Munich (dpa) - Good news for car buyers: On September 1, the next stage of the WLTP consumption test comes into force - and unlike a year ago no tax increase follows from it. And almost all models remain available, promises the auto industry.
With the WLTP test cycle, the EU has helped car buyers better understand how much fuel their car is actually swallowing. The values on paper and on the street are much less different than they used to be. The downside: Because the paper is now more realistic, up to one-third higher CO2 levels, the Treasury receives correspondingly more vehicle tax - and that can make up 20 euros for the small Suzuki Swift or 94 euros more for the VW Touareg.
For the auto industry WLTP Part 1 was "a giant step, completely new territory," says Audi spokesman Udo Rügheimer. Part 2 is not comparable. According to Daimler, 300 pages of regulations have now been added - to the 700 pages so far.
A year ago, WLTP caused a mess: no car was allowed to be sold in the EU without a WLTP certificate. The examiners came hardly more, the test stands became the bottleneck, dozens of models were not available for months. VW produced 250,000 cars in heap, the planned Berlin BER airport became a large parking lot. At about one billion euros, the Wolfsburg estimated their WLTP costs. Audi, due to the processing of its diesel affair most in default, felt the consequences until well into the current year.
Now carmakers have to meet new EU requirements again. But "most of the changes are corrections, clarifications or improvements", explains the Association of the German Automotive Industry (VDA). The measurements now have even less tolerance. Documentation requirements are extended. How much petrol can evaporate from the tank, the car maker must test for two days. And at least with random samples, they have to prove that their vehicles still comply with the original values after five years of operation.
Shift points, driving curves were also changed: "A few points have been readjusted," says BMW spokesman Martin Tholund. And all new vehicles must also comply with the limits in the test on the road. BMW has already completed everything: "We already have all the type approvals in our pockets."
And Audi sees itself well prepared this time. The changes are much smaller than in 2018. Audi now has one third more testing capacities. The number of engine-gearbox variants has been reduced by one-third to almost 170. And not all of them have to be put to the test this time: many of them have met the new requirements since the changeover in 2018, and the permits can be rewritten. Almost all variants of Audi have already been approved, said Rügheimer. The rest should follow in a few weeks.
WLTP Part 2 "keeps the manufacturers on their toes - but the VDA does not expect significant release delays as in the past year," says the industry association.
At European level, there are already discussions about Euro 7 - perhaps with limits for nitrous oxide, brake and tire wear. The ADAC expects but 2021 at the latest with a new bill proposed by the European Commission.
Euro 6a, 6b, 6c and 6d, 6d-TEMP, 6d-TEMP-EVAP, now Euro 6d-TEMP-EVAP-ISC and 6d-ICS-FCM: The many standards that follow each other in short order are not only very expensive for the manufacturers but have also led to the motorists "too much confusion and incomprehension," criticized the car club.
After all, today receives every car buyer in Europe from the manufacturer, the CO2 value of his individual car. So he sees how a panoramic roof, a trailer hitch or 22-inch tires increase the weight, the air resistance and thus the fuel consumption. That is not the case everywhere. Although WLTP is called "worldwide uniform light vehicle test procedure" and was developed by a UN authority, on behalf of the EU. But it was only implemented in Europe. In America and Asia, standard salad make it difficult for carmakers to do business.
Available car models with WLTP-2 (listed by manufacturer)