AIR CONDITIONING - Keeping cool fuelling debate on CO2 emissions

Publication date: 29 September 2008

“Manufacturers must provide drivers with accurate and standardized data on the fuel consumption of mobile air-conditioning systems,” argues Wilfried Klanner from the FIA's European Bureau.

More than 90 percent of all new passenger cars are equipped with mobile air-conditioning systems (MAC). The benefits for drivers are not just the higher comfort, but also the knowledge that they will be able to better concentrate on driving. Nonetheless, current environmental discussions on the effects of car emissions have not spared MAC systems. The FIA European Bureau's technical director, Wilfried Klanner notes several factors that have place the fuel consumption of mobile air conditioning (MAC) systems even more firmly in the spotlight for EU policy-makers. Aside from the percentage of cars with MACs having risen markedly over the past ten years ago, two other important factors for targeting MACs are discussions on how to reduce CO2 emissions from transport and the high price of fuel.

Despite MACs being in the spotlight, drivers are still faced with a lack of clear and objective information. Clubs, though, can play a crucial role in emphasising the major effect on fuel consumption that can come from air conditioning, especially from the worst performing MACs. “Clubs can be proud that the Commission has recognised the value of our studies,” said Klanner. “The worst performing MACs will increase CO2 consumption by some 20%. But this also depends on how the system is working as the car is not always running under bad conditions,” explained Klanner. “For air conditioning, the basic factor is the time. If you are sitting in your car and not driving, you need fuel to cool down the car. The mileage does not count.”

With a new EU goal of fixing an average of 130 grammes of CO2 emissions per car, the FIA's calls for standardized testing and information have not fallen on deaf ears. The Commission is now working on provisions taking into account the additional fuel savings/ CO2 emissions reduction aspects. This should tackle the problem of standardizing MAC testing, despite apparent industry reluctance citing the high cost and other problems with carrying out tests. “Other tests currently do not have a high repeatability,” explained Klanner. “In our test, we used a more simple procedure that gave a higher repeatability,” he added. Klanner believes that manufacturers could be allowed to use either a new harmonised test or make do with a virtual computerised test. “But the final reference point should be the harmonised test. If there is any doubt there has to be a harmonised procedure,” said Klanner.

If all goes well there may be agreement on a standardized testing procedure for the EU by the middle of 2009. Stakeholders expect that a testing procedure will be establish within the framework of a voluntary agreement, rather than binding EU legislation. Voluntary agreements at EU level are often preferred as they are much faster to get up and running than binding legislation that has to be approved by the European Parliament and all 27 EU Member States. What is important, of course, is that the manufacturers agree and start applying standardized objective testing procedures. “Thanks to the testing and experience of the FIA clubs, we can help the Commission to establish more consumer-friendly testing procedures,” said Klanner. Clear information on MACs for consumers is vital. “If industry publishes the results, then badly performing MAC systems should disappear from the market,” he said. “In some car manuals, you get information but this is not obligatory. And since there are no standardized test, it is not clear what this information means,” Klanner concluded.

For more information contact:
Wilfried Klanner, FIA European Bureau