Monitoring CO2 emissions from passenger cars and vans in 2018.
Date: 2020-08-11
Institutions: European Environment Agency
Subjects: commercial vehicle, environmental monitoring, motor car, motor vehicle, motor vehicle industry, motor vehicle pollution, pollution control measures, reduction of gas emissions

EEA Report  No 02/2020

Monitoring CO2 emissions from passenger 
cars and vans in 2018 

ISSN 1977‑8449

EEA Report  No 02/2020

Monitoring CO2 emissions from passenger 
cars and vans in 2018 

Cover design: EEA
Cover photo: © Alejandra Bize
Layout: Rosendahls a/s

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reported by the United Kingdom are included in all analyses and assessments contained herein, unless otherwise 
indicated.

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© European Environment Agency, 2020
Reproduction is authorised provided the source is acknowledged.

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Luxembourg: Publications Office of the European Union, 2020

ISBN 978‑92‑9480‑222‑4
ISSN 1977‑8449
doi:10.2800/19757

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Contents

Contents

Abbreviations .............................................................................................................................. 4

Acknowledgements .................................................................................................................... 5

Data source .................................................................................................................................. 6

Executive summary .................................................................................................................... 7

1 

Introduction ......................................................................................................................... 11

2  Average CO2 emissions from new passenger cars and vans .......................................... 12
2.1  Passenger cars .......................................................................................................................12

2.2  Vans ......................................................................................................................................... 20

3  Manufacturers' performance in 2018 ............................................................................... 25

3.1  Passenger cars .......................................................................................................................25

3.2  Vans ......................................................................................................................................... 28

4  Towards 2020  ...................................................................................................................... 30

4.1 

Introduction of new testing procedure (WLTP) .................................................................33

5	 Factors	affecting	the	performance	of	cars manufacturers ........................................... 34

5.1  Downsizing  ............................................................................................................................ 34

5.2  De‑dieselisation  ....................................................................................................................34

5.3  Upgrades to the most sold models in recent year ............................................................37

5.4  Penetration of electric vehicles ...........................................................................................37

5.5 

Increase in sport utility vehicle sales offsets technological improvement .....................38

References ................................................................................................................................. 40

Annex 1     Monitoring system for passenger cars and vans ................................................ 41

Annex 2    Car segments ........................................................................................................... 45

Annex 3    Country statistics .................................................................................................... 52

Annex 4    Manufacturers' CO2 emission performance ........................................................ 58

3

Monitoring CO2 emissions from passenger cars and vans in 2018Abbreviations

Abbreviations

AFV 

BDR 

BEV 

CDR 

E85	

EEA 

Alternative fuel vehicle

Business Data Repository

Battery electric vehicle

Central Data Repository

Petrol	containing	85 %	ethanol

European Environment Agency

ETC/ATNI 

European Topic Centre on Air Pollution, Transport, Noise and Industrial pollution

EVs 

Electric vehicles (BEV and PHEV)

FCEV 

Fuel cell electric vehicle

GHG 

Greenhouse gas

HEV 

IVA 

LPG 

Hybrid electric vehicle

Individual vehicle approval

Liquefied petroleum gas

NEDC 

New European Driving Cycle

NG 

NSS 

Natural gas

National Small Series

OEM  

Original Equipment Manufacturer

PHEV 

Plug‑in hybrid electric vehicle

SUV 

VIN 

Sport utility vehicle

Vehicle identification number

WLTP 

World Harmonised Light Vehicle Test Procedure

4

Monitoring CO2 emissions from passenger cars and vans in 2018Acknowledgements

Acknowledgements

This report was prepared by the European Environment 
Agency (EEA). The author is Cinzia Pastorello (EEA). 
Diana	Vedlugaitė,	Luca	Liberti,	Peter	Christian	Kjeld	and	
the European Topic Centre on Air Pollution, Transport 
and Noise (ETC/ATNI) are thanked for their assistance, 

as are other EEA colleagues for their support during the 
process of preparing this report. The ETC/ATNI partner 
involved in the support for data quality assurance 
was EMISIA.

5

Monitoring CO2 emissions from passenger cars and vans in 2018Data source

Data source

Unless otherwise specified, the graphs and tables in 
this report are based on two data sets for which the 
EEA is responsible:

•  Monitoring of CO2 emissions from vans — 

Regulation (EU) 510/2011  
https://www.eea.europa.eu/data‑and‑maps/data/
vans‑13

•  Monitoring of CO2 emissions from passenger cars — 

Regulation (EC) No 443/2009:  
https://www.eea.europa.eu/data‑and‑maps/data/
co2‑cars‑emission‑17

Disclaimer

This report documents the latest official data submitted by Member States and vehicle manufacturers. It is not possible 
to assess the extent to which incorrect data may alter the analysis and conclusions. The final CO2 performance for each 
manufacturer and pool is confirmed by a European Commission Decision.

For both passenger cars and vans, the reported CO2 emissions are based upon measurements performed in the laboratory 
using a standard European vehicle test cycle. Such measurements may differ from emissions during real‑world driving.

Country groupings

Throughout this report, the following abbreviations are used to refer to specific country groupings:

• 

EU‑28: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czechia, Denmark, Estonia, Finland , France, Germany, Greece, 
Hungary, Ireland, Italy, Latvia, Lithuania, Luxemburg, Malta, Netherlands, Poland, Portugal, Romania, Spain, Slovakia, 
Slovenia, Sweden, and the United Kingdom. 

• 

EU‑28 and Iceland.

6

Monitoring CO2 emissions from passenger cars and vans in 2018 
 
Executive summary

Executive summary

This report provides an overview of the CO2 emission 
levels of new passenger cars and light commercial 
vehicles (vans) in the European Union and Iceland in 
2018 and manufacturers' performance towards their 
2018 CO2 emission targets. The report is based on data 
reported by EU Member States (EU‑28) and Iceland to 
the European Environment Agency (EEA) and verified 
by manufacturers	(OEMs).	

For passenger cars, Regulation (EC) No 443/2009 
(EU, 2009)	sets	an	EU	fleet	wide	CO2 target of 130 gCO2 
per kilometre (gCO2 /km) for the period 2015 to 2019.

For light commercial vehicles, Regulation (EU) 
No 510/2011	(EU,	2011)	sets	an	EU	fleet	wide	CO2 target 
of 175	gCO2/km for the period 2017 to 2019. 

Starting from 2012 for cars and 2014 for vans, 
a binding	specific	emission	target	has	applied	annually	
for each manufacturer. The target is set according 
to the average mass of the manufacturer's newly 
registered vehicles using a limit value curve. For 
each manufacturer, the average specific emissions 
of its fleet of newly registered vehicles in the EU that 
year, are compared with the manufacturer's specific 
emission target.

Stricter targets apply from 2020, as set out in the 
new Regulation (EU) 2019/631 setting CO2 emission 
performance standards for new passenger cars and 
for new light commercial vehicles, and repealing 
Regulations (EC) No 443/2009 and (EU) No 510/2011 
from 1 January 2020. 

average emissions increased in 2017 by  
0.4 gCO2/km. The upward trend continued with an 
additional increase of 2.3 gCO2 /km in 2018. 

The main factors contributing to that increase include 
the growing share of petrol cars in new registrations, 
in particular in the sport utility vehicle (SUV) segment. 
Moreover, the market penetration of zero‑ and 
low‑emission vehicles, including electric cars, remained 
low in 2018.

Vans

For the first time in 2018, average CO2	emissions from	
new	light	commercial	vehicles	registered	in	the EU were	
higher	than	in	the	previous	year:	157.9 gCO2/km 
in	2018	against	156.1 gCO2/km in 2017. Whereas 
between 2012‑2017 average CO2 emissions decreased 
by	24 gCO2/km, in 2018 emissions have increased by 
almost	2 gCO2/km compared to 2017. The EU average 
emissions	are,	however,	still	10 %	below	the	EU	target	
of	175 gCO2/km	and	only	7 %	above	the	2020	target.

Many factors affected the increase in CO2 emissions 
from new vans in 2018, including an increase in the 
mass, engine capacity and size of the vehicles. The 
market share of petrol vehicles remains limited but 
has	increased	slightly,	constituting	3.6 %	of	the	new	
vans	fleet	(2.4%	in	2017).	The	share	of	zero-	and	
low-emission	vans	remained	at	the	same	level	(1.7 %)	
as in 2017.

Average CO2 emissions from new cars 
increased	by	more	than	2	g CO2/km in 2018 

Cars

For the second consecutive year, the average CO2 
emissions (1) from new passenger cars increased 
in 2018 and reached 120.8 gCO2/km. After a steady 
decline from 2010 to 2016 by almost 22 gCO2/km, 

The vast majority of new registrations 
in 2018	were	for	petrol	cars	

Petrol cars constituted the vast majority of new 
registrations	(around	60 %),	while	diesel	cars	accounted	
for	more	than	36	%,	marking	a	drop	of	9	percentage	
points from 2017, and 19 percentage points from the 
peak	year	2011	(55%).	Together,	conventional	diesel	
and	petrol	cars	accounted	for	96.5 %	of	the	new	
registrations.

(1)  Average CO2 emissions are calculated as simple averages without taking into account any adjustments.

7

Monitoring CO2 emissions from passenger cars and vans in 2018Executive summary

The average fuel efficiency of both diesel and petrol 
cars has worsened in the last year: diesel cars emitted 
on	average	121.8 gCO2/km (117.9 gCO2/km in 2017), 
while the average petrol car emitted 123.5 gCO2/km 
(121.6 gCO2/km in 2017). In 2000 the emission difference 
between diesel and petrol cars was much larger 
(17.1 gCO2/km). 

Rising sales of SUV

An increase in sales of Sport utility vehicles (SUVs) was 
observed in recent years. In Europe, one out of three 
cars newly registered in 2018 were SUVs. Compared 
to regular cars (as hatchback or sedan), SUVs are 
typically heavier and have more powerful engines 
and larger frontal areas – all features that increase 
fuel consumption.

According to the dataset, the majority of new SUVs sold 
were	powered	by	petrol	(53%),	with	average	emissions	
of	133 gCO2/km,	which	is	around	14 gCO2/km higher 
than the average emissions of other new petrol cars. 
Forty‑five percent of SUVS were diesel vehicles with 
average emissions of 129 gCO2/km, which is around 
13 gCO2/km higher than the average emissions of other 
new diesel car.

Low market penetration of electric 
vehicles 

The proportion of plug‑in hybrid and battery electric 
cars	doubled	from	1.0	%	in	2016	to	2.0 %	in	2018.	

The CO2 emissions savings related to the deployment 
of electric vehicles have increased over the years, 
and reached 2.0 gCO2/km in 2018. This concerns both 
battery electric vehicles (BEV) and plug‑in hybrid electric 
vehicles (PHEV).

One car manufacturer exceeded its 
specific emission targets

The majority of car manufacturers met their specific 
CO2 emission targets in 2018 (Annex 3). Certain 
manufacturers would have exceeded their specific 
emission target, but they met the target as part of 
pools or because of derogations (see Annex 1). One 
manufacturer, Automobili Lamborghini SPA, exceeded 
its specific emission targets and therefore is required to 
pay excess emission premiums.

All van manufacturers met their CO2 specific emission 
targets in 2018, taking into account pools and 
derogations.

More efforts are needed in order for 
manufacturers to respect the 2020 targets

Because of the increase of the emissions in the last 
two years, in 2018 most car manufacturers were still 
far away from meeting their 2020/2021 targets. Toyota 
is the	closest	to	reaching	its	future	targets,	but	still	had	
to reduce its average emissions by around 5 gCO2/km 
by 2020. 

For all other manufacturers the distance to the future 
targets is higher, up to 39 gCO2/km in the case of 
Mazda Corporation.

Some of vans' manufacturers have already achieved 
average CO2 specific emissions below their 2020 target: 
Automobile Peugeot, Automobile Citroën, Ford‑Werke 
GmbH and Iveco. Manufacturers such as Nissan 
International, Volkswagen AG and Toyota Motor Europe 
are already very close to their 2020 targets; they still 
need to reduce their average emissions by less than 
4 gCO2/km in the next 2 years. Other manufacturers 
will have to make further progress to achieve their 
2020 targets.

Reducing the gap between type-approval 
and real world emissions 

For both passenger cars and vans, the reported CO2 
emissions are based upon measurements performed 
in the laboratory using a standard vehicle test cycle. 
Over the past decade, the gap between the laboratory 
emissions based on the NEDC test cycle and the 
real‑world emissions has grown. This has led to the 
development of a new measurement protocol, the 
Worldwide Harmonized Light Vehicle Test Procedure 
(WLTP), which is more representative of real‑
world driving.

Since 2018, countries have reported both 
CO2 emissions	based	on	the	old	(NEDC)	and	new	test	
procedure (WLTP), the latter only for the newer models. 
Until 2020, compliance with the CO2 emission targets 
will continue to be based on NEDC emission values. 
From 2021 onwards, the compliance will be based on 
WLTP values. 

From 1 January 2021 onward, new vehicles sold in 
the EU will be equipped with standardised on‑board 
fuel and/or energy consumption monitoring devices, 
which will monitor real‑world data. These data 
will allow monitoring and assessing the real‑world 
representativeness of emissions determined through 
the test procedure for type approval.

8

Monitoring CO2 emissions from passenger cars and vans in 2018Executive summary

The improvements in manufacturers 
performance were mostly driven by 
downsizing and electric vehicles

•  electrification of the fleet;

• 

increase in the market share of SUVs.

Since 2010, the officially reported CO2 emissions 
of new passenger cars have reduced substantially. 
These reductions can be attributed to both the overall 
improvement of car energy efficiency as well as a 
change in the mix of car models sold in favour of more 
efficient powertrains/technologies. 

However, the downward trend of average CO2 
emissions stopped in 2016 and these emissions have 
been increasing in the last two years. These trends 
were mainly affected by the following drivers:

While engine downsizing and the uptake of electric 
vehicles always have a positive effect on reducing CO2 
emissions, the increase of SUVs has systematically led 
to an increase of emissions.

Upgrading models, in case of complete overhaul of 
model (both engine and bodywork improvements) may 
reduce emissions. The effect of the de‑dieselisation 
of the fleet on average CO2 emissions depends on the 
fleet characteristic of the manufacturer.

•  engine downsizing;

•  de‑dieselization; (shift to petrol) 

• 

introduction of new models;

Figure ES.1   Average CO2 emissions of new passenger cars and vans in the EU-28 and Iceland

Average emissions (gCO2/km)

190

170

150

130

110

90

0

2000

2003

2006

2009

2012

2015

2018

2021

Passenger cars

Vans

Targets - passenger cars

Targets - vans

9

Monitoring CO2 emissions from passenger cars and vans in 2018Executive summary

Figure ES.2   Distance to 2018 target by cars pool

Average emissions  (gCO2/km)

160

155

150

145

140

135

130

125

120

115

110

105

0

DAIMLER AG

HONDA MOTOR EUROPE LTD

FCA ITALY SPA

FORD-WERKE GMBH

BMW GROUP

HYUNDAI

KIA

PSA-OPEL

MITSUBISHI MOTORS

VW GROUP PC

SUZUKI POOL

RENAULT

TOYOTA-MAZDA

Limit value curve 2018

TATA MOTORS LTD, JAGUAR CARS LTD, LAND ROVER

0

1 050

1 100 1 150 1 200 1 250 1 300 1 350 1 400 1 450 1 500 1 550 1 600 1 650 1 700 1 750 1 800 1 850 1 900 1 950 2 000 2 050

Note:  

Bubble size represents the number of registrations.

Average mass (kg)

10

Monitoring CO2 emissions from passenger cars and vans in 20181 

Introduction

Introduction

Reducing greenhouse gas emissions (GHG) from 
the transport sector is a key priority for the EU. The 
transport	sector (2)	is	responsible	for	about	32	%	of	
the total CO2 emissions	in	the	EU.	Transport	has	not	
seen the same reduction in emissions as other sectors. 
CO2 emissions	from	transport	in	2017	were	29	%	above	
1990 levels despite a decline between 2008 and 2013. 
Road	transport	accounts	for	almost	72	%	of	all	CO2 
emissions in the transport sector in 2017. Cars and light 
commercial vehicles (vans) are responsible respectively 
for	44	%	and	9	%	of	the	emissions	of	the	transport	sector.

To reduce CO2 emissions in the road transport sector, 
the European Parliament and the Council adopted two 
regulations, which introduced mandatory CO2 emission 
performance standards for new passenger cars, and 
new light commercial vehicles: 

•  For new passenger cars, Regulation (EC) 

No 443/2009	sets	a	target	of	130	gCO2/km for the 
EU fleet‑wide average CO2 emissions for the period 
2015 to 2019. A target of 95 gCO2/km has been set 
for 2021 with a phase‑in starting in 2020.

•  For new light commercial vehicles, Regulation (EU) 

No 510/2011 sets the target for the EU fleet‑wide 
average CO2 emissions to 175 gCO2/km for the 
period 2017 to 2019. A target of 147 gCO2/km has 
been set for 2020.

These two Regulations have been replaced since 
1 January	2020	on	by	the	new	Regulation	(EU)	2019/631	

(EU, 2019) setting CO2 targets for new passenger cars 
and for new light commercial vehicles also for the 
period after 2020. The EU fleet‑wide targets for 2025 
and 2030 are defined as a percentage reduction of the 
2021 starting point:

•  For new passenger cars, the Regulation requires 
a 15%	reduction	from	2025	on	and	a	37.5%	
reduction from 2030 on;

•  For new light commercial vehicles, the Regulation 

requires	a	15%	reduction	from	2025	on	and	
a 31% reduction	from	2030	on.

According to the Regulations, data on new registered 
passenger cars and vans, including their CO2 emissions, 
shall be collected each year by Member States and 
submitted to the European Commission. Manufacturers 
can verify the data, and notify the Commission of any 
errors. The Commission assesses the manufacturers' 
corrections, and, where justified, takes them 
into account for the calculation of their average 
CO2 emissions	and	specific	emission	targets.	This	report	
presents the data concerning the years 2010‑2018. 

For both cars and vans, the reported CO2 emissions 
are based upon the New European Driving Cycle 
(NEDC). Since 2018, countries have reported both 
CO2 emissions based on the old (NEDC) and new test 
procedure (WLTP), the latter only for the newer models. 
From 2021, compliance assessment will be based on 
the WLTP data.

Type approval emissions versus real-world emissions

According to EU legislation, vehicles must be tested to verify that they comply with the required environmental, climate, 
safety and security standards. To check that vehicles meet the official requirements for CO2 emissions, standardised 
measurements in laboratories are used. The results of these tests are the so‑called 'type approval' emissions.

Until September 2017, these tests were based on the New European Driving Cycle (NEDC). Since then, the Worldwide 
Harmonised Light Vehicle Test Procedure (WLTP) applies as the new type approval test procedure. The WLTP was developed 
to be more representative of real world driving conditions. From 2021 onwards, the WLTP will replace fully the NEDC for the 
purpose of the CO2 emission standards.

(2) 

 All figures are calculated including emissions from international aviation and international shipping.

11

Monitoring CO2 emissions from passenger cars and vans in 2018 
Average CO2 emissions from new passenger cars and vans

2  Average CO2 emissions from new 

passenger cars and vans

2.1  Passenger cars

The final data presented in this report replace the 
provisional data published by the EEA earlier in 2019, 
taking into account corrections proposed by the 
manufacturers. 

The average CO2 emissions from the new passenger car 
fleet in the EU in 2018 were 120.8 gCO2/km (Figure 2.1), 
which is an increase of 2.3 gCO2/km comparted to 2017.

After a steady decline from 2010 to 2016, by almost 
22 gCO2/km, average emissions from new passenger 
cars increased in 2017 by 0.4 gCO2/km. This upward 
trend has continued in 2018 even though stricter 
targets will start to apply from 2020 on.

The main factors contributing to the increase of 
new passenger cars' emissions in 2018 include the 
growing share	of	petrol	cars	in	new	registrations	
(chapter 2.1.1), in particular in the sport utility 
vehicle (SUV)	segment	(chapter	2.2.2).	Moreover,	
the market	penetration	of	zero-	and	low-emission	
cars, including	electric	cars,	remained	low	
(chapter 2.2.1).	

In order to identify the factors that have mostly 
influenced the increase in the CO2 average emissions 
over the last two years, the results of a simple 
decomposition analysis is presented in Figure 2.2. 
The average	CO2 average emissions of the two years is 
calculated as the sum of the contributions coming from 
different car segments (small, medium, large regular 

Figure 2.1  

Average CO2 emissions (gCO2/km) from new passenger cars, by fuel type (EU-28 and Iceland)

Average emissions (gCO2/km)

230

200

170

140

110

80

50

0

2000

12

130 gCO2/km

95 gCO2/km

2003

2006

2009

2012

2015

2018

2021

Petrol

Diesel

All fuels

Targets

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

cars (3) and SUVs (4)) and fuel types (petrol and diesel). 
The SUVs were identified using commercial names (Cn); 
the remaining cars were then classified according to 
their engine size in small, medium and large regular 
cars (5). The sum of the differences between each 
contribution is to the overall changes in average 
CO2 emissions	(Figure 2.2).

The decreasing share of new registrations of diesel 
car	registrations	in	2018	(-26	%)	together	with	an	
increasing share of petrol cars with comparatively 
higher emissions contributed to an overall increase in 
the average CO2 emissions. Amongst the petrol cars, 

SUVs had the highest increase of their contribution to 
the total average CO2 emissions (+8.5 gCO2/km).

On average (Figure 2.3) the highest‑emitting cars were 
registered in Estonia (132.4 gCO2/km), Luxemburg 
(131.4 gCO2/km), and Poland (129.8 gCO2/km).	As in	
previous years, the Netherlands (105.5 gCO2/km) 
registered the lowest emitting new passenger car fleet. 
Portugal, Malta and Denmark followed, with average 
emissions below 110 gCO2/km (Figure 2.3). 

Compared with 2017, CO2 emissions decreased in only 
five countries.

Figure 2.2  

Decomposition analysis: average CO2 emissions changes observed for different car segments 
(small, medium, large regular cars and SUVs) (6) and fuel type (petrol and diesel). 

CO2 emission changes (g CO2/km)

8.5

2.6

-0.9

4

2

0

-2

-4

-6

-8

-10

2.8

-0.01

-6.0

-1.0

-0.5

-0.2

Diesel-small Diesel-medium Diesel-large

Diesel-SUV

Petrol-small Petrol-medium Petrol-large

Petrol-SUV

Total increase

Increase

Decrease

Total

(3)  The term 'regular cars' refers to passenger cars that are not SUV, as sedan or hatch back.
(4)  There is no universally accepted definition of the sport utility vehicle. Here SUVs were identified using commercial names (Cn) from the 

EEA database.	The	SUV's	commercial	names	(or	model	name)	were	found	in	the	websites	of	all	car's	manufacturers.	See	also	Section	2.1.3.

(5)  SUVs could also be classified according to their engine size in small, medium and large.
(6)  The term 'regular cars' refers to passenger cars that are not SUV, as sedan or hatch back. SUVs could also be classified according to their engine 

size in small, medium and large.

13

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

Figure 2.3  

Average CO2 emissions by country in 2018 compared with the EU average (120.8 gCO2/km)

Average emissions (gCO2/km)

135

130

125

120

115

110

105

0

Netherlands
Portugal

Denmark
Malta

Greece

France

Ireland

Croatia

Finland
Italy

Iceland

Belgium
Spain

Slovenia

Romania

Sweden

Cyprus

United Kingdom
Czechia
Austria

Bulgaria

Slovakia

Hungary

Lithuania

Germany
Latvia

Estonia
Poland
Luxembourg

2.1.1  Vehicles are further shifting from diesel to petrol 

In 2018, for the second year in a row more new petrol 
cars were registered than new diesel ones Table 2.1. 
Diesel	cars	represented	36	%	of	the	newly	registered	
car fleet, almost 19 percentage points less than in 2011, 
the year in which the percentage of diesel cars reached 
its	maximum	(55	%).	

For the first year, the average CO2 emissions increased 
both for petrol cars (from 121.6 to 123.5 gCO2/km,  
i.e. by	1.5%)	and	for	diesel	cars	(from	117.9	to	
121.8 gCO2/km,	i.e.	by	3.2%).	The	difference	in	average	
fuel efficiency between the diesel and petrol cars newly 
registered in 2018 was only 1.7 gCO2/km, one of the 
lowest values observed since 2009 (Table 2.2).

The share of diesel cars in new registrations, however, 
still differs strongly amongst countries. For example, 
in Portugal, Italy and Ireland, the share of diesel was 
higher	than	50%	(Table 2.1), while in the Netherlands, 
Finland	and	Hungary,	the	share	is	lower	than	25	%.

Even if the vast majority of Europe's new cars remain 
powered by petrol or diesel, the registration of 
alternative fuel vehicles (AFVs) has been increasing over 
the last two decades (Figure 2.4). This category included 
only a few dual‑fuel cars in 2000, i.e. cars mostly able to 
operate on petrol and ethanol blends, but it exceeded 

half a million new vehicle registrations in 2009, due 
to scrappage schemes favouring the uptake of LPG 
and NG vehicles in Italy and France. In 2010/11 the 
registrations	of	AFVs	decreased	significantly	(by	62	%),	
caused mainly by the end of the scrappage schemes 
in France	and	Italy.

In the recent years, the share of electric cars (both 
BEV and PHEV) has been growing quickly. In 2018, 
there were almost 150 000 registrations of BEVs 
and	150 000 registrations	of	PHEVs.	Together,	they	
represented	2	%	of	new	registrations.	

Figure 2.5 shows the average CO2 emissions including 
and excluding electric cars (BEV and PHEV). The 
difference between the two lines increases over the 
years, and reached 2.0 gCO2/km	(or	1.6	%)	in	2018.

There are major differences in the market shares of EVs 
among countries: countries with significant incentives 
for EVs generally had a higher share of EVs, while in 
countries without such incentives the sales of EVs 
remained low (EEA, 2018). 

Iceland	recorded	high	electric	car	market	shares,	15%.	
Within the EU28, Sweden had the highest share of 
new	electric	cars	in	2018:	around	8	%	of	new	cars	were	
PHEVs or BEVs. 

14

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

Table 2.1  

Share of new passenger cars per fuel type in 2018  (%)

DIESEL

PETROL

BEV

LPG

NG

PHEV

EU‑28 and Iceland

Austria

Belgium

Bulgaria

Cyprus

Czechia

Germany

Denmark

Estonia

Spain

Finland

France

United Kingdom

Greece

Croatia

Hungary

Ireland

Iceland

Italy

Lithuania

Luxembourg

Latvia

Malta

Netherlands

Poland

Portugal

Romania

Sweden

Slovenia

Slovakia

36 

41 

36 

37 

39 

31 

32 

33 

25 

38 

22 

41 

32 

36 

44 

23 

54 

37 

52 

23 

47 

36 

29 

12 

26 

54 

40 

36 

31 

30 

60 

56 

61 

60 

61 

68 

66 

65 

74 

60 

72 

57 

66 

63 

55 

75 

44 

47 

39 

76 

51 

63 

66 

81 

73 

42 

58 

54 

68 

69 

1.0 

2.0 

0.7 

0.7 

0.0 

0.2 

1.0 

0.7 

0.3 

0.4 

0.7 

1.4 

0.7 

0.1 

0.2 

1.0 

1.0 

3.9 

0.3 

0.4 

0.8 

0.5 

3.3 

5.9 

0.1 

2.0 

0.4 

2.1 

0.7 

0.3 

1.0 

0.0 

0.0 

1.2 

0.0 

0.2 

0.1 

0.0 

0.1 

1.1 

0.0 

0.1 

0.0 

0.0 

0.7 

0.0 

0.0 

0.0 

6.6 

0.0 

0.0 

0.2 

0.0 

0.2 

0.5 

0.8 

0.7 

0.0 

0.2 

0.7 

0.4 

0.2 

0.7 

0.9 

0.0 

0.8 

0.3 

0.0 

0.4 

0.3 

1.0 

0.0 

0.0 

1.0 

0.0 

0.0 

0.0 

0.8 

2.0 

0.0 

0.0 

0.0 

0.0 

0.2 

0.0 

0.0 

0.0 

0.7 

0.0 

0.2 

1.0 

0.7 

1.8 

0.3 

0.3 

0.1 

0.9 

1.3 

0.2 

0.4 

4.1 

0.6 

1.9 

0.2 

0.1 

0.5 

0.6 

11.0 

0.2 

0.1 

1.3 

0.1 

1.1 

0.9 

0.1 

1.7 

0.3 

6.3 

0.3 

0.2 

Note:  

BEV	are	battery	electric	vehicles,	LPG	are	liquefied	petroleum	gas	vehicles,	NG	are	natural	gas	vehicles,	PHEV	are	plug-in	hybrid	electric	
vehicles 

15

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

Figure 2.4  

Trends in total registrations of alternative fuel vehicles (AFVs), 2000-2018

Number of registrations

600 000

500 000

400 000

300 000

200 000

100 000

0
2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

All

Ethanol

Electric

Liqueﬁed petroleum gas

Natural gas

Plug-in hybrid

Hydrogen

Figure 2.5  

Average CO2 emissions with and without electric cars (BEV and PHEV)

Average emissions (gCO2/km)

Beneﬁt from EVs (%)

2.0

1.6

1.2

0.8

0.4

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Beneﬁt from EVs

Average CO2 emissions including EVs

Average CO2 emissions excluding EVs

145

140

135

130

125

120

115

110

105

0

16

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

Table 2.2  

Number of registrations, average CO2 emissions (gCO2/km), average mass in running order 
(kg) by fuel type

Fuel

FCEV (Hydrogen)

E85

PHEV (Diesel/Electric)

NG

LPG

PHEV (Petrol/Electric)

BEV

Diesel

Petrol

Registrations

Average CO2 emissions (gCO2/km)

Average mass (kg)

159

1 703

3 247

64 786

154 301

148 823

148 488

5 504 407

9 075 727

0

117.0

48.9

102.7

122.0

46.4

0

121.8

123.5

1 922

1 283

2 255

1 325

1 216

1 880

1 628

1 562

1 277

Swedish car policies favoured the uptake of electric cars

In Sweden, sales of electric passenger cars have seen a much faster uptake than in the other EU countries. 

Several factors affected the high uptake of EVs:

• 

• 

• 

• 

Incentives on car purchase: a new bonus‑malus system to incentivize low‑emitting passenger cars has been introduced 
in Sweden on 1 July 2018. With the new system (called Klimatbonus), buyers of passenger cars newly registered from 
1 July 2018 and with CO2 emissions	lower	than	60	gCO2/km will receive a bonus depending on their CO2 emission. For 
battery electric vehicles (BEV), the bonus is 60 000 SEK and for plug‑in hybrid (PHEV) with CO2‑emission of 60g/km the 
bonus	is	10	000	SEK.	For	PHEV	emitting	less	than	60 gCO2/km, the 60 000 SEK bonus decreases by 833 SEK per g/km 
emitted.

Road tax: the annual road tax is calculated according to the CO2‑emission of the vehicle. The low‑emitting cars are 
exempt from the road tax for the first five years after registration.

Company cars: the private use of company cars in Sweden can be declared as a 'benefit in kind' in the tax declaration 
if the vehicle is electric. And therefore this reduces the amount of income taxes that needs to be paid on it. In 
November 2017,	company	cars	accounted	for	approximately	70%	of	the	new	electric	car	sales.

Other incentive as implementation of support scheme for private charging infrastructure. The Swedish government 
imposed as well the adoption of environment‑friendly and electric cars in government fleets

On the basis of the monitoring data, the average CO2 
emissions for vehicles using different fuel types can 
be calculated (Table 2.2). The tailpipe (7) emissions of 
battery electric cars are considered to be 0 gCO2/km. 
The emissions from PHEVs – reported as diesel/electric 
or petrol/electric were generally below 70 gCO2/km. 
Only a few FCEVs have been sold, showing that the 
uptake of this technology is still at an early stage.

2.1.2  The fleet is moving towards heavier and more 

powerful cars

Over the past years, the average mass of new cars 
followed a slowly increasing trend. The average mass 
of	petrol	cars	grew	by	around	5	%	in	2018	compared	
to 2010 levels, while conventional diesel cars – despite 
the	fluctuations	–increased	by	about	4	%	over	the	

(7)  Tail‑pipe emissions are the exhaust emissions of the vehicles. There are no end‑of‑pipe emissions for BEVs and low end of pipe emissions for 
PHEVs However, BEVs and PHEVs produce indirect emissions when they are plugged into the electricity grid. The indirect emissions are not 
taken into account in this report or in the regulation.

17

Monitoring CO2 emissions from passenger cars and vans in 2018 
Average CO2 emissions from new passenger cars and vans

Figure 2.6  

Evolution of mass for petrol and diesel passenger cars

Mass (kg)

1 600

1 500

1 400

1 300

1 200

1 100

1 000

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Diesel

Petrol

same period. Figure 2.6, shows that diesel cars are 
on average about 300 kg heavier than their petrol 
counterparts.

Vehicle mass is a critical parameter in car design as it 
is linked closely to fuel consumption. Increasing the 
mass of the car leads to a rise in the energy needed 
to accelerate the car and an increase in the rolling 
resistance resulting in increased energy consumption 
(and thus, all other aspects remaining unchanged, 
CO2 emissions).	In	order	to	examine	the	quantitative	
effect of weight, several studies have been carried out 
which demonstrate that for an additional vehicle mass 
of 50 – 200 kg, the increase of fuel consumption over 
various cycles and operating conditions ranges from 
5 to	9%	(Fontaras,	et	al.,	2017).

Looking at the engine power trend, a substantial 
increase from 2011 to 2018 is observed (Figure 2.7). 
On average,	petrol	and	diesel	cars	are	about	17.5%	and	
11.5%	respectively	more	powerful	in	2018	than	they	
were in 2011. In addition, it is worth stressing that the 
conventional diesel cars are generally more powerful 
than petrol counterparts.

As discussed previously, the automotive industry 
has been able to reduce CO2 emissions from new 

passenger cars and meet the 130g CO2/km target, 
even when delivering more powerful passenger cars 
to the market. One factor that helped this decoupling 
of emissions from engine power was the petrol engine 
downsizing that has taken place in recent years. Engine 
downsizing can be defined as the use of a smaller 
engine able to deliver the power of a larger engine by 
apply technologies increasing the engine's efficiency, 
such as supercharging or turbocharging (see chapter 5).

Diesel and petrol cars exhibit different trends as 
regards engine capacity. In general, the average engine 
capacity of diesel remained stable during the eight‑year 
period (2010‑2018), slightly above 1800 cc, whereas 
the average engine capacity of petrol cars decreased 
by 90 cc over the same period. As shown in Figure 2.7 
the engine displacement of diesel cars is much larger 
compared to petrol cars.

2.1.3  Rise in registrations of Sport utility vehicles (SUVs) 

An increase in sales of Sport utility vehicles (SUVs) was 
observed in recent years. In Europe, SUVs accounted 
for	about	one-third	(35	%)	of	all	passenger	car	sales	in	
2018 (Figure 2.3),	up	from	26	%	percent	in	2016,	while	

18

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

Figure 2.7  

Evolution of engine power for petrol and diesel passenger cars

Engine power (kW)

105

100

95

90

85

80

75

70

0

11.5 %  increase over
the period 2011-2018

17.5 %  increase over
the period 2011-2017

2010

2011

2012

2013

2014

2015

2016

2017

2018

Note:  

In 2010 engine power was not a mandatory parameter for the monitoring.

Diesel

Petrol

Figure 2.8  

Evolution of engine capacity for petrol and diesel passenger cars

Engine capacity (cm3)

1 900

1 800

1 700

1 600

1 500

1 400

1 300

1 200

0

Engine capacity remained stable (2010-2017)

Decline in engine capacity (2010-2017)

2010

2011

2012

2013

2014

2015

2016

2017

2018

Diesel

Petrol

19

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

in	2007	they	held	only	8	%	of	the	new	passenger	car	
market, according to JATO (JATO, 2019a). 

emissions of 129 gCO2/km, which is 13 gCO2/km higher 
than the average emissions of other new diesel cars.

This recent surge in SUV sales is one of the key factors 
that contributed to the rise of new passenger car 
emissions in 2018. In fact, in comparison with other 
cars within a given segment, SUVs have larger frontal 
areas and higher drag coefficients that have a negative 
impact on fuel consumption and can weaken efforts to 
reduce CO2 emissions. 

In the database, SUVs were identified using the 
commercial name. The remaining vehicles were then 
classified according to the segment definition in 
Annex 2.

According to EEA analysis, the majority of new SUVs 
sold	were	powered	by	petrol	(53%),	with	average	
emissions	of	133 gCO2/km,	which	is	14 gCO2/km higher 
than the average emissions of other new petrol cars. 
Forty‑five percent of SUVs were diesel cars with average 

2.2  Vans

Since the start of the monitoring, and for the sixth 
year in a row, the number of new van registrations has 
increased (Annex 2). In 2018, 1.65 million new vans 
were	registered	in	the	EU-28	and	Iceland,	2.6	%	more	
than in 2017. 

Those vans emitted on average 157.9 gCO2/km, which 
is 1.7 gCO2/km more than in 2017. Following a sharp 
decrease in 2017, this is the first increase in average 
CO2 emissions from new vans since the Regulation 
came into force in 2011. Many factors affected the 
increase in CO2 emissions from new vans in 2018, 
including an increase in the mass, engine capacity and 
size of the vehicle. The market share of petrol vans 
remained very remains limited but increased slightly 

Figure 2.9  

SUVs market share for 2007-2018 

Number of SUVs (%)

40

35

30

25

20

15

10

5

0

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

Note:  

2007‑2016 data from JATO (JATO, 2019b) , 2017‑2018 EEA dataset.

Table 2.3  

Average CO2 emissions (gCO2/km) by segment and fuel type

Diesel

Petrol 

20

Small

102.6

113.3

Medium

113.9

126.2

SUV

129.1

133.1

Large

143.7

203.9

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

to 3.5	%	(from	2.4%	in	2017).	The	share	of	zero-	and	
low-emission	vans	remained	at	the	same	level	(1.7	%)	
as in 2017. 

The average CO2 emissions from vans increased 
between 2017 and 2018 in all countries, but six. 
The	decrease	varied	from	0.3 gCO2/km in Ireland to 
5.9 gCO2/km in Romania, while the increases varied 
from 0.1 gCO2/km in Croatia to 10.4 gCO2/km in Latvia. 
No major changes were observed in fleet composition 
or average mass in these countries.

All countries had average specific CO2 emissions from 
newly registered vans in 2018 below 175 gCO2/km, 
which is the EU target since 2017 (Figure 5.3). Seven 
had emission values below 147 gCO2/km, which is the 
EU target for 2020.

Five countries with the highest number of new van 
registrations — France, Germany, Italy, Spain and the 
United Kingdom — are the largest influencers of average 
CO2 emissions in EU‑28 plus Iceland. Amongst them, 
only Spain has decreased the average CO2 emissions in 
2018, if compared with 2017. In Spain, the van fleet has 
decreased the average mass the most between EU‑28 
and is relatively light (average mass of 1 619 kg) with 
the one of the lowest average engine power (78 kW) 
and engine capacity (1 680 cm3). France had a relatively 

high	percentage	of	battery	electric	vans	(2 %),	however,	
average CO2 emissions still increased by 0.5 gCO2/km 
because of increased amount of petrol vehicles of lower 
efficiency. In Italy, the average engine capacity was low 
(1 727 cm3) and the fleet had a high share of NG vans 
(average emissions of 135.7 gCO2/km), and LPG vans 
(average emissions of 136.6 gCO2/km), however due to 
the slightly heavier vans of lower efficiency the average 
CO2 emissions of Italy went up by 2.6 gCO2/km. 

2.2.1  The vast majority of registered vans are 

powered by diesel

The vast majority of registered vans are powered by 
diesel (Table 2.4). In the majority of countries, the 
proportion	of	diesel	vehicles	is	above	90 %.	For	some	
countries (Ireland, Malta and Portugal), this proportion 
is	even	above	99	%.

The	share	of	petrol	vans	is	only	3.5 %,	but	it	has	
increased	in	the	last	years	(from	1.9 %	in	2016	and	
2.4 %	in	2017).	Gas	fuelled	vans	constituted	1.1%	of	the	
new fleet. The share of newly registered BEVs remained 
stable	in	2018	at	0.8%	while	PHEV	constituted	less	
than	0.1%	of	the	new	van	fleet.	France	registered	the	
majority of BEVs (6 610), followed by Germany (1 443) 
and Spain (1 343).

Figure 2.10  Average CO2 emissions (gCO2/km) from new vans by country in 2018

Average emissions (gCO2/km)

175

170

165

160

155

150

145

140

135

130

0

Portugal

Bulgaria

Cyprus

Spain

Malta

Croatia

Iceland
Italy

France
Denmark

Netherlands
Romania
Greece

Ireland

Sweden

Estonia

Finland
Belgium
Luxembourg

Hungary

United Kingdom
Slovenia
Austria
Latvia
Lithuania

Poland

Czechia

Slovakia

Germany

21

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

The average CO2 emissions of diesel vans increased by 
1.9 gCO2/km compared with 2017, while the average 
emissions of petrol vans increased by more than 
3.7 gCO2/km. In 2018, the average diesel van emitted 
160.0 gCO2/km,	about	15 gCO2/km more than the 
average petrol van. 

In the last years, the contribution of petrol vehicles has 
increased	from	1.9 %	in	2016	to	2.4 %	in	2017	and	3.5 %	
in 2018, while the contribution of AFVs has remained 
constant	(1.7 %).	The	number	of	newly	registered	BEVs	
has not increased compared to 2018 (13 360 in 2017 
and 13 740 in 2018), but it is still the highest contributor 
to AFVs. France registered the majority of BEVs (6 610), 
followed by Germany (1 443) and Spain (1 343).

2.2.2  Heavier, more powerful and bigger engines

The data show that the average mass in running 
order of new vans registered in EU‑28 plus Iceland 
increased	by	4.7	%	between	years	2013	(1 764 kg)	and	
2018	(1 846 kg).	This	is	higher	than	the	previous	peak	
observed	in	2012	(1 834 kg).	Over	the	last	year,	the	
average mass of diesel vans increased by 33 kg, while 
the mass of petrol vans increased by 12 kg. The mass 
of a vehicle directly affects its fuel consumption, as it 
determines the energy needed to move the vehicle. 

Since the monitoring started, average engine capacity 
decreased from 1 927 cm3 in 2012 to 1 884 cm3 in 
2018. Average engine capacity of petrol van was 

Table 2.4  

Share of fuel type in new vans (%)

Diesel

Petrol

BEV

LPG

NG

PHEV

EU‑28 and Iceland

Austria

Belgium

Bulgaria

Cyprus

Czechia

Germany

Denmark

Estonia

Spain

Finland

France

United Kingdom

Greece

Croatia

Hungary

Ireland

Iceland

Italy

Lithuania

Luxembourg

Latvia

Malta

Netherlands

Poland

Portugal

Romania

Sweden

Slovenia

Slovakia

22

95 	

94 

89 

76 

92 

90 

94 

94 

89 

92 

99 

95 

99 

96 

99 

97 

99.5 

88 

91 

95 

97 

94 

99.5 

98 %

88 %

99 %

97 %

95 %

93 %

87 %

3.5 

4.7 

9.1 

16.8 

7.7 

8.0 

4.8 

5.9 

10.6 

3.5 

0.6

2.4 

1.1 

2.0 

0.7 

2.6 

0.1 

8.9 

3.8 

4.5 

1.9 

5.7 

0.0 

1.1 

9.3 

0.0 

3.2 

1.6 

6.2 

11.4 

0.8 

1.0 

0.3 

0.0 

0.0 

0.1 

0.6 

0.4 

0.0 

1.2 

0.3 

2.1 

0.3 

0.2 

0.2 

0.4 

0.4 

2.7 

0.4 

0.0 

1.1 

0.0 

0.5 

0.7 

0.1 

0.8 

0.2 

1.4 

0.3 

0.2 

0.5 

0.0 

0.0 

6.2

0.0 

0.6 

0.2 

0.0 

0.1 

1.6 

0.0 

0.0 

0.0 

0.0 

0.5 

0.0 

0.0 

0.0 

2.1%

0.0 

0.0 

0.2 

0.0 

0.0 

2.2 

0.0 

0.0 

0.0 

0.2 

0.6 

0.6 

0.2 

1.1 

0.6 

0.0 

1.7 

0.2 

0.0 

0.0 

1.8 

0.2 

0.1 

0.0 

1.3 

0.0 

0.1 

0.0 

0.1 

3.1 

0.0 

0.0 

0.1 

0.0 

0.7 

0.0 

0.0 

0.0 

1.5 

0.1 

1.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.1 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0%

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

0.0 

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

Figure 2.11   Correlation between mass (kg) and average CO2 emissions (gCO2/km) by country

Mass (kg)

2 100

2 000

1 900

1 800

1 700

Finland 

Slovenia 

Poland 

R2 = 0.9054

Slovakia 

Germany 

United Kingdom 
Hungary 

Austria 

Lithuania 

Czechia

Denmark 

Sweden 

Luxembourg 

Netherlands 

Romania 

Ireland 

Belgium 

Estonia

Latvia

Croatia 

France 

Greece 

1 600

Portugal

Italy 

Malta 

1 500

0

0

Spain 

Cyprus

Bulgaria 

130

135

140

145

150

155

160

165

170

175

180

Average emissions  (gCO2/km)

1 347 cm3, while the one of diesel van was 1 908 cm3. 
The observed difference between engine capacities 
of petrol and diesel vans (560 cm3) came back to the 
2012 levels (529 cm3). In recent years Portugal, Spain, 
Malta, Cyprus, Italy prefer smaller engines (less or 
around 1 700 cm3) and these countries are among the 
lowest emitters in Europe accordingly, while Lithuania, 
Czechia, Hungary prefer more powerful (>2 000 cm3) 
engines. 

There is a clear correlation between the average 
CO2 emissions	and	the	average	mass	and	engine	
capacity by countries: higher average mass or higher 

engine capacity correspond to higher average 
emissions (Figure 2.11 and Figure 2.12). For some 
countries (Bulgaria, Cyprus, Spain, Malta and Portugal), 
the low average emissions are mainly related to the 
registration of relatively small vehicles: the average 
mass of the new fleet in these countries was below 
1 660 kg.	Portugal	had	registered	vans	with	the	
lowest average engine capacity in Europe, followed 
by Spain and Malta. Only three countries had average 
CO2 emissions	around	170 gCO2/km: Czechia, Slovakia 
and Germany. Their fleets also had high average 
mass	(> 1 960 kg),	engine	size	(> 1 976 cm3) and power 
(around	99 kW).

23

Monitoring CO2 emissions from passenger cars and vans in 2018Average CO2 emissions from new passenger cars and vans

Figure 2.12   Correlation between engine capacity (cm3) and average CO2 emissions (gCO2/km) by country

Lithuania 

R2 = 0.8722

Czechia

Slovenia 

Germany 

Estonia

Hungary 

Finland 

Greece 

Ireland 

Sweden 

Belgium 

Latvia

Austria 

Slovakia 

Poland 

Denmark 
France 

Luxembourg 

United Kingdom 

Netherlands 

Romania 

Croatia 

Italy 

Malta 

Bulgaria 

Cyprus

Portugal

Spain 

130

135

140

145

150

155

160

165

170

175

180

Average emissions (gCO2/km)

Mass (kg)

2 100

2 000

1 900

1 800

1 700

1 600

1 500

0

0

24

Monitoring CO2 emissions from passenger cars and vans in 2018Manufacturers' performance in 2018

3  Manufacturers' performance in 2018

3.1  Passenger cars

A manufacturer's performance in meeting its specific 
emission target is expressed as the distance between 
the average specific emissions of its fleet of newly 
registered vehicles, calculated taking into account the 
modalities listed in Annex 1, and its specific emission 
target. Where applicable, exemptions and derogations 
from that target need to be considered. In the case of 
pooling, all members of the pool shall be considered 
together as a single manufacturer for the purpose of 
assessing compliance. 

Based on their average specific CO2 emissions in 2018, 
55 manufacturers achieved the specific emission 
targets, individually or as part of a pool. Additional 
13 manufacturers respected their derogation targets 
(small volume or niche derogations).

Twenty five manufacturers fall within the scope 
of the de minimis threshold, according to which 
manufacturers with less than 1 000 registrations 
are exempt from achieving a specific emission 
target.	These 25	manufacturers	registered	in	
total	3	800 cars in	2018,	i.e.	around	0.03	%	of	all	
registrations. The data are	available	in	Annex	4.

Figure 3.1 presents data (number of registrations, 
average mass and average emissions) for 2018 for all 
manufacturers that individually registered more than 
100 000 cars in 2018. In total, these manufacturers 
registered 14.3 million new cars in the EU‑28 and 
Iceland	in	2018,	i.e.	95	%	of	the	total	number	of	new	
registrations. 

In 2018, for the second year in a row, Toyota 
Motor Europe	had	the	lowest	average	CO2 emissions 
(102 gCO2/km) of all those manufacturers and managed 
to	reduce average	CO2	emissions	by	1 gCO2/km 
compared to 2017. It continued to produce some of 
the lowest‑emitting cars. More than half of its fleet had 
emissions	below	95 gCO2/km. The Toyota Motor Europe 
fleet	comprised	96	%	petrol	cars,	with	a	high	proportion	
of hybrids. 

(8) 

 Without considering the correction factor (Annex 1 and Annex 4).

Automobiles Citroën and Automobiles Peugeot also 
had average emissions below 110 gCO2/km, mainly 
due to having one of the lightest fleets (1 265 kg 
and	1	200 kg,	resp.).	However,	compared	to	2017,	
their emissions increased by 2.5 and 3.6 (8) gCO2/km 
respectively, both for their diesel and gasoline cars.

For Automobiles Citroën, both the average 
CO2 emissions	of	diesel	and	petrol	cars	increased	by	
1.5‑2.0 gCO2/km. The number of diesel cars, which, on 
average, emit almost 6.5 gCO2/km less than the petrol 
ones,	decreased	from	44	%	to	34	%	of	their	new	fleet.	
The	electric	cars	increased	by	36	%	limiting	the	increase	
of the emission to 2.5 gCO2/km.

For Automobiles Peugeot, both the average 
CO2 emissions	of	diesel	and	petrol	cars	increased	
by more	than	3	gCO2/km. Compared to previous years 
the number	of	diesel	cars,	which	on	average	emit	
6.5 gCO2/km less than petrol ones, decreased from 
51	%	to	45	%	of	their	fleet.	The	number	of	electric	
cars increased	by	20	%.

More significant emission reductions were achieved 
by Suzuki Motor Corporations (‑4.9 gCO2/km) and 
Nissan International SA (‑1.8 gCO2/km). For Suzuki 
Motor Corporations, this is mainly related to 
improved efficiency	of	petrol	vehicles,	which	are	ones	
of the lighter car registered in EU‑28 and Iceland 
(< 1000	kg).

For Nissan international SA, this was mainly due to the 
considerable increase of registrations of electric cars, 
which	doubled	from	2017	and	reached	6	%	in	2018.	
Without considering the electric cars, the average 
emissions would have increased by 2.5 gCO2/km over 
the same period due to the increased number of petrol 
cars	(from	48	%	in	2017	to	53	%	in	2018),	which	emit	
15 gCO2/km more than the diesel ones. 

For the second year in a row, the average specific 
emissions of the majority of large manufacturers 
increased in 2018 compared to the previous 
year.	The largest	increase	was	observed	for	Volvo	

25

Monitoring CO2 emissions from passenger cars and vans in 2018Manufacturers' performance in 2018

Figure 3.1  

Distance to 2018 target by individual car's manufacturers registering more than 100 000 cars 
per year

Average emissions (gCO2/km)

HYUNDAI MOTOR MANUFACTURING CZECH SRO 

KIA MOTORS SLOVAKIA SRO

MAZDA MOTOR CORPORATION

FCA US LLC

DAIMLER AG

Limit value curve 2018

JAGUAR LAND ROVER LIMITED

OPEL AUTOMOBILE GMBH

FORD-WERKE GMBH

AUDI AG

VOLVO CAR CORPORATION

HYUNDAI ASSAN OTOMOTIV
 SANAYI VE TICARET AS

FCA ITALY SPA

SEAT SA

VOLKSWAGEN AG

BAYERISCHE MOTOREN WERKE AG

AUTOMOBILE DACIA SA

NISSAN INTERNATIONAL SA

HYUNDAI MOTOR COMPANY

SUZUKI MOTOR CORPORATION
AUTOMOBILES CITROEN

AUTOMOBILES PEUGEOT

SKODA AUTO AS

KIA MOTORS CORPORATION

RENAULT SAS

TOYOTA MOTOR EUROPE NV SA

160

155

150

145

140

135

130

125

120

115

110

105

100

95

0

0

950

1 000 1 050 1 100 1 150 1 200 1 250 1 300 1 350 1 400 1 450 1 500 1 550 1 600 1 650 1 700 1 750 1 800 1 850 1 900 1 950 2 000

Note:  

Average	specific	emissions	are	for	individual	manufacturers,	not	considering	pooling.	The	limit	value	curve	is	not	applicable	in	case	of	
derogations.

Average mass (kg)

Figure 3.2  

Distance to 2018 target by cars' pool 

Average emissions  (gCO2/km)

Limit value curve 2018

TATA MOTORS LTD, JAGUAR CARS LTD, LAND ROVER

160

155

150

145

140

135

130

125

120

115

110

105

0

DAIMLER AG

HONDA MOTOR EUROPE LTD

FCA ITALY SPA

FORD-WERKE GMBH

BMW GROUP

HYUNDAI

KIA

PSA-OPEL

MITSUBISHI MOTORS

VW GROUP PC

SUZUKI POOL

RENAULT

TOYOTA-MAZDA

0

1 050

1 100 1 150 1 200 1 250 1 300 1 350 1 400 1 450 1 500 1 550 1 600 1 650 1 700 1 750 1 800 1 850 1 900 1 950 2 000 2 050

Note:  

The limit value curve is not applicable in case of derogations.

Average mass (kg)

26

Monitoring CO2 emissions from passenger cars and vans in 2018Manufacturers' performance in 2018

(+7.8 gCO2/km) and Daimler (+7.0 gCO2/km). For both 
manufacturers the fleet composition shifted towards 
petrol	cars,	which	represented	79	%	for	Volvo	and	61 %	
for	Daimler	(in	2017,	64	%	and	55	%	respectively).	In	
addition, the average emissions of their petrol and 
diesel cars increased between 6.1 and 9.0 gCO2/km 
in the	last	two	years.	

Some individual manufacturers for which Figure 3.1 
shows that their average specific emissions were 
higher than the limit value curve, are actually part of 
a pool, which has met its specific emissions target 
(Figure 3.2). This was the case for Kia Motors Slovakia 
(Kia	pool),	FCA US	LLC	(FCA	ITALY	SPA	pool),	Mazda	
Motor Corporation (Toyota‑Mazda pool), Magyar Suzuki 
Corporation (Suzuki pool), Hyundai Assan and Hyundai 
Czech (Hyundai pool). Furthermore, the Suzuki pool 
and the Tata/Jaguar Land Rover pool benefitted from 
a niche	derogation	(see	Annex	1).

As explained in Annex 1, the limit value curve implies 
that manufacturers of heavier cars are on average 
allowed higher emissions than manufacturers of 
lighter cars.

For individual manufacturers, the distance to the target 
varies between 6.8 gCO2/km above target for Mazda 
and 25.6 gCO2/km below target for Totota. All relevant 
data are included in Annex 4. 

The performance of the pools against their specific 
emissions targets is presented in Figure 3.2.

3.1.1  Eco-innovation savings were lower than  
0.5 gCO2/km per car manufacturer

Regulation (EU) 2019/631 gives an incentive to 
manufacturers that implement certain innovative 
technologies that help to cut emissions in real 
world conditions, but for which it is not possible 
to demonstrate their effectiveness during the test 
procedure used for type approval. 

Eco‑innovations require approval by the Commission. 
CO2 savings from eco‑innovations are certified during 
type‑approval and recorded on the certificate of 
conformity. 

Figure 3.3  

Statistics for manufacturers that registered eco-innovation in 2018: eco-innovation saving on 
average CO2 emissions and number of registrations equipped with eco-innovation

Average emissions (gCO2/km)

Number of registrations

0.4

0.3

0.2

0.1

0

DAIMLER AG
MOTOREN WERKE AG
BAYERISCHE 

DR ING HCF PORSCHE AG
MAZDA MOTOR
CORPORATION

HONDA MOTOR CO LTD

SKODA AUTO AS
FORD-WERKE GMBH
JAGUAR LAND
HONDA OF THE UK
MANUFACTURING LTD
ROVER LIMITED

FCA ITALY SPA

FCA US LLC

OPEL AUTOMOBILE GMBH

Eco-innovation saving

Number of registrations with eco-innovation

250 000

200 000

150 000

100 000

50 000

0

27

Monitoring CO2 emissions from passenger cars and vans in 2018Manufacturers' performance in 2018

Until the end of 2019, the Commission had approved 
28 eco‑innovations. It concerns technologies such 
as efficient 12V alternators, efficient exterior lighting 
systems, and coasting. 

Manufacturers can reduce their average specific 
emissions through savings from eco‑innovations 
up to a	maximum	of	7	gCO2/km per year. 

In 2018 only a few manufacturers equipped their new 
cars with such eco‑innovations and benefited from 
the savings (Figure 3.3). Only a few of the approved 
eco‑innovations have actually been installed in a 
significant number of cars. However, it might be that 
eco‑innovations savings have not been systematically 
reported so that the reported data may underestimate 
the actual number of installed eco‑innovation 
technologies and their CO2 savings.

3.2  Vans

Based on their average specific CO2 emissions in 2018, 
37 manufacturers achieved the specific emission 
targets, as individual manufacturer or as part of a pool. 
Additional 7 manufacturers respected their derogation 
targets. Twenty two manufacturers fall within the 
scope of the de minimis threshold, according to which 
manufacturers with less than 1 000 registrations are 
exempt from achieving a specific emission target.

Figure 3.3 presents data (number of registrations, 
average mass and average emissions) for van 
manufacturers that registered more than 
10 000 vehicles	in	2018.	In	total	they	account	for	
97.5 % of the new	van	fleet.

In 2018 the most popular brand manufacturer was 
Ford-Werke	GmbH,	with	16 %	of	the	vans	registered	
in the	EU-28	and	Iceland.	Renault	SAS	and	Volkswagen	
AG	followed	with	14 %	and	13	%	each.	

The average emissions for the large van manufacturers 
are	between	119	and	216 gCO2/km. Average mass 
values	per	manufacturer	range	from	1 270	to	2 424 kg.

Eleven	manufacturers,	representing	almost	84 %	of	the	
European new van fleet, had average emissions lower 
than	175 gCO2/km. Four of these manufacturers, the 
ones that have emissions below 147 gCO2/km, also had 
the lowest average mass in the group. The average 
emissions for the large van manufacturers are between 
11–	and	216 gCO2/km. Average mass values per 
manufacturer	are	in	the	range	from	1 270–	to	2 424 kg.	

For the fifth year in a row, Automobile Dacia SA, 
which on	average	has	the	lightest	vehicles,	achieved	
the lowest average CO2 emissions. In 2018 however, 
an increase	of	the	average	emission	by	1.4	gCO2/km 
was observed for this manufacturer.

The next two lowest emitting manufacturers are 
Automobile Citroen and Automobile Peugeot, 
with	average	emissions	of	132.2	and	135 gCO2/km 
respectively. However, for both of them, emissions 
increased by 1‑2 gCO2/km in the last year, and the 
average mass increased by 15‑30 kg. 

Until 2015, average CO2 emissions of Fiat Group 
have been stable, however, it has experienced 
a significant drop	of	average	CO2 emissions from 
158 to 149	gCO2/km until 2017. Since the beginning 
of the	monitoring	of	CO2 emissions from new vans, 
year 2018	was	the	first	year	for	Fiat	Group	when	its	
average emissions increased (by 0.7 gCO2/km). 

Average emissions of all the larger manufacturers, 
with the exception of Opel, Toyota, Renault, Nissan, 
Opel Automobile, increased in 2018 compared with 
2017. The largest increases in average emissions 
were observed for Ford‑Werke GmbH (+4.9 gCO2/km), 
Volkswagen (+4.2 gCO2/km) and Mitsubishi Motors 
Thailand	(+2.0 gCO2/km). The performance of the pools 
against their specifi emissions targets is presented in 
Figure 3.5. 

28

Monitoring CO2 emissions from passenger cars and vans in 2018Manufacturers' performance in 2018

Figure 3.4  

Distance to 2018 target by individual vans manufacturers registering more than 
10 000 vehicles	per	year

Average emissions (gCO2/km)

Limit value curve 2018

FORD MOTOR COMPANY
OF AUSTRALIA LIMITED 

IVECO SPA

MITSUBISHI MOTORS
THAILAND CO LTD MMTH

ISUZU MOTORS LIMITED

DAIMLER AG

OPEL AUTOMOBILE GMBH
VOLKSWAGEN AG

TOYOTA MOTOR EUROPE NV SA

FORD-WERKE GMBH

NISSAN INTERNATIONAL SA

FCA ITALY SPA

ADAM OPEL
GMBH

RENAULT SAS

AUTOMOBILES PEUGEOT

AUTOMOBILE DACIA SA

AUTOMOBILES CITROEN

240

220

200

180

160

140

120

100

0

0

1 200

1 400

1 600

1 800

2 000

2 200

2 400

Average mass (kg)

Figure 3.5  

Distance to 2018 target by pools registering more than 10 000 vans per year

Average emissions (gCO2/km)

220

200

180

160

140

120

100

0

0

MITSUBISHI MOTORS

FCA ITALY SPA

Limit value curve 2018

HYUNDAI

DAIMLER

FORD-WERKE GMBH

RENAULT

VOLKSWAGEN GROUP LCV

KIA

GROUPE PSA

1400

1500

1600

1700

1800

1900

2000

2100

2200

2300

Average mass (kg)

29

Monitoring CO2 emissions from passenger cars and vans in 2018Towards 2020

4  Towards 2020 

Based on the composition and average mass of 
the 2018 vehicle fleet and taking into account the 
provisions of Regulation (EU) 2019/631, in particular 
regarding eco‑innovations, super credits and the 
phase‑In of the target (only for cars), an estimate can 
be made	of	the	distance	between	the	2018	situation	
and the 2020 targets for individual manufacturers. 

Because of the increase of the emissions in the last 
two years, in 2018 most car manufacturers were still 
far away from their 2020 target. Toyota came closest, 
but still would have to reduce its average emissions 
by around 5 gCO2/km (Figure 4.1). Hyundai Motor 
Company would be 7.3 gCO2/km away from its target. 
For all other manufacturers the distance to the 2020 

Figure 4.1  

Distance to 2020 targets for car manufacturers based on their 2018 fleet and emissions

JAGUAR LAND ROVER LIMITED

FCA US LLC

HYUNDAI MOTOR MANUFACTURING CZECH SRO

KIA MOTORS SLOVAKIA SRO

MAZDA MOTOR CORPORATION

VOLVO CAR CORPORATION

DAIMLER AG

AUDI AG

OPEL AUTOMOBILE GMBH

FORD-WERKE GMBH

FCA ITALY SPA

AUTOMOBILE DACIA SA

BAYERISCHE MOTOREN WERKE AG

SEAT SA

HYUNDAI ASSAN OTOMOTIV SANAYI VE TICARET AS

SKODA AUTO AS

VOLKSWAGEN AG

SUZUKI MOTOR CORPORATION

AUTOMOBILES PEUGEOT

AUTOMOBILES CITROEN

KIA MOTORS CORPORATION

NISSAN INTERNATIONAL SA

RENAULT SAS

HYUNDAI MOTOR COMPANY

TOYOTA MOTOR EUROPE NV SA

Note:  

Derogations are not taken into account.

30

0

20

40

60

80

100

120

140

160

Average emissions (gCO2/km)

Target 2020

Needed reduction to reach 2020 target

Monitoring CO2 emissions from passenger cars and vans in 2018Towards 2020

target would be higher, up to 39 gCO2/km in the case of 
Mazda Corporation.

Vans manufacturers are generally much closer to their 
2020 targets (Figure 4.2). Some of them had already 
met their 2020 target in 2018: Automobiles Peugeot, 

Automobiles Citroën, Ford‑Werke GmbH and Iveco. 
Others, such as Nissan International, Volkswagen AG 
and Toyota Motor Europe were already very close to 
their 2020 targets and had to reduce their average 
emissions	by	less	than	4 gCO2/km. 

Figure 4.2  

Progress needed to meet the 2020 targets for vans manufacturers

FORD MOTOR AUSTRALIA

IVECO

ISUZU

DAIMLER AG

MITSUBISHI MOTORS THAILAND

OPEL AUTOMOBILE

TOYOTA

VOLKSWAGEN

NISSAN

FORD WERKE GMBH

FIAT GROUP

RENAULT

OPEL

AUTOMOBILES PEUGEOT

AUTOMOBILES CITROEN

DACIA

0

50

100

150

200

250

Average emissions (gCO2/km)

Target 2020

Needed reduction to reach 2020 target

Note:  

Derogations are not taken into account

31

Monitoring CO2 emissions from passenger cars and vans in 2018Towards 2020

Effect of super-credits on 2020 CO2 average emissions 

From 2020, manufacturers are given additional incentives to put on the market cars emitting less than 50 gCO2/km. These 
cars are given a greater weight in calculating the average specific emissions. The super‑credit weight factor will be 2 cars 
in 2020,	1.67	cars	in	2021	and	1.33	cars	in	2022.	

In the 2020‑2022 period, the use of super‑credits is subject to a cap of 7.5 gCO2/km for each manufacturer or pool.

In order to calculate the distance to 2020 target, super credit savings have also been included in the calculation of the 
average emissions (Table 4.1). 

For some of the manufacturers, the actual share of zero or low emitting vehicles (<50 gCO2/km) could already provide 
savings above 7.5 gCO2/km. The majority will need to increase the sales of low emitting cars in order to  fully use the super 
credit cap.

Table 4.1 

Performance of manufacturers that registered low emitting cars (<50 gCO2/km) in 2020 
including and excluding super-credits adjustments

Manufacturer

MITSUBISHI MOTORS CORPORATION

HYUNDAI

NISSAN

BMW AG

KIA

JAGUAR LAND ROVER LIMITED

RENAULT

VOLVO

DAIMLER AG

VOLKSWAGEN

AUDI AG

AUTOMOBILES CITROEN

TOYOTA

AUTOMOBILES PEUGEOT

OPEL AUTOMOBILE

HYUNDAI	ASSAN

CO2 specific
emissions

CO2 specific
emissions — no super credit

Super credit effect

123.2

110.5

112.2

121.6

110.7

150.4

108.4

129.8

128.2

116.7

124.0

106.4

98.9

106.6

123.4

115.2

108.7

101.7

105.5

116.4

105.8

146.9

105.2

126.9

126.1

114.7

123.5

106.1

98.6

106.4

123.2

115.1

‑14.5

‑8.8

‑6.6

‑5.3

‑4.9

‑3.5

‑3.2

‑2.8

‑2.1

‑2.0

‑0.5

‑0.3

‑0.3

‑0.2

‑0.2

‑0.1

32

Monitoring CO2 emissions from passenger cars and vans in 2018 
Towards 2020

4.1 

Introduction of new testing 
procedure (WLTP)

Since September 2017, the World Harmonised Light 
Vehicle Test Procedure (WLTP) has been introduced 
as the emission testing procedure for all new vehicle 
types replacing the New European Driving Cycle (NEDC) 
test procedure. It has become mandatory for all new 
passenger cars since September 2018 and for all new 
vans from September 2019.

Compared to the NEDC, WLTP is more representative 
of real driving conditions. The new test includes 
a greater	range	of	driving	situations,	more	dynamic	
and representative	accelerations	and	decelerations,	
more realistic driving behaviour more realistic vehicle 
test mass, and stricter test conditions that better 
represent real‑world driving conditions (EEA 2016). 

The average CO2 emissions and the targets until 
2020 will be calculated using the NEDC values. For 
vehicles that are type approved in accordance with 
the	WLTP,	a technology-based	vehicle	simulation	
model, CO2MPAS (JRC, 2018), has been developed 
and put in place to correlate the WLTP CO2 values into 
the corresponding NEDC values. From 2021 onwards 
the CO2 emission targets will be expressed in WLTP 
values and	compliance	will	be	checked	using	WLTP	
values only.

For the first time, in 2018, a significant amount of WLTP 
emission data was reported for passenger cars (around 
27	%	of	the	fleet).	Figure 4.3 presents the distribution of 
the ratio between WLTP and NEDC emissions reported. 
The average ratio was 1.2.

Figure 4.3  

Ratio WLTP emissions/NEDEC emissions for new passenger cars in 2018

Number of registrations

250 000

200 000

150 000

100 000

50 000

0

0

0.9

1.0

1.1

1.2

1.3

1.4

1.5

1.6

Note:  

The ratio is equal to 1 for all zero‑emission vehicles.

 WLTP CO2 emissions/NEDC CO2 emissions

33

Monitoring CO2 emissions from passenger cars and vans in 2018Factors affecting the performance of cars manufacturers

5  Factors affecting the performance of 

cars manufacturers

regulations was the replacement of bigger engines with 
compact ones or, in other words, engine downsizing. 
These compact engines provide the needed power, 
while reducing, at the same time, the fuel consumption 
(Patil, et al., 2017). 

The increased performance in a downsized engine 
is achieved by adding a forced aspiration device 
(turbocharger or supercharger) accompanied by other 
engine technologies such as direct injection technology 
or variable valve timing (VVT). The major advantages 
of a direct injection engine are increased fuel 
efficiency and high‑power output. VVT is the process 
of optimising	the	timing	of	a	valve	lift	event,	and	is	
often used to improve performance, fuel economy 
and to	reduce	emissions.

As a cost‑effective technique, engine downsizing 
has been implemented by the majority of cars 
manufactures	(Leduc, et	al.,	2003;	Tartakovsky,	and	
Gutman, 2012).

To examine how the engine downsizing has influenced 
passenger cars over the years, the example of Ford is 
presented in Figure 5.1.

Ford relied heavily on the downsizing of the engines, 
especially for petrol cars. In fact, the average engine 
capacity	decreased	by	17	%	between	2010-2018,	while	
average	engine	power	increased	by	28	%	compared	to	
2011 levels. This downsizing effect largely contributed 
to the reduction of the average CO2 emissions, up until 
2015	(by	16	%	compared	to	2010	data).	

5.2  De-dieselisation 

In general, diesel cars emit less CO2 than equivalent 
petrol cars with similar characteristics. Therefore, 
supported by policies in many Member States, diesel 
vehicles have dominated the EU market reaching a 
55 %	of	the	total	share	in	2011.	By	2015,	despite	a	small	
drop	in	the	share	of	diesel	cars	(52 %),	they	remained	

Since 2010 (9), the officially reported CO2 emissions 
of new passenger cars have reduced substantially. 
These reductions can be attributed to measures and 
technologies improving the cars' energy efficiency as 
well as a change in the mix of car models registered 
towards more efficient powertrains and technologies. 
However, average CO2 emissions reached a low around 
2016 and have since then been increasing in both 2017 
and 2018. 

This section summarises, with few examples, the 
results of a study performed by the European Topic 
Centre on Air pollution, Transport, Noise and Industrial 
Pollution for the European Environment Agency 
(EEA), assessing the main strategies and technologies 
manufacturers have used in the past 8 years and 
which have affected the average fuel efficiency of their 
fleet. Five large manufacturers (10) were analysed, 
taking into account aspects such as average yearly 
reported CO2 emissions,	total	new	registrations	in	the	
EU, the uptake of low or zero emission vehicles and 
technological developments.

The main technologies and fleet‑wide trends identified 
in the passenger car sector in the recent past which 
may have influenced CO2 emissions either positively 
or negatively	are	the	following:

•  downsizing;

•  de‑dieselization; 

• 

introduction of new models;

•  electrification;

•  SUVs market.

5.1  Downsizing 

One of the most important strategies followed by 
manufacturers to comply with the CO2 emission 

 2018 data used for the analysis are provisional data.

(9) 
(10)   Volkswagen (VW), Toyota, BMW Group, Ford Group and Renault.

34

Monitoring CO2 emissions from passenger cars and vans in 2018Factors affecting the performance of cars manufacturers

Figure 5.1  

Overall average trends in CO2 emissions, vehicle mass and engine characteristics for Ford 
new passenger cars over the period 2010-2018

Mass (kg), engine capacity (cm3)

Average emissions (gCO2/km), engine power (kW)

1 600

1 500

1 400

1 300

1 200

1 100

0

140

135

130

125

120

115

110

105

100

95

90

85

80

75

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Engine capacity

Mass

Average CO2 emissions
Engine power

the predominant choice of EU consumers. Since 
September 2015, following the 'Diesel scandal', the 
share of diesel cars started to drop, and this trend was 
stronger in the last two years, with the diesel car share 
in	the	new	fleet	reaching	about	36	%	in	2018.	Instead,	
petrol vehicles are now dominating the new car market. 

The average CO2 emissions decreased significantly 
(almost	15 %)	from	2010	to	2017.	For	the	larger	part,	
this can be directly attributed to powertrain efficiency 
and vehicle design improvements, most notably smaller, 
turbocharged, more efficient engines (downsizing). 

This shift from diesel to petrol cars is one of the 
reasons why the average CO2 emissions in the EU 
have increased	in	2017	and	2018.

To examine how de‑dieselisation has influenced 
passenger cars over the years, the BMW example 
is presented	in	Figure 5.2.

For both diesel and petrol cars, BMW has, compared to 
the other large car manufacturers, one of the highest 
average mass, engine capacity and engine power by 
a sizable margin. This is expected as BMW historically 
produces larger, more luxurious, and high‑performance 
cars (such as the X series) rather than smaller cars. 
As effect,	their	average	CO2 emissions is one of the 
highest among the larger cars manufactures, during 
the period	2010-2018.

Nevertheless, in 2018 there was an increase in the 
average	emissions,	by	almost	5 %,	compared	to	2017.	
This is mainly related to the increased share of petrol 
cars: compared to 2017, in 2018, BMW diesel new 
registrations	decreased	by	about	20 %	while	petrol	new	
registrations	increased	by	about	27 %,	representing	
45 %	of	the	fleet	in	2018	(35	%	in	2017).	On	average,	
BMW petrol cars emit 8 gCO2/km more than diesel cars.

Even if it is true that, in general, a diesel car emits 
less than an equivalent petrol version, the effect 
of dieselisation on cars manufacturers depends as 
well on the type of petrol and diesel cars that the 
manufacturer produces.	

Although one would expect that the decline in diesel 
share would negatively affect the overall CO2 emissions, 
this is not the case for Volkswagen. Between the years 

35

Monitoring CO2 emissions from passenger cars and vans in 2018Factors affecting the performance of cars manufacturers

Figure 5.2  

Average CO2 emissions (gCO2/km) by fuel for BMW passenger cars

Average emissions (gCO2/km)

Number of vehicles (thousand)

165

155

145

135

125

115

0

70

60

50

40

30

20

10

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

EVs registrations

Petrol

Diesel

All

Figure 5.3  

Average CO2 emissions (gCO2/km) by fuel for Volkswagen AG

Average emissions (gCO2/km)

Number of vehicles (thousand)

35

30

25

20

15

10

5

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

EVs registrations

Petrol

Diesel

All

165

155

145

135

125

115

0

36

Monitoring CO2 emissions from passenger cars and vans in 2018Factors affecting the performance of cars manufacturers

2010 and 2018, diesel new registrations decreased by 
about	22 %	while	petrol	car	market	share	increased	by	
about	55 %.	On	average,	emissions	of	new	petrol	cars	
decreased	by	18	%,	while	the	emissions	of	new	diesel	
cars	decreased	only	by	7 %.	So	that,	since	2012,	average	
diesel cars, on average, emit more than average 
new petrol cars (Figure 5.3). In 2018, diesel cars are 
24	%	heavier	and	have	48	%	bigger	engine	capacity,	
compared to their petrol counterparts, resulting in 
higher average CO2 emissions. Hence, the smaller 
diesel share of new sales has a positive effect on the 
overall average CO2 emissions.

5.3  Upgrades to the most sold models in 

recent year

The study looked into the most sold vehicles for the 
5 manufacturers	analysed.	

As example, Renault Clio is the most sold Renault car. 
It	accounted	for	over	2 %	of	all	new	passenger	car	sales	
in the EU in 2017 (ICCT, 2018). In 2013, the introduction 
of the new Renault IV model led to a noticeable drop 
in average CO2	emissions	(10	%)	(Figure 5.4). The 
Renault Clio IV was equipped with a new generation of 
downsized petrol engines (such as the Energy TCe 90) 
and diesel engines (such as the Energy dCI 90), which 
were introduced around the same time period and 
were designed to offer better fuel efficiency.

After 2014, the CO2 emissions of the petrol version 
stabilized, while the emissions of the diesel version 
slightly decreased until 2016 then rising in the last 
two years to the same level of 2013. This may be due 
to their increasing average mass, as average engine 
capacity remained constant throughout the years. 

5.4  Penetration of electric vehicles 

Electrified cars are gradually increasing their share in 
new passenger car sales nowadays. This is triggered 
in particular by the need to reduce emissions of 
CO2 and,	particularly	in	urban	areas,	air	pollutants	such	
as NOx and	PM.	In	the	ETC	report,	HEV	have	been	as	
well identified	and	included	in	the	analysis	

More than other manufacturers, Toyota moved away 
from conventional cars, especially diesel, and promoted 
more hybridised powertrains. As a matter of fact 
Toyota announced its plans to completely phase out 
diesel cars by the end of 2018, due to limited demand 
and widespread uptake of hybrid alternatives (HEV) 
(Toyota, 2018).

In 2018 despite the abrupt rise in CO2 emissions of 
diesel cars, the overall CO2 emissions are significantly 
lower	than	in	2010	(-	20	%).	This	is	related	to	the	fact	
that	the	diesel	share	is	rather	small	(5	%)	and	the	HEV	
registrations, with an average emissions of 93 gCO2/km, 

Figure 5.4  

Average CO2 emissions (gCO2 /km) of Renault Clio 

Average emissions (gCO2/km)

October 2012:
Introduction
of new Clio IV

140

130

120

110

100

90

80

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Petrol

Diesel

Total conventional

37

Monitoring CO2 emissions from passenger cars and vans in 2018Factors affecting the performance of cars manufacturers

represents	more	than	56	%	of	the	new	registrations	in	
2018 (Figure 5.5).

5.5 

Increase in sport utility vehicle sales 
offsets technological improvement

Manufacturers are heavily promoting new SUV and 
so‑called crossover models, available in a range of 
sizes and power output. As a result, the share of SUV 
surged in recent years, as illustrated in Figure 5.6. This 
tendency is closely related to the increase in average 
mass, in the 2015‑2018 timeframe, which applies to all 
selected manufacturers. 

Because SUVs are typically larger, heavier and less 
aerodynamic than medium sized passenger cars, they 
consume more fuel and hence they emit more CO2. 
One may argue that the surge in SUV demand is, at 
least partially, cancelling out the environmental benefit 

from CO2 reduction technologies already employed in 
modern cars, as well as the benefit from the increasing 
market share of the so‑called zero and low‑emission 
passenger cars (i.e. HEV, PHEV, BEV).

As an example, the average CO2 emissions of 
Volkswagen SUVs (Figure 5.7) follow a downward trend 
(20 %	reduction	since	2010).	Nevertheless,	in	absolute	
numbers the average emissions (135 gCO2/km in 
2018) remain higher than small and medium sized 
cars (Figure 5.3). This downward trend is related to the 
technological development in modern powertrains and 
vehicle design. In more recent years, this trend can be 
also attributed to the introduction of smaller (both in 
vehicle and engine size) and more aerodynamically 
efficient SUV (often characterized as Crossovers). 
Examples of such models are the newer T‑Roc and 
T‑Cross models, compared to the bulkier Tuareg and 
Tiguan models.

Figure 5.5  

Average CO2 emissions (gCO2/km) by fuel for Toyota 

Average emissions (gCO2/km)

Number of vehicles (thousand)

450

400

350

300

250

200

150

100

50

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

EVs registrations

Petrol

Diesel

All

EVs

155

145

135

125

115

105

95

85

0

38

Monitoring CO2 emissions from passenger cars and vans in 2018Factors affecting the performance of cars manufacturers

Figure 5.6:   Market share of new SUV compared to total new registrations (2018)

Number of SUV (%)

40

35

30

25

20

15

10

5

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

VW

Toyota

BMW

Ford

Renault

Figure 5.7  

Volkswagen SUVs: Average CO2 emissions by fuels (gCO2/km)

Average emissions (gCO2/km)

Number of vehicles (thousand)

180

170

160

150

140

130

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

SUVs registrations

Petrol

Diesel

All

450

400

350

300

250

200

150

100

50

0

39

Monitoring CO2 emissions from passenger cars and vans in 2018References

References

EEA, 2016, Explaining road transport emissions — 
a non‑technical guide, European Environment Agency 
(https://www.eea.europa.eu/publications/explaining‑
road‑transport‑emissions).

EU, 2009, Regulation (EC) No 443/2009 of the European 
Parliament and of the Council of 23 April 2009 setting 
emission performance standards for new passenger 
cars as part of the Community's integrated approach 
to reduce CO2 emissions from light‑duty vehicles, 
OJ L 140,	5.6.2009,	p.	1-15.

EEA, 2018, Appropriate taxes and incentives do affect 
purchases of new cars, EEA Briefing, European 
Environment Agency (https://www.eea.europa.eu/
themes/transport/vehicles‑taxation/appropriate‑taxes‑
and incentives‑do).

EU, 2011, Regulation (EU) No 510/2011 of the European 
Parliament and of the Council of 11 May 2011 setting 
emission performance standards for new light 
commercial vehicles as part of the Union's integrated 
approach to reduce CO2 emissions from light‑duty 
vehicles, OJ L 145, 31.5.2011, pp. 1‑18.

EU, 2019, Regulation (EU) 2019/631 of the European 
Parliament and of the Council of 17 April 2019 setting 
CO2 emission performance standards for new 
passenger cars and for new light commercial vehicles, 
and repealing Regulations (EC) No 443/2009 and (EU) 
No 510/2011.

Fontaras, G., Zacharof, N. and Cuiffo, B., 2017, 'Fuel 
consumption and CO2 emissions from passenger cars 
in Europe — Laboratory versus real‑world emissions', 
Progress in Energy and Combustion Science 60, 97‑131.

ICCT, 2018, European vehicle market statistics, 
pocketbook 2017/2018, International Council on 
Clean Transportation, Berlin, Germany (https://
theicct.org/publications/european‑vehicle‑market‑
statistics‑20172018) accessed 26 September 2018.

JATO, 2019a, 'Global SUV boom continues in 2018 but 
growth moderates' (https://www.jato.com/global‑suv‑
boom‑continues‑in‑2018‑but‑growth‑moderates/) 
accessed 27 November 2019.

JATO, 2019b, 'Global SUV boom continues in 2018 but 
growth moderates'.

JRC, 2018, 'CO2MPAS: Vehicle simulator predicting 
NEDC CO2 emissions from WLTP — CO2MPAS 2.0.0+9.
g5b3144d documentation' (https://co2mpas.io/) 
accessed 26 September 2018.

Leduc, P., Dubar, B., Ranini, A. and Monnier, G., 2003, 
'Downsizing of gasoline engine: An efficient way to 
reduce CO2 emissions'.

Patil, C., Varade, S. and Wadkar, S., 2017, 'A review of 
engine downsizing and its effects', International Journal 
of Current Engineering and Technology Special Issue 7, 
pp. 319‑324.

Tartakovsky, L. and Gutman, M., 2012, Energy efficiency 
of road vehicles ‑ trends and challenges, E.F. Santos 
Cavalcanti and M. Ribeiro Barbosa.

Toyota, 2018, 'Toyota enters the next phase of its 
European powertrain strategy' (https://newsroom.
toyota.eu/toyota‑enters‑the‑next‑phase‑of‑its‑
european‑powertrain‑strategy/ (accessed 12.3.19).) 
accessed 3 December 2019.

40

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 1

Annex 1 

 Monitoring system for passenger 
cars and vans

Since 2010 the EEA is collecting data about new 
passenger cars registered in the EU. Since 2013 the 
EEA has	also	collected	data	about	new	vans.	For	both	
cars and vans, the following time scale applies for the 
data monitoring process:

•  Countries record information for each new 

passenger car and van registered in their territory 
and transmit this information to the Commission 
by 28	February	of	each	year.	Data	are	submitted	
to the	Central	Data	Repository	(CDR (11)), managed 
by the EEA.

•  For vans only, manufacturers submit the vehicle 
identification number for each new van sold in 
the EU‑28 and Iceland to the Commission by 
28 February	of	each	year.	Data	are	submitted	to	
the Business	Data	Repository	(BDR (12)), managed 
by the	EEA.

•  The EEA performs several quality checks to evaluate 

the accuracy and quality of the data sets. On 
the basis of the checks and the feedback from 
countries, the EEA finalises and publishes the 
provisional database. At the same time, notification 
letters are sent to manufacturers informing them 
of their	provisional	CO2 performances.

•  Manufacturers may, within 3 months of being 

notified of the provisional calculation, notify the 
Commission of any errors in the data.

In the remainder of this annex, the process is described 
in further detail.

Data quality

The EEA performs several quality checks to evaluate the 
accuracy and quality of countries' data. These checks 
cover the following:

•  The completeness rate. This has two main 

components. The first concerns numerical data 
such as vehicle mass and emission values for each 
vehicle. The second measures the extent to which 
more granular data — such as model type — are 
available for each vehicle that has been registered.

•  Data	plausibility	and	outliers (13).

•  Assignment to a specific manufacturer using a 

harmonised denomination. Identical vehicles are 
often sold under different brand or model names in 
different countries. For the purposes of monitoring, 
one naming system is used to ensure correct 
manufacturer attribution.

•  Data variability (for the same vehicle, an estimate 

of the variability of the mass, emissions and engine 
capacity was developed).

•  Fuel type classification.

•  The EEA and the European Commission assess the 
manufacturers' corrections, and, where justified, 
take them into account for the calculation of the 
manufacturers' final average CO2 emissions and 
specific emission targets. The final data and targets 
are to be published by 31 October each year.

•  Handling of unknown individual vehicle approvals 

(IVAs)	and	national	small	series	(NSS)	vehicles (14).

•  For vans, a comparison between the vehicle 
identification	number	(VIN) (15) provided by 
countries and that provided by manufacturers. 

(11)  The CDR is like a bookshelf, with data reports on the environment as submitted by countries (more information is available at http://cdr.eionet.

europa.eu/).

(12)  The BDR is an electronic online reporting system specifically developed for handling confidential company‑based information (more 

information is available at http://bdr.eionet.europa.eu/).

(13)  An outlier observation is well outside the expected range of values in a study or experiment, and is often discarded from the data set.
(14)  IVAs are made on vehicles imported from third countries or on own‑build vehicles that have to be individually approved. NSS vehicles are 

vehicles that are approved nationally in very small numbers, typically because they are made by smaller manufacturers.

(15)  The VIN is a unique code, including a serial number, used by the automotive industry to identify individual motor vehicles as defined in ISO 3833.

41

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 1

Whenever VINs are matching but data are missing in 
a	country's	submission,	the	manufacturer's	data (16) 
will be used to complete the data set for the main 
parameters (emission‑ and mass‑related entries).

•  super‑credits;

•  eco‑innovations.

After these quality checks, the provisional database 
is finalised. Based on the provisional database, the 
EEA calculates the provisional performance of car 
and van manufacturers in meeting their CO2 emission 
targets. The performance is calculated as the difference 
between the average CO2 specific emissions and the 
specific emission target for each manufacturer. The 
Commission notifies each manufacturer (and pool) 
of the	provisional	calculations	and	the	provisional	
data are	published	on	the	EEA	website.

Manufacturers can notify the Commission of errors in 
the provisional CO2 emission data set. The notification 
must be submitted within 3 months from the 
notification of the provisional calculations.

As it does for countries' data, the EEA performs several 
quality checks to evaluate the accuracy and the quality 
of the data that have been corrected in the notification 
of errors. The verification process is very similar to the 
one performed for countries' data presented in the 
previous paragraphs. After this additional quality check, 
the database is finalised.

Based on the final data, the EEA calculates the 
performance of car and van manufacturers in meeting 
their CO2 emission targets. The performance is 
calculated as the difference between the average CO2 
specific emissions and the specific emission target for 
each manufacturer. The Commission notifies each 
manufacturer (and pool) of the final calculations and 
the provisional data are published on the EEA website.

Calculation of average CO2 specific 
emissions

Average specific CO2 emissions are calculated as a 
weighted average of the manufacturer's fleet registered 
in a particular year. The average specific emissions for 
each manufacturer are subsequently adjusted to take 
into account the following modalities (summarised in 
Table A1. 1):

•  phase‑in;

Phase-in

A phase‑in provision applies for calculating the average 
specific emissions for cars in 2020: for assessing 
compliance against the specific emission targets in 
that	year,	only	the	95 %	best-performing	cars	of	each	
manufacturer or pool will be taken into account. From 
2021,	100 %	of	the	new	cars	from	each	manufacturer	
will be taken into account.

Super-credits

The regulation provides for the allocation of 
super‑credits for new passenger cars with 
CO2 emissions	lower	than	50 gCO2/km. These vehicles 
are temporarily given a greater weight when calculating 
the average specific emissions of a manufacturer, as 
follows: each such car is counted as 2 cars in 2020, 
1.67 cars	in	2021	and	1.33	cars	in	2022.	Over	the	period	
2020-2022,	the use	of	super-credits	will	be	subject	to	
a cap	of	7.5 gCO2/km for each manufacturer. For vans, 
no super‑credit scheme exists from 2018 on.

Eco-innovations

For certain innovative technologies which produce 
real‑world CO2 savings, those cannot be demonstrated 
under the applicable type‑approval test procedure. 
To support technical development, a manufacturer 
or supplier can apply to the Commission for the 
approval of such innovative technologies. The approval 
conditions are set out in Regulation (EU) No 725/2011 
for cars and Regulation (EU) No 427/2014 for vans. 
If a manufacturer	fits	its	vehicle	(car	or	vans)	fleet	with	
an approved eco‑innovation, the average emissions 
of that manufacturer	may	be	reduced	by	a	maximum	
of 7 gCO2/km. 

Calculation of specific emission targets

For each manufacturer annual specific emissions target 
is defined, calculated on the basis of the fleet‑wide 
target	and	the	average	'mass	in	running	order' (17) 
of the	registered	vehicles.	

(16)  In addition to VINs, manufacturers may submit detailed monitoring data for the vehicles registered.
(17)  According to Regulation (EC) No 443/2009, mass in running order means the mass of the car with bodywork, coolant, oils, fuel, spare wheel, 

tools and driver as stated in the certificate of conformity and defined in Section 2.6 of Annex I to Directive 2007/46/EC.

42

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 1

The following formulae applied for calculating the 
specific emission targets for passenger cars (1) and 
vans (2) until 2019 (included):

Passenger	cars:	130 + a × (M – M0) 

Vans:	175 + a × (M – M0) 

where:

Pooling

Several manufacturers may form a pool and will then 
be considered as a single manufacturer, with one 
common target (calculated on the basis of the whole 
fleet of the pool registered that year). The pools are 
listed in Annex 4. 

(1)

(2)

M is the average mass of the manufacturer's fleet 
in kilograms;

M0	is	the	reference	mass	(1 392.4 kg);

a is 0.0457 for passenger cars and 0.093 for vans.

This means that, for example, if the average mass 
of a manufacturer's newly registered passenger car 
fleet	in	a	given	year	is	1 392.4 kg,	the	target	for	that	
manufacturer	is	130.0 gCO2/km.

If the average mass of the newly registered passenger 
car	fleet	is	1 492.4 kg,	the	target	for	that	manufacturer	
is	134.57 gCO2/km. If the average mass of the newly 
registered	passenger	car	fleet	is	1 292.4 kg,	the	target	
will	be	125.43 gCO2/km.

The manufacturer complies with its specific emission 
target if its average specific emissions (taking into 
account all the relevant modalities as described above) 
are lower than the target.

From 2020, the following formula for calculating the 
specific emissions target will apply for passenger cars 
(3) and for vans (4):

Derogations

For passenger cars, manufacturers selling fewer than 
10 000	vehicles	per	year	can	apply	for	a	small-volume	
derogation. In this case, a specific emission target 
can be granted consistent with the manufacturer's 
economic and technological potential to reduce specific 
CO2 emissions. 

Niche derogations are provided for manufacturers 
responsible	for	between	10 000	and	300 000	new	car	
registrations. In this case, a special target is established, 
corresponding	to	a	25 %	reduction	from	the	average	
specific emissions of that manufacturer in 2007 for the 
period	2012-2019	and	a	45 %	reduction	from	the	2007	
level as of 2020. 

A manufacturer who, together with all of its connected 
undertakings,	is	responsible	for	fewer	than	1 000	new	
registered cars may be exempt from meeting a specific 
emission target. 

Derogations and niche derogations are indicated in 
Annex 4.

Correction factor of NEDC values

Passenger	cars:	95 + a × (M – M0) 

Vans:	147 + a × (M – M0) 

where:

M is the average mass of the manufacturer's fleet 
in kilograms;

M0 is the reference mass (see above);

a is 0.0333.

where:

M is the average mass of the manufacturer's fleet 
in kilograms;

M0 is the reference mass (see above);

a is 0.096.

(3)

(4)

During the correlation phase, starting from the 
calendar year 2017 until 2020 inclusive, the average 
specific CO2 emissions of a manufacturer shall be 
calculated using the NEDC CO2 values determined 
on the basis of either physical measurement or the 
correlated WLTP values. For a WLTP interpolation family 
two parameters are defined in this respect:

•  deviation factor, De: it is the relative difference 
between the result of a random physical test to 
be performed by a selection of vehicles and the 
manufacturer declared value;

•  verification factor, Vf: When performing physical 

tests the correctness of the correlation input data 
should be verified. If one of them is incorrect: 
a verification factor of 1 is recorded in the type 
approval certificate.

43

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 1

Table A1.1  

Summary of the modalities applying to the calculation of car manufacturer performance 
for the	period	2019-2024	(not	applicable	for	vans)

Modality

Phase-in	(%)

Super‑credits for vehicle 
emitting less than 
50 gCO2/km

Vehicles

Passenger cars

Passenger cars

2019

100

1

2020

95

2

2021

100

1.67

2022

100

1.33

2023-2024

100

1

When for one or more WLTP interpolation families 
the deviation factor exceeds the value 0.04, or in the 
presence of a verification factor '1', the average specific 
NEDC CO2 emissions of the manufacturer concerned 
shall be multiplied by the following correction factor: 

correction factor = 1 +

∑N

i =1 Dei * ri

∑N

i =1	δi * ri

Excess emission premiums

If a manufacturer's or a pool's average specific 
CO2 emissions	exceed	the	specific	emission	target,	
the manufacturer will be required to pay an excess 
emission premium. This premium is calculated by 
multiplying the following three elements:

• 

• 

the distance to the emission target in a given year 
(in gCO2/km), i.e. the excess emissions;

the number of vehicles registered by the 
manufacturer during that year;

 is the deviation factor for a WLTP interpolation 
family;

• 

the premium level, 

From 2019 on, the premium level amounts to 
EUR 95 from	the	first	g/km	of	exceedance	onwards.

 is the number of annual registrations of 
vehicles belonging to the respective WLTP 
interpolation family i concerned;

 is equal to 0 if Dei is missing and equal to 
1 otherwise;

 is the number of WLTP interpolation families 
for which a manufacturer is responsible.

Where:

Dei 

Ri 

δi  

N 

44

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 2  Car segments

Annex 2

Passenger cars can be classified by fuel and by segment 
based on their engine capacity, as follows:

•  Mini:	< 0.8 l	(800 cm3)

•  Small:	0.8-1.4 l	(800-1 400 cm3)

•  Medium:	1.4-2.0 l	(1 400-2 000 cm3)

•  Large:	> 2.0 l	(2 000cm3)

The data presented in rest of this Annex will adhere 
to these	classifications.	It	should	be	noted	that	mini	
cars recorded a very small market share that was 
negligible towards the end of the time series for both 
petrol and diesel cars.

The market share of conventional petrol cars is shown 
in Figure A2.1. Small cars constitute most of the sales, 
followed by medium‑sized cars. Large cars constitute 
only	a	minor	share,	in	the	order	of	4 %.	Over	the	period	
2010‑2015, small cars have significantly strengthened 
their	share:	whereas	in	2010	they	represented	68 %	
of the market, in 2015 they increased their share by 
9 percentage	points,	constituting	77 %	of	all	petrol	cars.	
In the last 3 years, however, the percentage of small 
cars	has	significantly	decreased	to	the	2010	level	(67 %)	
in favour of medium and large cars.

As for diesel cars (Figure A2.2), the highest share of the 
market belongs to medium cars. Small and large cars 
hold minor shares. The trend observed in recent years 
is that the share of mid‑range cars has grown mainly at 
the expense of small size cars.

Figure A2.1  Market share per segment for petrol passenger cars

Segment share (%)

100

90

80

70

60

50

40

30

20

10

0

4

28

3

28

3

27

2

24

2

22

2

21

3

21

3

23

68

69

71

73

76

77

76

74

4

30

67

2010

2011

2012

2013

2014

2015

2016

2017

2018

Petrol - small

Petrol - medium

Petrol - large

45

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 2

Figure A2.2  Market share per segment for diesel passenger cars

Segment share (%)

100

90

80

70

60

50

40

30

20

10

0

14

14

14

15

15

15

13

13

12

75

75

77

78

79

81

83

84

86

11

11

9

2010

2011

2012

7

2013

6

2014

4

2015

4

2016

3

2017

2

2018

Diesel - small

Diesel - medium

Diesel - large

As expected, larger cars generally had higher 
CO2 emissions	(Figure A2.3 and Figure A2.4). However, 
a decreasing trend in CO2 emissions is observed for all 
segments. The CO2 emissions reductions are highest 
for larger	cars	and	rather	marginal	for	smaller	ones.	

Remarkable is the difference in the CO2 emissions of 
the large size between petrol and diesel conventional 
cars. Specifically, Large‑petrol had extra emissions of 
up to 68 g/km compared to Large‑diesel. Though, their 
difference has fallen towards the end of the time series 
to 52.4 gCO2/km in 2017.

For diesel cars segment an increase of emissions is 
observed between 2018 and 2017from 0.2 gCO2/km  
for the small size car to almost 7 gCO2/km for the big 
ones. For conventional petrol cars, large saw a small 
reduction in CO2	emissions	of	around	2 gCO2/km,  
medium and small cars slightly increased their 
CO2 emissions	by	about	0.5 and	1.0	gCO2/km, 
respectively, in the last year.

The peculiar behaviour of mini‑petrol cars, which 
for several years had higher CO2 emissions than 
small‑petrol cars, is attributed to the fact that mini 
cars recorded a very small market share, which was 
negligible towards the end of the time series.

Almost all size categories have seen an increase in the 
mass of the car since 2010, except large‑diesel cars, for 
which	the	mass	had	reduced	by	about	10 kg	in	2018	
compared with 2010 ( Figure A2.5 and Figure A2.6). 
However, it should be noted that the changes in mass 
were generally quite mild (from 40 kg to 100kg for the 
period 2010‑2018), with the most intense occurring in 
the small segment, in which the mass of petrol cars 
increased	by	6 %	and	the	mass	of	diesel	cars	increased	
by	8.5 %	in	the	period	2010-2018.

Cars have become more powerful over the past 8 years, 
and this applies to all size classes and to both petrol and 
diesel engines (Figure A2.7 and Figure A2.8). The large 
petrol cars sold were much more powerful than the 
large diesel ones.

Regarding the other size categories (medium and 
small), petrol powertrains are slightly more powerful 
than the corresponding diesel ones. This is because in 
similar engine sizes, a petrol engine will have greater 
power than a diesel engine because it can run at higher 
rotational speeds and power is directly proportional to 
the speed. However, at lower speeds a diesel engine 
can produce higher torque than a petrol engine.

46

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 2

Figure A2.3 

Trends in CO2 emissions of petrol passenger cars per segment

Petrol CO2 emissions (g/km)

250

225

200

175

150

125

100

75

50

25

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

Figure A2.4 

Trends in CO2 emissions of diesel passenger cars per segment

Diesel average emissions (gCO2/km)

200

175

150

125

100

75

50

25

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

47

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 2

Figure A2.5 

Trends in mass of petrol passenger cars per segment

Mass (kg)

2 000

1 800

1 600

1 400

1 200

1 000

800

600

400

200

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

Figure A2.6 

Trends in mass of diesel passenger cars per segment

Mass (kg)

2 500

2 000

1 500

1 000

500

0

48

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 2

Figure A2.7 

Trends in engine power of petrol passenger cars per segment

Engine power (kW)

350

300

250

200

150

100

50

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

Figure A2.8 

Trends in engine power of diesel passenger cars per segment

Engine power (kW)

180

160

140

120

100

80

60

40

20

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

49

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 2

Figure A2.9 

Trends in engine capacity of petrol passenger cars per segment

Engine capacity (cm3)

4 000

3 500

3 000

2 500

2 000

1 500

1 000

500

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

Figure A2.10  Trends in engine capacity of diesel passenger cars per segment

Engine capacity (cm3)

3 000

2 500

2 000

1 500

1 000

500

0

50

2010

2011

2012

2013

2014

2015

2016

2017

2018

Large

Medium

Small

Mini

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 2

Regarding engine capacity, a small decreasing engine 
displacement trend was observed over the period for 
almost all segments (Figure A2.9 and Figure A2.10). 

Medium‑sized cars' capacity remained almost stable 
for both petrol and diesel powertrains over the period 
2010‑2018. In addition, their values ranged around the 
same	level,	just	above	1 700 cm3.

In the small cars category there was a significant 
downwards trend for both petrol and diesel 
powertrains. More specifically, petrol cars recorded 
an	overall	absolute	reduction	of	about	99 cm3 
(8 % in relative	terms)	and	diesel	cars	fell	about	
56 cm3 (4 %	in	relative	terms).	It	is	also	worth	
noting that the petrol powertrains of this category 
are generally smaller than the diesel ones, with 
an	average of	1 138 cm3 in 2017, while the diesel 
powertrains	were	about	1 265 cm3.

51

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 3

Annex 3  Country statistics

Table A3.1 

Registrations of new passenger cars by country (in thousands)

Country 

Austria

Belgium

Bulgaria

Croatia

Cyprus

Czechia

Denmark

Estonia

Finland

France

Germany

Greece

Hungary

Iceland

Ireland

Italy

Latvia

Lithuania

Luxembourg

Malta

Netherlands

Poland

Portugal

Romania

Slovakia

Slovenia

Spain

Sweden

2010

2011

2012

2013

2014

2015

2016

2017

2018

328

551

14

15

165

151

10

109

2 250

2 873

140

43

89

356

577

14

15

169

170

17

122

335

490

14

11

170

171

19

107

319

490

15

28

7

162

184

20

100

303

485

16

35

8

179

188

21

103

2 174

2 933

1 932

3 062

1 827

2 930

1 838

3 012

97

47

90

57

52

73

58

55

74

71

68

96

308

503

17

36

9

227

204

21

106

2 011

3 177

76

77

329

541

20

45

12

214

221

23

115

2 167

3 316

79

95

353

548

26

48

13

221

220

26

114

2 256

3 377

88

107

123

146

129

340

545

28

60

13

236

214

26

116

2 309

3 343

103

127

18

126

1 954

1 745

1 402

1 304

1 351

1 573

1 823

1 965

1 905

6

7

50

4

480

219

223

94

65

60

976

277

10

12

50

6

554

275

154

82

69

55

810

289

10

12

49

6

500

274

96

66

70

50

704

263

10

12

46

6

416

288

105

57

66

51

732

252

12

14

49

6

384

304

142

70

74

54

895

297

14

17

46

7

438

354

179

81

78

53

15

20

49

7

378

417

207

95

89

53

15

25

52

8

412

430

222

107

97

60

15

32

52

8

411

508

225

126

98

63

1 076

1 185

1 286

1 379

338

364

369

343

United Kingdom

2 026

1 937

2 036

2 254

2 467

2 623

2 687

2 533

2 354

EU‑28 + Iceland

13 181

12 830

12 031

11 869

12 542

13 771

14 714

15 105

15 125

52

Monitoring CO2 emissions from passenger cars and vans in 2018Table A3.2 

Average mass of new passenger cars by country (kg)

Country

Austria

Belgium

Bulgaria

Croatia

Cyprus

Czechia

Denmark

Estonia

Finland

France

Germany

Greece

Hungary

Iceland

Ireland

Italy

Latvia

Lithuania

Luxembourg

Malta

Netherlands

Poland

Portugal

Romania

Slovakia

Slovenia

Spain

Sweden

United Kingdom

EU‑28 + Iceland

2010

1 409

1 406

1 454

1 388

1 380

1 335

1 473

1 426

1 326

1 433

1 252

1 370

1 380

1 269

1 522

1 481

1 473

1 200

1 254

1 317

1 333

1 281

1 386

1 332

1 399

1 497

1 384

1 364

2011

1 442

1 416

1 462

1 377

1 368

1 312

1 502

1 452

1 343

1 460

1 231

1 396

1 378

1 306

1 543

1 498

1 519

1 216

1 249

1 378

1 354

1 325

1 418

1 355

1 413

1 510

1 410

1 388

2012

1 453

1 439

1 485

1 370

1 368

1 248

1 514

1 455

1 385

1 466

1 242

1 390

1 420

1 311

1 563

1 497

1 528

1 465

1 266

1 383

1 361

1 381

1 421

1 358

1 410

1 522

1 398

1 402

2013

1 448

1 421

1 475

1 309

1 367

1 370

1 227

1 508

1 445

1 350

1 448

1 243

1 401

1 397

1 314

1 552

1 486

1 505

1 212

1 288

1 376

1 350

1 365

1 410

1 344

1 396

1 520

1 394

1 390

2014

1 446

1 415

1 424

1 307

1 391

1 364

1 216

1 474

1 440

1 310

1 443

1 240

1 398

1 410

1 307

1 519

1 435

1 488

1 199

1 285

1 356

1 345

1 347

1 410

1 333

1 355

1 513

1 381

1 375

2015

1 459

1 418

1 408

1 326

1 395

1 374

1 227

1 456

1 421

1 315

1 447

1 250

1 394

1 393

1 305

1 491

1 423

1 495

1 206

1 323

1 383

1 343

1 333

1 420

1 335

1 357

1 526

1 393

1 380

2016

1 467

1 413

1 402

1 336

1 408

1 352

1 261

1 463

1 422

1 322

1 453

1 250

1 369

1 385

1 307

1 438

1 412

1 497

1 216

1 300

1 393

1 339

1 341

1 426

1 361

1 363

1 515

1 411

1 385

2017

1 431

1 419

1 410

1 333

1 417

1 385

1 274

1 464

1 434

1 323

1 454

1 242

1 370

1 378

1 312

1 474

1 406

1 503

1 213

1 284

1 409

1 344

1 351

1 434

1 379

1 366

1 540

1 424

1 388

Annex 3

2018

1 431

1 410

1 415

1 330

1 431

1 380

1 321

1 465

1 433

1 315

1 455

1 244

1 380

1 523

1 394

1 326

1 465

1 378

1 516

1 231

1 320

1 394

1 351

1 342

1 407

1 357

1 363

1 552

1 429

1 390

53

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 3

Table A3.3 

Average CO2 emissions from new passenger cars by country (gCO2/km)

Country

Austria

Belgium

Bulgaria

Croatia

Cyprus

Czechia

Denmark

Estonia

Finland

France

Germany

Greece

Hungary

Iceland

Ireland

Italy

Latvia

Lithuania

Luxembourg

Malta

Netherlands

Poland

Portugal

Romania

Slovakia

Slovenia

Spain

Sweden

United Kingdom

EU‑28 + Iceland

2010

144.0

133.4

158.9

155.8

148.9

126.6

162.0

149.0

130.5

151.1

143.7

147.4

133.2

132.7

162.0

150.9

146.0

131.2

135.8

146.2

127.2

148.5

149.0

144.4

137.9

151.3

144.2

140.3

2011

138.7

127.2

151.4

149.9

144.5

125.0

156.9

144.0

127.7

145.6

132.7

141.6

128.3

129.6

154.4

144.4

142.2

124.7

126.1

144.5

122.8

140.7

144.9

139.7

133.8

141.8

138.0

135.7

2012

135.7

128.0

149.2

144.3

140.8

117.0

150.3

139.1

124.4

141.6

121.1

140.8

125.1

126.2

152.0

144.2

137.0

121.5

118.6

141.3

117.6

139.0

141.0

133.4

128.7

135.9

132.9

132.2

2013

131.6

124.0

141.7

127.1

139.2

134.6

112.7

147.0

131.8

117.4

136.1

111.9

134.4

120.7

121.1

147.1

139.8

133.4

118.7

109.1

138.1

112.2

132.1

135.1

125.6

122.4

133.2

128.3

126.7

2014

128.5

121.3

135.9

115.8

129.8

131.6

110.2

140.9

127.4

114.2

132.5

108.2

133.0

117.1

118.1

140.4

135.8

129.9

115.3

107.3

132.9

108.8

128.2

131.7

121.3

118.6

131.0

124.6

123.4

2015

123.7

117.9

130.3

112.8

125.7

126.3

106.2

137.2

123.0

111.0

128.3

106.4

129.6

114.1

115.2

137.1

130.0

127.5

113.3

101.2

129.3

105.7

125.0

127.6

119.2

115.3

126.3

121.3

119.5

2016

120.4

115.9

125.8

111.5

123.5

121.2

106.0

133.9

120.0

109.8

126.9

106.3

125.9

112.0

113.3

128.9

126.2

126.1

111.8

105.9

125.8

104.7

122.0

124.8

119.0

114.4

123.1

120.1

118.1

2017

120.7

115.9

126.2

113.1

122.2

124.1

107.1

132.8

118.2

110.4

127.2

108.8

125.6

111.6

113.3

128.8

127.4

127.0

111.0

108.3

127.6

104.7

120.6

126.1

119.6

115.0

122.3

121.1

118.5

2018

123.0

119.4

126.7

115.3

123.4

126.0

109.6

132.4

116.7

112.2

129.5

111.4

127.9

116.8

113.3

115.9

128.8

128.6

131.4

107.7

105.5

129.8

106.1

121.5

127.6

120.9

118.1

122.2

124.6

120.8

54

Monitoring CO2 emissions from passenger cars and vans in 2018Table A3.4  New van registrations by country

Annex 3

2012

2013

2014

2015

2016

2017

2018

Country

Austria

Belgium

Bulgaria

Croatia

Cyprus

Czechia

Denmark

Estonia

Finland

France

Germany

Greece

Hungary

Iceland

Ireland

Italy

Latvia

Lithuania

Luxembourg

Malta

Netherlands

Poland

Portugal

Romania

Slovakia

Slovenia

Spain

Sweden

26

53

8

1

10

11

2

10

227

195

2

8

6

106

2

1

3

0

47

30

13

8

5

5

65

21

27

51

7

1

10

17

3

10

300

199

3

10

10

92

2

2

3

0

49

34

17

6

5

6

70

20

30

52

8

4

1

12

25

3

10

348

212

5

15

16

107

2

2

3

0

46

61

24

8

5

5

90

26

31

59

9

6

1

13

29

4

10

309

224

5

15

22

117

2

2

3

1

49

47

27

9

7

6

76

28

United Kingdom

EU‑28 + Iceland

232

1 098

262

1 214

307

1 425

351

1 465

34

65

9

7

2

11

34

4

12

283

245

6

19

26

167

2

3

4

1

63

47

29

10

7

7

113

30

350

38

73

9

5

2

14

34

4

14

303

243

6

16

23

159

2

3

4

1

63

41

31

12

7

9

121

44

328

40

71

11

6

2

17

32

5

14

319

254

7

20

2

23

147

2

3

4

1

67

59

34

11

8

10

110

45

327

1 587

1 608

1 650

55

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 3

Table A3.5 

Average mass of new vans by country (kg)

2012

1 856

1 842

1 578

1 605

1 827

1 854

1 821

1 922

1 804

2 034

1 634

1 828

1 762

1 713

1 770

1 891

1 902

1 507

1 777

1 778

1 579

1 806

1 986

1 860

1 764

1 724

1 815

1 834

2013

1 860

1 861

1 592

1 734

1 835

1 793

1 831

1 910

1 601

1 911

1 624

1 845

1 785

1 707

1 750

1 856

1 857

1 518

1 774

1 796

1 583

1 766

1 995

1 849

1 734

1 760

1 827

1 764

2014

1 900

1 883

1 545

1 668

1 674

1 942

1 736

1 831

1 936

1 625

1 913

1 598

1 843

1 778

1 674

1 728

1 830

1 845

1 520

1 778

1 779

1 581

1 781

2 026

1 877

1 672

1 811

1 838

1 764

2015

1 905

1 875

1 526

1 646

1 661

1 890

1 731

1 724

1 952

1 674

1 908

1 602

1 884

1 820

1 626

1 747

1 814

1 817

1 602

1 785

1 834

1 570

1 791

2 006

1 853

1 659

1 775

1 848

1 781

2016

1 928

1 861

1 553

1 708

1 665

1 959

1 777

1 741

1 917

1 761

1 946

1 690

1 850

1 799

1 631

1 728

1 896

1 830

1 598

1 763

1 872

1 615

1 832

2 045

1 873

1 680

1 763

1 879

1 810

2017

1 934

1 876

1 567

1 805

1 550

1 982

1 830

1 792

1 959

1 763

1 922

1 719

1 876

1 798

1 652

1 763

1 889

1 834

1 584

1 803

1 911

1 647

1 827

2 045

1 927

1 687

1 827

1 901

1 821

2018

1 928

1 849

1 549

1 750

1 590

1 960

1 860

1 831

1 981

1 781

1 984

1 750

1 908

1 784

1 814

1 675

1 830

1 912

1 861

1 650

1 821

1 969

1 658

1 795

1 983

1 963

1 619

1 864

1 942

1 846

Country

Austria

Belgium

Bulgaria

Croatia

Cyprus

Czechia

Denmark

Estonia

Finland

France

Germany

Greece

Hungary

Iceland

Ireland

Italy

Latvia

Lithuania

Luxembourg

Malta

Netherlands

Poland

Portugal

Romania

Slovak Republic

Slovenia

Spain

Sweden

United Kingdom

EU‑28 + Iceland

56

Monitoring CO2 emissions from passenger cars and vans in 2018Table A3.6 

Average CO2 emissions of new vans by country (kg)

Country

Austria

Belgium

Bulgaria

Croatia

Cyprus

Czechia

Denmark

Estonia

Finland

France

Germany

Greece

Hungary

Iceland

Ireland

Italy

Latvia

Lithuania

Luxembourg

Malta

Netherlands

Poland

Portugal

Romania

Slovak Republic

Slovenia

Spain

Sweden

United Kingdom

EU‑28 + Iceland

2012

 186.6 

 185.8 

 160.8 

 151.5 

 196.0 

 178.1 

 184.4 

 193.5 

 170.2 

 195.5 

 170.3 

 184.0 

 175.6 

 168.2 

 176.9 

 190.8 

 188.3 

 147.5 

 177.5 

 179.6 

 154.2 

 183.1 

 200.8 

 191.2 

 167.4 

 165.8 

 186.3 

180.2

2013

 185.8 

 182.8 

 156.3 

 170.6 

 189.1 

 166.8 

 182.0 

 182.0 

 152.8 

 192.9 

 161.3 

 181.9 

 177.2 

 163.5 

 171.6 

 180.3 

 179.2 

 150.5 

 173.4 

 176.4 

 150.9 

 171.8 

 196.3 

 188.0 

 162.9 

 167.1 

 185.2 

173.3

2014

 183.6 

 179.4 

 149.2 

 158.8 

 158.1 

 191.2 

 155.0 

 178.1 

 179.7 

 151.6 

 190.1 

 157.0 

 177.7 

 168.7 

 157.0 

 167.4 

 176.3 

 178.8 

 145.4 

 167.4 

 168.5 

 144.8 

 171.9 

 193.2 

 185.1 

 156.1 

 170.4 

 181.0 

169.1

2015

 178.3 

 175.8 

 144.0 

 154.3 

 143.2 

 183.0 

 151.1 

 165.1 

 174.7 

 154.7 

 186.3 

 156.0 

 177.0 

 169.3 

 153.2 

 165.3 

 169.2 

 172.8 

 153.6 

 163.3 

 177.2 

 141.7 

 170.3 

 186.8 

 174.9 

 154.6 

 163.0 

 177.9 

168.3

2016

 171.6 

 169.2 

 141.1 

 150.1 

 144.1 

 183.2 

 151.7 

 161.9 

 167.0 

 158.9 

 178.7 

 155.2 

 168.0 

 163.5 

 145.0 

 156.6 

 168.8 

 167.8 

 146.9 

 155.5 

 171.3 

 140.1 

 170.1 

 185.6 

 168.2 

 148.0 

 155.2 

 172.9 

163.7

2017

 164.9 

 160.6 

 134.7 

 142.2 

 133.4 

 173.0 

 149.5 

 155.9 

 161.5 

 150.9 

 169.2 

 152.3 

 163.1 

 156.2 

 141.8 

 153.9 

 160.1 

 158.8 

 135.6 

 152.5 

 163.1 

 132.1 

 158.0 

 170.1 

 161.4 

 142.4 

 155.7 

 163.4 

156.1

Annex 3

2018

 166.4 

 160.9 

 134.3 

 142.3 

 135.1 

 169.0 

 151.8 

 159.0 

 163.7 

 151.4 

 173.0 

 154.3 

 164.1 

 151.4 

 155.9 

 144.4 

 164.3 

 164.9 

 161.0 

 141.8 

 154.1 

 168.5 

 132.4 

 152.1 

 169.5 

 165.2 

 137.3 

 158.7 

 165.5 

157.9

57

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 4

Annex 4 

 Manufacturers' CO2 emission 
performance

Table A4.1 

CO2 emission performance of car manufacturers in 2018

MANUFACTURER

Pools and 
derogations

Number of 
registrations

Average 
CO2 
emissions

Specific 
emission 
target

Difference 
between 
average CO2 
emissions 
and specific 
emission 
target

‑7.942

‑17.081

20.204

‑34.820

‑10.527

16.611

51.876

‑13.151

‑17.250

57.063

100

155.900

78 696

127.881

135.823

663

1 533

200.919

218.000

139.738

119.534

1

242.000

2 096

262.180

297.000

675 059

127.279

137.806

4 519

146.996

130.385

13 361

195.848

143.972

626 462

982 942

108.035

121.186

106.936

124.186

3 874

181.385

124.322

3

2 859

415

0.000

271.047

286.000

‑14.953

0.000

963 438

125.035

138.886

14 599

189.521

145.561

‑13.851

43.960

218.452

516.000

160.966

355.034

42

19

120

2

138.367

96.500

126.874

162 851

142.728

139.162

615

118.081

139.878

381 173

118.433

119.753

5

176.000

‑30.374

3.566

‑21.797

‑1.320

929 187

133.376

139.540

‑6.164

3

18

6

995

446

220.667

211.556

178.000

156.198

151.471

2 899

281.353

289.000

‑7.647

ADIDOR VOITURES SAS

ALFA ROMEO SPA

ALPINA BURKARD BOVENSIEPEN GMBH E CO KG

SOCIETE DES AUTOMOBILES ALPINE

ANHUI JIANGHUAI AUTOMOBILE

ASTON MARTIN LAGONDA LTD

AUDI AG

AUDI HUNGARIA MOTOR KFT

AUDI SPORT GMBH

AUTOMOBILES CITROEN

AUTOMOBILES PEUGEOT

AVTOVAZ JSC

BEE BEE AUTOMOTIVE

BENTLEY	MOTORS	LTD

BLUECAR SAS

BAYERISCHE	MOTOREN	WERKE	AG

BMW M GMBH

BEIJING BORGWARD AUTOMOTIVE CO LTD

BUGATTI AUTOMOBILES SAS

CATERHAM CARS LIMITED

CHEVROLET ITALIA SPA

FCA US LLC

CNG‑TECHNIK GMBH

AUTOMOBILE DACIA SA

DAIHATSU MOTOR CO LTD

DAIMLER AG

FABBRICA DALLARA SRL

DFSK MOTOR CO LTD

DONKERVOORT AUTOMOBIELEN BV

DR AUTOMOBILES SRL

DR	MOTOR	COMPANY	SRL

FERRARI SPA

DMD

P3

D

P10

DMD

D

P14

P14

P14

P9

P9

P10

DMD

D

DMD

P1

P1

DMD

P14

DMD

P3

P4

P10

DMD

P2

DMD

DMD

DMD

DMD

DMD

D

58

Monitoring CO2 emissions from passenger cars and vans in 2018 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Table A4.1 

CO2 emission performance of car manufacturers in 2018 (cont.)

MANUFACTURER

Pools and 
derogations

Number of 
registrations

Average 
CO2 
emissions

Specific 
emission 
target

FCA	ITALY	SPA

FORD INDIA PRIVATE LIMITED

FORD	MOTOR	COMPANY	OF	AUSTRALIA	LIMITED

FORD	MOTOR	COMPANY

FORD‑WERKE GMBH

GENERAL MOTORS HOLDINGS LLC

P3

P4

P4

P4

P4

D

GREAT	WALL	MOTOR	COMPANY	LIMITED

DMD

HONDA AUTOMOBILE CHINA CO LTD

HONDA MOTOR CO LTD

HONDA AUTOMOBILE THAILAND CO LTD

HONDA	TURKIYE	AS

HONDA OF THE UK MANUFACTURING LTD

HYUNDAI	MOTOR	COMPANY

HYUNDAI	ASSAN	OTOMOTIV	SANAYI	VE	TICARET	AS

HYUNDAI	MOTOR	MANUFACTURING	CZECH	SRO

HYUNDAI	MOTOR	EUROPE	GMBH

ITALDESIGN GIUGIARO SPA

JAGUAR LAND ROVER LIMITED

KIA MOTORS CORPORATION

KIA MOTORS SLOVAKIA SRO

KOENIGSEGG AUTOMOTIVE AB

KTM-SPORTMOTORCYCLE	AG

LADA AUTOMOBILE GMBH

AUTOMOBILI LAMBORGHINI SPA

LONDON	EV	COMPANY

LOTUS CARS LIMITED

P5

P5

P5

P5

P5

P6

P6

P6

P6

DMD

P12/ND

P7

P7

DMD

DMD

DMD

D

DMD

D

710 420

119.853

120.352

37 257

115.107

116.081

1

228.000

170.426

25 430

164.667

139.677

926 639

126.733

131.212

2 728

257.338

267.000

19

6

197.895

124.333

125.541

87 718

122.757

125.427

12

497

125.417

127.030

130.599

128.854

42 967

134.341

135.040

145 300

161 170

218 567

116.553

114.846

136.500

131.852

2 205

144.088

134.981

1

287.000

227 361

331 126

151 023

155.414

178.025

114.242

125.534

136.109

131.771

114.279

130.470

‑16.191

1

60

953

1 420

33

687

381.000

197.200

215.534

336.404

315.000

21.404

28.545

207.897

225.000

MAGYAR	SUZUKI	CORPORATION	LTD

P11/ND

85 918

124.668

123.114

MAHINDRA & MAHINDRA LTD

MARUTI SUZUKI INDIA LTD

MASERATI SPA

MAZDA MOTOR CORPORATION

MCLAREN AUTOMOTIVE LIMITED

MERCEDES‑AMG GMBH

MG MOTOR UK LIMITED

MICRO‑VETT SRL

MITSUBISHI MOTORS CORPORATION MMC

MITSUBISHI MOTORS EUROPE BV MME

MITSUBISHI MOTORS THAILAND CO LTD MMTH

D

1 043

158.123

171.000

P11/ND

14 025

104.549

123.114

D

P13

D

P2

D

DMD

P8

P8

P8

7 192

218.326

239.000

224 027

134.325

127.493

986

3 382

8 974

1

251.133

265.000

252.533

144.178

133.461

146.000

0.000

93 803

128.699

139.756

‑11.057

1 823

134.607

135.209

34 410

99.856

108.864

MORGAN TECHNOLOGIES LTD

DMD

427

194.419

NISSAN INTERNATIONAL SA

NOBLE AUTOMOTIVE LTD

478 323

115.098

128.971

D

3

336.333

338.000

Annex 4

Difference 
between 
average CO2 
emissions 
and specific 
emission 
target

‑0.499

‑0.974

57.574

24.990

‑4.479

‑9.662

‑1.208

‑2.670

‑1.613

1.745

‑0.699

1.707

4.648

9.107

‑22.611

‑11.292

4.338

‑17.103

1.554

‑12.877

‑18.565

‑20.674

6.832

‑13.867

108.355

‑12.539

‑0.602

‑9.008

‑13.873

‑1.667

59

Monitoring CO2 emissions from passenger cars and vans in 2018 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 4

Table A4.1 

CO2 emission performance of car manufacturers in 2018 (cont.)

MANUFACTURER

Pools and 
derogations

Number of 
registrations

Average 
CO2 
emissions

Specific 
emission 
target

Difference 
between 
average CO2 
emissions 
and specific 
emission 
target

ADAM OPEL GMBH

OPEL AUTOMOBILE GMBH

PAGANI AUTOMOBILI SPA

PGO AUTOMOBILES

DR ING HCF PORSCHE AG

PSA AUTOMOBILES SA

RENAULT SAS

RENAULT TRUCKS

ROLLS-ROYCE	MOTOR	CARS	LTD

SEAT SA

SECMA SAS

SKODA AUTO AS

SSANGYONG	MOTOR	COMPANY

SUBARU CORPORATION

SUZUKI MOTOR CORPORATION

SUZUKI MOTOR THAILAND CO LTD

TECNO MECCANICA IMOLA SPA

TESLA MOTORS LTD

TOYOTA	MOTOR	EUROPE	NV	SA

VOLKSWAGEN AG

VOLVO CAR CORPORATION

P9

P9

DMD

DMD

P14

P9

P10

DMD

P1

P14

DMD

P14

ND

ND

P11/ND

P11/ND

DMD

28 237

122.002

127.636

834 250

125.586

126.234

‑5.634

‑0.648

2

9

343.000

169.000

63 874

46 177

181.861

151.160

120.427

136.121

1 247 559

110.494

126.419

30.701

‑15.694

‑15.925

96

606

182.188

327.853

183.842

144.011

436 731

117.468

124.569

‑7.101

43

133.233

688 387

117.110

126.884

14 372

32 371

164.017

167.573

160.843

164.616

120 434

109.573

123.114

17 534

98.545

123.114

‑9.774

‑3.556

‑3.773

‑13.541

‑24.569

2

19 017

0.000

0.000

172.939

‑172.939

P13

P14

734 897

102.128

127.686

1 666 765

119.790

130.806

288 764

132.233

146.765

‑25.558

‑11.016

‑14.532

Note: 

The number of registrations represents the number of vehicles having both a mass and an emission value.

'D' indicates that a derogation as a small‑volume manufacturer has been granted through a Commission implementing decision.

'DMD' means that a de minimis derogation applies, i.e. it concerns a manufacturer which, together with all its connected undertakings, 
was	responsible	for	fewer	than	1 000	new	registered	vehicles	in	2018	and	had	not	been	granted	a	derogation	from	the	targets.	

'ND' indicates that a derogation for niche manufacturers has been granted through a Commission implementing decision.

'P' indicates that the manufacturer is member of a pool.

60

Monitoring CO2 emissions from passenger cars and vans in 2018 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Table A4.2 

CO2 emission performance of light commercial vehicle manufacturers in 2018

MANUFACTURER

Pools and 
Derogations

Number of 
registrations

Average CO2

ALFA ROMEO SPA

ALKE SRL

JIANGSU	AOXIN	NEW	ENERGY	
AUTOMOBILE CO LTD

AUDI AG

AUDI SPORT GMBH

AUTOMOBILES CITROEN

AUTOMOBILES PEUGEOT

AVTOVAZ JSC

BEE BEE AUTOMOTIVE

BLUECAR SAS

BAYERISCHE	MOTOREN	WERKE	AG

BMW M GMBH

FCA US LLC

CNG‑TECHNIK GMBH

AUTOMOBILE DACIA SA

DAIMLER AG

DFSK MOTOR CO LTD

ESAGONO ENERGIA SRL

FCA	ITALY	SPA

FORD	MOTOR	COMPANY	OF	AUSTRALIA	
LIMITED

FORD	MOTOR	COMPANY

FORD‑WERKE GMBH

MITSUBISHI FUSO TRUCK & BUS 
CORPORATION

GENERAL MOTORS HOLDINGS LLC 

GONOW AUTO CO LTD

GOUPIL INDUSTRIE SA

GREAT	WALL	MOTOR	COMPANY	LIMITED

HONDA MOTOR CO LTD

HYUNDAI	MOTOR	COMPANY

HYUNDAI	ASSAN	OTOMOTIV	SANAYI	VE

HYUNDAI	MOTOR	MANUFACTURING	
CZECH SRO

ISUZU MOTORS LIMITED

IVECO SPA

JAGUAR LAND ROVER LIMITED

KIA MOTORS CORPORATION

KIA MOTORS SLOVAKIA SRO

LADA AUTOMOBILE GMBH

MAGYAR	SUZUKI	CORPORATION	LTD

MAHINDRA & MAHINDRA LTD

MAN TRUCK & BUS AG

MAZDA MOTOR CORPORATION

DMD

DMD

P8

P8

P10

P10

P7

DMD

DMD

DMD

DMD

P2

P3

P7

P1

DMD

DMD

P2

P3

P3

P3

P1

P4

DMD

DMD

DMD

DMD

P9

P9

P9

P5

P5

DMD

DMD

DMD

P8

DMD

3

34

3

1237

4

156785

176718

326

1

5

142

163

4

5

30544

152530

505

23

143455

44561

308

250171

564

364

12

477

193

13

2061

30

48

12572

20117

1610

1076

316

5

2

206

4999

60

122.667

0.000

0.000

132.193

192.000

132.161

134.975

216.890

0.000

0.000

161.000

167.742

147.250

141.800

119.307

187.662

182.531

0.000

149.882

216.090

208.519

161.564

243.333

176.225

160.167

0.000

243.202

133.154

212.560

112.800

111.229

195.424

203.975

188.3

122.808

122.801

214.200

111.000

207.782

200.974

142.800

Specific 
emission 
target

161.013

112.713

119.690

168.862

158.130

163.131

166.591

130.110

80.940

133.950

190.512

202.895

167.104

170.164

128.859

210.858

127.856

122.762

167.143

222.512

214.978

195.058

205.022

186.008

175.000

112.115

189.000

144.602

224.326

103.694

142.248

202.724

236.145

227.007

147.239

140.712

127.031

151.123

187.336

216.105

150.995

Annex 4

Distance to 
target

‑38.346

‑112.713

‑119.690

‑36.669

33.870

‑30.970

‑31.616

86.780

‑80.940

‑133.950

‑29.512

‑35.153

‑19.854

‑28.364

‑9.552

‑23.196

54.675

‑122.762

‑17.261

‑6.422

‑6.459

‑33.494

38.311

‑9.783

‑14.833

‑112.115

54.202

‑11.448

‑11.766

9.106

‑31.019

‑7.300

‑32.170

‑38.707

‑24.431

‑17.911

87.169

‑40.123

20.446

‑15.131

‑8.195

61

Monitoring CO2 emissions from passenger cars and vans in 2018Annex 4

Table A4.2 

CO2 emission performance of light commercial vehicle manufacturers in 2018 (cont.)

MANUFACTURER

Pools and 
Derogations

Number of 
registrations

Average CO2

MFTBC

MITSUBISHI MOTORS CORPORATION 
MMC

MITSUBISHI MOTORS EUROPE BV MME

MITSUBISHI MOTORS THAILAND CO LTD 
MMTH

NISSAN INTERNATIONAL SA

ADAM OPEL GMBH

OPEL AUTOMOBILE GMBH

PIAGGIO & C SPA

DR ING HCF PORSCHE AG

PSA AUTOMOBILES SA

RENAULT SAS

RENAULT TRUCKS

ROMANITAL SRL

SAIC MAXUS AUTOMOTIVE CO LTD

SEAT SA

SKODA AUTO AS

SSANGYONG	MOTOR	COMPANY

STREETSCOOTER GMBH

SUBARU CORPORATION

SUZUKI MOTOR CORPORATION

TOYOTA	MOTOR	EUROPE	NV	SA

UAZ

UNIVERS VE HELEM

VOLKSWAGEN AG

VOLVO CAR CORPORATION

P1

P6/D

P6/D

P6/D

P10

D

P8

P10

P7

DMD

DMD

P8

P8

D

DMD

DMD

DMD

DMD

DMD

P8

DMD

103

423

2

15645

50758

16896

63580

3528

35

8675

232645

8439

56

171

172

3924

1088

14

28

9

40369

1

10

202567

394

238.379

176.934

167.500

187.475

162.292

142.775

168.492

150.196

179.886

112.147

149.397

208.896

155.000

246.988

107.256

112.210

202.024

0.000

156.714

131.000

166.188

287.000

0.000

164.161

118.863

Specific 
emission 
target

240.914

190.000

190.000

190.000

187.344

151.125

184.659

155.000

188.421

143.579

172.710

227.108

127.830

213.340

120.823

128.062

210.000

158.489

160.432

111.474

189.642

203.235

109.491

188.448

166.034

Distance to 
target

‑2.535

‑13.066

‑22.500

‑2.525

‑25.052

‑8.350

‑16.167

‑4.804

‑8.535

‑31.432

‑23.313

‑18.212

27.170

33.648

‑13.567

‑15.852

‑7.976

‑158.489

‑3.718

19.526

‑23.454

83.765

‑109.491

‑24.287

‑47.171

Notes: 

'D' indicates that a derogation for small‑volume manufacturers has been granted in accordance with the Commission implementing 
decision.

'DMD' means that a de minimis derogation applies, i.e. a manufacturer which, together with all its connected undertakings, was 
responsible	for	fewer	than	1 000	new	registered	vehicles	in	2018.	

'ND' indicates that a derogation for niche manufacturers has been granted in accordance with the Commission implementing decision.

'P' indicates that the manufacturer is member of a pool.

62

Monitoring CO2 emissions from passenger cars and vans in 2018 
 
 
European Environment Agency

Monitoring CO2 emissions from passenger cars and vans in 2018

2020 — 62 pp. — 21 x 29.7 cm

ISBN 978‑92‑9480‑222‑4
doi:10.2800/19757

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