Dirty dozen (plus one) – high CO2 culprits easy to cite

The clean car legislation announced by Government aims to take high-emission product off the road. If imposed today there’d be plenty to choose from.

KIWIS like to think green and care about the environment, but our car, van and utility buying preferences relate a dirtier truth.

The average vehicle in New Zealand has CO2 emissions of around 171 grams per kilometre; our cars and SUVs alone average 161 g/km.

New cars in general are cleaner now than counterparts that came into circulation 10 years ago, a time when fully electric cars were hardly an influence and even mild hybrids were considered a bit kooky.

Yet there’s evidence to suggest our rate of improvement has actually been retarded in recent years and it’s all our own fault. Emergent interest in one-tonne utes and, to some extent, SUVs, is to blame. While it is true that diesel engines emit less CO2 than petrol equivalents, the technology that delivers true efficiency gains in this area has tended to be delivered to proper cars and crossovers rather than the traydecks we prefer. Most of those are still delivering more than 200g/km. That’s why they’ve become an unhealthy addiction – one we probably must serious consideration to quitting with a 105g/km average looking set to install within four years.

Even if we seriously ease up on buying utes, reaching that new target will require radical change nonetheless as no light vehicles operating purely by virtue of using wholly fossil fuel-fed combustion engines slip under the new mandate, though some do come very close. It’s a matter of record, though, that the best-in-class orthodox CO2 emitters – that it is, models that produce the least exhaust nasties within their segments – that are virtually in the zone are rarely a high priority for new car buyers. Green isn’t always cool; why buy a base 1.2-litre Suzuki Swift (with a 106g/km output) when the more effervescent if less efficient Swift Sport is so much more fun?

Reality is that many of the cars that we’ve revered and adored for years are going to have a hard time surviving. That’s why their makers are in many cases one step ahead, and already working to consign them to history, in favour of replacements that take a partial, or even total, electric path.

That’s in the future. Today’s exercise uses RightCar data freely-available to give an idea of how far outside the clean air target the Government plans to have in place by 2025 some vehicles are.

The models listed today are generally at the extreme edge, but include best choices now and vehicles you might love to buy with a lucky Lotto win.

In ascending order of smuttiness:

Subaru WRX

211g/km

 The version that we have at the moment is on its last lap; the Saito edition pictured was sold (and snapped up) on strength that it is a ‘final’ special edition, though notwithstanding that the regular car is set to remain available at least all this year.

 And then? Well, all sorts of speculation is swirling around but it is certain, now that there will be a replacement for the current model and that, rather than going to an electric drivetrain, the newbie will stick to a petrol addiction, but this time in a 2.4-litre format that might produce more than 298kW. So, the good times are set to roll on … expect more of the spirit that dominated the World Rally Championship.

All the same, sticking to the old formula adds additional imperative for Subaru to produce far more efficient cars that will offset the racer’s CO2 hit. It already has two mild hybrids that will help but far more core will be the fully electric model that has been signed off; this being a co-development with Toyota. It’s a medium SUV, in production from later this year. To meet a 105g average without penalty, though, probably means one EV won’t be enough.

Subaru plans to have 40 percent of its global sales be hybrid or electric vehicles by 2030, but also says it won’t have hybrid or electric versions of every vehicle in its lineup until 2035.

Ford Ranger 3.2

227g/km

No replacement for displacement, right?

These days, displacement is being replaced by technology. Multiple turbochargers, advanced fuel injection and efficient engine designs mean you can get more power, torque and efficiency from a smaller power plant.

Ford has three powertrains for this country’s best-selling ute (for five years) but, really, just two matter: The 3.2-litre five-cylinder that has been in service since the T6 platform introduced in 2011 and the 2.0-litre biturbo that came into action several years ago. Originally earmarked for high-end versions, but gradually no availing across most versions, the latter doesn’t feel as effortlessly muscular as the original, even though the latter in fact has more power and torque. The reason why the new motor is here, and will likely continue into the all-new Ranger landing in 2022 (a Ranger-rok as it is a combined effort with Volkswagen) is its efficiency: It’s thriftier and far, far cleaner than the 3.2, which for all its strengths is undone by having the worst CO2 count in this popular category.

Hyundai Palisade

246 g/km

 It has yet to officially go on sale – that happens in a week or so – but already the biggest, most expensive SUV from South Korea’s largest maker is on a blacklist.

Bad start? To be fair, it’s not as bad it looks. The version that has the spotlight is one most people will not consider, given it runs a normally-aspirated 3.8-litre V6 petrol. The main thrust will be with the diesel, a 2.2-litre turbocharged four-cylinder, which is cleaner, emitting 195g/km.

The point here is to remind that even modern big capacity petrol engines are still not clean enough for legislators. It is also worth bearing in mind, however, that Hyundai could have helped itself by installing, in its biggest rig, the more modern powertrains that have gone into the recently-released, latest form Santa Fe. Actually, make that one specific powertrain.

The next-size down SUV is not the same choice, being physically smaller and with fewer seats, and in V6 form it really has no Green advantage over Palisade’s; Santa Fe’s 3.5 emits 244g/km. However, it’s different in diesel. Palisade has the old cast iron block 2.2; Santa Fe has gone to an alloy engine. It’s cleaner, with 160g/km. Santa Fe will continue to hold a Green card going forward, when mild and plug-in hybrid petrol models land later this year. Both have lower emissions counts still. However, there’s no talk about those powertrains availing in the Palisade.

Jaguar F-Pace SVR

272g/km

Considered in the widest perspective, it’s a grub. Narrow that view down to just the ‘bonkers performance SUV’ genre in which it resides and, actually, it’s not too bad. Or, at least, not the worst. Which is surprising, perhaps, given that this $157,900 rocketship’s 5.0-litre supercharged AJ petrol is an old engine. Soon to retire, in fact, with JLR set to install a BMW 4.4-litre eight in its stead.

 Jaguar, of course, is already sitting pretty in that it has a decent option for SVR buyers who need to quit their petrol addiction: It’s the superb iPace all-electric crossover. Not quite the same thing, but certainly a reasonable alternate, even if doesn’t have the thunderous growling exhaust note that, it has to be said, is really quite a fantastic element of the SVR package.

 RAM 1500

280g/km

 The figure above is for the diesel that’s slightly cleaner than the alternate petrol. But, like, just 3g/km cleaner on the overall average. The price of sticking to a diet of Freedom Fuel also reveals in sobering fuel burn, of course, but it’s the CO2 count that matters here.

A big heart is intrinsic to America's big lugger because it is genuinely in another league to one-tonne utes in so far as load-hauling goes. It’s also worth taking note that the 1500, a more popular choice for Kiwis than the larger 2500 and 3500, is at least a steady drinker – economy on the last one tested was much the same unladen as when it was running with a stacked deck and a big trailer. Still, it reinforces why this model has a 121-litre tank.

The DS model here is expected to stay available for some time, though with a ‘Classic’ designation, when the new-gen RAM arrives, probably in April. This is the DT line, which is more modern in look, technology, styling and equipment. It’ll also evidence in V8 petrol only. We’ve yet to see a local emissions count.

Chevrolet Silverado

282g/km

 Again, a substantial emissions count is the price of being American-big; not just size by engine capacity. There’s a 6.2-litre V8 under the massive bonnet.

Can it survive under the new legislation? According to the rules, each make’s official distributor will have a different target to meet, reflecting its fleet of vehicles. Across the vehicles it brings in it has to ensure the average CO2 emissions are equal to, or less than, the target for its vehicles.

As it works by averaging, vehicles exceeding the CO2 target can continue to be brought in so long as they are offset by enough zero and low emission vehicles. The 2025 target will be phased in through annual targets that get progressively lower. This gives vehicle suppliers time to adjust and source enough clean vehicles to meet the targets and to encourage buyers to opt for low emission vehicles.

So, with Chevrolet then, the situation as it stands goes like this. Silverado is currently the sole flag bearer. It should be joined, by late year, by the Corvette sports car but, of course, that’s also a V8. Not necessarily helpful for achieving the new standard, at least without attracting a penalty. 

However, GM has announced intent to build a whole heap of electric cars. If some of those arrived here, and sold under the same broad branding umbrella, it could conceivably make a heck of a difference.

Audi RSQ8/Lamborghini Urus

278-282 g/km

 One makes 441kW and the other 478kW, both run the same 4.0-litre twin turbo V8; a true stomper for sound and sizzle. But, clearly, also a bit troublesome in respect to what primarily comes out of the exhaust pipes.

For all the eco-guilt it lays on, I really enjoyed the RSQ8 in sense that it made a far more sensible selection than the Urus, being basically the same with a German accent but shaped but kitted way better and costing a lot less.

 At same token, it does seem to be interesting and intriguing play, not least because it arrives just when Ingolstadt has deeply immersed in the electric car scene. If any Audi is set to stand out as the epitome of an ‘anti e-tron’, it surely has to be this machine: A super swanky, two tonne five-seater SUV coupe battering ram capable of 300kmh but also downing a horrendous quantity of fuel in the process of expressing optimal performance.

 It’s definitely the last of an old breed. And the RS e-Tron GT that is coming later this year is definitely the first of the new.

Ford Mustang V8

292g/km

And you still have to ask why the Blue Oval has decided its first fully electric car is also a Mustang?

The V8 engine has been part of the Pony car’s tale since day one, but it clearly comes with a cost.

Ford has already tried hard to wean fans off the eight cylinder route, with the now 2.3-litre EcoBoost engine as an alternate. It hasn’t worked – NZ preference for the V8 is even stronger than the global average. We just don’t care for anything less than the ‘real deal’, represented very well by the 5.0-litre engine.

Buyer swing toward the four-cylinder and the Mach-E electric, when it comes, could well be the saving of Mustang. Continued allegiance to the V8, as brilliant as that powertrain is, makes no sense in a world where passion has to take a back seat to pragmatism.

Lexus LX570

334g/km

 THE combined Toyota and Lexus carbon profile in this country is an example to all other brands save, obviously, the one that doesn’t sell anything fossil-fuelled: Tesla.

 The Japanese giant’s count is already below the national standing and should fall even more this year, with more hybrids coming and two electrics as well. Those battery-assisted hybrids have made massive imprint for global good; a year ago the makes reckoned their cars had cumulatively saved their owners 25 billion litres of fuel: Enough, theoretically, for each of those cars to travel around the world, and then some.

It’s a nicely-Green calculation, a great crow for brand credibility. Just a shame that the wholly Green image cannot be claimed; at least not while the Lexus keeps its top-line version of the Land Cruiser 200-Series. This eight-seater monster holds black sheep standing within a family that works hard to portray a goody two-shoes eco-pitch.

 Why it is still here? Lexus always claimed the LX has enjoyed a core of supporters who find it hard to transfer to anything else quite like it. We note that the Land Cruiser it bases off is about to retire, with a new line coming – maybe this year, maybe next – with a hybrid V6 powertrain said to be far more efficient and Earth-friendly than the current V8s (diesel in Land Cruiser, petrol in LX). It’d be good for LX to follow suit.

Rolls-Royce Cullinan

342g/km

 Talk about the filthy rich, right? This giant all-terrain land yacht is certainly making its presence felt through more than just gravitas, sheer substance and obvious affluence. Even it has a massive engine, hauling around all that luxury is clearly not a clean business.

 Rolls is at least know recognising this sort cannot go on. The ultimate toff brand is planning to bring an electric vehicle to market within the decade, though it will likely be a purely road-bound car. Thought about what future technical direction the Cullinan might adopt has not be expressed.

Meantime, the make admits this isn’t exactly the result of customer pressure. What’s compelling the brand to develop one is because many cities plan to ban petrol-powered cars in the not-too-distant future. If that seems a bit distasteful then there is main competitor Bentley, which has advertised more ambitious plans – it intends to release an EV by 2025 along with a hybrid version of each of its cars.

 Lamborghini Aventador

394g/km

 Start with a 6.5-litre V12 that creates 544kW and there will be consequences, right? The Aventador is also a standout for its thirst: 16.9 l/100km is the factory’s optimal economy estimate, so maybe it’s a typo that had RightCar put it at 19.61.

 Still, they say here are supercars, and then there are Aventadors. There’s no question this machine is a proper Lambo’. It’s the quintessential Italian hypercar. The entire thing, from the carbon-fibre tub to the engine, handmade by a bunch of mad Italians in Sant'agata Bolognese. 

Can it continue? No. What’s next? Electrification, of course. They might be mad, but they’re not bonkers.

 A replacement for this car, the Egoista, will be a plug-in hybrid, though still V12. The new version of its Huracan, meantime, is taking the same track, though is expected to use either a modified version of the Audi R8 architecture or else an evolution of the 992 Porsche 911’s platform. Oh yes, and the Urus is getting a plug, too.

Jeep Grand Cherokee Trackhawk

395g/km

 The world’s most potent SUV drinks a lot of dinosaur juice and clearly has quite a powerful dino-breath, too, thanks to adoption of the supercharged 6.2-litre V8 that configured originally in just the Dodge Challenger and Charger Hellcat cars before Jeep decided, in 2018, that it needed some of the same fury.

The NZ distributor has done okay with a model that vanquishes 0-100kmh in 3.6 seconds – or 1.3s quicker than the SRT that used to be the king hitter  - covers the quarter mile in 11.9 seconds, hits 290kmh overall and drinks … well, the word ‘copious’ is an understatement when discussing the thirst.

But clearly it does all this with a very dark cloud hanging above. Another whose chances of survival seem … erm. minimal. If it was to be kept on once the clean car levies impose and assuming Jeep couldn’t find any way of avoiding those (through buying credits from another source) then it would carry a $15,000 penalty.

Although utes impact due to sheer volume, some are worse grubs than others. The Ford Ranger, which has dominated ute sales for five years, has a bet either way with two engine choices.

The 2.2-litre four-cylinder biturbo emits a category best 177g/km whereas the five-cylinder 3.2-litre single turbo alternate evidences a near class-worst 234.

Rolls-Royce Cullinan

Rolls-Royce has the highest average emissions in New Zealand, but then sells comparatively few cars that are only driven sparingly.

One solace for ute faithful is that makes reserved for rich listers still top the scale of shame. Aston Martin achieves 265.1, Bentley 274.7, Ferrari 279.8, Lamborghini 305.2 and McLaren 257.3. Then there's Rolls-Royce, the worst emitter, with an average of 343.3g/km.

Those elite end makes are among low volume makes still exempted from the EU's latest expectation,