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Car manufacturers are reducing the number of optional features offered on new models and fitting smaller wheels in order to simplify the WLTP values for each model.

Each new car registered in Europe has a unique WLTP value, which is affected by its specification.

Options that impact a vehicle’s standard weight, drag or rolling resistance can change a vehicle’s WLTP values. Additions such as a sunroof are likely to add approximately 2g/km of CO2 to a vehicle’s emissions levels and any change to a vehicle’s specification must be calculated with complete accuracy.

Jato Dynamics says as manufacturers began the transition from NEDC to WLTP, they changed the number of options available for purchase, reducing the models on offer.

Some have reduced the average tyre size of their vehicles, as smaller wheels are less likely to create as much friction or resistance.

David Krajicek, CEO at JATO Dynamics, said: “Where options were once key money-makers for OEMs, they can no longer look to these to generate cash for fear of exceeding CO2 limits, and the waste of resources that arises from calculating every single vehicle’s unique WLTP value.

“The shift away from these additional features and the evolution towards EVs will likely continue. We cannot say with certainty what manufacturers’ model listings will look like in the future, but one thing is clear – on demand WLTP data for meeting budgets, policy guidelines, and ultimately keeping businesses running will be key.”

The changes go much further than options, however. Since 2017, many OEMs have moved away from standard internal combustion engine (ICE) vehicles, in favour of lower emissions electrified vehicles.

Last year. EV registrations more than doubled in Europe. The Netherlands, France, Finland and Ireland, have all significantly increased the number of EV models available since 2017.

The Netherlands currently has the greatest number of EVs available for purchase, rising from 18 models to 50 models in the space of four years. This is closely followed by France, with an increase of 29 models during the same period.

Finland more than doubled its electrified offering from just 13 models to 29 last year. Similarly, Ireland has more than tripled its range, rising from seven to 24 models in 2020.  By Graham Hill thanks to Fleet News

Fleet operators are being warned that there are fewer replacement tyres available for electric vehicles (EVs), by ATS Euromaster.

Tyres built specifically for EVs vehicles will vary by manufacturer, but some have a special structure to support the additional weight of the battery.

ATS Euromaster says there is unlikely to be a greater wear rate for EV tyres, despite the battery weight and the instant acceleration – so long as the correct tyre pressure and settings are used.

Mark Holland, operations director at ATS Euromaster, said: “Tyres for electric vehicles will generally have better-rolling resistance, maximising the distance the car can travel.

Because there’s not as much noise created by these vehicles – since there’s no internal combustion engine – these tyres will have better dB reduction, so less road noise can be heard inside the cabin as a result.

“More EVs in the future will begin having specific EV tyres fitted to these vehicles as original equipment, and although it’s always recommended to change tyres like for like where possible, as this will offer the best vehicle performance, this isn’t mandatory.

“What is important when it comes to replacement is that the correct tyre size and load ratings for the vehicle are used, no matter which product is selected.”

 ATS Euromaster warns that specific tyres for EVs are only just arriving onto the market, meaning there will be fewer choices available compared with other tyres and patterns.

An EV tyre is like a homologation on a vehicle, therefore the original tyres should be replaced by the same ones where possible, but if not, the correct size and load ratings must be met.

Holland added: “Fitting the correct tyres for electric vehicles will not only make it a better in-car experience for fleet drivers, but also provide the best performance from the vehicle.

“Check the owner’s manual for any information on how to change a tyre, in case there are any specific instructions, plus details on the vehicle’s tyre size and load ratings. Not following such advice may lead to unplanned vehicle downtime that may affect the business.”  By Graham Hill thanks to Fleet News

The cost of repairs to vehicles suffering pothole damage over the past 12 months has been revealed in new research published by Kwik Fit.

Its annual Pothole Impact Tracker (PIT) report, which is published today (Wednesday, March 31), shows that the total repair bill to vehicles from pothole damage over the past year rose slightly, from £1.249bn to £1.267bn.

Kwik Fit’s PIT Report tracks the impact of potholes on an annual basis and its research shows that this year, despite reduced mileage, drivers have hit an average of 11 potholes per month, and some 10.2 million have suffered damage to their car as a result.

As tyres are a car’s first line of defence against potholes, they are the most commonly damaged component, suffered by 4.2 million drivers.  This is followed by suspension damage (3m), wheels (2.8m) and steering (2m).

The average cost of repairs has reached £127.20, an increase of 11% on the previous year.

Almost half (48%) of drivers say that the condition of the road surfaces in their local area are worse than 12 months ago, with only 12% saying they are better; 35% say they are about the same.

Roger Griggs, communications director at Kwik Fit, said: “The condition of our roads is a long-term issue as shown by our PIT report over recent years.

“Potholes are not just an issue because of the cost to drivers, they present a risk to people’s safety.

“We need to ensure that any funds made available are used strategically and effectively and not just for short term patching up of the worst affected areas.”

The Kwik Fit research coincides with the publication of the Annual Local Authority Road Maintenance (ALARM) survey.

POTHOLE FILLED EVERY 19 SECONDS

It says that inconsistent roads funding is leading to highways authorities conducting quick fixes to potholes rather than employing longer-term solutions.

The 26th survey reports a 15% increase in highway maintenance budgets which were, in part, due to additional funding from central Government, including the Pothole Fund in England, as well as supplementary pots to support changes as a result of Covid-19 needs and active travel ambitions.

However, budgets reported are still lower than they were two years ago, and road conditions have yet to see any significant improvement.

This up-down approach to funding, says the Asphalt Industry Alliance (AIA), results in wasteful patch and mend repairs as local authorities have a statutory duty to maintain the highway but “don’t have the scope or certainty of funding” to implement more cost effective, proactive repairs.

This is borne out by the large increase in the number of potholes filled over the past 12 months in England and Wales, the equivalent of one being filled every 19 seconds, it says.

Local authorities also report that, despite the increase in budgets, target road conditions still remain out of reach.

If they had enough funds to meet their own targets conditions across all road types, there could be an additional 14,400 miles of local roads in a good state of repair and another 2,000 fewer miles in need of urgent repair.

Rick Green, chair of the AIA, said: “The last year has been like no other and the ‘hidden heroes’ responsible for maintaining our local roads should be proud of the role they played working throughout the pandemic to keep our key workers and emergency services moving, supermarket shelves stocked and vaccines distributed.

“While the extra funding in 2020/21 was welcomed, using it to repeatedly fill in potholes is essentially a failure as it does nothing to improve the resilience of the network.”

Green says that the average frequency of road surfacing is now once every 68 years and the bill to fix the backlog of maintenance work on our local roads in England and Wales remains in excess of £10bn.

“It is clear that a longer term approach to local road funding is needed, similar to the five-year commitment made to the strategic road network in the two Roads Investment Strategy (RIS) periods, to allow local authority highway engineers to plan ahead and implement a more proactive, sustainable and cost effective whole life approach to maintaining the network,” he said.

“This commitment is vital to the nation’s post-pandemic reset in which we will rely on our local road network to support recovery and underpin active travel and levelling-up goals.”

LONDONERS COMPLAIN MORE

The Kwik Fit research showed that drivers in Scotland are most likely to say their roads are worse than a year ago, while motorists in London are least likely.

In the capital a third of drivers 33% say the roads are worse, but nearly as many (27%) say they are better.

Interestingly, it is London drivers who are most likely to have complained to their local authority about the potholes in their area. Almost half (46%) of London motorists have done so, compared to an average of 30% of drivers across the country, which may be a reflection of the fact that London drivers pay an average repair bill of £142.60, compared to the national average figure of £127.20.

Drivers hitting potholes may find that the damage is not immediately apparent.  Pothole impacts can often result in slow punctures, damage on the inside wall of the tyre, or cracks in the wheel which are not obvious straight away.

Any driver who hits a pothole with significant force should monitor their car carefully in the days following the incident, to ensure that their vehicle has remained unscathed. By Graham Hill thanks to Fleet News

BP Pulse has announced a new partnership with The EV Network (EVN), which will “significantly” expand its ultra-fast electric vehicle (EV) charging infrastructure. 

EVN is an EV charging infrastructure development company, helping bridge the gap between landlords and charge point operators in rolling out a network of rapid and ultra-fast EV chargers and charging infrastructure in the UK.

Over the past three years EVN says it has carefully selected and secured the very best sites in the UK, seizing ‘first-mover advantage’ in what has become an increasingly competitive UK market.

BP Pulse is aiming to double the size of its network in the UK to 16,000 charge points by 2030, with a particular emphasis on ultra-fast chargers, with the total amount of charging on the BP Pulse network is set to grow 30-fold by 2030.

The new hubs will be a key part of the company’s ambition to deliver fast and convenient charging for the growing number of EV drivers.

Matteo de Renzi, CEO of BP Pulse, said: “We’re taking another step forward in our commitment to make ultra-fast charging widely accessible across the UK, including in easy reach of the motorway network.

“These new hubs will complement BP Pulse’s existing plans to expand the number of ultra-fast chargers on BP’s forecourts and it’s exciting to be launching this new additional option for drivers.”

The agreement is expected to deliver new ultra-fast EV charging destinations in the areas with high volumes of traffic.

The sites will be developed by EVN with each having a range of ultra-fast charging bays and some becoming EV convenience and mobility hubs with food, drink and other facilities on offer to drivers as they charge.

Reza Shaybani, co-founder and CEO of EVN, described the agreement with BP Pulse as “ground-breaking”.

“Together we will be fuelling growth in a vital part of the UK’s green economy, making a reliable national network of EV charging stations a reality for fast growing number of electric vehicle drivers,” he said.

A recent Ionity survey found that range anxiety and charging times are still the main barriers for adopting and switching to EVs.

The research found that in the Netherlands, a country with a well-developed charging infrastructure, drivers of electric cars actually have fewer concerns about charging times (37%) or charging stations (35%) based on their experiences.

In the UK, it found that the main incentive to buy an EV is the ability to drive further on a single charge (34%) and more charging points becoming available in the respondent’s area (28%).

Gridserve opened its first electric forecourt in Braintree last year, which enables 36 vehicles to be charged at the same time at up to 350kW.

It is the first of more than 100 in the UK Gridserve is planning to build in the next five years as part of a £1 billion programme. By Graham Hill thanks to Fleet News

A law firm has claimed that Jaguar Land Rover may have used emissions cheating devices on a number of its diesel engines.

Leigh Day, which has already made similar claims against Mercedes, VW, Nissan, Renault, Porsche, Vauxhall, Citroen and Peugeot, believes up to 365,000 Jaguar and Land Rover models could be affected.

The lawyers state that some JLR vehicles have been proven to emit higher levels of NOx emissions that claimed in tests by German and UK regulators.

A statement issued by the car maker said: “Jaguar Land Rover does not use emissions cheat devices or software in any of its products. We have not yet seen any technical evidence in relation to this matter and will strongly contest any claims made by the no win-no fee legal firm.”

According to Leigh Day, a Jaguar XE 2.0-litre was found by the German VW Commission Enquiry in April 2016 to be producing NOx at nine times the threshold value in an on the road test. In the same report, a Range Rover 3.0-litre produced 11 times the threshold value during on the road testing.

In 2016, following the Volkswagen dieselgate scandal, the Department for Transport concluded in a report that there was no evidence that other manufacturers were using software of the type used by Volkswagen.

Oliver Holland, partner at Leigh Day, said: “Evidence in the public domain clearly shows that diesel engines in some Jaguar Land Rover models were fitted with emissions cheat devices so that customers have not been driving around in the low-emissions vehicles they thought they were.

“Instead, these owners have been cheated, and Britain’s roads and surrounding areas have been polluted with NOx emissions way beyond the levels that motor manufacturers have stated, to maintain profit and avoid regulation essential to our health and the health of the planet.”

Following the dieselgate scandal, Volkswagen Group was the first brand to face civil action with some 90,000 UK owners seeking compensation.

Class action lawsuits have since been launched against the majority of car makers by numerous law firms.

They are accused of using illegal defeat devices to manipulate the emissions performance of vehicles at certain times, such as during emissions tests, to make their cars appear to be more environmentally friendly.

All vehicles registered between 2009 and 2018 underwent the New European Driving Cycle (NEDC) test, in order to gain type approval. While EU law bans the use of ‘defeat devices’, exceptions within the regulations allow the effectiveness of emissions control systems to be reduced if it’s required to protect the engine against damage or ensure its safe operation.

Last year the European Court of Justice ruled that diesel emission defeat devices cannot be justified by the argument that they “contribute to preventing the ageing or clogging-up of the engine”.

Some car manufacturers admitted that engine control units were programmed to shut off at certain temperatures, but said such practices were fully compliant with the law.

In 2019, JLR issued a voluntary recall for 44,000 cars in the UK after regulators found 10 models were emitting more carbon dioxide (CO2) than they had been certified to emit.  By Graham Hill thanks to Fleet News

Citroen has reduced the price of its range topping e-C4 Shine Plus so that all versions of the electric car are eligible for the revised plug-in car grant.

The e-C4 Shine plus previously had an on-the-price of £35,545, but is now priced from £34,995.

It follows the Government’s decision to lower the eligibility threshold for the plug-in grant to £35,000.

The grant amount was also reduced from £3,000 to £2,500.

Eurig Druce, Citroen UK’s managing director, said: “We were disappointed to hear the news that the support for consumers to make the switch to a low emission vehicle had been reduced.

For this period of transition to be a success and for electrification targets to be met, both the industry and consumers need clearer long-term guidance and support on how we will get there.

“That said, I am proud that Citroen UK’s policy of ‘Fair Pricing’ ensures that consumers will continue to be able to benefit from the full Government Plug in Car Grant when purchasing their new e-C4.”

Pricing for the new e-C4 ranges from £30,895 to £32,495 (on-the-road) when the grant is applied.  All models come equipped with LED headlights, 18-inch alloy wheels, 10-inch high-resolution touchscreen with Apple CarPlay and Android Auto, Sat Nav with TomTom Live Services, Active Safety Brake, Lane Keeping Assist, electric parking brake, rear parking sensors, rear parking camera, electrically folding door mirrors, dual-zone climate control and Citroen Connect Box Emergency and Assistance System.

The car uses a 50kWh battery pack and a 136PS electric motor. It provides a range of up to 217 miles and an 80% charge will take 30 minutes on a 100kW rapid charger.  By Graham Hill thanks to Fleet News

Buyers of new cars could face waits of six months or more and discounts could be slashed as the worldwide shortage of semiconductor chips continues to affect supplies.

Car buyers might also be asked to pay more for models with digital dashboards or built-in sat-navs – or not be offered those features at all – as manufacturers looks for ways to restrict the number of chips in each vehicle so they can keep production going.

Here, we answer key questions about the shortage, and how it could affect you.

What are semiconductor chips?

Semiconductor chips are a crucial component of modern car infotainment systems, digital dashboards, sat-navs and many other in-car electrical systems. As cars become more complex, they need more of the electronic devices to control systems. Chips are in particularly high demand right now for two reasons.

Firstly, the pandemic has driven up the popularity of consumer electronic devices such as smartphones, games consoles, laptops and tablets, diverting the supply of the chips away from the automotive sector. Car manufacturers were using far fewer chips for most of last year as heavily reduced demand led to factory closures.

Secondly, the increase in demand for new cars in the last quarter of 2020 meant many car makers exceeded their forecasts, and didn’t order enough chips early on to satisfy the demand for newly ordered cars.

Unfortunately for car makers, they are not the biggest users of computer chips so they have far less bargaining power over the producers than computer and phone companies, which buy around 90% of the supply. 

Although some of the simpler chips are made by automotive suppliers such as Bosch and Denso, it is estimated that 70% of chips for cars are made by one supplier in Taiwan, the Taiwan Semiconductor Manufacturing Company (TSMC). Only 3% of its revenue comes from the automotive sector, so it’s highly unlikely to change its business plan to accommodate car makers.

Europe currently accounts for less than 10% of global chip production, although that’s 6% more than five years ago. It wants to boost that figure to 20% and is looking at investing 20-30 billion euros to make that happen. In the meantime, it’s predicted that the chip shortage could continue into the autumn or even into 2022.

Which car makers and models are affected?

Although the chip shortage is expected to affect all car makers, some have been more open about it. Ford has recently stated that it will produce 1.1 million fewer cars this year.

Its production will be down 50% in the second quarter and 10% down in the second half of 2021. So far, Ford has built 22,000 vehicles that are waiting for chips to be installed.

Ford temporarily stopped production at its factories in the US, Germany and Turkey earlier this year, and it says the closures will affect Galaxy, Kuga, Mondeo, S-Max and Transit Connect production until 31 July. The Fiesta and Puma will also be affected, but buyers should not face such lengthy delays for these models. 

Production lines at Audi, Honda, Jaguar Land Rover (JLR), Mercedes, Mini and Toyota plants have also been hit. JLR says there will be an impact on deliveries of the Jaguar XE, XF and F-Type and the Land Rover Discovery Sport and Range Rover Evoque, but it won’t affect the Range Rover, Jaguar F-Pace and Land Rover Defender. Mercedes models affected include the C-Class, EQC and GLC.

The ripple effect of the slow-down in car production is starting to be felt at dealership level, with one Ford dealer group saying that it would no longer be offering discounts on 10 of the 15 new car models it sells, including the Fiesta, Focus, Kuga and Puma.  

Car buyers may also have to do without certain electrical systems or pay more for them. Nissan is reportedly leaving navigation systems out of cars that would normally have them, and there have been reports that Renault is no longer fitting digital dashboards to certain models.

Peugeot has reputedly changed the instrument cluster on run-out models of the 308 from a digital unit to an analogue one so it can keep up with production of newer models, including the 3008 SUV. A 5.0in digital cluster from the Mini Electric that was expected to be standard on all other versions of the Mini has now been made an optional extra. By Graham Hill thanks to What Car

A consultation will be launched later this year to decide the distance a new hybrid electric vehicle can travel on zero emissions to remain on sale from 2030 to 2035.

Publishing its response today to a consultation on Ending the sale of new petrol, diesel and hybrid cars and vans, the Government also said it remained technology neutral and recognised that hydrogen could have a role to play.

Ministers confirmed in November 2020, that new petrol and diesel cars and vans would not be allowed to be sold in the UK from 2030.

New hybrid cars and vans that could drive a “significant distance” with no carbon coming out of the tailpipe, however, would be allowed to remain on sale until 2035.

The Office for Zero Emission Vehicle (OZEV) has previously explained that only plug-in and full hybrids will still be considered for sale from 2030 until 2035.

Full hybrids include the likes of the Toyota Prius and the Kia Niro, while mild hybrids, which are rapidly becoming the norm on most engines, are offered by Ford, with MHEV engines on the Fiesta, Puma and Focus.

In its response to the internal combsution engine (ICE) ban consultation, the Government says that it wants to increase the pace of transition to zero-emission driving.

“In doing so we recognise the importance of deploying a range of cleaner vehicle technologies from today up until the phase out dates,” it said.

“In particular, full hybrids and plug-in hybrids have a key role to play, both in reducing emissions and as a stepping-stone technology to help consumers and businesses adapt to zero emission driving.

“We are not banning the use of petrol and diesel cars and vans. These decisions only apply to new cars and vans. They do not apply to existing petrol, diesel and hybrid cars and vans which can continue to be driven and sold in the second-hand market.”

The Government says it recognises that a new target will be “challenging for different sectors of society and the economy”.

“Issues around affordability, range anxiety and infrastructure must be addressed to foster the willingness of drivers to transition to zero emission vehicles (ZEVs),” it added.

“Government takes a technology neutral approach on how this transition will be achieved. While it is true that battery electric vehicles (BEVs) dominate the current ZEV market, we recognise the potential of hydrogen as another solution for zero emission transport, particularly for heavier road vehicles.”

POSSIBLE DEROGATIONS

The Department for Transport (DfT) says that it will consider a “very limited range of derogations” to the phase out dates for specialist vehicles, including military service and emergency vehicles. A consultation on these derogations will be launched in due course.

It will also publish a delivery plan this year setting out major milestones towards the phase out dates and committed spending and regulatory measures. Progress against the plan will be monitored and reported publicly on an annual basis.

Furthermore, it will conduct a review of progress towards the phase out dates by 2025.

“Moving millions of vehicles to zero emissions is an enormous challenge,” said transport secretary Grant Shapps. “Government has already committed £1.5 billion to boost the early market, but now we are going further.

“We are backing our new phase out dates with over £2.8bn of investment to drive up the number of zero emission vehicles, accelerate the roll out of our world-class chargepoint infrastructure network, and to secure investment in gigafactories and other strategic technologies to develop the UK’s electric vehicle supply chain.”

In a Fleet News survey, conducted after the ICE ban was announced late last year, almost two-thirds of fleets said that implementing a ban on the sale of new petrol and diesel cars from 2030 was too soon.

The Government had previously said it would end the sale of new petrol and diesel cars and vans by 2040. By Graham Hill thanks to Fleet News

A consultation will be launched later this year to decide the distance a new hybrid electric vehicle can travel on zero emissions to remain on sale from 2030 to 2035.

Publishing its response today to a consultation on Ending the sale of new petrol, diesel and hybrid cars and vans, the Government also said it remained technology neutral and recognised that hydrogen could have a role to play.

Ministers confirmed in November 2020, that new petrol and diesel cars and vans would not be allowed to be sold in the UK from 2030.

New hybrid cars and vans that could drive a “significant distance” with no carbon coming out of the tailpipe, however, would be allowed to remain on sale until 2035.

The Office for Zero Emission Vehicle (OZEV) has previously explained that only plug-in and full hybrids will still be considered for sale from 2030 until 2035.

Full hybrids include the likes of the Toyota Prius and the Kia Niro, while mild hybrids, which are rapidly becoming the norm on most engines, are offered by Ford, with MHEV engines on the Fiesta, Puma and Focus.

In its response to the internal combsution engine (ICE) ban consultation, the Government says that it wants to increase the pace of transition to zero-emission driving.

“In doing so we recognise the importance of deploying a range of cleaner vehicle technologies from today up until the phase out dates,” it said.

“In particular, full hybrids and plug-in hybrids have a key role to play, both in reducing emissions and as a stepping-stone technology to help consumers and businesses adapt to zero emission driving.

“We are not banning the use of petrol and diesel cars and vans. These decisions only apply to new cars and vans. They do not apply to existing petrol, diesel and hybrid cars and vans which can continue to be driven and sold in the second-hand market.”

The Government says it recognises that a new target will be “challenging for different sectors of society and the economy”.

“Issues around affordability, range anxiety and infrastructure must be addressed to foster the willingness of drivers to transition to zero emission vehicles (ZEVs),” it added.

“Government takes a technology neutral approach on how this transition will be achieved. While it is true that battery electric vehicles (BEVs) dominate the current ZEV market, we recognise the potential of hydrogen as another solution for zero emission transport, particularly for heavier road vehicles.”

POSSIBLE DEROGATIONS

The Department for Transport (DfT) says that it will consider a “very limited range of derogations” to the phase out dates for specialist vehicles, including military service and emergency vehicles. A consultation on these derogations will be launched in due course.

It will also publish a delivery plan this year setting out major milestones towards the phase out dates and committed spending and regulatory measures. Progress against the plan will be monitored and reported publicly on an annual basis.

Furthermore, it will conduct a review of progress towards the phase out dates by 2025.

“Moving millions of vehicles to zero emissions is an enormous challenge,” said transport secretary Grant Shapps. “Government has already committed £1.5 billion to boost the early market, but now we are going further.

“We are backing our new phase out dates with over £2.8bn of investment to drive up the number of zero emission vehicles, accelerate the roll out of our world-class chargepoint infrastructure network, and to secure investment in gigafactories and other strategic technologies to develop the UK’s electric vehicle supply chain.”

In a Fleet News survey, conducted after the ICE ban was announced late last year, almost two-thirds of fleets said that implementing a ban on the sale of new petrol and diesel cars from 2030 was too soon.

The Government had previously said it would end the sale of new petrol and diesel cars and vans by 2040.  By Graham Hill thanks to Fleet News

Law firm Hagen Berman UK says it has filed proceedings against Daimler AG, Mercedes Benz Cars UK and Mercedes Benz Financial Services UK, in a bid to secure compensation payouts for drivers affected by emissions “cheating”.

The firm alleges that Mercedes programmed some of its diesel models produced between 2008 and 2018 to reduce the vehicles’ illegally high levels of nitrogen oxide when the vehicles were being tested for emissions.

In August last year, the German car maker agreed to pay a £560m settlement to owners in the USA after it was accused of cheating emissions tests.

Mercedes-Benz said cars sold in the US used different emissions control systems to those in Europe, however, and believes the claims brought forward by UK law firms are “without merit”.

Some 33,000 people in England and Wales have registered interest to have Hagens Berman represent them in the group litigation. The law firm says claimants can now formally opt in to join the case. Other interested parties are also still eligible to join.

“British consumers have a similar right to compensation for unlawful, deceptive and defective emissions-cheating implemented by Mercedes,” said Steve Berman, managing partner of Hagens Berman. “Following the $700 million US settlement against Mercedes, we spent the past year laying the foundation for equally successful litigation in the UK. We are now poised to hold Mercedes and other defendants to account.”

A number of car makers are being targeting by law firms for emissions cheating. Most recently, Harcus Parker announced it was investing all car makers that sold diesel models between 2009 and 2018. So far, no claims have been successful.

A 2016 investigation by the Vehicle Certification Agency, on behalf of the Department for Transport, found that only Volkswagen Group vehicles featured defeat devices designed specifically to beat official testing.

However, the tests provided further evidence that NOx emissions from diesel vehicles were higher in real-world conditions and on the test track than in laboratory conditions.

The investigation concluded that the EU regulations provided uncertainty about how emissions control systems may be reduced or deactivated in certain conditions and did not detail how the exceptions to the ban on defeat devices should apply, whether or how manufacturers should apply these exemptions, or how a type approval authority should evaluate the validity of their use. By Graham Hill thanks to Fleet News