Ferrari and Aston Martin should lower their CO2 emissions, the rest meets

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Fábbrica Ferrari

The average emissions of european manufacturers continued to decline, being almost all in a position to meet the goal of 130 grams per kilometre of CO2 for 2015. However, this figure is adjusted individually to each manufacturer, in function of the average mass of vehicles sold.

that means a manufacturer that makes small cars and light-and below the average, you will have a goal lower than 130 g/km, and one that makes cars heavier will have a higher objective. To 2021 the target is 95 g/km, there is still time, and the manufacturers are doing what they can to comply with those figures.

In case you do not do so, they would have to pay penalties to the European Union in respect of non-compliance, an amount slightly less than 100 euro per gram exceeded, and multiplied by the number of cars that will come out of the goal. In 2015, only two manufacturers are going to have to pay penalty, Ferrari (because it does not form part of FCA) and Aston Martin (independent).

Let’s look at the data:

Manufacturer Enrolments Average mass (Kg) CO2 emissions average (g/Km)
Peugeot 857.467 1.260,49 103,659
Renault 984.981 Of 1,263,09 105,304
Citroën 618.627 1.243,79 105,713
Toyota 585.335 1.314,81 108,264
Hyundai (Turkey) 155.201 1.078,87 113,524
Nissan 548.778 1.366,1 113,778
Skoda 585.559 1.274,68 115,511
Fiat (FCA) 703.654 1.158,63 116,3
SEAT 332.988 1.247,79 116,577
Ford 993.383 1.332,69 117,701
Volkswagen 1.655.413 1.390,9 118,259
Kia 228.179 1.309,37 120,295
Suzuki 125.532 1.160,99 120,485
Volvo 266.351 1.703,46 120,67
Dacia 378.487 1.204,33 122,694
Daimler 800.325 1.560,62 124,079
BMW 887.020 1.568,67 124,883
Audi 717.955 1.589,53 126,245
Opel 915.125 1.387,2 126,775
Mazda 194.754 1.362,1 126,779
Honda 104.595 1.452,94 133,387
Hyundai (Rep.Czech) 236.932 1.453,8 134,525
Kia (Slovakia) 151.884 1.438,48 137,69
Jaguar Land Rover 172.792 In 1996,54 164,029

If we consider the objectives set to each manufacturer, all of the list meet. Consider that there are marks embedded within the large (as a Porsche within the Volkswagen) and that there are manufacturers split into two, depending on where they have their headquarters. For example, Hyundai has divided their factories in continental Europe and in Turkey.

Every manufacturer integrates its brands in one or another denomination to have a greater advantage, if you sell many low-emission cars are compensated for the emissions of the largest. Similarly, to sell electric cars or plug-in hybrids help to reduce the average emissions much, because they will have a multiplier effect (supercréditos).

According to calculations by Automotive News Europe, Ferrari will have to pay 410.760 euros for exceeding emission, whereas Aston Martin will pay 36.370 euros. This is not at all easy for these manufacturers to reduce their average emissions. Aston Martin tried it with the trick of selling the Cygnet (a Toyota iQ modified), but the move did not go well. There are sanctions of a volume disturbing considering the figures that handle, but it is a notice.

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Aston Martin Vanquish S

¿How you can reduce emissions more?

For example, Ferrari is a car manufacturer very powerful, not especially light, which consume much petrol. For every litre of petrol you are issued a fixed amount of CO2, so that the higher the consumption, greater emission of greenhouse gas. Ferrari needs to lower the consumption of your car, even if it is a manufacturer very small (less than 10,000 units per year).

But the formulae for doing so are not the same that manufacturers such as Peugeot or Toyota. Ferrari does not have (nor will have) diesel engines, does not sell models of low-emission or small, do not have pure electric, or versions adapted to gas… What little you can make Ferrari, apart from pay up and shut up, is to slightly reduce consumption through the use of turbochargers and small improvements in tragones engines.

The problem of the Aston Martin is similar to, but more mild. This manufacturer will have in the medium term electric models, and has exceeded the target by not much. When the SUV Levante hits the market, the problem can get worse -or not – depending on the consumption, because a car more heavy lift the mass media and that away a few grams for the goal to be reached by the brand.

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Some data of interest

  • 97.2% of the passenger cars registered in the EU in 2015 were gasoline or diesel, with the remainder being plug-in hybrids, pure electric, or gas. The hybrid normal is integrated into the gasoline.
  • diesel issued on average 3.3 g/km of CO2 less compared to gasoline, a distance that was much greater in the year 2000, to 17.1 g/km The gasoline have improved much more.
  • The diesel accounted for 52% of the european market, compared to 53% in the year 2014. In terms of vans, the diesel is unbeatable with a 97% enrolment.
  • The manufacturer that more models of low emissions sells, for under 95 g/km, it is the Toyota, having a high share of the sale of hybrids to align that or less.
  • All these data are based on the type-approval NEDC, are comparative values between manufacturers, but do not reflect the actual emissions average, because out of the lab is emitting a lot more CO2.
  • The coming year will change the rules of the game, the approval will reflect more the actual driving of the europeans and the emissions will go up for all.