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FAQs

Why does my vehicle obtain different fuel consumption numbers than the ratings published in the Fuel Consumption Guide?

How representative are the tests?

How are fuel consumption ratings calculated?

Why do Canadian fuel consumption ratings differ from the US ratings?

What is the difference between Canadian mpg and US mpg?

Is the testing the same everywhere in the world?

Is Canada going to move to a 5-cycle test, like the U.S.?

How does the role of Fuel Consumption Program (FCP) differ from other vehicle programs in the federal government?

What are alternative fuels and why are they important?

Why does my vehicle obtain different fuel consumption numbers than the ratings published in the Fuel Consumption Guide?

Fuel consumption testing is conducted in laboratories according to specific Federal Test Procedure (FTP). The fuel consumption ratings are generated based on fuel consumption values derived from laboratory tests and averaged based on Canadian production volumes. They are then adjusted to account for the difference between controlled test conditions and real-world driving conditions. However, no test can simulate all the possible combinations of climate, road conditions, vehicle load and driving habits. As such, your vehicle's fuel consumption may differ from the estimates in the Fuel Consumption Guide or on the EnerGUIDE Label for Vehicles, depending on a variety of factors, including (but not limited to):

• driving style and behaviour
• vehicle acceleration
• braking and driving speed
• overall age and operating condition of your vehicle
• temperature
• weather conditions
• traffic
• road conditions
• drive systems
• powered accessories (e.g. air conditioning)

For more information on how to improve your vehicle's fuel consumption, go to Driving tips to improve your fuel consumption.

How representative are the tests?

Because of the need to maintain strict comparability of results among the different vehicle models and classes, the standard tests cannot fully replicate and simulate all real-life driving conditions. In real-world driving conditions, there are also infinite variations in driving styles and behaviour, age and overall operating condition of your vehicle, temperature and weather conditions – all of which can have a bearing on your vehicle's fuel consumption. For these reasons, the fuel consumption achieved with your particular vehicle will not necessarily be the same as the published fuel consumption ratings. The ratings in the Fuel Consumption Guide or on the EnerGUIDE Label for Vehicles simply provide a standardized and reliable comparison of the fuel consumption of different vehicles.

How are fuel consumption ratings calculated?

The fuel consumption ratings are generated based on results from the standardized Federal Test Procedure (FTP) and the prescribed Canadian correction and/or adjustment factors.

Testing every vehicle model would require vast resources. Manufacturers therefore have the option of categorizing vehicle models that share similar characteristics such as engine, transmission and weight, into groups. Manufacturers are required to test a minimum of one new vehicle in each group they have identified.

Each test vehicle undergoes a city test and a highway test. As prescribed by the calculations methods in the FTP, the fuel consumption numbers are calculated using the fuel composition data and exhaust emissions values gathered during each of the test cycles. The fuel consumption formulas will differ depending on the type (or composition) of fuel used.

Once the fuel consumption numbers are calculated for a test vehicle, these numbers are assigned to all of the vehicles in that particular group. When more than one vehicle per group is tested, their fuel consumption results are averaged based on their production volumes (sometimes called a weighted average). Therefore, the fuel consumption numbers of a vehicle with a high production volume will contribute more to the averaged value than will the fuel consumption numbers of a vehicle with a low production volume.

The end result is an averaged fuel consumption value for the city test and highway test for each vehicle model. The averaged fuel consumption numbers are also referred to as the unadjusted fuel consumption numbers.

The averaged fuel consumption numbers are then adjusted to account for the difference between controlled test conditions and real-world driving conditions. In Canada, the city estimate is lowered by 10% and the highway estimate is lowered by 15%.

These adjusted, averaged fuel consumption numbers, in litres per 100 kilometres (L/100km), are the fuel consumption ratings that the manufacturers submit to Transport Canada. The ratings are then validated by Transport Canada. The fuel consumption ratings are published in the Fuel Consumption Guide and on the EnerGuide Label for Vehicles. The fuel consumption ratings are shown in metric (L/100km) and Canadian or imperial (mpg) units.

Why do Canadian fuel consumption ratings differ from the US ratings?

There are a number of reasons why the Canadian fuel consumption ratings, as stated in the Fuel Consumption Guide, might differ from the numbers posted in the United States Fuel Economy Guide.

Canadian or imperial gallon versus U.S. gallon
The Canadian gallon is larger than the U.S. gallon, so the Canadian fuel consumption ratings provide higher miles per gallon estimates. The Canadian Fuel Consumption Guide uses Canadian or imperial gallons as the unit of measurement for volume. The U.S. Fuel Economy Guide uses the U.S. gallon. 1 Canadian gallon = 0.8327 U.S. gallons and 1 Canadian mpg = 1.2 U.S. mpg.

Testing and calculation differences
Effective for the 2008 model year, the U.S. Environmental Protection Agency (EPA) has added three additional test cycles to its original two cycles of city and highway testing (See 5-cycle testing). As such, their fuel economy calculations are different in order to incorporate the results of the additional tests. These changes have resulted in differences between the Canadian and U.S. (EPA) numbers. Also note that in Canada, we talk about "fuel consumption" while in the U.S., they refer to "fuel economy".

Correction and adjustment factors
In addition to the testing and calculations differences between Canada and the U.S., the correction and adjustment factors also differ. For example, the U.S. EPA applies a correction factor of 22% to their highway fuel economy test estimates to better approximate real-life driving conditions, whereas in Canada, a 15% correction factor is used.

Therefore, both the U.S. EPA fuel economy ratings and the fuel consumption ratings in the Canadian Fuel Consumption Guide can be considered "correct" as they pertain to vehicles in their respective countries. However, the inherent differences do not allow cross-border comparisons. The ratings are only useful when comparing the fuel efficiency of various vehicles within the country in which you reside.

What is the difference between Canadian mpg and US mpg?

The Fuel Consumption Guide uses Canadian or imperial gallons as the unit of measure for volume. Meanwhile, the U.S. fuel economy estimates use the U.S. gallon.

To convert L/100 km into Canadian (imperial) mpg or Canadian mpg into L/100 km, use the following formulas, using a conversion factor of 282.48 to represent the relationship between L/100 km and Canadian mpg.

To convert L/100 km into U.S. mpg or U.S. mpg into L/100 km, use the following formulas, using a conversion factor of 235.21 to represent the relationship between L/100 km and U.S. mpg.

Note: 4.546 L = 1 Canadian (imperial) gallon
1 Canadian (imperial) gallon = 1.2 U.S. gallons

Is the testing the same everywhere in the world?

In general, manufacturers and independent test organizations carry out vehicle testing as a normal part of the vehicle certification process in the various countries where they are sold. Different countries have different testing regimes that meet their particular needs. Nevertheless, there are some similarities among countries in that tests are usually conducted in certified test facilities, using a dynamometer – an instrument that simulates driving conditions.

Europe

A European Union (EU) Directive describes the tests that are required for all new vehicles sold in the EU. Countries in Europe perform a two-cycle fuel consumption test – an urban cycle and an extra-urban cycle. Vehicles are first driven for at least 3,000 kilometres. The urban test cycle, which is carried out in a laboratory, consists of a series of accelerations, steady-speed driving, deceleration and idling, and is repeated four times. The test is run from a cold start, at an test cell temperature of 20°C to 30°C. The maximum speed is 50 km/h, the average speed is 19 km/h and the distance covered is 4 km. Immediately after having completed the urban test cycle, the vehicle is then subjected to the extra-urban cycle. This consists of an even amount of steady speed driving and brisk accelerations and decelerations, with some idling. The maximum speed is 120 km/h, the average speed is 63 km/h and the distance covered is 7 km. All of the test results for the two cycles are added together, averaged then weighted by the distance covered in each test cycle.

Japan

In Japan a 10/15-mode test drive cycle is used, combining city and highway driving into one drive cycle. The cycle starts with a 15-mode cycle to warm the engine, followed by a short idle period. The 15-mode cycle simulates highway driving. The test lasts 231 seconds (nearly 4 minutes), with a series of accelerations and decelerations. The maximum speed is 70 km/h, with an average speed of 33.88 km/h. A 10-mode cycle is then run. It is a low speed, urban cycle that simulates driving in a congested city environment. The test lasts 135 seconds (a little more than 2 minutes) and consists of a series of accelerations and decelerations. The maximum speed attained is 40 km/h, with an average speed of 17.7 km/h. The 10-mode cycle is repeated three times. And finally, a single 15-mode driving cycle is completed. The total fuel consumption is measured using the results of the three 10-mode cycles and the final 15-mode cycle.

United States

Starting with the 2008 model year, as a way to reflect more accurately real-world driving conditions, the United States moved to 5-cycle testing which consists of city (FTP) and highway tests (HFET) as well as aggressive driving (US06 - high speed, high acceleration), air conditioning operation (SC03) and cold temperature operation (Cold FTP) tests. The city test consists of a distinct, non-repetitive series of idling, acceleration, cruising and deceleration in various sequences and rates. The test begins with a cold engine and includes 23 stops over a period of 31 minutes, at an average speed of 20 mph (32 km/h) and a top speed of 56 mph (90 km/h).

The city test consists of a distinct, non-repetitive series of idling, acceleration, cruising and deceleration in various sequences and rates. The test begins with a cold engine and includes 23 stops over a period of 31 minutes, at an average speed of 20 mph (32 km/h) and a top speed of 56 mph (90 km/h).

The highway test uses a warmed-up engine and makes no stops, averaging 48 mph (77 km/h) and a top speed of 60 mph (97 km/h) over a 10-mile (16 km) distance. The measurements are then adjusted downward by 10% (city) and 22% (highway) to more accurately reflect real-world results.

The high speed/quick acceleration test – also known as the aggressive driving test – lasts 10 minutes, covers 8 miles (13 km), averages 48 mph (77 km/h) and reaches a top speed of 80 mph (130 km/h). Four stops are included, and brisk acceleration maximizes at a rate of 8.46 mph (13.62 km/h) per second. The engine begins warm and air conditioning is not used. The test cell temperature varies between 68 and 86°F (20.5 to 30°C).

In the air conditioning test, the ambient temperature of the test cell is raised to 95°F (35°C). The vehicle's climate control system is then used to lower the internal cabin temperature. Starting with a warm engine, the test lasts nearly 10 minutes, with an average speed of 22 mph (35 km/h) and a maximum speed of 54.8 mph (88.2 km/h) on the 3.6-mile (5.8 km) loop. Five stops are included, with idling occurring 19% of the time.

In the cold temperature operation test, the same parameters are used as in the standard city test, except that the test cell temperature is set to 20°F (−7°C).

Is Canada going to move to a 5-cycle test, like the U.S.?

On January 10, 2006, the U.S. Environmental Protection Agency (EPA) announced its intention to adjust its fuel economy testing and calculation procedures, starting with the 2008 model year. More specifically, the EPA has added three components to its test procedures – a high-speed acceleration cycle, an air conditioning cycle and a cold temperature operation cycle – to better approximate real world performance. The Government of Canada will analyze this test procedure to determine its feasibility in a Canadian environment.

How does the role of Fuel Consumption Program (FCP) differ from other vehicle programs in the federal government?

Transport Canada's Fuel Consumption Program aims to encourage the introduction of fuel-efficient vehicles in Canada. As such, its principle interest is in monitoring the Company Average Fuel Consumption ratings of the various vehicle manufacturers and importers. However, several other government departments and programs are also working with the automotive industry in Canada. The following is a short description and link to some other federal government programs:

• Natural Resources Canada (NRCan): On April 5, 2005, the Government of Canada (NRCan) and the automotive industry reached a landmark voluntary Memorandum of Understanding (MOU) to reduce annual greenhouse gas (GHG) emissions from Canada's vehicle fleet by 5.3 megatonnes (Mt) in 2010. The MOU voluntarily commits the Canadian automotive industry to achieving a 5.3-Mt reduction in GHG emissions from passenger cars and light-duty trucks in 2010. Natural Resources Canada also has several programs aimed at supporting the reduction of GHG and vehicle fuel consumption, including the ecoENERGY for Personal Vehicles and ecoENERGY for Fleets, among others.
• Environment Canada: Environment Canada's Environmental Technology Centre performs emissions testing on cars and trucks, as well as lawn mowers, snow blowers, motorboats and other equipment, to verify that emission standards are met. The department is also responsible for monitoring and enforcing the On-Road Vehicle and Engine Emission Regulations, which came into effect under the Canadian Environmental Protection Act (1999). As well, Environment Canada is responsible for the development of regulations to limit carbon dioxide emissions from new cars and light-duty trucks. The new regulations will take effect beginning with the 2011 model year.
• Transport Canada (ecoTECHNOLOGY for Vehicles Program - eTV): The eTV program conducts in-depth testing and evaluation of the safety and environmental performance of a range of emerging technologies for use in vehicles in Canada. Results are shared with Canadians to provide them with easy to understand information about cutting-edge technologies and their potential to help reduce the environmental impacts of passenger cars and trucks.

By showcasing new environmentally advanced technologies at various events across the country, eTV provides Canadians with the knowledge they need to make informed decisions. eTV also works in cooperation with the automotive industry and consumers to identify and remove barriers to the introduction of advanced technology vehicles in Canada.

What are alternative fuels and why are they important?

While the definition of alternative fuels can vary, it generally refers to energy sources other than the traditional petroleum ones such as gasoline and diesel fuel. Alternative fuel sources can offer many benefits, including reducing greenhouse gas (GHG) emissions or other pollutants.

Compressed natural gas (CNG) is an environmental alternative to fossil fuels, mainly consisting of compressed methane (CH₄) gas. CNG should not be confused with liquefied petroleum gas (LPG), which is a mixture of petroleum and natural gases. The advantage of CNG over LPG is that it does not require expensive cooling processes and cryogenic tanks. However, CNG does require a larger volume to store the same mass of gasoline, as well as the use of very high pressures.

Biodiesel is a non-petroleum based diesel fuel produced from local, renewable resources. Using a process called transesterification, vegetable oils, waste cooking oils or animal fats are converted into biodiesel fuel. Biodiesel can be used in pure form (B100) or may be blended with petroleum diesel at any combination (e.g. B20 contains 20% biodiesel and 80% petroleum diesel).

Hydrogen gas rarely exists in a pure state in nature because it bonds with other elements to make compounds like water (H₂O) and methane (CH₄). Electrolysis must be used to separate the compounds into their respective elements, requiring electricity.

To find out more about alternative fuels and their availability, go to the Natural Resources Canada's Office of Energy Efficiency.

Date modified:

2012-03-08

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