Vehicle Market Surveillance Unit: results of the 2025 emissions programme
Published 21 October 2026
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Introduction
The Driver and Vehicle Standards Agency (DVSA) has a Market Surveillance Unit, which inspects vehicles, trailers and equipment to make sure they meet safety and environmental standards.
This report sets out the findings of vehicle and component testing during 2025. You can also download the unprocessed raw data for all the tests carried out.
There’s an annex that explains some of the emissions reduction technologies mentioned in this report.
How DVSA selected the sample of vehicles tested
DVSA aims to check a representative selection of the most popular vehicle types used on UK roads. In 2025, we carried out tests on:
- diesel cars
- petrol cars
- light-duty vans
- hybrid cars (self-charging hybrid)
- motorcycles
The vehicles were chosen based on their UK sales, with other vehicles added to make sure a wide range of manufacturers were included.
DVSA sourced vehicles from hire fleets and dealers.
The vehicles were not provided by manufacturers, and they could not prepare or modify the vehicles before they were tested.
What tests were carried out
DVSA tested every vehicle to make sure they all conformed to European emission standards (as adopted in GB legislation):
- Euro 6 for light-duty vehicles (cars and vans)
- Euro 5 for motorcycles
The types of tests DVSA carried out depended on the type of vehicle.
Cars and light vans
For all petrol and diesel cars, hybrid vehicles and light vans, DVSA carried out the following tests:
- type 1 Worldwide Harmonised Light Vehicle Test Cycle (WLTC) in a laboratory
- on-road test - called Real Driving Emissions with cold start (RDE)
- double RDE test back-to-back at 0°C completed in a laboratory
Before carrying out these tests, each vehicle was:
- checked for any defects that could affect the emissions control system
- drained of fuel and had it replaced with standard laboratory reference fuel
The cars and light vans tested in 2025 were type approved using the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) and Real Driving Emissions (RDE) test and were assessed using these regulations.
Type 1 WLTC Test in a laboratory
Each vehicle was given a standard pre-conditioning test relevant to its approval. It was then left in a temperature-controlled room so that the whole vehicle, including engine oil and coolant, was ‘soaked’ to a temperature between 20°C and 30°C (as specified in the type approval regulations). Following that, the test began with the emissions being measured from an engine start condition.
This is a legislative test with limits that a vehicle’s emissions must not exceed.
In the charge sustaining tests on hybrid vehicles, these were set so that the vehicle’s battery state of charge was maintained during the standard test cycle.
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 in September 2018.
WLTP tests are designed to give a more accurate indication of how much fuel a vehicle will use, and the pollutants emitted whilst driving.
Every WLTP test was completed over a period of 30 minutes and covered just over 23 km, with an average speed of 45 km per hour and maximum speed of 131 km per hour.
Real Driving Emissions (RDE) on-road tests
These tests were carried out on public roads using Portable Emissions Measuring System (PEMS) equipment. They measured pollutants whilst each vehicle is being driven.
Each test involved driving the vehicle for around 1.5 to 2 hours over a test route on public roads. All routes included urban, rural and motorway driving, and the tests were carried out during the day and in normal traffic conditions.
If ambient temperatures dropped below 3°C during these tests, this was considered ‘extended’ conditions and the emissions results were divided by a factor of 1.6. For transparency reasons, in this report ‘raw’ RDE results have not been post-processed and have not had additional factors such as the extended conditions factor applied.
For NEDC approved vehicles and some WLTP approved vehicles sold before September 2019, this was not a legislative test. For these vehicles, it was an additional test that DVSA carried out to understand how they performed under real-world conditions.
RDE laboratory tests
A double RDE test was carried out using a laboratory dynamometer, with the ‘soak’ and ambient test temperature for both tests at 0°C for all vehicles tested.
On all petrol cars and vans, including hybrids, the first RDE cycle was derived from the road RDE drive pattern for each vehicle and the second RDE cycle was performed in reverse order: motorway, rural, followed by the urban section.
For all diesel cars and vans, including hybrids, the first RDE cycle employed a consistent vehicle speed profile within the specified regulations. The purpose of this was to evaluate the performance in the urban phase of the test. The second RDE cycle, based on the same road test, was carried out in reverse order: motorway, rural, followed by the urban sections.
In all cases, these tests were carried out back-to-back without the ignition or engine being switched off. Additionally, every second test was started within approximately 30 minutes of the first test being completed, allowing for any required system checks to be completed.
Motorcycles
For motorcycles, DVSA carried out a type 1 Worldwide Harmonised Motorcycle Test Cycle (WMTC) in a laboratory.
Before carrying out these tests, each vehicle was:
- checked for any defects that could affect the emissions control system
- drained of fuel and had it replaced with standard laboratory reference fuel
The motorcycles tested in 2025 were type approved using the Worldwide Harmonised Motorcycle Test Procedure (WMTP) and were assessed using these regulations.
Type 1 WMTC test in a laboratory
Each vehicle was given a standard pre-conditioning test relevant to its approval. It was then left in a temperature-controlled room so that the whole vehicle, including engine oil and coolant, was ‘soaked’ to a temperature between 20°C and 30°C (as specified in the type approval regulations). Following that, the test began with the emissions being measured from an engine start condition.
This is a legislative test with limits that a vehicle’s emissions must not exceed.
Where the tests were carried out
Tests were carried out at a selection of commercial emission test laboratories across the UK.
DVSA did not use laboratories that are owned by vehicle manufacturers.
Discussing the results with manufacturers
Where vehicles were found to have performed poorly, manufacturers were given the opportunity to explain the test results and describe the emission control strategies they used.
A summary of these discussions is included in the test conclusions in the results section. They provide insight into why a vehicle may have achieved the legal emissions limit when tested on the official test cycle, but potentially emit significantly higher emissions in other situations.
Results: diesel cars
In this section:
Raw data for diesel car tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Renault Trafic
Vehicle details
Make: Renault
Model: Trafic (2023MY)
Engine and fuel type: 1997cc 110kW Diesel
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 44708
Tested: October 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Renault Trafic was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Renault Trafic tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Renault Trafic
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 21.00 | 4.00 | 1.40 | 25.70 | 29.70 | 0.17 | 1.74E+10 | ||
| Legislative limit | 500.00 | 80.00 | 170.00 | 4.50 | 6.00E+11 |
RDE tests: Renault Trafic
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 80.00 | 80.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 13.00 | 65.10 | 28.50 | 1.52E+10 | 8.88E+09 | ||||
| RDE limit | 114.40 | 114.40 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 47.70 | 70.60 | 31.50 | 8.52E+10 | 3.94E+10 | ||||
| Lab RDE test 2 | 21.60 | 41.10 | 17.50 | 1.98E+10 | 1.57E+10 |
Go back to the list of diesel cars.
Skoda Kodiaq
Vehicle details
Make: Skoda
Model: Kodiaq (2023MY)
Engine and fuel type: 1968cc 110kW Diesel
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 44658
Tested: October 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Skoda Kodiaq was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Skoda Kodiaq tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Skoda Kodiaq
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 15.30 | 6.50 | 1.30 | 25.70 | 32.20 | 0.21 | 2.23E+09 | ||
| Legislative limit | 500.00 | 80.00 | 170.00 | 4.50 | 6.00E+11 |
RDE tests: Skoda Kodiaq
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 80.00 | 80.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 6.90 | 39.10 | 22.00 | 9.74E+08 | 5.24E+08 | ||||
| RDE limit | 114.40 | 114.40 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 18.50 | 60.20 | 27.80 | 2.30E+09 | 9.56E+08 | ||||
| Lab RDE test 2 | 6.50 | 16.20 | 12.90 | 4.34E+08 | 3.23E+08 |
Go back to the list of diesel cars.
Results: petrol cars
In this section:
Raw data for petrol car tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
BMW 118i
Vehicle details
Make: BMW
Model: 118i (2024MY)
Engine and fuel type: 1499cc 100kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 44480
Tested: August 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The BMW 118i was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the BMW 118i tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: BMW 118i
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 146.40 | 14.70 | 13.00 | 7.50 | 22.20 | 0.07 | 2.18E+10 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: BMW 118i
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 159.30 | 14.20 | 11.90 | 4.16E+10 | 2.82E+10 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 212.50 | 14.30 | 10.60 | 1.32E+11 | 6.85E+10 | ||||
| Lab RDE test 2 | 142.40 | 13.90 | 9.70 | 3.00E+10 | 2.36E+10 |
Go back to the list of petrol cars.
Dacia Duster
Vehicle details
Make: Dacia
Model: Duster (2022MY)
Engine and fuel type: 1332cc 96kW Petrol
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 44049
Tested: July 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Dacia Duster was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Dacia Duster tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Dacia Duster
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 234.80 | 16.70 | 12.50 | 8.50 | 25.20 | 0.04 | 1.88E+09 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Dacia Duster
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 135.90 | 21.20 | 17.70 | 3.18E+08 | 3.52E+08 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 284.40 | 13.10 | 11.70 | 1.80E+08 | 2.22E+08 | ||||
| Lab RDE test 2 | 233.40 | 24.30 | 14.40 | 1.93E+08 | 2.51E+08 |
Go back to the list of petrol cars.
Fiat 500x
Vehicle details
Make: Fiat
Model: 500x (2023MY)
Engine and fuel type: 999cc 88kW Petrol
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 43961
Tested: July 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Fiat 500x was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Fiat 500x tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Fiat 500x
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 377.30 | 26.20 | 21.00 | 11.40 | 37.50 | 0.21 | 8.18E+08 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Fiat 500x
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 379.10 | 16.60 | 17.00 | 9.09E+08 | 6.27E+08 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 377.70 | 19.40 | 19.80 | 5.64E+08 | 4.41E+08 | ||||
| Lab RDE test 2 | 219.90 | 5.70 | 5.00 | 5.38E+08 | 2.88E+08 |
Go back to the list of petrol cars.
KIA Stonic
Vehicle details
Make: KIA
Model: Stonic (2023MY)
Engine and fuel type: 998cc 88.3kW Petrol MHEV
Transmission: CVT
Emission standard: Euro 6d AP
Test reference: 44672
Tested: October 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The KIA Stonic was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the KIA Stonic tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: KIA Stonic
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 188.90 | 30.20 | 25.10 | 17.90 | 48.10 | 0.19 | 1.02E+11 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: KIA Stonic
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 282.40 | 18.30 | 11.50 | 2.76E+11 | 2.06E+11 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 315.50 | 23.60 | 14.50 | 5.01E+11 | 2.38E+11 | ||||
| Lab RDE test 2 | 276.60 | 19.60 | 12.70 | 2.18E+11 | 1.53E+11 |
Go back to the list of petrol cars.
Seat Arona
Vehicle details
Make: Seat
Model: Arona (2023MY)
Engine and fuel type: 999cc 70kW Petrol
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 44479
Tested: September 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Seat Arona was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Seat Arona tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Seat Arona
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 102.20 | 15.80 | 13.40 | 16.60 | 32.40 | 0.06 | 6.57E+08 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Seat Arona
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 45.50 | 19.10 | 11.40 | 3.04E+08 | 1.65E+08 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 74.40 | 16.90 | 9.30 | 7.88E+08 | 4.38E+08 | ||||
| Lab RDE test 2 | 26.00 | 13.00 | 7.00 | 1.49E+08 | 1.51E+08 |
Go back to the list of petrol cars.
Vauxhall Mokka
Vehicle details
Make: Vauxhall
Model: Mokka (2023MY)
Engine and fuel type: 1199cc 96kW Petrol
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 44370
Tested: August 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Vauxhall Mokka was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Vauxhall Mokka tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Vauxhall Mokka
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 342.60 | 19.90 | 16.80 | 6.90 | 26.80 | 0.34 | 2.09E+10 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Vauxhall Mokka
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 384.50 | 7.00 | 4.10 | 1.83E+10 | 1.32E+10 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 487.70 | 10.10 | 5.80 | 2.47E+10 | 1.64E+10 | ||||
| Lab RDE test 2 | 498.30 | 6.00 | 4.80 | 1.65E+10 | 1.39E+10 |
Go back to the list of petrol cars.
Results: light vans
In this section:
Raw data for light van tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Ford Transit Custom
Vehicle details
Make: Ford
Model: Transit Custom (2024MY)
Engine and fuel type: 1981cc 75kW Diesel
Transmission: Manual
Emission standard: Euro 6d AR
Test reference: 44405
Tested: September 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Ford Transit Custom was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Ford Transit Custom tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Ford Transit Custom
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 60.20 | 24.00 | 15.10 | 12.20 | 39.00 | 1.06 | 1.07E+09 | ||
| Legislative limit | 740.00 | 125.00 | 215.00 | 4.50 | 6.00E+11 |
RDE tests: Ford Transit Custom
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 125.00 | 125.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 96.50 | 22.60 | 17.20 | 5.45E+10 | 2.59E+10 | ||||
| RDE limit | 178.75 | 178.75 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 83.20 | 25.80 | 12.50 | 3.89E+11 | 1.30E+11 | ||||
| Lab RDE test 2 | 40.70 | 14.80 | 10.70 | 5.45E+08 | 3.78E+08 |
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Volkswagen Caddy
Vehicle details
Make: Volkswagen
Model: Caddy (2022MY)
Engine and fuel type: 1968cc 75kW Diesel
Transmission: Manual
Emission standard: Euro 6d AQ
Test reference: 44072
Tested: July 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Volkswagen Caddy was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Volkswagen Caddy tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Volkswagen Caddy
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 19.30 | 19.90 | 4.30 | 23.60 | 43.50 | 0.24 | 2.26E+08 | ||
| Legislative limit | 630.00 | 105.00 | 195.00 | 4.50 | 6.00E+11 |
RDE tests: Volkswagen Caddy
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 105.00 | 105.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 8.20 | 26.60 | 16.80 | 4.90E+08 | 3.63E+08 | ||||
| RDE limit | 150.15 | 150.15 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 45.60 | 52.30 | 26.30 | 1.05E+10 | 3.59E+09 | ||||
| Lab RDE test 2 | 54.20 | 40.10 | 25.20 | 1.16E+10 | 5.42E+09 |
Go back to the list of light vans.
Results: hybrid cars
In this section:
Raw data for hybrid car tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
Honda HR-V
Vehicle details
Make: Honda
Model: HR-V (2024MY)
Engine and fuel type: 1498cc 79kW Petrol HEV
Transmission: CVT
Emission standard: Euro 6d AP
Test reference: 44266
Tested: August 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Honda HR-V was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Honda HR-V tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Honda HR-V
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 44.80 | 5.30 | 4.30 | 3.70 | 9.00 | 0.15 | 5.97E+10 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Honda HR-V
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | |||||||
| Road RDE test 1 | 36.30 | 4.20 | 3.20 | 1.29E+11 | 6.51E+10 | ||||
| RDE limit | 85.80 | 85.80 | |||||||
| Lab RDE test 1 | 82.00 | 3.60 | 3.00 | 1.68E+11 | 9.14E+10 | ||||
| Lab RDE test 2 | 25.50 | 3.50 | 2.40 | 2.19E+11 | 1.07E+11 |
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Jeep Compass
Vehicle details
Make: Jeep
Model: Compass (2024MY)
Engine and fuel type: 1469cc 96kW Petrol HEV
Transmission: Automatic
Emission standard: Euro 6d AP
Test reference: 44368
Tested: September 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Jeep Compass was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Jeep Compass tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Jeep Compass
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 235.90 | 23.80 | 20.30 | 8.30 | 32.20 | 0.20 | 8.94E+09 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Jeep Compass
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 229.60 | 20.40 | 23.30 | 1.21E+10 | 7.10E+09 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 226.60 | 17.20 | 14.10 | 1.06E+10 | 5.62E+09 | ||||
| Lab RDE test 2 | 149.80 | 8.80 | 9.60 | 6.68E+09 | 4.41E+09 |
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Mazda 2
Vehicle details
Make: Mazda
Model: 2 (2023MY)
Engine and fuel type: 1496cc 66kW Petrol HEV
Transmission: Manual
Emission standard: Euro 6d AP
Test reference: 44367
Tested: August 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Mazda 2 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Mazda 2 tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Mazda 2
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 116.40 | 23.60 | 20.00 | 6.90 | 30.50 | 0.09 | 9.79E+10 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Mazda 2
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 40.60 | 20.50 | 12.80 | 3.55E+10 | 2.49E+10 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 80.60 | 20.80 | 10.50 | 2.43E+11 | 1.44E+11 | ||||
| Lab RDE test 2 | 29.60 | 14.50 | 7.90 | 2.24E+10 | 5.39E+10 |
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Nissan Juke
Vehicle details
Make: Nissan
Model: Juke (2024MY)
Engine and fuel type: 1598cc 69kW Petrol HEV
Transmission: CVT
Emission standard: Euro 6d AP
Test reference: 44649
Tested: October 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Nissan Juke was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Nissan Juke tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Nissan Juke
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 252.40 | 17.90 | 16.60 | 1.60 | 19.50 | 0.23 | 3.42E+11 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Nissan Juke
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | |||||||
| Road RDE test 1 | 242.80 | 1.90 | 1.00 | 4.25E+11 | 1.96E+11 | ||||
| RDE limit | 85.80 | 85.80 | |||||||
| Lab RDE test 1 | 106.10 | 3.70 | 1.80 | 4.87E+11 | 2.13E+11 | ||||
| Lab RDE test 2 | 74.40 | 1.10 | 0.70 | 2.04E+11 | 1.39E+11 |
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Toyota RAV4
Vehicle details
Make: Toyota
Model: RAV4 (2023MY)
Engine and fuel type: 2487cc 131kW Petrol HEV
Transmission: CVT
Emission standard: Euro 6d AP
Test reference: 43997
Tested: July 2024
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- WLTC test in the laboratory
- RDE on road test
- double RDE test in the laboratory
Conclusion from tests
The Toyota RAV4 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) and Real Driving Emissions (RDE) legislative tests.
A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.
From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Toyota RAV4 tested was non-compliant with its legal emissions performance requirements.
WLTC lab tests: Toyota RAV4
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WLTC | 92.50 | 9.50 | 7.60 | 0.90 | 10.30 | 0.02 | 1.81E+10 | ||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 | 6.00E+11 |
RDE tests: Toyota RAV4
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban (#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| COC figure (declared max RDE) | 60.00 | 60.00 | 6.00E+11 | 6.00E+11 | |||||
| Road RDE test 1 | 67.00 | 6.30 | 3.00 | 8.46E+10 | 6.49E+10 | ||||
| RDE limit | 85.80 | 85.80 | 9.00E+11 | 9.00E+11 | |||||
| Lab RDE test 1 | 407.10 | 2.20 | 4.50 | 3.13E+11 | 1.67E+11 | ||||
| Lab RDE test 2 | 253.20 | 3.30 | 2.10 | 9.09E+10 | 5.82E+10 |
Go back to the list of hybrid cars.
Results: motorcycles
In this section:
Raw data for motorcycle tests
You can download the unprocessed raw data showing the results of each test that was conducted on these vehicles.
BMW R 1250 GS Adventure
Vehicle details
Make: BMW
Model: R 1250 GSA (2023MY)
Engine and fuel type: 1250 cc 100 kW Petrol
Transmission: Manual
Emission standard: Euro 5
Test reference: 44782
Tested: January 2025
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- laboratory cold WMTC
- reverse hot WMTC
Conclusion from tests
The BMW R 1250 GS Adventure was found to perform well and complied with all applicable legislative pollutant emission limits, and all applicable non-legislative guidance limits.
The vehicle was also subjected to a non-legislative test 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 R 1250 GS Adventure tested was non-compliant with its legal emissions performance requirements.
WMTC lab tests: BMW R 1250 GS Adventure
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | NMHC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WMTC cold lab | 78.83 | 32.27 | 29.07 | 22.01 | 0.42 | 3.07E+11 | |||
| WMTC warm lab | 46.25 | 14.10 | 12.31 | 17.78 | 0.42 | 2.73E+11 | |||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 |
Go back to the list of motorcycles.
Honda NX500
Vehicle details
Make: Honda
Model: NX500 (2024MY)
Engine and fuel type: 471 cc 35 kW Petrol
Transmission: Manual
Emission standard: Euro 5
Test reference: 44783
Tested. January 2025
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- laboratory cold WMTC
- reverse hot WMTC
Conclusion from tests
The Honda NX500 was found to perform in line with its declared performance and complied with all applicable legislative pollutant emission limits.
The vehicle was also subjected to a non-legislative test 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 Honda NX500 tested was non-compliant with its legal emissions performance requirements.
WMTC lab tests: Honda NX500
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WMTC cold lab | 286.23 | 43.37 | 35.38 | 17.25 | - | ||||
| WMTC warm lab | 232.07 | 31.00 | 24.23 | 12.38 | |||||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 |
Go back to the list of motorcycles.
KTM Duke 125
Vehicle details
Make: KTM
Model: Duke (2024MY)
Engine and fuel type: 125 cc 11 kW Petrol
Transmission: Manual
Emission standard: Euro 5
Test reference: 44781
Tested: January 2025
Tests conducted
The following tests were completed on this vehicle to assess the emission control systems and tailpipe emissions:
- vehicle preparation inspection
- laboratory preconditioning
- laboratory cold WMTC
- reverse hot WMTC
Conclusion from tests
The KTM Duke 125 was found to perform well and complied with all applicable legislative pollutant emission limits, and all applicable non-legislative guidance limits.
The vehicle was also subjected to a non-legislative test 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 KTM Duke 125 tested was non-compliant with its legal emissions performance requirements.
WMTC lab tests: KTM Duke 125
| Test or pollutant | CO (mg/km) | Total HC (mg/km) | Non-methane HC (mg/km) | NOx urban (mg/km) | NOx (mg/km) | HC+NOx (mg/km) | PM (mg/km) | PN urban(#/km) | PN (#/km) |
|---|---|---|---|---|---|---|---|---|---|
| WMTC cold lab | 86.43 | 67.06 | 64.14 | 13.88 | 0.57 | 2.56E+11 | |||
| WMTC warm lab | 47.73 | 14.47 | 13.65 | 15.31 | 0.23 | 2.40E+11 | |||
| Legislative limit | 1000.00 | 100.00 | 68.00 | 60.00 | 4.50 |
Go back to the list of motorcycles.
Annex: Emissions reduction technologies
This annex explains some of the emissions reductions 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 350-450 °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 like 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 sulphur. The optimum temperature window is typically around 250-450 °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 can 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 250-450 °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 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 injection (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 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 controller (also called ‘A/F controller’) to maintain a tight control of air fuel ratio 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 80 mg/km. The RDE NOx limit is expressed as conformity factor equal to 1.43, so this will be 1.43 multiplied by 80 mg/km, giving a limit value of 114.4 mg/km.
This is then applied as the respective NOx limit value for RDE testing.