Vehicle Market Surveillance Unit: results of the 2022 emissions programme

Q: 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 2022. You can also download the unprocessed raw data for all of the tests carried out. There’s an annex that explains some of the emissions reduction technologies mentioned in the report.

Question 1

Introduction

Accepted Answer

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 2022. You can also download the unprocessed raw data for all of the tests carried out.

There’s an annex that explains some of the emissions reduction technologies mentioned in the report.

Question 2

How DVSA selected the sample of vehicles tested

Accepted Answer

DVSA aims to check a representative selection of the most popular vehicle types used on UK roads. In 2022, we carried out tests on:

diesel cars
petrol cars
light duty vans
plug-in hybrid electric vehicle (PHEV) cars
self-charging hybrid cars
heavy goods vehicles (HGVs)
public service vehicles (PSVs)

The vehicles were chosen based on their UK sales, with other vehicles added in to make sure a wide range of manufacturers were included.

DVSA sourced vehicles from hire fleets or bus operators.

The vehicles were not provided by manufacturers and they could not prepare or modify the vehicles before they were tested.

Question 3

What tests were carried out

Accepted Answer

DVSA tested the vehicles to make sure they conformed to European emission standards:

Euro 6 for light duty vehicles
Euro VI for heavy duty vehicles

The types of tests DVSA carried out depended on:

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

Cars and light vans

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

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

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

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

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

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

Before carrying out the tests the vehicles:

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

The majority of cars and light vans tested in 2022 were type-approved using the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) and Real Driving Emissions (RDE) test. DVSA tested vehicles using these regulations.

Vehicles approved under NEDC do not need to meet the requirements of the WLTP or RDE tests.

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

Cold tests in a laboratory

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

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

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

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

Hot tests in a laboratory

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

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

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

0°C tests in a laboratory

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

New European Driving Cycle (NEDC) tests

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

Worldwide Harmonised Light Vehicle Test Procedure (WLTP) tests

WLTP replaced the NEDC test procedure for measuring the official fuel consumption, carbon dioxide (CO2) and pollutant emissions of new cars in September 2017. It became mandatory for all new cars powered by an internal combustion engine by September 2018.

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

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

On-road test - Real Driving Emissions (RDE)

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

This test involves driving the vehicle for around 1 and a half to 2 hours over a test route on public roads. The route included urban, rural and motorway driving and tests were carried out during the day in normal traffic conditions.

If temperatures drop below 3°C during this test, this is considered ‘extended’ conditions and the emissions results for the test are divided by a factor of 1.6. For transparency reasons in this report ‘raw’ RDE results have not been post-processed and have not had additional factors such as the extended conditions factor applied.

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

Track tests

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

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

Heavy goods vehicles (HGVs) and public service vehicles (PSVs)

For HGVs and PSVs, DVSA carried out an on-road test using Portable Emissions Measuring System (PEMS) equipment.

Before carrying out the tests the vehicles:

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

This test involves driving the vehicle for around 2 and a half hours over a test route on public roads. The route included urban, rural and motorway driving and tests were carried out during the day in normal traffic conditions.

The emissions measured in this test are normalised to the laboratory engine test using carbon dioxide as an assessment of the amount of ‘work done’. We use this to calculate mass emissions per unit of energy (measured in kilowatt-hours, kWh).

The result is then compared to the laboratory limit to determine whether it is within the conformity factor specified in legislation.

The conformity factor is the maximum permitted ratio of the normalised test result in g/kWh compared to the emissions limit specified for type approval engine testing.

For HGVs and PSVs, the nitrogen oxides (NOx), hydrocarbons (HC) and carbon monoxide (CO) levels all have a conformity factor of 1.5. This is because:

this test covers a much wider range of operating conditions than the dynamometer engine test
real world on-road emissions measurements are subject to greater margins of uncertainty

Question 4

Where the tests were carried out

Accepted Answer

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.

Question 5

Discussing the results with manufacturers

Accepted Answer

Where vehicles were found to have performed poorly, manufacturers were given the opportunity to explain the test results and describe the emission control strategies they used.

A summary of these discussions is included in the test conclusions in the results section. They provide insight into why a vehicle may achieve the legal emissions limit when tested on the official test cycle, but may emit significantly higher emissions in other situations.

Question 6

Results: diesel cars

Accepted Answer

In this section:

BMW X5
Ford Focus
Ford Galaxy
Hyundai Tucson
Jeep Wrangler
Mercedes-Benz GLC
Volkswagen Passat

Raw data for diesel car tests

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

Download ‘Car (diesel) data, 2022’ (ZIP, 114MB)

BMW X5

Vehicle details

Make: BMW

Model: X5 (2021MY)

Engine and fuel type: 2993cc 1210kW Diesel

Transmission: Automatic

Emission standard: Euro 6d-ISC-FCM

Test reference: 34570

Tested: November 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The BMW X5 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 X5 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: BMW X5

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	64.81	25.69	36.43	0.023	8.00E+09
Cold test 2	46.45	23.06	30.61	0.005	5.63E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	1.53	20.79	22.05	0.048	2.21E+09
Hot test 2	0.13	22.99	24.55	0.039	3.11E+09

RDE tests: BMW X5

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		80	6.00E+11
Test 1	25.3	15.5	6.05E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		114.4	9.00E+11

WLTC track tests: BMW X5

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	0	33.8			6.25E+09
Test 2	0	41.7			4.80E+09

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Ford Focus

Vehicle details

Make: Ford

Model: Focus (2020MY)

Engine and fuel type: 1995cc 110kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6d-Temp

Test reference: 34369

Tested: October 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Ford Focus was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Focus tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Ford Focus

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	38.99	28.71	41.33	0.001	1.52E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	6.99	36	48.57	0.001	3.58E+09

RDE tests: Ford Focus

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		114.4	9.00E+11
Test 1	29.6	14.7	2.07E+09
Conformity factor limit		2.1	1.5
RDE legislative limit		168	9.00E+11

WLTC track tests: Ford Focus

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	87.78	38.02			1.94E+09

Go back to the list of diesel cars.

Ford Galaxy

Vehicle details

Make: Ford

Model: Galaxy (2021MY)

Engine and fuel type: 1995cc 110kW Diesel

Transmission: Automatic 8 speed

Emission standard: Euro 6d

Test reference: 34366

Tested: September 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Ford Galaxy was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Galaxy tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Ford Galaxy

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	21.56	15.57	14.06	0.05	1.11E+10
Cold test 2	17.76	17.7	23.95	0.062	1.83E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	7.4	11.72	16.48	0.093	6.52E+08

RDE tests: Ford Galaxy

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		114.4	9.00E+11
Test 1	198.9	13.9	2.55E+11
Test 2	44.8	5.6	1.46E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		114.4	9.00E+11

WLTC track tests: Ford Galaxy

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	81.04	18.76			1.33E+11

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Hyundai Tucson

Vehicle details

Make: Hyundai

Model: Tucson (2020MY)

Engine and fuel type: 1598cc 85kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp

Test reference: 34370

Tested: November 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Hyundai Tucson was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold and Real Driving Emissions (RDE) legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.

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

WLTC lab tests: Hyundai Tucson

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	75.74	36.44	59.26	0.051	5.16E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	27.3	37.19	56.06	0.081	2.50E+09

RDE tests: Hyundai Tucson

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		150	6.00E+11
Test 1	109.2	28.2	2.83E+09
Conformity factor limit		2.1	1.5
RDE legislative limit		168	9.00E+11

WLTC track tests: Hyundai Tucson

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	209.5	65.8			4.50E+09

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Jeep Wrangler

Vehicle details

Make: Jeep

Model: Wrangler (2019MY)

Engine and fuel type: 2143cc 147kW Diesel

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 34919

Tested: December 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Jeep Wrangler was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Wrangler tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Jeep Wrangler

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	13.5	39.75	46.32	0.009	3.61E+10
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.01	32.84	35.96	0.161	4.14E+09

RDE tests: Jeep Wrangler

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		168	9.00E+11
Test 1	0.01	72.1	1.59E+10
Conformity factor limit		2.1	1.5
RDE legislative limit		168	9.00E+11

WLTC track tests: Jeep Wrangler

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	46.75	44.0			6.11E+09

Go back to the list of diesel cars.

Mercedes-Benz GLC

Vehicle details

Make: Mercedes-Benz

Model: GLC (2019MY)

Engine and fuel type: 1950cc 143kW Diesel

Transmission: Automatic

Emission standard: Euro 6d-ISC

Test reference: 35345

Tested: March 2022

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Mercedes Benz GLC was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Mercedes Benz GLC tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Mercedes-Benz GLC

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	13.3	13.2	17	0.09	5.00E+07
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	3.1	14.2	15.9	0.23	5.00E+08

RDE tests: Mercedes-Benz GLC

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		114.4	9.00E+11
Test 1	17.7	5.9	3.97E+08
Conformity factor limit		1.43	1.5
RDE legislative limit		114.4	9.00E+11

WLTC track tests: Mercedes-Benz GLC

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	4.18	19.0			8.24E+07

Go back to the list of diesel cars.

Volkswagen Passat

Vehicle details

Make: Volkswagen

Model: Passat (2021MY)

Engine and fuel type: 1968cc 110kW Diesel

Transmission: Automatic

Emission standard: Euro 6d-ICS-FCM

Test reference: 34658

Tested: November 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Volkswagen Passat was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Passat tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Volkswagen Passat

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	4.22	13.27	16.38	0.06	1.90E+09
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.42	7.8	9.82	0.048	1.47E+09

RDE tests: Volkswagen Passat

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		80	6.00E+11
Test 1	8.4	8.6	4.75E+09
Conformity factor limit		1.43	1.5
RDE legislative limit		114.4	9.00E+11

WLTC track tests: Volkswagen Passat

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	0	15.92			6.81E+09

Go back to the list of diesel cars.

Question 7

Results: petrol cars

Accepted Answer

In this section:

Citroen C5
Dacia Sandero
Fiat 500
Honda Civic
Mazda 3
Nissan Juke
Range Rover Sport
Subaru Outback
Volkswagen Polo
Volkswagen Tiguan

Raw data for petrol car tests

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

Download ‘Car (petrol) data, 2022’ (ZIP, 152 MB)

Citroen C5

Vehicle details

Make: Citroen

Model: C5 (2020MY)

Engine and fuel type: 1199cc 96kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-ISC

Test reference: 34985

Tested: December 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Citroen C5 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold and Real Driving Emissions (RDE) legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.

From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Citroen C5 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Citroen C5

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	253.5	19.24	16.69	40.05	0.083	1.29E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	145.5	9.28	7.71	15.73	0.103	6.90E+10

RDE tests: Citroen C5

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60	6.00E+11
Test 1	364.5	9.27	6.01E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9.00E+11

WLTC track tests: Citroen C5

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	491.0			12.8		7.69E+10

Go back to the list of petrol cars.

Dacia Sandero

Vehicle details

Make: Dacia

Model: Sandero (2021MY)

Engine and fuel type: 999cc 74kW Petrol

Transmission: Manual 6 speed

Emission standard: Euro 6d-ISC-FCM

Test reference: 35160

Tested: January 2022

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Dacia Sandero was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Sandero tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests using petrol: Dacia Sandero

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	209.88	35.4	33.07	20.52	0.083	4.97E+10
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	49.91	3.45	2.65	24.64	0.073	5.92E+09

WLTC lab tests using liquefied petroleum gas: Dacia Sandero

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	134.55	16.09	14.18	23.64	0.03	5.30E+09
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	13.78	4.89	3.73	18.04	0.07	5.13E+09

RDE tests using petrol: Dacia Sandero

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60
Test 1	54.35	17.36	1.48E+10
Conformity factor limit		1.43
RDE legislative limit		85.8

RDE tests using liquefied petroleum gas: Dacia Sandero

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60
Test 1	75.17	12.46	5.40E+09
Conformity factor limit		1.43
RDE legislative limit		85.8

WLTC track tests using petrol: Dacia Sandero

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	135			14.3		3.63E+09

WLTC track tests using liquefied petroleum gas: Dacia Sandero

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	84.1			21.82		1.42E+09

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Fiat 500

Vehicle details

Make: Fiat

Model: 500 (2021MY)

Engine and fuel type: 999cc 51.5kW Petrol

Transmission: Manual 6 speed

Emission standard: Euro 6d-ISC-FCM

Test reference: 34367

Tested: September 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Fiat 500 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 500 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Fiat 500

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	184.24	18.66	16.69	11.19	1.019	1.76E+11
Legislative limit	1000	100	68	60
Hot test 1	128.81	8.42	7.03	9.81	0.717	4.03E+10

RDE tests: Fiat 500

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60
Test 1	87.2	14.8	6.18E+10
Conformity factor limit		1.43
RDE legislative limit		85.8

WLTC track tests: Fiat 500

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	168.1			15.01		1.29E+11

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Honda Civic

Vehicle details

Make: Honda

Model: Civic (2021MY)

Engine and fuel type: 998cc 93kW Petrol

Transmission: Manual 6 speed

Emission standard: Euro 6d-ISC-FCM

Test reference: 34690

Tested: October 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Honda Civic was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Civic tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Honda Civic

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	186.75	16.88	15.11	7.98	0.003	4.89E+10
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	160.56	9.1	7.97	13.63	0.012	8.95E+10

RDE tests: Honda Civic

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60	6.00E+11
Test 1	229.5	13.63	1.11E+11
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9.00E+11

WLTC track tests: Honda Civic

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	335.7			3.97		9.68E+10

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Mazda 3

Vehicle details

Make: Mazda

Model: 3 (2020MY)

Engine and fuel type: 1998cc 132kW Petrol

Transmission: Manual

Emission standard: Euro 6d-ISC-FCM

Test reference: 34711

Tested: December 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Mazda 3 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 3 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Mazda 3

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	236.18	14.79	12.66	15.27	0.131	1.26E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	141.92	3.18	2.12	15.83	0.042	2.39E+10

RDE tests: Mazda 3

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60	6.00E+11
Test 1	86.3	14.5	3.85E+10
Test 2	110.9	14.1	3.94E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9.00E+11

WLTC track tests: Mazda 3

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	420.0			5.972		5.45E+10

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Nissan Juke

Vehicle details

Make: Nissan

Model: Juke (2020MY)

Engine and fuel type: 999cc 86kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp-Evap-ISC

Test reference: 35159

Tested: February 2022

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Nissan Juke was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	240.8	24.9	21.9	33.6	0.23	1.08E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	98.6	5.8	4.4	31.0	0.14	4.02E+10

RDE tests: Nissan Juke

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		126	9.00E+11
Test 1	89.13	27.06	1.66E+11
Conformity factor limit		2.1	1.5
RDE legislative limit		126	9.00E+11

WLTC track tests: Nissan Juke

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	1097			21.23		3.83E+11
Test 2	372.4			17.87		1.48E+11

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Range Rover Sport

Vehicle details

Make: Range Rover

Model: Sport SVR (2020MY)

Engine and fuel type: 4999cc 423kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp-EVAP-ISC

Test reference: 34560

Tested: November 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Range Rover Sport was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Range Rover Sport tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Range Rover Sport

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	170.07	11.22	8.43	5.4	0.302	1.05E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	197.26	7.52	5.1	3.75	0.244	3.87E+10

RDE tests: Range Rover Sport

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		126	6.00E+11
Test 1	66.6	10.4	9.48E+10
Conformity factor limit		2.1	1.5
RDE legislative limit		126	9.00E+11

WLTC track tests: Range Rover Sport

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	171.0			11.3		1.29E+11

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Subaru Outback

Vehicle details

Make: Subaru

Model: Outback (2019MY)

Engine and fuel type: 2498cc 114kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-temp

Test reference: 35166

Tested: January 2022

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Subaru Outback was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Subaru Outback tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Subaru Outback

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	524.9	28.8	26.0	19.1	0.5	3.75E+11
Cold test 2	514.0	23.1	21.0	23.2	0.3	7.60E+10
Legislative limit	1000	100	68	60
Hot test 1	99.1	8.1	6.7	13.2	0.2	4.14E+10
Hot test 2	234.6	5.7	4.5	14.6	0.3	5.55E+10

RDE tests: Subaru Outback

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		126
Test 1	787.1	31.6	3.09E+11
Conformity factor limit		2.1
RDE legislative limit		126

WLTC track tests: Subaru Outback

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	1312			26.9		1.47E+11
Test 2	1029			40.8		1.16E+11

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Volkswagen Polo

Vehicle details

Make: Volkswagen

Model: Polo (2019MY)

Engine and fuel type: 999cc 59kW Petrol

Transmission: Manual

Emission standard: Euro 6d-temp-EVAP-ISC

Test reference: 34368

Tested: October 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Volkswagen Polo was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Polo tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Volkswagen Polo

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	225.82	24.85	23.05	16.09	0.174	1.04E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	96.73	6.42	5.42	15.28	0.134	4.75E+10

RDE tests: Volkswagen Polo

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		126
Test 1	144.7	10.0	1.83E+11
Conformity factor limit		2.1
RDE legislative limit		126

WLTC track tests: Volkswagen Polo

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	142.2			9.52		1.08E+11

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Volkswagen Tiguan

Vehicle details

Make: Volkswagen

Model: Tiguan (2021MY)

Engine and fuel type: 1498cc 110kW Petrol

Transmission: Automatic

Emission standard: Euro 6d-ISC - FCM

Test reference: 34741

Tested: November 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Volkswagen Tiguan was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Tiguan tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Volkswagen Tiguan

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	136.86	16.61	14.38	10.54	0.057	6.27E+10
Legislative limit	1000	100	68	60	4.5	6.00E+11
Hot test 1	53.26	4.38	2.96	6.0	0.104	4.95E+10

RDE tests: Volkswagen Tiguan

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60	6.00E+11
Test 1	71.2	7.3	4.91E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9.00E+11

WLTC track tests: Volkswagen Tiguan

Test	CO (mg/km)	Total HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	111.5			10.42		5.49E+10

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Question 8

Results: light vans

Accepted Answer

In this section:

Citroen Berlingo
Fiat Doblo
Iveco Daily
Mitsubishi L200
SAIC MAXUS Deliver 9

Raw data for light van tests

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

Download ‘Light van data, 2022’ (ZIP, 50.8MB)

Citroen Berlingo

Vehicle details

Make: Citroen

Model: Berlingo (2020MY)

Engine and fuel type: 1499cc 75kW Diesel

Transmission: Manual 5 speed

Emission standard: Euro 6d

Test reference: 34628

Tested: December 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Citroen Berlingo was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold and Real Driving Emissions (RDE) legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.

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

WLTC lab tests: Citroen Berlingo

Test	CO (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	25.52	30.92	34.28	0.064	1.47E+10
Legislative limit	630	105	195	4.5	6.00E+11
Hot test 1	21.23	30.31	32.88	0.081	5.46E+08

RDE tests: Citroen Berlingo

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		105	6.00E+11
Test 1	66.4	24.0	6.83E+09
Conformity factor limit		1.43	1.5
RDE legislative limit		150.15	9.00E+11

WLTC track tests: Citroen Berlingo

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	129.7	33.32			4.14E+08

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Fiat Doblo

Vehicle details

Make: Fiat

Model: Doblo (2021MY)

Engine and fuel type: 1598cc 88kW Diesel

Transmission: Manual

Emission standard: Euro 6d-Temp-ISC

Test reference: 34970

Tested: January 2022

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Fiat Doblo was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Doblo tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Fiat Doblo

Test	CO (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	14.16	52.33	55.58	0.09	5.71E+08
Legislative limit	500	105	170	4.5	6.00E+11
Hot test 1	4.24	44.94	48.04	0.073	3.40E+08

RDE tests: Fiat Doblo

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		220.5	9.00E+11
Test 1	35.4	60.19	3.10E+08
Conformity factor limit		2.1	1.5
RDE legislative limit		220.5	9.00E+11

WLTC track tests: Fiat Doblo

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	52.25	56.97			2.04E+09

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Iveco Daily

Vehicle details

Make: Iveco

Model: Daily (2021MY)

Engine and fuel type: 2787cc 100kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp-EVAP-ISC

Test reference: 35158

Tested: March 2022

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Iveco Daily was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Iveco Daily tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Iveco Daily

Test	CO (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	26.17	61.79	70.83	0.2	3.90E+09
Legislative limit	500	125	170	4.5	6.00E+11
Hot test 1	0.78	57.38	63.48	0.18	2.04E+09

RDE tests: Iveco Daily

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		262.5	9.00E+11
Test 1	73.85	48.04	1.06E+10
Conformity factor limit		2.1	1.5
RDE legislative limit		262.5	9.00E+11

WLTC track tests: Iveco Daily

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	102.1	71.92			2.63E+10

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Mitsubishi L200

Vehicle details

Make: Mitsubishi

Model: L200 (2020MY)

Engine and fuel type: 2268cc 110kW Diesel

Transmission: Manual

Emission standard: Euro 6d-temp

Test reference: 34740

Tested: December 2021

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Mitsubishi L200 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 Mitsubishi L200 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Mitsubishi L200

Test	CO (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	60.2	51.48	54.09	0.203	6.76E+09
Legislative limit	740	125	215	4.5	6.00E+11
Hot test 1	14.56	53.69	56.5	0.035	1.03E+10

RDE tests: Mitsubishi L200

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		262.5	9.00E+11
Test 1	55.3	73.5	4.34E+09
Conformity factor limit		2.1	1.5
RDE legislative limit		262.5	9.00E+11

WLTC track tests: Mitsubishi L200

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	180.6	119.5			7.53E+08

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SAIC MAXUS Deliver 9

Vehicle details

Make: SAIC MAXUS

Model: Deliver 9 (2021MY)

Engine and fuel type: 1996cc 118.5kW Diesel

Transmission: Manual 6 speed

Emission standard: Euro 6d-temp

Test reference: 35243

Tested: April 2022

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 cold test in the laboratory
WLTC hot test in the laboratory
RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The MAXUS Deliver 9 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 MAXUS Deliver 9 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: SAIC MAXUS Deliver 9

Test	CO (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	54.1	111	129.9	0.08	8.91E+09
Legislative limit	740	125	215	4.5	6.00E+11
Hot test 1	9.2	89	104.9	0	8.99E+09

RDE tests: SAIC MAXUS Deliver 9

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		262.5	9.00E+11
Test 1	88.48	61.65	8.92E+09
Conformity factor limit		2.1	1.5
RDE legislative limit		262.5	9.00E+11

WLTC track tests: SAIC MAXUS Deliver 9

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	163.7	129.4			3.30E+10

Go back to the list of light vans.

Question 9

Results: plug-in hybrid electric vehicle (PHEV) cars

Accepted Answer

In this section:

Audi A3
Kia Niro
Peugeot 508

Raw data for plug-in hybrid electric vehicle (PHEV) car tests

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

Download ‘Car (plug-in hybrid electric) data, 2022’ (ZIP, 163MB)

Audi A3

Vehicle details

Make: Audi

Model: A3 (2021MY)

Engine and fuel type: 1395cc OVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d AP

Test reference: 35344

Tested: April 2022

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 in charge depleting condition
WLTC in charge sustaining condition
hot start WLTC in charge sustaining condition
WLTC in charge sustaining condition at 0°C
charge sustaining RDE on-road test
charge depleting RDE on-road test
charge depleting WLTC test carried out on a test track
charge sustaining WLTC test carried out on a test track

Conclusion from tests

The Audi A3 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) in charge depelting and charge sustaining, including combined weight result, and Real Driving Emissions (RDE) legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.

From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Audi A3 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Audi A3

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting cycle 1	0	0.4	0.4	0	0	0.00E+00
Charge depleting cycle 2	0	0.2	0.1	0	0	0.00E+00
Charge depleting cycle 3	116.9	8.3	6.8	4.4	0	1.40E+10
Charge sustaining	141.1	10.4	8.8	8.6	0.8	4.07E+10
Weighted results	34.1	2.9	2.4	1.8	0.1	7.80E+09
Legislative limit	1000	100	68	60	4.5	6E+11
Charge sustaining hot	37.2	2.5	1.6	16.2	1.3	2.89E+10
Charge sustaining 0 °C	330.1	21.8	18.2	5.9	0.8	7.20E+10

Test	CO2 (g/km)	EC_AC(Wh/km)	Equivalent all-electric range (km)	Equivalent all-electric range - city (km)
Charge depleting	6.6
Charge sustaining	141.0
Weighted results	27.95		59.60	69.80
COC Figure (Declared)	138.2	145	65	73

RDE tests: Audi A3

Test	CO (mg/km)	NOx (mg/km)	PM (mg/km)
COC figure (declared max RDE)		60	6.0E+11
Charge sustaining	31.5	10.6	1.80E+10
Charge depleting	29.3	2.8	1.40E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9E+11

WLTC track tests: Audi A3

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting	20.0			4.2		2.50E+10
Charge sustaining	164.2			12.2		3.80E+10

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Kia Niro

Vehicle details

Make: Kia

Model: Niro (2021MY)

Engine and fuel type: 1580cc OVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d-(AP)

Test reference: 34409

Tested: October 2021

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 in charge depleting condition
WLTC in charge sustaining condition
hot start WLTC in charge sustaining condition
WLTC in charge sustaining condition at 0°C
cold start RDE on-road test
hot start RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Kia Niro was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) in charge depelting and charge sustaining, including combined weight result, 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 Niro tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Kia Niro

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting cycle 1	0	2.8	2.7	0	0.04	1.00E+09
Charge depleting cycle 2	0	1	1	0	0.06	1.00E+09
Charge depleting cycle 3	38.5	9	7.7	1	0.1	3.93E+11
Charge sustaining	42.4	8.5	6.8	0.8	0.2	3.58E+11
Weighted results	11.5	4.8	4.3	0.3	0.1	9.77E+10
Legislative limit	1000	100	68	60	4.5	6E+11
Charge sustaining hot	210.1	58.7	54.3	2.5	0.4	7.21E+11
Charge sustaining 0 °C	210.1	58.7	54.3	2.5	0.4	7.21E+11

Test	CO2 (g/km)	EC_AC(Wh/km)	Equivalent all-electric range (km)	Equivalent all-electric range - city (km)
Charge depleting	11.3
Charge sustaining	110.4
Weighted results	27.41	119.4	49.8	65.9
COC Figure (Declared)	10.0	122.0	49.0	65.0

RDE tests: Kia Niro

Test	CO (mg/km)	NOx (mg/km)	PM (mg/km)
COC figure (declared max RDE)		60	6.0E+11
Charge sustaining test 1	32.1	0.8	1.97E+11
Charge sustaining test 2	37.4	0.5	1.02E+11
Charge depleting	13.9	0.1	6.24E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9E+11

WLTC track tests: Kia Niro

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting	10.0			5.8		8.15E+10
Charge sustaining	108.4			1.5		4.40E+11

Go back to the list of plug-in hybrid electric vehicle (PHEV) cars.

Peugeot 508

Vehicle details

Make: Peugeot

Model: 508 (2021MY)

Engine and fuel type: 1598cc OVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d-(AP)

Test reference: 34903

Tested: January 2022

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 in charge depleting condition
WLTC in charge sustaining condition
hot start WLTC in charge sustaining condition
WLTC in charge sustaining condition at 0°C
cold start RDE on-road test
hot start RDE on-road test
WLTC test carried out on a test track

Conclusion from tests

The Peugeot 508 was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) in charge depelting and charge sustaining, including combined weight result, and Real Driving Emissions (RDE) legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.

From the results of both legislative and non-legislative testing, DVSA does not have reason to believe that the Peugeot 508 tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Peugeot 508

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge depleting cycle 1	0	0.2	0.1	0	0.00	2.44E+07
Charge depleting cycle 2	91.4	6.5	5.8	1.7	0.07	1.50E+09
Charge sustaining	225.8	8.9	6.8	7.3	0.09	7.46E+10
Weighted results	65.0	3.6	3.0	2.6	0.04	2.00E+10
Legislative limit	1000	100	68	60	4.5	6E+11
Charge sustaining hot	107.2	1.6	0.8	5.3	0.08	5.25E+10
Charge sustaining 0 °C	660.9	44.2	38.6	8.1	0.09	1.48E+11

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Cold test 1	13.5	39.75	46.32	0.009	3.61E+10
Legislative limit	500	80	170	4.5	6.00E+11
Hot test 1	0.01	32.84	35.96	0.161	4.14E+09

RDE tests: Peugeot 508

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60	6.0E+11
Charge sustaining	123.2	9.7	6.61E+10
Charge depleting	89.8	4.4	3.93E+10
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9E+11

WLTC track tests: Peugeot 508

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
Charge depleting	64.0	7.2	2.07E+10
Charge sustaining test 1	370.7	19.6	1.96E+11
Charge sustaining test 2	309.8	11.5	8.78E+10

Go back to the list of plug-in hybrid electric vehicle (PHEV) cars.

Question 10

Results: self-charging hybrid cars

Accepted Answer

In this section:

Hyundai IONIQ
Toyota C-HR

Raw data for self-charging hybrid car tests

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

Download ‘Car (self-charging hybrid) data, 2022’ (ZIP, 72.6MB)

Hyundai IONIQ

Vehicle details

Make: Hyundai

Model: IONIQ (2021MY)

Engine and fuel type: 1580cc 77.2kW NOVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d-Temp Evap-ISC

Test reference: 34372

Tested: November 2021

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 cold test in the laboratory
WLTC cold test in the laboratory @ 0°C
WLTC hot test in the laboratory
RDE on-road test cold
WLTC test carried out on a test track

Conclusion from tests

The Hyundai IONIQ was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold and Real Driving Emissions (RDE) legislative tests.

A number of non-regulatory tests were also conducted to understand if the emissions behaviour of the vehicle changed significantly outside of the legislative test, which might be an indication of prohibited emission strategies.

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

WLTC lab tests: Hyundai IONIQ

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge sustaining	55.21	11.24	9.683	0.77	0.15	3.51E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Charge sustaining hot	23.45	8.618	7.582	3.89	0.208	3.94E+11
Charge sustaining 0 °C	227.3	74.37	70.27	3.068	0.37	4.49E+11

RDE tests: Hyundai IONIQ

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		90	6E+11
Test 1 Cold	64.02	0.87	1.14E+11
Conformity factor limit		2.1	1.5
RDE legislative limit		126	9E+11

WLTC track tests: Hyundai IONIQ

Test	CO (mg/km)	NOx (mg/km)	HC+NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	0	33.8			6.25E+09
Test 2	0	41.7			4.80E+09

Go back to the list of self-charging hybrid cars.

Toyota C-HR

Vehicle details

Make: Toyota

Model: C-HR (2021MY)

Engine and fuel type: 1798cc 72kW NOVC-HEV Petrol

Transmission: Automatic

Emission standard: Euro 6d-ISC-FCM

Test reference: 34541

Tested: December 2021

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 cold test in the laboratory
WLTC cold test in the laboratory @ 0°C
WLTC hot test in the laboratory
RDE on-road test cold
RDE on-road test Hot
WLTC test carried out on a test track

Conclusion from tests

The Toyota C-HR was compliant with all required tailpipe pollutant emission limits under the Worldwide Harmonised Test Cycle (WLTC) cold 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 C-HR tested was non-compliant with its legal emissions performance requirements.

WLTC lab tests: Toyota C-HR

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Charge sustaining	62.04	9.257	7.854	1.31	0.03	1.99E+11
Legislative limit	1000	100	68	60	4.5	6.00E+11
Charge sustaining hot	32.5	6.805	5.824	2.13	0.05	1.91E+10
Charge sustaining 0 °C	373.4	67.32	64.53	4.232	0.063	2.74E+11

RDE tests: Toyota C-HR

Test	CO (mg/km)	NOx (mg/km)	PN (#/km)
COC figure (declared max RDE)		60
Test 1 Cold	33.95	1.38	1.9E+11
Test 2 Hot	26.86	1.7	1.1E+11
Conformity factor limit		1.43	1.5
RDE legislative limit		85.8	9.00E+11

WLTC track tests: Toyota C-HR

Test	CO (mg/km)	Total HC (mg/km)	Non-methane HC (mg/km)	NOx (mg/km)	PM (mg/km)	PN (#/km)
Test 1	78.04			1.48		3.08E+11

Go back to the list of self-charging hybrid cars.

Question 11

Results: HGVs

Accepted Answer

In this section:

DAF LF 180
Isuzu N75.190
Mitsubishi Fuso

Raw data for HGV tests

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

Download ‘HGV data, 2022’ (ZIP, 7.99MB)

DAF LF 180

Vehicle details

Make: DAF

Model: LF180 N2 Rigid (2019MY)

Engine and fuel type: 4500cc, 129kW Diesel

Transmission: Manual

Emission standard: Euro 6 Step D

Test reference: 35299

Tested: March 2022

Tests conducted

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

Vehicle preparation inspection
On road conformity test

Conclusion from tests

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

When DVSA tested the vehicle to the EU in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.

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

On-road conformity test: DAF LF 180

Conformity factor result using CO2 window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.03	0.1	0.89

Conformity factor result using work window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.03	0.12	0.11

Go back to the list of HGVs.

Isuzu N75.190

Vehicle details

Make: Isuzu

Model: N75.190 N2 Rigid (2018MY)

Engine and fuel type: 5193cc, 140kW Diesel

Transmission: Automatic

Emission standard: Euro 6 Step C

Test reference: 34576

Tested: November 2021

Tests conducted

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

Vehicle preparation inspection
On road conformity test

Conclusion from tests

The Isuzu N75 was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.

When DVSA tested the vehicle to the EU in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.

From the results, DVSA does not have reason to believe that the Isuzu N75 tested was non-compliant with its legal emissions performance requirements.

On-road conformity test: Isuzu N75.190

Conformity factor result using CO2 window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.01	0.06	0.89

Conformity factor result using work window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.01	0.07	0.77

Go back to the list of HGVs.

Mitsubishi Fuso

Vehicle details

Make: Mitsubishi

Model: Fuso N2 Rigid (2019MY)

Engine and fuel type: 2998cc, 110kW Diesel

Transmission: Manual

Emission standard: Euro 6 Step C

Test reference: 34518

Tested: October 2021

Tests conducted

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

Vehicle preparation inspection
On road conformity test

Conclusion from tests

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

When DVSA tested the vehicle to the EU in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.

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

On-road conformity test: Mitsubishi Fuso

Conformity factor result using CO2 window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.06	0.02	0.49

Conformity factor result using work window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.05	0.02	0.8

Go back to the list of HGVs.

Question 12

Results: Public Service Vehicles (PSVs)

Accepted Answer

In this section:

Mercedes-Benz Tourismo
VanHool EX15 MID

Raw data for PSV tests

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

Download ‘PSV data, 2022’ (ZIP, 5.33MB)

Mercedes-Benz Tourismo

Vehicle details

Make: Mercedes-Benz

Model: Tourismo (2019MY)

Engine and fuel type: 10677cc, Diesel

Transmission: Automatic

Emission standard: Euro 6 Step C

Test reference: 34739

Tested: November 2021

Tests conducted

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

Vehicle preparation inspection
On road conformity test

Conclusion from tests

The Mercedes Benz Tourismo was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.

When DVSA tested the vehicle to the EU in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.

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

On-road conformity test: Mercedes-Benz Tourismo

Conformity factor result using CO2 window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.13	0.05	0.11

Conformity factor result using work window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.15	0.06	0.13

Go back to the list of public service vehicles (PSVs).

VanHool EX15 MID

Vehicle details

Make: VanHool

Model: EX15 MID (2021MY)

Engine and fuel type: 10837cc, 300kW Diesel

Transmission: Automatic

Emission standard: Euro 6 Step D

Test reference: 34947

Tested: December 2021

Tests conducted

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

Vehicle preparation inspection
On road conformity test

Conclusion from tests

The VanHool EX15 Mid was compliant with all required tailpipe pollutant emission limits under the on-road conformity legislative test.

When DVSA tested the vehicle to the EU in-service conformity (ISC) protocol as part of the on-road conformity test, DVSA found compliance for total hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions. All monitored emissions fell well below the test limits.

From the results, DVSA does not have reason to believe that the VanHool EX15 Mid tested was non-compliant with its legal emissions performance requirements.

On-road conformity test: VanHool EX15 MID

Conformity factor result using CO2 window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.03	0.05	0.74

Conformity factor result using work window calculation method:

Test	Carbon monoxide (mg/km)	Total hydrocarbons (mg/km)	Nitrogen oxides (mg/km)
Legislative limit	1.5	1.5	1.5
Test 1	0.03	0.05	0.84

Go back to the list of public service vehicles (PSVs).

Question 13

Annex: Emissions reduction technologies

Accepted Answer

This annex explains some of the emissions reduction technologies mentioned in the report.

Exhaust gas recirculation (EGR)

Exhaust gas recirculation (EGR) displaces intake air with a defined amount of inert exhaust gas. The presence of inert exhaust gas in the combustion chamber reduces both peak combustion temperatures and the amount of oxygen available. This in turn reduces formation of nitrogen oxides (NOx), but can also cause an increase in the emissions of particulate matter (soot).

EGR has been used for many years on both light-duty and heavy-duty engines. Use of EGR may lead to compromises on other vehicle characteristics, such as:

particulate emissions
driveability
fuel economy
transient performance
diesel particulate filter (DPF) regeneration interval

However, a well-designed and calibrated EGR system should minimise any negative impacts.

There are a number of types of EGR system available to manufacturers including:

internal
external

Cooled internal exhaust gas regulation (EGR)

This occurs within the combustion chamber or exhaust manifold interface, and is set by the timing of the closing of the exhaust valve.

Following the completion of the exhaust stroke, the exhaust valve remains open during the start on the induction stroke, causing some of the exhaust in the exhaust manifold to be drawn back into the combustion chamber. As there is no additional control over this, the amount of EGR that occurs is generally kept low.

External exhaust gas regulation (EGR)

Some of the exhaust gas is directed through a pipe from the exhaust system back into the inlet manifold.

The EGR flow is regulated by an EGR valve, and is set according to a range of engine operating conditions and parameters which are controlled by the electronic control unit (ECU) software and calibration.

High pressure EGR systems take exhaust gas from before the turbocharger. For some Euro 6 vehicles, low pressure EGR systems have been introduced, which takes exhaust gas from after the diesel particulate filter and introduces it into the intake system. Often high pressure and low pressure EGR are used in combination.

Cooled exhaust gas regulation (EGR)

This is the same as external EGR, but the recirculated exhaust gases pass through a cooler before re-entering the engine. This allows EGR to be applied over a wider range of engine operating conditions, and can provide a further reduction in the combustion temperature.

Diesel oxidation catalyst (DOC)

A diesel oxidation catalyst (DOC) promotes the oxidation of several of the exhaust components. These are oxidised using oxygen that is present in the diesel exhaust, in the presence of a catalyst. The components include:

carbon monoxide, which forms carbon dioxide
hydrocarbon (HC), which oxidises to become carbon dioxide and water
soluble organic fraction of particulate matter (SOF)

In addition to targeting regulated pollutants, a DOC can also control several non-regulated HC species, such as aldehydes and polycyclic aromatic hydrocarbons (PAHs), as well as reducing the odour of the exhaust.

DOCs can also oxidise nitric oxide (NO) exiting the engine into nitrogen dioxide (NO2). If a DOC is used on its own, this increase in the more harmful nitrogen dioxide can have a negative impact on air quality. However, generation of NO2 may prove to be a benefit when used prior to a diesel particulate filter (DPF) or selective catalytic reduction (SCR), by helping regeneration in a DPF and enhancing the emissions conversion performance of a SCR.

Diesel particulate filter (DPF)

A diesel particulate filter is a device to trap the particulate matter from the exhaust gas of a diesel engine.

They generally consist of some form of filter material which traps the particles as the exhaust flows through it. During use, soot accumulates in the filter, increasing the back pressure in the exhaust. To allow continued efficient operation, accumulated soot needs to be regularly removed. This can be achieved on the vehicle by a process known as regeneration.

There are a number of ways to achieve this, including:

increasing the exhaust temperature through engine management (late fuel injection or injection during the exhaust stroke) - diesel particulate burns at about 600 °C, so this temperature needs to be maintained for the regeneration period (for example, a period of higher engine load may need to be sustained)
adding a fuel borne catalyst, which reduces the combustion temperature of the particulate from 600 °C down to 350 to 450 °C - this requires a small additional tank to hold additive, plus the associated plumbing, but this is more fuel efficient as no additional diesel fuel is required
passive regeneration – the presence of NO2, generated in the diesel oxidation catalyst (DOC), can also reduce the combustion temperature allowing the DPF to regenerate continuously, avoiding the fuel consumption penalties associated with raising the exhaust temperature to initiate regeneration

The alternative to on-board regeneration is to remove the DPF from the vehicle, though this is often impractical and is not a common solution.

Lean NOx trap (LNT)

Unlike a petrol engine, a diesel engine’s combustion process and exhaust gas is ‘lean’, which means it has excess oxygen present. As a result, a standard diesel oxidation catalyst cannot convert NOx (nitric oxide and nitrogen dioxide) emissions.

A lean NOx trap is a device which looks similar to a standard diesel oxidation catalyst that acts as a molecular sponge, chemically trapping NOx emissions (by adsorption) rather than converting them. They are a type of NOx Storage Catalyst (NSC).

The amount of NOx a trap can hold is dependent on its temperature as well as other constituents such as sulfur. The optimum temperature window is typically around 250 to 450°C. However, once the trap is full, it cannot adsorb any more NOx. The trap must therefore be periodically ‘purged’ by briefly creating ‘rich’ conditions (excess fuel) in the exhaust.

When this happens, the trap releases and simultaneously converts the NOx to nitrogen and water vapour, a process often termed “deNOx”. The frequency with which this happens will depend on the system and the driving conditions, but can be several times an hour.

Selective catalytic reduction (SCR)

Selective catalytic reduction (SCR) is an alternative catalyst system that is able to convert NOx (nitric oxide and nitrogen dioxide) even under ‘lean’ exhaust gas conditions.

The reaction takes place with ammonia (typically supplied as AdBlue) in the presence of a catalyst, which is either oxides of base metals (such as copper, iron, vanadium, molybdenum and tungsten), zeolites, or various precious metals.

To be efficient, the SCR must be at its nominal operating temperature (typically 250 to 450°C) and it can reduce NOx emissions by up to 95%. Critically, unlike the other systems described here, SCR relies on a consumable reagent (that provides the ammonia) and only reduces emissions whilst the catalyst is being supplied or “dosed” with this reagent. Urea has the trade name of AdBlue, and is also known as Diesel Exhaust Fluid (DEF).

As a result, regulations require:

a visible and audible driver warning when reagent levels are low
that vehicle performance is restricted or engine restart is prevented if the driver fails to refill the system

The temperature of the SCR is determined primarily by the exhaust gas. Therefore, the placement of the SCR in relation to the engine and the engine’s duty cycle are critical with respect to the SCR’s performance. The SCR canister is relatively large. In addition to the SCR, the following are also required:

urea/diesel exhaust fluid (DEF) tank - the urea dosing rate will vary by engine and vehicle, but this tank will be sized to avoid vehicle owners having to refill too frequently - the tank also contains heaters and sensors
a dosing pump to pump the urea from the tank into the exhaust pipe just before the SCR
a control module to control the amount of urea added
pre and post SCR NOx sensors to ensure that the SCR system is operating correctly

Although readily available, the main design constraint is the amount of space needed for the installation.

Ammonia catalyst

SCR requires ammonia, which is derived from the urea. The ideal ratio of ammonia to NOx is 1:1.

Under certain conditions, such as low efficiency, extreme low temperature, extreme high temperature, and high mass flow, not all of the ammonia might be used in the NOx reduction process, and some of it may exit the SCR. This is known as ammonia slip.

To prevent the release of ammonia at the tailpipe, an additional catalyst is placed immediately after the SCR. There are various terms for these devices, including:

ammonia oxidation catalyst (AOC)
ammonia slip catalyst (ASC)
clean up catalyst (CUC)

Any ammonia can either be oxidised to NOx, which is not really desirable, or it can be selectively oxidised to produce water and nitrogen. The ammonia catalyst is often packaged in the same can as the SCR.

Combination devices

Almost all diesel engines these days are turbocharged. The resulting emissions will be dealt with using a combination of techniques. This commonly includes:

exhaust gas recirculation, diesel oxidation catalyst, and diesel particulate filter
exhaust gas recirculation, diesel oxidation catalyst, lean NOx trap, and diesel particulate filter
exhaust gas recirculation, diesel oxidation catalyst, selective catalytic reduction, and diesel particulate filter
exhaust gas recirculation, diesel oxidation catalyst, lean NOx trap, diesel particulate filter and selective catalytic reduction
exhaust gas recirculation, diesel oxidation catalyst, lean NOx trap, diesel particulate filter, selective catalytic reduction and ammonia slip catalyst

Gasoline particulate filter (GPF)

Gasoline particulate filters (GPF) have been introduced to reduce particle number emissions from gasoline direct injection (GDI) vehicles. The filters use wall-flow substrates that were first developed for diesel particulate filters.

The GPF regenerates passively, but an active regeneration assist is needed to prevent filter plugging during low temperature duty cycles.

Port fuel injection (PFI)

Port fuel injection (PFI) injects fuel into the intake ports just upstream of each cylinder’s intake valve.

The main advantage of PFI when compared to direct injection is the extra time allowed for fuel and air mixing, delivering a more homogenous air and fuel mixture.

Aftertreatment hydrocarbon injector (AHI)

Aftertreatment or auxiliary hydrocarbon injector (AHI) is a fuel injector located in the exhaust upstream of the diesel oxidation catalyst (DOC) and diesel particulate filter (DPF) and is used to assist with raising the DPF exhaust gas inlet temperature when an active DPF regeneration is required.

These systems are typically employed in heavy duty diesel engines.

Three-way catalyst (TWC)

Three-way catalytic converters are effective in preventing air pollution from rich-burn and stoichiometric engines fuelled by natural gas, propane and gasoline. Three-way catalysts are designed to perform multiple oxidation reactions and reduction reactions simultaneously to convert air pollutants that are present in the exhaust to harmless gases.

Exhaust gas composition depends on the air to fuel ratio (AFR) at which the engine operates. Rich mixtures (lambda less than 1) produce high concentrations of nitrous oxides (NOx), carbon monoxide (CO) and hydrocarbons (HCs). The exhaust gases of lean fuel mixtures (lambda greater than 1) contain reduced amounts of NOx and HCs.

The three-way reactions take place over specially formulated precious metal catalysts that allow the reduction of NOx by CO and the oxidation of CO and HC by oxygen to occur simultaneously. The catalyst functions most efficiently when the engine oscillates around the stoichiometric point (lambda equal to 1).

Three-way catalysts are typically used with an air to fuel ratio (A/F) controller to maintain a tight control of air fuel ratio (AFR) around stoichiometry. These controllers use a feedback signal from an oxygen sensor located in front of the catalyst and are required for the three-way catalyst to operate properly.

Carbon dioxide (CO2) reducing technologies

For carbon dioxide (CO2) measurements, there are multiple factors which can contribute to a vehicle’s performance when testing in a laboratory.

These include vehicle-based CO2 reducing technologies such as:

stop-start system
electrification or hybridisation
intelligent battery system management
gear shift scheduling

Other things that can have an impact are:

ambient temperature
road load simulation
driver dynamicity

NEDC approved vehicles

For vehicles that were approved under NEDC test procedures, CO2 values obtained under type approval test conditions can be challenging to reproduce.

This can be as a result of ensuring any CO2 reducing technologies deployed are operating in their entirety and as designed. As well as replicating to the full extent the boundary conditions under which the vehicle was type approved.

There are many ways manufacturers can follow regulations to optimise CO2 performance under type approval test conditions. Without having the full scope of test set-up and vehicle preparation information, this adds an additional factor of complexity in a third-party test environment.

WLTP approved vehicles

The introduction of the WLTP regulation reduced these possibilities, and we observe this in our emissions test programme, where typically CO2 values declared at type approval can be reproduced relatively easily in the same third-party environment.

Conformity factor

An emissions conformity factor is a ratio of the respective Type 1 laboratory limit value.

For example: for the Euro 6d emission standard, the M1 category WLTC NOx limit for diesel is 80mg/km. The RDE NOx limit is expressed as conformity factor equal to 1.43, so this will be 1.43 multiplied by 80mg/km, giving a limit value of 114.4mg/km.

This is then applied as the respective NOx limit value for RDE testing.

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Introduction

How DVSA selected the sample of vehicles tested

What tests were carried out

Cars and light vans

Cold tests in a laboratory

Hot tests in a laboratory

0°C tests in a laboratory

New European Driving Cycle (NEDC) tests

Worldwide Harmonised Light Vehicle Test Procedure (WLTP) tests

On-road test - Real Driving Emissions (RDE)

Track tests

Heavy goods vehicles (HGVs) and public service vehicles (PSVs)

Where the tests were carried out

Discussing the results with manufacturers

Results: diesel cars

Raw data for diesel car tests

BMW X5

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: BMW X5

RDE tests: BMW X5

WLTC track tests: BMW X5

Ford Focus

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: Ford Focus

RDE tests: Ford Focus

WLTC track tests: Ford Focus

Ford Galaxy

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: Ford Galaxy

RDE tests: Ford Galaxy

WLTC track tests: Ford Galaxy

Hyundai Tucson

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: Hyundai Tucson

RDE tests: Hyundai Tucson

WLTC track tests: Hyundai Tucson

Jeep Wrangler

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: Jeep Wrangler

RDE tests: Jeep Wrangler

WLTC track tests: Jeep Wrangler

Mercedes-Benz GLC

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: Mercedes-Benz GLC

RDE tests: Mercedes-Benz GLC

WLTC track tests: Mercedes-Benz GLC

Volkswagen Passat

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: Volkswagen Passat

RDE tests: Volkswagen Passat

WLTC track tests: Volkswagen Passat

Results: petrol cars

Raw data for petrol car tests

Citroen C5

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests: Citroen C5

RDE tests: Citroen C5

WLTC track tests: Citroen C5

Dacia Sandero

Vehicle details

Tests conducted

Conclusion from tests

WLTC lab tests using petrol: Dacia Sandero