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The Advertiser
3 days ago
- Automotive
- The Advertiser
Government-funded fuel economy and EV range tests cause confusion, says automaker body
The peak body for car brands in Australia has criticised a government-funded program that tests the fuel economy, emissions and range claims of automakers, arguing it causes "unnecessary confusion". The Australian Automobile Association (AAA) recently expanded its Commonwealth-funded Real-World Testing Program, which commenced in 2023, to include testing of the range and efficiency of electric vehicles (EVs). However, the Federal Chamber of Automotive Industries (FCAI) has questioned the merit of the AAA's testing. CarExpert can save you thousands on a new car. Click here to get a great deal. "All vehicles, including EVs, sold in Australia are tested under strict laboratory conditions set out in Australian Design Rule 81/02," said FCAI chief executive Tony Weber in a statement. "This consistent methodology ensures vehicles can be reliably compared, regardless of brand or model. "Tests conducted outside the ADR process are influenced by many variables, including traffic, terrain, weather and driving style. No two drivers or journeys are the same. "We support transparent, evidence-based information for consumers, but it must be consistent. When conflicting figures are published, it undermines confidence and causes unnecessary confusion." The FCAI argues ADR 81/02 laboratory testing is already mandated by the federal government, so the funding of a real-world test program results in inconsistencies. The peak auto industry body and the Electric Vehicle Council (EVC) appear to have found some common ground. "All cars, including petrol and diesel cars, often present different results in the lab compared to real-world conditions. Laboratory testing occurs in controlled conditions while real-world driving throws in all sorts of variables such as traffic flows, hills, rough roads, weather, extra passenger or luggage weight, and the unique driving styles of motorists," said the EVC's head of legal, policy and advocacy, Aman Gaur, in a statement. "Given the unpredictable nature of driving needs, it's inherently challenging for manufacturers to provide real-world estimates. That's why electric vehicle manufacturers are following the rules and advertising the test results that are required by law." The EVC also noted hat most EV manufacturers use more realistic WLTP electric range figures, instead of the NEDC standard that was phased out in Europe several years ago but still underpins the local ADR 81/02 figures. In AAA testing, various models were found to return results well adrift of their lab-tested claims. In its inaugural testing of EVs, the results of which were released this week, the BYD Atto 3 electric SUV was found to have 23 per cent less range than claimed and 21 per cent higher energy consumption. In previous testing, a raft of petrol, diesel and hybrid vehicles were also found to exceed their advertised fuel economy and CO2 emissions claims. The previous-generation BMW X3, for example, was found to use 20 per cent more fuel and produce 23 per cent more CO2 than claimed, while the Chery Omoda 5 used 32 per cent more fuel and produced 26.8 per cent more CO2. Other disappointing results included previous generations of the MG 3 (+19 and +13 per cent, respectively) and Suzuki Swift (+31 and +31). The latter was also found to produce more than double the mandated lab limit for carbon monoxide. Some hybrids have also fallen short in the AAA testing program, with the GWM Haval Jolion Hybrid found to use 32 per cent more fuel and produce 31.5 per cent more CO2 than its claims. The AAA has said the need for real-world testing was first demonstrated by the Volkswagen emissions scandal (commonly referred to as Dieselgate), in which Volkswagen vehicles were found to use software to trick lab tests, and it claims real-world data is important during the cost-of-living crisis for households and fleets alike. It subsequently received $14 million in government funding for the Real-World Testing Program, which is conducted from a facility in Geelong and on public roads in and around the city. The aim remains to examine up to 200 cars, utes and vans over a four-year period. "Australian car buyers have for too long been misled regarding their vehicle's fuel consumption and environmental performance," said AAA managing director Michael Bradley in 2023. "This Program will deliver Australians truth-in-advertising and drive down demand for cars that over-promise and under-deliver. Better information will enable families and fleet buyers to buy vehicles that will meet their budget and environmental requirements. While the FCAI represents most auto brands (notable exceptions include EVC members Tesla and Polestar), the AAA is the peak organisation for Australia's motoring clubs and their 9.5 million members, representing the likes of the NRMA, RACV, RACQ and others. MORE: EV range claims from BYD, Tesla, others scrutinised in new real-world testing MORE: Real-world testing shows Ford Ranger among emissions-breaching models MORE: Real-world testing shows not all hybrids are created equal at saving fuel MORE: Popular Australian models found to use up to 35 per cent more fuel than claimed MORE: New data shows even more new cars are thirstier and dirtier than claimed MORE: Real-world tests reveal the cars that are thirstier than they claim MORE: The popular cars, SUVs and utes that can't match their fuel economy claims MORE: Real-world fuel use shows popular Australian new cars drastically exceed claims MORE: Which SUVs don't match their fuel economy stickers in the real world? Content originally sourced from: The peak body for car brands in Australia has criticised a government-funded program that tests the fuel economy, emissions and range claims of automakers, arguing it causes "unnecessary confusion". The Australian Automobile Association (AAA) recently expanded its Commonwealth-funded Real-World Testing Program, which commenced in 2023, to include testing of the range and efficiency of electric vehicles (EVs). However, the Federal Chamber of Automotive Industries (FCAI) has questioned the merit of the AAA's testing. CarExpert can save you thousands on a new car. Click here to get a great deal. "All vehicles, including EVs, sold in Australia are tested under strict laboratory conditions set out in Australian Design Rule 81/02," said FCAI chief executive Tony Weber in a statement. "This consistent methodology ensures vehicles can be reliably compared, regardless of brand or model. "Tests conducted outside the ADR process are influenced by many variables, including traffic, terrain, weather and driving style. No two drivers or journeys are the same. "We support transparent, evidence-based information for consumers, but it must be consistent. When conflicting figures are published, it undermines confidence and causes unnecessary confusion." The FCAI argues ADR 81/02 laboratory testing is already mandated by the federal government, so the funding of a real-world test program results in inconsistencies. The peak auto industry body and the Electric Vehicle Council (EVC) appear to have found some common ground. "All cars, including petrol and diesel cars, often present different results in the lab compared to real-world conditions. Laboratory testing occurs in controlled conditions while real-world driving throws in all sorts of variables such as traffic flows, hills, rough roads, weather, extra passenger or luggage weight, and the unique driving styles of motorists," said the EVC's head of legal, policy and advocacy, Aman Gaur, in a statement. "Given the unpredictable nature of driving needs, it's inherently challenging for manufacturers to provide real-world estimates. That's why electric vehicle manufacturers are following the rules and advertising the test results that are required by law." The EVC also noted hat most EV manufacturers use more realistic WLTP electric range figures, instead of the NEDC standard that was phased out in Europe several years ago but still underpins the local ADR 81/02 figures. In AAA testing, various models were found to return results well adrift of their lab-tested claims. In its inaugural testing of EVs, the results of which were released this week, the BYD Atto 3 electric SUV was found to have 23 per cent less range than claimed and 21 per cent higher energy consumption. In previous testing, a raft of petrol, diesel and hybrid vehicles were also found to exceed their advertised fuel economy and CO2 emissions claims. The previous-generation BMW X3, for example, was found to use 20 per cent more fuel and produce 23 per cent more CO2 than claimed, while the Chery Omoda 5 used 32 per cent more fuel and produced 26.8 per cent more CO2. Other disappointing results included previous generations of the MG 3 (+19 and +13 per cent, respectively) and Suzuki Swift (+31 and +31). The latter was also found to produce more than double the mandated lab limit for carbon monoxide. Some hybrids have also fallen short in the AAA testing program, with the GWM Haval Jolion Hybrid found to use 32 per cent more fuel and produce 31.5 per cent more CO2 than its claims. The AAA has said the need for real-world testing was first demonstrated by the Volkswagen emissions scandal (commonly referred to as Dieselgate), in which Volkswagen vehicles were found to use software to trick lab tests, and it claims real-world data is important during the cost-of-living crisis for households and fleets alike. It subsequently received $14 million in government funding for the Real-World Testing Program, which is conducted from a facility in Geelong and on public roads in and around the city. The aim remains to examine up to 200 cars, utes and vans over a four-year period. "Australian car buyers have for too long been misled regarding their vehicle's fuel consumption and environmental performance," said AAA managing director Michael Bradley in 2023. "This Program will deliver Australians truth-in-advertising and drive down demand for cars that over-promise and under-deliver. Better information will enable families and fleet buyers to buy vehicles that will meet their budget and environmental requirements. While the FCAI represents most auto brands (notable exceptions include EVC members Tesla and Polestar), the AAA is the peak organisation for Australia's motoring clubs and their 9.5 million members, representing the likes of the NRMA, RACV, RACQ and others. MORE: EV range claims from BYD, Tesla, others scrutinised in new real-world testing MORE: Real-world testing shows Ford Ranger among emissions-breaching models MORE: Real-world testing shows not all hybrids are created equal at saving fuel MORE: Popular Australian models found to use up to 35 per cent more fuel than claimed MORE: New data shows even more new cars are thirstier and dirtier than claimed MORE: Real-world tests reveal the cars that are thirstier than they claim MORE: The popular cars, SUVs and utes that can't match their fuel economy claims MORE: Real-world fuel use shows popular Australian new cars drastically exceed claims MORE: Which SUVs don't match their fuel economy stickers in the real world? Content originally sourced from: The peak body for car brands in Australia has criticised a government-funded program that tests the fuel economy, emissions and range claims of automakers, arguing it causes "unnecessary confusion". The Australian Automobile Association (AAA) recently expanded its Commonwealth-funded Real-World Testing Program, which commenced in 2023, to include testing of the range and efficiency of electric vehicles (EVs). However, the Federal Chamber of Automotive Industries (FCAI) has questioned the merit of the AAA's testing. CarExpert can save you thousands on a new car. Click here to get a great deal. "All vehicles, including EVs, sold in Australia are tested under strict laboratory conditions set out in Australian Design Rule 81/02," said FCAI chief executive Tony Weber in a statement. "This consistent methodology ensures vehicles can be reliably compared, regardless of brand or model. "Tests conducted outside the ADR process are influenced by many variables, including traffic, terrain, weather and driving style. No two drivers or journeys are the same. "We support transparent, evidence-based information for consumers, but it must be consistent. When conflicting figures are published, it undermines confidence and causes unnecessary confusion." The FCAI argues ADR 81/02 laboratory testing is already mandated by the federal government, so the funding of a real-world test program results in inconsistencies. The peak auto industry body and the Electric Vehicle Council (EVC) appear to have found some common ground. "All cars, including petrol and diesel cars, often present different results in the lab compared to real-world conditions. Laboratory testing occurs in controlled conditions while real-world driving throws in all sorts of variables such as traffic flows, hills, rough roads, weather, extra passenger or luggage weight, and the unique driving styles of motorists," said the EVC's head of legal, policy and advocacy, Aman Gaur, in a statement. "Given the unpredictable nature of driving needs, it's inherently challenging for manufacturers to provide real-world estimates. That's why electric vehicle manufacturers are following the rules and advertising the test results that are required by law." The EVC also noted hat most EV manufacturers use more realistic WLTP electric range figures, instead of the NEDC standard that was phased out in Europe several years ago but still underpins the local ADR 81/02 figures. In AAA testing, various models were found to return results well adrift of their lab-tested claims. In its inaugural testing of EVs, the results of which were released this week, the BYD Atto 3 electric SUV was found to have 23 per cent less range than claimed and 21 per cent higher energy consumption. In previous testing, a raft of petrol, diesel and hybrid vehicles were also found to exceed their advertised fuel economy and CO2 emissions claims. The previous-generation BMW X3, for example, was found to use 20 per cent more fuel and produce 23 per cent more CO2 than claimed, while the Chery Omoda 5 used 32 per cent more fuel and produced 26.8 per cent more CO2. Other disappointing results included previous generations of the MG 3 (+19 and +13 per cent, respectively) and Suzuki Swift (+31 and +31). The latter was also found to produce more than double the mandated lab limit for carbon monoxide. Some hybrids have also fallen short in the AAA testing program, with the GWM Haval Jolion Hybrid found to use 32 per cent more fuel and produce 31.5 per cent more CO2 than its claims. The AAA has said the need for real-world testing was first demonstrated by the Volkswagen emissions scandal (commonly referred to as Dieselgate), in which Volkswagen vehicles were found to use software to trick lab tests, and it claims real-world data is important during the cost-of-living crisis for households and fleets alike. It subsequently received $14 million in government funding for the Real-World Testing Program, which is conducted from a facility in Geelong and on public roads in and around the city. The aim remains to examine up to 200 cars, utes and vans over a four-year period. "Australian car buyers have for too long been misled regarding their vehicle's fuel consumption and environmental performance," said AAA managing director Michael Bradley in 2023. "This Program will deliver Australians truth-in-advertising and drive down demand for cars that over-promise and under-deliver. Better information will enable families and fleet buyers to buy vehicles that will meet their budget and environmental requirements. While the FCAI represents most auto brands (notable exceptions include EVC members Tesla and Polestar), the AAA is the peak organisation for Australia's motoring clubs and their 9.5 million members, representing the likes of the NRMA, RACV, RACQ and others. MORE: EV range claims from BYD, Tesla, others scrutinised in new real-world testing MORE: Real-world testing shows Ford Ranger among emissions-breaching models MORE: Real-world testing shows not all hybrids are created equal at saving fuel MORE: Popular Australian models found to use up to 35 per cent more fuel than claimed MORE: New data shows even more new cars are thirstier and dirtier than claimed MORE: Real-world tests reveal the cars that are thirstier than they claim MORE: The popular cars, SUVs and utes that can't match their fuel economy claims MORE: Real-world fuel use shows popular Australian new cars drastically exceed claims MORE: Which SUVs don't match their fuel economy stickers in the real world? Content originally sourced from: The peak body for car brands in Australia has criticised a government-funded program that tests the fuel economy, emissions and range claims of automakers, arguing it causes "unnecessary confusion". The Australian Automobile Association (AAA) recently expanded its Commonwealth-funded Real-World Testing Program, which commenced in 2023, to include testing of the range and efficiency of electric vehicles (EVs). However, the Federal Chamber of Automotive Industries (FCAI) has questioned the merit of the AAA's testing. CarExpert can save you thousands on a new car. Click here to get a great deal. "All vehicles, including EVs, sold in Australia are tested under strict laboratory conditions set out in Australian Design Rule 81/02," said FCAI chief executive Tony Weber in a statement. "This consistent methodology ensures vehicles can be reliably compared, regardless of brand or model. "Tests conducted outside the ADR process are influenced by many variables, including traffic, terrain, weather and driving style. No two drivers or journeys are the same. "We support transparent, evidence-based information for consumers, but it must be consistent. When conflicting figures are published, it undermines confidence and causes unnecessary confusion." The FCAI argues ADR 81/02 laboratory testing is already mandated by the federal government, so the funding of a real-world test program results in inconsistencies. The peak auto industry body and the Electric Vehicle Council (EVC) appear to have found some common ground. "All cars, including petrol and diesel cars, often present different results in the lab compared to real-world conditions. Laboratory testing occurs in controlled conditions while real-world driving throws in all sorts of variables such as traffic flows, hills, rough roads, weather, extra passenger or luggage weight, and the unique driving styles of motorists," said the EVC's head of legal, policy and advocacy, Aman Gaur, in a statement. "Given the unpredictable nature of driving needs, it's inherently challenging for manufacturers to provide real-world estimates. That's why electric vehicle manufacturers are following the rules and advertising the test results that are required by law." The EVC also noted hat most EV manufacturers use more realistic WLTP electric range figures, instead of the NEDC standard that was phased out in Europe several years ago but still underpins the local ADR 81/02 figures. In AAA testing, various models were found to return results well adrift of their lab-tested claims. In its inaugural testing of EVs, the results of which were released this week, the BYD Atto 3 electric SUV was found to have 23 per cent less range than claimed and 21 per cent higher energy consumption. In previous testing, a raft of petrol, diesel and hybrid vehicles were also found to exceed their advertised fuel economy and CO2 emissions claims. The previous-generation BMW X3, for example, was found to use 20 per cent more fuel and produce 23 per cent more CO2 than claimed, while the Chery Omoda 5 used 32 per cent more fuel and produced 26.8 per cent more CO2. Other disappointing results included previous generations of the MG 3 (+19 and +13 per cent, respectively) and Suzuki Swift (+31 and +31). The latter was also found to produce more than double the mandated lab limit for carbon monoxide. Some hybrids have also fallen short in the AAA testing program, with the GWM Haval Jolion Hybrid found to use 32 per cent more fuel and produce 31.5 per cent more CO2 than its claims. The AAA has said the need for real-world testing was first demonstrated by the Volkswagen emissions scandal (commonly referred to as Dieselgate), in which Volkswagen vehicles were found to use software to trick lab tests, and it claims real-world data is important during the cost-of-living crisis for households and fleets alike. It subsequently received $14 million in government funding for the Real-World Testing Program, which is conducted from a facility in Geelong and on public roads in and around the city. The aim remains to examine up to 200 cars, utes and vans over a four-year period. "Australian car buyers have for too long been misled regarding their vehicle's fuel consumption and environmental performance," said AAA managing director Michael Bradley in 2023. "This Program will deliver Australians truth-in-advertising and drive down demand for cars that over-promise and under-deliver. Better information will enable families and fleet buyers to buy vehicles that will meet their budget and environmental requirements. While the FCAI represents most auto brands (notable exceptions include EVC members Tesla and Polestar), the AAA is the peak organisation for Australia's motoring clubs and their 9.5 million members, representing the likes of the NRMA, RACV, RACQ and others. MORE: EV range claims from BYD, Tesla, others scrutinised in new real-world testing MORE: Real-world testing shows Ford Ranger among emissions-breaching models MORE: Real-world testing shows not all hybrids are created equal at saving fuel MORE: Popular Australian models found to use up to 35 per cent more fuel than claimed MORE: New data shows even more new cars are thirstier and dirtier than claimed MORE: Real-world tests reveal the cars that are thirstier than they claim MORE: The popular cars, SUVs and utes that can't match their fuel economy claims MORE: Real-world fuel use shows popular Australian new cars drastically exceed claims MORE: Which SUVs don't match their fuel economy stickers in the real world? Content originally sourced from:
7NEWS
3 days ago
- Automotive
- 7NEWS
Government-funded fuel economy and EV range tests cause confusion, says automaker body
The peak body for car brands in Australia has criticised a government-funded program that tests the fuel economy, emissions and range claims of automakers, arguing it causes 'unnecessary confusion'. The Australian Automobile Association (AAA) recently expanded its Commonwealth-funded Real-World Testing Program, which commenced in 2023, to include testing of the range and efficiency of electric vehicles (EVs). However, the Federal Chamber of Automotive Industries (FCAI) has questioned the merit of the AAA's testing. CarExpert can save you thousands on a new car. Click here to get a great deal. 'All vehicles, including EVs, sold in Australia are tested under strict laboratory conditions set out in Australian Design Rule 81/02,' said FCAI chief executive Tony Weber in a statement. 'This consistent methodology ensures vehicles can be reliably compared, regardless of brand or model. 'Tests conducted outside the ADR process are influenced by many variables, including traffic, terrain, weather and driving style. No two drivers or journeys are the same. 'We support transparent, evidence-based information for consumers, but it must be consistent. When conflicting figures are published, it undermines confidence and causes unnecessary confusion.' The FCAI argues ADR 81/02 laboratory testing is already mandated by the federal government, so the funding of a real-world test program results in inconsistencies. The peak auto industry body and the Electric Vehicle Council (EVC) appear to have found some common ground. 'All cars, including petrol and diesel cars, often present different results in the lab compared to real-world conditions. Laboratory testing occurs in controlled conditions while real-world driving throws in all sorts of variables such as traffic flows, hills, rough roads, weather, extra passenger or luggage weight, and the unique driving styles of motorists,' said the EVC's head of legal, policy and advocacy, Aman Gaur, in a statement. 'Given the unpredictable nature of driving needs, it's inherently challenging for manufacturers to provide real-world estimates. That's why electric vehicle manufacturers are following the rules and advertising the test results that are required by law.' The EVC also noted hat most EV manufacturers use more realistic WLTP electric range figures, instead of the NEDC standard that was phased out in Europe several years ago but still underpins the local ADR 81/02 figures. In AAA testing, various models were found to return results well adrift of their lab-tested claims. In its inaugural testing of EVs, the results of which were released this week, the BYD Atto 3 electric SUV was found to have 23 per cent less range than claimed and 21 per cent higher energy consumption. In previous testing, a raft of petrol, diesel and hybrid vehicles were also found to exceed their advertised fuel economy and CO2 emissions claims. The previous-generation BMW X3, for example, was found to use 20 per cent more fuel and produce 23 per cent more CO2 than claimed, while the Chery Omoda 5 used 32 per cent more fuel and produced 26.8 per cent more CO2. Other disappointing results included previous generations of the MG 3 (+19 and +13 per cent, respectively) and Suzuki Swift (+31 and +31). The latter was also found to produce more than double the mandated lab limit for carbon monoxide. Some hybrids have also fallen short in the AAA testing program, with the GWM Haval Jolion Hybrid found to use 32 per cent more fuel and produce 31.5 per cent more CO2 than its claims. The AAA has said the need for real-world testing was first demonstrated by the Volkswagen emissions scandal (commonly referred to as Dieselgate), in which Volkswagen vehicles were found to use software to trick lab tests, and it claims real-world data is important during the cost-of-living crisis for households and fleets alike. It subsequently received $14 million in government funding for the Real-World Testing Program, which is conducted from a facility in Geelong and on public roads in and around the city. The aim remains to examine up to 200 cars, utes and vans over a four-year period. 'Australian car buyers have for too long been misled regarding their vehicle's fuel consumption and environmental performance,' said AAA managing director Michael Bradley in 2023. 'This Program will deliver Australians truth-in-advertising and drive down demand for cars that over-promise and under-deliver. Better information will enable families and fleet buyers to buy vehicles that will meet their budget and environmental requirements. While the FCAI represents most auto brands (notable exceptions include EVC members Tesla and Polestar), the AAA is the peak organisation for Australia's motoring clubs and their 9.5 million members, representing the likes of the NRMA, RACV, RACQ and others.
Perth Now
3 days ago
- Automotive
- Perth Now
Government-funded fuel economy and EV range tests cause confusion, says automaker body
The peak body for car brands in Australia has criticised a government-funded program that tests the fuel economy, emissions and range claims of automakers, arguing it causes 'unnecessary confusion'. The Australian Automobile Association (AAA) recently expanded its Commonwealth-funded Real-World Testing Program, which commenced in 2023, to include testing of the range and efficiency of electric vehicles (EVs). However, the Federal Chamber of Automotive Industries (FCAI) has questioned the merit of the AAA's testing. CarExpert can save you thousands on a new car. Click here to get a great deal. Supplied Credit: CarExpert 'All vehicles, including EVs, sold in Australia are tested under strict laboratory conditions set out in Australian Design Rule 81/02,' said FCAI chief executive Tony Weber in a statement. 'This consistent methodology ensures vehicles can be reliably compared, regardless of brand or model. 'Tests conducted outside the ADR process are influenced by many variables, including traffic, terrain, weather and driving style. No two drivers or journeys are the same. 'We support transparent, evidence-based information for consumers, but it must be consistent. When conflicting figures are published, it undermines confidence and causes unnecessary confusion.' Supplied Credit: CarExpert The FCAI argues ADR 81/02 laboratory testing is already mandated by the federal government, so the funding of a real-world test program results in inconsistencies. The peak auto industry body and the Electric Vehicle Council (EVC) appear to have found some common ground. 'All cars, including petrol and diesel cars, often present different results in the lab compared to real-world conditions. Laboratory testing occurs in controlled conditions while real-world driving throws in all sorts of variables such as traffic flows, hills, rough roads, weather, extra passenger or luggage weight, and the unique driving styles of motorists,' said the EVC's head of legal, policy and advocacy, Aman Gaur, in a statement. 'Given the unpredictable nature of driving needs, it's inherently challenging for manufacturers to provide real-world estimates. That's why electric vehicle manufacturers are following the rules and advertising the test results that are required by law.' Supplied Credit: CarExpert The EVC also noted hat most EV manufacturers use more realistic WLTP electric range figures, instead of the NEDC standard that was phased out in Europe several years ago but still underpins the local ADR 81/02 figures. In AAA testing, various models were found to return results well adrift of their lab-tested claims. In its inaugural testing of EVs, the results of which were released this week, the BYD Atto 3 electric SUV was found to have 23 per cent less range than claimed and 21 per cent higher energy consumption. In previous testing, a raft of petrol, diesel and hybrid vehicles were also found to exceed their advertised fuel economy and CO2 emissions claims. Supplied Credit: CarExpert The previous-generation BMW X3, for example, was found to use 20 per cent more fuel and produce 23 per cent more CO2 than claimed, while the Chery Omoda 5 used 32 per cent more fuel and produced 26.8 per cent more CO2. Other disappointing results included previous generations of the MG 3 (+19 and +13 per cent, respectively) and Suzuki Swift (+31 and +31). The latter was also found to produce more than double the mandated lab limit for carbon monoxide. Some hybrids have also fallen short in the AAA testing program, with the GWM Haval Jolion Hybrid found to use 32 per cent more fuel and produce 31.5 per cent more CO2 than its claims. The AAA has said the need for real-world testing was first demonstrated by the Volkswagen emissions scandal (commonly referred to as Dieselgate), in which Volkswagen vehicles were found to use software to trick lab tests, and it claims real-world data is important during the cost-of-living crisis for households and fleets alike. Supplied Credit: CarExpert It subsequently received $14 million in government funding for the Real-World Testing Program, which is conducted from a facility in Geelong and on public roads in and around the city. The aim remains to examine up to 200 cars, utes and vans over a four-year period. 'Australian car buyers have for too long been misled regarding their vehicle's fuel consumption and environmental performance,' said AAA managing director Michael Bradley in 2023. 'This Program will deliver Australians truth-in-advertising and drive down demand for cars that over-promise and under-deliver. Better information will enable families and fleet buyers to buy vehicles that will meet their budget and environmental requirements. While the FCAI represents most auto brands (notable exceptions include EVC members Tesla and Polestar), the AAA is the peak organisation for Australia's motoring clubs and their 9.5 million members, representing the likes of the NRMA, RACV, RACQ and others. Supplied Credit: CarExpert MORE: EV range claims from BYD, Tesla, others scrutinised in new real-world testing MORE: Real-world testing shows Ford Ranger among emissions-breaching models MORE: Real-world testing shows not all hybrids are created equal at saving fuel MORE: Popular Australian models found to use up to 35 per cent more fuel than claimed MORE: New data shows even more new cars are thirstier and dirtier than claimed MORE: Real-world tests reveal the cars that are thirstier than they claim MORE: The popular cars, SUVs and utes that can't match their fuel economy claims MORE: Real-world fuel use shows popular Australian new cars drastically exceed claims MORE: Which SUVs don't match their fuel economy stickers in the real world?
The Advertiser
12-07-2025
- Automotive
- The Advertiser
Polestar won't rejoin Australia's top auto industry body
Electric vehicle (EV) brand Polestar says it's not ready to rejoin Australia's peak automotive industry organisation, the Federal Chamber of Automotive Industries (FCAI), because it still believes it doesn't truly represent the local auto industry. Along with US EV brand Tesla, Polestar Australia quit the FCAI in March 2024 in protest of the body's criticism of the federal government's now-implemented New Vehicle Efficiency Standard (NVES). A statement from Polestar announcing its exit claimed the FCAI was attempting to "deliberately slow the car industry's contribution to Australia's emissions reduction potential". The Chinese-owned Swedish EV-maker told media this week its view of the FCAI hasn't changed – and it is not considering rejoining its ranks, which includes most auto brands present in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I haven't seen the FCAI say or do anything that would indicate that they're being more progressive when it comes to the electrification of the Australian vehicle fleet," Polestar Australia managing director Scott Maynard said on a media call. "In fact, most of the comments I've seen earlier out of the FCAI would indicate the opposite is true." Officially commencing on January 1, 2025, the NVES is designed to reduce the carbon-dioxide (CO2) tailpipe emissions of all new cars sold in Australia, with CO2 targets lowering annually until 2029. Automakers began accruing financial penalties for exceeding emissions targets from July 1, 2025. The initially proposed targets were raised – meaning new vehicles could emit more CO2 – with the final figures implemented after pressure from the FCAI on the federal government. A public statement on March 5, 2024, said the FCAI was "concerned at the rate of total battery electric vehicle sales which recorded just 5.9 per cent of total sales [in February 2025] compared with 9.6 per cent in February 2024". Further, the FCAI was critical of the way NVES was implemented, saying: "Our grave concern has always been the rate of EV adoption and what assumptions the Government had made in its modelling around consumer demand for EVs in the NVES. This modelling remains secret." Another FCAI statement made three months earlier said: "It is significant that the Government has recognised the need to do more to support sales of EVs in order to get anywhere near the challenge of achieving its extremely ambitious emissions reduction targets under the New Vehicle Efficiency Standard (NVES)." These were the comments that prompted Polestar to quit the group, along with Tesla, which only joined the FCAI less than 12 months earlier. Tesla was even more critical in public comments upon its exit, accusing the FCAI of misleading Australian consumers and engaging in anti-competitive behaviour. "Tesla is also concerned that it is inappropriate for the FCAI to foreshadow or coordinate whether and how competitor brands implement price changes in response to environmental regulations such as the NVES," it said at the time. The FCAI describes itself as the 'peak representative organisation for companies who distribute new passenger vehicles, light commercial vehicles and motorcycles and all-terrain vehicles in Australia'. Essentially, it represents the interests of automakers, with membership fees based on sales volume. Non-member brands – including Polestar and Tesla, as well as Mahindra, Smart, Cadillac, Ineos and Xpeng, among others – do not supply sales figures for the FCAI's monthly VFACTS reports. The FCAI's board includes – among others – Mazda Australia managing director Vinesh Bhindi, Mitsubishi Australia CEO Shaun Westcott, Nissan Oceania managing director Andrew Humberstone, Renault Australia general manager Glen Sealy and Mercedes-Benz Australia/Pacific's Jaime Cohen. Many of the automakers represented by FCAI board members offer EVs in their local lineups, including Penny Ferguson from JLR, which is currently reinventing Jaguar as an electric-only brand. Mr Maynard reiterated that his company's stance this week hasn't changed – even if Polestar's parent company, Geely, is a paid-up member. "The fact that they're [the FCAI] so hard against the NVES and tried to water that down didn't sit with our brand or what we would consider is in the best interests of the Australian buying public or the environment or the economy. "So at this stage, there wouldn't be any reason for us to go back. "The FCAI does an important job of representing its brands. Those brands, too, have spoken out against things like the NVES. "They have spoken out against things like fringe benefits tax (FBT), which continues to disproportionately serve the sale of dual cab utes – not what I would consider to be a far more progressive style of transportation, which is electric vehicles. "So it doesn't sit with our brand to rejoin. I've always said and will continue to say if that position changes, then of course it makes sense for us to join a vehicle-based chamber that represents the industry. But at the moment, I think it represents the industry [only] in part." MORE: Everything Polestar MORE: What the first emissions standard means for Aussie car buyers Content originally sourced from: Electric vehicle (EV) brand Polestar says it's not ready to rejoin Australia's peak automotive industry organisation, the Federal Chamber of Automotive Industries (FCAI), because it still believes it doesn't truly represent the local auto industry. Along with US EV brand Tesla, Polestar Australia quit the FCAI in March 2024 in protest of the body's criticism of the federal government's now-implemented New Vehicle Efficiency Standard (NVES). A statement from Polestar announcing its exit claimed the FCAI was attempting to "deliberately slow the car industry's contribution to Australia's emissions reduction potential". The Chinese-owned Swedish EV-maker told media this week its view of the FCAI hasn't changed – and it is not considering rejoining its ranks, which includes most auto brands present in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I haven't seen the FCAI say or do anything that would indicate that they're being more progressive when it comes to the electrification of the Australian vehicle fleet," Polestar Australia managing director Scott Maynard said on a media call. "In fact, most of the comments I've seen earlier out of the FCAI would indicate the opposite is true." Officially commencing on January 1, 2025, the NVES is designed to reduce the carbon-dioxide (CO2) tailpipe emissions of all new cars sold in Australia, with CO2 targets lowering annually until 2029. Automakers began accruing financial penalties for exceeding emissions targets from July 1, 2025. The initially proposed targets were raised – meaning new vehicles could emit more CO2 – with the final figures implemented after pressure from the FCAI on the federal government. A public statement on March 5, 2024, said the FCAI was "concerned at the rate of total battery electric vehicle sales which recorded just 5.9 per cent of total sales [in February 2025] compared with 9.6 per cent in February 2024". Further, the FCAI was critical of the way NVES was implemented, saying: "Our grave concern has always been the rate of EV adoption and what assumptions the Government had made in its modelling around consumer demand for EVs in the NVES. This modelling remains secret." Another FCAI statement made three months earlier said: "It is significant that the Government has recognised the need to do more to support sales of EVs in order to get anywhere near the challenge of achieving its extremely ambitious emissions reduction targets under the New Vehicle Efficiency Standard (NVES)." These were the comments that prompted Polestar to quit the group, along with Tesla, which only joined the FCAI less than 12 months earlier. Tesla was even more critical in public comments upon its exit, accusing the FCAI of misleading Australian consumers and engaging in anti-competitive behaviour. "Tesla is also concerned that it is inappropriate for the FCAI to foreshadow or coordinate whether and how competitor brands implement price changes in response to environmental regulations such as the NVES," it said at the time. The FCAI describes itself as the 'peak representative organisation for companies who distribute new passenger vehicles, light commercial vehicles and motorcycles and all-terrain vehicles in Australia'. Essentially, it represents the interests of automakers, with membership fees based on sales volume. Non-member brands – including Polestar and Tesla, as well as Mahindra, Smart, Cadillac, Ineos and Xpeng, among others – do not supply sales figures for the FCAI's monthly VFACTS reports. The FCAI's board includes – among others – Mazda Australia managing director Vinesh Bhindi, Mitsubishi Australia CEO Shaun Westcott, Nissan Oceania managing director Andrew Humberstone, Renault Australia general manager Glen Sealy and Mercedes-Benz Australia/Pacific's Jaime Cohen. Many of the automakers represented by FCAI board members offer EVs in their local lineups, including Penny Ferguson from JLR, which is currently reinventing Jaguar as an electric-only brand. Mr Maynard reiterated that his company's stance this week hasn't changed – even if Polestar's parent company, Geely, is a paid-up member. "The fact that they're [the FCAI] so hard against the NVES and tried to water that down didn't sit with our brand or what we would consider is in the best interests of the Australian buying public or the environment or the economy. "So at this stage, there wouldn't be any reason for us to go back. "The FCAI does an important job of representing its brands. Those brands, too, have spoken out against things like the NVES. "They have spoken out against things like fringe benefits tax (FBT), which continues to disproportionately serve the sale of dual cab utes – not what I would consider to be a far more progressive style of transportation, which is electric vehicles. "So it doesn't sit with our brand to rejoin. I've always said and will continue to say if that position changes, then of course it makes sense for us to join a vehicle-based chamber that represents the industry. But at the moment, I think it represents the industry [only] in part." MORE: Everything Polestar MORE: What the first emissions standard means for Aussie car buyers Content originally sourced from: Electric vehicle (EV) brand Polestar says it's not ready to rejoin Australia's peak automotive industry organisation, the Federal Chamber of Automotive Industries (FCAI), because it still believes it doesn't truly represent the local auto industry. Along with US EV brand Tesla, Polestar Australia quit the FCAI in March 2024 in protest of the body's criticism of the federal government's now-implemented New Vehicle Efficiency Standard (NVES). A statement from Polestar announcing its exit claimed the FCAI was attempting to "deliberately slow the car industry's contribution to Australia's emissions reduction potential". The Chinese-owned Swedish EV-maker told media this week its view of the FCAI hasn't changed – and it is not considering rejoining its ranks, which includes most auto brands present in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I haven't seen the FCAI say or do anything that would indicate that they're being more progressive when it comes to the electrification of the Australian vehicle fleet," Polestar Australia managing director Scott Maynard said on a media call. "In fact, most of the comments I've seen earlier out of the FCAI would indicate the opposite is true." Officially commencing on January 1, 2025, the NVES is designed to reduce the carbon-dioxide (CO2) tailpipe emissions of all new cars sold in Australia, with CO2 targets lowering annually until 2029. Automakers began accruing financial penalties for exceeding emissions targets from July 1, 2025. The initially proposed targets were raised – meaning new vehicles could emit more CO2 – with the final figures implemented after pressure from the FCAI on the federal government. A public statement on March 5, 2024, said the FCAI was "concerned at the rate of total battery electric vehicle sales which recorded just 5.9 per cent of total sales [in February 2025] compared with 9.6 per cent in February 2024". Further, the FCAI was critical of the way NVES was implemented, saying: "Our grave concern has always been the rate of EV adoption and what assumptions the Government had made in its modelling around consumer demand for EVs in the NVES. This modelling remains secret." Another FCAI statement made three months earlier said: "It is significant that the Government has recognised the need to do more to support sales of EVs in order to get anywhere near the challenge of achieving its extremely ambitious emissions reduction targets under the New Vehicle Efficiency Standard (NVES)." These were the comments that prompted Polestar to quit the group, along with Tesla, which only joined the FCAI less than 12 months earlier. Tesla was even more critical in public comments upon its exit, accusing the FCAI of misleading Australian consumers and engaging in anti-competitive behaviour. "Tesla is also concerned that it is inappropriate for the FCAI to foreshadow or coordinate whether and how competitor brands implement price changes in response to environmental regulations such as the NVES," it said at the time. The FCAI describes itself as the 'peak representative organisation for companies who distribute new passenger vehicles, light commercial vehicles and motorcycles and all-terrain vehicles in Australia'. Essentially, it represents the interests of automakers, with membership fees based on sales volume. Non-member brands – including Polestar and Tesla, as well as Mahindra, Smart, Cadillac, Ineos and Xpeng, among others – do not supply sales figures for the FCAI's monthly VFACTS reports. The FCAI's board includes – among others – Mazda Australia managing director Vinesh Bhindi, Mitsubishi Australia CEO Shaun Westcott, Nissan Oceania managing director Andrew Humberstone, Renault Australia general manager Glen Sealy and Mercedes-Benz Australia/Pacific's Jaime Cohen. Many of the automakers represented by FCAI board members offer EVs in their local lineups, including Penny Ferguson from JLR, which is currently reinventing Jaguar as an electric-only brand. Mr Maynard reiterated that his company's stance this week hasn't changed – even if Polestar's parent company, Geely, is a paid-up member. "The fact that they're [the FCAI] so hard against the NVES and tried to water that down didn't sit with our brand or what we would consider is in the best interests of the Australian buying public or the environment or the economy. "So at this stage, there wouldn't be any reason for us to go back. "The FCAI does an important job of representing its brands. Those brands, too, have spoken out against things like the NVES. "They have spoken out against things like fringe benefits tax (FBT), which continues to disproportionately serve the sale of dual cab utes – not what I would consider to be a far more progressive style of transportation, which is electric vehicles. "So it doesn't sit with our brand to rejoin. I've always said and will continue to say if that position changes, then of course it makes sense for us to join a vehicle-based chamber that represents the industry. But at the moment, I think it represents the industry [only] in part." MORE: Everything Polestar MORE: What the first emissions standard means for Aussie car buyers Content originally sourced from: Electric vehicle (EV) brand Polestar says it's not ready to rejoin Australia's peak automotive industry organisation, the Federal Chamber of Automotive Industries (FCAI), because it still believes it doesn't truly represent the local auto industry. Along with US EV brand Tesla, Polestar Australia quit the FCAI in March 2024 in protest of the body's criticism of the federal government's now-implemented New Vehicle Efficiency Standard (NVES). A statement from Polestar announcing its exit claimed the FCAI was attempting to "deliberately slow the car industry's contribution to Australia's emissions reduction potential". The Chinese-owned Swedish EV-maker told media this week its view of the FCAI hasn't changed – and it is not considering rejoining its ranks, which includes most auto brands present in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I haven't seen the FCAI say or do anything that would indicate that they're being more progressive when it comes to the electrification of the Australian vehicle fleet," Polestar Australia managing director Scott Maynard said on a media call. "In fact, most of the comments I've seen earlier out of the FCAI would indicate the opposite is true." Officially commencing on January 1, 2025, the NVES is designed to reduce the carbon-dioxide (CO2) tailpipe emissions of all new cars sold in Australia, with CO2 targets lowering annually until 2029. Automakers began accruing financial penalties for exceeding emissions targets from July 1, 2025. The initially proposed targets were raised – meaning new vehicles could emit more CO2 – with the final figures implemented after pressure from the FCAI on the federal government. A public statement on March 5, 2024, said the FCAI was "concerned at the rate of total battery electric vehicle sales which recorded just 5.9 per cent of total sales [in February 2025] compared with 9.6 per cent in February 2024". Further, the FCAI was critical of the way NVES was implemented, saying: "Our grave concern has always been the rate of EV adoption and what assumptions the Government had made in its modelling around consumer demand for EVs in the NVES. This modelling remains secret." Another FCAI statement made three months earlier said: "It is significant that the Government has recognised the need to do more to support sales of EVs in order to get anywhere near the challenge of achieving its extremely ambitious emissions reduction targets under the New Vehicle Efficiency Standard (NVES)." These were the comments that prompted Polestar to quit the group, along with Tesla, which only joined the FCAI less than 12 months earlier. Tesla was even more critical in public comments upon its exit, accusing the FCAI of misleading Australian consumers and engaging in anti-competitive behaviour. "Tesla is also concerned that it is inappropriate for the FCAI to foreshadow or coordinate whether and how competitor brands implement price changes in response to environmental regulations such as the NVES," it said at the time. The FCAI describes itself as the 'peak representative organisation for companies who distribute new passenger vehicles, light commercial vehicles and motorcycles and all-terrain vehicles in Australia'. Essentially, it represents the interests of automakers, with membership fees based on sales volume. Non-member brands – including Polestar and Tesla, as well as Mahindra, Smart, Cadillac, Ineos and Xpeng, among others – do not supply sales figures for the FCAI's monthly VFACTS reports. The FCAI's board includes – among others – Mazda Australia managing director Vinesh Bhindi, Mitsubishi Australia CEO Shaun Westcott, Nissan Oceania managing director Andrew Humberstone, Renault Australia general manager Glen Sealy and Mercedes-Benz Australia/Pacific's Jaime Cohen. Many of the automakers represented by FCAI board members offer EVs in their local lineups, including Penny Ferguson from JLR, which is currently reinventing Jaguar as an electric-only brand. Mr Maynard reiterated that his company's stance this week hasn't changed – even if Polestar's parent company, Geely, is a paid-up member. "The fact that they're [the FCAI] so hard against the NVES and tried to water that down didn't sit with our brand or what we would consider is in the best interests of the Australian buying public or the environment or the economy. "So at this stage, there wouldn't be any reason for us to go back. "The FCAI does an important job of representing its brands. Those brands, too, have spoken out against things like the NVES. "They have spoken out against things like fringe benefits tax (FBT), which continues to disproportionately serve the sale of dual cab utes – not what I would consider to be a far more progressive style of transportation, which is electric vehicles. "So it doesn't sit with our brand to rejoin. I've always said and will continue to say if that position changes, then of course it makes sense for us to join a vehicle-based chamber that represents the industry. But at the moment, I think it represents the industry [only] in part." MORE: Everything Polestar MORE: What the first emissions standard means for Aussie car buyers Content originally sourced from:
Perth Now
04-07-2025
- Automotive
- Perth Now
Australia's best-selling EVs in the first half of 2025
Tesla may have experienced a sales slump in recent months, but it's still Australia's number one electric vehicle (EV) brand by a huge margin. According to data supplied by the Federal Chamber of Automotive Industries (FCAI) and the Electric Vehicle Council (EVC), Tesla delivered 14,156 EVs in the first half of 2025, placing it well ahead of second-placed BYD at 8556. BYD is outselling Tesla overall too, notching up 23,355 deliveries year-to-date including its plug-in hybrid vehicles (PHEVs). Below is a Flourish chart showing all brands that sell EVs in Australia, and how many they each delivered in the first half of 2025. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. A total of 624,130 new vehicles were delivered in Australia during the first six months of 2025, with a total of 47,245 of these being EVs – or 7.6 per cent overall. In contrast, during the first half of 2024, Australians took delivery of 633,098 new vehicles, with a total of 50,905 of these being EVs – an 8.0 per cent share. Notably, there are still some brands that don't report their delivery figures to either the FCAI or the EVC. These include Cadillac, Smart, and Xpeng, though holdout Deepal – which commenced customer deliveries last December – started reporting its figures in May 2025. The Tesla Model Y remains Australia's best-selling EV by a country mile, and the arrival of a heavily updated model has helped boost sales in recent months. Supplied Credit: CarExpert While the second-placed BYD Sealion 7 is quite a bit behind, deliveries of the rival mid-size electric SUV only commenced in February and have ramped up, reaching a shocking 1795 in June – just over half the established Tesla brand's tally. Another Tesla – the US brand's only other model in Australia, the Model 3 sedan – sat in third place despite a significant sales decline. The MG 4 hatch and Kia EV5 mid-size SUV also remained in the top five overall. Below is a flourish chart showing every EV sold in Australia during the first half of 2025, excluding models like the Cadillac Lyriq, Xpeng G6, and the Smart lineup, for which sales data isn't available. We've also used VFACTS data to calculate how much of a nameplate's sales were attributable to EVs, where other powertrain types are available. MORE: VFACTS: Australia's best-selling brands and models in the first half of 2025
