The European Commission may delay the full implementation of the new real-world emissions (RWE) testing by two years until 2019, according to a Financial Times (FT) report. The legislative arm of the European Union (EU) has discussed proposals to offer manufacturers a two year extension on the new RWE regime which is currently scheduled to be fully introduced in 2017 for brand-new diesel models to comply with the stricter emissions testing governing nitrogen oxide (NOx) emissions. The new proposals being discussed by the Commission would introduce binding real-world tests for new types of diesel cars in September 2017. However, there would be some leeway that would allow all-new diesel models being introduced in the region to exceed the 80 mg/km EU limit on NOx emissions by as much as 60%. This flexibility would apply until September 2019, after which the NOx limit would have to be met, albeit including a significant margin for error. Diesel cars based on existing models would have to comply with the same criteria by September 2018 and September 2020 respectively.
Significance: The emissions testing regimes that govern the compliance of diesel passenger cars for public sale have been much in the news recently and have been the subject of discussion for OEMs and regulators as a result of the VW emissions affair. There is a growing will among regulators to tackle the long-known-about discrepancy between lab emissions testing and real-world driving emissions Commenting on the implementation schedule for RWE, IHS Automotive's director of global powertrain forecasting Andrew Fulbrook said, "The CF factor [Conformity Factor – the upper limit allowed between the lab result for NOx and the road result] has been the key sticking point and it seems possible that the OEs have accepted a CF of 1.6 (+60% on the lab result), although this is a huge challenge for them. In terms of timing, we have indeed expected that RDE will come in two phases (Sept 2017 and Sept 2019), that much is clear – but we still need final clarity on the cadence of the CF Factor and if it really has been agreed by all parties. If a CF of 1.6 has indeed been agreed by the OEMs, then one must imagine that they have clarity on, or are able to negotiate terms on the cycle and vehicle loads that the on-road test will offer and the average road gradients. These are absolutely critical for the OEM to understand and for us too."
