1 Executive Summary

The 2013 edition of European Vehicle Market Statistics offers a statistical portrait of passenger car and light commercial vehicle fleets in the European Union from 2001 to 2012. As in previous editions, the emphasis is on vehicle technologies, fuel consumption, and emissions of greenhouse gases and other air pollutants.

The following pages give a concise overview of subsequent chapters, which then focus more closely on the Member States, manufacturers’ brands, and vehicle segments with the highest number of vehicle registrations. More comprehensive tables are included in the annex, along with information on sources.

Number of vehicles

New passenger car registrations continued on the generally downward path started in 2007; since that year they have fallen from 15.6 million to 12.0 million, a decline of 23%. The trend reflects the close relationship between vehicle sales and the economic climate. Accordingly, it is most pronounced in southern Europe, where vehicle sales have decreased by 60% in Spain and 45% in Italy since 2007. On the other hand, in Germany the number of vehicles sold in 2012 was about the same as in 2007. A brief sales spike in 2009 did interrupt the overall downward trend of the past five years, but this is attributable to economic stimulus programs (scrappage schemes) established by many national governments at that time, which encouraged citizens to buy new cars, rather than any structural change in the market.

Fig. 1-1 Passenger cars: Registrations by Member State

The European market remains centered on a handful of countries. Some 75% of all new passenger car registrations occur in the five largest markets (Germany, France, United Kingdom, Italy, and Spain). But from the point of view of makes and manufacturers, the market is much more diverse: the top seven brands capture only about 50% of the market.

Internationally, total vehicle sales were at about 77 million in 2012, a 6% increase from 2011. This includes about 50 million cars and 27 million commercial vehicles. The top three markets are China (19 million vehicles sold in 2012), the U.S. (15 million), and the EU (14 million). Of the top 15 markets, the fastest growing in 2012 were Thailand (+80% from 2011 to 2012), Japan (+28%), Indonesia (+25%), and the U.S. (+13%). Since 2007, vehicle sales have about doubled in China, India, Thailand, and Indonesia. At the same time, vehicle markets in the EU, North America, and Japan remained constant or decreased within the same time period.

Fuel consumption and CO2 emissions

The EU legislation setting binding targets for carbon dioxide (CO2) emissions from passenger cars, introduced in 2009, has shown itself to be effective. The annual CO2 reduction rate for new cars on the market has increased from about 1% prior to 2008 to about 4% since then. In 2012, the average emission level was 132 g/km – very close to the 130 g/km target established for 2015. CO2 emissions and fuel consumption are directly linked, so that the current level can be translated to about 5.3 liters/100 km and 5.2 liters/100 km for the 2015 target.

In 2012, the European Commission formally proposed an average CO2 emissions target for 2020 of 95 g/km, which translates into a fuel consumption of about 3.8 liters/100 km. Details of the proposal had been under discussion in the European Parliament and the European Council in the first half of 2013, with the European Parliament proposing some changes to the European Commission document, including a 2025 target range of 68–78 g/km of CO2. The final vote on the issue was scheduled for June 2013, but was delayed at the last minute and is now expected to take place later in 2013.

Under the EU regulation, CO2 emission targets for every manufacturer are adjusted for the average weight of their specific vehicles, so that manufacturers of heavier vehicles get a less stringent target to meet. This is why the reductions in CO2 emissions (and therefore fuel consumption) required between 2015 and 2020 are the same for every manufacturer: 27 percent. (The absolute reductions required differ because their starting points – the 2015 targets, which they have already reached – are different.) Because technology potential and costs typically scale across vehicle segments, this means that the stringency of that required reduction is also about the same for all manufacturers. Some manufacturers (in particular PSA and Toyota) are already over-complying with their 2015 targets and are moving toward the necessary improvements to meet the 2020 target.

The range of emissions-level performance exhibited by manufacturers is echoed in the variation across the EU Member States. Germany’s average emissions are among the highest, while France’s are among the lowest, though both countries have about the same gross domestic product. A key reason is differences in vehicle fleet characteristics: passenger cars sold in Germany are on average 11% heavier and 25% more powerful. The trend in the Netherlands is particularly noteworthy: average CO2 emissions from new cars have declined there by 28% since 2007, on average of nearly 6% per year, after a major revision of the car registration tax system.

Fig. 1-2 Average fuel consumption in the EU by vehicle manufacturer

2015 and 2020 targets calculated assuming no future change to 2012 vehicle weight. Data source: European Environmental Agency EEA (2013). Vehicle weight is ‘mass in running order’, i.e., the weight of an empty vehicle +75 kg.

http://www.theicct.org/blogs/staff/midsummer-nights-skullduggery

Technologies

The vast majority of Europe’s new cars remain powered by gasoline or diesel motors. Diesel cars account for 55% of all new registrations, gasoline cars for 42%; all other technologies – hybrids, electrics, and natural gas and ethanol-fueled vehicles – combine to make up the remaining 3%. This situation differs notably from other major car markets. The U.S., China, and Japan are all dominated by gasoline-powered cars, with diesels playing almost no role. One market of note that has embraced diesel technology, however, is India, where the diesel market share rose to about 50% in 2012.

Alternative powertrains mostly remain niche products for now. Hybrids account for about 1% of registrations in EU Member States; in the Netherlands, the clear front-runner, they make up 4.5% of total passenger car sales, and that anomalously high proportion can be attributed to generous financial incentives for low-emitting cars starting in 2007. Battery electric vehicles (BEV) make up about 0.2% of vehicle registrations in the EU, again with the Netherlands being the front-runner at about 0.8% in 2012. In the U.S. hybrid vehicles make up 5% of all new sales; in Japan, 20%.

Fig. 1-3 Passenger cars: Market share, gasoline hybrid-electric vehicles by Member State

Technical parameters

The average mass of new cars in the EU in 2012 was 1400 kg, which represents a return, after a brief hiatus, to the recent historical pattern of annual increases. The trend is concerning because of the relationship between vehicle mass, fuel consumption and CO2 emissions. Fuel consumption and CO2 emissions are effectively synonymous; the mass of CO2 emitted from burning a litre of fuel is the same no matter what type of vehicle it powers, but a more efficient vehicle is able to drive further on that litre of fuel. Had average new car mass remained constant for the last 10 years, the EU’s CO2 emission level would be close to 120 g/km, rather than the current level of 132 g/km.

In 2012 both the German and Swedish new car fleets were significantly above the EU average, at 1489 and 1580 kg respectively. In contrast, French, Italian, and Dutch consumers opted for significantly lighter cars (1342, 1313, and 1252 kg respectively).

The indexing parameter used in setting EU emissions standards is vehicle mass, meaning that heavier cars are granted higher CO2 limits. Studies have pointed out the advantages to emissions reduction of making vehicle size the indexing parameter, a change that has already occurred in the U.S. (ICCT, 2011). This is expected to create stronger incentives for manufacturers to reduce vehicle mass, for example by more extensive use of high-strength steel, which also affords safety advantages.

Fig. 1-4 Passenger cars: Vehicle mass in running order by Member State

Other emissions

In 2014, the Euro 6 emission standard will enter into force, setting limits that range from 68% (gasoline carbon monoxide) to 96% (diesel particulates) lower than those established under Euro 1 in 1992. In 2012, less than 1% of new vehicles already complied with the Euro 6 standard, while 91% of all cars sold complied with the Euro 5 standard. Real-world emissions – that is, emissions as measured outside a vehicle laboratory – have not yet decreased to the extent suggested by the Euro standards. This is particularly true for NOx emissions from diesel cars. The limits for these emissions decreased by 64% between Euro 3 in 2000 and Euro 5 in 2009. But real-world emissions over this period improved by only 18% (Carslaw et al., 2011). A consequence of that disparity is persistent air-quality problems, especially in urban areas.

For fuel consumption and CO2 a similar development can be seen. A recent analysis of driving data for nearly half a million vehicles in the EU concludes that there is an increasing discrepancy between laboratory and on-road fuel consumption. While in 2001 the offset was below 10%, by 2011 it had increased to around 25% (ICCT, 2013a). This means that today’s vehicles on average consume about 25% more fuel than suggested by the manufacturers’ sales brochures, which are based on laboratory performance measured using the New European Driving Cycle (NEDC). The United Nations is currently developing a new vehicle test procedure, the Worldwide Harmonized Light Vehicles Test Procedure (WLTP), which is close to being finalized and will address some of the known issues with current vehicle testing. It is expected that the WLTP will be implemented in the EU by 2016/2017.

Fig. 1-5 Divergence, real-world vs. manufacturers’ type-approval CO2 emissions for various on-road data sources

http://www.theicct.org/laboratory-road

2 Number of Vehicles

In 2010, there were about 1 billion cars and trucks on the road worldwide. For 2030, it is expected that number will reach about 1.7 billion, with the strongest growth taking place in Asia and the Middle East. Motorcycles made up another 0.4 billion vehicles in 2010, and it is estimated that their number will reach 0.9 billion in 2030 (not shown here).

The proportions of regions/countries illustrate the respective number of vehicles in comparison to the total vehicle stock worldwide. Data source: ICCT Global Transportation Roadmap Model (ICCT, 2013b) and (NREL, 2013)

http://www.theicct.org/global-transportation-roadmap-model

New car registrations in the EU fell to about 12 million in 2012, continuing a sharp downward trend that started in 2007. Registrations are dominated by the larger Member States; fully 75% take place in the five largest countries (Germany, France, United Kingdom, Italy, Spain), and the three largest alone account for over 55% of the total (Fig. 2-1).

Germany is the largest market, with 25% market share. Registrations in Germany dropped in 2006–2008, then rose in 2009 thanks to a government scrappage scheme. 2010 sales reached 2.9 million vehicles, then increased again to 3.2 million in 2011 and 3.1 million in 2012. In contrast, sales in other Member States continue to decrease. In Spain, Europe’s fifth largest vehicle market, only 0.7 million new cars were registered in 2012, compared to 1.6 million in 2007.

The European market is very diverse, with the most registered brand, VW, commanding only 13% of the market, and no other brand managing more than 10%. The ‘other’ category, containing all brands outside the top ten, is remarkably large – more than 35% of all registrations (Fig. 2-5).

At 1.4 million, new light commercial vehicle (LCV) registrations account for approximately 11% of the total light-duty vehicle market. Overall the same five countries dominate LCV registrations, commanding more than 70% of the total. But France, where LCVs capture 17% of overall light-duty registrations, is the leading national market; the LCV share of the German market is only 15% (Fig. 2-7 and Fig. 2-9).

The VW Golf remains the most popular car model in Europe. It accounted for about 3.4% of all new vehicle sales in the EU in 2012. On the LCV side, Ford Transit leads, with about 9.4% market share (Fig. 2-10 and Fig. 2-11).

Fig. 2-1 Passenger cars: Registrations by Member State

Fig. 2-2 Passenger cars: Registrations by Member State (2001 = 100%)

Fig. 2-3 Passenger cars: Registrations by vehicle segment

Fig. 2-4 Passenger cars: Registrations by vehicle segment (2001 = 100%)

Fig. 2-5 Passenger cars: Registrations by brand

While in reality many brands are part of a larger group (for example VW, Audi, Škoda, Seat and others are part of the Volkswagen Group), for this report it was decided to show each of the brands individually. The reason for this is that brand affiliations have changed in the past (as for example in the case of Daimler and Chrysler) and may change in the future.

Fig. 2-6 Passenger cars: Registrations by brand (2001 = 100%)

Segment

Example vehicles

Mini

Smart fortwo, Fiat Panda, Citroën C1

Small

VW Polo, Mini Cooper, Fiat Punto

Lower Medium

VW Golf, Audi A3, Volvo C30, Alfa Romeo 147

Medium

BMW 3-series, Mercedes-Benz C-Class, Audi A4, VW Passat

Upper Medium

BMW 5-series, Mercedes-Benz E-Class, Audi A6

Luxury

BMW 7-series, Mercedes-Benz S-Class, Audi A8

Sport

BMW Z4, Porsche 911, Mercedes-Benz SLK, Honda S2000

Van

Mercedes-Benz Viano, Ford S-MAX, VW Sharan

Sport Utility Vehicle (SUV)/Off-Road

Mitsubishi L200, Nissan Navara, VW Amarok

Others

VW Transporter-T5, Opel Vivaro, Mercedes-Benz Vito

Tab. 2-1 Vehicle segment classification used for this report

Fig. 2-7 Light-commercial vehicles: Registrations by Member State

Light-commercial vehicles (N1 category) in the EU are defined as vehicles designed and constructed for the carriage of goods and having a maximum mass not exceeding 3.5 metric tons. They can be further classified into three sub-categories: N1 class I vehicles with a reference mass (mass in running order plus 25 kg) not exceeding 1305 kg; N1 class II vehicles with a reference mass between 1305 and 1760 kg and N1 class III vehicles with a reference mass above 1760 kg.

Fig. 2-8 Light-commercial vehicles: Registrations by brand

Fig. 2-9 Market share, passenger cars/light-commercial vehicles (2012)

Fig. 2-10 Top-selling passenger car models in EU-27 (2012)

Fig. 2-11 Top-selling light-commercial vehicle models in EU-27 (2012)

Fig. 2-12 From the 2012 Pocketbook: New passenger car registrations

3 Fuel Consumption & CO2

Fuel consumption, CO2 emissions, and annual fuel costs of driving are directly linked to each other. Today we see a broad variety of technologies on the market. However, the models currently in showrooms offer only a glimpse of what is in development for 2020 and beyond.

* Assuming gasoline fuel, 15,000 km/year of driving and 1.5 €/l fuel price; only tank-to-wheel emission

Data source: (DAT, 2013), manufacturers’ websites. Only a selection of available vehicles is shown.

Average CO2 emissions of newly registered cars in the EU, normalized to the NEDC test cycle, was 132.2 g/km in 2012.* This is already very close to the EU’s overall 2015 target of 130 g/km. But emission levels vary widely among Member States, with Germany at the upper end (143 g/km) and France at the lower end (125 g/km) of the spectrum. Denmark, Portugal and the Netherlands have the lowest emission levels, with a noticeably sharp decline in the Netherlands since 2007 (Fig. 3-6).

* ICCT data on CO2 emissions deviates slightly from the official European Commission CO2 monitoring data compiled by EEA and the European Commission (EEA, 2013). The deviation is typically about 1% and is due to differences in data collection and definitions. The provisional EU-27 2012 average CO2 emission according to EEA was 132.2 g/km.

In July 2012, the European Commission came forward with a regulatory proposal to set a 2020 target of 95 g/km for newly registered cars. This represents a 27% reduction for all manufacturers, based on their individual 2015 targets. Final adoption of the 2020 regulation is expected for late-2013 (Tab. 3-1).

While average CO2 emissions have dropped for all engine technologies, the decrease in emission levels since 2005 has been particularly strong for gasoline vehicles. This is in part due to shifts in market structure, but also to the fact that the efficiency gap between gasoline and diesel engines continues to narrow (135 g/km vs. 133 g/km in 2012). Hybrid-electric vehicles show a lower CO2 emission level (97 g/km in 2012) (Fig. 3-9).

Even within the same vehicle model family, CO2 emissions can vary significantly. For the VW Golf, the most efficient model version emits 85 g/km of CO2 (equivalent to 3.2 l/100 km), compared to 190 g/km (8.2 l/100 km) for the least efficient version (Fig. 3-10).

Changes since 2001 in key vehicle parameters such as engine power, displacement and vehicle weight illustrate significant developments in automotive design over the past decade. CO2 emissions have decreased significantly, even as average mass has increased. At the same time, manufacturers are extracting more and more power from smaller engines. Both of these developments imply that lower CO2 emissions would be possible if vehicle weight and engine size were reduced (Fig. 3-18).

Fig. 3-1 Passenger cars: CO2 emissions and market share by Member State (2012)

Fig. 3-2 Passenger cars: CO2 emissions and market share by brand (2012)

Fig. 3-3 Light-commercial vehicles: CO2 emissions and market share by Member State (2012)

Fig. 3-4 Light-commercial vehicles: CO2 emissions and market share by brand (2012)

Fig. 3-5 EU new passenger vehicles CO2 emissions and weight in 2012 by manufacturer and corresponding 2015 and 2020 targets

2015 and 2020 targets calculated assuming no future change to 2012 vehicle weight. Data source for 2012: European Environmental Agency EEA; vehicle weight is ‘mass in running order’, i.e., the weight of an empty vehicle +75 kg. CO2 emissions and vehicle weight are shown by manufacturer instead of brand.

2012

2015

2020

Daimler

143 g/km

1583 kg

140 g/km

101 g/km

BMW

138 g/km

1563 kg

139 g/km

100 g/km

GM

134 g/km

1445 kg

133 g/km

96 g/km

Volkswagen

133 g/km

1417 kg

132 g/km

96 g/km

All manufacturers (average)

132 g/km

1400 kg

131 g/km

95 g/km

Ford

129 g/km

1322 kg

128 g/km

92 g/km

Renault-Nissan

128 g/km

1329 kg

128 g/km

93 g/km

Fiat (incl. Chrysler)

124 g/km

1209 kg

123 g/km

89 g/km

Toyota

122 g/km

1325 kg

128 g/km

92 g/km

PSA (Peugeot-Citroën)

122 g/km

1374 kg

130 g/km

94 g/km

Fiat (excl. Chrysler)

118 g/km

1141 kg

119 g/km

86 g/km

Tab. 3-1 EU new passenger vehicles CO2 emissions and weight in 2012 by manufacturer and corresponding 2015 and 2020 targets

Fig. 3-6 Passenger cars: CO2 emissions by Member State

Fig. 3-7 Passenger cars: CO2 emissions by vehicle segment

Fig. 3-8 Passenger cars: CO2 emissions by brand

Fig. 3-9 Passenger cars: CO2 emissions by engine technology

Fig. 3-10 Selected passenger car models in 2012

Fig. 3-11 Light-commercial vehicles: CO2 emissions by Member State

Fig. 3-12 Light-commercial vehicles: CO2 emissions by brand

Fig. 3-13 New vehicles: Market share by CO2 emissions (2005 and 2012)

Fig. 3-14 Passenger cars: Sales-weighted correlation CO2 emissions and vehicle mass

The sales-weighted correlation between CO2 and vehicle mass is flattening over time, so that a vehicle with the same mass tends to produce less CO2 in 2012 than in 2001. At the same time the average vehicle mass has increased from 2001 to 2012. If vehicle mass had stayed constant at about 1270 kg the average CO2 emission in 2012 would likely have been close to 120 g/km instead of 132 g/km, according to the correlation shown in Figure 3-14.

Fig. 3-15 Passenger cars: Sales-weighted correlation CO2 emissions and vehicle footprint

The footprint of a vehicle is defined as the product of track width and wheelbase. Data for footprint is only available for 2008 to 2012. The dots in Figure 3-14 and Figure 3-15 represent vehicle model families.

Fig. 3-16 Passenger cars: CO2 emissions vs. vehicle mass

Fig. 3-17 Passenger cars: CO2 emissions vs. engine displacement

Fig. 3-18 Passenger cars: CO2 emissions and technical parameters (2001 = 100%)

Fig. 3-19 From the 2012 Pocketbook: Average CO2 emissions by Member State

4 Technologies

While in 2001 only two hybrid vehicle models were offered in the EU, and only about 2,000 were sold, more than 30 hybrid models are now on offer and more than 130,000 are sold. Still, hybrid vehicles make up only 1% of new vehicle sales in the EU. In Japan, every fifth car sold is a hybrid.

Diesel dominates the passenger car market in the EU; in 2012, 55% of all newly registered cars were powered by diesel engines. As ever, there is significant variation among Member States. Belgium, France, and Spain have diesel take-up rates of around 70%, while in the Netherlands the rate is much lower, 29% (Fig. 4-1). Diesel tends to be the preferred fuel for larger segments, while for mini/small and sport vehicles gasoline dominates (Fig. 4-9).

Acceptance of alternative (i.e., neither gasoline nor diesel) propulsion technologies remains low in the EU overall. There are some limited exceptions, such as hybrids in the Netherlands, natural gas in Italy, and ethanol in Sweden – all of them strongly influenced by government policies (Fig. 4-2 to Fig. 4-4).

One striking feature of the European vehicle market over the last decade is the sharp increase in market share of passenger cars using gasoline direct injection (GDI) to obtain greater efficiency and lower CO2 emissions. Overall market share of GDI vehicles increased sharply beginning in 2008, and is estimated at around 25% of the gasoline vehicle market in 2012.

For an accurate comparison of the data it should be noted that many of the early GDI vehicles limited operation to only homogeneous charge, whereas more complex designs introduced later also allow for stratified charge, with greater efficiency and more CO2 reduction benefit (Fig. 4-14).

Fig. 4-1 Passenger cars: Market share, diesel vehicles by Member State

Fig. 4-2 Passenger cars: Market share, gasoline hybrid-electric vehicles by Member State

Fig. 4-3 Passenger cars: Market share, natural gas vehicles (mono- and bivalent) by Member State

Fig. 4-4 Passenger cars: Market share, ethanol vehicles by Member State

Fig. 4-5 Passenger cars: Market share, diesel vehicles by brand

Fig. 4-6 Passenger cars: Market share, gasoline hybrid-electric vehicles by brand

Fig. 4-7 Passenger cars: Market share, natural gas vehicles (mono- and bivalent) by brand

Fig. 4-8 Passenger cars: Market share, ethanol vehicles by brand

Fig. 4-9 Passenger cars: Market share, diesel vehicles by segment

Fig. 4-10 Light-commercial vehicles: Market share, fuels by Member State

Fig. 4-11 Passenger cars: Market share, vehicles with automatic transmission by segment

Fig. 4-12 Passenger cars: Market share, vehicles with rear-wheel drive by brand

Fig. 4-13 Passenger cars: Market share, vehicles with all-wheel drive by segment

Fig. 4-14 Passenger cars: Market share of gasoline vehicles with direct injection by brand

Fig. 4-15 From the 2012 Pocketbook: New vehicles market share of technologies/fuels

5 Key Technical Parameters

Cars in the US are about 8% heavier on average than in the EU. At the same time they are about 5% larger. As a result, the weight per m2 is about the same. Light-commercial vehicles make up only 10% of the vehicle fleet in the EU, while light trucks (the closest U.S.-equivalent vehicle category), represent 35% of the market in the U.S.

* Normalized to curb weight. For a detailed explanation of vehicle weight definitions see: http://www.theicct.org/inertia-classes-proposal

Data source: (EPA, 2013), ICCT

The years 2001 to 2012 saw a consistent rise in average engine power across all countries, brands, and segments that amounts to a significant change over time. Statistics on vehicle mass and CO2 emissions show that those countries and brands with bigger, heavier fleets also have the most powerful fleets, and vice versa. Germany’s fleet is significantly more powerful than the EU average (101 kW vs. 89 kW), while BMW, Mercedes-Benz, and Audi produce cars even further above the average at 138 kW, 127 kW and 122 kW respectively (all sales weighted averages). At the other end of the scale, the French, Italian and Dutch fleets all come in around or below 80 kW, while Fiat’s average barely exceeds 60 kW. The power figures also display the effects of the economic crisis, with almost all countries’ average power dipping significantly between 2008 and 2010 (Fig. 5-1 and Fig. 5-2).

Both engine displacement and average number of cylinders are decreasing, especially since 2007. Partly this is another effect of the economic crisis, but it also signals an underlying technical trend: improved combustion processes and turbocharging allow manufacturers to extract more power from smaller engines. Thus, manufacturers are able to substitute a 4-cylinder engine for a 6-cylinder, and to generally reduce engine displacement (Fig. 5-5 to Fig. 5-12).

Increases in passenger car mass over the last decade, led by Sweden (1580 kg in 2012) and Germany (1489 kg), echo the pattern set by engine power (Fig. 5-13). Overall, the rate of increase in mass is lower than that of engine power, resulting in a trend of increased power-to-weight ratio across the board, and thus higher acceleration and top speed performance (Fig. 5-21).

Fig. 5-1 Passenger cars: Engine power by Member State

Fig. 5-2 Passenger cars: Engine power by brand

Fig. 5-3 Passenger cars: Engine power by segment

Fig. 5-4 New vehicles: Engine power by type of vehicle and engine technology

Fig. 5-5 Passenger cars: Engine displacement by Member State

Fig. 5-6 Passenger cars: Engine displacement by brand

Fig. 5-7 Passenger cars: Engine displacement by segment

Fig. 5-8 New vehicles: Engine displacement by type of vehicle and engine technology

Fig. 5-9 Passenger cars: Number of cylinders by Member State

Fig. 5-10 Passenger cars: Number of cylinders by brand

Fig. 5-11 Passenger cars: Number of cylinders by segment

Fig. 5-12 New vehicles: Number of cylinders by type of vehicle and engine technology

Fig. 5-13 Passenger cars: Vehicle mass in running order by Member State

Vehicle mass in running order in the EU is defined as mass of the empty vehicle plus 75 kg of weight for the driver and some luggage, 90% of the fuel capacity and 100% of the capacity of other liquid containing systems (like water or oil). The weight of optional equipment for the vehicle is not included.

Fig. 5-14 Passenger cars: Vehicle mass in running order by brand

Fig. 5-15 Passenger cars: Vehicle mass in running order by segment

Fig. 5-16 Passenger cars: Vehicle mass in running order by type of vehicle and engine technology

Fig. 5-17 Passenger cars: Vehicle pan-area by brand

Pan-area is defined as length x width of a vehicle. It is also called ‘shadow’ of a vehicle and an indicator for the size of a vehicle. Another indicator is ‘footprint’, defined as track width x wheelbase of a vehicle.

Fig. 5-18 Passenger cars: Vehicle pan-area by segment

Fig. 5-19 Passenger cars: Average footprint by brand

Fig. 5-20 Passenger cars: Average footprint by segment

Fig. 5-21 Passenger cars: Power-to-weight ratio by segment

The power-to-weight ratio is an indicator of the amount of engine power of a vehicle in comparison to its weight.

Fig. 5-22 Passenger cars: Power-to-weight ratio by engine technology

Fig. 5-23 Passenger cars: Number of gears by segment

Fig. 5-24 Passenger cars: Vehicle price (incl. tax, unadjusted for inflation) by brand

Sales taxes in the EU are between 18% and 27%. In addition to the general tax, some Member States have also introduced a special sales or registration tax for new cars. For more details, see the ACEA tax guide (ACEA, 2012). The data in this report were not adjusted for differences in the level of taxation between Member States. Furthermore, the data were not adjusted for inflation.

Fig. 5-25 Passenger cars: Vehicle price (incl. tax, unadjusted for inflation) by segment

Fig. 5-26 Passenger cars: Vehicle price (incl. tax, unadjusted for inflation) by engine technology

Fig. 5-27 From the 2012 Pocketbook: Average weight of new cars in 2011

6 Other Emissions & On-road

The average official fuel consumption of new cars in the EU decreased from about 6.8 l/100 km in 2001 to 5.4 l/100 km in 2011. Recent analysis (ICCT, 2013a) of nearly half a million vehicles shows that on-road fuel consumption did not decrease to the same extent. Instead, the gap between official (laboratory tested) values and the ‘real-world’ driving experience of vehicle owners increased from about 7% to 23%.

Assuming a conversion factor of 2.5 kg CO2/l (50% gasoline/diesel), 15,000 km/year of driving and 1.5 €/l fuel price

http://www.theicct.org/laboratory-road

About 91% of all new cars sold in the EU in 2012 were Euro 5 vehicles. A limited number of vehicle models are already in compliance with Euro 6 (to enter into force in 2014), but their market share remains below 1% (Fig. 6-1).

The progression from Euro 3 to Euro 5 resulted in significantly lower emission limits for nitrogen oxide (NOx) and particulate matter (PM). Emissions, as measured in the NEDC test cycle, are generally in compliance with these limits (Fig. 6-4 to Fig. 6-6). But recent studies have found evidence that real-world (i.e., on-road, not inside vehicle testing laboratories) measured emissions, and NOx diesel emissions in particular, have not decreased to the same extent (Carslaw et al., 2011). For fuel consumption and CO2 a similar development can be seen, with a discrepancy between laboratory and on-road fuel consumption of around 23% in 2011 (ICCT, 2013a).

Fig. 6-1 Passenger cars: Market share emission standards

Fig. 6-2 Passenger cars: Market share, Euro 4 vehicles by brand

Fig. 6-3 Passenger cars: Market share, Euro 5 vehicles by brand

All emission levels as tested in the New European Drive Cycle (NEDC). Emissions levels in real-world driving may differ from the test cycle values. CO: Carbon monoxide; HC: Hydrocarbon; NMHC: Nonmethane hydrocarbon; NOx: Nitrogen oxide; HC+NOx: Hydrocarbon and nitrogen oxide; PM: Particulate matter

Fig. 6-4 Passenger cars: NOx emission level, diesel vehicles by Member State

Fig. 6-5 Passenger cars: NOx emission level, gasoline vehicles by Member State

Vehicles with a previous emission standard registered in the years after a new standard is introduced were excluded from the analysis.

Fig. 6-6 Passenger cars: PM emission level, diesel vehicles by Member State

EU emission limits for gasoline passenger cars (in g/km)

Effective date*

CO

HC

NMHC

NOx

HC+NOx

PM

PN

Euro 3

Jan 2000

2.30

0.20

–

0.15

–

–

–

Euro 4

Jan 2005

1.00

0.10

–

0.08

–

–

–

Euro 5

Sep 2009

1.00

0.10

0.068

0.06

–

0.0050

–

Euro 6

Sep 2014

1.00

0.10

0.068

0.06

–

0.0045

6.0x1011**

EU emission limits for diesel passenger cars (in g/km)

Effective date*

CO

HC

NMHC

NOx

HC+NOx

PM

PN

Euro 3

Jan 2000

0.64

–

–

0.50

0.56

0.0500

–

Euro 4

Jan 2005

0.50

–

–

0.25

0.30

0.0250

–

Euro 5

Sep 2009

0.50

–

–

0.18

0.23

0.0050

–

Euro 6

Sep 2014

0.50

–

–

0.08

0.17

0.0045

6.0x1011**

Tab. 6-1 EU emission limits for gasoline and diesel passenger cars

http://www.transportpolicy.net

* For new vehicle types

** 6.0×1012 within first three years from Euro 6 effective dates. Applies only to diesel and direct-injection gasoline cars.

Emission limits for light-commercial (N1) vehicles class I are identical to passenger car limits listed in Tab. 6-1. N1 class II and N1 class III emission limits are not listed here.

Fig. 6-7 From the 2012 Pocketbook: Nitrogen oxide emissions

Remarks on Data Sources

With the adoption of the EU regulation setting CO2 emission performance standards for new passenger cars (Regulation (EC) No. 443/2009) and light-commercial vehicles (Regulation (EC) No. 510/2011) Member States are required to report certain details for each new vehicle registered in their territory. The information is then compiled and published by the European Environmental Agency (EEA) on behalf of the European Commission. The first statistical report for passenger cars was published in 2011, and the first report for light-commercial vehicles in 2013. Before the adoption of Regulation (EC) No. 443/2009, Decision No. 1753/2000/EC was in place, which established the scheme for monitoring the average specific CO2 emissions from new passenger cars. Therefore, official EU CO2 monitoring data for new passenger cars is available from the year 2000 onwards. While these data collections are an important step forward in making transparent and detailed vehicle market statistics for Europe available to the general public, the amount of information included is limited to a few parameters, such as number of registrations, manufacturer, fuel type, CO2 emission, and vehicle mass.

The basis for the statistics shown in this report is a database compiled by the ICCT. It includes technical information, emission levels, and registration volumes at a car variant level. Sources of information include data obtained by R. L. Polk from various registration authorities, as well as car manufacturers’ and importers’ associations, data from the United Kingdom Vehicle Certification Agency (VCA), the German Kraftfahrtbundesamt (KBA), Automobil Revue, and information provided directly by manufacturers and suppliers. The Ökopol-Institute provided assistance to the ICCT in processing raw data, linking various data sources, carrying out quality checks and filling data gaps. Data included in this report are aggregated to a great extent and only intended to illustrate high-level trends. It is not to be considered official data and does not provide the same level of precision as the EC CO2 monitoring data.

For light-commercial vehicles only 2009 to 2012 data are available.

For the United States, the Environmental Protection Agency (US EPA) is in charge of releasing a similar annual publication that includes trends on vehicle technologies, CO2 emissions and fuel economy from 1975 onward (EPA, 2013).

List of Figures and Tables

Fig. 1-1 Passenger cars: Registrations by Member State

Fig. 1-2 Average fuel consumption in the EU by vehicle manufacturer

Fig. 1-3 Passenger cars: Market share, gasoline hybrid-electric vehicles by Member State

Fig. 1-4 Passenger cars: Vehicle mass in running order by Member State

Fig. 1-5 Divergence, real-world vs. manufacturers’ type-approval CO2 emissions for various on-road data sources

Fig. 2-1 Passenger cars: Registrations by Member State

Fig. 2-2 Passenger cars: Registrations by Member State (2001 = 100%)

Fig. 2-3 Passenger cars: Registrations by vehicle segment

Fig. 2-4 Passenger cars: Registrations by vehicle segment (2001 = 100%)

Fig. 2-5 Passenger cars: Registrations by brand

Fig. 2-6 Passenger cars: Registrations by brand (2001 = 100%)

Tab. 2-1 Vehicle segment classification used for this report

Fig. 2-7 Light-commercial vehicles: Registrations by Member State

Fig. 2-8 Light-commercial vehicles: Registrations by brand

Fig. 2-9 Market share, passenger cars/light-commercial vehicles (2012)

Fig. 2-10 Top-selling passenger car models in EU-27 (2012)

Fig. 2-11 Top-selling light-commercial vehicle models in EU-27 (2012)

Fig. 2-12 From the 2012 Pocketbook: New passenger car registrations

Fig. 3-1 Passenger cars: CO2 emissions and market share by Member State (2012)

Fig. 3-2 Passenger cars: CO2 emissions and market share by brand (2012)

Fig. 3-3 Light-commercial vehicles: CO2 emissions and market share by Member State (2012)

Fig. 3-4 Light-commercial vehicles: CO2 emissions and market share by brand (2012)

Fig. 3-5 EU new passenger vehicles CO2 emissions and weight in 2012 by manufacturer and corresponding 2015 and 2020 targets

Tab. 3-1 EU new passenger vehicles CO2 emissions and weight in 2012 by manufacturer and corresponding 2015 and 2020 targets

Fig. 3-6 Passenger cars: CO2 emissions by Member State

Fig. 3-7 Passenger cars: CO2 emissions by vehicle segment

Fig. 3-8 Passenger cars: CO2 emissions by brand

Fig. 3-9 Passenger cars: CO2 emissions by engine technology

Fig. 3-10 Selected passenger car models in 2012

Fig. 3-11 Light-commercial vehicles: CO2 emissions by Member State

Fig. 3-12 Light-commercial vehicles: CO2 emissions by brand

Fig. 3-13 New vehicles: Market share by CO2 emissions (2005 and 2012)

Fig. 3-14 Passenger cars: Sales-weighted correlation CO2 emissions and vehicle mass

Fig. 3-15 Passenger cars: Sales-weighted correlation CO2 emissions and vehicle footprint

Fig. 3-16 Passenger cars: CO2 emissions vs. vehicle mass

Fig. 3-17 Passenger cars: CO2 emissions vs. engine displacement

Fig. 3-18 Passenger cars: CO2 emissions and technical parameters (2001 = 100%)

Fig. 3-19 From the 2012 Pocketbook: Average CO2 emissions by Member State

Fig. 4-1 Passenger cars: Market share, diesel vehicles by Member State

Fig. 4-2 Passenger cars: Market share, gasoline hybrid-electric vehicles by Member State

Fig. 4-3 Passenger cars: Market share, natural gas vehicles (mono- and bivalent) by Member State

Fig. 4-4 Passenger cars: Market share, ethanol vehicles by Member State

Fig. 4-5 Passenger cars: Market share, diesel vehicles by brand

Fig. 4-6 Passenger cars: Market share, gasoline hybrid-electric vehicles by brand

Fig. 4-7 Passenger cars: Market share, natural gas vehicles (mono- and bivalent) by brand

Fig. 4-8 Passenger cars: Market share, ethanol vehicles by brand

Fig. 4-9 Passenger cars: Market share, diesel vehicles by segment

Fig. 4-10 Light-commercial vehicles: Market share, fuels by Member State

Fig. 4-11 Passenger cars: Market share, vehicles with automatic transmission by segment

Fig. 4-12 Passenger cars: Market share, vehicles with rear-wheel drive by brand

Fig. 4-13 Passenger cars: Market share, vehicles with all-wheel drive by segment

Fig. 4-14 Passenger cars: Market share of gasoline vehicles with direct injection by brand

Fig. 4-15 From the 2012 Pocketbook: New vehicles market share of technologies/fuels

Fig. 5-1 Passenger cars: Engine power by Member State

Fig. 5-2 Passenger cars: Engine power by brand

Fig. 5-3 Passenger cars: Engine power by segment

Fig. 5-4 New vehicles: Engine power by type of vehicle and engine technology

Fig. 5-5 Passenger cars: Engine displacement by Member State

Fig. 5-6 Passenger cars: Engine displacement by brand

Fig. 5-7 Passenger cars: Engine displacement by segment

Fig. 5-8 New vehicles: Engine displacement by type of vehicle and engine technology

Fig. 5-9 Passenger cars: Number of cylinders by Member State

Fig. 5-10 Passenger cars: Number of cylinders by brand

Fig. 5-11 Passenger cars: Number of cylinders by segment

Fig. 5-12 New vehicles: Number of cylinders by type of vehicle and engine technology

Fig. 5-13 Passenger cars: Vehicle mass in running order by Member State

Fig. 5-14 Passenger cars: Vehicle mass in running order by brand

Fig. 5-15 Passenger cars: Vehicle mass in running order by segment

Fig. 5-16 Passenger cars: Vehicle mass in running order by type of vehicle and engine technology

Fig. 5-17 Passenger cars: Vehicle pan-area by brand

Fig. 5-18 Passenger cars: Vehicle pan-area by segment

Fig. 5-19 Passenger cars: Average footprint by brand

Fig. 5-20 Passenger cars: Average footprint by segment

Fig. 5-21 Passenger cars: Power-to-weight ratio by segment

Fig. 5-22 Passenger cars: Power-to-weight ratio by engine technology

Fig. 5-23 Passenger cars: Number of gears by segment

Fig. 5-24 Passenger cars: Vehicle price (incl. tax, unadjusted for inflation) by brand

Fig. 5-25 Passenger cars: Vehicle price (incl. tax, unadjusted for inflation) by segment

Fig. 5-26 Passenger cars: Vehicle price (incl. tax, unadjusted for inflation) by engine technology

Fig. 5-27 From the 2012 Pocketbook: Average weight of new cars in 2011

Fig. 6-1 Passenger cars: Market share emission standards

Fig. 6-2 Passenger cars: Market share, Euro 4 vehicles by brand

Fig. 6-3 Passenger cars: Market share, Euro 5 vehicles by brand

Fig. 6-4 Passenger cars: NOx emission level, diesel vehicles by Member State

Fig. 6-5 Passenger cars: NOx emission level, gasoline vehicles by Member State

Fig. 6-6 Passenger cars: PM emission level, diesel vehicles by Member State

Tab. 6-1 EU emission limits for gasoline and diesel passenger cars

Fig. 6-7 From the 2012 Pocketbook: Nitrogen oxide emissions

Abbreviations

ACEA: Association des Constructeurs Européens d’Automobiles: (European Automobile Manufacturers’ Association)

BEV: Battery Electric Vehicles

CO: Carbon monoxide

CO2: Carbon dioxide

EC: European Commission

EEA: European Environment Agency

EU: European Union

EU-12: All 12 EU Member States having joined the EU between 1995 and 2007

EU-27: All 27 EU Member States

HC: Hydrocarbon

KBA: Kraftfahrtbundesamt

LCV: Light-commercial vehicles

LPG: Liquefied petroleum gas

PC: Passenger cars

NEDC: New European Driving Cycle

NMHC: Non-methane hydrocarbon

NOx: Nitrogen oxides

PM: Particulate matter

SUV: Sports Utility Vehicle

US EPA: United States Environmental Protection Agency

VCA: Vehicle Certification Agency

WLTP: Worldwide Harmonized Light Vehicles Test Procedure

References

Association des Constructeurs Européens d‘Automobiles (ACEA) (2012). ACEA tax guide 2012.

Carslaw et al. (2011). Recent evidence concerning higher NOx emissions from passenger cars and light duty vehicles. Journal of Atmospheric Environment 45 (2011) 7053-7063.

Deutsche Automobil Treuhand GmbH (DAT) (2013). Leitfaden über den Kraftstoffverbrauch, die CO2-Emissionen und den Stromverbrauch aller neuen Personenkraftwagenmodelle, die in Deutschland zum Verkauf angeboten werden. Ausgabe 2013, 3. Quartal.

European Environmental Agency (EEA) (2013). Monitoring CO2 emissions from new passenger cars in the EU: Summary of data for 2012. Retrieved from

http://www.eea.europa.eu/publications/monitoring-co2-emissions-from-new-cars

European Environmental Agency (EEA) (2013). Monitoring CO2 emissions from vans in the EU: Data for 2012. Retrieved from

http://www.eea.europa.eu/data-and-maps/data/vans

International Council on Clean Transportation (ICCT) (2011). Evaluation of parameter-based vehicle emissions targets in the EU. Retrieved from

http://www.theicct.org/evaluation-parameter-based-vehicle-emissions-targets-eu

International Council on Clean Transportation (ICCT) (2013a). From Laboratory to Road. Retrieved from

http://www.theicct.org/laboratory-road

International Council on Clean Transportation (ICCT) (2013b). Global transportation roadmap. Retrieved from

http://www.theicct.org/global-transportation-roadmap-model

National Renewable Energy Laboratory (NREL) (2013). Transportation Energy Futures Project. Retrieved from

http://www.nrel.gov/analysis/transportation_futures/index.html

United States Environmental Protection Agency (US EPA) (2013). Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 through 2012. EPA-420-R-13-001. Retrieved from

http://www.epa.gov/otaq/fetrends.htm

Tables

Passenger cars 2012

Passenger cars 2011

Passenger cars 2010

Passenger cars 2009

Passenger cars 2008

Passenger cars 2007

Passenger cars 2006

Passenger cars 2005

Passenger cars 2004

Passenger cars 2003

Passenger cars 2002

Passenger cars 2001

Light-commercial vehicles 2012

Light-commercial vehicles 2011

Light-commercial vehicles 2010

Light-commercial vehicles 2009

Imprint

For additional information:

International Council on Clean Transportation Europe

Neue Promenade 6, 10178 Berlin

+49 (30) 847129-102

communications@theicct.org

www.theicct.org

© 2013 International Council on Clean Transportation

Funding for this work was generously provided by the ClimateWorks Foundation

Edited by Dr. Peter Mock (ICCT Europe)

Design and visualization by Hahn und Zimmermann, Bern

Printed on 100% recycled paper

An electronic version of this Pocketbook, including more detailed statistical data is available online:

http://eupocketbook.theicct.org