Introduction and Main Information
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Introduction and main information
The purpose of this guide is to help consumers to make an informed choice when buying a new car,
by enabling them to easily identify models which could save them money on fuel costs as well as
reducing the impact on the environment. The guide lists the fuel consumption, carbon dioxide (CO2),
and other emissions performance figures of NEW cars, currently on the market in the UK. It also
seeks to advise on key environmental issues as well as give guidance on ways of reducing the impact
of cars on the environment. The figures shown are obtained from official tests, which are required
before a model of car may be offered for sale. Figures are listed for most new petrol and diesel cars
on sale in the UK as well as for some cars powered by alternative fuels (Liquefied Petroleum Gas or
Compressed Natural Gas). Figures are also listed for some hybrid vehicles, which use both electric
motors and internal combustion engines, and for pure electric cars.
Climate change, often referred to as global warming (which is one aspect of climate change), is
considered to be one of the greatest environmental threats facing the world today. When
hydrocarbons (HC) (petrol, diesel and most alternative fuels) are burnt for energy in an internal
combustion engine the main by-products are water and carbon dioxide (CO2), along with a number
of other emissions. Although not directly harmful to human health, CO2 is the most significant of the
greenhouse gases contributing to climate change. In 2013 domestic transport emissions made up
around a fifth of all UK domestic greenhouse gas (GHG) emissions, with road transport contributing
around 93% of transport GHG emissions. Road transport is also one of the major sources of the air
quality pollutants which are harmful to human health, especially in urban areas.
IMPORTANT NOTE
The fuel consumption figures quoted in this guide are obtained under specific test conditions, and
therefore may not necessarily be achieved under ‘real life’ driving conditions. A range of factors
influence actual fuel consumption – for example, driving style and behaviour, as well as the
environment under which the vehicle is operated such as type of road and traffic flow. The test
figures are intended to be used for the purpose of making comparisons between models.
Since several different specifications (variants or versions) of a given model may be grouped
together in the list, the figures used in this guide should be treated as indicative only.
Unlike the CO2 and fuel consumption figures, the figures for emissions of air quality pollutants
should not be used to directly compare different models of vehicle. This is because all of the cars
on sale will necessarily have passed the appropriate Euro standard pollutant emissions test, but
the figures for emissions of these pollutants should be treated as indicative rather than absolute.
The small variations between them on that regulatory test that the tabulated figures show provide
a much less reliable comparison of real-world performance than do the fuel consumption and CO2
figures.
A searchable version of the data is available through the website:
http://carfueldata.direct.gov.uk/, as is some historic information. Please note that the web version
of this guide is updated between publications, and so will contain the most up to date
information.
http://carfueldata.direct.gov.uk/
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CARS AND CARBON DIOXIDE
The accumulation of key greenhouse gases (most importantly CO2 and methane) in the atmosphere
due to human activities is contributing to climate change. Unless action is taken to reduce emissions
of greenhouse gases, such as CO2, the whole pattern of the world’s weather could change, increasing
the frequency and intensity of extreme weather events such as heatwaves, floods, droughts and
storms. The Climate Change Act (2008) set a long-term legally binding framework for greenhouse gas
reduction in the UK. The Act requires the UK Government to reduce greenhouse gas emissions by at
least 34% by 2020 and 80% by 2050 from 1990 levels in the UK. The Government has set out its plan
of action for greenhouse gas reduction in the Carbon Plan (December 2011). The plan identifies that
transport has a critical role in meeting the Climate Change Act (2008) obligations.
Transport is an engine for economic growth. Its role in moving people and goods around the
country is vital, but it is also a major source of greenhouse gas emissions. In 2013, domestic and
international transport accounted for 26% of all UK greenhouse gas emissions. The Carbon Plan
identifies a wide-ranging strategy for reducing emissions from the transport sector. In the short
term, the most significant greenhouse gas savings from transport are likely to come from improving
the fuel efficiency of conventional vehicles and increased use of sustainable biofuels, see Cars and
Fuel Options for more information on biofuels.
The CO2 emissions of a car are directly proportional to the quantity of fuel consumed by an engine.
While there has been progress in reducing emissions of air quality pollutants from vehicles, there
has been less progress in reducing CO2 from cars despite improvements in engine efficiency.
Nevertheless, despite the tendency in recent years for cars to become heavier as showroom models
arrive better equipped and with more features than ever before, consumers are increasingly
choosing lower CO2 emitting vehicles and so the rate of CO2 reduction is showing some
improvement.
Measures to reduce car CO2 emissions
In 1998, the European Commission and industry associations of the major motor vehicle
manufacturers agreed to reduce the average CO2 emissions of new cars. This voluntary agreement
aimed to cut the average CO2 emissions of new cars by over 25% by 2008/9 to 140g CO2/km, and as
a result to see a 25% improvement in average fuel consumption.
In 2009 a European Regulation setting binding targets to reduce the CO2 emissions of new cars (EC
Regulation No. 443/2009) entered into force. The main features of the Regulation are as follows:
The target is for an overall European fleet average of 130g/km of CO2 emissions from 2015
(phased in from 2012);
In order to meet this average, manufacturers are set a specific emissions target to meet,
based on the types of vehicles they actually sell in any given year — rather than requiring
each individual vehicle to be less than 130g CO2/km. This allows a broad range of vehicles to
remain on sale with manufacturers deciding where they make improvements to ensure
compliance;
The ‘type’ of vehicle is currently determined by its mass. Manufacturers that sell
predominately heavier cars will have a higher grams of CO2/km target;
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There are different arrangements for manufacturers that produce very small numbers of
cars in any year, so as to protect the diversity of the market;
There is a further target for improvement from 2021, set at 95g CO2/km (95% fleet phase in
from 2020).
There are several facts to bear in mind for anyone owning or driving a car who is wondering how the
Regulation will affect them:
The regulation is purely a matter for manufacturers. It will not directly require drivers or car
buyers to do anything different. However, manufacturers might encourage sales of their
more fuel-efficient models in order to ensure that they meet the target that they have been
given;
It works on an average basis. It does not require individual cars to meet a particular
threshold for CO2 (unlike air quality legislation) or ban cars on the basis of their CO2
emissions;
It only applies to new cars. It does not mean that older, higher-emitting, cars have to be
taken off the road;
It applies to all new cars registered in the EU. It does not just apply to European
manufacturers;
It is not about setting different targets for different countries. Whilst manufacturers may, of
course, choose to vary what they offer between countries, the targets are for the EU as a
whole;
It does not tell governments how to set vehicle-related taxes. This will continue to be a
matter for each country.
In the UK, a number of other steps have been taken to promote the purchase and use of more fuel-
efficient vehicles:
In the March 2001 Budget the Chancellor announced the extension of the lower rate of
Vehicle Excise Duty (VED) to cover cars in the Private and Light Goods (PLG) taxation class
with an engine size of 1549cc or less;
Since March 2001, a system of Graduated VED has been in operation for new cars based
primarily on their level of CO2 emissions. The system is currently comprised of 13 CO2 bands.
Since April 2010, a different rate of tax applies to a vehicle at first registration (first licence).
The standard year rate applies in subsequent years. Zero emission vehicles are exempt from
all VED.
Since April 2002, company car tax has been based on the CO2 emissions of the vehicle
provided to an employee for their private use.
From January 2011, the Government has offered grants of up to £5000 off the price of
certain Ultra Low Emission Vehicles (ULEV) – the Plug in Car Grant (PiCG). Pure electric,
hydrogen and most plug in hybrid cars qualify for the grant. To qualify, vehicles must emit
75g or less of CO2 per kilometre from the tailpipe and have a zero emission range of at least
10 miles. The PiCG is now set at a maximum of up to £4500.
Since April 2013, news cars emitting less than 95g CO2 per km can qualify for a 100% first-
year allowance. Cars that are leased do not qualify.
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Electric vehicles are also exempt from the fuel benefit charge, as electricity is not classed as
a fuel.
CO2 Targets for Vans
In June 2011, Regulation EC/510/2011 entered into force. It follows a similar format to the
Regulation for cars, but applies to light-duty vans (that is N1 vehicles, under the definitions used in
European legislation). It sets a near-term European fleet average target of 175g CO2/km to be
achieved from 2017 (phased-in from 2014). A longer term target of 147g CO2/km has been set from
2020.
In the UK, a number of measures have been introduced to promote the purchase of zero-emission
vans.
Zero emission vans currently pay 20% of the van fuel benefit charge for vans which emit CO2.
In Budget 2014 the Government announced this support will be extended to 5 April 2020 on
a tapered basis.
Electric vans are also exempt from the van fuel benefit charge, as electricity is not a fuel.
Since 2012, the Government has offered grants of up to £8000 off the price of an ULEV van.
CARS AND AIR POLLUTION
The principal air-quality pollutant emissions from petrol, diesel, and alternative-fuel engines are
carbon monoxide, oxides of nitrogen, un-burnt hydrocarbons (fuel) and particulate matter. It is
emissions of these pollutants that are regulated by the Euro emissions standards. Modern cars, if
kept in good condition, produce only quite small quantities of the air quality pollutants, but the
emissions from large numbers of cars add to a significant air quality problem. Carbon monoxide,
oxides of nitrogen, and un-burnt hydrocarbons are gases, and are generally invisible. Particulate
matter is usually invisible although under certain operating conditions diesel engines will produce
visible particles, appearing as smoke. Petrol engines will also produce visible particles if they are
burning engine oil or running “rich”, for example, following a cold start. Fine particles can also be
produced by tyre and brake wear. Pollutant emission levels depend more on vehicle technology and
the state of maintenance of the vehicle. Unlike emissions of CO2, emission of air quality pollutants
are less dependent on fuel consumption. Other factors, such as driving style, driving conditions and
ambient temperature also affect them. However, as a starting point, all new passenger cars must
meet minimum EU emissions standards. The effects of air pollution on health varies widely between
individuals and sub-groups of the population. In particular air pollution is known to affect the
elderly, children, and those suffering from chronic respiratory diseases (e.g. bronchitis and asthma)
and heart disease.
The effects of these exhaust gases are described in more detail below:
CO – Carbon monoxide reduces the blood’s oxygen-carrying capacity which can reduce the
availability of oxygen to key organs. Extreme levels of exposure, such as might occur due to blocked
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flues in domestic boilers, can be fatal. At lower concentrations CO may pose a health risk,
particularly to those suffering from heart disease.
NOx – Oxides of nitrogen is the total of amount of nitrogen dioxide (NO2) and nitric oxide (NO); NO
quickly reacts in the atmosphere to form NO2. Exposure to NO2 at roadside concentrations can have
adverse effects on health, particularly among people with respiratory illness.. The Committee on the
Medical Effects of Air Pollutants has identified that the evidence associating exposure to NO2 with
health effects has strengthened substantially in recent years. An estimate of an effect on mortality
equivalent to 23,500 deaths annually in the UK has been made on the basis of NO2 concentrations
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.
NOx also contributes to smog formation, and acid rain, can damage vegetation, contributes to
ground-level ozone formation and can react in the atmosphere to form fine particles (‘secondary
particles’).
Particulate matter (PM) – Exposure to fine particles has an adverse effect on human health,
particularly among those with existing respiratory disorders. Particulate matter is associated with
respiratory and cardiovascular problem. 29,000 equivalent deaths a year in the UK are attributable
to fine particulate pollution.
HC – Hydrocarbons contribute to ground-level ozone formation leading to risk of damage to the
human respiratory system. Some kinds of hydrocarbons, in addition, are both carcinogenic and
indirect greenhouse gases.
The European Union Ambient Air Quality Directive sets maximum permissible levels for roadside
concentrations of pollutants thought to be harmful to human health and the environment. The UK
meets almost all these levels, however, achieving the air quality standards for nitrogen dioxide
presents the greatest challenge, especially in urban areas the government is committed to meeting
those standards in as short as time as possible..
Emissions of these air quality pollutants from road vehicles have been reduced by improving the
quality of fuels and by setting increasingly stringent emission limits for new vehicles, which has
encouraged the fitting by manufacturers of appropriate technology. As an example, it would take 50
new cars to produce the same quantity of particulate matter per kilometre as a vehicle made in
1970. Over the last twenty years increasingly stringent emission limits have been set at a European
level, starting with the “Euro1” limits in 1993. From September 2015 all new cars currently have to
meet the Euro 6 standard, further details at Table 1. Emissions of NOx are expected to be further
reduced due to the strengthening of test procedures with the adoption of real driving emissions
(RDE) for new models from September 2017 and all new cars from September 2019.
Information on the level of air quality pollutant emissions recorded for new models of cars at their
type approval test is listed in the data table, alongside the CO2 and fuel consumption figures. Unlike
the CO2 and fuel consumption figures, the figures for air quality pollutant emissions should not be
used to directly compare different models of vehicle. The figures for these emissions are indicative
1
https://www.gov.uk/government/publications/air-quality-in-the-uk-plan-to-reduce-nitrogen-dioxide-
emissions
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rather than absolute, and emissions of them will vary within an acceptable range between individual
production vehicles for each model.
CARS AND NOISE
The external noise emitted by passenger cars has been controlled since 1929 when the Motor Cars
(Excessive Noise) regulations were introduced. New cars are now required to meet Europe-wide
noise limits. These have been progressively reduced from 82 decibels (dB (A)) in 1978 to the current
limit of 74 dB (A) established in 1996. This means it would take 7 new vehicles to make the same
amount of noise as one vehicle that just meets the pre-1978 limits. Information on the level of noise
recorded for new models of cars at their type approval test is also listed in the data table.
When looking at this information please note that off-road vehicles are allowed to be 1dB (A) louder,
as are direct-injection diesels. These allowances are cumulative, so the limit for an off-road vehicle
with a direct injection diesel engine is 76 dB (A).
The noise levels quoted above are the maximum levels that are permitted for new vehicle types.
Many vehicles produce lower levels of noise, and it is illegal to modify the exhaust system of a
vehicle to make it noisier than the level recorded for that model at type approval.
A new EU regulation was introduced from July 2016. Regulation (EU) No 540/2014, phases in tighter
noise limits over 10 years, together with a revised, more representative test procedure. By 2026 the
limit for most new passenger cars will be 68 dB(A).
FUEL EFFICIENT DRIVING TIPS
When you are considering purchasing a new vehicle and you have selected the most appropriate
class of vehicle for your needs, choose the most fuel efficient vehicle within that group. The fuel
consumption of similar-sized cars can vary by as much as 45% and by choosing the most fuel efficient
car in its class, rather than the one with the average emissions, overall fuel consumption can
typically be reduced by up to 24%. Pure electric cars are another alternative, offering emission free
driving, while plug-in hybrids – using a mix of electricity and petrol or diesel – offer significant fuel
economy, emit lower emissions, have a lower first registration VED rate and are exempt from the
London congestion charge.
The best way to reduce fuel use is to use the car only when it is necessary. For example, instead of
using it for short journeys, consider walking, cycling or taking public transport where possible. Plan
your journey time and route to avoid congestion, combine your trips, and consider sharing journeys
and for regular journeys such as commuting, (car-pooling). New technology is improving the driving
experience as vehicles ‘communicate’ with the outside world and automation such as self-parking
becomes more common. This is likely to help improve fuel economy, as is the stop/start technology
discussed below. Ask your car dealer about how technology can improve fuel economy or look at
the on-line and printed material. New cars with manual transmission will normally have indicators
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of when to change up gear, and most cars will have displays that include MPG and other displays to
help encourage more fuel efficient driving.
There are also a number of simple ways that you can reduce emissions when you drive:
Drive at an appropriate speed
Sticking to speed limits helps conserve fuel. Driving at slower speeds also gives you time to
anticipate traffic ahead, helping you drive smoother. Where it is appropriate, driving at a steady
speed of 50 miles per hour (mph) instead of 70 mph can improve fuel economy by 25 per cent.
Less stopping and starting means less CO2
Every time you stop then start again in a traffic queue, the engine uses more fuel and therefore
produces more CO2. Keeping an eye on the traffic ahead and slowing down early by gently lifting
your foot off the accelerator while keeping the car in gear can help the vehicle operate more
efficiently. In this way, the traffic may have started moving again by the time you approach the
vehicle in front, so you can then change gear and be on your way.
Over-revving accelerates emissions
Modern car engines are designed to be efficient from the moment they are switched on, so revving
up the engine unnecessarily will only waste fuel and increase engine wear. By using your gears
wisely – by changing up a gear a little earlier – you can also reduce engine speed. If you drive a diesel
car try changing up a gear before the rev-counter reaches 2000rpm. For a petrol car try changing up
before 2500rpm.
Idling is wasting fuel
When the engine is idling you’re wasting fuel and adding to CO2 emissions. If you’re likely to be at a
standstill for more than a minute or so, simply switch off the engine. Many new cars are now fitted
with a feature that does this for you automatically commonly known as stop start. When you first
start the car, drive off as soon as possible. It will “warm up” faster when the engine is under load.
Choose an Ultra Low Emission Car
Pure electric cars produce zero tail pipe emissions. Electric hybrids emit 75g or less of CO2 per
kilometre from the tailpipe – see www.goultralow.com for more details.
Drive smoothly
More generally, avoid harsh acceleration and heavy braking, both of which have a very significant
effect on savings in fuel consumption and can add to wear and tear on the engine and brakes.
Pump up to cut down
Under-inflated tyres create more resistance when your car is moving, which means your engine has
to work harder, so more fuel is used and more CO2 emissions are produced. Simply checking and
adjusting your tyre pressures regularly, and also before long journeys, can help reduce fuel
consumption, as well as helping to increase the life of your tyres.
Less clutter in your car means less CO2
Clutter in your boot is extra weight your engine has to lug around. By removing any items you won’t
need for your journey, you could reduce your engine’s workload and so burn less fuel and cut your
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CO2 emissions. This also includes things like roof racks when not needed, as they add weight and
increase drag, and as a result increase fuel consumption.
Eco driving tips
For more information on saving money while driving see the Energy Saving Trust fuel efficient driving
tips http://www.energysavingtrust.org.uk/Travel/Driving-advice
CARS AND FUEL OPTIONS
This guide contains data on vehicles running on petrol and diesel, as well as ‘alternative’ fuels, such
as Liquefied Petroleum Gas (LPG) and Compressed Natural Gas (CNG), and hybrid and electric
vehicles.
The different fuels have different merits from an environmental perspective. Compared to petrol,
diesel vehicles have significantly lower CO2 emissions per kilometre travelled because of the higher
efficiency of diesel engines, and hence have a lower, though still significant, impact on climate
change. Diesel vehicles also emit lower levels of CO and HC than equivalent petrol vehicles.
However, diesel engines emit greater levels of NOx than new petrol vehicles. As mentioned earlier,
emissions of NOx are an air quality issue, particularly in urban areas.
LPG and CNG cars are generally converted from petrol-fuelled cars, either by the original
manufacturer or by an aftermarket converter. For practicality, CNG and LPG cars tend to be dual
fuel, meaning that they can run on either petrol or the gaseous fuel. LPG vehicles tend to fall
between petrol and diesel in CO2 performance. This is due to the lower carbon and higher energy
content by mass of the fuel. CNG offers even lower CO2 emissions than LPG, typically comparable
with that of diesels. Local pollutant (CO, HC, NOx and particulate matter) emissions performance of
well-engineered LPG and CNG vehicles is similar to that of a petrol vehicle.
Sustainable biofuels also offer a way to reduce the impact of vehicles on climate change. The fuels
are not entirely CO2 neutral because of the energy used to grow and process crops, but they can
offer substantial CO2 savings over conventional petrol and diesel from fossil sources (crude oil).
Today, most biofuels are sold in blends of up to 5% in fossil petrol and 7% in fossil diesel. These
blends are suitable for use in nearly all vehicles. Some manufacturers offer ‘flexi-fuel’ vehicles that
can run on bioethanol blends up to E85 – a blend of 85% bioethanol with 15% petrol – as well as fossil
petrol. Some manufacturers also allow the use of higher blends of biodiesel in their vehicles (check
with your vehicle manufacturer). It is important that only high quality biodiesel meeting the
European quality standard – EN 14214 – is used. Blended fuels produced to the EN228 or EN590
standards will contain high quality biofuel as a matter of course. Further Information on biofuels,
and a guide to alternative fuels, can be found on the Energy Saving Trust (EST) website
http://www.energysavingtrust.org.uk/domestic/electric-vehicles-0
Hybrid vehicles usually combine an internal combustion engine with an electric motor and battery.
There are various ways in which hybrid vehicles can operate. For example, the vehicle may be able
to operate solely on its engine, solely on battery power, or on a combination of the two with the
http://www.energysavingtrust.org.uk/Travel/Driving
http://www.energysavingtrust.org.uk/domestic/electric-vehicles-0
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battery providing additional power during acceleration and high load conditions. The battery can
then be recharged by the internal combustion engine or from energy absorbed during braking or, in
some cases, from an external electrical supply. Hybrid vehicles can offer reduced fuel consumption
and CO2 emissions, and potentially some reduction in emissions of local pollutants, especially in
stop-start motoring.
Plug-In Vehicle (PIV) is the term for any vehicle that is powered, either in part or in full, by a battery
that can be recharged by plugging into an external electricity supply. This includes those that run
purely on electricity (pure-electric) and plug-in hybrid electric vehicles.
This guide includes those cars that use a combination of a conventional petrol or diesel engine and
battery propulsion. These are known as ‘petrol-electric hybrid’, ‘diesel-electric hybrid’. Cars that run
purely on electricity are also listed in the guide but, since they do not use liquid fuel or emit CO2
while being driven, there is no data given for the fuel consumption or CO2 emissions of pure electric
models.
With the range of vehicle fuel technologies now available, it can be difficult to understand which
might be the most appropriate. The Energy Saving Trust has produced an animation to help navigate
around all these technologies: https://www.youtube.com/watch?v=Hs55JzcOg3s
To find out more about electric vehicles, models available and how to get a government grant, visit
www.goultralow.com
THE FUEL CONSUMPTION TESTING SCHEME
The fuel consumption testing scheme is intended to give potential car buyers comparative
information about the relative fuel consumption of different models in standard tests.
Nearly all new car models which are type approved for sale in the European Union have to undergo
the standard tests to determine their fuel consumption. This guide contains the results of those tests
supplied to the Department for Transport for new cars expected to be on sale after August 2017.
What Are the Standard Tests?
Official fuel consumption test procedures have been in use since the 1970s. EU Directive
80/1268/EEC as amended or, for Euro 5 vehicles onwards, Regulation 692/2008 describe the tests
which all new cars on sale after 1 January 2001 are required to take.
Fuel Consumption Test
The current test has two parts. These are an urban and an extra-urban cycle. The test cycle is the
same as that used to determine the official exhaust air quality pollutant emission classification for
the model of vehicle in question.
The cars tested have to be ‘run-in’ so they must have been driven for at least 1,800 miles (3,000
kilometres) before testing.
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Urban cycle
The urban test cycle is carried out in a laboratory at an ambient temperature of 20°C to 30°C on a
rolling road from a cold start where the engine has not run for several hours. The cycle consists of a
series of accelerations, steady speeds, decelerations and idling. The maximum speed is 31 mph (50
km/h). The average speed 12 mph (19 km/h) and the distance covered is 2.5 miles (4 km). The cycle
is shown as Part One in the diagram below.
Extra-urban cycle
The extra-urban cycle is a cycle that is intended to represent the use of the vehicle on roads that are
external to the urban environment. The cycle is conducted immediately following the urban cycle
and consists of roughly half steady-speed driving with the remainder being accelerations,
decelerations, and some idling. The maximum speed is 75 mph (120 km/h). The average speed is 39
mph (63 km/h) and the distance covered is 4.3 miles (7 km). The cycle is shown as Part Two in the
diagram below.
Combined Fuel Consumption Figure
The combined figure presented is for the urban and the extra-urban cycle together. It is therefore an
average of the two parts of the test, weighted by the distances covered in each part.
IMPORTANT NOTE
The fuel consumption figures quoted in this guide are obtained under specific test conditions, and
therefore are unlikely to be achieved under ‘real life’ driving conditions. A range of factors may
influence actual fuel consumption – for example, driving style and behaviour, as well as the
environment and conditions under which the vehicle is operated. Furthermore, since several
different specifications (variants or versions) of a given model may be grouped together in the list,
the figures used in this guide should be treated as indicative only.
A definitive figure for a given specification of vehicle will be available at the point of sale.
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Bi-Fuelled Vehicles
Vehicles which are designed to run on LPG or CNG and Petrol are required to be tested on both
fuels. In view of this, two sets of figures will be shown for a given bi-fuel vehicle. One set for the
vehicle running on petrol, and another for the vehicle running on gas.
How Representative of Real Life Driving Are the Standard Tests?
Because of the need to maintain strict comparability of the results achieved by the standard tests,
they cannot be fully representative of real-life driving conditions. Firstly, it is not practicable, nor is it
viable, to test each individual new car. Only one production car is tested as being representative of
the model and this may produce a slightly better or worse result than another similar vehicle.
Secondly, there are infinite variations in driving styles, as well as road, car, and weather conditions,
all of which can have a bearing on the results achieved. For these reasons the fuel consumption
achieved on the road is unlikely to be the same as the official test results. The purpose of the official
fuel consumption test is to provide data that will permit a comparison of the fuel consumption of
different cars, rather than to provide an estimate of average, on-the-road, fuel economy.
It is recognised that, for a variety of reasons, the fuel consumption achieved by the majority of
motorists is less than that suggested by the standard tests and a new test procedure has been
developed which better represents the way in which most people actually use their cars. This will
apply to the majority of new cars from September 2018 although many manufacturers may choose
to begin using it earlier. The European Commission recently published a recommendation
2
that for
the purposes of consumer information (including this guide and the fuel efficiency label) member
states should switch to the new test procedure on 1 January 2019. Government is working with
stakeholders on publicising the move to the new test procedure.
Who Does the Testing?
The testing is carried out either by independent test organisations, or by the vehicle manufacturers
or importers themselves, usually at their own test facilities.
In the UK, and before the results are officially recognised, the DfT will:
inspect the test laboratories and witness some tests being carried out, or;
check that the figures have been certified by a European member state competent national
authority under the agreed arrangements for mutual recognition of test results.
Are All Models Included in the List?
Almost all types of new passenger cars have to be tested. However, several models which do not
differ significantly in certain technical characteristics important in determining fuel consumption
may be grouped together into a ‘class’. Only one representative car of each class needs to be tested.
2
https://ec.europa.eu/transport/sites/transport/files/c20173525-recommendation-wltp.pdf
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Certain types of vehicles are excluded from the fuel consumption testing scheme. These are cars
manufactured in low volume, cars adapted to carry more than eight passengers (excluding the
driver), three-wheelers, invalid carriages, van-derived passenger cars and cars built specially for
export. These vehicles will not, therefore, be labelled in showrooms.
EXHAUST AIR QUALITY POLLUTANT EMISSIONS TESTING
Before passenger cars can be type approved for sale in the European Union they must meet certain
standards for exhaust emissions of air quality pollutants. In 2007, European Regulation EC/715/2007
introduced Euro 5 and Euro 6 limits. Since the 1st September 2015, all new cars have been required
to be approved to the Euro 6 standard. As with the fuel consumption tests, a single vehicle
representative of a particular version is tested.
Because the testing procedures are intended to confirm whether a car meets a Euro standard or not,
the type approval emission figures listed in the tables should not be used for other purposes, such as
to rank a number of vehicles.
Tables of Emission Limits relating to vehicles listed in this guide
Table 1 – Euro 6
Cars not exceeding 2.5 tonnes laden – Euro 6 – EC Regulation EC/715/2007
Number
of seats
Fuel Limit values (mg/km) Implementation Dates
CO THC NMHC NOx THC+
NOX
PM Particles
(number/km)
Type
Approval
of new
models
All Models
up to 9 P 1000 100 68 60 – 5.0/4.5 6,0 x 10
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1/09/14 1/09/15
up to 9 D 500 – – 80 170 5.0/4.5 6,0 x 10
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1/09/14 1/09/15
Key: P- petrol, D – diesel, CO – carbon monoxide, HC – hydrocarbons,
NOx – oxides of nitrogen, PM – particulate matter.
Electric Vehicles
Electric vehicles produce no air quality pollutant exhaust emissions (although the production of
the electricity elsewhere has some environmental impact, in the same way that the production of
petrol and diesel fuels has some environmental impact).
To find out more about electric vehicles, please visit www.goultralow.com
http://please/
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Living with an electric car
Videos on www.goultralow.com highlight the range of ultralow emission cars on the market today
and address myths about driving electric cars, notably cost and range. But with driving costs of 2p a
mile and typical driving range of 100 miles in a pure electric car on a single charge and up to 700
miles in a plug-in hybrid, ULEVs provide a real alternative to petrol/diesel cars.
The Energy Saving Trust has also produced a short film covering a range of issues around electric
vehicles including grants, running costs, maximising range and recharging:
www.energysavingtrust.org.uk/Travel/Electric-vehicles
The Energy Saving Trust (EST) also has a series of three videos under the title “Living with an electric
car” available here: www.energysavingtrust.org.uk/Travel/Electric-vehicles. This series of three
short clips is presented by Robert Llewellyn of Red Dwarf and Scrapheap Challenge. They cover most
of the questions potential buyers may have including charging, range and the cost of fuel (electricity)
for the vehicles. They offer a realistic and in-depth review of the viability of electric cars and vans
Part 1 Choosing an electric vehicle;
Part 2 Driving the car;
Part 3 Living with the car
HOW TO USE THE DATA
Vehicles that meet the Euro 6 Emission Standards that came into force for most new cars and vans
since 2014
In using the table of information, it may be helpful to note the following:
Models are listed under the name of the manufacturer or importer.
The figures are obtained by running an example of the listed vehicle over a fixed route in a
laboratory on a rolling road under closely controlled conditions. The test cycle is described
elsewhere in this guide.
The results of the fuel consumption tests are shown both in litres per 100 kilometres
(l/100km) and in miles per gallon (mpg). A conversion chart and conversion factors are given
at the end of this guide.
CO2 emissions are shown in grams per kilometre (g/km). The other results of the exhaust
emissions test are shown in milligrams per kilometre (mg/km).
The cost of driving 12000 miles is calculated using the official combined fuel consumption
figure and fuel prices which are assessed each year. Currently they are 120p/litre for petrol,
and 123p/litre for diesel and 59p/litre for LPG (no fuel figures are available at this time for
CNG). The electricity cost of driving 12000 miles is calculated using the electric energy
consumption and an electrical cost per unit price, also assessed each year, currently this is
15.4p/kWh. A description of the calculation can be found in the Glossary of Terms. Note
that, as indicated above, the official fuel consumption figures, and hence these cost figures,
http://www.energysavingtrust.org.uk/Travel/Electric-vehicles
http://www.energysavingtrust.org.uk/Travel/Electric-vehicles
14
are for comparative purposes and actual fuel consumption and cost on the road may vary
from this.
The external noise emitted by a car is shown in decibels as measured on the A scale of a
noise meter (dB (A)). The A scale was devised to ‘weight’ the reading of a noise meter so it
more closely represented what is heard by the human ear. The noise test is described in
more detail later in this guide.
It is important to note that test figures shown in the guide are for comparison of different
models and will not necessarily be the same as the fuel consumption, emissions levels, or
noise levels actually achieved on the road. For this reason it is not advisable to rank a
number of vehicles for which very similar figures are quoted.
The test to test variability in type approval local pollutant emission figures means they are of
only limited value in comparing vehicles and caution should be exercised when considering
these figures. More detail is given later in this guide.
CO2 Information – The CO2 figures shown are representative of the vehicle tested and may vary
between specifications (variants or versions) of a given model. As such the figures are indicative
only.
Vehicle Excise Duty (VED)
Vehicle Excise Duty (VED) – For vehicles registered since 1st March 2001, the CO2 shown on the V5
(Registration Document) is used as the basis for applying VED rates for new passenger cars.
Road Tax as at
April 2017:
2017-2018 first licence 2017-2018 standard rate
Bands
CO2 emissions figure
(g/km)
12 month rate (£) 12 month rate (£)
Band A 0 £0.00 £0.00
Band B 1-50 £10.00 £140.00
Band C 51-75 £25.00 £140.00
Band D 76-90 £100.00 £140.00
Band E 91-100 £120.00 £140.00
Band F 101-110 £140.00 £140.00
Band G 111-130 £160.00 £140.00
Band H 131-150 £200.00 £140.00
Band I 151-170 £500.00 £140.00
Band J 171-190 £800.00 £140.00
Band K 191-225 £1,200.00 £140.00
Band L 226-255 £1,700.00 £140.00
Band M Over 255 £2,000.00 £140.00
* Band K includes cars that have a CO2 emissions figure over 225g/km but were registered before 23
March 2006.
15
Notes:
The standard rate applies to all car fuel types
Alternative fuel car discount 2017-18: £10 on all Bands for both the ‘first year’ and
‘standard’ 12 month rates.
Six-month rates are available for some bands. Visit http://carfueldata.direct.gov.uk/ for
more information.
Cars with a list price of over £40,000 at first registration including those with 0g/km will pay
the £310 additional rate for five years from the start of the second licence
Further information about taxing your vehicle can be found on the Gov.uk website:
https://www.gov.uk/tax-disc A vehicle tax calculator is available on the VCA website
http://carfueldata.direct.gov.uk/ The purpose of this calculator is to provide an indicative view only
of the tax that may be payable on a given new or used car.
Company Car Tax – Since April 2002 the benefit-in-kind tax charged for company cars has been
based on the CO2 emissions of a vehicle. This applies to all company cars registered from January
1998 onwards. Further details can be found on the Gov.uk website: https://www.gov.uk/tax-
company-benefits/tax-on-company-cars For cars registered from March 2001, the CO2 figure used to
calculate company car tax will be that shown on the car’s V5 (Registration Document).
Fuel Benefit Charge – The fuel benefit charge is also based on the CO2 emissions of a vehicle (using
the same percentages as per company car tax). Electric charging is exempt from the fuel benefit
charge, as electricity is not a fuel.
Van Benefit Charge – Van benefit charge is levied when employers provide employees with a van for
private (as well as business) use. The charge is set at a flat rate (currently £3,230 in 2017-18) and the
employee pays income tax on this amount and the employers pays NICs. Vans with zero emissions
(i.e. electric vans) will pay 20% of the van benefit charge for vans which emit CO2 in 2017/18.
Van Fuel Benefit Charge – If an employer gives an employee a van to use which is subject to the van
benefit charge and pays their fuel, they will need to pay a fuel benefit charge. Van Fuel Benefit
Charge is based on a flat rate charge (currently £610 for 2017-18). Electric vans are exempt from the
fuel benefit charge, as electricity is not a fuel.
Enhanced Capital Allowances – low emission cars and electric vans can quality for 100% first year
allowances. Further details can be found here. http://www.hmrc.gov.uk/capital-
allowances/fya/energy.htm
RESPONSIBILITIES OF VEHICLE MANUFACTURERS, IMPORTERS AND DEALERS
EU Directive 1999/94/EC requires new car fuel consumption and CO2 emissions data to be made
freely available to consumers. Car dealers are required to display a label on (or near to) every new
car displayed for sale. The label will show the fuel consumption and CO2 emissions. Fuel
consumption figures will be expressed both in litres per 100 kilometres (l/100 km) and in miles per
http://carfueldata.direct.gov.uk/
https://www.gov.uk/tax-disc
http://carfueldata.direct.gov.uk/
https://www.gov.uk/tax-company-benefits/tax-on-company-cars
https://www.gov.uk/tax-company-benefits/tax-on-company-cars
http://www.hmrc.gov.uk/capital-allowances/fya/energy.htm
http://www.hmrc.gov.uk/capital-allowances/fya/energy.htm
16
gallon (mpg). The label will list the figures achieved in urban, extra-urban and combined conditions
separately (see section headed ‘Fuel Consumption Test’ for more details on test conditions).
Car dealers often voluntarily display a colour coded ‘comparative’ label. That is, a label that shows
both the mandatory fuel consumption and CO2 figures mentioned previously, as well as information
about the appropriate tax band for the vehicle. The label is similar in design to the energy efficiency
labels that appear on many ‘white goods’, such as fridge freezers. An example of this label can be
seen here. Although this label format (with the colour-coded banding) is not currently mandatory,
the DfT, VCA and vehicle manufacturers have worked hard to ensure that the label is harmonised
throughout the market sector in order to support, simplify and inform consumer choice.
A sample of the label is available at http://carfueldata.direct.gov.uk/downloads/default.aspx. Other
labels may be used but they must conform to the requirements set out in the Directive, and adopted
under national UK legislation.
Dealers are also required to display a poster in paper or as an electronic display, in a prominent
position, showing the fuel consumption and CO2 emissions for all new passenger car models
displayed, or offered for sale. Furthermore, the Directive also requires manufacturers to include fuel
consumption and CO2 emissions data in all promotional literature (such as brochures and printed
advertisements), provided that the literature relates to a specific model of car.
Trading Standards, which is a local authority service, enforce point of sale information (labelling and
posters). Should you have concerns in this area of activity, you can find your local Trading Standards
office at http://www.tradingstandards.uk/home.cfm or by contacting your own local authority
direct.
The Vehicle Certification Agency is responsible for enforcing the provision of information in
advertising and promotional literature. If you have concerns in this area please e-mail them at
adverts@vca.gov.uk , or telephone 0300 330 5797.
If you have more general concerns about your consumer rights in relation to car purchasing (either
new or used), contact Consumer Direct at:
https://www.gov.uk/consumer-protection-rights
http://carfueldata.direct.gov.uk/downloads/default.aspx
http://www.tradingstandards.uk/home.cfm
mailto:adverts@vca.gov.uk
17
NOISE
The UK has introduced strict noise limits which, by 1996, when the limits were last reduced, had
halved perceived noise levels of individual vehicles over the previous 15 years.
At low speeds, similar to the speed used for vehicle noise testing, the noise from the engine, gearbox
and exhaust will generally predominate over the noise associated with the tyre and road surface. On
dry roads and at a constant speed engine noise generally predominates for speeds up to 50km/hr
(30 mph). Above this speed tyres become the dominant source of noise.
The current noise test for passenger cars, as set out in EU Directive 92/97 as amended, consists of
driving the vehicle into the test area at a speed of 50 km/hr and then accelerating at full throttle
through it past a microphone. The microphone is placed at a set distance from the line of travel and
it measures the maximum level of noise reached which is then compared to the limit value to
determine whether the vehicle passes or fails.
The test area is surrounded by an open area to avoid sound reflections and the road surface is
carefully constructed to a set standard to ensure consistency of results.
A new EU regulation was introduced from July 2016. Regulation (EU) No 540/2014, phases in tighter
noise limits over 10 years, together with a revised, more representative test procedure. By 2026 the
limit for most new passenger cars will be 68 dB(A).
Frequently asked questions
Q: My vehicle does not produce the same fuel consumption figures as shown in the ‘New Car Fuel
Consumption and Emission Figures’ guide and/or the Internet site.
A: Because of the need to maintain strict comparability of results achieved by the standard tests
they cannot be fully representative of real-life driving conditions. There are infinite variations in
driving styles and in road, car and weather conditions. In addition, it is not practicable to test each
individual new car. Only one production car is tested as being representative of the model and may
therefore produce a slightly better or worse result than another similar vehicle. For these reasons
the consumption achieved on the road will not necessarily accord with the official test results.
Q: I appreciate that the official fuel consumption figures are obtained under controlled test
conditions and as such may not be fully representative of real-life driving conditions. However, I am
concerned that the figures achieved by my vehicle are radically different to the official figures.
A: You should refer to http://www.dft.gov.uk/vca/fcb/smarter-driving-tips.asp which outlines ways
of optimising fuel economy. If, after you are sure that following each of the recommended points,
fuel consumption remains higher than you would expect this may indicate a fault with your vehicle
and you should ask an authorised dealer or other competent organisation to examine it.
Q: How is the fuel consumption test conducted?
A: The test is outlined in Directive 93/116/EC (amended by EC Regulation 692/2008) and provides
results that are more representative of actual average on-road fuel consumption than those from
http://www.dft.gov.uk/vca/fcb/smarter-driving-tips.asp
18
previous tests, although work is on-going on the development of a further improved test. There are
two parts to the test. These are an urban and an extra-urban cycle. The cars tested have to be run-in
and must have been driven for at least 1,800 miles (3,000 kilometres) before testing.
Urban Cycle:
The urban test cycle is carried out in a laboratory at an ambient temperature of 20°C to 30°C on a
rolling road from a cold start, that is, when the engine has not run for several hours. The cycle
consists of a series of accelerations, steady speeds, decelerations and idling. The maximum speed is
31mph (50km/h). The average speed is 12mph (19km/h) and the distance covered is 2.5 miles
(4km).
Extra-Urban Cycle:
This cycle is conducted immediately following the urban cycle and consists of roughly half steady-
speed driving, with the remainder being accelerations, decelerations, and some idling. The
maximum speed is 75mph (120km/h). The average speed is 39mph (63 km/h) and the distance
covered is 4.3miles (7km).
Combined Fuel Consumption Figure:
The combined figure presented is for the urban and extra-urban cycle together. It is therefore an
average of the two parts of the test, weighted by the distances covered in each part.
Q: When purchasing a new car what information regarding fuel consumption can I expect to find
at the point of sale?
A: The results of the standard tests have to be shown on labels fixed to every new car on display
in showrooms and on forecourts and dealers must have fuel consumption figures of all new cars
available for prospective car buyers to consult on request. These requirements do not apply in the
Channel Islands or the Isle of Man.
Q: Where can I find more detailed information on the Graduated Vehicle Excise Duty scheme?
A: Further details are available from the Gov.uk site:
http://www.gov.uk/vehicle-tax-rate-tables
Q: Where can I find more detailed information on the new Company Car Tax arrangements?
A: Further details are available from your local Inland Revenue office or are available on the Gov.uk
site: http://www.gov.uk/tax-company-benefits/tax-on-company-cars
Q: What are the effects of the different exhaust gas emissions? Which ones should I consider when
choosing a new car?
A: CO2 is one of the most important greenhouse gases, and so contributes to climate change, but it
is not directly harmful to health. The problems resulting from CO2 emissions are global. For a given
type of fuel the CO2 emissions are directly proportional to the amount of fuel consumed, but
http://www.gov.uk/vehicle-tax-rate-tables
http://www.gov.uk/tax-company-benefits/tax-on-company-cars
19
emissions of the other pollutants depend more on fuel type, vehicle technology and the state of
maintenance.
Vehicle exhaust also contains air quality pollutants that are directly harmful to health. These include
carbon monoxide (CO), oxides of nitrogen (NOx), particulate matter and hydrocarbons. All of these
air quality pollutants can pose a health risk. The majority of the problems resulting from these
pollutants are local. All new cars have to meet ‘Euro’ standards, which set limits for air quality
pollutant emissions. Generally speaking, the higher the Euro number, the cleaner the car.
Petrol engines are less fuel-efficient than diesel engines and generally produce more CO2. Diesel
engines generally give off more NOx than petrol engines. If you drive more in town, where air
quality is a consideration, a petrol engine may be a good choice. If you do a lot of long-distance or
motorway driving, consider a diesel engine for fuel efficiency and lower CO2 emissions.
You can find out more about air quality at the Gov.uksite:
https://www.gov.uk/government/policies/protecting-and-enhancing-our-urban-and-natural-
environment-to-improve-public-health-and-wellbeing/supporting-pages/international-european-
and-national-standards-for-air-quality
Consumer advice from the Energy Saving Trust (EST)
The Energy Saving Trust (EST) provides online advice for consumers on vehicles, driving style, money
saving and other vehicle technologies.
Eco driving
For more information on saving money while driving see the Energy Saving Trust fuel efficient driving
video http://www.energysavingtrust.org.uk/Travel/Driving
Car fuel technologies
There are a whole range of vehicle fuel technologies now available and it can be difficult to
understand which might be the most appropriate. The Energy Saving Trust has produced an
animation to help navigate around all these technologies:
Electric Vehicles
For the latest news on electric vehicles and the increasing variety of vehicles now on the market,
visit http://www.goultralow.com
On electric vehicle technology, the Energy Saving Trust has produced a short film covering a range of
issues around electric vehicles including, grants, running costs, maximising range and
recharging: http://www.energysavingtrust.org.uk/Travel/Electric-vehicles
https://www.gov.uk/government/policies/protecting-and-enhancing-our-urban-and-natural-environment-to-improve-public-health-and-wellbeing/supporting-pages/international-european-and-national-standards-for-air-quality
https://www.gov.uk/government/policies/protecting-and-enhancing-our-urban-and-natural-environment-to-improve-public-health-and-wellbeing/supporting-pages/international-european-and-national-standards-for-air-quality
https://www.gov.uk/government/policies/protecting-and-enhancing-our-urban-and-natural-environment-to-improve-public-health-and-wellbeing/supporting-pages/international-european-and-national-standards-for-air-quality
http://www.energysavingtrust.org.uk/Travel/Driving
http://www.energysavingtrust.org.uk/Travel/Electric-vehicles
20
The Energy Saving Trust (EST) also has a series of three videos under the title “Living with an electric
car” available here: http://www.energysavingtrust.org.uk/Travel/Electric-vehicles .This series of
three short clips is presented by Robert Llewellyn of Red Dwarf and Scrapheap Challenge. They cover
most of the questions potential buyers may have including charging, range and the cost of fuel
(electricity) for the vehicles. They offer a realistic and in-depth review of the viability of electric cars
and vans
Part 1 Choosing an electric vehicle;
Part 2 Driving the car;
Part 3 Living with the car.
Business advice from the Energy Saving Trust (EST)
The following may be of use to business users.
Information on the ecodriving training scheme:
http://www.energysavingtrust.org.uk/business/transport/subsidised-ecodriving-training
Details of fleet consultancy including Plugged-in Fleets Initiative for businesses:
http://www.energysavingtrust.org.uk/businesses/fleet-services
Sign up to Fleet Briefings:
http://www.energysavingtrust.org.uk/businesses/fleet-briefing
Energy Saving Trust Best Practice Guides give more information on a range of issues of relevance to
fleets and company car users:
http://www.energysavingtrust.org.uk/business/transport/guides-fleet-briefings-and-webinars
For more information on services available to organisations, please contact the EST by phone on
0845 602 1425 or visit their website http://www.energysavingtrust.org.uk/Organisations/Transport
Useful links
Note that to follow any of the links shown below, an internet connection is required. Content will
open in an Internet browser window. The Vehicle Certification Agency is not responsible for the
contents or reliability of the linked web sites and does not necessarily endorse the views expressed
within them. Listing shall not be taken as endorsement of any kind. We cannot guarantee that these
pages will work all of the time and we have no control over the availability of the linked pages.
http://www.energysavingtrust.org.uk/Travel/Electric-vehicles
http://www.energysavingtrust.org.uk/business/transport/subsidised-ecodriving-training
http://www.energysavingtrust.org.uk/businesses/fleet-services
http://www.energysavingtrust.org.uk/businesses/fleet-briefing
http://www.energysavingtrust.org.uk/business/transport/guides-fleet-briefings-and-webinars
http://www.energysavingtrust.org.uk/Organisations/Transport
21
DVLA vehicle enquiry tool
Find out the tax for your car or light goods vehicle (a registration number is required). You can also
apply for a tax disc or declare SORN.
Gov.uk website
The best place to find government services and information. Follow this link to the motoring section
for vehicle registration, driver licensing and much more.
Go ultralow.com
Facts and figures about the latest range of ultra low emission vehicles available and government
grants off the cost of purchase and installing home charging kits.
HM Revenue & Customs website
Links to the HM Revenue & Customs page on company car benefits.
DVLA – vehicle tax rates
The latest rates – effective from 1
st
April 2017
Van fuel data service
You can check fuel consumption and emissions figures for any new van or other light goods vehicle
on sale in the UK by using this service.
Euro NCAP
The Euro NCAP home page – car safety performance information
THINK!
THINK! provides valuable road safety information for road users.
Energy Saving Trust
This site suggests lots of ways to cut your carbon dioxide emissions (CO2) and drive down your fuel
costs too.
Transport for London
Includes information about the low emissions zone, and congestion charging.
LowCVP
The Low Carbon Vehicle Partnership website for information on low carbon vehicle technologies.
Department for Transport
This will take you to the Department for Transport homepage.
https://www.vehicleenquiry.service.gov.uk/
https://www.vehicleenquiry.service.gov.uk/
http://www.gov.uk/
http://www.hmrc.gov.uk/
https://www.gov.uk/vehicle-tax-rate-tables
https://www.gov.uk/use-van-fuel-tools
http://www.euroncap.com/home.aspx
http://think.direct.gov.uk/
http://www.tfl.gov.uk/
http://www.lowcvp.org.uk/
http://www.lowcvp.org.uk/
https://www.gov.uk/government/organisations/department-for-transport
22
Legislation.gov – hosted by the National Archives
Includes documents formerly available through HMSO / The Stationery Office.
Links to manufacturer websites
http://www.abarthcars.co.uk Abarth
http://www.alfaromeo.co.uk Alfa Romeo
http://www.astonmartin.com Aston Martin
http://www.audi.co.uk Audi
http://www.bentleymotors.com Bentley
http://www.bmw.co.uk BMW
http://www.chevrolet.co.uk Chevrolet
http://www.chrysler.co.uk Chrysler Jeep
http://www.citroen.co.uk Citroen
http://www.chevrolet.co.uk/cars Corvette
http://www.ferrari.com Ferrari
http://www.fiat.co.uk Fiat
http://www.ford.co.uk Ford
http://www.honda.co.uk Honda
http://www.hyundai-car.co.uk Hyundai
http://www.infiniti.co.uk Infiniti
http://www.jaguar.co.uk Jaguar
http://www.kia.com Kia
http://www.lamborghini.com Lamborghini
http://www.landrover.co.uk Land Rover
http://www.lexus.co.uk Lexus
http://www.lotuscars.co.uk Lotus
http://www.lti.co.uk LTi
http://www.maserati.co.uk Maserati
https://www.legislation.gov.uk/
http://www.abarthcars.co.uk/
http://www.alfaromeo.co.uk/
http://www.astonmartin.com/
http://www.audi.co.uk/
http://www.bmw.co.uk/
http://www.chevrolet.co.uk/
http://www.chrysler.co.uk/
http://www.citroen.co.uk/
http://www.ferrari.com/
http://www.fiat.co.uk/
http://www.ford.co.uk/
http://www.honda.co.uk/
http://www.hyundai-car.co.uk/
http://www.infiniti.co.uk/
http://www.jaguar.co.uk/
http://www.kia.com/
http://www.lamborghini.com/
http://www.landrover.co.uk/
http://www.lexus.co.uk/
http://www.lotuscars.co.uk/
http://www.lti.co.uk/
http://www.maserati.co.uk/
23
http://www.mazda.co.uk Mazda
http://www.mercedes-benz.co.uk Mercedes Benz
http://www.mg.co.uk MG Motors
http://www.mini.co.uk Mini
http://www.mitsubishi-cars.co.uk Mitsubishi
http://www.morgan-motor.co.uk Morgan
http://www.nissan.co.uk Nissan
http://www.perodua-uk.com Perodua
http://www.peugeot.co.uk Peugeot
http://www.porsche.com Porsche
http://www.proton.co.uk Proton
http://www.renault.co.uk Renault
http://www.rolls-roycemotorcars.com Roll Royce
http://www.seat.co.uk Seat
http://www.skoda.co.uk Skoda
http://uk.smart.com Smart
http://www.ssangyonggb.co.uk SsangYong
http://www.subaru.co.uk Subaru
http://www.suzuki.co.uk Suzuki
http://www.toyota.co.uk Toyota
http://www.vauxhall.co.uk Vauxhall
http://www.volkswagen.co.uk Volkswagen
http://www.volvocars.com Volvo
The Vehicle Certification Agency is not responsible for the contents or reliability of the linked
websites and does not necessarily endorse the views expressed within them. Listing shall not be
taken as endorsement of any kind. We cannot guarantee that these links will work all of the time
and we have no control over availability of the linked pages
http://www.mazda.co.uk/
http://www.mg.co.uk/
http://www.mini.co.uk/
http://www.perodua-uk.com/
http://www.peugeot.co.uk/
http://www.porsche.com/
http://www.proton.co.uk/
http://www.renault.co.uk/
http://www.seat.co.uk/
http://www.skoda.co.uk/
http://uk.smart.com/
http://www.ssangyonggb.co.uk/
http://www.suzuki.co.uk/
http://www.toyota.co.uk/
http://www.vauxhall.co.uk/
http://www.volkswagen.co.uk/
http://www.volvocars.com/
24
Other abbreviations
Various acronyms are used in the model descriptions. This is not a complete list:
4WD – four wheel drive
4 x 4 – four wheel drive
CC – Cylinder Capacity
Di – direct injection diesel engine
DID – direct injection diesel
DOHC – dual overhead camshaft
DPF(S) – diesel particulate filter (system)
FAP – particulate filter
FDR – final drive ratio
GDi – gasoline direct injection
Hybrid – combined internal combustion engine and electric motor and battery
i – fuel injection
km/h – kilometres per hour
kW – kilowatt
l/100km – litres per 100 kilometers
LWB – long wheelbase
MPG – miles per gallon
SOHC – single overhead camshaft
SWB – short wheelbase
TD – turbo diesel
TDdi – turbo diesel direct injection
TDi – turbo charged direct injection diesel
TDI – turbo diesel with intercooler
25
Fuel cost
The fuel cost of driving 12,000 miles is calculated using the combined fuel consumption figure and
the respective average fuel figures. The fuel figures used are those published by the Department of
Energy and Climate Change for March, and appear on the ‘efficiency labels’ that can be seen in car
showrooms. There are of course many changes to fuel prices during the course of a year, not to
mention many regional variations. It is because of this that we have decided to use the average
figure, taken at a given point in the year, as this ensures a level playing field for comparison
purposes.
The fuel costs are calculated as follows:
12000 x A x 4.546
______________
B
A = The current cost per litre of Petrol, Diesel or LPG (as applies to the car), e.g. £1.20p, £1.23p or
£0.59p
B = The Imperial combined Fuel Consumption figure (MPG)
4.546 = The figure for conversion of litres to imperial gallons.
The Electric costs are calculated as follows:
The electrical energy consumption is calculated as follows:
wh/km is taken from the vehicles Certificate of Conformity (CoC)
Total cost 12000 miles
This is a combination of the fuel cost + the electricity cost
Disclaimer
The data in this publication was compiled by the Vehicle Certification Agency, an Executive Agency of
the Department for Transport. Whilst every effort is made to ensure that the information contained
on this site is accurate, the Vehicle Certification Agency cannot accept liability for its accuracy.
Visitors who rely entirely on the information do so at their own risk.
Vehicle Excise Duty (or Vehicle Tax) rates are correct as at 1 August 2017.
Similarly, fuel costs – that are used to calculate a car’s fuel cost over 12,000 miles, were determined
in March 2017 and will not necessarily reflect current forecourt prices.
26
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psi@nationalarchives.gsi.gov.uk