Nissan Ariya electric SUV hampered by ADRs

Nissan is calling for a change to the certification process of new vehicles in Australia in order for it to finally release its answer to the Tesla Model Y, Toyota bZ4X and Subaru Solterra, the Nissan Ariya mid-size electric SUV.

The Japanese brand is the latest to back the government’s proposed New Vehicle Efficiency Standard (NVES) – but like Toyota it is calling for a delay in the implementation of the first national automotive emissions legislation as one of six amendments it says are crucial to ensuring a successful transition towards a lower-CO2 light vehicle fleet.

Speaking at the launch of the Qashqai e-POWER, Nissan Oceania managing director Adam Paterson said the company was “fully supportive” of the tough Option B proposal within the CO2 emissions limits the federal government indicated it plans to introduce in 2025.

However, as part of the consultation process that’s now closed for submissions, the company is calling for a change to Australian Design Rules (ADRs).

Nissan wants overseas type approval of new models to be applied locally, rather than the existing ADR system that has some unique additions.

Nissan’s says allowing overseas certification will speed up the introduction of more fuel-efficient vehicles.

It’s partly about fast-tracking the local release of the long-awaited Nissan Ariya, which was launched in overseas markets in mid-2022 but is yet to join late-to-market local rivals from the likes of Toyota, Subaru, Volkswagen and Ford in the popular mid-size electric SUV space currently that is dominated by Tesla and BYD.

Nissan says there are various ADR compliance issues for the Ariya, the main one being the fitment of a centre top-tether point – something that also recently caught out the Tesla Model 3 and BYD Atto 3.

“Essentially what that allows us to do is access vehicles from other markets that still meet important regulatory requirements,” said Paterson.

“There are specific Australian ADR requirements that are unique to here versus in Europe or the US or other markets where the car is on sale that need to be met for Ariya to be launched here.”

Paterson says having to meet unique ADR requirements – something all rival vehicles have been forced to do – adds development costs that would be passed on to consumers.

“Adding in other uniqueness or complexity into the product adds specific design requirements, which adds time, which adds certification, etcetera.

“There’s specific engineering requirements for this market, which come with a cost and therefore those are built into… the on-sale price.”

Beyond the ADR change, Paterson said Nissan had requested five other significant changes to the NVES.

“In concept Nissan Australia is aligned to the government’s Option B NVES proposal,” said Paterson. “However, there are some key modifications that we believe need to be made to it in order for it to be a success for consumers as well as its goal obviously, which is to decarbonise automotive here in Australia.”

Nissan’s requested NVES changes are:

Delving into the details, it’s clear Nissan holds similar concerns to some rival brands that claim the ramp-up period to ultra-low emissions vehicles by 2029 is too short.

Currently NVES calls for a circa-60-per cent reduction in CO2 emissions by 2029, which would require a significant increase in the number of battery-electric vehicles sold by each brand to offset potential penalties from vehicles that breach the limits – which includes most hybrids.

“Those timelines are a little bit ambitious,” said Paterson.

Nissan is also not alone in calling for technology credits, which would include credits for more efficient air-conditioning systems that, in turn, reduce greenhouse gas emissions.

While the Electric Vehicle Council (EVC) is opposing such moves, the Federal Chamber of Automotive Industries (FCAI) is supportive.

Nissan also wants off-road SUVs classified to the MC standard to have higher emissions targets than SUVs designed primarily for the suburbs.

The argument is it will allow heavy-duty four-wheel drives – chief among them the Nissan Patrol – to be aligned with the more lenient (but still strict) CO2 requirements for utes and vans.

“This brings the standards in line with the design and usage requirements,” said Paterson, arguing that what underpins many of those vehicles are the same drivetrains and platform architectures used in commercial vehicles.

However, there are also many road-focused SUVs also adhering to the MC classification.

Two of them are the just-arrived Subaru Solterra and the all-wheel drive version of the Toyota bZ4X, and each mid-size electric SUV is more about the suburbs than the bush.

All-wheel drive versions of the Mazda CX-90, Toyota Kluger, Alfa Romeo Stelvio, Volvo XC90, Maserati Grecale and Bentley Bentayga also come under the same classification as a LandCruiser and Patrol.

Nissan also wants the heavier mass of EVs and hybrids to be better represented in the NVES regulations, calling for “the important removal of the mass break points”.

“The targets should be based on the actual vehicle mass as a result of the additional technology that is required,” said Paterson.

Finally, Nissan wants the government to incentivise consumers beyond the fringe benefits tax exemption scheme – and EV rebates in Queensland and Western Australia – to ensure consumers are queuing to buy electric vehicles.

While sales of Tesla and BYD electric vehicles might suggest the existing demand is healthy enough, Nissan wants more incentives –although the company didn’t detail exactly what it expects.

“It’s very important to drive the demand side of the equation as well as the availability of the equation,” said Paterson. “We’ve seen in every major market that government incentives on the demand side help drive the uptake of electric vehicles.”

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