Graham Hill Attempts To Explain New Emissions Testing
Friday, 6. April 2018
You may or may not be aware that the emissions and fuel consumption testing in the past was carried out in laboratories using very specific criteria. I should also point out that the testing was carried out by the manufacturer not an independent body – Nuff said!
Fuel consumption figures have become so bad that I know of at least one class action taken, against a manufacturer, for stating what were considered to be completely incorrect figures in their brochure. Saying that the figures stated bore no relation whatsoever to what was achieved on the road under ‘normal’ driving conditions.
To the best of my knowledge, none of the actions have succeeded but it put pressure on Governments around the world to do something about this misleading information. Let me try to explain what is being done to correct the situation.
The main test is the Worldwide harmonised Light vehicle Test Procedure (WLTP). This replaces the old laboratory test changing many of the criteria and removing any opportunities that existed within loopholes contained within the old test rules, known as New European Drive Cycle (NEDC).
Alongside the WLTP test is the Real Driving Emissions (RDE) test which, together, is aimed at giving a far more accurate emissions reading. With me so far? The new WLTP test will be divided into 4 parts each with different average speeds, low, medium, high and extra high.
Each part consists of a variety of driving phases, stops, acceleration and braking. Experts are suggesting that the tests are taking twice as long to complete as the old NEDC tests. Added to which they will have to test best and worst case scenario vehicles in each trim before using a formula to determine the impact of optional extras.
The theory here is that they must test, not only a basic car but also a car that is loaded with optional extras, as this gives a more accurate reading – apparently. In addition to the laboratory test the cars are also subjected to the RDE test which requires a car to be fitted with a ton of kit then driven on public roads to establish readings that reflect true driving conditions.
This, of course, will add even more time to the testing of the cars. The big problem faced by manufacturers is that whilst they will still carry out the testing themselves they have to use authorised test centres which are the same as those used previously but now with massive demand.
Not only because the tests take twice as long but also because every new car has to be tested by September this year. This includes cars that haven’t changed but were certificated under the NEDC rules. Manufacturers have until September 2019 to complete the RDE road tests.
So where does that leave you and me? Confused if I’m anyone to go by. All this time money and effort going into something that will never be consistent because of the fluctuations in driving styles and road conditions. A regular trip for me used to be from my front door to Birmingham.
I would take the same route each time but the fuel consumption could differ by more than 10 miles to the gallon with the best figure within a spit of the figure declared in the brochure.
As emissions correlate fairly closely to the amount of fuel you use when driving how can the one-off test ever replicate the driving conditions of all drivers – such a lot of money for an inaccurate test. By Graham Hill
