Ecoscore is an environmental score for vehicles, which gives an indication of the overall environmental friendliness of the vehicle on a scale of 0 to 100. The higher the score, the more environmentally friendly the vehicle. The Ecoscore is an absolute score, and thus does not take into account the size of the vehicle, number of seats, etc.
To calculate the score, several damage effects are taken into account: climate change, air quality (impact on human health & ecosystems) and noise pollution. Both emissions during driving and impacts associated with fuel production (such as electricity generation for electric vehicles and oil refining for diesel) are included. The Ecoscore environmental assessment combines these different impacts into one indicator. Ecoscore thus goes beyond CO2 emissions or the Euro stage, which only reflect part of the impact.
On the site, you can look for and compare the Ecoscore of different cars and vans. Both new and old vehicles are included in the database. The search section contains filters to facilitate the search. For instance, you can search for the Ecoscore of certain cars, look up the Ecoscore of your specific car based on the VIN, or calculate the Ecoscore yourself.
In addition, you will find a data visualisation tool on the website which allows you to compile your own statistics and graphs of the Belgian car fleet.
As VITO is completely dependent on data obtained from third parties to calculate the Ecoscores of the various vehicles available on the Belgian market, VITO cannot guarantee that the displayed Ecoscore of a vehicle is the correct one.
There are several control mechanisms built in, but they do not provide absolute certainty. To be sure about your car's Ecoscore, you need to calculate it yourself using the calculator tool and based on data from the car's Certificate of Conformity.
The answer to this question is 'no'. The Ecoscore uses a well-to-wheel approach. This means that it takes into account on the one hand (exhaust) emissions during the use of the vehicle, and on the other hand emissions associated with the production and distribution of the fuel (such as electricity production in the case of electric vehicles, or oil refining in the case of petrol and diesel vehicles). Very little standardised data can be found on emissions associated with the production and recycling of a vehicle, and certainly not from every vehicle that appears on the Belgian market.
CO2 emissions are always mentioned on new cars. You will also find it in advertisements. Some manufacturers advertise 'very environmentally friendly cars' that emit little CO2. But CO2 emissions say nothing about the other emissions, just think of the particulate matter or NOx emissions of diesel cars, or electric vehicles with no (exhaust) CO2 emissions at all. CO2 emissions also say nothing about the emissions associated with fuel production and distribution. So a car with low CO2 emissions is not necessarily an environmentally friendly vehicle. In addition to CO2, the Ecoscore also takes into account other emissions (also during fuel production and distribution) and thus does give you an overall picture.
A vehicle brought to the market must meet certain conditions. For example, Europe imposes certain limits on NOx, CO, hydrocarbons and particulate matter emissions (at the exhaust). These standards are getting stricter and higher each time. Since 2015, for example, all passenger cars have been subject to the Euro 6 stage, which is stricter than previous stages.
Yet this Euro stage does not give an overall picture of how environmentally friendly your car is. It does not take into account CO2 emissions, for example, or the emissions associated with the production and distribution of fuel . There is also an important difference between the restrictions on petrol cars and diesel cars. For example, a Euro 4 diesel car is certainly not as environmentally friendly as a Euro 4 petrol car. Even within the same fuel type and euro stage, important differences in emissions are still possible. For example, a Euro 4 diesel with a particulate filter emits more than 90% less particulate matter than a Euro 4 diesel without a particulate filter.
The Ecoscore takes into account the individual emissions of each car and also takes into account CO2 emissions, and the emissions associated with the production and distribution of the fuel. The Ecoscore thus does give you an overall picture.
Diesel:
1 liter of diesel weighs 835 grammes. Diesel consist for 86,2% of carbon, or 720 grammes of carbon per liter diesel. In order to combust this carbon to CO2, 1920 grammes of oxygen is needed. The sum is then 720 + 1920 = 2640 grammes of CO2/liter diesel.
An average consumption of 5 liters/100 km then corresponds to 5 l x 2640 g/l / 100 (per km) = 132 g CO2/km.
Petrol:
1 liter of petrol weighs 750 grammes. Petrol consists for 87% of carbon, or 652 grammes of carbon per liter of petrol. In order to combust this carbon to CO2, 1740 grammes of oxygen is needed. The sum is then 652 + 1740 = 2392 grammes of CO2/liter of petrol.
An average consumption of 5 liters/100 km then corresponds to 5 l x 2392 g/l / 100 (per km) = 120 g CO2/km.
LPG:
1 liter of LPG weighs 550 grammes. LPG consists for 82,5% of carbon, or 454 grammes of carbon per liter of LPG. In order to combust this carbon to CO2, 1211 grammes of oxygen is needed. The sum is then 454 + 1211 = 1665 grammes of CO2/liter of LPG.
An average consumption of 5 liters / 100 km then corresponds to 5 l x 1665 g/l / 100 (per km) = 83 g of CO2/km.
CNG:
CNG is a gaseous fuel (natural gas), stored under high pressure. Consequently, the consumption can be expressed in Nm3/100km, but also in kg/100km. Nm3 stands for a cubic meter under normal conditions (1 atm and 0 ┬░ C). Consumption of natural gas vehicles is, however, most often expressed in kg/100km.
Different types of natural gas are available in Belgium, roughly divided into two categories: low and high calorific gas (L- and H-gas). CO2 emissions differ between both categories, and strongly depends on the composition and origin of the gas. The calculations below are therefore merely indicative. The public CNG stations in Belgium mainly offer low calorific gas. You will see that the CO2 emissions per kg of H-gas is higher than that of L-gas. H-gas, however, contains more energy, so you will need less kg of gas per 100 km, which ensures that, at least in theory, the average CO2 emissions from CNG vehicles is independent of the gas type used.
Low-calorific:
1 kg of L-gas consists for 61,4% of carbon, or 614 grammes of carbon per kg of L-gas. In order to combust this carbon to CO2, 1638 grammes of oxygen is needed. The sum is then 614 + 1638 = 2252 grammes of CO2/kg of L-gas.
An average consumption of 5 kg / 100 km then corresponds to 5 kg x 2252 g/kg = 113 g CO2/km.
High-calorific:
1 kg of H-gas consists for 72,7% of carbon, or 727 grammes of carbon per kg of H-gas. In order to combust this carbon to CO2, 1939 grammes of oxygen is needed. The sum is then 727 + 1939 = 2666 grammes of CO2/kg of H-gas.
An average consumption of 4,2 kg / 100 km then corresponds to 4,2 kg x 2666 g/kg = 112 g of CO2/km.
The easiest way, is to use the calculation module. Choose the euro standard, the fuel type, and move the slider to 'Calculate using all emission data'. The necessary data can be found on the certificate of conformity of the car. Pay attention to the required units of the data in the calculation module!
Yes, although it will be an approximate Ecoscore. Go to the calculation module, choose Euro 6 and the fuel type, and leave the slider on 'Calculate based on CO2'. Then all you have to do is enter the car's CO2 emissions to get an approximate Ecoscore. For the missing data, estimated values including an uncertainty margin are used.
For some vehicles, two Ecoscores are displayed: one based on NEDC (New European Driving Cycle) test values and one based on WLTP (Worldwide Harmonized Light Vehicles Test Procedure) test values.
The NEDC is the old test cycle that was used to determine a vehicle’s official fuel consumption and CO₂ emissions, while the WLTP is the newer test cycle that has gradually replaced the NEDC since around 2018. During a transition period, both values were available, but NEDC values for new vehicles have been communicated less and less since 2021.
The WLTP test cycle is more representative of real-world driving conditions and generally results in higher CO₂ emission values. As a consequence, the Ecoscore based on WLTP test values is usually lower than the one based on NEDC values.
For vehicles whose first registration date was before 1 January 2021, NEDC values are used to calculate the Ecoscore. Since 1 January 2021, however, the reference Ecoscore has been the one based on WLTP values.
More information about NEDC and WLTP can be found in the next FAQ, on the Febiac website and on wltpfacts.eu (published by ACEA).
What are NEDC and WLTP?
NEDC (New European Driving Cycle) and WLTP (Worldwide Harmonised Light Vehicle Test Procedure) are standardized laboratory test procedures used to measure:
Fuel consumption
CO₂ emissions
Pollutant emissions
Electric driving range (for EVs and plug-in hybrids)
These values are used by manufacturers, regulators and tools such as Ecoscore to compare the environmental performance of vehicles.
What is the NEDC?
The New European Driving Cycle (NEDC) was introduced in Europe in the 1970s and later updated in the 1990s. It became the official test procedure for passenger cars throughout the European Union. The test was performed in a laboratory and consisted of a predefined driving pattern with:
Low average speeds
Gentle acceleration
Limited high-speed driving
Minimal use of vehicle equipment
While NEDC allowed vehicles to be compared under identical conditions, it gradually became less representative of real-world driving.
Why was the NEDC replaced?
Over time, the gap between official NEDC fuel consumption figures and real-world vehicle performance became increasingly large. Vehicles had become heavier, more powerful and technologically more advanced, while the NEDC test remained largely unchanged. The European Union therefore introduced WLTP to:
Better reflect today's driving conditions
Produce more realistic fuel consumption and CO₂ values
Improve comparability between vehicles
Increase transparency for consumers
Align testing procedures internationally
What is WLTP?
The Worldwide Harmonised Light Vehicle Test Procedure (WLTP) is a global test procedure developed under the framework of the United Nations Economic Commission for Europe (UNECE). Compared with NEDC, WLTP includes:
Longer test duration
Higher average and maximum speeds
More dynamic acceleration and braking
More realistic driving patterns
Vehicle-specific equipment and options
As a result, WLTP values generally provide a better indication of real-world performance.
Why are WLTP CO₂ values usually higher?
The WLTP test procedure is more demanding and better represents real driving conditions. Consequently, official WLTP fuel consumption and CO₂ values are often higher than NEDC values for the same vehicle. A study performed for the European Commission found that WLTP CO₂ results can be roughly 10% to 40%higher than the corresponding NEDC values, depending on the vehicle.
When did the transition from NEDC to WLTP take place?
The transition from NEDC to WLTP was introduced in phases:
Before September 2017: all vehicles were certified using NEDC.
September 2017: WLTP became mandatory for newly introduced vehicle models.
September 2018: WLTP became mandatory for all new passenger cars registered in the EU.
September 2019: the transition was largely completed, with only limited exceptions for remaining NEDC-certified stock vehicles.
More information on how these test cycles are used on Ecoscore.be can be found in the previous FAQ.
What is RDE?
RDE (Real Driving Emissions) is an emissions test performed on public roads to measure the pollutants emitted by a vehicle during actual driving conditions.
Unlike laboratory tests, RDE evaluates vehicle emissions while the vehicle is driven in normal traffic, on a mix of urban, rural and motorway roads.
Why was RDE introduced?
Historically, vehicle emissions were measured only in laboratory conditions. While these tests allowed vehicles to be compared consistently, they did not always reflect emissions under real-world driving conditions.
Following growing concerns about the difference between laboratory and on-road emissions, particularly for diesel vehicles, the European Union introduced RDE to ensure that vehicles remain clean not only in the laboratory but also on the road.
What does RDE measure?
RDE focuses on air pollutants that affect human health and air quality, including:
Nitrogen oxides (NOx)
Particle number (PN or ultrafine particles)
CO₂ emissions and fuel consumption continue to be measured primarily through the WLTP laboratory test.
How is an RDE test performed?
During an RDE test, a vehicle is driven on public roads while carrying a Portable Emissions Measurement System (PEMS).
This equipment continuously measures emissions directly from the vehicle's exhaust under real driving conditions. The test route includes a combination of:
Urban driving
Rural roads
Motorways
The vehicle must also operate within a defined range of speeds, temperatures and driving conditions to ensure representative results.
When was RDE introduced?
The introduction of RDE occurred in phases:
September 2017: RDE became mandatory for newly approved vehicle models.
September 2018: RDE became mandatory for all newly registered passenger cars in the European Union.
RDE was introduced alongside WLTP as part of a broader reform of the European vehicle testing framework.
Does RDE replace WLTP?
No, RDE does not replace WLTP. Instead, the two tests are used together:
WLTP provides standardized laboratory measurements for fuel consumption, CO₂ emissions and range.
RDE verifies that pollutant emissions remain within legal limits during real-world driving.
Both tests are required for modern vehicle type approval in Europe.
What is Euro 7?
Euro 7 is the latest European emission regulation for vehicles. It sets limits on pollutant emissions from passenger cars and light commercial vehicles and introduces new requirements for battery durability, brake particle emissions and tyre wear.
Why was Euro 7 introduced?
The objective of Euro 7 is to further improve air quality by reducing harmful emissions from vehicles throughout their lifetime. Unlike previous standards, Euro 7 addresses not only exhaust emissions but also pollution from brakes and tyres.
How does Euro 7 differ from Euro 6?
For passenger cars, Euro 7 largely retains the existing Euro 6 exhaust emission limits but introduces:
Stricter requirements for particle emissions
Limits for brake dust emissions
Requirements related to tyre abrasion
Battery durability requirements for electric and plug-in hybrid vehicles
Longer compliance and durability requirements over the vehicle's lifetime.
Does Euro 7 apply to electric vehicles?
Yes.
For the first time, an EU emission standard also includes requirements specifically relevant to electric vehicles, such as:
Brake particle emissions
Tyre wear emissions
Minimum battery durability and performance requirements
This means Euro 7 applies to petrol, diesel, hybrid, plug-in hybrid and fully electric vehicles.
When will Euro 7 enter into force?
For passenger cars and vans:
29 November 2026: Euro 7 becomes mandatory for newly approved vehicle types.
29 November 2027: all new cars sold in the EU must comply with Euro 7.
Will Euro 7 be integrated in the Ecoscore?
The resulting exhaust emissons will of course be integrated in the calculation of the Ecoscore of a Euro 7 vehicle. Regarding non-exhaust emissions, we will investigate whether they can be integrated into the Ecoscore calculation. One consequence of such an integration would be that non-exhaust emissions for pre-Euro 7 vehicles need to be estimated, as these data are not available for those vehicles.
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