Reducing new car emissions is dirty work

Wednesday, 5 February 2020

The vehicles Kiwi love most would be among first casualties were Europe's strict carbon dioxide emissions target enacted locally.

This from dissecting data from the expert body which speaks for new vehicle distributors.

Having asserted average CO2 emissions from new passenger and light vehicles here are declining, the Motor Industry Association has now furnished data unwrapping why our 174 grams per kilometre national average is so short of the European Union's 95g/km fleet average directive.

Basically, we don't like our 'greens' and consume too many meaty products – as in SUVs, crossovers and, in particular, one tonne utes. The latter accounted for more than 37,000 registrations in 2019.

Average CO2 emissions are down on new cars sold in New Zealand, but still way above strict new European regulations set to take effect next year.

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* Proposed 'feebate' tax won't stop Kiwi love affair with SUVs and utes

* The cleanest and dirtiest car brands in New Zealand**

Ford's Ranger has it both ways by being the lowest polluter in the one-tonne segment and one of the worst. Depending on its engine.

Also harmful is Kiwi preference for automatic transmissions and our general distaste for the small, manual cars that influence Europe. Including commercial vehicles (to account for utes) in the average doesn't occur in Europe.

But potentially the CO2 counts accredited to brands are skewed by how they're assessed. The more precise World Harmonised Light Test (WLTP) favoured by the EU has yet to impact locally. Most of the MIA's data comes from the defunct New European Driving Cycle (NEDC).

Even so, the local organisation's stats suggest that, among all ute players, only Volkswagen (165.6g/km) and Toyota (163.6), better the national average. The latter likely because it also offsets with a rich count of hybrid vehicles that specialise in low CO2. Lexus benefits even more in that respect.

Big engines and big weight mean Ram belches out the highest CO2 average as far as utes go.

Although utes impact due to sheer volume, some are worse grubs than others. The Ford Ranger, which has dominated ute sales for five years, has a bet either way with two engine choices.

The 2.2-litre four-cylinder biturbo emits a category best 177g/km whereas the five-cylinder 3.2-litre single turbo alternate evidences a near class-worst 234.

The MIA's data also highlights that brands with modest model ranges that lack best tech will suffer poorer scores with those with particularly extensive lineups.

A lack of tailpipe emissions (and even a tailpipe) has made Tesla the perfect choice for Chrysler to buddy up to.

America's big lugger RAM, which provisions just two XL-sized products, one in petrol and the other in diesel, unsurprisingly strikes 283.8.

One solace for ute faithful is that makes reserved for rich listers still top the scale of shame. Aston Martin achieves 265.1, Bentley 274.7, Ferrari 279.8, Lamborghini 305.2 and McLaren 257.3. Then there's Rolls-Royce, the worst emitter, with an average of 343.3g/km.

Those elite end makes are among low volume makes still exempted from the EU's latest expectation, which implemented on January 1 and will deliver huge penalties from the same date next year.

Rolls-Royce has the highest average emissions in New Zealand, but then sells comparatively few cars that are only driven sparingly.

MIA chief executive David Crawford says it's obvious an increasing count of battery assisted choices – from hybrids to the fully battery-enabled and plug-in hybrids that qualify as electric vehicles – will make positive impact.

Regardless that nearly 9000 new vehicles powered by some form of electrification sold locally last year, against fewer than 4000 in 2018, NZ would have to uplift electrification interest, from 48-volt mild hybrids all the way up to full-electric cars, a lot more.

That's proven in the EU, where makers generally starting from a base of 120g/km are finding EVs are the fast track to salvation (or fine-avoidance). Hence the emergence of vehicles with emissions of 50g/km or less, as these are eligible for 'supercredits,' a benefit that will be phased out in two years.

Fiat Chrysler has pulled a neat trick by forming association with the only brand sold here with a completely clean slate. A deal to count Tesla as part of its own fleet in the EU is an expensive solution to reaching the emissions requirement, but less costly than the fines that would otherwise impose.

In the here and now, it's surely telling the latest national average is still slightly below the target the EU set for its territory in 2003.

Also, the reality is that the national output for NZ is probably even higher than the MIA result, because it only accounts for NZ-new products.

Adding in used imports would likely sour the scenario. The industry favours stock from an older age band that only has to meet a lower emissions standard than required of NZ-new.

The one component absent from the used import count are one-tonne utes. They are not popular in Japan and are largely made in Thailand, which is not a used vehicle source for NZ. And then there's heavy transport; NZ loves to keep old trucks and buses in circulation.

The MIA lists 56 brands including six that have pulled since data gathering began in 2006.

Those below the 174g/km mark whose counts aren't already listed are: Alfa Romeo (171.6), Audi (144.1), BMW (161.4), Citroen (130.5), Fiat (136.2), Honda (153.0) Hyundai (170.2), Jaguar (162.5), Kia (166.8), Lexus (138.3), MG (156.0), Mini (117.3), Peugeot (144.4), SEAT (142.9), Skoda (145.0), Subaru (171.1), Suzuki (129.5) and Volvo (157.8).

Those exceeding 174g/km and not already cited are: Chevrolet (302.1), Chrysler (302.4), Ford (203.2), Foton (226.6), Great Wall (252.4), Haval (218.2), Holden (195.8), Infiniti (227.7), Isuzu (203.8), Jeep (216.2), Land Rover (196.9), LDV (245.8), Mahindra (244.7), Maserati (224), Mazda (176.6), Mitsubishi (183.1), Nissan (176.7), Porsche (212.3), Renault (182.3) and SsangYong (205.8).