Worldwide Emission Standards and Related Regulations. February 2009 Passenger Cars Light & Medium Duty Vehicles

Transcription

1 Worldwide Emission Standards and Related Regulations February 2009 Passenger Cars Light & Medium Duty Vehicles

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3 Important changes overview In the European Union, the year 2009 will be dominated by two major events: As of September, another step towards reduced auto emissions will come into effect for new type approvals in form of regulation 715/2007/EC (EU5). This regulation, for the first time, includes a fully new scope and a limit for the number of particles in the exhaust gas of Diesel engines. In December 2008, a consensus was reached within the EU parties responsible for Common Market regulations to define vehicle mass-based CO 2 limits for manufacturers car fleets and to establish a system of fines for non-attainment of the set values. In the USA, the year 2009 will see substantial amendments to existing requirements for automobiles. They are the result from intensive discussions which took place over the whole year 2008 with different emphasis on Federal and California level: Federal legislation will bring about new fuel economy- and CO 2 -requirements resulting from a NPRM by NHTSA and an ANPRM by EPA. California legislation will shortly publish a final rule with new considerable ZEV-requirements which were decided on the basis of last year s ZEV Review process. Other states may adopt these amendments. Both upcoming new requirements are already described in this table in as much detail as possible at the time of printing. A view to Asia also shows a clear trend to amend existing auto emission legislation by requirements for improved fuel economy in order to save resources and to achieve CO 2 -emission targets and to promote development and introduction of alternative engine/vehicle technologies. Japan wants to meet its long-term emission standards and its CO 2 -obligations from the Kyoto Protocol and supports low emission and fuel efficient vehicles with taxation measures. Priority will shift beyond 2009 towards promotion programs for the next generation of vehicles (e.g. hybrids and electric cars). China sets priority on fuel efficiency and has established new FE-standards. Priority is also seen on improving fuel quality and replacing vehicles with high emissions. India will tune its 2-, 3- and 4-wheeler fleet to better fuel economy and intends to use alternative fuels in the transport sector (NG will be made available in major cities). On the emission side focus will be on the determination of the source of pollution. South Korea has introduced reinforced thresholds for CAFE from 2012 and maintains CO 2 reduction as one of its priorities. 3

4 Strong partner for innovation The Continental Corporation is one of the top automotive suppliers worldwide. As a supplier of brake systems, systems and components for the powertrain and chassis, instrumentation, infotainment solutions, vehicle electronics, tires and technical elastomers, the corporation contributes towards enhanced driving safety and protection of the global climate. Continetal is also a competent partner in networked automobile communication. Dear automotive engineer, in a world of ever changing emission and fuel economy standards it is a challenging task to keep track of the current regulations around the world. As a service to automotive engineers around the globe, Continental supplier of electronics, electrics and mechatronics to the automotive industry has put together this practical booklet to support you. The booklet provides an overview of all exhaust and evaporative emission standards, on-board diagnostics (OBD) requirements, fuel economy/fuel consumption regulations, conformity of production (COP) testing, in-use testing requirements, driving cycles, test procedures, calculation of fuel economy/fuel consumption and the sulfur content of available fuels. Continental is a strong partner for innovation in the field of fuel injection systems for gasoline and diesel engines with a goal to reduce fuel consumption and to minimize emissions. We hope this booklet will become a useful tool to support your daily work. 4

5 Solutions for reducing emissions and optimizing fuel economy The Division Powertrain within the international automotive supplier Continental AG brings together innovative and efficient system solutions affecting every aspect of a vehicle s drivetrain. The objective of the Powertrain Division is not only to make driving more affordable and environmentally friendly but also to make it a less stressful and more pleasurable experience. With its comprehensive portfolio, the Division can offer its customers a full range of systems and components. Flexible injection timing and outstanding metering accuracy are the key success factors of our precise high-speed piezo injection system for diesel common rail engines. In addition to providing our thoroughly proven multipoint injection systems, we also supply high pressure direct injection systems with piezo or solenoid actuated injectors for gasoline engines. All systems are including sensors, actuators and tailor-made electronics. Turbocharger and exhaust gas aftertreatment technologies as well as engine management and transmission control units are part of Continental s portfolio. Moreover we offer components and systems for hybrid drives as well as fuel supply. For further information please visit: 5

6 EMITEC - Innovations for Gasoline and Diesel Catalysts Although modern cars have become safer, more economical and environmentally friendly year by year, energy consumption and exhaust emissions still need to be reduced further. For that reason Emitec, a world-wide leading developer and producer of metal substrates for high performance catalysts, has put its know-how in close cooperation with the OEM s and developed components for new, compact catalyst systems for gasoline and Diesel engines which contribute significantly towards the reduction of pollutant and particle emissions. Increasing demand for METALIT metal catalysts To meet the increasing demand of its most important markets Europe, North America and Asia Emitec has plants in Lohmar and Eisenach, Germany and Fountain Inn, USA and Pune, India as well as branches in Japan, Korea and China. In its new test center in Eisenach, Emitec has the most modern test benches such as highly dynamic engine test benches. With component test benches, vehicle test benches with cold chamber and a laboratory equipped with the most up-dated emission measurement technology, even the lowest concentration of pollutants are measured in accordance with current and future exhaust gas legislation. Innovation for sustained mobility The new generation of catalysts countercorrugation increases the conversion rate Using SuperFoil, a steel foil of only 0,03 mm for METALIT catalysts it was possible to avoid exhaust gas back pressure and the associated increase in consumption via exhaust gas aftertreatment. Now Emitec has gone a step further with structured foils LS/PE design for METALIT catalysts. LS foils with a counter corrugation generate turbulent flow that increases efficiency. Combined LS/PE design structured foils generate an additional radial flow distribution and therefore a higher conversion rate with a smaller, lighter and on top more cost effective catalyst volume. 6

7 Close coupled catalysts arrangement shortens the cold start phase Future catalysts concepts will have to meet more stringent exhaust gas requirements contained in future emissions legislation. Economically these goals can be achieved provided that, first of all, cold start emissions are significantly reduced. The METALIT catalyst can make two contributions towards achieving this by combining a close coupled catalyst with the use of very thin structured LS/PE steel foils for turbulent flow distribution of the exhaust gas. This reduces the time taken for the catalyst to start working and cold start emissions can be reduced by about a half. The overall cleaning effect increases to more than 98% in exhaust gas tests. Contact: Emitec Gesellschaft für Emissionstechnologie mbh Hauptstraße Lohmar Germany Tel.: Fax: info@emitec.com Internet: 7

8 Abbreviations AB Assembly Bill ACEA Association des Constructeurs Européens d Automobile ALVW Adjusted Loaded Vehicle Weight ASE Average Specific Emission AT PZEV Advanced-Technology Partial Zero Emission Vehicle CAA Clean Air Act CAFE Corporate Average Fuel Economy CAP 2000 Compliance Assurance Program (USA-EPA of the Year 2000) CARB California Air Resources Board CFE City Fuel Economy CFR Code of Federal Regulations CHO Aldehydes CI(E) Compression Ignition (Engine) CNG Compressed Natural Gas CO Carbon Monoxide COP Conformity of Production DW Design Weight EC European Community ECE Economic Commission for Europe EE(P) Excessive Emission (Premium) EGR Exhaust Gas Recirculation EIW Equivalent Inertia Weight EPA Environmental Protection Agency ESD Energy Storage Device EU COM Commission of the European Union Evap Evaporative (Emissions) FTP Federal Test Procedure GVM Gross Vehicle Mass GVW Gross Vehicle Weight HC Hydrocarbons HCHO Formaldehyde HFE Highway Fuel Economy HLDT Heavy Light-Duty Truck ICE Internal combustion Engine I/M Inspection and Maintenance ITS Intelligent Transportation Systems km/h Kilometers per hour LDT Light-Duty Truck LDV Light-Duty Vehicle LEV Low Emission Vehicle LLDT Light Light-Duty Truck LVW Loaded Vehicle Weight MDPV Medium-Duty Passenger Vehicle MDV Medium-Duty Vehicle MI(L) Malfunction Indication (Lamp) mpg miles per gallon NEDC New European Driving Cycle NHTSA National Highway Traffic Safety Administration NMHC Non-Methane Hydrocarbons NMOG Non-Methane Organic Gases NOx Nitrogen Oxides NYCC New York City Cycle OBD Onboard Diagnostics OMS Operating Mode Switch ORVR Onboard Refueling Vapor Recovery PC Passenger Cars PI(E) Positive Ignition (Engine) PM Particulate Matter ppm parts per million psi pounds per square inch PZEV Partial Zero Emission Vehicle RW (rw)/rm Reference Weight/Reference Mass SEPA State Environmental Protection Agency SE(T) Specific Emission (Target) SHED Sealed Housing for Evaporative Emissions Determination SFTP Supplemental Federal Test Procedure SULEV Super Ultra Low Emission Vehicle TLEV Transitional Low Emission Vehicle UDDS Urban Dynamometer Driving Schedule ULEV Ultra Low Emission Vehicle UN United Nations ZEV Zero Emission Vehicle 8

9 Contents Page ECE-Regulations and EC-Directives...10 EU-Emission Standards for M-Vehicles...13 EU-Emission Standards for N1-Vehicles...14 Evaporative Emissions Requirements / Incentives / Future Trends in the EU...16 Fuel Consumption /CO 2 Reduction in the EU...17 Status of CO 2 -discussion in the EU Phase-In of Community Target of 120 gco 2 /km, Calculation of Specific Emission Target.. 20 US - Federal Requirements...21 Tier2 FTP Average NOx-Emission Standards Phase-In Schedule...22 FTP-Standards: Tier2 Bin -Groups for Full Useful Life.. 22 Tier2 Bin -Groups for Intermediate Useful Life, SFTP-Standards...23 Low Temperature Standards, Evaporative Emissions Standards...25 Passenger Car CAFE-Regulations...28 Energy Bill & Proposed NHTSA CAFE Requirements...29 Gas Guzzler Tax, FE Labels...30 Tax Credits for Advanced Technologies, Section 177 States...31 US California Requirements...32 FTP-Standards: LEV I Emission Standards...33 FTP-Standards: LEV II Emission Standards...34 SFTP Standards, Low Temperature Standards, ZEV Mandate...35 ZEV Requirements for Large Volume Manufacturers...36 ZEV Requirements for Intermediate and Small Volume Manufacturers 37 Hybrid Electric Vehicle Characteristics...38 PZEV- Allowances...39 Hybrid Electric Vehicle Testing. 40 Plug-In Hybrid Electric Vehicle Testing...41 Evaporative Emission Requirements, Fuel Economy Regulation (AB 1493)...43 Canada Emission Requirements...44 Fuel Economy Regulations...45 Japan Emission Standards - Passenger Cars...46 Emission Standards - Light and Medium Commercial Vehicles...47 Post New Long-Term Emission Regulations 48 Transient Mode JC08 (former: CD34 ), Fuel Economy Targets...49 Gear Shift Positions for the JC08 -Mode (Vehicles with manual Transmission)...50 Fuel Economy Targets...51 Tax Incentives.52 Republic of Korea Emission Standards...53 Fuel Economy Requirements...54 Peoples Republic of China (Emissions and Fuel Consumption Standards)...55 India...56 Argentina, Australia, Brazil...57 Chile, Colombia, Costa Rica, Ecuador, Iran, Malaysia...58 Mexico...59 Singapore, Taiwan (Emission Standards & Fuel Economy Standards), Hong Kong...60 On-Board Diagnostics (OBD) Requirements...62 European Union (EOBD)...62 USA / California OBD II...64 California Monitoring Requirements (Gasoline Engines)...65 Japan, Other Countries...69 Driving Cycles...71 Test Procedures for Periodically Regenerating Systems in the EU...76 for Hybrid Electric Vehicles in the EU 78 for Type Approval in the EU and in the US...84 Calculation of Fuel Economy/Fuel Consumption..87 Fuel Qualities (Sulfur Content)

10 ECE-Regulations and EC-Directives ECE-Regulations and EC-Directives are in principle equivalent concerning their contents or requirements. Their introduction dates may, however, differ. ECE-Regulations are recommended by the Economic Commission for Europe (Geneva) and may be applied by all nations which have signed the UN-Agreement of 1958 either as an amendment to, or as a substitute for the country s national law. EC-Directives are established by the Community s legislative parties in Brussels and are binding for all member states, i.e. they must be introduced at specified dates as a new law or as a substitute for an existing law. EC-Directives are characterized by two mandatory introduction dates, the first date applies to the introduction of a new model, the second date - which is always a year later - is valid for the first registration of an existing model. ECE-Regulations & EC- Directives for Passenger Cars with Gasoline and Diesel Vehicles since Start of Catalyst Technology in Gasoline Cars Valid for Vehicles with a Gross Vehicle Mass (GVM) < 3,500 kg Valid for Vehicles used for Passenger Transportation (M1-Vehicles < 8 seats and < 2,500 kg) ECE- Regulation Amendment Introduction EC-Directive Mandatory Introduction 2) Contents ECE-R83/ /441/EEC EU 1 ECE-R83/03 1) /12/EC EU 2 ECE-R83/ /69/EC EU 3 EU 4 ECE-R83 (Supplement to the 05 Series of Amendments) 3) Amendments to /76/EC EU3 & EU4 1) also for gas engines; 2) date for type approval of new models; 3) dates for new registrations: (M1<2,500 kg & N1, class I); (M1>2,500kg & N1 classes II & III). Note: Consensus has been reached to incorporate the requirements of EU5/EU6 into the UN- Regulation ECE R83/06. Finalization of related KOM work is expected mid to end of 2010 After completion of this work, ECE-R83 and 70/220/EEC (Basis EU-Emission Directive) will be equivalent In the future KOM intends to apply only ECE-Regulations 10

11 EU - Type Approval An EU-Type Approval is granted after compliance with a series of tests and requirements: Test Subject Requirement Type I Exhaust Emissions Standards: see tables on page 13. Test: NEDC as of EU 3. Type II Idle-CO *) Determination of reference value for I/M **) & COP ***) Type III Crankcase Emissions Standard: Zero emission Type IV Evaporative Emissions SHED-Test; Standards: 2 g/test (EU1 - EU4) Type V Type VI Durability EU 3: 80,000 km EU 4: 100,000 km EU 5: 160,000 km option: test bench ageing Low Temperature Emissions M1 and N1, Class I N1,Class II N1, Class III Option to actual durability run: Use of assigned deterioration factors (DFs): As of CO THC NMHC NOx NOx+HC PM PN EU3+EU4 PI 1.2 HC CI EU5+EU6 PI EU5 CI Standards at 7 C: HC=1.8 g/km; CO=15 g/km HC=2.7 g/km; CO=24 g/km *) *) **) HC=3.2 g/km; CO=30 g/km *) valid also for M1 with GVM >2,500 kg designed to carry > 6 occupants; **) valid for N2 as of EU5 - On-Board Diagnosis European On-Board Diagnosis (EOBD): see page 63 *) gasoline engines only; **) I/M=Inspection & Maintenance; ***) COP=Conformity of Production Vehicle Categories (as applied to EU-Emission Legislation up to EU4) Main Category M min. 4 wheels Transportation of Passengers Sub- Category M1 M2 Seats Mass Limits Emission Rule *) maximum 8 excl.driver Mass not limited. EU-emission legislation splits into 2 groups : M1 with GVM<2,500 kg and M1 with 2,500kg<GVM<3,500kg Max. GVM up to 5,000kg Chassis dyno testing optional only for M2 Diesel with RM up to 2,840 kg more than 8 excl.driver Max. GVM> 5,000kg EU3/EU4 Euro3/Euro4/Euro5 EU3/EU4 M3 Euro3/Euro4/Euro5 only Max. GVM< 3,500kg; EU-emission Gasoline engines: N N1 legislation splits N1 into 3 RWgroups only EU3/EU4; : see N1 table on page 14 Diesel: EU or Euro min. 4 wheels possible 3,500 kg<gvm<12,000 kg Euro3/Euro4/Euro5 Transportation N2 Chassis dyno testing optional for EU3/EU4 possible N2 Diesel with RM up to 2,840 kg of Goods GVM >12,000 kg Euro3/Euro4/Euro5 N3 only *) EU: used for chassis dyno standards & test procedure; Euro: used for engine dyno standards & test procedure 11

12 The EU 5 / EU 6 - Regulation (Objectives and Main Characteristics) When defining its proposal for EU5, the EU-Commission had the following objectives: to tighten the standards for gasoline and Diesel engines according to the potential of each technology, and to define a PM-standard which virtually obliges car manufacturers to apply the Diesel particulate filter as of step EU5 On June 20, 2000, the European Parliament and the Council adopted the Regulation (EC) No. 715/2007 which specifies the following requirements: introduction of a new scope of application of the requirements to the affected vehicle categories, increasing the stringency of the PM- and NOx-standards, and inclusion of a second step with further strengthened standards (EU6) For vehicles with Diesel engines the EU5-regulation reiterates the PM-level of 5 mg/km as the basis on which Member States are allowed to start incentive programs to promote early introduction of advanced PM-emission control technologies In the context of the implementing measures, the PM standard was revised to 4.5 mg/km The new standard for PM-emissions is valid together with the new limitation of the number of particles emitted in the exhaust gas - (PN) [x/km] For vehicles with Diesel engines, the implementing measures prescribe a PN in both EU5&EU6. For positive ignition engines, a PN will be introduced in EU6. For these engines both the PM limit and the new PN apply only to engines with direct injection. As of step EU5 a new scope of application was defined. It reduces the differentiation of vehicle categories to only two groups: vehicles < 2,610 kg reference mass and vehicles > 2,610 kg reference mass with the specifications given in the comparison table below: Comparison of Scope of Application of EU5/EU6 Regulation Chassis Dyno Certification vs. Engine Dyno Certification Scope of Directive EU5&EU6 70/220/EEC as last amended by 2003/76/EC Chassis Dyno Engine Dyno Applies to M1 and N1 vehicles except to vehicles of class N1 with Diesel engines which are type approved on the engine dyno The car manufacturer my apply for an extension of the certificate of M1-vehicles with Diesel engines to vehicles of class M2 and N2 up to a reference mass of 2,840 kg The Regulation applies to vehicles of classes M1, M2, N1 and N2 up to a reference mass of 2,610 kg Manufacturers may apply for an extension of the certificate of M1, M2, N1 and N2 -vehicles with a RM>2,610 kg and type approved for EU5/EU6 to same vehicles up to a reference mass of 2,840 kg *) The Regulation applies to all vehicles with a reference mass of > 2,610kg Exemption: Manufacturers may apply engine dyno testing for vehicles with a reference mass between 2,380 kg and 2,610 kg Social Needs - Vehicles: Vehicles with reference mass> 2,000 kg, as well as vehicles with RM > 2,000 kg and "designed to carry 7 or more occupants" (incl. driver); M1G (only up to Aug (emission standards as N1, class II & III, N2) Reference Mass (RM): Mass of vehicle in operative condition minus driver (75 kg) plus 100 kg Application of the new EU-Regulation EU5/EU6 Vehicle Category M1, M2, N1 Class I N1, Class II and III, N2 New Model *) Exemption as agreed by EU-Council (Nov.10, 2008) and by EP (Dec. 16, 2008). New Registration Sep Jan EU 5 Sep Sep EU 6 Sep Jan EU 5 Sep Sep EU 6 Social Needs - Vehicles Sep Jan EU 5 12

13 EU-Standards for M-Vehicles [g/km] Gasoline Vehicles 1) CO HC HC NO x EU EU EU EU ) Valid also for CNG & LPG vehicles CO [mg/km] THC+NO x [mg/km] THC [mg/km] NMHC [mg/km] NO x [mg/km] PM [mg/km] EU /4.5 EU /4.5 2) PM standard for positive ignition engines applies only to vehicles with direct injection engines; 3) A revised measurement procedure shall be introduced before the application of the 4.5mg/km standard which will apply on Sep. 1, 2011 (new types) and on Jan. 1, 2013 (new registration). 4) A new measurement procedure shall be introduced before the application of the PN-standard; 5) A number standard is to be defined for this stage for vehicles with positive ignition engines before Sep Remarks As of EU 3 As of EU 4 As of EU 5 new driving cycle w/o 40 s pre-sampling (NEDC) addition of European OBD requirement (EOBD) (as of for gasoline- & as of for gas vehicles) low temperature test at 7 C (as of Jan ) Durability requirement 100,000 km 2) 3) PN 4) [x/km] - Durability requirement 160,000 km Tax incentives for EU5 possible from entry into force up to Dec. 31, ) Diesel Vehicles *) for direct injection engines CO HC +NO x NO x PM EU EU (0.9) *) (0.1) *) EU EU ) CO [mg/km] THC+NO x [mg/km] THC [mg/km] NMHC [mg/km] NO x [mg/km] EU EU PM 1) [mg/km] PN 2) [x/km] 5.0/ x10 11 A revised measurement procedure shall be introduced before the application of the 4.5mg/km standard which will apply on Sep. 1, 2011 (new types) and on Jan. 1, 2013 (new registration) together with the PNstandard; 2) A new measurement procedure shall be introduced before the application of the PN-standard; Remarks As of EU 3 As of EU 4 As of EU 5 new driving cycle w/o 40 s pre-sampling (NEDC) addition of EOBD for Diesel with electronic injection (as of Jan. 1, 2003) Durability requirement 100,000 km Durability requirement 160,000 km Tax incentives for EU5 possible from entry into force up to Dec. 31,

14 EU Emission Standards for N1-Vehicles Gasoline Vehicles Euro Euro Reference Mass (RM) Limit Values [g/km] [kg] CO HC NO x PM I RM 1, II 1,305<RM <1, III RM>1, I RM 1, II 1,305<RM <1,760 III RM>1, CO [mg/km] THC+NO x [mg/km] THC [mg/km] NMHC [mg/km] NO x [mg/km] I RM 1, Euro 5 II 1,305<RM <1, III RM>1, I <1, Euro 6 II 1,305<RM <1, III RM>1, PM 1) 2) [mg/km] 5.0/4.5 PN [x/km] - 4) Diesel Vehicles (RM) Limit Values [g/km] [kg] CO HC+NO x NO x PM Euro Euro Euro 5 Euro 6 I RM 1, II 1,305<RM <1, III RM>1, I RM 1, II 1,305<RM <1, III RM>1, CO [mg/km] THC+NO x [mg/km] THC [mg/km] NMHC [mg/km] NO x [mg/km] I RM 1, II 1,305<RM <1, III 5) RM>1, I RM 1, II 1,305<RM <1, III RM>1, PM 2) [mg/km] PN 3) [x/km] 5.0/ x ) PM standard for positive ignition engines applies only to vehicles with direct injection engines; 2) A revised measurement procedure shall be introduced before the application of the 4.5mg/km standard which will apply on Sep. 1, 2011 (new types) and on Jan. 1, 2013 (new registration) together with the PN-standard; 3) A new measurement procedures as defined by the Particulate Measurement Program (PMP)of the COM will apply with the next amendment of ECE-R83; 4) A number standard is to be defined for the EU6-stage for vehicles with positive ignition engines before Sep ; 5) includes M1 Diesel which meet the social needs criteria 14

15 EC Type-Approval Numbering System The following table summarizes the implementation dates of the different EU5- and EU6 steps.the alphabetical character in the first column - which has to be added by the car manufacturer to the type approval number of a certified vehicle - allows to distinguish the EU5- and EU6 emission limit values to which the approval was granted. Character Emission Standard OBD Standard Vehicle Category & Class Engine Type New Types New Vehicles Last Date of Registration A EU5a Eu5 M, N1 class I PI, CI B EU5a Eu5 M1 to fulfil specific social CI needs (excluding M1G) C EU5a Eu5 M1G to fulfil specific CI social needs D EU5a Eu5 N1 class II PI; CI E EU5a Eu5 N1 class III, N2 PI; CI F EU5b Eu5 M, N1 class I PI; CI G EU5b Eu5 M1 to fulfil specific social CI needs (excluding M1G) H EU5b Eu5 N1 class II PI; CI I EU5b Eu5 N1 class III, N2 PI; CI J EU5b Eu5+ M, N1 class I PI; CI K EU5b Eu5+ M1 to fulfil specific social CI needs (excluding M1G) L EU5b Eu5+ N1 class II PI; CI M EU5b Eu5+ N1 class III, N2 PI; CI N EU6a EU6- M, N1 class I CI O EU6a EU6- N1 class II CI P EU6a EU6- N1 class III, N2 CI Q EU6b EU6- M, N1 class I CI R EU6b EU6- N1 class II CI S EU6b EU6- N1 class III, N2 CI T EU6b EU6- M, N1 class I CI plus IUPR U EU6b EU6- N1 class II CI plus IUPR V EU6b EU6- N1 class III, N2 CI plus IUPR W EU6b EU6 M, N1 class I PI; CI X EU6b EU6 N1 class II PI Y EU6b EU6 N1 class III, N2 PI EU5a&EU6a (emission standard): exclude revised measurement procedure for particulates, particle number standard and flex fuel vehicle low temperature emission testing with bio-fuel. EU5+ (OBD-standards): includes relaxed in-use performance ratio (IUPR), NO x monitoring for petrol vehicles and tightened PM-threshold limit for Diesel EU6- (OBD-standards): relaxed Diesel OBD threshold limits, no in-use performance ratio (IUPR) EU6- plus IUPR: includes relaxed Diesel OBD threshold limits and relaxed in-use performance ratio (IUPR) Note: Type approval for characters W, X, Y is only allowed once EU6-OBD thresholds have been introduced 15

16 Evaporative Emissions Requirements Since its first inclusion into the European emission control legislation (91/441/EEC), the evaporative emissions standard has been kept constant to date at 2.0 g/test using the SHED-method (for test sequence see Test Procedures on page 86). A Test Procedure for the determination of evaporation emissions with E85 - fuel is in preparation In the context of the new scope of EU5/EU6 the categories M 2 and N 2 became subject to Evap-requirements Incentive Programs Financial Incentives for early introduction of advanced PM control technologies If Member States planned to provide tax incentives for early introduction of advanced control technology for particulate matter (PM) emissions, such programs were allowed by the EU Commission on the basis of the 5 mg/km PM value. Financial Incentives for early introduction of EU5 and EU6 (EU-Setting) Member States may make provisions for financial incentives that apply to vehicles in series production which comply with the Regulation and its implementing measures. Those incentives shall be valid for all new vehicles offered for sale on the market of a Member State which comply at least with the emission limit values of EU5 in advance of the applicable dates of implementation of this regulation for new vehicles. Financial incentives that apply exclusively to vehicles which comply with the emission limit values of EU6 may be granted for such new vehicles offered for sale on the market of a Member State from the dates of EU5 in advance of the applicable dates of implementation of EU6. They shall cease on those dates. Future Trends in the EU Evaluation whether the presently used driving cycle is representative for actual in-field vehicle operation Emphasis on consideration of off - cycle emissions and in-use emission performance Consideration of greenhouse gases (GHGs), e.g. methane (CH4), with regard to their CO 2 equivalence Finalization of measurement techniques for the determination of the particle number (PN) to be applied as of EU 6 (September 2011) Review of the EU6 OBD thresholds until September 1, 2010 (see tables on pages 63 & 64) 16

17 Fuel Consumption /CO 2 Reduction in the EU On February 5, 1999 EU Commissioner Bjerregaard signed the following Commission Recommendation to the ACEA on the reduction of CO 2 - emissions from passenger cars (doc. 1999/125/EC): The members of the European Automobile Manufacturers Association ACEA should, mainly by technological developments and market changes linked to these developments, collectively achieve a CO 2 emission target of 140 g/km, as measured according to Directive 93/116/EEC, for the average of their new cars sold in the Community (category M1 as defined in Annex I to Council Directive 70/156/EEC) by 2008 The ACEA should evaluate in 2003 the potential for additional fuel-efficiency improvements with a view to moving further towards the objective of 120 gco 2 /km by 2012 Individual members of the ACEA should place on the market in the Community models emitting 120 gco 2 /km or less, as measured according to Directive 93/116/EEC, by the year 2000 The members of the ACEA should make every effort to achieve collectively an intermediate CO 2 - emission target in the range of gco 2 /km, as measured according to Directive 93/116/EEC, by 2003 The ACEA should cooperate with the Commission in the Monitoring of its Commitment. Responding to the recommendation from the EU-Commission the association of the EU car manufacturers ( Association des Constructeurs Européens d Automobile, ACEA) issued the socalled ACEA Commitment which determines that the EU car manufacturers intend to reduce the average CO 2 -emissions of their 2008 new vehicle fleet to 140 gco 2 /km. In 2003 an intermediate level of gco 2 /km was envisaged as an indicator whether progress occurs as planned. In fact, an actual level of 166 g/km could be achieved already one year earlier. An equivalent commitment has been made by the German automotive industry through its association Verband der Automobilindustrie (VDA). This so-called VDA-Commitment obliges the German car manufacturers to reduce the fuel consumption of their new vehicle fleets in 2005 by 25% vs. year (The ACEA commitment corresponds to a 25% CO 2 -reduction in 2008 compared to 1995). [gco 2 /km] A C B H New J : EP Target for 2015 (125g) K: EU Target for 2020 (95g) L: EP Target for 2025 (70g) **) D A: ACEA Start Level 1995 (186 g) B: ACEA Monitoring Level for 2003 ( g) C: ACEA Fleet actually achieved in 2002 (162g) D: COM Monitoring Result in 2004 (163 g) E: ACEA Commitment for 2008 (140 g) F: COM Passenger Car Fleet Target for 2012 (130g) E G: Overall EU CO 2 -Target for 2012 (120g) *) H: Initial EP Target for 2005 (120g) I : Initial EP Target for 2010 (90g) *) To be achieved by: 130g contribution from vehicles and 10g contribution from complementary measures **) Decision for final 2025-Target will be made the latest in 2016 after COM cost-benefit impact assessment I F G J K L [ltr/100km] Gasoline Diesel [ltr/100km] Reduction of CO 2 -Emissions from the New Passenger Car Fleet in the EU 17

18 In its communication of August 24, 2006 to the Council and the European Parliament, the Commission summarizes the actual status as follows: 1995 CO 2 -level (ACEA-data): 185 gco 2 /km; 2004 COMmonitoring level (EU15 data): 161 g/km. Based on these data the COM estimated the necessary further reduction (from 2004) to the 2008/9 target level of 140 gco 2 /km to be: 13% (21 gco 2 /km) or 3.3% p.a. (5.3 g CO 2 /km p.a). Acknowledging the fact that market conditions have substantially changed since the commitment was made (e.g. consumer demand for vehicles with higher transport capacity, increased vehicle weight due to increased order of comfort items and installation of more complex safety equipment) the Commission has clarified its position concerning the target for Including the position of the EP the status is as follows: COM-Proposal (December 19, 2007) Average emissions from all passenger cars placed on the EU-market in the year 2012 shall not exceed 120 gco 2 /km The contribution of the vehicles by improvement of vehicle technology shall not exceed 130 gco 2 /km while complementary measures shall contribute with 10 gco 2 /km (such measures include improvements on tires and air conditioning systems, and a reduction in the carbon content of road fuels through increased use of bio-fuels. Efficiency requirements will be introduced for car components which are relevant for the vehicle s fuel economy EP-Status (October 24, 2007) Average emissions from all passenger cars placed on the EU-market in 2015 shall not exceed 125 gco 2 /km. EP insists that from Jan , average emissions should not exceed 95 gco 2 /km Average emissions from light commercial vehicles placed on the EU-market shall not exceed 175 gco 2 /km in 2012 and 160 gco 2 /km in 2015 The EP believes that longer term targets should be confirmed or reviewed by the Commission no later than 2016 following a detailed cost-benefit impact assessment and anticipates that these targets will possibly require further emission reductions to 70 gco 2 /km or less by 2025 EP-Status (December 17, On December 17, 2008 the EP agreed on the COM-proposal for a new, so-called Integrated Approach to reduce CO 2 -Emissions from LDVs in the EU This proposal contains elements such as: o Re-iteration of the Community Target of 120 g CO 2 /km for 2012 on the phase-in basis between 2012 & 2015 shown in the following table (130gCO 2 /km from improved motor vehicle technology, 10gCO 2 / km from other technological improvements and by increased use of sustainable bio-fuels) o Emphasis that achieving this target needs complementary measures o Setting mandatory CO 2 -limits as fleet average standards o Allowance of pooling among manufacturers o Providing a phase-in scheme for %-rates from a manufacturer s fleet o Specifying penalties ( premium ) for failures to achieve the CO 2 -limits o Promotion of innovative propulsion technologies o Promotion of alternative fuel vehicles o Obligation for manufacturers to display the CO 2 -level on each car as measured during the certification process o Declaration of a Community Target of 95 gco 2 /km for 2020

19 Phase-In Scheme for the Community Target (120 gco 2 /km) Year Super-Credits for cars emitting < 50 gco 2 /km Calculation of the Specific Emission Target (SET) The proposal agreed by EP and COM specifies that the CO 2 targets for passenger cars should be defined as a function of the utility of the cars on a linear basis. To describe this utility, vehicle mass was considered an appropriate parameter which provides a correlation with present emissions and would, therefore result in a more realistic and competitively neutral target. Data on alternative utility parameters, such as footprint (track width times wheel base) should be collected in order to facilitate longer-term evaluation o the utility-based approach. The COM should by 2014 review the availability of data and, if appropriate, submit a proposal to the EP and the Council to adapt the utility parameter. For each new passenger car the SET shall be calculated according to the following formula: Specific Emission Target (SET) = 130 +a x (M M 0 ) [gco 2 /km] From : a=0.0457; M= average mass of manufacturer s car fleet [kg]; M 0 =1,372 kg From 2016 onwards : a=0.0457; M= average mass of manufacturer s fleet [kg]; M 0 = value still to be determined Derogation Provisions An application for a derogation from the prescribed SET may be made by a manufacturer which is responsible for less than 10,000 new passenger cars registered in the Community per calendar year Specific Emission Target for Alternative Fuel Vehicles % of manufacturer s car fleet which has to meet the target ß14 80 as of Year One car counts as cars cars cars cars as of car For the purpose of determining compliance by manufacturers with the given emission target, emissions as stated on the Certificate of Conformity (COC) for each vehicle capable of running on a mixture of petrol with 85% ethanol ( E85 ) fuel shall be reduced until December 31, 2015 by 5%. This applies only where at least at 30% of the filling stations in the Member State provide this type of alternative fuel complying with the EU-specified sustainability criteria for bio-fuels. CO 2- Handling of N1-Vehicles The utility-based approach as used for passenger cars (mass basis) cannot be used for LCVs since no statistical data has yet been established Meaningful negotiations about the handling of N1 vehicles with regard to setting CO 2 requirements can only start after statistical data about the utility of such vehicles (be it mass or footprint) is available 19

20 EU-Philosophy of SET-Determination for the 2012 CO 2 -Target SET [gco 2 /km] EU Average in 2006 EU Target for Line C Manufacturer X Line A Line B Manufacturer Y Line A: EU Car Fleet Distribution in 2006 Line B: Assumed EU Car Fleet Distribution in 2012 Line C: Political Target for EU Car Fleet in % 100% 1,372 EU Average in 2006 Vehicle Mass [kg] Explanation of Diagram: Actual vehicle distribution (Line A) of 2006 is transposed parallel to the new CO 2 target of 2012 (Line B). A political correction of the slope (from 100% to 60%) is introduced (Line C). So manufacturer X (with an average mass of his car fleet < EU average) gets a relaxed (higher) SET while manufacturer Y (average mass of his car fleet > EU average) gets a more stringent (lower) SET. Excess Emissions Premium (still subject to acceptance by EU Council) The average specific emissions (ASE) of CO 2 exceed the specific emission target (SET) by gco 2 /km more than 3 more than 2 but less than 3 more than 1 but less than 2 less than 1 Calculation of the Excess Emissions Premium From 2012 until 2018 (EEP) EEP [ ] = [(EE 3 gco 2 /km) x 95 per gco 2 /km + 1 gco 2 /km x 25 per gco 2 /km + 1gCO 2 /km x 15 per gco 2 /km + 1 gco 2 /km x 5 per gco 2 /km] x N EEP [ ] = [(EE 2 gco 2 /km) x 25 per gco 2 /km + 1gCO 2 x 15 per gco 2 /km + 1gCO 2 x 5 per gco 2 /km] x N EEP [ ] = [(EE 1 gco 2 /km ) x 15 per gco 2 /km + 1 gco 2 /km x 5 per gco 2 /km] x N EEP [ ] = (EE x 5 per gco 2 /km) x N From 2019 onwards EEP [ ] = (EE x 95 per gco 2 /km) x N EE=Excess Emissions; N=number of new passenger cars (sold in the EU by the manufacturer) Example for 2012: SET=130 gco 2 /km; EE= 5 gco 2 /km ASE=135 gco 2 /km; N = ; EEP [ ] = [(5-3 ) x ] x100,000=23,5 Mio. 20

21 USA US Federal Requirements Under Title II of the Federal Clean Air Act (CAA), the U.S. EPA has adopted comprehensive regulations to control emissions from motor vehicles (40 CFR Part 86). The Federal Tier 1 exhaust emission standards for light-duty vehicles and light-duty trucks which were first introduced in the 1994 model year are superseded by the Tier 2 program which took effect beginning in model year The focus of the Federal Tier 2 legislation is the reduction of NO x -emissions and it requires that a manufacturer s vehicle fleet of light duty vehicles/light duty trucks in average meets a NO x limit of 0.07 grams/mile in model years 2007/2009. The program applies the same set of standards (bins) to all passenger cars, light trucks and medium-duty passenger vehicles independent of the fuel used (fuel-neutral standards). To ensure flexibility, the NO x target may be achieved stepwise via a specified phase-in program, averaging among bin groups is allowed and the manufacturer may select an emission standard set ( bin ) as it fits best for a given vehicle/emission control system. Federal new vehicle emission control requirements consist of: Exhaust emission FTP-standards for an intermediate useful vehicle life (50,000 miles) Exhaust emission FTP-standards for a full useful vehicle life (100,000/120,000 miles) Exhaust emission SFTP-standards for a high load/high acceleration test Exhaust emission SFTP-standards for a high temperature/air condition test Low temperature CO-emission test Low temperature NMHC-standards for gasoline vehicles (phase-in from MY 2010) US Federal Vehicle Categories LLDT : 0-6,000 lbs GVW HLDT: 6,001-8,500 lbs GVW MDPV LDT 1: 0-3,750 lbs LVW LDT 2: 3,751-5,750 lbs LVW LDT 3: 0-5,750 lbs ALVW LDT 4: > 5,750 lbs ALVW Heavy Duty Vehicle which is primarily designed for the transport of people LWV = vehicle weight in driving condition +300 lbs. ALVW= (LVW+GVW)/2 21

22 Tier 2 FTP Average NO x -Emission Standards Phase-In Schedule The following NO x fleet average requirements apply [%] NO x Limits Model Year [g/mile] LDV, LLDT 0.3 average average avg./0.20 cap 100 HLDT, MDPV 0.6 cap average average avg./0.20 cap 100 FTP Standards Tier 2 and Interim non-tier 2 Full Useful Life Exhaust Mass Emission Standards [g/mile] Bin NO x NMOG CO HCHO PM Comments a,c / / / a,b / a,b / b,d e Notes: a) This bin and its corresponding intermediate life bin were deleted at end of the 2006 model year (end of 2008 model year for HLDTs and MDPVs) b) Higher NMOG, CO and HCHO values apply for HLDTs and MDPVs only c) This bin is only for MDPVs d) Higher NMOG standard deleted at end of 2008 model year e) On average, bin 5 has to be met by all LDVs and LDTs in model year 2007 and by all HLDTs and MDPVs in model year

23 Tier 2 and Interim non-tier 2 Intermediate Useful Life (50,000 mile) Exhaust Mass Emission Standards [g/mile] Bin NO x NMOG CO HCHO PM Comments a,c,d,f / / / a,b,d,e,f / a,b,d,f / b,d,f,g d,f d,f d,f a) This bin was deleted at the end of model year 2006 (end of model year 2008 for HLDTs and MDPVs). b) Higher NMOG, CO and HCHO values apply for HLDTs and MDPVs only. c) This bin is only for MDPVs. d) The full useful life PM standards (see table above) also apply at intermediate useful life. e) Intermediate life standards of this bin are optional for diesels. f) Intermediate life standards are optional for vehicles certified to a useful life of 150,000 miles. g) Higher NMOG standard deleted at end of 2008 model year. SFTP Standards Manufacturers must comply with 4,000 mile and full useful life SFTP standards. Some exceptions apply during the phase-in period as well as for diesel vehicles. MDPVs are not required to meet SFTP standards Mile SFTP Standards for Tier 2 and Interim Non-Tier 2 LDVs and LDTs are: Vehicle Category NMHC+NO x [g/mile] US06-Cycle CO [g/mile] NMHC+NO x [g/mile] SC03-Cycle CO [g/mile] LDV/LDT LDT LDT LDT

24 The applicable full useful life SFTP standards for NMHC+NO x, PM and for CO, if using the weighted CO standard, must be calculated according to the following formula: SFTP Standard = SFTP Standard 1 [0.35 x (FTP Standard 1 - Current FTP Standard)] where: SFTP Standard = Applicable full life weighted SFTP standard for NMHC+NO x, PM or CO. This standard must be rounded to two decimal places. SFTP Standard 1 = Applicable full life Tier 1 SFTP standard for NMHC+NO x or CO from Table 1. For PM only, use FTP Standard 1 for SFTP Standard 1. FTP Standard 1 = Applicable full life Tier 1 FTP standard from Table 2. For the Tier 1 NMHC+NO x standard, add the applicable NMHC and NO x standards. Current FTP Standard = Applicable full life Tier 2 FTP standard (see Table 1).For the current NMHC+NO x standard, add the NMOG and NO x standards from the applicable bin. Table 1 Vehicle Category NMHC + NO CO x [g/mile] b,c [weighted g/mile] a,c US06 SC03 Weighted LDV/LDT (0.65) 11.1 (9.0) 3.7 (3.0) 4.2 (3.4) LDT (1.02) 14.6 (11.6) 4.9 (3.9) 5.5 (4.4) LDT LDT a) Weighting for NMHC+NO x and optional weighting for CO is 0.35x(FTP)+0.28x(US06)+0.37x(SC03) b) CO standards are stand alone for US06 and SC03 with option for a weighted standard. c) Intermediate life standards are shown in parentheses for Diesel LDV and LLDTs opting to calculate intermediate life SFTP standards in lieu of 4,000 mile SFTP standards. Table 2: Vehicle Category NMHC a [g/mile] NO x a CO a LDV/LDT (0.25) 0.6 (0.4) 4.2 (3.4) 0.10 LDT (0.32) 0.97(0.7) 5.5 (4.4) 0.10 LDT LDT PM a) Intermediate life standards are shown in parentheses for Diesel LDVs and LLDTs opting to calculate intermediate life SFTP standards in lieu of 4,000 mile SFTP standards. 24

25 Low Temperature Standards CO-Standard at 20 F CO emissions at 20 F (approx. minus 6.7 C) must not exceed 10.0 g/mile for PCs/LDT1 and 12.5 g/mile for all other categories up to 8,500 lbs GVW. NMHC-Standard at 20 F Additionally, EPA will introduce new 20 F full useful life fleet average standards for NMHC. Each manufacturer s vehicles will be subject to a sales-weighted fleet average NMHC level of 0.3 g/mile for lighter vehicles weighing 6,000 lbs or less. Vehicles above 6,000 lbs (which include trucks up to 8,500 lbs and passenger vehicles up to 10,000 lbs) must meet a salesweighted fleet average NMHC level of 0.5 g/mile. The standards phase in between 2010 and 2013 for the lighter vehicles and between 2012 and 2015 for the heavier vehicles Phase-In Schedule for proposed low temperature NMHC-Standard Vehicle Weight Class (GVWR) *) NMHC Emission Phase-In Schedule [%] **) Level [g/m] ,000 lbs > 6,000 to 8,500 lbs plus passenger vehicles up to 10,000 lbs *) Gross Vehicle Weight Rating; **) Percent of each manufacturer s fleet, by MY, that must comply with the standard Evaporative Emission Requirements US-Federal Requirements Tier 1 Standards Federally certified LDVs and LDTs must meet the following standards: 3-Day Diurnal + Hot Soak Test: 2.0 g HC / test 2-Day Diurnal + Hot Soak Test: 2.5 g HC / test (Standards for HLDTs with tank capacity of 30 gallons or more are 2.5/3.0 g/test, respectively.) Running Loss Test: 0.05 g/mile The useful life is 100,000 miles for LDVs / LLDTs and 120,000 miles for HLDTs. Tier 2 Standards (Phase-In Requirements) Portion of fleet that must meet standards in each model year [%] Vehicle Category LDV/LLDTs HLDTs and MDPVs

26 Diurnal-plus-Hot Soak Evaporative Hydrocarbon Standards: Hydrocarbon emissions for LDV/LLDTs, HLDTs and MDPVs must not exceed the following standards for the three-day test sequence and for the supplemental two-day test sequence: Vehicle Category 3-Day Diurnal + Hot Soak Test [g/test] Supplemental 2-Day Diurnal + Hot Soak Test [g/test] LDV/LLDTs HLDTs MDPVs Running Loss Standard Hydrocarbons for LDVs, LDTs and MDPVs measured on the running loss test must not exceed 0.05 grams per mile. Refueling Emission Standards Refueling emissions must not exceed the following standards: For gasoline-fueled, diesel-fueled and methanol-fueled LDVs, LDTs and MDPVs: 0.20 grams HC per gallon (0.053 grams per liter) of fuel dispensed. For liquefied petroleum gas-fueled LDV, LDTs and MDPVs: 0.15 grams hydrocarbon per gallon (0.04 grams per liter) of fuel dispensed. Spitback Standards For gasoline and methanol fueled LDV/Ts and MDPVs, hydrocarbons measured on the fuel dispensing spitback test must not exceed 1.0 grams hydrocarbon (carbon if methanol-fueled) per test. Vehicles certified to the onboard refueling vapor recovery (ORVR) standards are not required to demonstrate compliance with the spitback standards. Comparison of Tier 2 and LEV IIl Evaporative Emission Test Requirements The levels of EPA s Tier 2 evaporative standards are numerically less stringent than the California LEV II. But due to differences in California and EPA evaporative test requirements, both programs are similar in stringency. Therefore, California currently accepts evaporative emission results generated on the Federal Test Procedure (using Federal test fuel). Also, manufacturers can obtain Federal evaporative certification based upon California results (meeting LEV II standards under California fuels and test conditions), if they obtain advance approval from EPA. This pre-approval will no longer be required under the newly adopted standards (see below). Differences between the Federal and California test requirements: The Federal Tier 2 regulations require manufacturers to certify the durability of their evaporative emission systems using a worst case test fuel (fuel containing the maximum allowable concentration of alcohols). California does not require this provision. The other main differences are indicated below: 26 Test Requirement EPA Tier 2 California LEV II Fuel volatility (Reid Vapor Pressure in psi) 9 7 Diurnal temperature cycle (degrees F) Running loss test temperature (degrees F)