	5.40E+10
Legislative limit	1000	100	68	60	4.5	6.00E+11
Charge sustaining hot	124.2	2.8	1.4	2.5	0.3	5.00E+10
Charge sustaining 0 °C	226.4	13.1	11.4	15.7	0.2	3.20E+11

Test or pollutant	CO2 (g/km)	ECAC(Wh/km)	Equivalent all-electric range (km)	Equivalent all-electric range - city (km)
Charge depleting	56.7
Charge sustaining	208
Weighted results	81.25		38.8	42.2
COC figure (declared)	73	181	39	45

RDE tests: Volvo XC90

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				126.0		6.00E+11
Cold test	66.0			4.5		3.40E+10
Hot test	78.3			4.2		1.50E+10
Conformity factor limit				2.1		1.5
RDE legislative limit				126		9.00E+11

Track WLTC tests: Volvo XC90

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	92.8			3.3		4.00E+10

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Results: self-charging hybrid cars

In this section:

Raw data for self-charging hybrid car tests

You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.

Download ‘Car (self-charging hybrid) data, 2020’ (ZIP, 89.2MB)

Lexus NX300h

Vehicle details

Make: Lexus

Model: NX300h (2019MY)

Engine and fuel type: 2494cc 114kW NOVC-HEV Petrol

Transmission: CVT

Emission standard: Euro 6d-temp

Test reference: 31315

Tested: May 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC cold test in the laboratory at 0°C
• WLTC hot test in the laboratory
• cold start RDE on-road test
• hot start RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Lexus NX300h was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 NX300h tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Lexus NX300h

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	83.3	7.4	6.2	3	0.3	5.26E+10
Cold test 2 at 0°C	469.2	81.44	80.6	11.2	0.3	1.88E+11
Legislative limit	1000	100	68	60
Hot test 1	28.24	5.44	0.65	0.43	0.03	4.84E+10

RDE tests: Lexus NX300h

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				60
Cold test	175.5			3.3		4.10E+10
Hot test	368.6			2.2		3.40E+10
Conformity factor limit				2.1
RDE legislative limit				126

Track WLTC tests: Lexus NX300h

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	196.4			3.6		6.50E+09

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Toyota Yaris

Vehicle details

Make: Toyota

Model: Yaris (2019MY)

Engine and fuel type: 1497cc 54kW NOVC-HEV Petrol

Transmission: CVT

Emission standard: Euro 6d-temp

Test reference: 31262

Tested: April 2020

Tests conducted

The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:

• vehicle preparation inspection
• laboratory pre-conditioning
• WLTC cold test in the laboratory
• WLTC cold test in the laboratory at 0°C
• WLTC hot test in the laboratory
• Cold RDE on-road test
• Hot RDE on-road test
• WLTC test carried out on a test track

Conclusion from tests

The Toyota Yaris was compliant with all required tailpipe pollutant emission limits under the WLTC cold and 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 Toyota Yaris tested was non-compliant with its legal emissions performance requirements.

These tests were carried out before the Court of Justice of the EU judgement in case C-693/18 and subsequent related cases. The findings in this report are based on the legislation in place at the time of the investigation.   

WLTC lab tests: Toyota Yaris

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	102.4	8.2	7.6	3.2	0.2	2.07E+11
Cold test 2 at 0°C	315.9	34.7	30.7	1.5	0.5	3.82E+11
Legislative limit	1000	100	68	60
Hot test 1	62.3	3.7	3.4	0.3	0.1	4.23E+10

RDE tests: Toyota Yaris

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
COC figure (declared max RDE)				60
Cold test	48.69			2.01		6.37E+10
Hot test	24.28			2.03		2.17E+10
Conformity factor limit				2.1
RDE legislative limit				126

Track WLTC tests: Toyota Yaris

Test or pollutant	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	144.8			2.4		1.30E+11

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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.

Download ‘HGV data, 2020’ (ZIP, 24.8MB)

Dennis Eagle Elite 6

Vehicle details

Make: Dennis Eagle

Model: Elite 6 (2014MY)

Engine and fuel type: 7146cc, 210kW Diesel

Transmission: Automatic

Emission standard: Euro 6 Step B

Test reference: 31612

Tested: March 2020

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 

Conclusion from tests

The Dennis Eagle Elite 6 was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.

When DVSA tested the vehicle to the EU 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.

DVSA also tested this vehicle to cycles that closer matched the normal driving conditions of a refuse vehicle.

The additional tests included:

• an M3 class II (bus) cycle that included 70% urban and 30% rural driving (test 2)
• a custom refuse vehicle cycle including frequent stops and slow urban driving - due to the nature of the cycle, it was not possible to calculate conformity factors for this test (test 3)

Comparisons made using the raw data showed increased NOx output during test 3, which warranted further discussion with the manufacturer.

Dennis Eagle and the engine provider, Volvo, informed DVSA that an improved aftertreatment warmup strategy had been developed, which could be adopted to improve NOx for Euro 6b engines for in service operation.

This strategy was described as providing:

• stronger heat-up mode to improve SCR warmup and keep warm performance
• increased reactivity of engine aftertreatment system temperature control
• better heat management

Dennis Eagle and Volvo planned to implement this upgrade to existing vehicles, to which they stated it would be completed through the recall process.

From the results, DVSA does not have reason to believe that the Dennis Eagle Elite 6 tested was non-compliant with its legal emissions performance requirements.

On-road conformity test: Dennis Eagle Elite 6

Conformity factor result using CO2 window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.138	0.012	0.551
Test 2	0.229	0.005	0.331
Test 3	N/A	N/A	N/A

Conformity factor result using work window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.109	0.012	0.411
Test 2	0.15	0.035	0.867
Test 3	N/A	N/A	N/A

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Renault D26

Vehicle details

Make: Renault

Model: D26 (2017MY)

Engine and fuel type: 7698cc, 240kW diesel

Transmission: Automatic

Emission standard: Euro 6 Step B

Test reference: 31502

Tested: January 2020

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 

Conclusion from tests

The Renault D26 initially failed the test but following work to rectify the fault, this vehicle was found to be compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test. 

On-road conformity tests resulted in nitrogen oxides (NOx) emissions above legislative limits, which warranted further discussion with the manufacturer. 

On initial contact with Renault Trucks following the first test, they provided confirmation that this vehicle was subject to a recall campaign relating to exhaust aftertreatment degradation on this product and others with similar engines.

The campaign was notified to the relevant approval authorities already, with an associated plan to check and remedy affected vehicles. The recall itself involves replacement of the selective catalytic reduction (SCR) system catalyst due to deactivation of the active material caused by low temperature water degradation. This is a failure mode linked to the specific catalyst coating in this application, which is changed in recalls and later applications. The issue affects step B and C. A new more robust coating is used on step D vehicles and aftermarket systems for step B and C. 

The subject vehicle had not had the SCR catalyst replaced at this time, and Renault’s analysis of the test data confirmed that SCR conversion efficiency appeared low, therefore degradation was identified as the most likely root cause of the high NOx emissions. Renault were given the opportunity to inspect the vehicle and rule out any other potential issues before replacing the aftertreatment. 

During Renault’s inspections, witnessed by DVSA, no other emissions control system issues were found on the vehicle. Therefore, the root cause of NOx emission exceedance was confirmed as SCR degradation. The plan for replacing the SCR system was agreed with DVSA. 

A repeat emission test was conducted (test 2) following the replacement of the SCR and the NOx conversion factor and emissions were compliant.  

From the final results, DVSA does not have reason to believe that the Renault D26 tested was non-compliant with its legal emissions performance requirements.  

On-road conformity test

Conformity factor result using CO2 window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.29	0.00	1.95
Test 2	0.11	0.04	0.38

Conformity factor result using work window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.29	0.00	1.92
Test 2	0.11	0.04	0.34

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Scania P250

Vehicle details

Make: Scania

Model: P250 N3 Rigid (2016MY)

Engine and fuel type: 9291cc, 184kW Diesel

Transmission: Automatic

Emission standard: Euro 6 Step C

Test reference: 31165

Tested: November 2019

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 

Conclusion from tests

The Scania P250 was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.

When DVSA tested the vehicle to the EU 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 Scania P250 tested was non-compliant with its legal emissions performance requirements.

On-road conformity test

Conformity factor result using CO2 window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.123	0.064	0.564
Test 2	0.146	0.060	0.506

Conformity factor result using work window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.131	0.068	0.529
Test 2	0.156	0.064	0.525

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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.

Download ‘PSV data, 2020’ (ZIP, 25.2MB)

Alexander Dennis Enviro400

Vehicle details

Make: Alexander Dennis

Model: Enviro 400 MMC (2018MY)

Engine and fuel type: 6700cc, 182kW Diesel

Transmission: Automatic

Emission standard: Euro 6 Step C

Test reference: 31235

Tested: December 2019

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 

Conclusion from tests

The Alexander Dennis Enviro400 was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.

When DVSA tested the vehicle to the EU 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 Alexander Dennis Enviro400 tested was non-compliant with its legal emissions performance requirements.

On-road conformity test

Conformity factor result using CO2 window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.151	0.011	0.084

Conformity factor result using work window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.149	0.010	0.066

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Optare Solo

Vehicle details

Make: Optare

Model: Solo (2019MY)

Engine and fuel type: 5130cc, 130kW Diesel

Transmission: Automatic

Emission standard: Euro 6 Step A

Test reference: 31380

Tested: April 2020

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 

Conclusion from tests

The Optare Solo was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.

When DVSA tested the vehicle to the EU 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 Optare Solo tested was non-compliant with its legal emissions performance requirements.

On-road conformity test

Conformity factor result using CO2 window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.082	0.292	0.783

Conformity factor result using work window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.069	0.243	0.590

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Van Hool TX11

Vehicle details

Make: Van Hool

Model: TX11 (2015MY)

Engine and fuel type: 10837cc, 271W Diesel

Transmission: Automatic

Emission standard: Euro 6 Step A

Test reference: 31423

Tested January 2020

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 

Conclusion from tests

The VanHool TX11 initially failed the test but following work to rectify a fault this vehicle was found to be compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test. 

The initial on-road conformity tests resulted in nitrogen oxides (NOx) emissions above legislative limits, which warranted further discussion with the manufacturer.    The engine provider Paccar noted the results were ‘unexpectedly high’ and provided evidence of other engines previously tested which showed much lower NOx emissions.    Paccar provided additional potential causes for the high NOx and requested to examine the vehicle to establish which of these or other faults may be causing this issue.    Paccar investigated multiple causes and some changes were made to the vehicle. All work was observed by DVSA engineers. During this diagnostic work, the temperature gauge was found to be showing lower temperatures than expected. Further investigation found the thermostat to be at fault, this was changed.   A repeat emission test was conducted (test 3) following the replacement of the thermostat and the NOx conformity factor and emissions were compliant. 

From the final results, DVSA does not have reason to believe that the Van Hool TX11 tested was non-compliant with its legal emissions performance requirements.

On-road conformity test

Conformity factor result using CO2 window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.105	0.028	1.549
Test 2	0.097	0.023	1.058
Test 3	0.097	0.06	0.507

Conformity factor result using work window calculation method:

Test or pollutant	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.104	0.028	1.561
Test 2	0.096	0.024	1.069
Test 3	0.097	0.06	0.507

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.