In a recent evaluation, the European Court of Auditors discovered that the official checks of fuel economy and exhaust emissions on new vehicles markedly overstate their capacity, indicating that cars are in fact more fuel-guzzling and contaminative in practice. The auditing body recommends the European Commission to abandon the existing emissions protocol and the forthcoming Euro7 regulations, supporting instead a fresh paradigm centred on intensifying the sales of electric vehicles from 2026 onwards.
In their review, the auditors stated, “Through our discoveries and suggestions, we hope to give useful insights to the Commission and collaborators in order to improve the efficacy and efficiency of the Regulation in decreasing CO₂ emissions from new private cars and aiding the EU in achieving its climate goals for 2030 and 2050.” They asserted their doubt over the precise assessment of CO₂ emissions declared by manufacturers on new cars’ certificates of conformity given at the beginning of the process, even though the Commission collected and validated these emission data in accordance with regulations.
The issue is speculated to be linked to the WLTP (world harmonised light duty vehicle test procedure), the authorised fuel economy and emission check. The WLTP test was initiated in 2018 in part in response to the “Dieselgate” scandal and was designed to eliminate many of the inspection gaps that were present in the previous NEDC (New European Driving Cycle) test. Consequently, the WLTP test was expanded in duration, encompassed larger distances, higher speeds, and also considered optional add-ons.
Nonetheless, the Court of Auditors contends that the WLTP test still overstates the efficiency of cars. The evaluation recommends that the fuel economy of petrol-fuelled cars has been exaggerated by 23 per cent contrasted with actual real-world data, whereas the figure for diesel-fuelled cars is 18 per cent higher.
The report suggests a shift in the EU’s legislation on emissions reduction, proposing that instead of maintaining average corporate emissions, a binding minimum number of electric vehicle sales should be enforced from 2026 onwards. The auditors express a misalignment between the CO₂ emission reduction targets for new vehicles and the EU’s climate intentions for 2030. They emphasize that to attain the emission reduction goals for 2030 and beyond, it is crucial to foster an adequate adoption of vehicles with zero emissions. They point out the importance of addressing electric vehicle affordability, ensuring enough charging infrastructure for electric vehicles, and securing the raw materials supply for battery production.
In parallel, the European Commission has released a report examining emissions. Although not as critically condemning as the auditors, it raises substantial disputes over the utilisation of plug-in hybrid cars, claiming they are not being plugged in frequently enough to attain their declared CO₂ emissions and fuel economy figures. This information will be recognised in legislation from next year, which will revise the official CO₂ emissions of such plug-in hybrids upwards, potentially impacting tax for consumers and auto manufacturers.
These reports may breed disquiet in automobile company boards, especially in light of the recently established Euro7 regulations which turned out to be relatively lenient towards car manufacturers.
The consequences could be severe, especially if the Court of Auditor’s report forms the basis of future legislation by the European Commission. There is, of course, a difference between proposing recommendations and enacting legislation – car manufacturers have previously faced criticism for their attempts to tone down the Euro7 regulations, and they will probably do so again if successful in their efforts.
The eco-conscious think-tank Transport & Environment (T&E) has called for a bolstering of emissions regulations. T&E’s Executive Director, William Todts, argues that although transport emissions have reached their peak in Europe, other sectors are advancing in decarbonisation at a rate thrice as quick. He warns that by 2030, mobility will be responsible for nearly half of all European emissions, therefore marking it as Europe’s climate change bugbear. Todts suggests that the key to achieving a carbon-free continent by 2050 is an expedited decarbonisation of the mobility sector. Petroleum and diesel-fuelled vehicles, which contribute to over 40% of transport emissions, are chiefly to be blamed. An upswing in car reliance since the 1990s, propelled by highway expansion and a swelling motor vehicle fleet, is just beginning to show signs of petering out due to a surge in electric vehicles in the market, which are causing a decline in the average car emissions.