Reverse. CO2 emissions from new cars registered in France went up again last year, a first since 1995. In 2017, the average was 111 grams of carbon dioxide emitted per kilometer and per vehicle, against 110 grams in 2016, according to data compiled by AAA Data.
The biggest emitter is General Motors, with 270 grams. Next Fiat to 122 grams, then Volkswagen and Volvo to 119 grams. BMW and Mercedes are at 118. The automaker at the lowest average is Toyota, which “loses” three grams in one year to reach 98 grams. On the Old Continent, more than 40% of the sales of the Japanese group concern hybrid cars.
The premises of the stage, Renault and PSA, are at 107 grams. If the Diamond equals its 2016 level, PSA sees its emissions increase by three grams – the biggest rise in the market, perhaps due to the integration of Opel into its volumes .
As a reminder, this is the environmental performance displayed by vehicles during their laboratory approvals – tests criticized since the beginning of the Dieselgate -, those used for the establishment of bonuses or penalties. And the fuel consumption follows the same curve as the CO2 emissions, the two parameters being correlated.
Blame it on gasoline SUVs
In this poor score, the decline in diesel sales associated with the shift from customers to gasoline is for many. Last year, sales of diesel vehicles lost 5 points in France, falling below the half of the market (to 47.3%). Intrinsically, diesel technology emits about 20% less CO2 than petrol engines. In Germany, the trend is the same: in January, new cars put on the market emitted an average of 128.4 grams of CO2 per kilometer, or 0.7 grams more than twelve months ago.
“Manufacturers have also been victims of their own success with the growing sales of SUVs and crossovers, heavier vehicles and less aerodynamic than sedans,” said Matthias Schmidt, an analyst at AID. In France, three of the five best-sellers last year are SUVs (the Peugeot 2008 and the 3008, the Renault Captur).
“Manufacturers seem happy to improve their profitability with these SUVs, which allows them to invest in electrical technology. But it is a risky strategy because 2021 arrives quickly, “continues Matthias Schmidt. At this date, each manufacturer will have to respect the average CO2 that has been allocated by Brussels, under penalty of very heavy fines.
The challenge of goals
“The rapid decline of diesel in Europe poses serious problems in meeting CO2 reduction targets – not only those of 2030, but also those of 2021,” Carlos Tavares, President of the Association of European Builders and boss of PSA. Last year, sales of electric cars rose, but they are still epsilonesque.