{"id":187186,"date":"2026-06-04T09:26:40","date_gmt":"2026-06-04T07:26:40","guid":{"rendered":"https:\/\/newmobility.news\/?p=187186"},"modified":"2026-06-04T09:26:40","modified_gmt":"2026-06-04T07:26:40","slug":"icct-phevs-emit-5-times-more-co2-in-real-world-conditions","status":"publish","type":"post","link":"https:\/\/newmobility.news\/fr\/2026\/06\/04\/icct-phevs-emit-5-times-more-co2-in-real-world-conditions\/","title":{"rendered":"ICCT : \u2018Les VEHR \u00e9mettent 5 fois plus de CO2 en conditions r\u00e9elles\u2019.\u2019"},"content":{"rendered":"

Une \u00e9tude du Conseil international des transports propres<\/a> (ICCT) montre que les v\u00e9hicules hybrides rechargeables en Europe \u00e9mettent en moyenne cinq fois plus de CO\u2082 que ne le sugg\u00e8rent les valeurs d'essai officielles. Selon l'\u00e9tude, l'\u00e9cart entre les \u00e9missions en conditions r\u00e9elles et les \u00e9missions certifi\u00e9es est particuli\u00e8rement important pour les v\u00e9hicules hybrides rechargeables par rapport aux autres types de groupes motopropulseurs, et il continue de se creuser.<\/p>\n

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En Europe, les hybrides rechargeables repr\u00e9sentaient 9% de toutes les nouvelles immatriculations de voitures particuli\u00e8res en 2025. Les v\u00e9hicules hybrides rechargeables peuvent fonctionner \u00e0 la fois \u00e0 l'\u00e9lectricit\u00e9 et \u00e0 l'aide d'un moteur \u00e0 combustion interne. \u201cAlors que les constructeurs automobiles pr\u00e9sentent cette polyvalence comme une victoire pour les consommateurs et le climat, de nombreux rapports ont contest\u00e9 la fiabilit\u00e9 des chiffres officiels de consommation de carburant et d'\u00e9missions de CO2\u201d, indique l'ICCT dans son \u00e9tude.<\/p>\n

Le probl\u00e8me : lorsque les v\u00e9hicules hybrides rechargeables ne sont pas recharg\u00e9s r\u00e9guli\u00e8rement, ils consomment beaucoup plus de carburant car la cha\u00eene de traction hybride les rend relativement lourds. L'ICCT quantifie d\u00e9sormais ce probl\u00e8me \u00e0 l'aide de nouvelles donn\u00e9es : \u201cL'\u00e9cart entre les valeurs d'\u00e9missions r\u00e9elles et officielles est pass\u00e9 de 265% en 2021 \u00e0 400% en 2023, en moyenne pour tous les constructeurs\u201d, selon les chercheurs de l'ICCT.<\/p>\n

Trois facteurs de causalit\u00e9<\/h4>\n

L'ICCT identifie essentiellement trois facteurs qui compromettent le bilan CO\u2082 des v\u00e9hicules hybrides rechargeables : Premi\u00e8rement, les v\u00e9hicules sont recharg\u00e9s moins souvent que pr\u00e9vu et le mode \u00e9lectrique est moins utilis\u00e9 que ce qui est th\u00e9oriquement suppos\u00e9 lors du calcul des \u00e9missions de CO\u2082.<\/p>\n

Deuxi\u00e8mement, le moteur \u00e0 combustion interne soutient souvent le moteur \u00e9lectrique, m\u00eame en cas de \u2018conduite \u00e9lectrique pure\u2019. Enfin, le poids des deux groupes motopropulseurs augmente la demande globale d'\u00e9nergie<\/p>\n

Conclusion : depuis des ann\u00e9es, les constructeurs font \u00e9tat d'\u00e9missions de CO\u2082 excessivement faibles pour leurs v\u00e9hicules hybrides rechargeables, et ce groupe motopropulseur se d\u00e9marque fortement par rapport aux autres types de motorisation. Selon les calculs de l'ICCT, l'\u00e9cart correspond \u00e0 environ 100 m\u00e9gatonnes d'\u00e9missions de CO\u2082 provenant des nouvelles immatriculations entre 2021 et 2025, des \u00e9missions qui ont \u00e9t\u00e9 prises en compte dans les objectifs de r\u00e9duction de CO\u2082 de l'UE sans \u00eatre r\u00e9ellement \u00e9conomis\u00e9es.<\/p>\n

Pour estimer cet \u00e9cart d'\u00e9missions, l'ICCT s'est appuy\u00e9e sur ses propres analyses des hybrides rechargeables et sur les donn\u00e9es d'immatriculation de l'Agence europ\u00e9enne pour l'environnement, en appliquant \u2018un kilom\u00e9trage suppos\u00e9 de 240 000 kilom\u00e8tres sur toute la dur\u00e9e de vie, conform\u00e9ment \u00e0 la m\u00e9thodologie standard de l'ICCT\u2019. L'\u00e9cart d'\u00e9missions dans le monde r\u00e9el \u00e9tait en moyenne de 99 g CO\u2082\/km entre 2021 et 2023.<\/p>\n

En outre : \u201cL'\u00e9cart dans le monde r\u00e9el \u00e9tait en moyenne de 99 g de CO2\/km sur la p\u00e9riode 2021-2023, et avec environ 840 000 nouveaux PHEV enregistr\u00e9s chaque ann\u00e9e dans l'EEE, cela \u00e9quivaut \u00e0 environ 20 m\u00e9gatonnes de CO2<\/sub> par an, soit un total d'environ 100 m\u00e9gatonnes sur la p\u00e9riode 2021-2025, ce qui \u00e9quivaut \u00e0 environ 42 milliards de litres de carburant suppl\u00e9mentaire consomm\u00e9s.\u201d<\/p>\n

\u2018Un \u00e9cart scandaleusement \u00e9lev\u00e9\u2019<\/h4>\n

L'\u00e9tude a analys\u00e9 8 millions de v\u00e9hicules, dont des voitures conventionnelles \u00e0 essence et diesel et leurs variantes hybrides. Si les valeurs officielles et les valeurs r\u00e9elles divergent \u00e9galement pour les moteurs \u00e0 combustion interne normaux, l'\u00e9cart est beaucoup moins prononc\u00e9 que pour les v\u00e9hicules \u00e9lectriques \u00e0 temps partiel.<\/p>\n

\u201cL'\u00e9cart des v\u00e9hicules hybrides rechargeables est \u00e9tonnamment \u00e9lev\u00e9, mais il ne faut pas oublier que l'\u00e9cart des v\u00e9hicules conventionnels, qui repr\u00e9sentent encore la majorit\u00e9 des ventes de v\u00e9hicules dans l'UE, est \u00e9galement tr\u00e8s \u00e9lev\u00e9 (20%). Par cons\u00e9quent, nous n'avons pas constat\u00e9 de r\u00e9duction notable des \u00e9missions de CO2 des v\u00e9hicules \u00e0 moteur \u00e0 combustion au cours des derni\u00e8res ann\u00e9es\u201d, explique Jan Dornoff, chercheur principal \u00e0 l'ICCT et coauteur de l'\u00e9tude.<\/p>\n

Tous types de motorisation confondus, les \u00e9missions de CO\u2082 officiellement d\u00e9clar\u00e9es pour les voitures neuves en Europe ont diminu\u00e9 de 28% entre 2018 et 2023, alors que les \u00e9missions r\u00e9elles n'ont diminu\u00e9 que de 15%, selon l'ICCT. Comme pr\u00e9vu, les v\u00e9hicules \u00e9lectriques \u00e0 batterie ont apport\u00e9 la plus grande contribution. Toutefois, pour les moteurs \u00e0 combustion interne, la r\u00e9duction des \u00e9missions moyennes en conditions r\u00e9elles au cours de cette p\u00e9riode n'a \u00e9t\u00e9 que de 1%, selon les analystes.<\/p>\n

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Source : ICCT<\/figcaption><\/figure>\n

\u201cLes hybrides rechargeables consomment beaucoup plus de carburant sur la route que les chiffres officiels ne le sugg\u00e8rent. Cette \u00e9tude renforce des r\u00e9sultats ant\u00e9rieurs, y compris les n\u00f4tres. \u00c0 moins que les r\u00e9gulateurs ne rem\u00e9dient \u00e0 cette faille, les constructeurs automobiles continueront \u00e0 d\u00e9clarer des \u00e9missions bien inf\u00e9rieures \u00e0 celles produites en conduite r\u00e9elle\u201d, a averti Sonsoles D\u00edaz, chercheur principal \u00e0 l'ICCT.<\/p>\n

Corrections futures<\/h4>\n

La Commission europ\u00e9enne a maintenant reconnu le probl\u00e8me. En 2025, la formule de calcul de ce que l'on appelle le facteur d'utilit\u00e9 a \u00e9t\u00e9 adapt\u00e9e pour permettre des estimations plus r\u00e9alistes. Une nouvelle correction est pr\u00e9vue pour 2027. Toutefois, les objectifs de r\u00e9duction du CO\u2082 de l'UE pour les voitures particuli\u00e8res et les v\u00e9hicules utilitaires l\u00e9gers sont actuellement ren\u00e9goci\u00e9s au Parlement europ\u00e9en, et un avant-projet propose de suspendre les corrections futures.<\/p>\n

Peter Mock, directeur g\u00e9n\u00e9ral de l'ICCT pour l'Europe, a d\u00e9clar\u00e9 : \u201cM\u00eame avec la correction de 2025, les \u00e9missions sur la route ne sont pas estim\u00e9es avec pr\u00e9cision : \u201dM\u00eame avec la correction de 2025, les \u00e9missions sur la route ne sont pas estim\u00e9es avec pr\u00e9cision. Et la tendance inqui\u00e9tante est que les nouveaux mod\u00e8les n'\u00e9mettent pas moins, mais plus. M\u00eame si les constructeurs automobiles affirment que les consommateurs parcourent plus de kilom\u00e8tres en mode \u00e9lectrique, la r\u00e9alit\u00e9 est tout autre.\"<\/p>\n

Le titre original de la nouvelle \u00e9tude est \u2018On the way to \u2018real-world\u2019 CO\u2082 values ? Donn\u00e9es issues de la surveillance de la consommation de carburant \u00e0 bord des v\u00e9hicules 2021-2023 sur le march\u00e9 europ\u00e9en des voitures particuli\u00e8res\u2019. Ce rapport est la dixi\u00e8me \u00e9dition de la s\u00e9rie d'\u00e9tudes de l'ICCT. Du laboratoire \u00e0 la route<\/a>.<\/p>\n

Pour la premi\u00e8re fois, l'analyse a combin\u00e9 des donn\u00e9es provenant de deux sources : les donn\u00e9es de consommation de carburant embarqu\u00e9es d'environ 8 millions de v\u00e9hicules immatricul\u00e9s en Europe entre 2021 et 2023 et communiqu\u00e9es aux autorit\u00e9s de l'UE, et les donn\u00e9es de consommation auto-collect\u00e9es de 300 000 v\u00e9hicules immatricul\u00e9s en Allemagne entre 2021 et 2024.<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>","protected":false},"excerpt":{"rendered":"

A study by the International Council on Clean Transportation (ICCT) shows that plug-in hybrids in Europe emit, on average, five times more CO\u2082 than official test values suggest. According to the study, the gap between real-world and certified emissions is particularly large for plug-in hybrids compared to other powertrain types, and continues to widen. In […]<\/p>\n","protected":false},"author":13,"featured_media":187199,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2},"_wpas_customize_per_network":false,"jetpack_post_was_ever_published":false},"categories":[29,28,16,25,77163,4],"tags":[],"class_list":["post-187186","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-environment","category-europe","category-industry","category-legislation","category-survey","category-top-stories-today"],"acf":[],"featured_image_urls_v2":{"full":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=2048%2C1234&ssl=1",2048,1234,false],"thumbnail":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=150%2C150&ssl=1",150,150,true],"medium":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=300%2C181&ssl=1",300,181,true],"medium_large":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=640%2C386&ssl=1",640,386,true],"large":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=640%2C386&ssl=1",640,386,true],"1536x1536":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=1536%2C926&ssl=1",1536,926,true],"2048x2048":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=2048%2C1234&ssl=1",2048,1234,true],"trp-custom-language-flag":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=18%2C12&ssl=1",18,12,true],"related-thumb":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=640%2C480&ssl=1",640,480,true],"gform-image-choice-sm":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=300%2C300&ssl=1",300,300,true],"gform-image-choice-md":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=400%2C400&ssl=1",400,400,true],"gform-image-choice-lg":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=600%2C600&ssl=1",600,600,true],"mailchimp":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?fit=560%2C337&ssl=1",560,337,true],"unipress-phone":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=640%2C100&ssl=1",640,100,true],"unipress-tablet":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=1536%2C240&ssl=1",1536,240,true],"unipress-tablet-portrait":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=1536%2C180&ssl=1",1536,180,true],"unipress-tablet-landscape":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=2048%2C180&ssl=1",2048,180,true],"unipress-smartphone":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=1080%2C168&ssl=1",1080,168,true],"unipress-wide-screen":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/06\/Scherm%C2%ADafbeelding-2026-06-04-om-08.28.22.png?resize=2048%2C180&ssl=1",2048,180,true]},"post_excerpt_stackable_v2":"

A study by the International Council on Clean Transportation (ICCT) shows that plug-in hybrids in Europe emit, on average, five times more CO\u2082 than official test values suggest. According to the study, the gap between real-world and certified emissions is particularly large for plug-in hybrids compared to other powertrain types, and continues to widen. In Europe, plug-in hybrids accounted for 9% of all new passenger car registrations in 2025. Plug-in hybrids can be powered both electrically and by an internal combustion engine. \u201cWhile carmakers market this versatility as a win for consumers and the climate alike, multiple reports have disputed…<\/p>\n","category_list_v2":"Environment<\/a>, Europe<\/a>, Industry<\/a>, Legislation<\/a>, Survey<\/a>, Top Stories Today<\/a>","author_info_v2":{"name":"Tony Verhelle","url":"https:\/\/newmobility.news\/fr\/author\/toverbel\/"},"comments_num_v2":"0 comments","yoast_head":"\nICCT: 'PHEVs emit 5 times more CO2 in real-world conditions' - newmobility.news<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/newmobility.news\/fr\/2026\/06\/04\/icct-phevs-emit-5-times-more-co2-in-real-world-conditions\/\" \/>\n<meta property=\"og:locale\" content=\"fr_FR\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"ICCT: 'PHEVs emit 5 times more CO2 in real-world conditions' - newmobility.news\" \/>\n<meta property=\"og:description\" content=\"A study by the International Council on Clean Transportation (ICCT) shows that plug-in hybrids in Europe emit, on average, five times more CO\u2082 than official test values suggest. According to the study, the gap between real-world and certified emissions is particularly large for plug-in hybrids compared to other powertrain types, and continues to widen. 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