Manufacturers have complied. Since last April 1, new cars are sending consumption data to Brussels, where they will be studied. PHEVs are more than ever in the real spotlight, but in the Transport Commission of the European Union some issues are no longer so clear.
The European Union has started receive the real data on the consumption of new cars registered for the first time in the EU since last April 1, which will later be analyzed completely anonymously. These data are found in the electronic switchboard that is responsible for registering the fuel and electricity consumption in real trafficfor what they are combustion, hybrid -in their different forms- and electric, they are already sending the data.
It is the key to the new “Euro 6d-ISC-FCM” emissions standard, specifically the third appendix referring to Fuel Consumption Monitoring. Something to which, at first, the manufacturers refused but that they have had no choice but to jump through the hoop. The objective of the European Transport Commission is to know first-hand consumption in real situations, but the reality is that what is aims to get to the background of plug-in hybrids.
PHEVs participate in purchase aid but their figures do not match reality
For example, those of the International Council for Clean Transportation. The ICCT is an independent entity but it is becoming increasingly relevant in Europe in this field. In their analysis they have determined that the difference between the consumption figures approved by the manufacturer and the real ones can reach up to 40 percent. An important gap, but it also depends on other factors. Most modern PHEVs offer a maximum autonomy in electric mode of between 50 and 100 kilometersautomatically connecting the combustion engine when the electrical power runs out. More than enough to cover daily commutes.
In fact, manufacturers comply with European homologation regulationscarrying out the tests with certifying entities imposed by the EU, with what really they are not cheating, but publish the results of the measurements as reported by these laboratories. The problem lies in the basis of the measurement conditions, since it has been estimated that a plug-in hybrid rolls most of it in electric mode, and that the driver is not going to lose his foot further to the bottom of the throttle than it should, and that it is going to recharge the battery assiduously.
These two questions are key. The first is unavoidable if they don’t turn off the smart ISA speed assistant that can benefit you, but the second does not. Well, it was assumed that PHEV owners would be much more responsible by recharging the battery with electricity when it was depleted. Several studies have found just the opposite, with a high percentage of owners driving more in hybrid than electric mode across Europe. Thus, these models are transmitting fuel consumption, but also electricity consumption -the ICCT points to an average annual consumption of more than 30 kWh/100 km- in order to determine their value.
Current WLTP cycle regulations and real RDE tests have benefited PHEVs for manufacturers to lower range-average emissions
What is hidden in the consumption of PHEVs lies in two issues. The main one, the grants. European countries can tighten the rules to reduce aid for the purchase of this type of model, as Germany has done by increasing the minimum autonomy in electric mode, but manufacturers increase battery capacity and dodge measure governmental. But they cannot exempt them from subsidies for the purchase of sustainable mobility vehicles because comply with this precept and are imposed from Europe. But the European body can use consumption data to increase the calculation of the registration taxwhich can penalize them amply.