Worldwide Emission Standards and Related Regulations

Transcription

1 Worldwide Emission Standards and Related Regulations Passenger Cars / Light and Medium Duty Vehicles September Powertrain Division

2 Important Developments European Union Important developments are ongoing in several areas: Reduction of greenhouse gases Reduction of pollutant emissions Revision of type approval framework The European Union maintains its focus on achieving the Greenhouse Gas emission reductions planned for the second commitment period of the Kyoto protocol for the period 2013 to 2020 with the target to achieve in % of GHG reduction compared to the base year The road transport sector is part of this effort and the EU continues to tighten the CO2 emission limits for passenger cars and light commercial vehicles. The evolution of the CO2 regulation remains the main driver for vehicle technology. A second priority is defined by the European Clean Air policy. Passenger cars and light duty commercial vehicles are contributing mainly to NOx and fine particle emissions. The fact that especially Diesel vehicles emit in real driving conditions more NOx than under type approval conditions had triggered the introduction of the new real driving emission type approval test. This regulation will mainly affect Diesel engine calibration and aftertreatment, but also PN emission reduction technology and NOx emissions for gasoline vehicles, especially GDI engines. Regulatory work in these fields is proceeding on the following subjects: The European CO2 emissions target for 2020/2021 was defined in 2014 as Regulation (EU) No 333/2014 of 11 March The regulation foresees a phase-in of the 95 gco2/km target based on the NEDC test procedure during the years 2020 and 2021 allowing to discard the 5% most emitting vehicles during the first year. It is recognized that the NEDC test-procedure does not provide CO2 emission data characteristic for real driving. For this reason the EU Commission will introduce the new WLTP into the European legislation. The new regulation 2017/1151 replacing the EU regulation 692 was published in June Planned application date for Type Approval is September The CO2 emissions measured using the WLTP have to be converted to a NEDC basis to be compared to the CO2 emission target values defined on the NEDC (130 gco2/km until 2019 and 95 gco2/km starting 2020). Based on this correlation method OEM specific CO2 targets will be defined for the period starting 2021 until a political agreement will be reached for a new WLTP based CO2 target replacing the 95 gco2/km limit. Discussions have started to define CO2 emission targets for the period starting 2025/2030. Main open points are the metrics and the method. Well to wheel CO2 emissions are discussed as alternative metrics to the current tank to wheel CO2 emissions, but a major regulation change would take time. A change would have a major effect on the valorization of renewable fuels and the benefit of electricity or hydrogen as fuel. A second point of discussion is the utility parameter. Vehicle footprint is discussed as alternative to the current mass based weighting method. A first proposal for post 2021 CO2 targets is expected end of The replacement of the value of mass CO2 in the Certificate of Conformity by the mass of greenhouse gas as CO2 equivalent is discussed within the European parliament. Methane would be counted as CO2 equivalent. This change can be beneficial for the introduction of CNG vehicles to the market. 1

3 A major change in the area of pollutant emissions will be the switch from the NEDC to the WLTP test procedure without change of the EU6 emission limits, introduced in September 2017 for Type Approval. The main change in the area of pollutant emissions is the new type approval test addressing the pollutant emissions of light duty vehicle under realistic driving conditions not covered by the NEDC. Main target are the NOx emissions of Diesel cars and PN emissions from Gasoline Direct Injection vehicles. To avoid optimization of pollutant control devices for a specific cycle even the more realistic WLTP a randomization of the test conditions was considered necessary. The new Real Driving Emissions (RDE) test procedure is based on Portable Emission Measurement Systems (PEMS) and driving on public roads. PEMS will be applied for NOx (CO only for monitoring) and for PN. HC emissions are not included in the RDE test procedure. The cold start phase is included in the test. The RDE test procedure is included as ANNEX IIIA in the new regulation 2017/1151 which was published in June Discussions are still ongoing for the 4 th package of the RDE regulation to be voted early It contains a revised data processing methodology, provisions for In-service conformity control based on RDE and updates for hybrid vehicles. A major revision of the type approval framework is discussed in the trialogue process. Main topics are third party testing and market surveillance and improved control of national type approval authorities. 2

4 USA - Federal US-EPA Tier 3 Motor Vehicle Emission and Fuel Standards. Starting in 2017, Tier 3 sets new vehicle emissions standards and lowers the sulfur content of gasoline, considering the vehicle and its fuel as an integrated system. The tailpipe standards include phase-in schedules that vary by vehicle class but generally phase in between model years 2017 and Other flexibilities include credits for early compliance and the ability to offset some higher-emitting vehicles with extra-clean models. US-EPA (GHG) and NHTSA (CAFÉ) standards for model years 2022 through 2025 are undergoing a mid-term review. This review process is required by law for CAFÉ (maximum duration of CAFÉ standard is five years). EPA and California agreed to participate in the review process with a goal of harmonizing the regulations, with a final determination date of April In March 2017, California Air Resource Board voted to adapt the current regulations through 2025, ending their participation in the review process. The non-methane organic gases (NMOG) and nitrogen oxides (NOx), presented as NMOG+NOx, tailpipe standards for light-duty vehicles represent approximately an 80% reduction from today s fleet average and a 70% reduction in per-vehicle particulate matter (PM) standards. The heavy-duty tailpipe standards represent about a 60% reduction in both fleet average NMOG+NOx and per vehicle PM standards. Under the Tier 3 program, federal gasoline will not contain more than 10 parts per million (ppm) of sulfur on an annual average basis by January 1, Tier 3 is aligned with and designed to be implemented over the same timeframe as EPA s program for reducing greenhouse gas (GHG) emissions from light-duty vehicles starting in model year US California California Air Resource Board approves final vehicle greenhouse gas emission standards and zero-emission vehicle program for cars and light trucks sold in California through The Advanced Clean Cars Program represents a new approach to controlling emissions from passenger vehicles (cars and light duty trucks) by combining the control of smog-causing pollutants and greenhouse gas emissions into a single coordinated package. This package consists of the following elements: Reducing smog forming pollution New emission standards to reduce smog-forming emissions (also known as criteria pollutants ) beginning with 2015 model year vehicles. Thanks to this regulation, in 2025, cars will emit 75 percent less smog-forming pollution than the average new car sold today. Reducing greenhouse gas emissions Working with the U.S. Environmental Protection Agency and National Highway Traffic Safety Administration to propose new greenhouse gas standards for model year 2017 to 2025 vehicles. (The primary vehicular greenhouse gas is carbon dioxide, and this 3

5 regulation focuses on reducing the number of grams of carbon dioxide emitted for each mile traveled.) Promoting the cleanest cars The Zero Emission Vehicle Program is designed to achieve the state s long-term emission reduction goals by requiring manufacturers to offer for sale specific numbers of the very cleanest cars available. Zero emission vehicles include battery electric, fuel cell, and plug-in hybrid electric vehicles. Providing the fuels for clean cars The Clean Fuels Outlet regulation ensures that fuels, such as electricity and hydrogen, are available to meet the fueling needs of the new advanced technology vehicles as they come to market. In December 2015, at the United Nations Climate Change negotiations, California joined 12 countries, states and provinces announcing that it would strive to make all passenger vehicle sales ZEVs as quickly as possible, and no later than US Multi-State ZEV Action Plan On October 24, 2013, the governors of California, Connecticut, Maryland, Massachusetts, New York, Oregon, Rhode Island, and Vermont signed a memorandum of understanding (MOU) committing to coordinated action to ensure the successful implementation of their state zero-emission vehicle (ZEV) programs. Collectively, these states are committed to having at least 3.3 million ZEVs operating on their roadways by The governors created a multi-state ZEV Program Implementation Task Force and called for the development of an action plan. This action plan was released on May 29, The plan covers ZEVs including pure batteryelectric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and hydrogen fuel cell electric vehicles (FCEVs). Eleven key actions (to be taken by all states) were defined: Promote the availability and effective marketing of all ZEVs Provide consumer incentives to enhance the ZEV ownership experience Lead by example through increasing ZEVs in state, municipal, and other public fleets Encourage private fleets to purchase, lease, or rent ZEVs Promote workplace charging Promote ZEV infrastructure planning and investment 4

6 Provide clear and accurate signage to direct ZEV users to charging and fueling stations and parking Remove barriers to ZEV charging and fueling station installations Promote access, compatibility, and interoperability of the plug-in electric vehicle charging network Remove barriers to retail sale of electricity and hydrogen as transportation fuels and promote competitive plug-in electric vehicle charging rates Track and report progress toward meeting the goal of 3.3 million ZEVs on roadways by 2025 China Important developments are ongoing in China focusing on reduction of pollutant emissions, improvement of fuel consumption and promotion of New Energy Vehicles. The final version of China 6 emission standard for light-duty vehicles was released on 23 December All sold and registered vehicles should meet the requirements of this standard from 1 July 2020, where for Type I test, 6a limits will apply. From 1 July 2023, 6b limits will apply for the Type I test. China 6 standard is generally based on the Euro 6 regulation, but with some differences. World-Harmonized Light-Duty Vehicles Test Procedure (WLTP) is adopted in Type I test and Real Driving Emissions (RDE) test is introduced as Type II test. For medium- / heavy-duty engines and vehicles, China V emission standard are being phase in from The draft version of China VI was published on 11 October 2016, waiting for government final approval. Phase 4 passenger vehicle fuel consumption standards are in place and are being phased in from January 2016, targeting China average fuel consumption at 5L/100km (~120g/km CO2) by To incentive fuel saving technologies which cannot be reflected in NEDC test - Off Cycle Technology (OCT) similar like eco innovation credit is considered to be introduced. Final evaluation methods are still waiting for government approval. In parallel with tightening regulation on pollution and fuel consumption, China government attaches importance to New Energy Vehicle development. In September 2016, Ministry of Industry and Information Technology (MIIT) proposed dual CAFC and New Energy Vehicle Credit schemes intended to achieve a reduction in China s reliance on imported fuel and a sustainable increase in New Energy Vehicle production/sales over time. The draft proposal is still under discussion. Japan Japan is also forcing a more stringent emission legislation and officially announced to adopt WLTP and RDE. WLTP will be introduced in October 2018 and RDE will be additionally installed from 2022 on. The test method of WLTP/RDE are based on EU regulation, but as a result of consideration of the real road environment in Japan there are some small differences in the test conditions. 5

7 South Korea Korea will introduce RDE test procedure using portable emission measuring systems from September There is also a change in OBD thresholds; gasoline and gas fueled vehicles will follow US LEVIII thresholds and diesel fueled vehicles will follow EOBD thresholds. India Government of India decided to move directly from BS-IV to BS-VI from April Due to that fact a reduction Diesel Passenger cars share is expected, local OEMs focus more and more on gasoline engine development. Government introduced FAME [Faster Adoption & Manufacturing of (Hybrid &) Electric Vehicle] policy to boost & support hybrid/electric vehicle market As well the 2 Wheeler industry will adopt Electric Fuel Injection, with expectation in major shifts in supplier profiles. Brazil An official proposal for the next phase of Brazilian emissions regulation PROCONVE L7 was submitted and is being analyzed by the Brazilian Institute of Environment, where main changes are e.g. stricter emissions limits, introduction of RDE, durability extension a.m.m. In April 2017 On-board Diagnostics Brazil 2+ was finally promulgated. 6

8 Abbreviations AB Assembly Bill EUDC Extra Urban Driving Cycle A/C Air Condition EVAP Evaporative (Emissions) ACEA Association des Constructeurs Européens d Automobile EV Electric Vehicle AER All-Electric Range E(x) Gasoline with x% Ethanol AIS Automotive Industry Standard FAME Faster Adaption and Manufacturing of Hybrid & Electric vehicles in India ALVW Adjusted Loaded Vehicle Weight FC/FE Fuel Consumption/Fuel Economy ANFA Associacao Nacional dos Fabricantes de VEA Veiculos Automotores FCV Fuel Cell Vehicle ANPRM Advanced Notice of Proposed Rule Making FFV Flex Fuel Vehicle ANP Agencia Nacional do Petroleo FTA Free Trade Agreement ARB Air Resource Board FTP Federal Test Procedure APU Auxiliary Power Unit GGT Gas Guzzler Tax ASE Average Specific Emission GHG Greenhouse Gas ASTM American Society for Testing and Materials g/km grams/kilometer AT Advanced Technology PZEV Partial Zero Emission Vehicle g/mi, g/m grams/mile BEV Battery Electric Vehicle GS Gasoline BS Bharat Stage GTR Global Technical Regulation CCR California Code of Regulations GVM Gross Vehicle Mass CAA Clean Air Act GVW Gross Vehicle Weight CAFC Corporate Average Fuel Consumption GVWR Gross Vehicle Weight Rating CAFE Corporate Average Fuel Economy H Hydrogen CAP Compliance Assurance Program 2000 (USA-EPA of the Year 2000) HC Hydrocarbons CARB California Air Resources Board HCHO Formaldehyde CFE City Fuel Economy HDV Heavy Duty Vehicle CFR Code of Federal Regulations HEV Hybrid Electric Vehicle CHO Aldehydes HFC Hydro fluorocarbon CI(E) Compression Ignition (Engine) HFE Highway Fuel Economy C.I.F. Cost, Insurance, Freight (Tax) HLDT Heavy Light-Duty Truck CM Curb Mass HP Horsepower CN Cetan Number HWFET Highway Fuel Economy Test Cycle CNG Compressed Natural Gas IBAMA Brazilian Institute of Environment & Renewable Natural Resources CO Carbon Monoxide ICE Internal Combustion Engine COC Certificate of Conformity IDC Indian Driving Cycle COP Conformity of Production (G/I)DI (Gasoline/In)Direct Injection CV Commercial Vehicle ILVM Independent Low Volume Manufacturer DF Deterioration Factor I/M Inspection and Maintenance DOR Direct Ozone Reduction INMETRO Instituto Nacional de Metrologia, Qualidade e Tecnologia DPF Diesel Particular Filter IPI Imposto Sobre Produtos Industrializados DS Diesel ITS Intelligent Transportation Systems DW Design Weight IUPR In-Use Performance Ratio EC European Community IVM Intermediate Volume Manufacturer ECE Economic Commission for Europe J-OBD Japan Onboard Diagnosis ECT Engine Coolant Temperature JRC Joint Research Centre ECU Engine Control Unit km/h Kilometers per hour EEC European Economic Community kg Kilogram EE(P) Excessive Emission (Premium) lb(s) Pound EGR Exhaust Gas Recirculation LCV Light Commercial Vehicle EIW Equivalent Inertia Weight LDT Light-Duty Truck EOBD European Onboard Diagnosis LDV Light-Duty Vehicle EP European Parliament LEV Low Emission Vehicle EPA Environmental Protection Agency psi pounds per square inch ESD Energy Storage Device PV Passenger Vehicle ETHO Ethanol PVE Product Vehicle Evaluation 7

9 EU European Union PZEV Partial Zero Emission Vehicle LLDT Light Light-Duty Truck RBM Rate-Based Monitoring EU- COM Commission of the European Union LPG Liquefied Petroleum Gas LVM Large Volume Manufacturer RM Reference Mass LVW Loaded Vehicle Weight RMI Repair & Maintenance Information LWV Vehicle weight in driving condition+300lbs RON Research Octane Number MAC Mobile Air Conditioning RVP Raid Vapor Pressure MEP Ministry of Environmental Protection RW (rw) Reference Weight MDPV Medium-Duty Passenger Vehicle SAE Society of Automotive Engineers MDV Medium-Duty Vehicle SCR Selective Catalytic Reduction MI(L) Malfunction Indication (Lamp) SEPA State Environmental Protection Agency MKE Ministry of Knowledge & Economy SE(T) Specific Emission (Target) MOE Ministry of Economy SHED Sealed Housing for Evaporative Emissions Determination MON Motor Octane Number SFTP Supplemental Federal Test Procedure mpg miles per gallon SMDV Small Medium Duty Vehicle MUV Multi Utility Vehicle SOC State of Charge MY Model year sq.ft square foot NEDC New European Driving Cycle SULEV Super Ultra Low Emission Vehicle NEV Neighborhood Electric Vehicle SUV Sport Utility Vehicle NHTSA National Highway Traffic Safety Administration SVM Small Volume Manufacturer NMHC Non-Methane Hydrocarbons TA Type Approval NMOG Non-Methane Organic Gases TDS Type Designation System NOVC Not Off-Vehicle Charging THC total hydrocarbon NO x Nitrogen Oxides THD Threshold NTE Not to exceed TCMV Technical Committee Motor Vehicles NVRAM Non Volatile Random Access Memory TLAAS Temporary Lead-Time Allowance Alternative Standard NYCC New York City Cycle TLEV UC Transitional Low Emission Vehicle Unified Cycle OBD Onboard Diagnostics TNS Type Notification System OCE Off Cycle Emissions TTW Tank-to-Wheel OEM Original Equipment Manufacturer TÜV Technischer Überwachungsverein OFP Ozone Forming Potential UDDS Urban Dynamometer Driving Schedule OMS Operating Mode Switch UF Usage Factor ORVR Onboard Refueling Vapor Recovery ULEV Ultra Low Emission Vehicle OVC Off-Vehicle Charging UN United Nations PAU Power Absorption Unit US United States PC Passenger Car UTAC Union technique de l'automobile, du motocycle et du cycle PCV Pressure Control Valve VMT Vehicle miles traveled PEMS Portable Emission Measurement System VVT Variable Valve Timing PHEV Plug-In Hybrid Electric Vehicle WLTC World LDV Test Cycle PHP Preferential Handling Procedure WLTP World LDV Test Procedure PID Parameter Identification WWH World Wide Harmonized PI(E) Positive Ignition (Engine) WHDC World Harmonized Driving Cycle PM Particulate Matter WHSC World Harmonized Stationary Cycle PMP Particulate Measurement Program WHTC World Harmonized Transient Cycle PN Particle Number WTW Well-to-Wheel (P)NLT (Post) New Long-Term Targets w/o Without ppm parts per million (T)ZEV (Transitional)Zero Emission Vehicle RDE Real Driving Emissions 8

10 Contents Introduction to Emission Legislations UNECE Test Cycles and Regulations UNECE Regulation 83 and Type 1 Test (NEDC) Hybrid Electric Vehicle Testing under regulation Emission Testing Fuel Consumption / CO2 Testing & Determination Electric Energy Consumption Worldwide Harmonized Light Duty Test Procedure (WLTP) UNECE GTR Europe European Vehicle Type Approval ECE-Regulations and EC-Directives for Passenger Cars with Gasoline and Diesel Engines.. 23 Evolution of the Type Approval Process concerning Emissions and Greenhouse Gases Implementation of the new WLTP in European Legislation Real Driving Emissions (RDE) Review of the Type Approval Framework Implementation of the new test procedures into European Legislation: Overview Introduction Timing The new EU Regulation concerning Emissions of light duty vehicles Exhaust emissions and fuel consumption (Type 1 and 1A test) Real Driving Emission Test (RDE) Evaporative Emissions (Type 4 test, ANNEX VI of the new regulation 2017/1221) Low Temperature Emissions (Type 6 test, Annex VIII) Durability of pollution control (Type 5 test, Annex VII) In-Service Conformity Testing (ISC) Future trends for pollutant emissions Onboard Diagnosis Euro 5 - OBD threshold limits for Gasoline & Diesel vehicles Preliminary Euro 6 OBD threshold limits for Gasoline & Diesel vehicles (Euro 6-1) Final Euro 6 OBD threshold limits for Gasoline & Diesel Vehicle (Euro 6-2) Introduction of WLTP for OBD In-Use Performance Ratio (IUPR) Monitoring the functionality of reagent dosing sub-system Fuel Economy/Consumption CO2 Emission Standards CO2-Reduction for Passenger Cars (M-Vehicles) CO2-Reduction for Light Commercial Vehicles (N-Vehicles) Eco-Innovations for M1- and N1-Vehicles Future Trends for CO2 Emissions USA Vehicle Categories Federal Requirements

11 Federal Tier 2 Emission Standards Federal Tier 2 Evaporative Emission Standards Federal Tier 3 Emission Standards Federal Tier 3 Fully Phased-in Exhaust Emission Standards Federal Tier 3 Evaporative Emission Standards US California Requirements LEV II FTP Emission Standards for PC, LDT1, LDT LEV II SFTP Emission Standards [g/mi] at 4,000 miles LEV II 50 F Exhaust Emission Standards LEV II Evaporative Emission Standards LEV III FTP Emission Phase-In for 2015 & subsequent Model Years LEV III SFTP standards Low Temperature Standard LEV III Evaporative Emission Standards ZEV Mandate OBD Legislation General California OBD II California Monitoring Requirements for OBD II-Systems (Gasoline) USA California Monitoring Requirements for OBD II Systems (Diesel) California LEV III OBD threshold limits for Gasoline Vehicles California LEV III OBD threshold limits for Diesel Vehicles Federal Fuel Economy Regulations Federal CAFE & Greenhouse Gas Requirements California Fuel Economy Regulations Test Cycles FTP Testing SFTP testing: Federal Exhaust, Evaporative and ORVR Test Hybrid Electric Vehicles Testing Peoples Republic of China China Emission Standards China 6 (GB ): Light-duty Vehicles Emission Standard Emission limits for Type I test China6a / China6b China Heavy-duty Vehicles/Engines Emission Standards List OBD Requirements in China6 (Light-duty) Emission Standard China6 - Required items of type approval test: China6 - OBD Threshold Limits Fuel Economy Standards Japan

12 Emission Standards for Passenger Cars up to 10 seats Emission Standards for Light & Medium Commercial Vehicles and Buses The Transient Mode - "JC08" (former designation "CD34 ) The Post New Long-Term Emission Regulations Targets Emission Regulations OBD Requirements J-OBDI Diesel J-OBDII on gasoline- and LPG-operated motor vehicles Fuel Economy Targets Test Cycles Mode Cold Start Mode Hot Start JC08 Cold Start / Hot Start Evaporative Emission Test Hybrid Electric Vehicle Test Procedure Republic of Korea Vehicle Category Definition (valid as of ) Exhaust Emission Standards of Gasoline or Gas fueled vehicles Exhaust Emission Standards of Diesel fueled vehicles OBD requirements Fuel Economy Requirements Test Procedures Evaporative Emission Test Hybrid Electric Vehicle Test Procedure (South Korea) India Emission Standard for Passenger Cars and Light Commercial Vehicles (GVW < 3,500kg) OBD requirements Fuel Economy Requirements Brazil Emission Standard for Passenger cars & Light Commercial Vehicles OBD Requirements Fuel Economy Regulations Test Procedures Russian Federation Emission Standards for M & N Vehicles 3,500 kg Summary Overview s Worldwide Emission Legislation for Passenger Cars Worldwide Fleet CO2 Emission Targets Comparison of OBD thresholds (EU, USA & China)

13 Introduction to Emission Legislations Emission legislations for light duty vehicles have to be divided into two completely different categories: Pollutant emissions, also called criteria emission, which are harmful to human health and local air quality. Those emissions are: o Carbon monoxide (CO), highly toxic, measured in mg/km o Unburned hydrocarbons (HC), depends on the detailed chemical composition, toxic o Nitrogen oxides NO and NO2 (commonly treated as NOx) harmful to human health and photochemical effects in the atmosphere measured in mg/km o Particulates (soot and ash) measured as PM in mg/km and PN measured in number/km These emissions are regulated in the world regions by different legislation packages (known as EU5, EU6, ULEV, LEVII, LEVII etc.). There are 3 main clusters: o The US and some Central and South-American countries using the US test procedure (FTP) or parts of it o Europe and the countries following the EU legislation, which will be based from 2017 on the new WLTP and the newly created Real Driving Emission test o Japan has its own test procedure, but will move to the new WLTP o China combining elements from Europe (today NEDC, but moving to WLTP and RDE) and elements of the US legislation (see Figure 1). All regulations limit the maximum emissions in mg/km for each vehicle sold. This means each vehicle has to be certified, a big luxury car or a small car has to respect the defined maximum emissions. The most stringent pollutant emission regulation is the US American one, from 2023 China will be more stringent than Europe (see graph Figure 2) Greenhouse gas emissions, mainly CO2, but also CH4 and N2O. Greenhouse gases affect the world climate. The overall emissions into the atmosphere are important, not the local emissions. For this reason all major world regions limit the CO2 emissions as average for the new vehicle fleet sold in a given year. Bigger vehicles are allowed to emit more greenhouse gases if the emissions are leveraged by lower emissions of smaller vehicles in the fleet. The details of the regulations in the world regions are different, but the target converges for the main regions to around 100 gco2/km in the time frame with the most ambitious targets in Europe (see graph Figure 3). The European fleet average was 118 gco2/km in

14 Figure 1: Global Emission Legislation by World Region Figure 2: Emission Limits and Phase-in Timing in the different world regions 13

15 Figure 3: Historic CO2 Emissions and targets for different world regions UNECE Test Cycles and Regulations 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. We introduce here only the major emission relevant regulations. UNECE Regulation 83 and Type 1 Test (NEDC) The UNECE Regulation 83 describes the test procedure for exhaust emissions at normal and low ambient temperature, evaporative emissions, emissions of crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic (OBD) systems for light duty vehicles. The different type of test defined in regulation 83 are: Type I (verifying the average exhaust emissions after a cold start) Type II (carbon monoxide emissions at idling speed) Type III (emission of crankcase gases) Type IV (evaporative emissions), where applicable Type V (durability of anti-pollution devices) Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start), where applicable OBD test, where applicable. 14

16 The type 1 test cycle as defined in UNECE regulation 83 1 is equal to the New European Driving Cycle (NEDC), see Figure 4. The NEDC 2000 is valid for emission testing as of Euro 3 (2000). (Modification vs. NEDC 1992: Elimination of first 40 s, bag sampling now with start of engine) The NEDC will be phased out in Europe, China, Japan and India with introduction of the WLTC Cycle and the WLTP test procedure as described in the GTR 15, see below and respective regional chapters. Figure 4: Type 1 test based on UNECE regulation 83 (NEDC) Test Average Speed [km/h] Max. Speed [km/h] Distance [km] Time [s] NEDC , Remark: New India Driving Cycle is identical to above cycle but limitation of max speed in Phase II is 90 km/h 1 UNECE Regulation

17 Hybrid Electric Vehicle Testing under regulation 83 Emission Testing General Hybrid Electric Vehicles (HEVs) must - in principle - undergo the same tests for emissions, CO2 and fuel consumption as conventional vehicles with pure internal combustion engines only, unless modified as described in the following. HEV Types In order to take into account technology-specific characteristics during testing, HEVs are categorized depending on their charging system according to the following table: Charging System Off-Vehicle Charging (OVC-HEV) Not Off-Vehicle Charging (NOVC-HEV) Operating Mode Switch Without With Without With OVC-HEV: Off-Vehicle Charging Hybrid Electric Vehicle; NOVC-HEV: Not Off-Vehicle Charging Hybrid Electric Vehicle; NEDC: New European Driving Cycle; SOC: State of Charge; ESD: Energy Storage Device. Emission Tests Summary Test Requirement Applicability Type I HC, CO, NOx, PM in the NEDC OVC-HEV NOVC-HEV Type II CO-Idle Emissions yes yes Type III Crankcase Emissions (HC) yes yes Type IV Evaporative Emissions (HC) yes yes Type V Durability Mileage Accumulation yes yes Type VI Emissions at -7 C in the NEDC (HC, CO) yes yes - OBD yes yes For the Type I test only, OVC vehicles are tested in two defined conditions of battery state-ofcharge ( Condition A and Condition B ). Example shown here only for OVC-HEV type with an operation mode switch (OMS). Type I-Test Off-Vehicle Charging (OVC-HEV) with OMS Condition A Test with max. charged ESD (M1) Condition B Test with min. charged ESD (M2) OMS Setting Hybrid modes available in the vehicle - pure electric - Hybrid - pure fuel consuming - Hybrid - pure electric - pure fuel consuming - Hybrid OMS - Position other Hybrid modes available Condition A Hybrid Hybrid Hybrid mode with max. electricity use Condition B Hybrid fuel consuming fuel consuming mode with max. fuel consumption Emission Calculation M [g/km]= (D e x M 1 + D av x M 2) / (D e + D av) M i: mass emission of CO2 [g/km]; M 1: M i for condition A; M 2: M i for condition B; D e: electric range, according to Annex 9; D av: 25 [km], assumed average distance between two battery charges 16

18 Fuel Consumption / CO2 Testing & Determination Electric Energy Consumption As a general principle for the tests, hybrid electric vehicles shall be tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex 6), unless modified by Annex 8 which describes HEV-specific additional requirements as shown in the following table: OVC-HEV NOVC-HEV SOC: State of charge Specific Requirements for HEVs CO 2 yes + SOC- Profile yes + Electric Balance Fuel Consumption yes yes Electric Energy yes yes For OVC-HEVs with & without an OMS, two Type I-Tests have to be performed with the OMS set to a position which depends on the Hybrid modes available in the vehicle according to the OMS setting table shown the page before. Calculations for OVC-HEV with and without OMS CO2 - Emission Fuel Consumption Electric Energy Consumption M1= m1/dtest1; M2= m2/dtest2 Weighted CO2 : M [g/km]= (De x M1 + Dav x M2)/(De + Dav) C1=100 x c1/dtest1; C2= 100 x c2/dtest2 Weighted FC: C [l/100 km]= (De x C1 + Dav x C2)/(De + Dav) E1= e1/dtest1; E4= e4/dtest2 Weighted EC: E [Wh/km]= (De x E1 + Dav x E4)/(De + Dav) D test: total actual distances [km] in the tests performed under conditions A and B C 1: fuel consumption [l/100 km] for condition A; C 2: fuel consumption [l/100 km] for condition B; E 1: energy consumption [Wh/km] for condition A; E 4: energy consumption [Wh/km] for condition B; Calculations for NOVC-HEV with and without OMS NOVC-HEVs without OMS are tested for CO2 and fuel consumption according to the method specified for vehicles with ICE in ECE-R101, Annex 6, 1.4. NOVC-HEVs with OMS are to be tested in Hybrid-mode according to ECE-R101, Annex 6. If different modes are available, the mode which is automatically set with ignition on has to be used. The test results (fuel consumption C [l/100 km] and CO2-emission M [g/km]) of this test are corrected in function of the energy balance ΔEbatt of the vehicle s battery. The corrected values (C0 [l/100 km] & M0 [g/km]) should correspond to a zero energy balance (ΔEbatt = 0). They must be corrected with the electricity balance Q [Ah] for the change in battery energy content occurring during the test, with Q being calculated according Annex 8, Appendix 2. Electric Range Determination The test method permits to measure of the electric range [km], of vehicles powered by an electric power train only or of vehicles powered by a hybrid electric power train with off-vehicle charging (OVC-HEV). The test method includes the following steps (Annex 9): (a) Initial charge of the battery. (b) Application of the cycle and measurement of the electric range. If the electric range of the vehicle is higher than 1 complete cycle, on the request of the manufacturer, the Type I test for electric energy measurement may be carried out in pure electric mode. In this case M1 and C1 are equal to zero. 17

19 Worldwide Harmonized Light Duty Test Procedure (WLTP) UNECE GTR 15 It was known for many years that the NEDC test cycle as defined in regulation 692/2008 and UNECE regulation 83 (see Figure 8) does not represent real driving behavior correctly. Pollutant emissions, fuel consumption and CO2 emissions determined by this procedure do not correspond to the real world (greenhouse gas) emissions. For this reason the UNECE WP.29 decided in 2007 to set up an informal working group under GRPE to prepare a road map for the development of the WLTP. The group developed from 2009 to 2015 the worldwide harmonized light duty driving cycle (WLTC, see Figure 9) and the associated test procedures (WLTP) for the common measurement of criteria compounds (regulated pollutants), CO2, fuel and energy consumption published as first version in 2014 as UNECE GTR This Global Technical Regulation (GTR) aims at providing a worldwide harmonized method to determine the levels of emissions of gaseous compounds, particulate matter, particle number, CO2 emissions, fuel consumption, electric energy consumption and electric range from light-duty vehicles in a repeatable and reproducible manner designed to be representative of real world vehicle operation. The results will provide the basis for the regulation of these vehicles within regional type approval and certification procedures. A second phase (WLTP Phase 2), started in 2016, is planned until 2019 with the objective to integrate in the UNECE GTR additional topics as there are low temperature/high altitude test procedures, durability, in-service conformity, technical requirements for on-board diagnostics (OBD), mobile air-conditioning (MAC) system energy efficiency and off-cycle/real driving emissions. The WLTP defines a test cycle (WLTC) which represents a more realistic vehicle speed profile than the NEDC, actually based on an international database of really driven drive sequences. The second and even more important part of the WLTP is the much stricter definition of the test procedures closing a number of loopholes present in the NEDC and legislation UNECE 83. Vehicle mass, rolling resistance, vehicle conditioning and environmental conditions are more precisely defined, see below for details. The WLTP defines 3 main classes of vehicles with one cycle for each and 2 sub-classes for the class 3. In additions a modification of the speed profile is allowed under certain conditions. The cycle to be driven depends on the ratio of the test vehicle s rated power to mass in running order minus 75 kg for driver s weight, W/kg, and its maximum velocity, vmax. P mr = Power [W] Mass in running order [kg] - 75 [kg] with "Mass in running order": mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in accordance with the manufacturer s specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools. 2 UNECE GTR 15 with amendment 2016: 180a15am1e.pdf 18

20 Test cycle to be driven: Class 1 test: Pmr < 22 W/kg Class 2 test: Pmr >22 W/kg but < 34 W/kg Class 3 test: Pmr > 34 W/kg The cycles are separated in different phases: Low-speed, medium speed, high speed and an extra high speed phase characteristic for European highway driving, the different phases are vehicle class specific. For class 1 vehicles the complete test comprises a low speed phase followed by a medium speed phase and a second low speed phase, see Figure 5: Class1 Low Medium Low Figure 5: WLTC Vehicle speed profile for class 1 vehicles having a Pmr ratio of 22 W/kg A complete cycle for class 2 and class 3 vehicles consists of the respective low, medium, high speed phases and on optional extra high speed phase. For class 3 vehicles there are two subclasses for vehicles with a maximum speed <120 km/h and those with higher maximum speed, see Figure 6 and Figure 7. For vehicles having a maximum vehicle speed insufficient to reach the maximum speed of the cycle, a downscaling procedure will be applied. Hybrid and electric vehicles are considered as class 3 vehicles. 19

21 Figure 6: WLTC Vehicle speed profile for class 2 vehicles having a Pmr ratio of > 22 but 34 W/kg 140 Extra High 120 Class 3: Vmax < 120 km/h Class 3: Vmax > 120 km/h 100 High 80 Low Medium Figure 7: WLTC Vehicle speed profile for class 3 vehicles having a Pmr ratio of > 34 W/kg. 20

22 Europe European Vehicle Type Approval The basic document which defines the vehicle type approval legislation in Europe is the framework directive 2007/46 3. It describes the procedures to follow for certification of vehicles, systems and components to be sold in Europe. This framework defines the requirements concerning safety and environment for over 70 different items specified in different regulations and directives. The main objective for the framework directive was the technical harmonization within the EU. Under the Whole Vehicle Type Approval System (WVTA) a manufacturer can obtain a certification for a vehicle type in one EU country and market it EU-wide without further tests. The certification is issued by a national type approval authority and the tests are carried out by the designated technical services. A technical service is an organization or a body designated by the national approval authority as a testing laboratory to carry out tests and a conformity assessment body to carry out the initial assessment and other tests or inspections on behalf of the approval authority. National approval authorities must send a copy of the vehicle type approval certificate for each approved, refused, or withdrawn vehicle type to the approval authorities in other EU countries. Before granting a type approval (TA) the approval authority must verify that the type of vehicle complies with the safety and environmental requirements as defined in the framework directive, and that production is in conformity with the rules. After having granted type approval the approval authority must verify that the conformity of the manufacturer s production arrangements continue to be adequate by applying Conformity of Production Tests (CoP). Verification of durability of emission conformity is done by In-Service Conformity Testing (ISC). A certificate of conformity (CoC) is a statement by the manufacturer that the vehicle conforms to EU type approval requirements. One item among the safety and environmental requirements are the emissions of light duty vehicles subject to this booklet and regulated within Regulation (EC) No 715/ This regulation sets the emission limits for the different regulated pollutants. Definition of light duty vehicles (definition in type approval requirements 2007/46): Vehicles of categories M1, M2, N1 or N2 with a reference mass (RM) not exceeding 2610 kg. o Passenger Cars category M1 (driver + max. 8 passenger) and category M2 (more than 8 passengers) o Vehicles designed and constructed primarily for the carriage of goods (Commercial vehicles) N1 (maximum mass <3500 kg) and N2 (maximum mass 3500 kg < kg), N2 with reference mass > 2610 kg are considered heavy duty and not covered by this regulation) o Commercial vehicles of category N1 are divided in 3 classes Class 1: reference mass < 1305 kg Class 2: reference mass 1305 kg < RM < 1760 kg Class 3: reference mass >1760 kg 3 Consolidated framework directive 2007/46 with amendments: 4 Consolidated regulation 715/2007 with amendments: 21

23 At the manufacturer s request, the light duty regulation may apply to vehicles with a reference mass not exceeding 2840 kg. reference mass means the mass of the vehicle in running order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 100 kg mass in running order means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in accordance with the manufacturer s specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools The technical details of the certification procedure are set today in the implementation Regulation (EC) No 692/ defining detailed technical requirements relating to: Initial Type approval tests (TA) o Tailpipe emissions, including the definition of the test cycles, low ambient temperature emissions, emissions at idling speed, smoke opacity and correct functioning and regeneration of after-treatment systems; o Evaporative emissions and crankcase emissions; o OBD systems and in-use performance of pollution control devices; o Durability of pollution control devices, replacement pollution control devices, inservice conformity, conformity of production and roadworthiness; o Measurement of greenhouse gas emissions and fuel consumption; o Hybrid vehicles and alternative fuel vehicles; o Extension of type approvals and requirements for small volume manufacturers; o Test equipment Conformity of Production tests (CoP) o Periodic verification of production vehicles to comply with type approval requirements In Service Conformity tests (ISC) o Periodic verification of vehicles in the field to comply with type approval requirements over the useful life of km 5 Regulation 692/2008 with amendments: 22

24 ECE-Regulations and EC-Directives for Passenger Cars with Gasoline and Diesel Engines ECE regulations are specifying internationally adopted measurement procedures where the specific emission limits and timings of introduction are always given by EC regulations. 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. In the past there were always an ECE and a corresponding EU regulation allowing the same test procedure for certification in the nations having signed the 1958 agreement. With the new WLTP and RDE test procedure, the new European implementing regulation has no ECE equivalent for new type approvals starting September Even if the WLTP is based on the GTR 15 (WLTP), regional additions like the 14 C temperature correction test are required in Europe without equivalent on UNECE level. The UNECE informal working group on the WLTP Phase 2 will continue to harmonize the EU and UNECE regulations in the future, but there will be most likely a regulation set with some core regulations accepted by all parties complemented by regional subsets. Nevertheless, the new EU regulation makes reference to UNECE regulations were ever the test procedure is identical (for example references to UNECE Regulation No 83 for smoke opacity, crankcase emissions, low temperature test etc.) 23

25 Evolution of the Type Approval Process concerning Emissions and Greenhouse Gases Implementation of the new WLTP in European Legislation The European Commission integrated the WLTP into the draft of a new European legislation based on the GTR 15. Additional regional specific tests were added by the EU as there are for example the low temperature correction test (14 C), OBD, In-Service Conformity and Conformity of Production tests. Hybrid specific issues were added as these are not yet treated sufficiently on UNECE level. Real Driving Emissions (RDE) Due to persisting air quality problems in Europe, mainly in terms of NOx and fine particles, the regulation 715/2007 (EC) 6 for the introduction of EU 5 and EU 6 already obliged the Commission (Article 14(3)) to review current test procedures and to adapt the regulation to reflect emissions generated by real driving on the road. Recital (15) of regulation 715/2007 states already that the use of portable emission measurement systems and the introduction of the not-to-exceed regulatory concept should be considered. An investigation of the JRC using portable emission measurement equipment published in 2010 clearly showed the strong deviation of NOx emissions of Diesel vehicles from type approval values. These results triggered the development of the European RDE test procedure with the kick-off meeting of the EU working group in January The RDE test describes a test procedure to measure emissions on the road, using portable emission equipment (see Figure 10 for an example drive cycle). Static boundary conditions define allowable ambient temperature and altitude range (see Figure 11 ) and the dynamic boundary conditions limit the dynamics of the vehicle operation. See below for details. The development of the RDE legislation framework is still not finished. The adoption of the RDE regulation is planned in 4 packages. Package 1 and 2 describing the basic test procedure and conformity factors for NOx were published as regulation (EU) 2016/427 7 and (EU) 2016/ Part 3 defining the final conformity factors for PN and the cold start procedure was adopted by the TCMV 20/12/2016 and published on June 7 th 2017 as (EU) 2017/ Part 4 will define In-service Conformity (ISC) tests based on the RDE test procedure and revise the data processing methods by defining only one method. Currently defined are the Moving Window Averaging Method (EMROAD) and the Power Binning Method (CLEAR). Part 4 is planned for adoption end 2017/early Regulation 715/2007 : 7 Regulation 427/2016 (RDE Package 1) : 8 Regulation 646/2016 (RDE Package 2) : 9 Regulation 1154/2017 (RDE Package 3): 24

26 Vehicle Speed (km/h) Vehicle Speed (km/h) NEDC (~ 20 min) Extra Urban Urban Time (s) Figure 8 : NEDC Test Cycle WLTC (~ 30 min) Extra High 100 High 80 Low Medium Time (s) Figure 9 : World Wide Harmonized Light Duty Test Cycle (Class 3 vehicles) 25

27 Vehicle Speed (km/h) RDE Road test (1.5 h - 2 h) Extra Urban Highway Urban Time (s) Figure 10: Example for RDE test cycle recorded during road testing Ambient temperature and altitude Boundary Conditions 2020: EU 6d: Type 1 WLTP + ATCT + RDE and type 6 test 2017: EU 6d temp: Type 1 WLTP + ATCT + RDE and type 6 test Altitude [m] 2020 RDE phase 2 extended 2014: EU 6c: NEDC Type 1 & Type 6 test 1000 RDE phase 2 moderate 2017: RDE phase 1 extended Note: WLTP & ATCT: all pollutants -30 Startability Driveability WLTP + ATCT RDE phase 1 Moderate NEDC Type 6 test Type 1 test RDE: NO x and PN only Ambient Temperature [ C] Figure 11: Ambient temperature and altitude boundary conditions for different test protocols 26

28 Review of the Type Approval Framework Originally, only minor updates were planned in 2013 for the type approval framework directive after a so called fitness check of the EU Commission. After September 2015 when defeat devices were discovered the situation changed drastically and the type approval process came under heavy criticism. Now a major revision of the directive 2007/46 is planned. Since 2015 the EU parliament set up a committee on inquiry on emission measurements (EMIS). Main topics are an improved enforcement of European legislation in all member states, evaluating the possibility of an EU Commission oversight of national services and enhance in-service control and an introduction of a market surveillance mechanism. The EU Commission proposed a new type approval directive which will replace and repeal the present framework directive 2007/46. The EU Parliament voted its position and amendments in April and the European Council agreed on the general approach in May. Trilogue discussions will start in September Several points are still under strong discussion between EU Council, Parliament and EU Commission. The main new concepts in the draft regulation are: Introduction of market surveillance. Member states will be obliged to test a minimum number of vehicles in circulation. These tests have to include on-road RDE testing. The quality of testing should be improved. The details are still under discussion, but can involve audit system based peer-reviews. The initial Parliament proposal of creating an independent EU Agency with the right to oversee national technical services did not make it through the Parliament vote and was turned into the diffuse idea of a European Forum. Independence of the technical services from manufacturers. The details are also still under discussion. The proposal was to avoid direct payment of the technical services by the manufacturers. A fee should be collected by the member states which pay the certification services. This was deleted in the Parliament position as well as in the Council general approach. Limited validity of type approval: The Commission is proposing 5 years, however Parliament and Council support an unlimited validity A finalized text is not to be expected before the beginning of

29 Implementation of the new test procedures into European Legislation: The EU Commission decided to introduce a new regulation 2017/ and its extension 2017/ that replace and repeal the implementing regulation 692/2008. This requires amendments in a number of linked regulations, most important 2007/46 and 715/2007 (see Figure 12). The new regulation consolidated the WLTP, the new EVAP regulation and RDE packages 1 and 2 which were previously published separately in the OJ. A correction act for the new regulation 2017/1151 was voted during the TCMV on 20/12/ Its publication is planned for July It contains important topics like the final introduction timing for PN RDE and confirmation of emission limits for the ambient temperature correction test. The regulation 2017/1151 defines the test procedure for pollutant and CO2 emissions. It has to be realized that the test procedures and the pollutant emission limits are developed under the responsibility DG GROWTH, the CO2 emission regulation is under the responsibility of DG CLIMA. The Euro 6 emission limits are defined in regulation 715/2007, the different introduction steps and introduction timings are regulated today by the implementation regulation 692/2008 and beginning September 2017 in regulation 2017/1151. The CO2 limits for passenger cars (Category M) and their implementation details are defined in regulation 443/2009 (130 gco2/km limit) amended by 333/2014 (95 gco2/km limit) 13. The obligation to monitor the CO2 emissions for the calculation of the fleet averages is defined in regulation 1014/ CO2 limits for light commercial vehicles (Category N1) and its implementation details are defined in regulation 510/2011 (175 gco2/km limit) amended by 253/2014 (147 gco2/km limit) 15. Due to the test cycle change, the CO2 emissions, which will be measured based on the new WLTP, have to be correlated to the old NECD test procedure to compare the measurements to the CO2 limits defined based on the NEDC in regulation 443/2009 until new limits will be defined based on WLTP in This correlation procedure is regulated in the new implementing regulation 2017/ for passenger cars and in 2017/ for LCV, adopted by the Climate Change Committee in June 2016 and published in the OJ in July The WLTP will be introduced as a new ANNEX XXI, the RDE test is added as ANNEX IIIA Draft document correction act for XXX/YYYY adopted by TCMV 20/12/2016 : 25&Version=2 13 Passenger car CO2 limits regulation 443/2009 with amendments : 14 Regulation concerning CO2 monitoring 1014/2010 with amendments : 15 Light Commercial Vehicle CO2 limits regulation 510/2011 and amendments:

30 Vehicle Type Approval: Directive 2007/46/EC (Framework Directive) - environment, safety, steering, brakes..(71 items in the list) Regulation (EC) No 715/2007: Type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) Old New Regulation (EC) No 692/2008 implementing Regulation on typeapproval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) NEW Implementation regulation (techn. Details) : Regulation (EC) No 2017/1151 with amendments + amendements to 2007/46 and 715/2007 Regulation (EC) No 692/2008 will be repealed EU 6 Emisssion limits Regulation 715/2007 CO 2 Limits Regulation 463/2009 and 333/2014, Monitoring 1014/2010 CO 2 Correlation WLTP NEDC Reg. 2017/1153 & 2017/1152 Figure 12: Vehicle type approval regulations 29

31 Subject Type approval Framework Emission of light duty passenger and commercial vehicles CO2 Emissions For passenger cars cat. M) CO2 Emissions For commercial vehicles cat. N1) CO2 Correlation procedures WLTP to NEDC RDE Test procedure Implementing regulation Implementing regulation Implementing regulation Current New Legislation Apply from Comments Legislation 2007/46/EC?? Draft in Trialogue (EC) 715/2007 (EC) 715/2007 applying EU 6 Emission limits (EC) 443/2009 (EC) 443/ /2010 CO2 emission limits (130 gco2/km starting 2012) (EU) 1014/2010 (EU) 1014/ /2010 Monitoring and CO2 data reporting (EC) 333/2014 (EC) 333/ /2014 Setting CO2 limit to 95 gco2/km starting 2020 (EC) 510/2011 (EC) 510/ /2011 CO2 emission limits (175 gco2/km starting 2014) and monitoring (EC) 253/2014 (EC) 253/ /2014 Setting CO2 limit to 147 (EC) 2017/1152 (EC) 2017/1153 gco2/km starting /2017 Defining the CO2MPAS Tool to correlate WLTP to NEDC based CO2 targets, LCV and cars (EU) 2016/427 01/2016 RDE package 1 main test procedure (EU) 2016/646 05/2016 RDE package 2 NOx CF and various amendments (EC) 2017/ /2016 RDE package 3 PN CF, cold start and various amendments Adopted by TCMV 12/2016?? RDE package 4 (EC) 692/2008 (EC) 2017/ /2017 New implementing regulation with ANNEXES I to XXI integrating RDE package 1 and 2, WLTP test and revised EVAP procedure Adopted by TCMV 06/2016 (EC) 692/2008 (EC) XXX/YYYY 9/2017 WLTP Correcting act Adopted by TCMV 12/2016 (EC) 692/2008?? WLTP act 2 30

32 Where to find the new WLTP and RDE Test Procedures? New Implementation regulation Regulation (EC) 2017/ Reference Fuel (Annex IX) - Type 1 test: Gaseous and Particle Emissions for drive cycle : NEW: WLTP Annex XXI - NEW: RDE Annex IIIA - Type 2 test: Idle Emissions (Annex IV) - Type 3 test: Crankcase Emissions (Annex V) - Type 4 test: Evaporative Emissions (Annex VI) - Type 5 test: Durability (Annex VII) - Type 6 test: Low Temperature Emissions (Annex VIII) - In Service Conformity (Annex II) - OBD (On Board Diagnostics) (AnnexXI) - CO 2 emissions, fuel consumption, electric energy consumption and electric range (Annex XII) - Smoke opacity (Annex IV) - Engine power (Annex XX) Overview Introduction Timing The new European emission regulation for pollutants and CO2 ended up with a very complex introduction timing. The NEDC will be replaced for the type 1 test (emissions, fuel consumption) by the WLTP starting September 2017 for type approval (new vehicle types) and one year later for all new vehicle certification, Figure 13. The Real Driving Emission test will be mandatory for type approval in September 2017 for PN and for NOx, followed in 2018 by the RDE test for PN for all new vehicle certification (NOx only monitoring) and in September 2019 with PN and NOx limits for all new vehicle certification. Boundary conditions and Conformity factors are introduced in two phases. In addition the new EVAP procedure will be phased in in September 2019, see Figure 14 and Figure 15. The detailed time table of the type approval numbering system from ANNEX I, appendix 6 of the new regulation 2017/1151, amended 20/12/2016 (not yet published), and is reproduced below. 31

33 Introduction Planning WLTP in EU WLTP adoption TCMV (DG Growth): 14/6/2016 Adoption of WLTP/NEDC CO2 translation method Climate Change Board (DG Climate): 23/6/2016 WLTP applied to new vehicles models: 9/2017 WLTP applied to all new vehicles : 9/2018 First complete CO 2 WLTP monitoring database New OEM specific CO 2 targets based on WLTP New OEM specific CO 2 targets based on WLTP first correction for vehicle mass evolution Application of WLTP/NEDC CO2 correction method (CO 2 MPAS Tool): 9/ /2020 Figure 13: Introduction timing for WLTP, CO2 corrections and target setting Real Driving Emission (RDE) RDE in EU planning for New VehiclesTypes January 2015 Sept 2015 April 2016 Sept 2017 Sept 2018 Sept Jan Jan adopted planned Sept RDE package 1 Test procedure Normalization tool Boundary Conditions Regulation (EU) 2016/427 of 10 / 03 / 2016 Application of Test Procedure Euro 6b NEDC + RDE MONITORING Euro6d TEMP WLTP + RDE (if not type approved <9/2017 Revised EVAP Euro 6d WLTP + RDE Euro6d TEMP EVAP WLTP + RDE RDE Package 2: Conformity Factors for NOx Additional Boundary Conditions Regulation (EU) 2016/646 of 20 / 04 / 2016 Boundary Conditions: Temperature and Altitude T moderate : +3 to +30 C ; H max = 700m T extended : -2 to + 35 C; H max = 1300m NO x Conformity Factors CF NOx: % ext. BC T moderate : 0 to +30 C; H max = 700m T extended : -7 to +35 C; H max = 1300m CF NOx: % ext. BC + RDE Package 3: Define conformity factors for PN Define Cold start procedure Update procedure for Hybrids Adoption in TCMV 12/2016 PN Conformity Factor CF PN : margin, margin = 0.5 Cold Start Procedure + RDE Package 4: In-Service-Conformity TCMV xx/2017 Taking in account Cold Start Averaging emissions from engine start into urban RDE section In-Service Conformity Package has still to be decided! Figure 14: Introduction timing of RDE for TA 32

34 Real Driving Emission (RDE) RDE in EU planning for all New Vehicles January 2015 Sept 2015 April 2016 Sept 2017 Sept 2018 Sept Jan Jan adopted planned Sept RDE package 1 Test procedure Normalization tool Boundary Conditions Regulation (EU) 2016/427 of 10 / 03 / 2016 Application of Test Procedure Euro 6b NEDC Euro6c WLTP + RDE Revised EVAP Euro6d TEMP EVAP WLTP + RDE Euro 6d WLTP + RDE RDE Package 2: Conformity Factors for NOx Additional Boundary Conditions Regulation (EU) 2016/646 of 20 / 04 / 2016 Boundary Conditions: Temperature and Altitude T moderate : +3 to +30 C ; H max = 700m T extended : -2 to + 35 C; H max = 1300m NOx: Monitoring NO x Conformity Factors CF NOx: % ext. BC T moderate : 0 to +30 C; H max = 700m T extended : -7 to +35 C; H max = 1300m CF NOx: % ext. BC + RDE Package 3: Define conformity factors for PN Define Cold start procedure Update procedure for Hybrids Adoption in TCMV 12/2016 PN Conformity Factor CF PN : margin, margin = 0.5 Cold Start Procedure + RDE Package 4: In-Service-Conformity TCMV xx/2017 Taking in account Cold Start Averaging emissions from engine start into urban RDE section In-Service Conformity Package has still to be decided! Figure 15: Introduction Timing for RDE for all new vehicle certifications 33

35 34 Table from 2017/1151, ANNEX I, Appendix 6, correcting act adopted by TCMV 12/2016

36 The new EU Regulation concerning Emissions of light duty vehicles The different tests required for type approval are listed in the table in ANNEX I, paragraph 2.4 of the new regulation 2017/1151 replacing (EU) 692/2008. We summarize in the table below the main requirements for gasoline and diesel vehicles, in the reference document additional columns specify the requirements for Bi-fuel, flex-fuel, hydrogen ICE and fuel cell vehicles. Reference Fuel Gaseous Pollutants (Type 1 Test) PM and PN (Type 1 Test) Gaseous Pollutants, RDE (Type 1A test) PN, RDE (Type 1A Test) Positive Ignition engines Compr. Ignition Battery electric Chapter w/ regulation Gasoline LPG Natural Gas / Diesel - ANNEX IX (E10) Methane (B7) Spec. of ref. fuels yes yes yes yes - ANNEX XXI WLTP Only direct injection - - yes - ANNEX XXI WLTP yes yes yes yes - ANNEX IIIA RDE Only direct injection - - yes - ANNEX IIIA RDE Idle emissions (Type 2 test) yes yes yes - - ANNEX IV Appendix 1 Crankcase yes yes yes - - ANNEX V emissions (Type 3 test) Evaporative yes ANNEX VI emissions (Type 4 test) Durability of yes yes yes yes - ANNEX VII pollution control (Type 5 test) Low Temperature yes ANNEX VIII Emissions (-7 C) (Type 6 test) In-service yes yes yes yes - ANNEX II conformity (ISC) On-board yes yes yes yes - ANNEX XI diagnostics (OBD) CO2 emissions, fuel consumption, yes yes yes yes yes ANNEX XXI WLTP electric energy consumption and electric range Smoke Opacity yes - ANNEX IV Appendix 2 Engine Power yes yes yes yes yes ANNEX XX 35

37 Exhaust emissions and fuel consumption (Type 1 and 1A test) The exhaust emission limits are defined in table 2 of ANNEX I of regulation 715/2007 amended by (EU) No 459/2012 with the last update for final Euro 6c particle limits. These will be the legal limits for the type 1 test based on WLTP and the ATCT (14 C) starting in September The test procedure is detailed in Sub-Annex 6 of ANNEX XXI. The test results shall be the values after the REESS energy change-based, Ki and ATCT corrections are applied. Limit values for type 1 test Mass of carbon monoxide (CO) Mass of total hydrocarbons (THC) Mass of nonmethane hydrocarbons (NMHC) Mass of oxides of nitrogen (NOx) Combined mass of hydrocarbons and oxides of nitrogen (THC + NOx) Mass of particulate matter (PM) Number of particles (PN) Gasoline (positive ignition) All Cat. M & N1 Ref. mass 1305 kg Cat. N kg < RM 1760 kg Cat. N kg < RM & Cat. N2 Diesel (Compression ignition) All Cat. M & N1 Ref. mass 1305 kg Cat. N kg < RM 1760 kg Cat. N kg < RM & Cat. N mg/km 1810 mg/km 2270 mg/km 500 mg/km 630 mg/km 740 mg/km 100 mg/km 130 mg/km 160 mg/km mg/km 90 mg/km 108 mg/km mg/km 75 mg/km 82 mg/km 80 mg/km 105 mg/km 125 mg/km 4.5 mg/km (only direct injection) #/km (only direct injection) mg/km 195 mg/km 215 mg/km 4.5 mg/km 4.5 mg/km 4.5 mg/km 4.5 mg/km 4.5 mg/km #/km #/km #/km #/km #/km The detailed calculation procedure for the emission results to be reported are defined in Sub- Annex 7 of ANNEX XXI for vehicles with combustion engines, the procedure for hybrids is outlined in Sub-Annex 8, see below. The calculation steps are: 1. Raw test results for each cycle phase (bag results) in g/km 2. Calculation of the total cycle emissions (in g/km), phases weighted by driven distance 3. Correction for electrical charge balance (correction of test results for CO2 mass emission as a function of the energy balance ΔE REESS for all REESSs, Sub-Annex 6 - Appendix 2) 4. Correction for periodically regeneration systems if applicable 5. Ambient temperature correction (14 C test) 6. Averaging of number tests if applicable (only one test if all results under 90% of limit) 7. Alignment of type approval values for different phases by declared value (only for CO2) 36

38 8. Interpolation family: for CO2 and fuel consumption the final value for an individual vehicle is obtained by interpolation between the vehicles low and high. For criteria emissions (pollutants) the highest value of the two is retained. The main changes between the current regulation and the new regulation adopted for type approval starting September 2017 are: Change of test cycle for type 1 test, from NEDC to WLTC Change of reference temperature to 23 C Change of test procedure, which increases the test mass and road loads (realistic mass of vehicle with equipment sold on the market) Additional Ambient Temperature Correction Test at 14 C. The emissions have to be below the limit. Introduction of additional Real Driving Emission test for NOx and PN. Type 1 test Topic Regulation 692/2008 (NEDC) Regulation 2017/1151 (WLTP) Emission Limits Euro 6 Test cycle (speed trace) NEDC WLTC (ANNEX XXI, sub-annex 1) Gear selection and shift points Fixed Calculated for each vehicle (ANNEX XXI, sub-annex 2) Test temperature 20 C C and 14 C Vehicle mass Test mass of prototype not representative of actual vehicle sold equipment Correction for electrical energy Lubricants and coolant for emissions testing No correction No specification Test mass representative of vehicle sold including optional Balance of electrical energy shall be as specified for normal vehicle operation by the manufacturer Tires Vague specification Detailed specification and worst cases (for example minimum allowed tire pressure) Road load Optimum for vehicle family Not well defined conditioning Road load for minimum and maximum road load within road load family, interpolation for specific vehicle (ANNEX XXI, sub-annex 4) A major difference between the NEDC and the new WLTP test procedure lies in the determination of the CO2 emissions. For each vehicle, the CO2 is interpolated between the vehicles high and low of the CO2 test family. High and low relates to the highest and lowest road load, taking in account different vehicle masses due to optional equipment or different body styles, differences in aerodynamics and tire rolling resistance. The measured CO2 value are corrected as function of the electrical energy balance. Hybrid vehicles will be tested in charge sustaining and charge depleting mode. For plug-in hybrids (OVC-HEV) an additional Usage factor is defined as function of the electric range (see sub-annex 8). 37

39 Testing of Periodically Regeneration System (ANNEX XXI, Sub-Annex 6 -Appendix 1) A periodically regenerating system means an anti-pollution device that requires a periodical regeneration process in less than 4,000 km of normal vehicle operation (Remark: Typically components like particulate trap, NOx-catalytic converter). If a regeneration of an anti-pollution device occurs at least once per Type I test and that has already regenerated at least once during the vehicle preparation cycle, it is considered as a continuously regenerating system, which does not require a special test procedure. Alternatively to carrying out this test procedure, a fixed Ki value of 1.05 may be used for CO2 and fuel consumption Exhaust emission measurement between two cycles where regenerative phases occur Average emissions between regeneration phases and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant (if more than 2) Type I operating cycles All emissions measurements and calculations shall be carried out as described below The loading process and Ki determination is made during Type I operating cycles The number of cycles (D) between two cycles where regeneration phases occur, the number of cycles over which emissions measurements are made (n) and each emissions measurement (M sij) are to be reported Regeneration must not occur during the preparation of the vehicle (which is done as for normal emissions testing) A cold start exhaust emission test including a regeneration process shall be performed according to the Type I operating cycle If the regeneration process requires more than one operating cycle, subsequent cycle(s) shall be drive immediately without switching the engine off, until complete regeneration has been achieved The CO2 and fuel consumption values during regeneration (Mri) are calculated as during the regular emissions testing, the number of operating cycles (d) shall be recorded Calculation of the combined exhaust emissions of a single regenerative system M si = n j=1 n M sij, M ri = d j=1 d M rij, M pi = { M si D + M ri d } D + d 38

40 M'sij = mass emissions of pollutant (i) in g/km over one Type I operating cycle (or equivalent engine test bench cycle) without regeneration, M'rij = mass emissions of pollutant (i) in g/km over one Type I operating cycle (or equivalent engine test bench cycle) during regeneration (if d > 1, the first Type I test is run cold, and subsequent cycles are hot), Msi = mass emissions of pollutant (i) in g/km without regeneration, Mri = mass emissions of pollutant (i) in g/km during regeneration, Mpi = mass emissions of pollutant (i) in g/km, n = number of test points at which emissions measurements (Type I operating cycles or equivalent engine test bench cycles) are made between two cycles where regenerative phases occur, 2, d = number of operating cycles required for regeneration, D = number of operating cycles between two cycles where regenerative phases occur. The following graph illustrates the measurement parameters: Calculation of the regeneration factor K for each pollutant (i) considered Ki = Mpi / Msi Msi, Mpi and Ki results shall be recorded in the test report delivered by the Technical Service. Ki may be determined following the completion of a single sequence. 39

41 Calculation of combined exhaust emissions of multiple periodic regenerating systems n k (1) M sik = j=1 M sik,j n n k 2 k d k (2) M rik = j=1 M rik,j d j (3) M si = k=1 M sik D k x x k=1 D k x k=1 x k=1 d k x x k=1 k=1 x k=1(d k +d k ) x k=1 x k=1(d k +d k ) (4) M ri = M rik d k (5) M pi = M si D k +M ri d k (6) M pi = (M sik D k +M rik d k ) (7) K i = M pi M si where: Msi = mean mass emission of all events k of pollutant (i) in g/km without regeneration, Mri = mean mass emission of all events k of pollutant (i) in g/km during regeneration, Mpi = mean mass emission of all events k of pollutant (i) in g/km, Msik = mean mass emission of event k of pollutant (i) in g/km without regeneration, Mrik = mean mass emission of event k of pollutant (i) in g/km during regeneration, M'sik,j = mass emissions of event k of pollutant (i) in g/km over one Type I operating cycle (or equivalent engine test bench cycle) without regeneration measured at point j; 1 j nk, M'rik,j = mass emissions of event k of pollutant (i) in g/km over one Type I operating cycle (or equivalent engine test bench cycle) during regeneration (when j > 1, the first Type I test is run cold, and subsequent cycles are hot) measured at operating cycle j; 1 j nk, nk = number of test points of event k at which emissions measurements (Type I operating cycles or equivalent engine test bench cycles) are made between two cycles where regenerative phases occur, 2, dk = number of operating cycles of event k required for regeneration, Dk = number of operating cycles of event k between two cycles where regenerative phases occur. For an illustration of measurement parameters see following figure: 40

42 41

43 For more details of the schematic process see following graph: (Source: ECE-R83/07 Suppl Annex 13) Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles (Sub- Annex 8) OVC-HEV: Vehicles shall be tested under charge-depleting operating condition (CD condition), and charge-sustaining operating condition (CS condition). Pollutant and CO2 emissions have to be measured for both, in addition electrical energy consumption and electrical range. Final emissions values will be weighted by utility factor as function of electrical range. Different test options as function of hybrid type: HEV (NOVC-HEV) o Type 1 test in charge sustaining mode, has to full fill the exhaust emission limits, CO2 emissions to be corrected for electric energy balance Plug-in HEV (OVC-HEV) o 4 options for testing sequences are possible, the difference lies in the sequence for the final charging and determination of electrical energy consumption: Charge depleting tests only Charge sustaining tests only Charge depleting test followed by charge sustaining test Charge sustaining test followed by charge depleting test o The charge depleting test consists of a number consecutive tests until the break-off criterion for the battery state of charge is reached. o The all electric range is defined by the distance driven from the start of the test sequence until the point where the combustion engine starts to consume fuel. o The emission components i are the weighted average between charge sustaining (CS) and charge depleting (CD) emissions for each cycle phase j, using the utility factor UF which is function of the electrical range: 42 k M i,weighted = (UF j M i,cd,j ) + (1 UF j ) M i,cs j=1 k j=1

44 The values for charge depleting and sustaining mode are calculated similar to the one for combustion engines, using step wise the averaging over the whole cycle, ambient temperature correction and interpolation for an individual vehicle. Utility factors (UF) for OVC-HEVs (Sub-annex 8 of ANNEX XXI, appendix 5) Utility Factors (UFs) are ratios based on driving statistics and the ranges achieved in chargedepleting mode and charge-sustaining modes for OVC-HEVs and are used for weighting emissions, CO2 emissions and fuel consumptions. Utility Factor curve The test procedure to determine the pure electric range and electric energy consumption shall be selected according to the estimated pure electric range (PER) of the test vehicle Procedures to determine pure electric range and electric energy consumption: Applicable test cycle Test cycle according to paragraph including the Extra High phase Test cycle according to paragraph excluding the Extra High phase City cycle according to paragraph The estimated PER is less than the length of 3 applicable WLTP test cycles. is equal to or greater than the length of 3 applicable WLTP test cycles. is less than the length of 4 applicable WLTP test cycles. is equal to or greater than the length of 4 applicable WLTP test cycles. not available over the applicable WLTP test cycle. Applicable test procedure Consecutive cycle Type 1 test procedure (according to paragraph of this Sub-Annex) Shortened Type 1 test procedure (according to paragraph of this Sub-Annex) Consecutive cycle Type 1 test procedure (according to paragraph of this Sub-Annex) Shortened Type 1 test procedure (according to paragraph of this Sub-Annex) Consecutive cycle Type 1 test procedure (according to paragraph of this Sub-Annex) 43

45 Real Driving Emission Test (RDE) o The Real Driving Emissions (RDE) test procedure is based on Portable Emission Measurement Systems (PEMS) and driving on public roads. PEMS will be applied for NOx and PN (CO2 for monitoring only). HC emissions are not included in the RDE test procedure. o The test procedure prescribes o The emission limits not to be exceeded during the test o The static boundary conditions (temperature, altitude) o The composition of the test in terms of urban, road and highway driving o The dynamic boundary conditions in terms of vehicle acceleration o Not-to-exceed limits (NTE) are defined for NOx and PN. The limits are defined by a conformity factor for each pollutant and the Euro 6 limit (as defined in 715/2007): NTEpollutant = CFpollutant x EURO-6 Conformity Factor CFpollutant Temporary Conformity factor Euro 6d temp Final Conformity factor Euro 6d NOx margin margin = 0.5 PN 1.0+margin margin = margin margin = 0.5 The margin represents the error margin of the portable measurement equipment versus chassis dynamometer equipment (bag test). The margins will be reviewed annually to take in account technical progress of measurement equipment. o Vehicle mass The vehicle mass can vary between mass in running order plus test equipment up to 90% of the sum of maximum allowed passenger and payload added. o Ambient boundary conditions are defined as moderate and extreme conditions: - Moderate: 0 C < Tamb < 30 C and maximum 700 m altitude, derogation for the lower limit for the first 5 years: 3 C - Extended: -7 C < Tamb < 35 C and maximum 1300 m altitude; derogation for the lower limit for the first 5 years: -2 C. For extended boundary conditions the measured emissions are divided by the factor 1.6. o Trip requirements: 44 o 34% urban driving (<60 km/h). The average speed (including stops) of the urban driving part of the trip should be between 15 and 40 km/h. Stop periods shall account for 6-30 % of the time duration of urban operation

46 o 33% road driving ((>60 km/h and <90km/h) o 33% highway driving (> 90 km/h). The vehicle's velocity shall be above 100 km/h for at least 5 minutes. Maximum speed is 145 km/h which can be exceeded by a short time by 15 km/h (<3% of duration of highway driving). o The test has to start by urban driving followed by road and highway. The total duration should be between 90 min and 120 min. o The minimum distance of each, the urban, rural and motorway operation shall be 16 km o The cold start phase is part of the test (emission sampling from engine start) o The NTE have to be respected for the urban part of the real driving test only and for the total test. o Dynamic boundary conditions: o Road grade Difference in altitude between start and end < 100m (see ANNEX IIIA, Appendix 7b: Procedure to determine the cumulative positive elevation gain of a PEMS trip). o Vehicle acceleration The vehicle acceleration is bound by a maximum value for v*apos and a lower limit the relative positive acceleration (RPA).The limits are a function of the vehicle speed. (see ANNEX IIIA, Appendix 7a: Verification of overall trip dynamics). o Vehicle condition and operation o Auxiliaries The air conditioning system or other auxiliary devices shall be operated in a way which corresponds to their possible use by a consumer at real driving on the road. o Periodically regenerating systems If periodic regeneration occurs during a test, the test may be voided and repeated once at the request of the manufacturer. The manufacturer may ensure the completion of the regeneration and precondition the vehicle appropriately prior to the second test. If regeneration occurs during the repetition of the RDE test, pollutants emitted during the repeated test shall be included in the emissions evaluation. o The fuel, lubricant and reagent (if applicable) used for RDE testing shall be within the specifications issued by the manufacturer for vehicle operation by the customer o The RDE test procedure is detailed in Appendix 1 of ANNEX IIIA The procedure includes the parameters to be recorded, the general requirements for the measurement equipment, installation requirements and the procedure to conduct the measurements. Detailed specifications and calibration of the PEMS components and signals are detailed in appendix 2. Appendix 3 describes the validation of PEMS and non- 45

47 traceable exhaust mass flow rate which should be done at least for each PEMS installation to a specific vehicle. Appendix 4 describes the procedure to determine the instantaneous mass and particle number emissions that shall be used for the subsequent evaluation of a RDE trip and the calculation of the final emission result as described in appendices 5 and 6. Main topics are o Time alignment of different signals as gas concentrations, mass flow and vehicle data o Determination of mass flow rates from concentration measurements o NOx emissions shall not be corrected for ambient temperature and humidity o Verification of normality of dynamic boundary conditions and calculation of final emission results The methods to be applied for verifying the normality of the test conditions and to calculate the emission results are laid down in ANNEX IIIA, appendix 5 (Moving Average Window Method or EMROAD ) and appendix 6 (Power Binning Method or CLEAR ). Each method includes a reference for test conditions, ranges around the reference and the minimum coverage requirements to achieve a valid test. Important: The two methods described in the regulation draft ANNEX IIIA, appendices 5 and 6 and which are to be applied for certification starting September 2017, are strongly questioned as both methods do not consistently characterize RDE emissions especially for hybrid vehicles. The RDE package 4, under discussion, to be voted most likely early 2018, will improve the methods and define one single method to be applied as soon as possible. o Moving Window method (appendix 5) The test sequence is divided into windows. The width of the window is such that the integral of the CO2 emissions over the window is equal to half of the CO2 emissions measured for the WLTC (Type 1 test). The normality of the windows is conducted by comparing their CO2 distance specific emissions with a reference curve. The reference dynamic conditions of the test vehicle are defined by the vehicle s CO2 emissions versus average speed measured at type approval and referred to as vehicle CO2 characteristic curve. The characteristic curve is a linear interpolation between the distance specific emissions for the three reference speeds, the average speeds for the three WLTC phases: low speed, high speed and extra high speed. The reference CO2 emissions for these points are defined as the vehicle CO2 emissions in [g/km] over the low, high and extra high speed phases of the WLTP cycle. The measured values are multiplied by 1.2 for the low speed phase, 1.1 for the high speed phase and 1.05 for the extra high speed phase. A primary tolerance is defined as ± 25% and a secondary tolerance as ± 50% around the vehicle CO2 characteristic curve. 46

48 CO2 [g/km] WLTP averages low/high/extra high 25% 25% P1 P3 extra high P2 low medium high P1 = 1,2 x CO 2 low P2 = 1,1 x CO 2 high P3 = 1,05 x CO 2 extra high The test is complete when the test includes at least 15% of urban, rural and motorway windows. The test is considered normal when at least 50% of the urban, rural and motorway windows are within the primary tolerance defined for the characteristic curve. The window average emissions are weighted with a factor of one if the measurement window falls within the primary CO2 tolerance zone, for windows between the primary and secondary tolerance zone the weighting factor is interpolated between one and zero. The weighting is zero if the window lies outside the secondary tolerance zone. The steps of the data evaluation are: 1. Segmentation of the data 2. Calculation of emissions by sub-sets or windows 3. Identification of normal windows 4. Verification of trip completeness and normality 5. Calculation of emissions using the normal windows. o Power Binning method (appendix 6) Using the power binning method, the instantaneous emissions are classified in accordance with the corresponding power at the wheels. The classified average emissions per power class shall be weighted to obtain the emission values for a test with a normal power distribution. The standard power frequencies are defined for urban driving and for the total trip. These are considered to be representative for any LDV under normal driving conditions. The power distribution for the given test vehicle is obtained by multiplying the standard power distribution frequencies with the actual vehicle power for a reference speed of 70 km/h, see graph below. 47

49 Emission data will be averaged using a 3 second moving window. The wheel power for these windows has to be classified into the above defined power bins. For a valid test the time shares of the single wheel power classes shall be in the ranges listed in the following table: Power class No. Sum 1+2 (1) Minimum and maximum shares per power class for a valid test: Pc,norm,j [-] Total trip Urban trip parts lower upper upper From > to < lower bound bound bound bound % 60% 5% (1) 60% % 50% 28% 50% % 25% 0.7% 25% % 10% >5 counts 5% >5 counts 2.5% 0% 2% % 1.0% 0% 1% % 0.5% 0% 0.5% % 0.25% 0% 0.25% (1) Representing the total of motoring and low power conditions The emission measurements will be weighed by the power histograms and converted into distance specific values for the urban and the total trip using the average vehicle speed of the total test and of the urban part. Evaporative Emissions (Type 4 test, ANNEX VI of the new regulation 2017/1221) A new Evaporative Emissions Test will be introduced starting September 2019 as described in Annex VI of the new regulation. A further modification is under discussion within the WLTP act 2 package. The test cycle used will be updated from NEDC to WLTP, adoption expected end The Evaporative Emissions Test consists of: a) Test drive including an urban (Part One) and an extra-urban (Part Two) driving cycle, followed by two urban (Part One) driving cycles, b) Hot soak loss determination, c) Diurnal loss determination d) Determination of permeability factor 48

50 The vehicle shall be in good mechanical condition and have been run in and driven at least 3,000 km before the test. The evaporative emission control system shall be connected and have been functioning correctly over the run in period and the carbon canister(s) shall have been subject to normal use, neither undergoing abnormal purging nor abnormal loading. The carbon canister(s) aged according to the procedure set out in the regulation. The Type 1 E10 reference fuel specified in Annex IX of the Regulation shall be used. E10 reference shall mean the Type 1 reference fuel, except for the canister aging. Determination of evaporative emissions 49

51 Canister bench aging procedure: Test Start Select new canister sample 1. Temperature conditioning test : Canister brought from -15 C to 60 C 210 min; temp gradient 1 C/min 2. Canister vibration conditioning test: Canister is shaken along the vertical axis for 12 H. Overall Grms > 1.5 with frequency of 30 ± 10 Hz 3. Fuel Aging for 300 cycles (BWC) Determination of the Permeability Factor: 50

52 The final evaporative emissions in g/test are the sum of the hot soak test, the two consecutive 24 hour tests and twice the permeability factor (MHS+MD1+MD2+2PF). The measured value shall be below the limit defined in Table 3 of Annex I to Regulation (EC) No 715/2007, see below: Main differences of new test versus existing regulation 692/2008 is the extension of the diurnal test to 2 days and the introduction of permeability factor after 5 month aging of fuel system. Low Temperature Emissions (Type 6 test, Annex VIII) The general requirements for the Type 6 test are those set out in UNECE Regulation No (the drive cycle is still the NEDC). The limit values referred to in paragraph of UNECE Regulation No 83 relate to the limit values set out in Annex 1, Table 4, to Regulation (EC) No 715/2007, see table below: This test shall be carried out on all M1 and N1 Class I vehicles equipped with a positive-ignition engine, except vehicles designed to carry more than six occupants and vehicles whose maximum mass exceeds kg. The test consists of the four elementary urban driving cycles lasting a total of 780 seconds. The low ambient temperature test shall be carried out at an ambient test temperature of 266 K ( 7 C). The type 6 test remains basically unchanged for Euro 6dtemp starting September The driving cycle for the cold temperature test remains the NEDC. The only change coming up UNECE Regulation83 Rev.3, 2006: 51

53 is that realistic WLTP road loads have to apply: The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used. A modification of the cold temperature test is under discussion within the UNECE WLTP Phase 2 process and should be introduced in Europe later. Durability of pollution control (Type 5 test, Annex VII) The general requirements for conducting the type 5 test shall be those set out in Section of UNECE Regulation No 83. The test represents an aging test of kilometers driven in accordance with the program described in Annex 9 on a test track, on the road or on a chassis dynamometer. A manufacturer may choose to have the deterioration factors from the following table used as an alternative to testing based on test track aging. Difference of the new durability test is the definition of type 1 test as WLTP test (ANNEX XXI). The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used. Engine Category Positiveignition Compressionignition Assigned deterioration factors CO THC NMHC NOx HC + NOx PM PN 1,5 1,3 1,3 1,6 1,0 1,0 As there are no assigned deterioration factors for compression ignition vehicles, manufacturers shall use the whole vehicle or bench aging durability test procedures to establish deterioration factors. In-Service Conformity Testing (ISC) In-service conformity measures shall be checked for a period of up to five years or km, whichever is the sooner. The new European Emission regulation for light duty cars brings major changes in the ISC testing. Up to now testing was under control of the OEM and test was done based on UNECE regulation type & test (NEDC). The new regulation introduces the WLTP as reference test for ISC (ANNEX II) and in addition ISC for the RDE test will be introduced. The final text is still under discussion within the RDE package 4, but it is clear that RDE ISC under responsibility of the Type approval authority and third party testing will be introduced. 52

54 Future trends for pollutant emissions Next steps WLTP act 2 The act 2 is currently under discussion and drafting, adoption is planned for end 2017/beginning It will include several amendments elaborated in WLTP phase 2 (UNECE GTR 15) and some unique European topics: Modification of new EVAP test procedure to replace the reference to UNECE regulation 83 (NEDC) by the WLTP (ANNEX XXI of XXX/YYYY) Update the gear shift tool with the last version of WLTP phase 2 Correction of WLTP test flexibilities (for example vehicle speed tolerance) Data transparency: definition of data to be published to allow third party testing (for example roadloads) Aftertreatment: review the urea inducement strategies for De-NOx Clarification of issues for ISC of multi-stage and special purpose vehicles Include various corrections and align with last version of GTR 15 RDE Package 4 The forth regulation package of the RDE is under discussion, draft should be finished end of 2017 for adoption early Main topics are: Review of data evaluation tools (Moving Window Averaging and Power Binning) to define one single more robust method Define In-Service-Control regulation for RDE Define test methods for HEV and P-HEV Clarify ISC testing for multi-purpose and special purpose vehicles Dynamic boundary conditions for LCV Review of margins for CFs Potpourri proposal The EU Commission submitted a proposal to the EU parliament (COM (2014) 28 final) 19 to amend Regulations (EC) No 715/2007 and (EC) No 595/2009. The proposal is still under evaluation in the EU Parliament Committees. This proposal includes several elements: o Increase the maximum reference mass of regulation 715/2007 (Euro 5 and Euro 6) for M1, M2, N1 and N2 vehicles from kg to kg. o Replacement of the value of mass CO2 in the CoC by mass of greenhouse gas as CO2 equivalent. Methane will be counted as CO2 equivalent. Total hydrocarbons should be modified. o Introduction of a limit for NO2 emissions in addition to the total NOx. The limit value has to be specified after an impact assessment. o Introduction of NOx and NO2 limits into the cold ambient emission test (-7 C) and application of the cold ambient emission test to Diesel vehicles (today the cold ambient test is applied only to positive ignition engines). o Empower the EU Commission to update particle mass and number limits as well as the measurement procedure. The timing for adoption of this proposal is not yet known

55 Euro 7 Further pollutant emission regulation in the sense of a Euro 7 is not planned for the moment. There may be an opportunity for the next step of emission regulation with the introduction of post-2020 CO2 regulations. Onboard Diagnosis On-board Diagnostics (OBD) regulations require car manufacturers to install systems that monitor over the full vehicle life, and under real world driving conditions, emission control parts for any malfunction or deterioration causing an emission increase beyond specified thresholds. The driver has to be informed by a Malfunction Indicator (MI). The base regulation is UNECE R83. MI Activation and storing fault code The MI shall be activated due to deterioration or malfunction or permanent emission default mode of operation (e.g. limp home). A fault code must be stored that identifies the type of malfunction. The distance travelled by the vehicle while the MI is activated shall be available at any instant through the serial port on the standard link connector MI De-Activation and erasing fault code The MI may be de-activated after three subsequent sequential driving cycles during which the monitoring system responsible for activating the MI ceases to detect the malfunction (i.e. passing test results) and if no other malfunction has been identified that would independently activate the MI. The OBD system may erase a fault code, the distance travelled and freeze-frame information if the fault code is no more activating the MI and the same fault is not reregistered in at least 40 engine warm-up cycles. OBD temporary disablement The OBD system may be temporarily disabled under the following conditions: at ambient engine starting temperatures below -7 C or at elevations over 2,500 meters above sea level if the manufacturer provides data or engineering evaluation which adequately demonstrate that monitoring would be unreliable in such conditions if its ability to deliver reliable results is affected by low fuel level (fuel level is at or below 20% of nominal tank capacity) if the manufacturer demonstrates to the authority with data or engineering evaluation that misdiagnosis would occur under such conditions Monitoring Requirements At least these items should be monitored to satisfy the OBD requirements For vehicles with positive ignition engine: engine (cylinder) misfire within a specified engine map range failure or deterioration of all O2-sensors used in the emission control system deterioration of the conversion capability of the catalyst(s) for NMHC and NOx For vehicles with compression ignition engine: removal and reduction in efficiency of the catalytic converter removal and reduction in efficiency of the particulate trap 54

56 malfunction, reduction in efficiency of a NOx-aftertreatment system using a reagent and malfunction of the reagent dosing sub-system (e.g. SCR System) malfunction and reduction in efficiency of NOx-aftertreatment system not using a reagent (e.g. NOx Adsorber) the fuel-injection system electronic fuel quantity and timing actuators should be monitored for circuit continuity and total functional failure reduction in efficiency of the EGR system For both vehicle types: Any other emission control system components or systems, or emission-related powertrain components or systems, which are connected to a computer, the failure of which may result in exhaust emissions exceeding the applicable OBD threshold Except for total failure or removal of particulate trap, diesel NOx aftertreatment and diesel oxidation catalyst, a manufacturer may demonstrate that a component does not need to be monitored, if their total failure or removal does not lead to emission exceeding the OBD thresholds listed above. Euro 5 - OBD threshold limits for Gasoline & Diesel vehicles Categ. Class Reference Mass [kg] CO NMHC NOx PM [mg/km] [mg/km] [mg/km] [mg/km] PI CI PI CI PI CI PI CI M - All I RM 1, N1 II 1,305<RM 1, N1 & N2 III 1,760<RM Preliminary Euro 6 OBD threshold limits for Gasoline & Diesel vehicles (Euro 6-1) Categ. Class Reference Mass [kg] CO [mg/km] NMHC [mg/km] NOx [mg/km] PM [mg/km] PI CI PI CI PI CI PI CI M - All I RM 1, N1 II 1,305<RM 1, N1 & N2 III 1,760<RM Final Euro 6 OBD threshold limits for Gasoline & Diesel Vehicle (Euro 6-2) Categ. Class Reference Mass [kg] CO [mg/km] NMHC [mg/km] NOx [mg/km] PM [mg/km] PI CI PI CI PI CI PI CI M - All N I RM 1, II 1,305<RM 1, N1 & N2 III 1,760<RM

57 Remarks: for definition of vehicle categories see Chapter EU Type Approval for introduction dates see Chapter Introduction timing PM-thresholds for PI engines apply to direct injection engines only Currently there is no PN-OBD specified for the final Euro 6 thresholds. This may change depending of further review and technical feasibility. Introduction of WLTP for OBD Starting with 1 st of September 2017 WLTP is used as emission test cycle. How to use WLTP for OBD testing is currently developed by an UNECE working group. Draft 2017/xxx regulation replacing EC 692/2008 provides transitional provisions for performing OBD testing: Manufacturer have the choice between NEDC and WLTC for each individual malfunction to be demonstrated In-Use Performance Ratio (IUPR). IUPR shall measure how often diagnosis functions run during normal operation of a vehicle. Numerator Denominator = IUPR Numerator: counter for each diagnosis function which is incremented when the diagnosis function is completed for the first time in a driving cycle but not more than once Denominator: counter for driving cycles with conditions defined by CARB* *Engine running for a time greater or equal to 600 seconds, vehicle speed above 40km/h for a cumulated time greater or equal to 300 seconds, one low-idle period of at least 30 seconds Vehicle fleet IUPR should exceed the following minimum ratios, applicable since introduction of Euro 6b emission standard: for secondary air system monitors and other cold start related monitors for evaporative emission purge control monitors for all other monitors For an introduction period of three years after the date referred to above a ratio of 0.1 is applicable to monitoring of reduction in efficiency of a NOx aftertreatment system using a reagent and the reagent dosing sub-system (SCR). IUPR data must be available through standard OBD connector together with other diagnostic information. 56

58 Monitoring the functionality of reagent dosing sub-system To ensure that a vehicle equipped with a reagent dosing sub-system (SCR) is able to reduce the NOx emissions as desired, the following items need to be monitored Sufficient reagent volume is available. The reagent characteristic corresponds to values needed for proper working of the NOx aftertreatment system. Over a period of 30 min of operation the average reagent consumption deviates more than 50% from the desired amount of reagent injection The reagent dosing is interrupted at operating conditions where the emission control system requests reagent injection If reagent tank level reaches an amount needed to drive a remaining distance of 2400km the driver has to be informed by warning message. If the remaining distance goes below the amount that could be driven with a complete tank of fuel an inducement starts. If a wrong reagent characteristic, a consumption deviation or dosing interruption as listed above occurs, an inducement starts. Instead of directly monitoring reagent characteristic, consumption or dosing interruption an alternative approach using NOx Sensors may be used. Fuel Economy/Consumption CO2 Emission Standards CO2-Reduction for Passenger Cars (M-Vehicles) On April 23, 2009 Regulation (EC) 443/2009 of the European Parliament and of the Council was published, setting the CO2 emission target for new passenger cars to 130 g CO2/km phased in starting 2012 as part of the Community s integrated approach to reduce CO2 emissions from light-duty vehicles onwards, the Regulation (EC) 333/2014 sets a target of 95 g CO2/km as average emissions for the new car This Regulation contains elements such as: o Confirmation of the Community Target of 120 g CO2/km for 2012 on the phase-in basis between 2012 & 2015 shown in the following table (130 g CO2/km from improved motor vehicle technology, 10 g CO2/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 CO2-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 ( excessive emissions premium ) for failures to achieve the CO2-limits o Promotion of innovative propulsion technologies ( eco-innovations ) o Promotion of alternative fuel vehicles Phase-In Scheme for the Community Target (130 g CO2/km based on NEDC) Year % of manufacturer s car fleet which has to meet the target to

59 Phase-In Scheme for the Community Target (95 g CO2/km based on NEDC) Year % of manufacturer s car fleet which has to meet the target as of Super-Credits for cars emitting < 50 g CO2/km for the 120 g CO2/km target: 58 Year One car counts as cars cars cars cars as of car Super-Credits for cars emitting < 50 g CO2/km for the 95 g CO2/km target: Year One car counts as cars cars cars as of car Calculation of the Specific Emission Target (SET) for M-Vehicles The objective set by EP and COM specifies that the CO2 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 of the utility-based approach. The utility parameter was reviewed for the first time in 2014 and a modification was adapted in October 2014 for application in The reference mass M0 was increased from the presently applied 1372 kg to 1392 kg. For each new passenger car the SET shall be calculated according to the following formula: Specific Emission Target (SET) = a x (M M0) [g CO 2/km] From : a=0.0457; M= mass of vehicle in kilograms [kg]; M0=1372 kg From : a=0.0457; M= mass of vehicle in kilograms [kg]; M0= kg 2020+: a=0.0333; M= mass of vehicle in kilograms [kg]; M0= value to be adopted Derogation Provisions An application for 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 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

60 5% (under the condition, that at least 30% of the filling stations in the Member State in which the vehicle is registered provide this type of alternative fuel complying with the EU-specified sustainability criteria for bio-fuels). Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium in respect of each calendar year from 2012 onwards. Calculation of the Excess Emissions Premium (EEP) 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 From 2012 until 2018 Formulae 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: SET=130 g CO2/km; EE= 5 g CO ASE=135 g CO2/km; 2/km; N=100,000; EEP [ ] = [(5-3) x ] x100,000 = 23.5 Mio. CO2-Reduction for Light Commercial Vehicles (N-Vehicles) On Mai 31st, 2011 Regulation (EC) 510/2011 of the European Parliament and of the Council was published, setting emission performance standards for new light commercial vehicles as part of the Community s integrated approach to reduce CO2 emissions from light-duty vehicles. This Regulation contains elements such as: o Confirmation of the Community Target of 175 g CO2/km on the phase-in basis between 2014 and 2017 o Setting mandatory CO2-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 ( excessive emissions premium ) for failures to achieve the CO2-limits o Promotion of innovative propulsion technologies ( eco-innovations ) o Promotion of alternative fuel vehicles o 2020 onwards, the Regulation (EU) No 253/2014 amending (EC) 510/2011 sets a target of 147 g CO2/km as average emissions for the new light commercial vehicle Scope of the Agreement The Regulation shall apply to motor vehicles of category N1, with a reference mass not exceeding 2,610 kg and to vehicles of category N1 to which type approval is extended in accordance with Article 2(2) of Regulation (EC) No 715/2007 ( light commercial vehicles ) which are registered in the Union for the first time and which have not previously been registered outside the Union ( new light commercial vehicles ). The Regulation shall not apply to special purpose vehicles. 59

61 Calculation of the Specific Emissions Target (SET) for N-Vehicles For the calendar year commencing January 1, 2014 and each subsequent calendar year, each manufacturer of light commercial vehicles shall ensure that its average specific emissions of CO2 do not exceed its specific emissions target. For the purpose of determining each manufacturer's average specific emissions of CO2, the following percentages of each manufacturer's new light commercial vehicles registered in the relevant year shall be taken into account as shown in the following table: EU fleet average target for LCV (vans) Target Year: 2014 Phase-In Scheme [%] EU fleet average target for LCV (vans) Target Year: g CO2/km g CO 2/km *) The indicative specific emissions of CO2 for each light commercial vehicle, measured in g/km, shall be determined in accordance with the following formula: Specific Emission Target (SET) = a x (M M0) [gco 2/km] : a=0,093; M=mass of vehicle in kilograms [kg]; M0= kg From 2018: a=0,093; M=mass of vehicle in kilograms [kg]; M0= kg 2020+: a=0,096; M=mass of vehicle in kilograms [kg]; M0=value has to be adopted The specific emissions target for a manufacturer in a calendar year shall be calculated as the average of the indicative specific emissions of CO2 of each new light commercial vehicle registered in that calendar year of which it is the manufacturer. Super Credits Light commercial vehicles with extremely low emissions will be given additional incentives when calculating their average specific emissions of CO2: Year Each new LCV with specific CO 2 - emissions of <50gCO 2/km will be counted as Light Commercial Vehicles For the duration of the super-credit scheme, the maximum number of new light commercial vehicles, with specific emissions of < 50 g CO2/km to be taken into account in the application of the multipliers set out above, shall not exceed 25,000 LCVs per manufacturer. For the purpose of determining compliance by a manufacturer with its specific emission target, the specific emissions of CO2 of each vehicle which is designed to be capable of running on a mixture of petrol with 85% bio-ethanol (E85) shall be reduced by 5% by December 31, 2015 (under the condition that at least 30% of the filling stations in the Member State in which the vehicle is registered provide this type of alternative fuel complying with the EU-specified sustainability criteria for bio-fuels). Handling of multi-stage vehicles: Specific conditions for multi-stage vehicles are under consideration to avoid double testing during fuel consumption- and CO2-type approval. Pooling Manufacturers may group together to form a pool and act jointly in meeting the specific emissions targets. 60

62 Excess Emissions Premium From January 1 to December 31, 2014 and every calendar year thereafter, the COM shall impose an excess emission premium on a manufacturer which exceeds its average specific emission target. The excess emissions premium shall be calculated using the following formulae: From 2014 until 2018 (a) For excess emissions of more than 3 g CO2/km: [(Excess emissions 3) ] number of new light commercial vehicles. (b) For excess emissions of more than 2 g CO2/km but no more than 3 g CO2/km: [(Excess emissions 2) ] number of new light commercial vehicles. (c) For excess emissions of more than 1 but no more than 2 g CO2/km: [(Excess emissions 1) ] number of new light commercial vehicles. (d) For excess emissions of no more than 1 g CO2/km: Excess emissions 5 number of new light commercial vehicles. From 2019 (Excess emissions 95 ) number of new light commercial vehicles. Derogation An application for derogation from the specific emission target may be made by an independent manufacturer of fewer than 22,000 new light commercial vehicles registered in the Union per calendar year. Eco-Innovations for M1- and N1-Vehicles Innovative technologies can help cut emissions, but in some cases it is not possible to demonstrate the CO2-reducing effects of a new technology during the test procedure used for vehicle type approval. To encourage Eco-Innovation, manufacturers can be granted emission credits equivalent to a maximum emissions saving of 7g/km per year for their fleet if they equip vehicles with innovative technologies, based on independently verified data. Relevant for M1 (443/2009) & N1 (510/2011) Upon application by a manufacturer or supplier, CO2 savings achieved through the use of innovative technologies shall be considered. The total contribution of those technologies to reducing the specific emission target of a manufacturer may be up to 7 g CO2/km for the total fleet average. Since certain technologies which may achieve this FC/CO2-reduction in actual vehicle use cannot show their potential during the present type approval test sequence (so called Off- Cycle benefits). Till 2020 all Eco Innovation decision are based on NEDC. After 2020 only WLTC conditions will valid. For that there will be a revision and adaption according the current planning: 61

63 Year Eco Innovation Definition Basis NEDC NEDC NEDC NEDC WLTC WLTC WLTC WLTC WLTC Eco Inno. Status Clearly defined; Decisions available Still in definition phase proposals available Transfer Eco Innovation from NEDC to WLTC First alignment EU Com / Industry Plan: Apply for Eco Innovation Technology Adaption Plan: Decision available for defined technologies Use transferred Eco Innovation decisions for min 7 technologies: engine off / idle Coasting, 12V alternator, LED lights, solar, enthalpy storage system, engine encapsulation, predictive battery system Adjustment Factor for CO 2 Credits x 1.9 x 1.7 x EU Commission (DG Clima) enable the Industry the already applied technologies in NEDC to demonstrate and to transfer it into WLTC Technical Guideline All needed details and descriptions for an Eco Innovation application are listed in the Technical Guideline 20. Regular updates will be provides from DG Clima. 20 Technical Guidelines for the preparation of applications for the approval of innovative technologies pursuant to Regulation (EC) No 443/2009 and Regulation (EU) No 510/ d6cce3b4231/Technical%20Guidelines%20October% pdf 62

64 Future Trends for CO2 Emissions CO2 Targets for post 2020 based on WLTP The next step of CO2 emission reduction (95 gco2/km fleet average) was published as regulation (EU) 333/2014. The regulation foresees a phase-in of the 95 gco2/km target during 2020 and 2021 allowing to discard the 5% most emitting vehicles during the first year. The target is defined for the NEDC. From September 2017 the CO2 emissions will be determined by the WLTP test procedure including the Ambient Temperature Correction Test at 14 C. A major issue is the correction of the values obtained by the WLTP for CO2 emission testing to NEDC based target values. A simulation based correction method (CO2MPAS) was developed by the JRC. The WLTP is introduced for TA September will be the first year for which a CO2 data base for new types will be available. The WLTP becomes compulsory for all new certifications in September 2018 with CO2 data for the first complete year in 2019 with the exception of some end of series exceptions will be the first year which allows a correlation between WLTP measurements and NEDC. Based on this data base each OEM will have a new WLTP based CO2 fleet target assigned for 2021 based on the OEM specific correlation between WLTP and NEDC. A new WLTP based fleet target should be defined as soon as possible after 2021, see also Figure 13. The specific emission reference target for a manufacturer in 2021 shall be calculated as follows: WLTP specific reference target = WLTP CO2 NEDC 2020Target NEDC CO2 WLTPCO2: average specific emissions of CO2 in 2020 NEDCCO2: average specific emissions of CO2 in 2020 NEDC2020target: OEM specific CO2 target for

65 vehicle speed (km/h) vehicle speed (km/h) WLTP to NEDC Correlation RM n, HorL[ kg] MRO HorL Tyre pressure and tread 25 C ambient temperature Rotating inertia Time (s) Input: WLTP test results for Vehicle H and L Figure 16: Correlation procedure between WLTP CO2 testing and NEDC targets Time (s) Post 2020 CO2 targets The discussion concerning the post 2020 CO2 legislation is still ongoing. The DG Climate Action did a stakeholder consultation and ordered a series of independent investigations. A first proposal for the post 2020 monitoring method and targets will be presented end Elements still under discussion are: The utility parameter should be re-considered: Footprint versus mass weighting. New target for 2025 or 2030 or alternatively a glide path with annual CO2 reduction or intermediate targets? Important questioning of the basic CO2 emission definition: o CO2 target better defined as well-to wheel target? o Would lifetime CO2 emissions be the right answer? Lifetime analysis is considered, but in a later stage beyond 2025/

66 USA Vehicle Categories Emission standards are applied to vehicles according to vehicle categories. The table below lists vehicle categories and acronyms used within the text of the standards. Light Duty Vehicle (LDV): passenger car capable of seating 12 passengers or less US Federal Vehicle Categories and Related Acronyms Light Duty Truck (LDT): light-duty trucks collectively, without regard to category Light-duty truck 1 (LDT1): light lightduty truck with a loaded vehicle weight 0-3,750 lbs. and under 6000 pounds GVWR Light-duty truck 2 (LDT2): light light-duty truck with a loaded vehicle weight between 3,751-5,750 lbs. and under 6000 pounds GVWR Referred to as MDV2 in LEV II standards Light light-duty truck (LLDT): This term is used collectively to include LDT1 and LDT2 Loaded Vehicle Weight (LVW): Vehicle weight in driving condition +300 lbs. Adjusted Loaded Vehicle Weight (ALVW) = (LVW+GVW)/2 Light-duty truck 3 (LDT3): heavy light-duty truck with an adjusted loaded vehicle weight between 3,751-5,750 lbs. and pounds GVWR Referred to as MDV2 in LEV II standards Medium-duty passenger vehicle (MDPV): heavy-duty vehicle with a gross vehicle weight rating (GVWR) of less than 10,000 pounds that is designed primarily for the transportation of no more than 12 persons Gross Vehicle Weight (GVW): The manufacturer's gross weight rating for the individual vehicle Referred to as MDV1 in LEV II standards Light-duty truck 4 (LDT4): heavy light-duty truck with an adjusted loaded vehicle weight between lbs. and pounds GVWR Referred to as MDV3 in LEV II standards Heavy light-duty truck (HLDT): Includes only trucks over 6000 pounds GVWR (LDT3 AND LDT4) Gross Vehicle Weight Rating (GVWR): The value specified by the manufacturer as the maximum design loaded weight of a single vehicle 65

67 Federal Requirements Federal Tier 2 Emission Standards The Tier 2 program took effect in model year The focus was the reduction of NOx emissions. A manufacturer s vehicle fleet of light duty vehicles required to meet an average NOx limit of 0.07 grams/mile in model year 2007, medium duty vehicles in model year The Tier 2 program standards are split into 8 bins that apply to all passenger cars, light trucks and medium-duty passenger vehicles independent of the fuel used (fuel-neutral standards). The manufacturer may select the emission bin that fits best for a given vehicle/emission control system provided that fleet average emissions are met. Federal Tier 2 vehicle emission control requirements include: FTP exhaust emission standards for a full useful vehicle life (120,000 miles) FTP exhaust emission standards for an intermediate useful vehicle life (50,000 miles) Optional for vehicles certified to a useful life of 150,000 miles FTP exhaust emission standards for a full useful vehicle life (120,000 miles) 0.07 g/mi Fleet average FTP NOx standard SFTP exhaust emission standards for a high load/high acceleration test (US06) SFTP exhaust emission standards for a high temperature/air condition test (SC03) Fleet Average Cold Temperature (20 F) NMHC and CO standards Tier 2 FTP Standards Tier 2 Full Useful Life (120,000 miles) Exhaust Emission Standards [g/mi] Bin NOx NMOG CO HCHO PM

68 Tier 2 Intermediate Useful Life (50,000 miles) Exhaust Emission Standards [g/mi] Bin NOx NMOG CO HCHO PM Tier 2 SFTP Standards Manufacturers must comply with 4,000 miles and full useful life SFTP standards (excludes MDPVs) Mile SFTP Standards [g/mi] for Tier 2 LDVs and LDTs are: US06-Cycle SC03-Cycle Vehicle Category NMHC + NOx CO NMHC + NOx CO LDV/LDT LDT LDT LDT Full useful life SFTP standards Vehicle Category NMHC + NOx [weighted g/mi] a) c) CO [g/mi] b) 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 + NOx 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 LDVs and LLDTs opting to calculate intermediate life SFTP standards in lieu of 4,000 miles SFTP standards. 67

69 Federal Tier 2 Low Temperature Standard CO-Standard at 20 F CO emissions at 20 F (approx. minus 6.7 C) must not exceed 10.0 g/mile for LDV/LDT1 and 12.5 g/mile for all other categories up to 8,500 lbs GVW. Cold temperature CO exhaust emission standards apply over a useful life of 50,000 miles or 5 years (whichever occurs first). NMHC-Standard at 20 F Maximum fleet average NMHC level of 0.3 g/mile for 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 sales-weighted fleet average NMHC level of 0.5 g/mile. Federal Tier 2 Evaporative Emission Standards Diurnal-plus-Hot Soak Evaporative Hydrocarbon Standards [g/test] Federal Evaporative Emission Standards [grams HC/test] 3-Day Vehicle Category Model Year Diurnal + Hot Soak Test Supplemental 2-Day Diurnal + Hot Soak Test LDV LLDT HLDT MDPV Vehicle Category High Altitude 3-Day Diurnal + Hot Soak Test High Altitude Supplemental 2-Day Diurnal+ Hot Soak Test LDV & LLDT HLDT MDPV Federal Tier 3 Emission Standards Tier 3 sets new vehicle emissions standards and lowers the sulfur content of gasoline. The new standards are closely coordinated with California s LEV III and greenhouse gas (GHG) standards. Tailpipe standards for the sum of NMOG and NOX and include phase-in schedules that vary by vehicle class, but generally phase in between model years 2017 and EPA has based the useful life period to which the standards apply at 150,000 miles. Manufacturers are only required to certify to a 120,000 mile useful life (and 10 or 11 years, depending on vehicle category). A multiplier of 0.85 is applied to 150,000 mile standards in order to define a 120,000 mile standard. Manufacturers earn a compliance credit of g/mile NMOG + NOX for vehicles that are certified for a useful life of 150,000 miles or 15 years and that are covered by an extended warranty over the same period for all components whose failure triggers MIL illumination. 68

70 Federal Tier 3 vehicle emission control requirements include: FTP exhaust emission standards are based on (FUL) full useful vehicle life (150,000 miles) Vehicles certified at 120,000 mile FUL use adjusted standards NMOG + NOX credits for 150,000 mile certifications (must include warranty) New FTP Emission Limit Bins and fleet averages based on NMOG+NOx Measure emissions using the chassis dynamometer procedures of 40 CFR part 1066 Federal Tier 3 FTP-Standards & SFTP- Standards Tier 3 FTP Standards LDV, LDT, MDPV Tier 3 FTP Bin Standards (g/mi) Federal Emission Limit NMOG+NOx for low altitude NMOG+NOx for high altitude CO for low and high altitude Bin Bin Bin Bin Bin Bin Bin Tier 3 Fleet Average FTP NMOG+NOx Standards (g/mi) Model Year 2017 (a) and later LDV/LDT1(b) LDT2,3,4 MDPV and (a) For LDVs and LDTs above 6000 lbs GVWR and MDPVs, the fleet average standards apply beginning in MY (b) These standards apply for a 150,000 mile useful life. Manufacturers can choose to certify some or all of their LDVs and LDT1s to a useful life of 120,000 miles. If a vehicle model is certified to the shorter useful life, a proportionally lower numerical fleet-average standard applies, calculated by multiplying the respective 150,000 mile standard by 0.85 and rounding to the nearest mg. 69

71 Tier 3 Phase-In for FTP PM Standards The table below shows the phase in schedule for PM standards. Any vehicles not included for demonstrating compliance with the Tier 3 PM phase-in requirement must comply with an FTP emission standard for PM of g/mile, and a composite SFTP emission standard for PM of g/mile. Tier 3 Phase-In for FTP PM Standards (g/mi) 2022 and Model Year 2017 (a) later Phase-In (percent of U.S. sales) 20% (b) 20% 40% 70% 100% 100% Certification Standard In-Use Standard (a) For LDVs and LDTs above 6000 lbs GVWR and MDPVs, the FTP PM standards apply beginning in MY (b) Manufacturers comply in MY 2017 with 20 percent of their LDV and LDT fleet under 6,000 lbs GVWR, or alternatively with 10 percent of their total LDV, LDT, and MDPV fleet. Tier 3 SFTP Standards LDV, LDT, MDPV Tier 3 Fleet Average SFTP NMOG+NOX Standards (g/mi) Model Year 2017 (a) and later NMOG + NO X (a) For LDVs and LDTs above 6000 lbs GVWR and MDPVs, the fleet average standards apply beginning in MY Phase-in of Tier 3 PM US06 standards (g/mi) Phase-In (percent of U.S. sales) 20% 20% 40% 70% 100% 100% 100% 100% Certification standard In-use standard Federal Tier 3 Fully Phased-in Exhaust Emission Standards The table below shows current emission standards for 2025 and later. Fully Phased-in Tier 3 Exhaust Emission Standards (g/mile) NMOG + NO X PM CO Formaldehyde FTP SFTP FTP US06 SFTP FTP Federal Tier 3 Evaporative Emission Standards Standards designed to eliminate fuel vapor-related evaporative emissions and improve durability have been implemented, including a new requirement referred to as the bleed emission test. 70

72 Evaporative emissions standards include phase-in flexibilities, credit and allowance programs, and more lead time and a hardship provision for small businesses and small volume manufacturers. The EPA has adopted the CARB OBD regulations on evaporative emissions, effective for MY 2017, with only minor differences. Additionally, a new emission standard and test procedure requiring that the cumulative equivalent diameter of any orifices or leaks not exceed 0.02 inches anywhere in the fuel/evaporative system for light-duty vehicles, medium-duty passenger vehicles. Tier 3 Running Loss Standard Tier 3 Diurnal Plus Hot Soak Emission Standards (g/test) Vehicle Category Low-altitude conditions fleet-average High-altitude conditions LDV, LDT LDT HLDT MDPV HDV High-altitude conditions means a test altitude of 1,620 meters (5,315 feet), plus or minus 100 meters (328 feet), or equivalent observed barometric test conditions of 83.3 kpa (24.2 inches Hg) plus or minus 1 kpa (0.30 Hg). Hydrocarbons for LDVs, LDTs and MDPVs measured on the running loss test must not exceed 0.05 grams per mile. Evaporative Emission Fleet Averaging The emission standard for the sum of diurnal and hot soak measurements from the two-diurnal test sequence and the three-diurnal test sequence is based on a fleet average in a given model year. You must specify a FEL (family emission limit) for each evaporative family. The FEL serves as the emission standard for the evaporative family with respect to all required diurnal and hot soak testing. Tier 3 FEL Caps for Low-Altitude Testing Vehicle category FEL Caps LDV 0.5 LLDT 0.65 HLDT 0.9 MDPV 1 HDV 1.4 Model year Minimum percentage of vehicles subject to the Tier 3 standards The phase-in percentage for model year 2017 applies only for vehicles at or below 6,000 pounds GVWR 71

73 Tier 3 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 LDVs, LDTs and MDPVs: 0.15 grams hydrocarbon per gallon (0.04 grams per liter) of fuel dispensed. Tier 3 Spitback Standards For gasoline and methanol fueled LDVs/LDTs and MDPVs, hydrocarbons measured in the fuel dispensing spitback test must not exceed 1.0 gram hydrocarbon (carbon, if methanol-fueled) per test. 72

74 US California Requirements The Federal Clean Air Act (section 209) permits California to promulgate different emission standards recognizing unique air quality problems in certain California areas. The California standards must be as protective of the public health and welfare in the aggregate as the Federal standards. California LEV II Requirements In 1998 CARB adopted the California LEV II regulations. The LEV II program which has been phased in over the 2004 through 2007 model years further tightened the NMOG fleet average requirements, eliminated Tier 1 and TLEV certification standards and introduced the additional SULEV category. One of the major changes made by the LEV II standards was that all light-duty trucks became subject to the same emission standards as passenger cars, and vehicles under 8,500 lbs. gross vehicle weight that had previously been treated as medium-duty vehicles started to be treated as light-duty trucks. LEV II FTP Emission Standards for PC, LDT1, LDT2 Category NMOG a) CO a) NOx a) HCHO a) [mg/mile] LEV (0.090) (4.2) (0.07) (18) (0.01) ULEV (0.055) (2.1) (0.07) (11) (0.01) SULEV (0.010) (1.0) (0.02) (4) (0.01) ZEV (0.000) (0.0) (0.00) (0) (0.00) a) Values in parentheses indicate 120,000 mile standards, other values are 50,000 mile standards. b) The PM standard applies to Diesel vehicles and also to vehicles with IDI and DI gasoline engines. LEV II SFTP Emission Standards [g/mi] at 4,000 miles PM a) b) US06 SC03 Category NMHC + NOx CO NMHC + NOx CO PC, LDT LDT MDV MDV LEV II 50 F Exhaust Emission Standards 50 F Exhaust Emission Standards for Vehicles Certified to the LEV II Standards Vehicle Weight Class Vehicle Emission Category (g/mi) LEV ULEV SULEV NMOG HCHO NMOG HCHO NMOG HCHO PCs; LDTs lbs. GVW MDVs ,000 lbs. GVW MDVs 10,001-14,000 lbs. GVW

75 LEV II Evaporative Emission Standards Evaporative Standard Running Loss 3-Day Diurnal + Hot Soak Near-zero standard 0.05 a) 0.50 a) 0.65 a Zero standard n/a 0.35 a) b) 0.35 a) Useful life is 15 years or 150,000 miles, whichever occurs first. b) Fuel evaporative emissions standard is 0.0 g/test LEV III Emission Requirements 2-Day Diurnal + Hot Soak Test In 2012, CARB adopted new LEV III regulations for passenger cars and light trucks by combining more stringent tailpipe and greenhouse gas emission standards into a single coordinated package of standards (called the Advanced Clean Cars Program ). Prior to 2015, a manufacturer that produces vehicles that meet the LEV III Exhaust Standards has the option of certifying the vehicles to those standards, in which case the vehicles will be treated as LEV III vehicles for purposes of the fleet-wide phase-in requirements. Similarly, model-year vehicles may be certified to the LEV II exhaust emission standards, in which case the vehicles will be treated as LEV II vehicles for purposes of the fleet-wide phase-in requirements. The tables below list the model years fleet average NMOG plus NOx requirements and phase-in requirements for PCs, LDTs, and MDPVs on a 150,000 mile durability basis. a) b) Fleet Average NMOG plus NOx [g/mi] Model Year All PCs; LDT1 LDT2; MDPV

76 LEV III Phase-in Requirements LEV III FTP and SFTP Phase-In Model Year PC/LDT1 10% 20% 40% 70% 100% LDT2/MDPV 10% 20% 40% 70% 100% LEV III FTP Emission Phase-In for 2015 & subsequent Model Years LEV III Exhaust Emission Standards for New 2015 and Subsequent model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles Vehicle Durability NMOG + NOx CO PM (1) HCHO Vehicle Type Emission [miles] Category [g/mi] [mg/mi] All PCs, LDTs 8,500 lbs GVWR and MDPVs tested at their LVW MDVs 8,501-10,000 lbs GVWR, excluding MDPVs tested at their ALVW MDVs 10,001-14,000 lbs GVWR tested at their ALVW 150,000 LEV ULEV ULEV ULRV SULEV SULEV LEV ULEV ULEV ULEV SULEV SULEV LEV ULEV ULEV ULEV SULEV SULEV ) These PM standards shall apply only to vehicles not included in the phase-in for PCs, LDTs and MDPVs of the 0,003 g/mi PM standard (phasein MY ) and of the 0,001 g/mi PM standard (phase-in starting in MY 2025). For MDVs (excluding MDPVs) with 8,501-10,000 lbs. / 10,001-14,000 lbs. GVWR a PM standard of 8 / 10 mg/m is phased-in starting in MY LEV III Particulate Standards Beginning in the 2017 model year, manufacturers must certify a percentage of its passenger car, light-duty truck, and medium-duty passenger vehicle fleet to the following particulate standards according to the following phase-in schedule. These standards are the maximum particulate emissions allowed at full useful life. All vehicles certifying to these particulate standards must certify to the LEV III exhaust emission standards. An exception exists for small volume manufacturers. 75

77 LEV III Particulate Emission Standard Values and Phase-in for Passenger Cars, Light- Duty Trucks, and Medium-Duty Passenger Vehicles Particulate Emission Standard Phase-in Model Year 2017 % of vehicles certified to a 3 mg/mi standard % of vehicles certified to a 1 mg/mi standard and subsequent LEV III Particulate Standards for Medium-Duty Vehicles Other than Medium-Duty Passenger Vehicles Beginning in the 2017 model year, a manufacturer, except a small volume manufacturer, shall certify a percentage of its medium-duty vehicle fleet to the following particulate standards. These standards are the maximum particulate emissions allowed at full useful life. All vehicles certifying to these particulate standards must certify to the LEV III exhaust emission standards set forth in subsection (a)(1). This subsection (a)(2)(b)1 shall not apply to medium-duty passenger vehicles. LEV III Particulate Emission Standard Values for Medium-Duty Vehicles, Other than Medium-Duty Passenger Vehicles Particulate Emission Standard Values for Medium-Duty Vehicles Vehicle Type 1 Particulates (mg/mi) MDVs ,000 lbs. GVWR, excluding MDPVs 8 MDVs 10,001-14,000 lbs. GVWR 10 1 Vehicles in these categories are tested at their adjusted loaded vehicle weight. 76

78 LEV III Particulate Emission Standard Phase-in for Medium-Duty Vehicles, Other than Medium-Duty Passenger Vehicles Particulate Emission Standard Phase-in for Medium-Duty Vehicles Model Year Total % of MDVs certified to the 8 mg/mi PM Standard or to the 10 mg/mi PM Standard, as applicable and subsequent 100 LEV III SFTP standards Two different options are available to comply with the SFTP (NMOG+NOx) and CO emission standards: Option 1 uses stand-alone emission standards, while option 2 uses a composite emission standard approach with a fleet-averaging provision for (NMOG+NOx). SFTP Standards Option 1 stand-alone emission standards Vehicle Type All PCs, LDTs 0-8,500 lbs GVW and MDPVs Mileage for Compliance 150,000 SFTP Standards Option 1 Vehicle Emission Category 1 US 06 Test [g/mi] (NMOG + NOx) SC 03 Test [g/mi] CO (NMOG + NOx) CO LEV ULEV SULEV (Option A) SULEV ) Vehicle Emission Category. Manufacturers must certify all vehicles, which are certifying to a LEV III FTP emission category on a 150,000-mile durability basis, to the emission standards of the equivalent, or a more stringent, SFTP emission category set forth on this table. That is, all LEV III LEVs certified to 150,000-mile FTP emission standards shall comply with the SFTP LEV emission standards in this table, all LEV III ULEVs certified to 150,000-mile FTP emission standards shall comply with the SFTP ULEV emission standards in this table, and all LEV III SULEVs certified to 150,000-mile FTP emission standards shall comply with the SFTP SULEV emission standards in this table. 2) Optional SFTP SULEV Standards. A manufacturer may certify light-duty truck test groups from 6,001 to 8,500 lbs. GVWR and MDPV test groups to the SULEV, option A, emission standards set forth in this table for the 2015 through 2020 model year, only if the vehicles in the test group are equipped with a particulate filter and the manufacturer extends the particulate filter emission warranty mileage to 200,000 miles. Passenger cars and light-duty trucks 0-6,000 lbs. GVWR are not eligible for this option. Under Option 2, for each test group, manufacturers must calculate a sales-weighted fleet-average composite emission values by weighting emission test results from the FTP, US06 and SC03 tests in g/mi as shown by the following equation: SFTP Composite Emission Value = 0.28xUS xSC xFTP. 77

79 SFTP Standards Option 2 composite emission standard approach with a fleet-averaging provision SFTP Composite Emission Standard Model Year All PCs, LDTs 0-8,500 lbs & MDPVs 8,501-10,000 lbs GVWR SFTP (NMOG + NO x) Sales-Weighted Fleet Average Composite Exhaust Emission Standard [g/mi] SFTP CO Composite Exhaust Emission Standard: 4.2 [g/mi] The following values are the full useful life (NMOG+NOx) and CO composite emission limits for 2016 and subsequent model year medium-duty LEV III, ULEVs and SULEVs from 8,501 through 14,000 lbs GWVR. Vehicle Type MDV 8,501-10,000 lbs GVWR MDV 10,001-14,000 lbs GVWR Mileage for Compliance 150,000 SFTP Composite Standard [g/mi] HP/GVWR > n.a. Test Cycle US06 Bag2, SC03, FTP Full US06, SC03, FTP Vehicle Emission Category NMOG + NOx CO ULEV SULEV ULEV SULEV UC (LA92) ULEV SC03, FTP SULEV SFTP PM Emission Standards Vehicle Type All PCs LDTs 0-6,000 lbs GVWR LDTs 6,001-8,500 lbs GVWR; MDPVs MDVs 8,501-10,000 lbs GVWR MDVs 10,001-14,000 lbs GVWR SFTP PM Emission Standards Test Weight LVW ALVW Mileage for Compliance 150,000 HP/GVWR Test Cycle PM [mg/mi] n.a. US n.a. US Composite US06 Bag > Composite US n.a. Composite UC (LA 92) 7.0 Low Temperature Standard NMOG & HCHO 50 F All passenger cars, light-duty trucks, and medium-duty vehicles certified to the LEV II and LEV III exhaust emission standards must demonstrate compliance with defined exhaust emission standards measured on the FTP conducted at a nominal test temperature of 50 F (10 C). Natural gas and diesel-fueled vehicles are exempt from the 50 F test requirements. 78

80 Vehicles Certified to the LEV II Standards, the CO and NOx emissions at 50 F (10 C) shall not exceed the applicable FTP exhaust emission standards. Vehicles Certified to the LEV III Standards, the CO emissions at 50 F (10 C) shall not exceed the applicable FTP exhaust emission standards. 50 F Exhaust Emission Standards for Vehicles Certified to the LEV II Standards Vehicle Emission Category (g/mi) Vehicle Weight Class LEV ULEV SULEV NMOG HCHO NMOG HCHO NMOG HCHO PCs; LDTs lbs. GVW MDVs ,000 lbs. GVW MDVs 10,001-14,000 lbs. GVW F Exhaust Emission Standards for LEV III Passenger Cars, Light-Duty Trucks, and Medium-Duty Passenger Vehicles Vehicle Emission Category NMOG + NOx (g/mi) HCHO (g/mi) Gasoline Alcohol Fuel Both Gasoline and Alcohol Fuel CO-Standard at 20 F LEV ULEV ULEV ULEV SULEV SULEV The following standards are the maximum 50,000 mile cold temperature exhaust carbon monoxide emission levels from new 2015 and subsequent model-year passenger cars, light-duty trucks, and medium-duty passenger vehicles: F CARBON MONOXIDE EXHAUST EMISSIONS STANDARDS FOR PASSENGER CARS, LIGHT-DUTY TRUCKS, AND MEDIUM-DUTY VEHICLES Vehicle Type Carbon Monoxide All PCs, LDTs lbs. LVW 10.0 LDTs 3751 lbs. LVW lbs. GVW; MDPVs 10,000 lbs. GVW and less 12.5 LEV III Evaporative Emission Standards The LEV III evaporative emissions standards require all passenger cars, light-duty trucks, mediumduty vehicles and heavy-duty vehicles that are gasoline-fueled, liquefied petroleum gas fueled and alcohol-fueled, to comply with lower evaporative emission standards that are equivalent in stringency to the optional LEV II zero-evaporative emission standards. 79

81 The following two options for complying with the zero-evaporative emission standards are available: Option 1 Whole-vehicle plus fuel-only HC evaporative emission standards: Whole-Vehicle + Fuel-Only HC Evaporative Emission Standards 3-Day Diurnal + Hot Soak Test and Running Loss 2-day Diurnal + Hot Soak Test [g/mi] Whole Vehicle [g/test] Fuel only [g/test] PC LDT 6,000 lbs GVWR LDT 6,001-8,500 lbs GVWR MDPV MDV 8,501-14,000 lbs GVWR HDV > 14,000 lbs GVWR Option 2 Whole-vehicle HC evaporative emission standards with a fleet average option and canister bleed test requirement PC; LDT 6,000 lbs GVWR and 0-3,750 lbs LVW LDT 6,000 lbs GVWR and 3,751-5,750 lbs LVW LDT 6,001-8,500 lbs GVWR and MDPV MDV 8,501-14,000 lbs and HDV > 14,000 lbs GVWR Whole-Vehicle HC Evaporative Emission Standards Running Loss [g/mi] 0.05 Highest Diurnal + Hot Soak [g/test] Canister Bleed [g/test] ,030 80

82 ZEV Mandate General The ZEV mandate was initiated in California and subsequently adopted by a number of other states. Details of ZEV requirements for model years through 2017 Basic Requirement These ZEV regulations require manufacturers to place ZEV's equal to at least 11% of their passenger car and LDT1 fleet, with the percentage increasing up to 14% in model year Model Years Minimum ZEV Requirement [%] Requirements for 2015 through 2017 Model Years The following table enumerates a manufacturer s annual percentage obligation for the 2012 though 2017 model years if the manufacturer produces the minimum number of credits required to meet its ZEV obligation and the maximum percentage for the Enhanced AT PZEV, AT PZEV, and PZEV categories. Model Years Total ZEV %-Requirement Minimum ZEV floor Enhanced TZEVs, Type 0, or NEVs AT PZEVs PZEVs Requirements for Intermediate Volume Manufacturers (IVM) In 2009 and subsequent model years, an intermediate volume manufacturer (sales > 4,500 but < 60,000 units per model year sold in California) may meet its ZEV requirement with up to 100 percent PZEVs or credits generated by such vehicles. For 2015 through 2017 model years, the overall credit percentage requirement for an IVM will be 12% instead of 14%. Requirements for Small Volume and Independent Low Volume Manufacturers (ILVM) A small volume manufacturer (sales < 4,500 units sold in California) or an independent low volume manufacturer is not required to meet the percentage ZEV requirements. However, a small volume manufacturer or an independent low volume manufacturer may earn and market credits for the ZEVs, TZEVs, ATPZEVs or PZEVs it produces and delivers for sale in California. ZEV Provisions ZEV definition: A ZEV is a vehicle producing zero exhaust emissions of any criteria pollutant (or precursor pollutant) under any and all possible operational modes and conditions. ZEV Credits for Model Years ZEV credits from a particular ZEV type are based on the assignment of a given ZEV into one of the following eight ZEV tiers. The table identifies the total credits that a ZEV in each of the 8 ZEV tiers will earn, including the credit not contingent on placement in service, if it is put in service in the specified calendar year or by June 30 after the end of the specified calendar year. 81

83 Tier Type V Type IV Expected Technology Fuel Cell / Battery EV Fuel Cell / Battery EV Fuel Cell / Battery EV ZEV Range [miles] Fast Refueling Capability must be capable of replacing 285 miles UDDS ZEV range in 15 minutes must be capable of replacing 190 miles UDDS ZEV range 5 in 15 min must be capable of replacing 95 miles UDDS ZEV range in 10 min 4 Credits : : Type III Fuel Cell / Battery EV 200 n/a Type II Battery EV 100 n/a 3 Rangeextended Type IIx 1) 100 n/a 3 Battery EV 1) Type I.5 Battery EV 75, < 100 n/a 2.5 Rangeextended 2.5 n/a Type I.5x 1) 75, Battery EV 1) < 100 Type I Battery EV 50, < 75 n/a 2 Type 0 Battery EV < 50 n/a 1 NEV Battery EV no min. n/a 0.3 1) Range Extended Battery Electric Vehicle means a vehicle powered predominantly by a zero emission energy storage device, able to drive the vehicle for more than 75 all-electric miles, and also equipped with a backup auxiliary power unit (APU), which does not operate until the energy storage device is fully depleted, and meeting the following requirements: - meet all PZEV requirements - meet the requirements for the Type G advanced componentry PZEV allowance - the vehicle s UDDS range after the APU first starts and enters charge sustaining hybrid operation must be less than or equal to the vehicle s UDDS all-electric test range prior to APU start. The vehicle s APU cannot start under any user-selectable driving mode unless the energy storage system used for traction power is fully depleted. Travel Provision ZEV vehicles, including Type I.5x and Type IIx vehicles and excluding NEV or Type 0 vehicles, if placed in service in another ZEV state, may be counted towards compliance with the percentage ZEV requirements in California during the indicated model years. Similarly, those vehicles certified to the ZEV standards and placed in service in California may be counted towards compliance with the percentage ZEV requirements in any ZEV state. PZEV-Provisions In order for a vehicle to receive a PZEV baseline allowance of 0.2, it must meet the following requirements with a warranty period of 150,000 miles/15 years (traction battery: 10 years): SULEV Exhaust emissions standards Zero evaporative emission standards On-board diagnostic requirements 82

84 AT-PZEV Provisions In addition to the 0.2 PZEV baseline allowance, vehicles may receive the following additional AT PZEV allowances: 1. Zero-Emission VMT PZEV Allowance Calculation of Zero Emission VMT Allowance Range Zero Emission VMT Allowance EAER u < 10 miles 0.0 EAERu 10 to 40 miles EAER u x (1 - UF Rcda)/ EAER u > 40 miles x (1 Uf n) n = 40 x (R cda / EAER u) The urban equivalent all-electric range (EAERu) and urban charge depletion actual range (Rcda) shall be determined in accordance with HEV Test Procedures. The utility factor (UF) based on the charge depletion actual range actual (Rcda) shall be determined according to SAE J2841. A vehicle cannot generate more than 1.39 zero-emission VMT PZEV allowance. 2. PZEV Allowance for Advanced ZEV Component: 2.1 Use of High Pressure Gaseous Fuel or Hydrogen Storage System A vehicle equipped with a high pressure gaseous fuel storage system capable of refueling at 3,600 psi or more and operating exclusively on this gaseous fuel qualifies for an advanced component PZEV allowance of 0.2. A vehicle operating exclusively on hydrogen stored in a high pressure system capable of refueling at 5,000 psi or more, or stored in non-gaseous form, qualifies for an advanced component PZEV allowance of Use of a Qualifying HEV Electric Drive System HEVs qualifying for additional advanced component PZEV allowance or allowances that may be used in the AT PZEV category are classified in one of five types of HEVs based on the criteria in the following table: HEV Characteristics Electric Drive System Peak Power Output Type D Type E Type F Type G 10 kw 50 kw Zero-Emission VMT allowance; 10 mile all-electric range (UDDS drive cycle) Traction Drive System Voltage Traction Drive Boost Yes Yes Yes Yes Regenerative Braking Yes Yes Yes Yes Idle Start/Stop Yes Yes Yes Yes Zero-Emission VMT allowance; 10 mile all-electric range (US06 drive cycle) The above described vehicles with a qualifying HEV electric drive system may get the following AT PZEV allowances in addition to the 0,2 PZEV baseline allowance: MYs MYs MYs

85 2.3 PZEV Allowance for Low Fuel-Cycle Emissions A vehicle that uses fuel(s) with fuel-cycle (NMOG) emissions that are lower than or equal to 0.01 grams/mile receives a PZEV allowance of up to 0.3. The fuel-cycle PZEV allowance is calculated as follows: Calculation of Combined PZEV Allowance for a Vehicle The combined PZEV allowance for a qualifying vehicle in a particular model year is the sum of the PZEV allowances listed below, multiplied by any PZEV introduction phase-in multiplier, subject to the below mentioned cap The baseline PZEV allowance of 0.2 The zero-emission VMT PZEV allowance The advanced ZEV component PZEV allowance The fuel-cycle emissions PZEV allowance The maximum value an AT PZEV may earn before phase-in multipliers, including the baseline PZEV allowance, is Amendments to the ZEV regulations for 2018 and subsequent model years In 2012 CARB adopted revisions to the ZEV regulations resulting in a program that will strengthen the ZEV requirements, in order to meet California s GHG goals. This will require passenger vehicle manufacturers to sell increasing numbers of fuel cell vehicles, battery electric vehicles and plug-in vehicles in California from model year 2018 on. Changes for model year 2018 and beyond include the introduction of a new TZEV category (transitional zero emissions vehicle) for vehicles running on electricity or on hydrogen, revised ZEV credit factors (based on electric range) Overview of 2018 and Subsequent Model Year Requirements The amendments adopted by CARB include: Remove PZEV and AT PZEV credits as compliance options. Remove credit allowance for sales in ZEV states. Allow the use of banked PZEV and AT PZEV credits earned in 2017 and previous model years, at discounted values, and cap usage in 2018 and subsequent model years. Base the amount of credits earned by each ZEV on the vehicle s urban dynamometer driving schedule (UDDS) range, with a 50 mile BEVs earning 1 credit each and a 350 mile fuel cell vehicle earning 4 credits each. Allow extended range battery vehicles which have a limited combustion engine range extender to meet up to half of a manufacturer s minimum ZEV requirement. Allow manufacturers that over-comply with the national light-duty GHG fleet standard to offset a portion of their ZEV requirement in 2018 through 2021 model years. 84

86 The following table indicates the ZEV credit requirements for 2018 & subsequent model years as well as the maximum % that may be covered by transitional zero-emission vehicles (TZEVs): ZEV Credit Requirements Model Year and subsequent Overall ZEV Requirement Min. ZEV Max. TZEV Credits for ZEVs are based on the ZEVs all-electric range (up to four credits per vehicle; no ZEV credit is available for ZEVs with a UDDS range of less than 50 miles) using the following formula: ZEV credit = (0.01) * (UDDS range) TZEV Provisions 1. Zero Emission Vehicle Miles Traveled TZEV Allowance A vehicle meeting TZEV requirements (SULEV standards, zero-evaporative emission and extended warranty, also for OBD) and has zero-emission range capability measured as equivalent all-electric range can generate an allowance according to the following formula: TZEVs with US06 - AER of at least 10 miles shall earn an additional 0.2 allowance. UDDS Test Cycle Range (AER) Allowance < 10 all-electric miles all-electric miles TZEV Credit = [(0.01) * Rcda ] > 80 miles (credit cap) Credit for Hydrogen Internal Combustion Engine Vehicles A H2 internal combustion engine vehicle that has a total range of at least 250 UDDS miles will earn an additional allowance of 0.75 (subject to an overall cap of 1.25). 85

87 OBD Legislation General On Board Diagnostic (OBD) systems must over the full actual life of the vehicle, and without any required scheduled maintenance monitor the entire emission control system, including the fuel and evaporative emission control system and must be able to detect and alert the driver of emission-related malfunctions or deteriorations before they result in an increase of exhaust emissions and before the test result obtained from the Federal Test Procedure exceeds the applicable emission standard multiplied by specific factors. In addition to monitoring emission components and systems, deterioration or malfunction occurring in auxiliary electronic emission-related powertrain systems or components that either provide input to or receive commands from the on-board computer and have a measurable impact on emissions must be monitored by employing electrical circuit continuity checks and, wherever feasible, rationality checks for computer input components and functionality checks for computer output components. California OBD II California Air Resource Board (CARB) has authority to define and enforce OBD regulations (Title13 California Code of Regulations (CCR), Sections and ). From these regulations, the monitoring requirements for Gasoline and Diesel vehicles are shown in the following in detail. The basic requirement of these regulations is that the OBD system shall - before the end of an ignition cycle - store confirmed fault codes that are currently causing the MIL to be illuminated in NVRAM as permanent fault codes. A fault code must also be stored whenever the vehicle enters a limp-home mode of operation that can affect emissions. With these regulations, new elements have been introduced, such as a production vehicle evaluation (PVE) and in-use performance monitoring ratios (IUMPR). Concerning the latter, manufacturers must define monitoring conditions that ensure that the monitor yields an in-use performance ratio that meets or exceeds the minimum acceptable in-use monitor performance ratio on in-use vehicles shown in the following table: Minimum acceptable in-use Monitor monitor performance ratio Secondary air system and other cold start related monitors Evaporative system monitors small leak check (0.020 inch) large leak check (0.040 inch) and purge flow check Catalyst, oxygen sensor, EGR, VVT system and all other monitors of Section (e) (gasoline engines) and (f) (Diesel engines) described in the following Note: The following section is intended to supply an overview of California s OBD II regulations for gasoline and Diesel vehicles. Since these regulations are complex, the full text of CCR -Title 13, Sec and should be consulted in any case where full knowledge of details is required. 86

88 California Monitoring Requirements for OBD II-Systems (Gasoline) Excerpt of Section , Title 13, CCR I. Requirements for Vehicles with Gasoline Engines - Chapter (e) OBD Monitors Catalyst (e) (1) Catalyst (e) (1) Monitoring Requirements & Criteria for Fault Detection & Fault Storage If conversion efficiency decreases to any of the following: All vehicles other than PC/LDT SULEV II vehicles: NMHC conversion efficiency < 50% NMOG >1.75 times Std. (full useful life standard) NO x >1.75 times tailpipe emission standard PC/LDT SULEVII vehicles: NMHC conversion efficiency < 50% NMOG >2.5 times standard NO x >2.5 times standard All Low Emission Vehicle III applications: NMHC conversion efficiency < 50% The vehicle s emissions exceed any of the applicable LEV III OBD threshold limits (defined in tables at the end of this section) The OBD II System shall monitor the system for proper heating: Catalyst does not reach its designed heating temperature in a requisite time period after engine starting. Heated Catalyst (e) (2) The time may not exceed the time that causes tailpipe emissions to increase to: For Low Emission Vehicle II applications, 1.75 times any of the applicable FTP full useful life standards. For Low Emission Vehicle III applications, any of the applicable LEV III OBD threshold limits (defined in tables at the end of this section). The manufacturer may submit alternative monitoring strategies to the Executive Officer for requesting approval. The OBD II system shall monitor misfire (in a specific cylinder or cylinder group) causing catalyst damage or excess emissions. Misfire causing catalyst damage: If the percentage of misfire evaluated by the manufacturer in 200 revolution increments for each engine speed and load condition that would result in a temperature that causes catalyst damage is exceeded. Misfire (e) (3) Misfire causing tailpipe emission increase: If the percentage of misfire evaluated in 1000 revolution increments that would causes an emission increase of: For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful life standards. For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). Misfire on plug-in hybrid electric vehicles (2018 and beyond): Evaluate the percentage of misfire in 1000 cumulative revolution increments. Detect a misfire malfunction when the percentage of misfire is equal to or exceeds two percent. 87

89 The OBD II System shall verify purge flow from the evaporative system and shall monitor the complete system including the tubing and connections between the purge valve and the intake manifold, for vapor leaks to the atmosphere. Evaporative System (e) (4) Fault detection when any of the following conditions exist: If no purge flow from the system to the engine can be detected The complete evaporative system contains a leak or leaks that cumulatively are greater than or equal to a leak caused by a in. diameter orifice. For 20 percent of 2019 model year vehicles, 50 percent of 2020 model year vehicles, and 100 percent of 2021 model year vehicles, must detect disconnections, broken lines, blockages, or any other malfunctions that prevent purge flow delivery to the engine (e.g., detect a disconnection or blockage of any portion of the purge lines prior to purge flow delivery to the engine). The OBD II System shall monitor of the secondary air delivery system including all switching valves for proper functioning. Secondary Air System (e) (5) For MY 2006 and beyond: The OBD II system shall detect under normal operation (i.e. operation w/o phases when system is intrusively turned on solely for the purpose of monitoring). Fault detection when malfunction would causes an emissions increase of: For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful life standards. For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). 88

90 Fuel Delivery System (e) (6) The OBD II System shall monitor the ability of the fuel system to provide compliance with emission standards. Fault detection when: The fuel delivery system is unable to maintain a vehicle s tailpipe emissions at 1.5 times the standard (see below for additional OBD threshold information). If so equipped, the feed-back control based on a secondary oxygen or exhaust gas sensor is unable to maintain a vehicle s tailpipe emissions at or <1.5 times standard or for Low Emission Vehicle III applications, any of the applicable emission (defined in tables at the end of this section). An air-flow imbalance occurs in one or more cylinders, such that the fuel delivery system is unable to maintain a vehicle s tailpipe emissions. When the adaptive feedback control (if employed) has used up all of the adjustment allowed by the manufacturer. Whenever the fuel control system fails to enter closed-loop operation within the specified time interval. For Low Emission Vehicle III applications: For LEV160 vehicles, ULEV125 vehicles, and medium-duty vehicles (except MDPVs) certified to a chassis dynamometer tailpipe emission standard: For 2014 model year vehicles, 3.0 times any of the applicable FTP NMOG+NO x or CO standards. For 2015 and subsequent model vehicles, any of the applicable emission thresholds (defined in tables at the end of this section). For ULEV70 and ULEV50 vehicles: For 2014 through 2018 model year vehicles, 3.0 times any of the applicable FTP NMOG+NO x or CO standards. For 2019 and subsequent model year vehicles, any of the applicable emission thresholds (defined in tables at the end of this section). For SULEV30 and SULEV20 vehicles: For 2014 through 2018 model year vehicles, 4.0 times any of the applicable FTP NMOG+NO x or CO standards. For 2019 and subsequent model year vehicles, any of the applicable emission thresholds (defined in tables at the end of this section). 89

91 The OBD II System shall monitor any parameter which can affect emissions of all O 2 - sensors (conventional switching sensors and wide range or universal sensors) for malfunction. The manufacturer shall submit a monitoring plan for approval. Exhaust Gas Sensor (e) (7) Primary sensors: Before any failure or deterioration of the O 2- sensor voltage, response rate, amplitude or other characteristics cause emissions to increase (defined below). For response rate, the OBD II system shall detect symmetric and asymmetric malfunctions. For 2012 and subsequent MY vehicles the manufacturer shall submit data and/or engineering analysis to demonstrate that the calibration method used ensures proper detection of all symmetric and asymmetric response rate malfunctions as part of the certification application. o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful life standards. o For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). If a malfunction of the oxygen sensor occurs either due to a lack of circuit continuity or out of range values When a sensor failure or deterioration causes the fuel system to stop using the sensor as a feedback input or causes the fuel system to fail to enter closed-loop operation within a manufacturer-specified time interval. When any of the characteristics of the sensor are no longer sufficient for use as an OBD II system monitoring device. Secondary sensor: Before any failure or deterioration of the O 2 sensor voltage, response rate, amplitude or other characteristics cause emissions to increase (defined below). For response rate, the OBD II system shall detect symmetric and asymmetric malfunctions. For 2012 and subsequent MY vehicles the manufacturer shall submit data and/or engineering analysis to demonstrate that the calibration method used ensures proper detection of all symmetric and asymmetric response rate malfunctions as part of the certification application. o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful life standards. o For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). If a malfunction of the oxygen sensor occurs either due to a lack of circuit continuity or out of range values When a sensor failure or deterioration causes the fuel system to stop using the sensor as a feedback input or causes the fuel system to fail to enter closed-loop operation within a manufacturer-specified time interval. When the oxygen sensor output voltage, amplitude, activity, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g. for catalyst monitoring). Sensor Heaters: When the current or voltage drop in the heater circuit is no longer within the manufacturer specified limits for normal operation When open or short circuits conflict with the commanded state of the heater. 90

92 The OBD II System shall monitor the EGR system for: Low and high flow rate malfunctions. Fault detection: before an increase or decrease from the manufacturer s specified EGR flow rate causes emissions to increase (defined below). o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful life standards. o For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). EGR-System (e) (8) If no failure or deterioration of the EGR system that causes a decrease in flow could result in a vehicle s emissions exceeding the emissions thresholds, the OBD II system shall detect a malfunction when either the EGR system has reached its control limits o For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and beyond, detect a malfunction when either the EGR system has reached its control limits such that it cannot reduce EGR flow to achieve the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has maximum detectable EGR flow when little or no EGR flow is expected. May request exemption by submitting data and/or engineering evaluation that demonstrate that (1) the failure or deterioration cannot be detected during offidle conditions, and (2) the failure or deterioration causes the vehicle to immediately stall during idle conditions. The OBD II System shall monitor the PCV system on all MY 2004 and subsequent MY vehicles for system integrity. PCV-System (e) (9) Fault detection when a disconnection of the system occurs between the crankcase and the PCV valve, or between the PCV valve and the intake manifold. (The latter does not apply if the disconnection causes the vehicle to stall immediately during idle, or is unlikely to occur due to machined passages rather than tubing or hoses). For forced induction engines with PCV systems utilizing hoses, tubes or lines between the crankcase and fresh air intake system that are intended to evacuate the crankcase under boosted operation and/or supply fresh air to the crankcase, may request approval to be exempt from monitoring this hose, tube, or line by submitted data and/or an engineering evaluation which demonstrate that boosted operation does not occur on the US06 cycle. For 20 percent of 2023 model year vehicles, 50 percent of 2024 model year vehicles, and 100 percent of 2025 model year vehicles, the following criteria apply for PCV system monitoring: o Any hose, tube, or line that transports crankcase vapors contains a disconnection or break equal to or greater than the smallest internal crosssectional area of that hose, tube, or line. o Not required to detect disconnections or breaks if disconnection or break (1) causes the vehicle to stall immediately during idle operation; or (2) is unlikely to occur due to a PCV system design that is integral to the induction system (e.g., machined passages rather than tubing or hoses); (3) results in a rapid loss of oil or other overt indication of a PCV system malfunction; or (4) occurs downstream of where the crankcase vapors are delivered to the air intake system. 91

93 The OBD II System shall monitor the engine cooling system for proper operation of thermostat/circuit continuity, out-of-range values and rationality faults of ECT-sensor. Thermostat: Coolant temperature does not reach either: Highest temperature required to enable other diagnostics Warmed-up temperature within 20 F of the manufacturer s nominal thermostat regulating temperature Engine Cooling System (e) (10) ECT sensor: Lack of circuit continuity, out-of-range values and rationality faults ECT sensor does not achieve stabilized minimum temperature needed for the fuel control system to begin closed-loop operation ECT sensor inappropriately indicates a temperature that is stuck in range either below the highest minimum or above the lowest maximum enable temperature for other OBD monitors. For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles, closed-loop operation as specified above, above shall mean stoichiometric closed-loop operation across the engine loads observed on the FTP cycle. For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year gasoline vehicles, the OBD II system shall detect a thermostat fault if, after the coolant temperature has reached the temperatures indicated above, the coolant temperature drops below the temperature (continuous monitoring). For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles that use an engine and/or engine component temperature sensor or system in addition to the cooling system and ECT sensor (including systems that use more than one thermostat or flow control device to regulate different temperatures in different cooling circuits and use input from at least two temperature sensors in separate cooling circuits for an indication of engine operating temperatures for emission control purposes), the manufacturer shall submit a monitoring plan for approval. Cold Start Emission Reduction Strategy (e) (11) The OBD II system shall monitor the system for proper function of the commanded elements all MY 2009 and subsequent MY applications. Fault detection: Before any failure or deterioration of the individual components associated with the cold start emission reduction strategy causes tailpipe emissions increase (defined below). For 2012 and subsequent MY vehicles a malfunction shall be detected if either of the following occurs: When any single commanded element does not properly respond to the commanded action while the cold start strategy is active. Any failure or deterioration of the cold start emission reduction strategy that would cause a vehicle s tailpipe emission increase (defined below). o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful life standards. o For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). Air Conditioning System (e) (12) The OBD II System shall monitor all A/C parts related to the diagnostic strategy of any monitored system. If equipped with an engine control strategy that alters off-idle fuel and/or spark control when the A/C system is on, the OBD II system shall monitor all electronic A/C system 92

94 components for malfunction that cause the system to fail to invoke the alternate control while A/C is on or causes the system to invoke the alternate control while A/C is off. For malfunctions that result in the alternate control failing to be invoked while the A/C system is on, the appropriate emission standards shall be the SC03 emission standards. o For non-low Emission Vehicle III applications, the OBD II system shall detect a malfunction that causes a vehicle s emissions to exceed 1.5 times any of the appropriate applicable emissions standards. o For Low Emission Vehicle III applications, the OBD II system shall detect a malfunction that causes a vehicle s emissions to exceed any of the applicable emission thresholds (defined in tables at the end of this section). o Malfunction to be detected prior to any failure or deterioration in the capability of the VVT system to achieve commanded valve timing and/or control. Variable Valve Timing and/or Control System (e ) (13) Target error: within a crank angle or lift tolerance that would cause a vehicle s emissions to exceed tailpipe emission standards (defined below). Slow Response: within a time that would cause a vehicle s emissions to exceed tailpipe emission standards (defined below). o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful life standards. o For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). The OBD II System shall monitor the system for malfunctions that reduce the O 3- reduction performance. Direct Ozone Reduction (DOR) System (e) (14) Malfunction detection criteria depending on NMOG credit assigned to the DOR system, as calculated acc. to ARB MAC No For Low Emission Vehicle III applications: o For vehicles in which the NMOG credit assigned to the DOR system (as calculated in ARB MAC No ), is less than or equal to 5 mg/mi NMOG, the OBD II system shall detect a malfunction when the DOR system has no detectable amount of ozone reduction. o For vehicles in which the NMOG credit assigned to the DOR system (as calculated in ARB MAC No ), is greater 5 mg/mi NMOG, the OBD II system shall detect a malfunction when the performance of the DOR system deteriorates to a point where the difference between the NMOG credit assigned to the properly operating DOR system and the NMOG credit calculated for a DOR system performing at the level of the malfunctioning system exceeds 5 mg/mi NMOG. o The OBD II system shall monitor the system for malfunction of any electronic powertrain component/system providing input to or receiving commands from the on-board computer. Comprehensive Component Monitoring (e) (15) Input components: Lack of circuit continuity, out-of-range values, and rationality faults. Additional special criteria apply to crankshaft and cam shaft position sensor & alignment Output components: When proper functional response of the component and system to computer commands does not occur. Additional special criteria apply to idle speed control system monitoring. The OBD system shall monitor for malfunction any electronic powertrain component/system that either provides input to (directly or indirectly) or receives commands from an on-board computer or smart device, and: Can affect emissions, or 93

95 Used as part of the diagnostic strategy for any other monitored system or component. Each input to or output from a smart device that meets criterion above shall be monitored. Further detection or pinpointing of faults internal to the smart device is not required. Hybrids: Approval of monitoring plan needed which at minimum must include all energy input devices to the electrical propulsion system, battery and charging system performance, electric motor performance and regenerative braking performance. The OBD II system shall monitor an electronic powertrain component or system if any condition (e.g., deterioration, failure) of the component or the system could cause: Vehicle emissions to exceed any applicable standard, or An increase in vehicle emissions greater than 15 percent of the standard on the following test cycles: FTP test, 50 F FTP, HWFET, SC03, US06 cycle, Unified cycle. The emissions impact of the failure shall be determined by taking the mean of three or more emission measurements on a vehicle aged to represent full useful life with the component or system malfunctioning compared to the same testing without a malfunction present. 94

96 California Monitoring Requirements for OBD II Systems (Diesel) OBD Monitors NMHC Catalyst (f) (1) Monitoring Requirements & Criteria for Fault Detection, Fault Storage The OBD II System shall monitor the system for proper conversion capability of the NMHC-catalyst. Fault detection: o For Low Emission Vehicle II applications, 1.75 times NMHC of the applicable FTP full useful life standards. o For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). The OBD II System shall monitor the system for proper operation of the after treatment assistance functions. Fault detection: Catalyst used to generate an exotherm to assist PM-filter regeneration: o when the catalyst does not provide sufficient exotherm to achieve PM-filter regeneration For 2015 catalyst used to generate a feedgas constituency to assist an SCR system (e.g. to increase NO 2 upstream the SCR): o When the catalyst is unable to generate the necessary feedgas constituency. o This monitor will not be required if both of the following criteria are satisfied: No malfunction can cause emissions increase of5 percent or more for SULEV30 and SULEV20 vehicles, 20 percent or more for ULEV70 and ULEV50 vehicles, and 15 percent or more for all other vehicles No malfunction of the catalyst s feedgas generation ability can cause emissions to exceed the applicable full useful life NMHC, NO x (or NMOG+NO x, if applicable), CO, or PM standard as measured from an applicable emission test cycle. Catalyst located downstream of a PM-filter and used to convert NMHC during PMfilter regeneration: o No detectable amount of NMHC conversion capability. Catalyst located downstream of an SCR system, and used to prevent ammonia slip: o No detectable amount of NMHC, CO, NO x or PM conversion capability. The OBD II System shall monitor the system for proper conversion capability of the NO x converting catalyst. Fault detection when: o For Low Emission Vehicle II applications, 1.75 times any of the applicable FTP full useful life standards. o For Low Emission Vehicle III applications, the thresholds are any of the applicable threshold limits (defined in tables at the end of this section). NO x Converting Catalyst (f) (2) The OBD II System shall monitor the system for proper function of an active reductant injection system and related sensors and monitors. The OBDII system shall detect a malfunction prior to any failure or deterioration of the system to properly regulate reductant delivery that would cause a vehicle s NO X or NMHC emissions exceed the applicable OBD-threshold limits (see above) and If the catalyst uses a reductant other than the fuel used for the engine or uses a separate reservoir o When there is no longer sufficient reductant available. If the catalyst uses a reductant other than the fuel used for the engine or uses a separate reservoir: o When an improper reductant is used. If the vehicle is equipped with a feedback control of the reductant injection: 95

97 o The system fails to begin feedback as specified by the manufacturer. o Failure causes open loop or default operation. o Feedback control has used up all adjustment allowed by the manufacturer and cannot achieve the feedback target. The OBD II system shall detect a misfire malfunction when one or more cylinders are continuously misfiring. Misfire (f) (3) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring. o Not required to identify each of the misfiring cylinders individually through separate fault codes. The OBD II system shall detect a misfire malfunction when the percentage of misfire is equal to or exceeds five percent. The manufacturers shall evaluate the percentage of misfire in 1000 revolution increments. For passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, the OBD II system shall continuously monitor for misfire under the following conditions: o Under positive torque conditions up to75 percent of peak torque with engine speed up to 75 percent of the maximum engine speed, for 2010 through 2021 model year vehicles and 2022 and subsequent model year vehicles that are not included in the phase-in. o Under all positive torque engine speed conditions, for 20 percent of 2022 model year, 50 percent of 2023 model year, and 100 percent of 2024 model year vehicles, under all positive torque engine speed conditions. For medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the OBD II system shall continuously monitor for misfire under the following conditions: o Under positive torque conditions up to 75 percent of peak torque with engine speed up to 75 percent of the maximum engine speed, for 2010 through 2018 model year vehicles and 2019 and subsequent model year vehicles that are not included in the phase-in. o Under all positive torque engine speed conditions except within the following range: the engine operating region bound by the positive torque line, for 20 percent of 2019 model year, 50 percent of 2020 model year, and 100 percent of 2021 model year medium-duty vehicles Applies to: All combustion sensor or combustion quality sensor-equipped 2010 through 2015 model year medium-duty vehicles All combustion sensor or combustion quality sensor-equipped 2010 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard Passenger cars and light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard): o 20% of 2019 model year, 50% of 2020 model year, and 100% of 2021 model year passenger cars and light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard. Medium-duty diesel vehicles except MDPVs certified to a chassis dynamometer tailpipe emission standard) o 20% of 2016 model year, 50% of 2017 model year, and 100% of 2018 model year medium-duty vehicles. 96

98 The OBD II system shall monitor the system to determine its ability to comply with emission standards. Fuel system pressure control: Malfunction to be detected prior to any failure or deterioration that would cause: o For Low Emission Vehicle II applications; 1.5 times the applicable FTP NMHC, CO, or NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). Fuel System (f) (4) Injection quantity/injection timing: Malfunction of the fuel injection system to be detected when the system is unable to deliver the commanded quantity of fuel/resp. is unable to deliver fuel at the proper crank angle/timing necessary to maintain a vehicle s tailpipe emissions. Malfunction to be detected prior to any failure or deterioration that would cause: o For Low Emission Vehicle II applications, 1.5 times the applicable FTP NMHC, CO, or NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). Feedback control: Malfunction to be detected if the system fails to begin feedback as specified by the manufacturer, and if a failure causes open loop or default operation, and if the feedback control has used up all of the adjustment allowed by the manufacturer and cannot achieve the feedback target. The OBD II system shall monitor all exhaust gas sensors used for emission control system feedback, SCR control/feedback, NO x adsorber control/feedback, or as a monitoring device for proper output signal, activity response rate and any other parameter that can affect emissions. Fault detection: Exhaust Gas Sensor (f) (5) For sensors upstream of the exhaust aftertreatment: Sensor Performance Faults: Malfunction to be detected when the sensor voltage, resistance, impedance, current, response rate, amplitude, offset or other characteristics are no longer sufficient for use as an OBD II monitoring device or prior to any failure or deterioration of these components / characteristics that would cause a vehicle s emissions to exceed: o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC, CO, or NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). Circuit Faults: The OBD II system shall detect a malfunctions of the sensor caused by either a lack of circuit continuity or out-of-range values. Feedback Faults: Malfunction of the sensor to be detected when a sensor failure or deterioration causes the emission control system to stop using the sensor as a feedback input. 97

99 For sensors downstream of the exhaust aftertreatment: Sensor Performance Faults: Prior to any failure or deterioration of these components / characteristics that would cause a vehicle s emissions to exceed: o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC, CO, or 1.75 times the applicable NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). Circuit Faults: The OBD II system shall detect a malfunctions of the sensor caused by either a lack of circuit continuity or out-of-range values. Monitoring capability: To the extent feasible, the OBD II system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device. Sensor Heaters: Malfunction of the heater performance to be detected when the current or voltage drop in the heater circuit is no longer within the manufacturer s specified limits for normal operation or when open or short circuits are detected that conflict with the commanded state of the heater. NO x and PM Sensors: Malfunction of the sensor to be detected when a sensor failure or deterioration causes the emission control system to stop using the sensor as a feedback input. For sensors downstream of the exhaust aftertreatment: Sensor Performance Faults: Prior to any failure or deterioration of these components / characteristics that would cause a vehicle s emissions to exceed: o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC, CO, or 1.75 times the applicable NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. Circuit Faults: o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). The OBD II system shall detect a malfunctions of the sensor caused by either a lack of circuit continuity or out-of-range values. Monitoring capability: To the extent feasible, the OBD II system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device. 98

100 The OBD II system shall monitor the EGR system for low flow rate, high flow rate and slow response malfunctions. An EGR cooler shall be monitored for insufficient cooling malfunction. High/Low EGR flow: The OBDII system shall detect a malfunction of the EGR system, including a leaking EGR valve, at or prior to a decrease from the manufacturer s specified EGR flow rate that would cause a vehicle s tailpipe emissions to exceed: o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC, CO, or 1.75 times the applicable NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). EGR System (f) (6) Slow Response Malfunction shall be detected at or prior to any failure or deterioration in the capability of the EGR system to achieve the commanded flow rate within a manufacturerspecified time that would cause a vehicle s tailpipe emissions to exceed: o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC, CO, or 1.75 times the applicable NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). EGR catalyst: No detectable amount of constituent oxidation; monitor not required upon proof that there is no measurable emission impact on the criteria pollutants. Feedback Control: Vehicles equipped with feedback or feed-forward control of the EGR system, the OBD II system shall detect a malfunction: o If the system fails to begin control within a manufacturer specified time interval; o If a failure or deterioration causes open loop or default operation; or o If the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and cannot achieve the target. EGR cooler performance: The OBDII system shall detect a malfunction of the EGR system cooler at or prior to a reduction from the manufacturer s specified cooling performance that would cause a vehicle s tailpipe emissions to exceed: o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC, CO, or 1.75 times the applicable NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). 99

101 For 2010 and subsequent MY vehicles the OBD II system shall monitor the boost pressure control system for under and over boost malfunctions. VTG systems shall be monitored for slow response and charge air cooler systems shall be monitored for cooling system performance malfunctions. Overboost/Underboost: The OBDII system shall detect a malfunction of the boost pressure control system at or prior to a decrease from the manufacturer s commanded boost pressure that would cause a vehicle s NMHC, CO, NO X and PM tailpipe emissions to exceed OBD threshold limits (defined below). Slow response: Malfunction to be detected at or prior to any failure or deterioration in the capability of the system to achieve the commanded turbocharger geometry within a manufacturerspecified time that would cause a vehicle s NMHC, CO, NO x and PM emissions to exceed OBD threshold limits (defined below). Boost Pressure Control (f) (7) Charge air undercooling: Malfunction to be detected at or prior to a decrease from the manufacturer-specified cooling rate that would cause a vehicle s NMHC, CO, NO x and PM tailpipe emissions to exceed OBD threshold limits (defined below). Feedback Control: Vehicles equipped with feedback or feed-forward control of the boost pressure system (e.g., control of VGT position, turbine speed, manifold pressure), the OBD II system shall detect a malfunction: o If the system fails to begin control within a manufacturer specified time interval; o If a failure or deterioration causes open loop or default operation; or o If the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and cannot achieve the target. Malfunction to be detected at or prior to a decrease from the manufacturer-specified cooling rate that would cause a vehicle s NMHC, CO, NO x and PM tailpipe emissions to exceed OBD threshold limits (defined below). OBD threshold limits: For Low Emission Vehicle II applications, 1.75 times the applicable FTP NMHC, or NOx standards for 2013 and subsequent model year vehicles. For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). 100

102 The OBD II System shall monitor the system for proper performance of the NO x adsorber and of an active injection system and related sensors and monitors. NO x adsorber capability: Malfunction to be detected when the NO x adsorber capability decrease to the point that would cause a vehicle s NO x or NMHC tailpipe emissions to exceed tailpipe emission standards 1.75 times. Active/intrusive injection: For systems that utilize active/intrusive injection (e.g.in-cylinder post fuel injection, inexhaust air-assisted fuel injection) to achieve desorption of the NO x adsorber, the OBD II system shall detect a malfunction if any failure or deterioration of the injection system s ability to properly regulate injection causes the system to be unable to achieve desorption of the NO x adsorber. NO x Adsorber (f) (8) Feedback Control: Vehicles equipped with feedback or feed-forward control of the of the NO x adsorber or active/intrusive injection system (e.g., feedback control of injection quantity, time), the OBD II system shall detect a malfunction: o If the system fails to begin control within a manufacturer specified time interval; o If a failure or deterioration causes open loop or default operation; or o If the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and cannot achieve the target. Malfunction to be detected at or prior to a decrease from the manufacturer-specified cooling rate that would cause a vehicle s NMHC, CO, NO x and PM tailpipe emissions to exceed OBD threshold limits (defined below). OBD threshold limits: For Low Emission Vehicle II applications, 1.75 times the applicable FTP NMHC, or NO x standards for 2013 and subsequent model year vehicles. For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). The OBD II System shall monitor the system for proper performance of the PM filter. Filtering performance: Malfunction to be detected prior to a decrease in the filtering capability that would cause a vehicle> s PM emissions to exceed tailpipe emission standards 1.75 times PM Filter (f) (9) Frequent regeneration: For 2010 and subsequent MY vehicles the OBD II system shall detect a malfunction when PM filter regeneration occurs more frequently than the manufacturer-specified regeneration frequency such that it would cause a vehicle s emissions to exceed its tailpipe emission standards 1.5 times for NMHC, CO, or NO x. Malfunction criteria postponed from 2010 to 2015 model year (PVs, LDTs and MDPVs certified on a chassis dynamometer) and from 2013 to 2015 for MDVs certified on an engine dynamometer. Incomplete regeneration: For 2010 and subsequent MY vehicles the OBD II system shall detect a regeneration malfunction when the PM filter does not properly regenerate under manufacturerdefined conditions where regeneration is designed to occur. Catalyzed PM filter NMHC conversion: 101

103 For 2015 and subsequent MY vehicles the OBD II system shall detect a malfunction when the NMHC conversion capability decreases to the point that NMHC tailpipe emissions exceed the limits mentioned under frequent regeneration. o If no failure or deterioration of the NMHC conversion capability could result in a vehicle s emissions exceeding the emission levels, OBD II system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability. OBD threshold limits: For Low Emission Vehicle II applications,1.75 times the applicable FTP NMHC. For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). This monitor will not be required, if both of the following criteria are satisfied: No malfunction of the considered capability/functionality can cause emissions o Increase by 15% or more of the applicable full useful life standard as measured from an applicable emission test cycle, and o Exceed above referred standard Feedgas generation: For 2016 and subsequent MY vehicles similar monitoring as for the feedgas monitor of the NMHC catalyst applies Missing substrate: The OBD II system shall detect a malfunction if either the PM filter substrate is completely destroyed, removed or missing, or if the PM filter assembly is replaced with a muffler or a straight pipe. Active/intrusive injection: For systems that utilize active/intrusive injection (e.g.in-cylinder post fuel injection, inexhaust air-assisted fuel injection) to achieve regeneration of the PM filter, the OBD II system shall detect a malfunction if any failure or deterioration of the injection system s ability to properly regulate injection causes the system to be unable to achieve regeneration of the PM filter. Feedback Control: Vehicles equipped with feedback or feed-forward control of the boost pressure system (e.g., control of VGT position, turbine speed, manifold pressure), the OBD II system shall detect a malfunction: o If the system fails to begin control within a manufacturer specified time interval; o If a failure or deterioration causes open loop or default operation; or o If the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and cannot achieve the target. For all 2004 through 2024 model year vehicles, the following criteria apply for CV system monitoring: Crankcase Ventilation (f) (10) The OBD II system shall detect a malfunction of the CV system when a disconnection of the system occurs between the crankcase and the CV valve, or between the CV valve and the intake ducting. Monitoring is not required if: o Disconnection in the system results in a rapid loss of oil or other overt indication of a CV system malfunction. o Disconnection cannot be made without first disconnecting a monitored portion of the system. o Subject to Executive Officer approval, system designs that utilize tubing between the valve and the crankcase. 102

104 o Disconnections unlikely to occur due to a CV system design that is integral to the induction system or to the engine (e.g., internal machined passages rather than tubing or hoses). For all 2025 and subsequent model year vehicles, the following criteria apply for CV system monitoring: Detect a CV system malfunction of any hose, tube, or line that transports crankcase vapors when the system contains a disconnection or break equal to or greater than the smallest internal cross-sectional area of that hose, tube, or line. o Manufacturers are not required to detect disconnections or breaks of any CV system hose, tube, or line if said disconnection or break: Causes the vehicle to stall immediately during idle operation; or Is unlikely to occur due to a CV system design that is integral to the induction system (e.g., machined passages rather than tubing or hoses); Results in a rapid loss of oil or other overt indication of a CV system malfunction such that the vehicle operator is certain to respond and have the vehicle repaired; or Occurs downstream of where the crankcase vapors are delivered to the air intake system. The OBD II System shall monitor the engine cooling system for proper operation. Thermostat malfunction to be detected within an ARB-approved time interval after starting the engine under either of the following conditions: Coolant temperature does not reach the highest temperature required by the OBD II system to enable other diagnostics, or Coolant temperature does not reach a warmed-up temperature within 20 F of the manufacturer s nominal thermostat regulating temperature. After the coolant temperature has reached the temperatures indicated above, if the coolant temperature drops below the required temperature (continuous monitoring). Engine Cooling System (f) (11) ECT sensor: Malfunction to be detected for: Circuit continuity, out-of-range values, and rationality faults. ECT sensor does not achieve temperature required to begin closed-loop or feed-back operation of emission-related engine controls. ECT sensor inappropriately indicates a temperature: stuck in a range either below the highest minimum or above the lowest maximum enable temperature for other OBD monitors. For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles that use an engine and/or engine component temperature sensor or system in addition to the cooling system and ECT sensor (including systems that use more than one thermostat or flow control device to regulate different temperatures in different cooling circuits and use input from at least two temperature sensors in separate cooling circuits for an indication of engine operating temperatures for emission control purposes), the manufacturer shall submit a monitoring plan for approval. 103

105 Cold Start Emission Reduction Strategy (f) (12) For all MY 2010 and subsequent MY vehicles and subsequent MY vehicles the OBD II system shall monitor the commanded elements for proper function while the control strategy is active to ensure proper operation of the control strategy. Malfunction shall be detected if either of the following occurs: When any single commanded element does not properly respond to the commanded action while the cold start strategy is active. Any failure or deterioration of the cold start emission reduction control strategy that would cause a vehicle to exceed: o Tailpipe emission standards 1.5 times the applicable FTP NMHC, CO, or NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). OBD II system shall monitor the VVT system on vehicles so-equipped for target error and slow response malfunctions. Detected prior to any failure or deterioration in the capability of the VVT system to achieve commanded valve timing and/or control within a crank angle or lift tolerance. Variable Valve Timing and/or Control System (f) (13) Target error: within a crank angle or lift tolerance that would cause a vehicle s emissions to exceed: o 1.5 times the applicable FTP NMHC, CO, or NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). Slow Response: within a time that would cause a vehicle s emissions to exceed: o 1.5 times the applicable FTP NMHC, CO, or NO x standards or 2.0 times the applicable FTP PM standard for 2013 and subsequent model year vehicles. o For Low Emission Vehicle III applications, any of the applicable NMOG+NO x, CO, or PM emission thresholds (defined in tables at the end of this section). Air Conditioning System (f) (14) The OBD II System shall monitor all A/C parts related to the diagnostic strategy of any monitored system. The OBD II system shall monitor all electronic A/C system components for malfunction that cause the system to fail to invoke the alternate control while A/C is on or causes the system to invoke the alternate control while A/C is off. For malfunctions that result in the alternate control failing to be invoked while the A/C system is on, the appropriate emission standards shall be the SC03 emission standards. o For non-low Emission Vehicle III applications, the OBD II system shall detect a malfunction that causes a vehicle s emissions to exceed 1.5 times any of the appropriate applicable emissions standards. For Low Emission Vehicle III applications, the OBD II system shall detect a malfunction that causes a vehicle s emissions to exceed any of the applicable emission thresholds (defined in tables at the end of this section). 104

106 The OBD II system shall monitor the system for malfunction of any electronic powertrain component/system providing input to or receiving commands from the onboard computer. Input components: Lack of circuit continuity, out-of-range values, and rationality faults. Additional special criteria apply to crankshaft and cam shaft position sensor & alignment Output components: When proper functional response of the component and system to computer commands does not occur. Additional special criteria apply to idle speed control system, glow plug/intake air heaters, and wait-to-start lamp circuit monitoring. Fuel system tolerance compensation shall be monitored from MY 2015 to ensure the proper compensation is being used. Comprehensive Component Monitoring (f) (15) Hybrids: Approval of monitoring plan needed which at minimum must include all energy input devices to the electrical propulsion system, battery and charging system performance, electric motor performance and regenerative braking performance. For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year diesel vehicles: Monitor for malfunction any electronic powertrain component/system not otherwise described. that either provides input to (directly or indirectly) or receives commands from an on-board computer or smart device, and: Can affect emissions as determined by the criteria in section Used as part of the diagnostic strategy for any other monitored system or component, or Used as part of an inducement strategy The OBD II system shall monitor an electronic powertrain component or system if any condition (e.g., deterioration, failure) of the component or the system could cause: Vehicle emissions to exceed any applicable standard, or An increase in vehicle emissions greater than 15 percent of the standard on the following test cycles: FTP test, 50 F FTP, HWFET, SC03, US06 cycle, Unified cycle. The emissions impact of the failure shall be determined by taking the mean of three or more emission measurements on a vehicle aged to represent full useful life with the component or system malfunctioning compared to the same testing without a malfunction present. 105

107 California LEV III OBD threshold limits for Gasoline Vehicles Exhaust Standards LEV III Thresholds for Gasoline Monitor Thresholds (except catalyst monitor) Catalyst Monitor Threshold Vehicle Type Vehicle Emission Category NMOG + NO x Mult. CO Mult. PM Mult. PM THD (mg/mi) NMOG + NO x Mult. Passenger Cars, Light-Duty Trucks, and Chassis Certified MDPVs LEV160 ULEV125 ULEV70 ULEV50 SULEV30 SULEV N/A Chassis Certified MDVs (except MDPVs) All Medium-Duty Vehicle Emission Categories Applies to 2019+MY LEV III vehicles 2.Applies to 2019+MY LEV III vehicles not included in the phase-in of the PM standards set forth in title 13, CCR section (a)(2)(B)2 3. Applies to 2019+MY LEV III vehicles included in the phase-in of the PM standards set forth in title 13, CCR section (a)(2)(B)2 4. Have an interim in-use threshold of 2.50 the first three years a ULEV50 or ULEV70 is certified through 2019MY. 5. SULEV20 vehicles may use a 3.25 NMOG + NOx threshold for the first 3 years a vehicle is certified, but no later than the 2025MY. California LEV III OBD threshold limits for Diesel Vehicles 106 Exhaust Standards Vehicle Type Passenger Cars, Light-Duty Trucks, and Chassis Certified 2016MY- 2018MY Chassis Certified MDVs (except MDPVs) 2019+MY Chassis Certified MDVs (except MDPVs) Vehicle Emission Category LEV160 ULEV125 ULEV70 ULEV50 SULEV30 SULEV20 7 All MDV Emission Categories All MDV Emission Categories Monitor Thresholds 1 NMO G + NOx Mult. CO Mul t. LEV III Thresholds for Diesel PM Mult. Aftertreatment Monitor Thresholds 2 NMOG + NOx Mult. CO Mult. 3 PM Mult. DPF Filtering Performance Monitor Threshold NMOG + NO x Mult CO Mult N/A N/A N/A N/A or or PM Mult. PM THD (mg/m i) N/A Applies to (f)(3.2.5), (f)(4)-(f)(7), (f)(9.2.2), (f)(12)-(f)(13) 2. Applies to (f)(1)-(f)(2), (f)(8), and (f)(9.2.4)(a) 3. Applies to 2019+MY LEV III Vehicles 4. Applies to vehicles not included in the phase-in of the PM standards set forth in title 13, CCR section (a)(2)(B)2 5. Applies to vehicles included in the phase-in of the PM standards set forth in title 13, CCR section (a)(2)(B)2 6. Have an interim in-use threshold of 2.50 the first three years a ULEV50 or ULEV70 is certified through 2019MY. 7. SULEV20 vehicles may use a 3.25 NMOG + NOx threshold for the first 3 years a vehicle is certified, but no later than the 2025MY

108 Federal Fuel Economy Regulations The National Highway Traffic Safety Administration (NHTSA) on behalf of the Department of Transportation establishes Corporate Average Fuel Economy (CAFE) standards that require manufacturers to meet certain fuel efficiency levels for their fleet of new passenger cars and light trucks sold in the U.S. The standards are intended to reduce U.S. dependence on foreign oil by decreasing gasoline consumption. Fuel economy values are calculated from the emissions generated during the UDDS and highway test using a carbon balance equation. The combined fuel economy is a harmonically weighted average of the city (55%) & highway (45%) fuel economy (mpg) values. Separate calculations are made for passenger cars and light-duty trucks. For passenger cars, separate calculations are made for domestic (at least 75 percent U.S./ Canada/Mexico content) and imported vehicles. Federal CAFE & Greenhouse Gas Requirements CAFE Requirements for 2011 and earlier Model Years Passenger Cars A CAFE standard of 27.5 mpg was in place through MY Light Trucks The CAFE standard for Light Trucks has been increased by NHTSA from 20.7 mpg in MY 2004 to 21.0/21.6/22.2 mpg in the 2005/2006/2007 model years, respectively. For the 2008 through 2011, NHTSA has promulgated new CAFE standards under a reformed system. Reformed Standards The reformed fuel economy standards are based on a vehicle attribute referred to as footprint, i.e. the product of multiplying a vehicle s wheelbase by its track width. A target level of fuel economy is established for each increment in footprint. Smaller footprint vehicles have higher targets and larger ones have lower targets. The fuel economy target level for each individual manufacturer in each particular model year is calculated as the harmonic average of the fuel economy targets for the manufacturer's vehicles, weighted by the distribution of the production volumes among the footprint increments. These standards applied to Light Duty Trucks MYs and Passenger Cars MY

109 The required fuel economy level is defined according to the following formula: Required Fuel Economy Level = N N i i T i Where: N is the total number (sum) of trucks produced by a manufacturer Ni is the number (sum) of the i th model light truck produced by the manufacturer Ti is the fuel economy target of the i th model light truck, which is determined according to the following formula rounded to the nearest hundredth: 1 T = 1 a + (1 b 1 a ) (x c) e d 1 + e (x c) d Where: T = Fuel economy target for a given model a, b, c, and d are the MY specific coefficients from the table below e = mathematical constant x = foot print of vehicle (in square feet rounded to the nearest tenth) Parameters for the Passenger Automobile Fuel Economy Targets MY 2011 Model year a (mpg) b (mpg) c (gal/mi/ft 2 ) d (gal/mi) Parameters for the Light Truck Fuel Economy Targets for MYs Model year a (mpg) b (mpg) c (gal/mi/ft 2 ) d (gal/mi) CAFE and Greenhouse Gas Requirements for Model Years In 2010, NHTSA and EPA issued a joint final rule establishing a new coordinated National Program in order to improve fuel economy and reduce greenhouse gas (GHG) emissions of model year 2012 through 2016 passenger cars, light trucks. NHTSA and EPA s parallel standards are expressed as mathematical functions depending on vehicle footprint. Footprint is determined by multiplying the vehicle s wheelbase by the vehicle s average track width. The standards that must be met by each manufacturer s fleet are determined by computing the sales-weighted average (harmonic average for CAFE) of the targets applicable to each of the manufacturer s passenger cars and light trucks. This means each manufacturer has a GHG and CAFE target unique to its fleet, depending on the footprints of the vehicle models produced by that manufacturer. A manufacturer has separate footprint-based standards for cars and for trucks. Generally, larger vehicles (i.e., vehicles with larger footprints) are subject to less stringent standards (i.e., higher CO2 grams/mile standards and lower CAFE standards) than smaller vehicles. NHTSA s and EPA s respective standards are shown in the following table (and described in more detail in the chapters below), reflecting the agencies projection of the corresponding fleet levels that will result from these footprint-based curves. 108

110 Projected Fleet-Wide Emissions Compliance Levels under the Footprint-Based CO2 Standards [g/mi] and corresponding CAFE Standards [mpg] Passenger Cars Light Trucks [g/mi] Combined Cars & Trucks Passenger Cars Light Trucks [mpg] Combined Cars & Trucks NHTSA CAFE Standards For passenger cars and light trucks, NHTSA finalized CAFE standards defined by the following coefficients during MYs : Coefficients defining Final MY Fuel Economy Targets for Passenger Cars: Coefficient a [mpg] b [mpg] c [gpm/sqf] d [gpm] Parameters for the Light Truck Fuel Economy Targets for MYs Model year a (mpg) b (mpg) c (gal/mi/ft 2 ) d (gal/mi) For passenger cars and light trucks, NHTSA CAFE standards are defined by the following coefficients during MYs : Parameters for the Light Truck Fuel Economy Targets for MYs Model year a b c d e f g h (mpg) (mpg) (gal/mi/ft 2 ) (gal/mi) (mpg) (mpg) (gal/mi/ft 2 ) (gal/mi)

111 CAFE Fines Fines for not meeting the required CAFE limits are set at $5.50 per one tenth of mpg per vehicle produced by the manufacturer. EPA Greenhouse Gas Standards The standards are described mathematically by a family of piecewise linear functions (with respect to vehicle footprint). The form of the function is as follows: Where, CO2 = a, if x l CO2 = cx + d, if l < x h CO2 = b, if x > h CO2 = the CO2 target value for a given footprint (in g/mi) a = the minimum CO2 target value (in g/mi) b = the maximum CO2 target value (in g/mi) c = the slope of the linear function (in g/mi per sq. ft.) d = is the zero-offset for the line (in g/mi CO2) x = footprint of the vehicle model (in square feet, rounded to the nearest tenth) l & h are the lower and higher footprint limits, constraints, or the boundary ( kinks ) between the flat regions and the intermediate sloped line EPA s parameter values that define the family of functions for the CO2 fleet-wide average car and truck standards are as follows: Parameter Values for Cars a b c d Lower Constrain t Model Year and later Upper Constraint 110

112 Parameter Values for Trucks a b c d Lower Constraint Model Year and later Upper Constraint The passenger car requirements are projected to increase in stringency from 263 to 225 grams per mile between model year 2012 and model year Similarly, fleet-wide CO2 emission level requirements for trucks are projected to increase in stringency from 346 to 298 grams per mile. EPA projects that the average light vehicle (combined car and truck) tailpipe CO2 compliance level in model year 2012 will be 295 grams per mile while the average vehicle tailpipe CO2 emissions compliance level for the model year 2016 standard is projected to be 250 grams per mile, corresponding to 35.5 mpg in model year 2016, if all reductions were made through fuel economy improvements. EPA's Program Flexibilities The EPA standards are numerically more stringent than the NHTSA standards in order to take into account the fact that EPA will provide a number of flexibility mechanisms, especially credits for advanced air-condition systems: Air Condition System (A/C) Credits: EPA is allowing auto manufacturers to earn credits toward the fleet-wide average CO2 standards for improving air conditioning systems, such as reducing both hydrofluorocarbon (HFC) refrigerant losses (i.e. system leakage) and indirect CO2 emissions related to the increased load on the engine. Flex-fuel and Alternative Fuel Vehicle Credits: EPA is allowing Flex- Fuel Vehicle or FFV credits in line with NHTSA limits during model years 2012 to After model year 2015, EPA will determine alternative fuel vehicle emission values based on a vehicle s actual emissions while operating on gasoline as well as on the alternative fuel and require a demonstration of actual alternative fuel use. Advanced Technology Credits: Manufacturers who produce advanced technology vehicles will be able to assign a zero gram per mile CO2 emissions value to the first 200,000 vehicles sold in model years (for PHEVs, the zero gram per mile value applies only to the percentage of miles driven on grid electricity), or 300,000 vehicles for manufacturers that sell 25,000 advanced technology vehicles or more in model year Off-Cycle Innovative Technology Credits: A credit opportunity is provided for new and innovative technologies that reduce vehicle CO2 emissions, but whose CO2 reduction benefits are not captured over the 2-cycle test procedure used to determine compliance with the fleet average standards (i.e. off-cycle ). Eligible technologies include those that are used in one or more current vehicle models, but that are not yet in widespread use in the light-duty fleet. Early Credits: Manufacturers were allowed to generate early credits in model years Credits may be generated through early additional fleet average CO2 reductions, early A/C system improvements, early advanced technology vehicle credits, and early off-cycle credits. 111

113 CAFE and Greenhouse Gas (GHG) Requirements for Model Years In October 2012, the U.S. Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) published a final rule to extend the National Program of harmonized greenhouse gas and fuel economy standards to model year 2017 through 2025 lightduty vehicles. CARB has harmonized the California GHG standards with the EPA Federal standards so that a manufacturer may elect to demonstrate compliance with the California requirements by demonstrating compliance with the 2017 through 2025 MY National greenhouse gas program, i.e. complying with the federal regulations will be deemed in compliance with the California regulations. As shown in Table 1 below, the proposed passenger car requirements are projected to increase in stringency from 213 to 144 grams per mile between model year 2017 and model year 2025 and the requirements for trucks are projected to increase from 295 to 203 grams per mile. EPA projects that the average fleet wide (i.e. all passenger cars, light-duty trucks, and medium duty passenger vehicles) CO2 compliance level in model years 2017 and 2025 will be 243 grams per mile and 163 grams per mile, respectively, if all reductions were made through fuel economy improvements. Estimated Average Emissions Compliance Targets under Proposed Footprint-Based CO2 Standards 1 Model Year Passenger Cars Light Trucks [g/mi] Combined Cars & Trucks 1 Standards are footprint based and the fleet projections and distributions change slightly with each update of our projects. The actual target levels for any model year will not be known until the end of that model year based on actual vehicle sales. 112

114 Estimated Average Required Fleet-Wide Fuel Economy (mpg) under Proposed Footprint-Based CAFE Standards 1 Model Year 2016 base Passenger Cars Light Trucks Combined Cars & Trucks Standards are footprint based and the fleet projections and distributions change slightly with each update of our projects. The actual target levels for any model year will not be known until the end of that model year based on actual vehicle sales. Figures 1 and 2 show the actual footprint curves for cars and trucks. For PCs, the CO2 compliance values associated with the footprint curves would be reduced on average by 5 % per year from the MY 2016 projected passenger car industry-wide compliance level through model year For LDTs, the proposed average annual rate of CO2 emissions reduction in MYs 2017 through 2021 is 3.5 % per year and for MYs 2022 through 2025 it is 5 % per year. GHG Program Flexibilities All of the compliance flexibilities provided in the MY GHG program are being continued in identical or similar fashion. In addition, the agencies included the following possibilities in the final rule: Fungibility of Credits: EPA provides a one-time CO2 credit carry-forward beyond five years, such that any CO2 credits generated from MY 2010 through 2016 will be able to be used any time through MY Air Conditioning System Credits: Manufacturers may generate credits by implementing specific air conditioning system technologies designed to reduce air conditioning refrigerant leakage over the useful life of their passenger automobiles and/or light trucks. Off-Cycle Credits: The final rule contains a list of technologies that receive specific offcycle credits. These include high efficiency exterior lighting, engine heat recovery, solar roof panels, active aerodynamic improvements, engine start-stop, electric heater circulation pumps, active transmission warm-up, active engine warm-up and solar control. Automakers can apply for additional credits, provided they have the supporting data, up to a 10 g/mile fleet-wide credit cap. 113

115 Air Conditioning and Off-Cycle Technologies 114 Credit Cars [g/mi] Credit Light Trucks [g/mi] Reducing Leakage of Air Conditioning Refrigerant Up to 13.8 Up to 17.2 High Efficiency Exterior Lighting Up to 1.0 Up to 1.0 Waste Heat Recovery (at 100 W, scalable) Solar Roof Panels (for 75 W, battery charging only) Solar Roof Panels (for 75 W, active cabin ventilation plus battery charging ) Active Aerodynamic Improvements (scalable) Engine Idle Start-Stop with heater circulation system Engine Idle Start-Stop without heater circulation system Active Transmission Warm-Up Active Engine Warm-Up Solar/Thermal Control Up to 3.0 Up to 4.3 For non-listed technologies, the rule contains a detailed application process and a 60-day deadline for EPA to make a decision once a manufacturer submits a complete application. Also, for the first time, the agencies allow manufacturers to generate CAFE credits based on the use of off-cycle technologies beginning in MY CO2 credits for advanced technology vehicles Electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles that are certified and produced for U.S. sale, where U.S. means the states and territories of the United States, in the 2012 through 2025 model years may use a value of zero (0) grams/mile of CO2 to represent the proportion of electric operation of a vehicle that is derived from electricity that is generated from sources that are not onboard the vehicle, as specified below. Model years 2012 through 2016: The use of zero (0) grams/mile CO2 is limited to the first 200,000 combined electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles produced for U.S. sale for a manufacturer that produces less than 25,000 such vehicles for U.S. sale in the 2012 model year. A manufacturer that produces 25,000 or more such vehicles for U.S. sale in the 2012 model year shall be subject to a limitation on the use of Zero (0) grams/mile CO2 to the first 300,000 combined electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles produced and delivered for sale by a manufacturer in the 2012 through 2016 model years. Model years 2017 through 2021: For electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles produced for U.S. sale, where U.S. means the states and territories of the United States, in the 2017 through 2021 model years, such use of zero (0) grams/mile CO2 is unrestricted. Model years 2022 through 2025: The use of zero (0) grams/mile CO2 is limited to the first 200,000 combined electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles produced for U.S. sale by a manufacturer in the 2022 through 2025 model years, except that a manufacturer that produces for U.S. sale 300,000 or more such vehicles in the 2019 through 2021 model years shall be subject to a limitation on the use of zero (0) grams/mile CO2 to the first 600,000 combined electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles produced for U.S. sale by a manufacturer in the 2022 through 2025 model years.

116 For electric vehicles, plug-in hybrid electric vehicles, fuel cell vehicles, dedicated natural gas vehicles, and dual-fuel natural gas vehicles that are certified and produced for U.S. sale in the 2017 through 2021 model years, the manufacturer may use the production multipliers when determining the manufacturer's fleet average carbon-related exhaust emissions. Production Multipliers for BEVs, FCVs and PHEVs Model Year BEVs and FCVs PHEVs a a) The minimum all-electric driving range that a plug-in hybrid electric vehicle must have in order to qualify for use of a production multiplier is 10.2 miles on its nominal storage capacity of electricity when operated on the highway fuel economy test cycle. Incentives for Game Changing Technologies Performance for Full-Size Pickup Trucks EPA is providing a CO2 credit and an equivalent fuel consumption improvement value in the CAFE program for manufacturers that employ significant quantities of hybridization on full size pickup trucks, by including a per-vehicle CO2 credit and fuel consumption improvement value available for mild and strong HEVs, provided the manufacturer meets minimum fleet penetration rates for these technologies. Mild HEVs will be eligible for a per-vehicle CO2 credit of 10 g/mi (equivalent to gallon/mile for a gasoline-fueled truck) during MYs To be eligible a manufacturer has to show that the mild hybrid technology is utilized in a specified portion of its truck fleet beginning with at least 20% of a company s full-size pickup production in MY 2017 and ramping up to at least 80% in MY Strong HEV pickup trucks will be eligible for a 20 g/mi credit ( gallon/mile) during MYs if the technology is used on at least 10% of a company s full-size pickups in that model year. This HEV credit cannot be combined with the Production Multipliers for BEVs, FCVs and PHEVs mentioned in the CO2 credits for advanced technology vehicles section of this document. Alternatively, EPA is also providing a CO2 credit and equivalent fuel consumption improvement value for full size pickup trucks that achieve a significant CO2 reduction below/fuel economy improvement above the applicable target. To avoid double-counting, no truck will receive credit under both the HEV (above) and this performance-based approach. Eligible pickup trucks certified as performing 15 percent better than their applicable CO2 target will receive a 10 g/mi credit ( gallon/mile), and those certified as performing 20 percent better than their target will receive a 20 g/mi credit ( gallon/mile). Treatment of Compressed Natural Gas (CNG), Plug-in Hybrid Electric Vehicles (PHEVs): The Society of Automotive Engineers utility factor methodology (based on vehicle range on the alternative fuel and typical daily travel mileage) is used to determine the assumed percentage of operation on gasoline and percentage of operation on the alternative fuel for both PHEVs and bifuel CNG vehicles, along with the CO2 emissions test values on the alternative fuel and gasoline. 115

117 Gas Guzzler Tax The Gas Guzzler Tax is imposed on manufacturers on the sale of new model year passenger cars whose fuel economy fails to meet the following limits. The following Tax Schedule (in effect since January 1, 1991) applies: Fuel Economy Labels 116 Gas Guzzler Groups [mpg] Tax Rate [US $] at least 22.5 mpg no tax at least 21.5 but less than ,000 at least 20.5 but less than ,300 at least 19.5 but less than ,700 at least 18.5 but less than ,100 at least 17.5 but less than ,600 at least 16.5 but less than ,000 at least 15.5 but less than ,700 at least 14.5 but less than ,500 at least 13.5 but less than ,400 at least 12.5 but less than ,400 less than ,700 Since 1985, the fuel economy test results have been adjusted for purposes of the sales labels: Manufacturers must incorporate fuel economy test results from the US06, SC03 and Cold FTP cycles into the label estimates ( 5-cycle formula ). In 2011, EPA and NHTSA revised fuel economy and environmental label designs for both conventional as well as advanced technology vehicles of 2013 and later model years. Labels for Gasoline and Diesel Vehicles (see Picture 1) contain the following information: Fuel Economy: Miles per gallon (MPG) estimates. The combined City/Highway estimate is the most prominent to allow quick and easy comparison to other vehicles. Electric fuel efficiency is shown in miles per gallon equivalent (MPGe). MPGe is based on energy content that can be used to compare across different vehicle technologies and fuels. Comparable Fuel Economy: Information to compare the vehicle s fuel economy to other vehicles in the same category (e.g., among all small SUVs) and to find out the highest fuel economy among all vehicles. Fuel Consumption Rate: The estimated rate of fuel consumption, in gallons per 100 miles, for combined city and highway driving. Unlike MPG, consumption relates directly to the amount of fuel used, and thus to fuel expenditures. Fuel Economy and Greenhouse Gas Rating: One-to-ten rating comparing the vehicle s fuel economy and tailpipe carbon dioxide (CO2) emissions to those of all other new vehicles, where a rating of 10 is best. CO2 Emissions Information: Tailpipe CO2 emissions in grams per mile for combined city and highway driving and the emissions of the vehicle with lowest CO2 emissions. Smog Rating: A one-to-ten rating based on exhaust emissions that contribute to air pollution.

118 Fuel Costs: An estimate of how much more (or less) the vehicle will cost to fuel over five years relative to the average new vehicle, as well as its estimated annual fuel cost. Web: The web site, provides additional information and tools that allow consumers to compare different vehicles. Smartphone Interactive Tool: A symbol (also known as a QR Code ) that smartphones can read to reach a website that will provide additional and customizable information about the vehicle. Picture 1: Fuel Economy Label California Fuel Economy Regulations On June 30, 2009, the EPA granted California the necessary waiver of Federal pre-emption to allow the implementation of California s GHG regulation starting in model year California has established greenhouse gas emissions fleet average requirements, but committed to allowing automakers who show compliance with the national greenhouse gas program to be deemed in compliance with the California requirements and has, therefore, revised its AB 1493 regulations accordingly. California has adopted amendments for MY which are in compliance with the federal EPA standards. Since then, CARB, EPA and NHTSA are developing fuel economy and GHG standards for MY Test Cycles Emission, fuel economy and OBD compliance testing requires demonstration utilizing pre-defined driving cycles. The EPA Urban Dynamometer Driving Schedule (UDDS), Highway Fuel Economy Test Cycle (HWFET), US06, and SC03 driving schedules are used in the determination of Fuel economy, CO2 emissions, and carbon-related exhaust emission calculations. The drive cycles are run various combinations, with the results of each test individually weighted and averaged. 117

119 The New York City Cycle (NYCC) is used in combination with the UDDS during evaporative emissions running loss tests. The Unified Cycle (developed by the California Air Resource Board) can be used in place of the UDDS to demonstrate OBD monitor compliance. FTP Testing The Federal Test Procedure (FTP) is a defined set of procedures for vehicle testing. The FTP drive cycle is based on the Urban Dynamometer Driving Sequence (UDDS). The complete test consists of 3 portions: a Cold Transient Phase of 505 seconds after cold start (at 20 C) of the engine, a Stabilized Phase of 867 seconds and, after a 10 minute soak time, a repetition of the first 505 seconds of the UDDS with the fully warmed-up vehicle. City Cycle (UDDS) The Highway Fuel Economy Test Cycle (HWFET) The Highway Fuel Economy Driving Schedule represents highway driving conditions under 60 mph. The cycle is driven twice; the first run is for preconditioning. Highway Cycle Test Average Speed Max. Speed Distance Time [mph] [km/h] [mph] [km/h] [miles] [km] [s] Complete FTP UDDS HW-Cycle

120 SFTP testing: To more accurately reflect in-use driving patterns, an additional Supplemental Federal Test Procedure (SFTP) was developed by EPA. The SFTP consists of two test cycles: the SC03 test which is driven with the air conditioning on at higher ambient air temperature and the US06 test with high loads and accelerations. SC03 & US06 Cycle SC03 Cycle US06 Cycle Test Average Speed Max. Speed Distance Time [mph] [km/h] [mph] [km/h] [miles] [km] [s] SC US Running Loss Test emissions are measured while the vehicle is running over one UDDS, two New York City cycles and another UDDS. 119

121 New York City Cycle The CARB Unified Cycle can be used by manufacturers to demonstrate compliance with OBD II requirements. CARB Unified Cycle Test Average Speed Max. Speed Distance Time [mph] [km/h] [mph] [km/h] [miles] [km] [s] NYCC Unified Cycle

122 Federal Exhaust, Evaporative and ORVR Test 121

123 Hybrid Electric Vehicles Testing Hybrid Electric Vehicles (HEV) must - in principle - undergo the same tests as conventional vehicles. However, due to the influence of the battery charge status on the test results (emissions and fuel economy) additional requirements exist for the preconditioning and testing procedures. Most importantly, a well-defined battery charge status has to be adjusted: the battery state-ofcharge (SOC) must be determined before and after testing and must be within defined limits (SOC criterion) in order for the test be valid. The battery charge status which has to be adjusted depends on whether or not the Auxiliary Power Unit (APU) - this can be an internal combustion engine, a gas turbine or a fuel cell - can be manually activated (i.e. whether the system has an APUoperation switch). The test preconditioning procedure further depends on whether the vehicle is charge-sustaining or charge-depleting when operated over the applicable driving sequences: UDDS (Urban Dynamometer Driving Sequence), Highway-cycle, US06 and SC03: - Charge depleting: battery charge is going down (mostly pure electric drive; internal combustion engine is working only intermittently, if at all). - Charge sustaining: battery charge status is equal before and after testing (i.e. within the state-of-charge (SOC) criterion). State of Charge (SOC) Requirements for FTP testing of HEVs Before vehicle preconditioning, the battery state-of-charge (SOC) shall be set prior to initial fuel drain and fill (of the standard test sequence) before vehicle preconditioning as follows: For HEVs without manual activation of the APU, battery SOC shall be set at a level that causes the HEV to operate the APU for the max. possible cumulative amount of time during the preconditioning drive. For HEVs that allow manual activation of the APU, battery SOC shall be set as follows: - if the HEV is charge-sustaining over the UDDS, battery SOC shall be set at the lowest level allowed by the manufacturer - if the HEV is charge-depleting over the UDDS, battery SOC shall be set at the level recommended by the manufacturer for activating the APU when operating in urban driving condition Within five minutes of completing the preconditioning drive, battery state-of-charge (SOC) shall be set at a level that satisfies one of the following conditions: a) if the HEV does not allow manual activation of the APU and is charge-sustaining over the UDDS, battery SOC shall be set at a level such that SOC criterion would be satisfied for the dynamometer procedure. If off-the vehicle charging is required to increase battery SOC for proper setting, off-vehicle charging shall occur during the 12 to 36 hours soak period b) if the HEV does not allow manual activation of the APU and is charge-depleting over the UDDS, then no battery SOC adjustment is permissible c) if the HEV does allow manual activation of the APU, then the battery SOC shall be set to the level recommended by the manufacturer for activating the APU when the HEV is operating in urban driving conditions 122

124 For HEVs an additional second (hot start) UDDS phase is included in the FTP procedure. Similar to the described requirements for adjusting the battery state-of-charge (SOC) for preconditioning and emission testing according to the FTP, battery SOC must also be adjusted when HEVs undergo the following tests: - Highway Emission Test (HFE) - Supplemental Federal Test Procedure (SFTP) Emission Tests (US06 & SC03) Plug-in Hybrid Electric Vehicle (PHEV) Test Procedures The EPA and ARB test procedures for determining emissions and all-electric range of PHEVs are aligned with the SAE recommended practice for measuring the exhaust emissions and fueleconomy of hybrids (SAE J1711). SAE J1711 also covers fuel economy test procedures for hybrid vehicles. The test procedures incorporate a method for testing all types of PHEVs to determine the vehicle s electric range contribution and to accurately quantify exhaust emissions. Specifically, the amendments institute a new urban charge depleting range test, and a highway charge depleting range test, each of which continue until the charge sustaining range is reached (two consecutive cycles for urban, one cycle for highway). The CARB test procedures also include methods to determine if a PHEV qualifies for the zeroemission VMT or advanced componentry allowances under the ZEV regulation. The equivalent all-electric range is calculated as follows: EAER = (1 M cd M cs ) R cd Where: M cd means: CO 2 Emissions of CD Phase [g] M cs means: CO 2 Emissions of CS Phase [g] Rcd means: CD Phase [mi] 123

125 As per the amendments from the Air Resources Board in 2012 these are the list of tests to be performed on HEV, based on their system architecture: 124 MY MY MY 2017 MY 2018 MY MY2017 MY 2018 Applicable to All ZEV, HEV (not off vehicle charge capable HEV) All ZEV, HEV (not off vehicle charge capable HEV) off vehicle charge capable HEV off vehicle charge capable HEV Electric Dynamometer. X X X X Vehicle and Battery Break- In Period X X X X All-Electric Range Test X X X X Determination of Battery Specific Energy for ZEVs. X X Determination of the Emissions of the Fuel-fired Heater for Vehicles Other Than ZEVs X X X X Urban X X Highway Emission Test Provisions X X SFTP Emission Test Provisions for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric Vehicles. X X State-of-Charge Net Change Tolerances X X General Testing Requirements X X Urban Test Provisions for Off-Vehicle Charge Capable Hybrid Electric Vehicles X X Highway Test Provisions for Off-Vehicle Charge Capable Hybrid Electric Vehicles. X X SFTP Emission Test Provisions for Off-Vehicle Charge Capable Hybrid Electric Vehicles. X X 50F and 20F Test Provision for Off-Vehicle Charge Capable Hybrid Electric Vehicles. X X Additional Provisions. X X State-of-Charge Net Change Tolerances. X X Calculations Equivalent All-Electric Range for Off- Vehicle Charge Capable Hybrid Electric Vehicles X X The Calculations of the Combined Green House Gas Regulatory Rating of Off-vehicle Charge Capable Hybrid Electric Vehicles X X Source: Air Resource Board, California Exhaust Emission Standards and Test Procedures

126 Peoples Republic of China China Emission Standards China 5/V emission standards have been introduced in major cities since As of Jan 1 st, 2017 all new light-duty gasoline and heavy-duty diesel (for public transit & service) vehicles have to comply with China 5/V requirements. China 6 standard (Light-duty) was released on Dec 23 rd, All new vehicles will have to comply with the requirements of phase 6a from Jul 1 st, 2020 and phase 6b from Jul 1 st, China VI standard (Heavy-duty) is under drafting. China Nationwide Schedule Standard Vehicle Type Fuel Type Remark Introduction Date for Type Approval Introduction Date for First Registration China 4 Light-duty Gasoline - Jul 1 st, 2010 Jul 1 st, 2011 Diesel - - Jan 1 st, 2015 China IV Heavy-duty Gasoline - Jul 1 st, 2010 Jul 1 st, 2011 Diesel - - Jan 1 st, 2015 China 5 Light-duty Gasoline - Jan 1 st, 2015 Jan 1 st, 2017 Diesel - Jan 1 st, 2015 Jan 1 st, 2018 Gasoline - Jan 1 st, 2013 Public transit & China V Heavy-duty Diesel service - Jan 1 st, 2017 Diesel all - Jul 1 st, 2017 China 6a Jul 1 Light-duty, 2020 China 6b Jul 1 st, 2023 Phase-in Schedule in China Specific Region/City Region / City Beijing Shanghai Guangdong (Pearl River Delta Area) East of China (11 provinces) Standard Vehicle Type Fuel Type Remark Introduction Date for First Registration China 5 Light-duty - Feb 1 st, 2013 China V Heavy-duty Diesel Aug 1 st, 2015 China 5 Light-duty May 1 st, 2014 Public transit China V Heavy-duty Diesel & service May 1 st, 2014 China 5 Light-duty Gasoline Dec 1 st, 2015 China V Heavy-duty Diesel Public transit & service Jul 1 st, 2015 China 5 Light-duty - Apr 1 st, 2016 China V Heavy-duty Diesel Public transit & service Apr 1 st,

127 China Nationwide Fuel Supply Schedule Standard Fuel Type Remark Supply Date China V Gasoline & Diesel Sulfur 10ppm Jan 1 st, 2017 China 6 (GB ): Light-duty Vehicles Emission Standard Vehicle Categories (applied in GB ): Light-Duty Vehicle Vehicle of Category I Vehicle of Category II 6 6 Seats Number 6<seats 9 >9 Usage carry passengers (M1) carry passengers (M1) carry passengers (M1) carry passengers (M2) carry goods (N1) 2500 kg Maximum mass 2500kg<max. mass 3500kg 3500kg 3500 kg 3500 kg 126

128 Type Approval The required testing items for different types of vehicles for type inspection include: Test Subject Requirement Type I Exhaust Emissions Limits see next page; Test Cycle: WLTC Conformity Factor (1) : Type II Type IV Real Driving Exhaust (RDE) Evaporative Emissions NOx PN CO (3) Positive-ignition 2.1 (2) 2.1 (2) / Compression-ignition 2.1 (2) 2.1 (2) / (1) Before Jul 1 st, 2023, monitor and report results only; (2) Before July 1 st, 2022, to be reevaluated and confirmed; (3) CO to be measured and recorded in RDE test Type III Crankcase Emissions Standard: zero emission 2-day Diurnal Breathing Loss (DBL) test + Hot Soak Loss (HSL), Emission Limits: Test Mass (TM) Emission Limits (kg) (g/test) Type V Durability China 6a: 160,000km; China 6b: 200,000km Vehicle of category I - all 0.70 I TM Vehicle of II 1305<TM category II III TM> Deterioration correction value can be defined via durability test or use assigned value 0.06g/test. Option to actual durability run: Use of assigned deterioration factors: CO THC NMHC NOx N 2O PM PN PI CI Or Use of assigned deterioration values (mg/km): CO THC NMHC NOx N 2O PM PN PI CI 6a b a b Type VI Low Temperature Emissions Limits at -7 C Vehicle of category I Vehicle of category II Test Mass (TM) (kg) CO (g/km) THC (g/km) NOx (g/km) - all I TM II 1305<TM III TM> Type VII Refueling emissions Standard: evaporation emission during refueling test less than 0.05g/L, deterioration correction value can be defined via durability test or use assigned value 0.01g/L OBD On-Board-Diagnosis See chapter OBD 127

129 Emission limits for Type I test China6a / China6b China 6a Category I Category II Test Mass (TM) / kg CO (mg/km) THC (mg/km) NMHC (mg/km) Limits NOx (mg/km) N2O (mg/km) PM (mg/km) PN (1) (#/km) - All x10 11 I TM<1, x10 11 II 1,305<TM<1, x10 11 III 1,760<TM x10 11 (1) Before July 1 st, 2020, the transition limit of 6.0x10 12 /km applies to gasoline vehicles. China 6b Category I Category II Test Mass (TM) / kg CO (mg/km) THC (mg/km) NMHC (mg/km) Limits NOx (mg/km) N2O (mg/km) PM (mg/km) PN (1) (#/km) - All x10 11 I TM<1, x10 11 II 1,305<TM<1, x10 11 III 1,760<TM x10 11 (1) Before July 1 st, 2020, the transition limit of 6.0x10 12 /km applies to gasoline vehicles. China Heavy-duty Vehicles/Engines Emission Standards List Standard NO. Standard Name Note GB Limits and measurement methods for exhaust pollutants from compression ignition and gas CI & PI(Gas) fuelled positive ignition engines of vehicles (III,IV,V) GB Limits and measurement methods for exhaust pollutants from vehicles equipped ignition engine under two-speed idle conditions and simple driving PI mode conditions GB Limits and measurement methods for exhaust smoke from C.I.E. (Compression Ignition Engine) CI and vehicle equipped with C.I.E. GB Test procedures and requirement of durability of emission control systems for heavy-duty vehicles / Limits and measurement methods for crankcase pollutants GB from heavy-duty vehicles equipped with P.I engines PI GB Limits and measurement methods for fuel evaporative Pollutants from heavy- duty vehicles PI equipped with P.I engines(trap method) GB Limits and measurement method for exhaust pollutants from gasoline engines of heavy-duty vehicles(iii, IV) Gasoline DB 11 / DB 11/ Limits and Measurement Method In addition to GB of Emissions from Heavy Duty Vehicle(PEMS in Beijing Method) 128

130 Important Notes: China 6 standard combines European and US regulatory requirements in addition to its own. Major features: - Fuel-neutral emission limits including CO, THC, NOx, PM, PN and N2O; - Shift from NEDC to WLTC; - Adoption of RDE testing; - Introduction of low-temperature testing requirement and limits for CO,THC and NOx; - Enhanced OBD provisions with reference to U.S. OBD II program; - Stringent evaporative and refueling emission-control requirements; - Introduction of testing methods for hybrid electric vehicles Incentive Programs China government introduced subsidy scheme for New Energy Vehicle (BEV & PHEV meeting certain technical requirements) including purchase tax exemption and subsidy. In 2017, a BEV can get up to 44,000RMB (~5,900 EUR) subsidy from central government and 22,000RMB (~2950 EUR) from local government. In addition to subsidy local governments provide policy e.g. license plates, no Ban-day to New Energy Vehicle. China government is working on CAFC& New Energy Vehicle credit management and New Energy Vehicle carbon trading scheme to phase subsidy out till OBD Requirements in China6 (Light-duty) Emission Standard All light duty vehicles applied in the standard GB must undergo the test. China6 - Required items of type approval test: Engine Type PI CI OBD-Required Items of Type Approval Test Diagnosis of catalytic converter Diagnosis of front oxygen sensor Misfire detection Any other two items selected from OBD test lists Diagnosis of NOx catalytic converter Diagnosis of EGR Diagnosis of DPF Any other two items selected from OBD test lists China6 - OBD Threshold Limits Test Mass (TM) / kg CO (g/km) Limits NMHC+NOx (g/km) PM (g/km) Category I - All I TM<1, Category II II 1,305<TM<1, III 1,760<TM

131 Fuel Economy Standards Fuel Consumption Standards for M1-Vehicles with Gasoline and Diesel Engines GVW 3,500 kg [l/100km] China introduced Corporate Average Fuel Consumption (CAFC) in Individual vehicle models are required to meet fuel consumption limit defined in GB Meanwhile vehicle manufacturers / importers are required to meet CAFC target assigned in GB Fuel Consumption Limits - GB19578 Curb Mass (CM) [kg] Stage 1 ( ) M/T A/T Or Rows 3 Stage 2-3 ( ) M/T A/T Or Rows 3 M/T Stage 4 ( 2016 (1) - ) A/T Or Rows <CM <CM <CM 1, ,090<CM 1, ,205<CM 1, ,320<CM 1, ,430<CM 1, ,540<CM 1, ,660<CM 1, ,770<CM 1, ,880<CM 2, ,000<CM 2, ,110<CM 2, ,280<CM 2, ,510<CM (1) Type approval as of Jan. 1 st, 2016; New production as of Jan.1 st, Fuel Consumption Target (CAFC calculation base) - GB27999 Curb Mass (CM) [kg] M/T Stage 3 ( ) A/T Or Rows 3 Rows <3 Stage 4 ( ) Rows <CM <CM <CM 1, ,090<CM 1, ,205<CM 1, ,320<CM 1, ,430<CM 1, ,540<CM 1, ,660<CM 1, ,770<CM 1, ,880<CM 2, ,000<CM 2, ,110<CM 2, ,280<CM 2, ,510<CM

132 Phase-in of CAFC Target Achievement Stage Year CAFC-Actual to CAFC-Target Ratio % Stage 3 (GB ) % % % % % Stage 4 (GB ) % % 2020 & beyond 100% Important Notes: In order to further promotion of EV/HEV, CAFC will be calculated in favor of EV/HEV over ICEs by weighing. Before 2020, electric energy consumption will not be counted in calculation of actual CAFC. Weighing Factors of EV/HEV Vehicle Type Year Weighing BEV, Fuel Cell, PHEV (E-drive mileage above 50km) Other vehicles with fuel consumption lower than 2.8L/100km Off Cycle Technology (OCT) evaluation methods for four technologies are under investigation: final version for Eco-driving indicator, Start/Stop, High-efficient AC to be approved; Methods for Braking energy regeneration expected to be finished in Vehicle model actual fuel consumption can be reduced up to 0.5L/100km with one or several of the approved technologies. Detailed rules on OCT are not yet finalized. 131

133 Japan Emission Standards for Passenger Cars up to 10 seats Effective Date (Imports) Test NMHC [g/km] mean (max) CO [g/km] mean (max) NOx [g/km] mean (max) PM [g/km] mean (max) Evap 6) [g/test] Remarks Gasoline and LPG Vehicles Phase I New Long- Term Targets ) Phase II New Long- Term Targets ) Phase III New Long- Term Targets ) Post New Long- Term Targets ) 11 Mode Mode 0.05 (0.08) 1.15 (1.92) 0.05 (0.08) New SHED JC08 cold Mode 0.05 (0.08) 1.15 (1.92) 0.05 (0.08) New SHED JC08 cold & hot 0.05 (0.08) 1.15 (1.92) 0.05 (0.08) New SHED JC08 cold & hot Japan 2018 Targets ) WLTC 0.05 (0.08) 1.15 (1.92) 0.05 (0.08) ) (0.007) New SHED (0.16) 1.15 (2.03) 0.05 (0.08) )8) (0.007) New SHED ) domestics: ) domestics: ) domestics: NLT-Phase III only valid for IDI engines 4) domestics: ) PM-limit applicable only for lean-burn, direct injection engines with NOx-storage catalyst 6) only for gasoline vehicles 7) domestics: ) All gasoline direct injection vehicles: (New type), (Existing type) mean values: for vehicles certified under "Type Designation System" (TDS) or "Type Notification System" (TNS); (max. values) for vehicles certified under Preferential Handling Procedure (PHP) or "Type Notification System" (TNS). 4) PNLT standards apply to vehicles with lean-burn, direct injection engines with NO x-storage catalysts; 132

134 Diesel Vehicles Effective Date (Imports) Phase I New Long- Term Targets ) Phase II New Long- Term Targets ) Post New Long- Term Targets ) Japan 2018 Targets ) 11- Mode Mode Test 1,265kg > 1,265kg NMHC [g/km] mean (max) (0.032) CO [g/km] mean (max) 0.63 (0.84) NOx [g/km] mean (max) 0.14 (0.19) 0.15 (0.20) PM [g/km] mean (max) (0.017) (0.019) Smoke [%] 4-Mode Opacimeter 4) [m -1 ] JC08- Cold Mode 1,265kg > 1,265kg (0.032) 0.63 (0.84) 0.14 (0.19) 0.15 (0.20) (0.017) (0.019) 4-Mode Opacimeter [m -1 ] JC08 cold + hot all (0.032) 0.63 (0.84) 0.08 (0.11) (0.007) [m -1 ] Opacimeter [m -1 ] WLTC all (0.037) 0.63 (0.88) 0.15 (0.23) (0.009) Opacimeter [m -1 ] Remarks 1) domestics: ) domestics: ) domestics: ) after for domestics and for imports 5) domestics:

135 Emission Standards for Light & Medium Commercial Vehicles and Buses Effective Date (Imports) Test NMHC [g/km] mean (max) value CO [g/km] mean (max) value NOx [g/km] mean (max) value PM [g/km] mean (max) value Evap 5) [g/test] Phase I New Long Term Targets ) 11- Mode Mode 1,700 kg 1,700 < GVW 3,500 kg 0.05 (0.08) 0.05 (0.08) 1.15 (1.92) 2.55 (4.08) 0.05 (0.08) 0.07 (0.10) Gasoline and LPG Vehicles Phase II New Long Term Targets ) Phase III New Long Term Targets ) JC08- cold Mode JC08- cold+hot New SHED ,700 kg 1,700 < GVW 3,500 kg 0.05 (0.08) 0.05 (0.08) 1.15 (1.92) 2.55 (4.08) 0.05 (0.08) 0.07 (0.10) New SHED ,700 kg 1,700 < GVW 3,500 kg 0.05 (0.08) 0.05 (0.08) 1.15 (1.92) 2.55 (4.08) 0.05 (0.08) 0.07 (0.10) New SHED Post New Long Term Targets ) Japan 2018 Targets )6) JC08- cold+hot WLTC 1,700 kg 1,700 < GVW 3,500 kg 0.05 (0.08) 0.05 (0.08) 1.15 (1.92) 2.55 (4.08) 0.05 (0.08) 0.07 (0.10) ) (0.007) ) (0.009) New SHED ,700 kg 1,700 < GVW 3,500 kg 0.10 (0.16) 0.15 (0.23) 1.15 (2.03) 2.55 (4.48) 0.05 (0.08) 0.07 (0.11) )7) (0.007) )7) (0.009) New SHED ) domestics: ; 2) domestics: ; 3) domestics: ; NLT-Phase III only for IDI engines, not valid for direct injection lean burn engines with NO x storage catalyst; 4) PM-limit applicable only for lean-burn direct injection engines with NOx-storage catalyst; 5) 1700<GVW 3500kg, existing model from / new type from ; 6) 1,700 kg new type from ; 7)All gasoline direct injection vehicles: (new type), (Existing type)

136 Diesel Vehicles Effective Date (Imports) Phase I New Long Term Targets )4) Phase II New Long Term Targets ) Post New Long Term Targets (PNLT) 3) Japan 2018 Targets )6) 11- Mode Mode Test 1,700 kg 1,700 < GVW 3,500 kg NMHC [g/km] mean (max) (0.032) (0.032) CO [g/km] mean (max) 0.63 (0.84) 0.63 (0.84) NOx [g/km] mean (max) 0.14 (0.19) 0.25 (0.33) PM [g/km] mean (max) (0.017) (0.020) Smoke [%] 4-Mode Opacimeter 4) [m -1 ] JC08- cold Mode JC08- cold + hot 1,700 kg 1,700 < GVW 3,500 kg (0.032) (0.032) 0.63 (0.84) 0.63 (0.84) 0.14 (0.19) 0.25 (0.33) (0.017) (0.020) Opacimeter [m -1 ] 1,700 kg 1,700 < GVW 3,500 kg (0.032) (0.032) 0.63 (0.84) 0.63 (0.84) 0.08 (0.11) 0.15 (0.20) (0.007) (0.009) 0.5 [m -1 ] Opacimeter [m -1 ] WLTC 1,700 kg 1,700 < GVW 3,500 kg (0.037) (0.037) 0.63 (0.88) 0.63 (0.88) 0.15 (0.23) 0.24 (0.36) (0.009) (0.013) Opacimeter [m -1 ] 1) domestics: ; 2) domestics: ; 3) domestics: , imports: ; 4) after for domestics and for imports the 4-Mode test was no longer valid; 5) 1700<GVW 3500kg, existing model from / new type from ; 6) 1,700 kg new type from The Transient Mode - "JC08" (former designation "CD34 ) The JC08 -mode is a transient cycle with many accelerations and decelerations in order to more reflect existing driving conditions in Japan. Together with the new test mode, weighing factors were adopted for the "New Long-Term Targets", applicable for both gasoline and Diesel passenger vehicles and will be phased-in as follows for Passenger Cars, Light- and Middle-Weight Vehicles (<3,500 kg) and K-cars. The first date is for domestic manufacturers and the second date for importers (which also for application dates of the 2009 emission standards get a 2-year later deadline by Japanese legislation): Phase-In Scheme for JC08 Test Mode Phase I Phase II (11-Mode cold result 0.12) + (10-15-Mode hot result 0.88) (JC08-Mode cold start result 0.25) + (10-15-Mode hot start result 0.75) Phase III (JC08-Mode cold start result 0.25) + (JC08-Mode hot start result 0.75) 135

137 Gear Shift Position during JC08 Test Mode for Vehicles with Manual Transmission Shift up point and shift position (G(x) up value) are found by using the following formula: G(x) up = V A 1.81 Wn 3.36 DTC Elapsed Time [s] Speed [km/h] Gear shift position Elapsed Time [s] Speed [km/h] Gear shift position N C N C C N N C N C C N C N C N C N C N C N W n: The value which vehicle curb weight is divided by gross vehicle weight; V=driving velocity; A=accelerated velocity; DTC: Correlation coefficient, found by the relation between gear position and driving distance per engine revolution. The vehicle shift schedule for manual transmission cars should be set in 2 classifications: A shift: Passenger vehicle whose passenger capacity is 10 or less Wn = , DTC= B shift: Commercial vehicle (midget [K], light & medium duty, bus with passenger capacity of 11 or more) Wn = , DTC= Commercial vehicles shall apply the A shift when they correspond to all of the following conditions: The value of maximum pay load divided by Gross Vehicle Weight is 0.3 or less Equipment s for passenger and cargo carriage are installed in the same compartment, and the compartment is partitioned by fixed bulkhead as roof, windows etc. Engine location is ahead of driver s position. 136

138 The Post New Long-Term Emission Regulations The "Post New Long-Term Emission Regulations" ( 2009 emission standards ) were fixed in They apply the concept of "fuel neutral standards". This would require NOx after-treatment technology for Diesel vehicles. However, further strengthening of the standard remains a political target for HDV that weigh more than 3.5 t. Due to their introduction date, these standards are called "Diesel 2009 Targets". Fuel with < 10ppm sulfur is mandated as of For lean burn, direct injection vehicles with gasoline engines equipped with NOx storage catalyst the same PM-standard as for Diesel engines applies. Targets Emission Regulations 2018 The "Japan 2018 Targets Emission Regulations" ( 30 th year of Heisei emission standards ) will install WLTC. The regulation will be set from 2018 October for New type approval, 2020 September for Existing model. Fuel economy test with WLTC also will be required from 2018 Oct. From 2020 October all Gasoline Direct Injection vehicles need to meet PM threshold. RDE test will be introduced by 2022 to measure NOx with CF of 2.0 in addition only for Diesel vehicles. Deterioration Factors As of the introduction of the New Short Term Target, the emission level of a vehicle at 80,000 km will be calculated by applying the following Deterioration Factors: HC CO NOx 5-11-Mode Test Mode Test New Long-Term Standards 0.12 (NMHC) These DFs differ from those of the US- and EU-regulations. Japan applies these DFs according to the following formula: Emission level at 80,000 km = (Emission Standard x DF) + Emission value from certification test (low km test result). OBD Requirements The Japan OBD (J-OBDI) system became mandatory for gasoline and diesel passenger cars together with the new Short-Term Standards from the year 2000 for domestic manufactures and from the year 2002 for importers. This requirement still applies to Diesel motor vehicles up to a GVW of 3.5 t. Revisited Advanced OBD (J-OBDII) became applicable for domestic manufacturers on Oct and on Sep for importers. The J-OBDII requirement applies to gasoline-, and LPG-operated motor vehicles up to a GVW of 3.5 t. The test-mode is the JC08 Hot & the JC08 Cold both for testing according to J-OBDI and J-OBDII. 137

139 J-OBDI Diesel The following items have to be monitored for malfunction by J-OBDI on Diesel motor vehicles: EGR-system, atmospheric pressure sensor, intake air pressure sensor, intake air temperature sensor, air flow sensor, coolant temperature sensor, throttle valve opening angle sensor, cylinder distinguishing sensor, crank angle sensor, fuel injection timing sensor, fuel injection amount adjusting sensor, fuel temperature sensor, fuel pressure sensor, oil temperature sensor (only for hydraulic type common rail), exhaust gas temperature sensor (only if sensor is employed in the DPF), exhaust gas pressure sensor (only if sensor is employed in the DPF), other parts or systems which likely greatly increase amounts of exhaust emissions, such as carbon monoxide, discharged from the exhaust pipe when any malfunction takes place). J-OBDII on gasoline- and LPG-operated motor vehicles The following items have to be monitored for malfunction by. Deterioration of the catalyst, engine misfire, oxygen sensor(s) or A/F(Air Fuel)-ratio sensor(s), EGR-system, fuel supply system (over rich/over lean), air injection system, VVT-mechanism, Evap-system and other exhaust gas-related parts connected to the on-board ECU (such as atmospheric pressure sensor, intake air pressure sensor, intake air temperature sensor, air flow sensor, coolant temperature sensor, throttle valve opening angle sensor, cylinder distinguishing sensor, crank angle sensor and other parts or systems including a circuit check for all emissionrelated items which are electronically controlled). A malfunction has to be detected and stored in the on-board ECU when there is the possibility that the weighted exhaust emission value (obtained by multiplying the emission amount according to the JC08H-mode by 0.75 plus the value obtained by multiplying the emission amount according to the JC08C-mode by 0.25) exceeds any of the following threshold values: J-OBDII Threshold Values Exhaust Emission Component [g/km] Passenger Vehicles & Light Duty Motor Vehicles Mini-sized Trucks Medium Duty Motor Vehicles CO NMHC NO x If a manufacturer can demonstrate compliance with latest US-Federal-, US-California- or EOBDrequirements, no additional certification testing will be required for Japan. 138

140 Tax Incentives (Passenger Cars) The Japanese automobile-related taxation system offers benefits for qualified vehicles in the following three areas: Automobile Tax, Weight Tax and Vehicle Acquisition Tax. Table represents status as of July 1, 2017 Environmental Criteria Tax Cut [%] Emissions Fuel Efficiency Electric Vehicle n.a. n.a. Fuel Cell Vehicle n.a. n.a. Plug-In Hybrid Vehicle (PHEV) n.a. n.a NOx 10% CNG Vehicle reduction or meet n.a regulation Automobile Tax ( Greening Taxation ) Automobile Tonnage/Acquiring Tax ( Eco-car tax cut ) FY2017 FY / / % / /100 Gasoline / LPG / Hybrid Vehicle (GVW 2,500 kg) Diesel Vehicle (GVW 2,500 kg) % reduction or % reduction 2009 or 2018 regulation % /100 75/ % 50 75/60 75/ % 50 50/40 50/ % - 25/20 25/ % - 25/20 - n.a / /100 Application since Effective until Fuel Economy Targets On the basis of its law "Rational Use of Energy, Japan has established fuel economy target levels which should be achieved by car manufacturers on a sales-weighted basis in each vehicle class by the year 2005 (Diesel vehicles) and 2010 (for gasoline vehicles). These target levels correspond to a fuel economy improvement approx. in the range from 20 to 25% vs. the 1998 level for gasoline vehicles and 15 to 20% for Diesel vehicles. Official fuel economy values are printed in bold letters. Fuel consumption- and CO2-values are given to allow comparison with EU requirements. The 2005 and 2010 Target Values are based on the mode Test. New target values have been established for FY 2015: Gasoline and Diesel vehicles have to meet the same targets. These target values are based on the JC08-mode. In the attainment calculation for the 2015 target, the target value for Diesel vehicles should be risen by 10% due to the higher effect on CO2 emissions. 139

141 FE-Targets for PCs with Diesel Engines [km/l] Target Year 2005 (Basis: mode) GVW < ,015 1,016-1,265 1,266-1,515 1,516-1,765 1,766-2,015 2,016-2,265 >2,266 [kg] Standard [km/l] [l/100 km] CO2 [g/km] % [l/100 km] CO2 [g/km] % [l/100 km] CO2 [g/km] % [l/100 km] CO2 [g/km] % [l/100 km] CO2 [g/km] % [l/100 km] CO2 [g/km] FE-Targets for PCs with Gasoline Engines [km/l] Target Year 2010 (Basis: mode) GVW [kg] < ,015 1,016-1,265 1,266-1,515 1,516-1,765 1,766-2,015 2,016-2,265 >2,266 Standard [km/l] [l/100 km] CO 2 [g/km] % [l/100 km] CO 2 [g/km] % [l/100 km] CO 2 [g/km] % [l/100 km] CO 2 [g/km] % [l/100 km] CO 2 [g/km] % [l/100 km] CO 2 [g/km]

142 FE-Targets for PCs (Gasoline & Diesel Engines) [km/l] Target Year 2015 (Basis:JC08-mode) GVW [kg] ,080 1,081-1,195 1,196-1,310 1,311-1,420 Standard [km/l] [l/100 km] CO 2 [g/km] -G CO 2 [g/km] -D GVW [kg] 1,421-1,530 1,531-1,650 1,651-1,760 1,761-1,870 1,871-1,990 1,991-2,100 2,101-2, Standard [km/l] [l/100 km] CO 2 [g/km] -G CO 2 [g/km] -D G: Gasoline; D: Diesel Remark: Above numerical figures of CO 2 for gasoline were calculated with the formula CO 2 = (1/FE value) x 34.6 x 67.1, and Diesel were calculated with the formula CO 2 = (1/FE value) x 38.2 x 68.6 FE-Targets for PCs (Gasoline & Diesel Engines) [km/l] Target Year 2020 (Basis: JC08-mode) These target values were officially announced in March The target improvement rates are 24.1% compared to the actual results in 2009 and 19.6% compared to the standards for The Corporate Average Fuel Economy (CAFE) standard is introduced in Target Year 2020 standard. GVW [kg] ,080 1,081-1,195 1,196-1,310 1,311-1,420 Standard [km/l] -G [l/100 km] -G CO 2 [g/km] -G Converted St d-d [km/l] [l/100 km] -D CO 2 [g/km] -D GVW [kg] 1,421-1,530 1,531-1,650 1,651-1,760 1,761-1,870 1,871-1,990 1,991-2,100 2,101-2, Standard [km/l] [l/100 km] CO 2 [g/km] -G Converted St d-d [km/l] [l/100 km] -D CO 2 [g/km] -D G: Gasoline; D: Diesel Remark: Above numerical figures of CO 2 for gasoline were calculated with the formula CO 2 = (1/FE value) x 34.6 x 67.1, and Diesel were calculated with the formula CO 2 = (1/FE value) x 38.2 x

143 Test Cycles 11-Mode Cold Start Mode Hot Start JC08 Cold Start / Hot Start 142 Test Average Speed Max. Speed Distance Time [s] [km/h] [km/h] [km] 11-mode mode JC08-mode

144 Evaporative Emission Test Currently evaporative emission standards in Japan are applicable for passenger vehicles only. The permissible limit for evaporative emission is 2.0 g/test. Test Procedure: 1 hour Hot Soak at 27±4 C Hot Soak Loss (HSL) test + 24 hour diurnal (20-35 C) Diurnal Breathing Loss (DBL) test. Hybrid Electric Vehicle Test Procedure Japan has published specific procedures for measuring emissions from hybrid electric vehicles. Light-duty hybrid electric vehicles are tested on the JC08 cycle. The current balance of the electric storage device is corrected to zero based on relational expression with current balance, considering effects by battery s state of charge (SOC). Step 1: Relation between current balance and exhaust emission weight are obtained. Current balance (Ah) is defined as difference between the total charged amount and the total discharged amount of the electric storage device in a certain period of time. Step 2: When statistical significance can be recognized for each exhaust emission component, exhaust emission weight of the prescribed tests shall be corrected to an exhaust emission weight corresponding to a current balance of zero, based on the inclination of the linear regression formula (correction factor). 143

145 Republic of Korea Vehicle Category Definition (valid as of ) Class Definition Capacity Light Weight Vehicle Motor vehicle designed to carry small number of passengers or small amount of cargo Small-sized PC < 1,000 cc up to 1,000 cc, 8 persons, GVW < 3.5 t Passenger Car (PC) Truck (T) Mid-sized PC Large-sized PC Extra Large-sized PC Small-sized Mid-sized Large-sized Extra Large-sized up to 1,000 cc, 9 persons, GVW < 3.5 t 3.5 t GVW< 15 t GVW 15 t up to 1,000 cc, GVW < 2 t up to 1,000 cc, 2 t GVW< 3.5 t 3.5 t GVW< 15 t GVW 15 t Exhaust Emission Standards of Gasoline or Gas fueled vehicles Vehicle Category (effective date : ) Light weight vehicles, Small & Midsized PC & Truck Large-sized & Extra Large-sized PC & Truck CO NO x HC HCHO Test [g/km] Tailpipe HC [g/km] Blowby [g/1 driving] EVAP [g/test] [g/km] Std.1 A B Std.2 A B Std Std g/1 g/kwh g/kwh g/kwh driving CVS WHTC Remarks: 1. HCHO shall apply for vehicles fueled by alcohol only or alcohol bi-fuel. 2. Cold start (-6.7 C) of Small-sized PC (gasoline-fueled vehicles only): CO 6.3 [g/km] 3. Tailpipe HC is measured in NMHC for large-sized PC & T and XL PC & T or in NMOG for other vehicles (or NMHC, multiplied by 1.04 if measured in NMHC). 4. For gaseous fueled large-sized PC & T and XL PC & T: CH4 0.5 g/kwh 5. For all large-sized PC & T and XL PC & T : NH3 10 ppm 6. For Row A applies to certification test and in-use vehicle emission test subject to 5 years/ 80,000 km, and for row B applies to certification test and in-use vehicle emission test subject to more than 5 years/ 80,000 km. Except that the following table shall be applied to in-use vehicle emission test for vehicles to meet the std.3 till Vehicle Category CO NO x HC HCHO Test Light weight vehicles, Small & Mid-sized PC & Truck [g/km] Tailpipe HC [g/km] Blowby [g/1 driving] EVAP [g/test] [g/km] CVS

146 7. PM for GDI engine g/km 8. Std.4 applies to EV or Fuel cell vehicles Vehicle Category (effective date : ) Light weight vehicles, Small & Mid-sized PC & Truck Std.1 Std.2 Std.3 Std.4 Std.5 Std.6 Large-sized & Extra Large-sized PC & Truck Remarks: CO NO x NMOG + NO x [g/km] [g/km] Blowby [g/1 driving] HC HCHO PM Test EVAP [g/test] [g/km] [g/km] CVS US SC CVS US SC CVS US SC CVS US SC CVS US SC CVS US SC03 Std CVS g/kwh 0.40 g/kwh 0.14 g/kwh 0 g/1 driving - - WHTC 1. HCHO shall apply for vehicles fueled by alcohol only or alcohol bi-fuel. 2. Cold start (-6.7 C) of Small-sized PC (gasoline-fueled vehicles only): CO 6.3 [g/km] 3. Tailpipe HC is measured in NMHC for large-sized PC & T and XL PC & T or in NMOG for other vehicles (or NMHC, multiplied by 1.04 if measured in NMHC). 4. For gaseous fueled large-sized PC & T and XL PC & T: CH4 0.5 g/kwh 5. For all large-sized PC & T and XL PC & T: NH3 10 ppm 6. For large-sized PC & T and XL PC & T, only NMOG shall be measured to meet NMOG+NOx limit. 7. For vehicles delivered before , standards as of can apply. In this case, NMOG + NOx of standard 1, standard 2, and standard 5 in the above table can apply. 8. For Light weight vehicles, Small & Mid-sized PC & Truck, EVAP limits shall apply annually from 2018 and vehicles delivery ratio shall apply as of sub-paragraph. Phase-in Scheme Delivery Ratio (EVAP) Year Delivery Ratio (%) For Light weight vehicles, Small & Mid-sized PC & Truck, PM limits shall apply annually from 2017 and vehicles delivery ratio shall apply as of sub-paragraph. 145

147 Phase-in Scheme Delivery Ratio (PM) Year Delivery Ratio (%) For Light weight vehicles, Small & Mid-sized PC & Truck certified before and delivered within 2 years after the certified year, in-use vehicle emission test shall apply the following table: Vehicle Category CO NMOG + NO x HC HCHO PM Test Light weight vehicles, Small & Mid-sized PC & Truck Std.1 Std.2 Std.3 Std.4 Std.5 Std.6 [g/km] [g/km] Blowby [g/1 driving] EVAP [g/test] [g/km] [g/km] CVS US SC CVS US SC CVS US SC CVS US SC CVS US SC CVS US SC03 Fleet Average Standard (effective date: ) [Σ (number of vehicles delivered for each emission standard) x (applicable emission standard of NMOG+NO x) + Σ (number of hybrid electric vehicles delivered for each emission standard) x (applicable hybrid NMOG+NO x) ] / (total number of vehicles delivered) The applicable hybrid HC may apply depending on the mileage which can be covered by the electric power. If the manufacturer extends the emission warranty to 240,000 km, Fleet average NMOG+NO x = applicable emission standard of NMOG+NO x 0.03g/km. Vehicle Category Model Year light weight vehicles, smallsized PC, small-sized truck with GVW<1.7 t small-sized truck with GVW 1.7 t, midsized-truck and PC Fleet Average NMOG+NO x Standard [g/km] at CVS

148 Fleet Average NMOG+NO x Standard [g/km] at CVC-75+US06+SC For vehicle manufacturers with annual sales less than 4,500. Year NMOG+NO x g/km g/km g/km Exhaust Emission Standards of Diesel fueled vehicles Vehicle Category (Effective date : ~) Light weight vehicles, Small & Mid-sized PC CO NO x NMOG + NO x PM PN [g/km] [g/km] [g/km] [g/km] #/km X10 11 Test mode Small & Mid-sized Truck RW <=1,305 kg X ,305 kg =< RW <= 1,760 kg X10 11 RW > 1,760 kg X10 11 ECE-15 & EUEC Large-sized PC & Extra Largesized Truck PC & Truck 1.5 g /kwh 4.0 g /kwh g /kwh 0.46 g/kwh 0.13g /kwh 0.01g /kwh 0.16 g /kwh 0.01 g /kwh 8X10 11 #/kwh 6X10 11 #/kwh WHSC WHTC Remarks: 1. Diesel vehicles include dual-fuel vehicles fueled by diesel and other fuel. Here, HC means NMHC. 2. RW means a test weight which is a curb weight less a driver s weight of 75kg plus 100kg. 3. Blow-by gas shall be 0g/1 driving cycle. 147

149 NOx emission standard during RDE-LDV (Diesel fueled vehicles) Effective date : ~ ~ (certi) ~ (prod) ~ (certi) ~ (prod) Effective date : 2020,01.01~ ~(certi) ~(prod.) ~ (certi) ~(prod) OBD requirements Vehicle Category Light weight vehicles, Small & Midsized PC Small & Midsized Truck RW <=1,305 kg 1,305 kg =< RW <= 1,760 kg RW > 1,760 kg Vehicle Category Light weight vehicles, Small & Midsized PC Small & Midsized Truck RW <=1,305 kg 1,305 kg =< RW <= 1,760 kg RW > 1,760 kg NOx [g/km] Test mode 0.08 ECE-15 & EUDC RDE-LDV 0.08 ECE-15 & EUDC RDE-LDV ECE-15 & EUDC RDE-LDV ECE-15 & EUDC RDE-LDV NOx [g/km] Test mode 0.08 ECE-15 & EUDC 0.12 RDE-LDV 0.08 ECE-15 & EUDC 0.12 RDE-LDV ECE-15 & EUDC RDE-LDV ECE-15 & EUDC 0.89 RDE-LDV Applicability: All light passenger/commercial vehicles Gasoline vehicle, new type from , new vehicle from NMOG + NOx CO PM Mult. THD Std.1 (LEV160) Std.2 (ULEV 125) 1.75 (Cat) 0 Std.3 (ULEV 70) g/km 2.00 Std.4 (ULEV 50) 0 Std.5 (SULEV 30) Std.6 (SULEV 20) g/km or 2.50 times KOBD requirements are similar to US OBD II (2013) except cylinder imbalance monitoring, and the OBD thresholds are followed current LEVIII requirements according to KOR-US FTA. Manufacturers falling under EU FTA may also sell gasoline vehicles with Euro 6-1 OBD but stricter PM OBD thresholds Diesel vehicles Effective date ~ (certi) ~ (prod.) CO HC NOx PM Vehicle Category [g/km] [g/km] [g/km] [g/km] PC Small RW <=1,305 kg & 1,305 kg =< RW Midsized <= 1,760 kg RW > 1,760 kg Truck Test mode ECE-15 & EUDC 148

150 Fuel Economy Requirements Vehicle type Limit Test mode PC & Van CO2 [g/km] with up to 10 persons, FE-Standard GVW < 3.5 t [km/l] CO2 [g/km] Van with up to 15 persons, Truck with GVW < 3.5 t FE-Standard [km/l] CVS-75 + Highway mode (combined mode) Type of standard: Manufacturer select between Consumption efficiency of the fleet regulation or CO2 fleet regulation. Introduction date: Year Sales [%] Off cycle innovative technology credits: max 14 CO2 g/km, 3.5 km/l (2016~2020) Eco innovation: TPMS (Tire Pressure Monitor System), Low RRc Tire (Low rolling resistance coefficient Tire), GSI (Gear Shift Indicator), MAC (Mobile Air Conditioning): max. 10g/km, 1.2 km/l Off cycle credit: as like solar roof, Efficient vehicle lighting, Waste heat recovery, Efficient alternator, Active grill shutter, Eco-driving, engine-off interior ventilation, Efficient mobile air conditioner, Realtime routine guide for economic driving,... (under considering technologies ): max. 4 g/km, 0.5 km/l. Fines Sale Year 2014~ ~ ~ Fine (KRW / CO2 1g/km) 10,000 KRW 30,000 KRW 50,000 KRW 149

151 Test Procedures Evaporative Emission Test Currently, evaporative emission limit of 0.35 g/test is applicable for light-duty, small & mid-sized PC & Truck gasoline vehicles in South Korea. Test Procedure: 1 hour Hot Soak + 2 day Diurnal test method is used. Hybrid Electric Vehicle Test Procedure South Korea has adopted SAE J1711 standards for measuring emissions of light and mediumduty HEVs and PHEVs. SAE J1711 specifies two test modes: 150 Charge-Sustaining Test (CST): Vehicle is operated in a Charge-Sustaining mode (CS), in which a hybrid uses an internal source of energy (consumable fuel). Full Charge Test (FCT): Vehicle is operated in a Charge-Depleting mode (CD), in which a hybrid uses an external source to power the energy storage system. FCT test starts at a full charge. Test mode : For Gasoline Hybrid vehicle: Urban Dynamometer Driving Schedule (UDDS), Highway mode, US06 and SC03 test cycles, for Diesel Hybrid vehicle: ECE15+EUDC mode India Emission Standard for Passenger Cars and Light Commercial Vehicles (GVW < 3,500kg) Standard "Bharat Stage III" "Bharat Stage IV" "Bharat Stage VI" Effective Date ) Vehicle Category (Gasoline & Diesel) Corresponds to Euro 3 Euro ) M-vehicles (GVW 2500 kg) ) or up to 6 seats ) ) N1 & M-vehicles (GVW > 2500 kg and > 6 seats) Euro 6 Remark Modified Indian Driving Cycle (IDC): NEDC Part 2 with max. speed 90 km/h. For Emissions & Fuel Efficiency the same cycle will be used. TA-standards are also valid for COP testing 1) Introduction date for the entire nation; 2) Introduction date of " Bharat Stage IV -Standards" in the National Capital Region (Delhi) and in the 12 cities of Mumbai, Kolkata, Chennai, Bangalore, Hyderabad including Secunderabad, Ahmedabad, Pune, Surat, Kanpur, Agra, Solapur and Lucknow for vehicles produced after this date. The following 30 cities were converted to BS IV between April 2010 and December This Cities are Medak, Mehboobnagar and Nizamabad in Andhra Pradesh; Vapi, Jamnagar, Ankleshwar and Valsad in Gujarat; Hissar, Karnal, Yamuna Nagar and Kurukshetra in Haryana; Bharatpur, Hindon City and Dholpur in Rajasthan, Puducherry an UT; Mahabaleshwar and Ahmednagar in Maharashtra, Mathura, Aligarh, Rae Bareli, Unnao, Kosi Kalan and Vrindavan in Uttar Pradesh; Silvasa, Daman & Diu, Kochi, Trivandrum, Vishakapatnam and Lakshadweep. 3) Entire North India covering Jammu & Kashmir, Punjab, Haryana, Himachal Pradesh, Uttarkand, Delhi and bordering districts of and parts of Rajasthan and western Uttarpradesh switches to BS IV by 1 st of April ) Introduction date of " Bharat Stage IV -Standards" in Goa, Kerala, Karnataka, Telangana, Odisha, Daman & Diu, Dadra-Nagar-Haveli, Andaman & Nicobar, West Coast, Parts of Maharastra & Guajarat. 5) Introduction date of " Bharat Stage IV -Standards" for the entire nation. Emission Standard ( BS VI ) As per Government Gazette draft notification (G.S.R 889(E)) MINISTRY OF ROAD TRANSPORT AND HIGHWAYS NOTIFICATION dated New Delhi, the 19th September, 2016, entire nation will be going from BS IV to BS VI by skipping BS V. BSVI norms will be applicable for vehicles manufactured and sold in India on or after 1st April 2020 for all models. The Emissions Standards for Bharat Stage VI (BS-VI) for category M and N vehicles having Gross Vehicle Weight (GVW) not exceeding 3500kg, manufactured on or after 1 st April 2020 for all models, shall be as under:

152 BS VI RM (kg) Limitation CO THC NMHC NOx THC+ L6 L1 L2 L3 L4 L2+L4 L5 (numbers/ (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) km) Category (3) Class PI CI PI CI PI CI PI CI PI CI PI (1) CI PI (1)(2) CI M (M1&M2) - All ,5 4,5 N1 I II III RM< <R M< <R M NOx PM ,5 4, ,5 4, ,5 4,5 N2 - All ,5 4,5 PN Note: PI=Positive Ignition CI=Compression Ignition This Regulation shall apply to vehicles of categories M1,M2, N1 and N2 with reference mass not exceeding 2,610kg. (1) Only adapted to automobiles with direct injection engines (2) Until three years after date of implementation for new type approvals and new vehicles, particle number emission limit of 6.0 X 1012 #km shall apply to BS VI gasoline direct injection vehicles upon choice of manufacturer. (3) Vehicle categories: see Chapter EU Type Approval Additional Remark: Real world driving cycle emission measurement using PEMS* shall be carried out for data collection from 1st April,2020 and from 1st April, 2023 real world driving cycle emission conformity shall be applicable. The detailed procedure is laid down in AIS137 and as amended from time to time. * Use of PEMS for RDE is under evaluation by a committee formed by MORTH (Ministry Of Road Transport & Highways) under the chairmanship of Director icat,india. 151

153 Type Approval: Type approval is granted after series of test are performed. Test requirements for Type approval BS VI are as follows Type approval - BS VI Reference Fuel Gaso line (E5) Vehicles with Positive Ignition Engines including Hybrids LPG CNG / Bio- Methane/ Bio- Gas/LNG Mono Fuel Bi- Fuel (1) Hydr H2 CNG ogen (Hydroge (ICE) n + CNG) LPG CNG / Bio- Methane Gasoline (E5) Hydrog en (ICE)3 Flex Fuel Ethan ol (E85) / E100) Vehicles with Compression Ignition Engines including Hybrids Mono Fuel Diesel (B7) Flex Fuel Diesel (B7) Bio- Diesel up to 100% (4) Duel Fuel Dies el (B7)+ CNG Gaseous Pollutants (Type 1 Test) (2) (both fuels) Particulate Mass and Particulate Number (Type 1 Test) (3) (Gasoline only) (both fuels) Idle Emissions (Type II Test) - (both fuels) (Gasolin e only) (both fuels) Crankcase Emissions (Type III Test) - (Gasoline only) Evaporative Emissions (Type IV test) (Gasoline only) Durability (Type V Test) (Gasoline only) (B7 only) In-Service Conformity (both fuels) (Gasolin e only) (both fuels) (B7 only) On-Board Diagnostics and IUPRm (5) CO2 emission and fuel consumption (both fuels) (both fuels) Smoke Opacity Engine Power (both fuels) Notes: o When a bi-fuel vehicle has flex fuel option, both test requirements are applicable. Vehicle tested with E100 need not be tested for E85. o Only NOx emission shall be determined when the vehicle is running in Hydrogen o Applicable only for vehicles with direct injection engines including hybrids o Biodiesel blends up to 7% will be tested with reference diesel (B7) & vehicles fueled above 7% will be tested with respective fuels. o C02 emission and fuel consumption shall be measured as per procedure laid down in AIS137 and as amended time to time 152

154 Durability: India adopted 80,000 km of durability requirement for BSIII / IV emission. It is recommended in Auto fuel policy that the Government of India would enhance the Durability. For BSVI durability requirement it is enhanced from current BS IV level of 80,000 km to 160,000 km for the vehicles manufactured on or after 1 st April 2020 for all models. DF (Deterioration Factor) for currently applicable BS IV are as follows Deterioration Factors CO HC HC+NOx NOx PN PM Gasoline Diesel DF for BS VI vehicles manufactured on or after 1 st April 2020 as follows Deterioration Factors CO HC NMHC HC+NOx NOx PN PM Gasoline Diesel OBD requirements Applicability: All light passenger/commercial vehicles OBD I required for gasoline and diesel vehicles by Discontinuity test: MIL must be activated if discontinuity of emission related components occur BS IV OBD II required for gasoline and diesel vehicles by : o MIL must be activated if emission related components cause emission to exceed OBD threshold. o Test procedure and approval practices are in line with EOBD limits for Euro 4. As per latest Gazette of India notification dated 16 th September 2016, all vehicles shall be equipped with On-Board Diagnostic (BS VI-OBD) systems for emission control which shall have the capability of identifying malfunction by means of fault codes stored in computer memory as per the procedure laid down in AIS 137 and as amended from time to time when that failure results in an increase in emission above the limits given in the following tables: 153

155 OBD Threshold for BS VI vehicles manufactured on or after 1st April 2020: Category Class On-Board Diagnostic (BS VI OBD-1) Threshold: CO NMHC [mg/km] [mg/km] Reference Mass [kg] NOx [mg/km] PM 1) [mg/km] PI CI PI CI PI CI PI CI M - All I RM 1, N1 II 1,305<RM 1, III 1,760<RM N2 III 1,760<RM ) PM-thresholds for PI engines apply to direct injection engines only. OBD Threshold for BS VI vehicles manufactured on or after 1 st April 2023: On-Board Diagnostic (BS VI OBD-2) Threshold: CO NMHC [mg/km] [mg/km] Category Class Reference Mass [kg] NOx [mg/km] PM 1) [mg/km] PI CI PI CI PI CI PI CI M - All N I RM 1, II 1,305<RM 1, N1 & N2 III 1,760<RM o PM-thresholds for PI engines apply to direct injection engines only. In-use performance ratio (IUPR) for BS VI vehicles manufactured on or after 1st April 2023 shall be: IUPR M = Numerator Denominator (i) Comparison of Numerator and Denominator gives an indication of how often a specific monitor is operating relative to vehicle operation. Detailed requirements for tracking IUPR are given in AIS 137. (ii) According to the requirements specified in AIS 137, the vehicle is equipped with a specific monitor M, IUPRM shall be greater or equal to 0.1 for all monitors M. Fuel Economy Requirements As per Ministry of Power Notification S.O.1072(E) dated 23 rd April 2015, Fuel Economy standards are laid down for four wheelers, other than quadricycle, used for passengers, Gross Vehicle Weight(GVW) not exceeding 3500Kg. Each manufacturer shall comply with Average Fuel consumption Standard calculated as below Average Fuel consumption Standard = a x (W-b) + c W = N i W i / N i Where, Average Fuel consumption Standard= In petrol equivalent lit/100km a = constant multiplier 154

156 b = Fixed constant c= Fixed constant W= Weighted average of unladen mass in kg for sale by manufacturer Ni = Number of vehicles manufactured or imported for sale in India of a model I in respective fiscal year W i =Unladen mass in kg of a model i in the respective fiscal year. Further in order to establish compliance of these standards, conversion from litre/100 km to CO2 in g/km is given below in latest amendment notification dated 6th Jan a x (W-b) + c in lit/100km is converted into CO2 in g/km as (a * (W-b) c) * (for fiscal years 2017~18 to 2021~22) a b 1037 c Average Fuel Consumption Standard for Manufacturer = x (W ) (fiscal year 2022~23 onwards) a b 1145 c Average Fuel Consumption Standard for Manufacturer =0.002 x (W ) Average of Actual Fuel consumption in petrol equivalent in lit/100km is calculated as below Where, K i N i FC i/ N i Ni = Number of vehicles manufactured or imported for sale in India of a model I in respective fiscal year K i = Equivalent vehicle credits for electric vehicles FCi =Petrol equivalent fuel consumption in lit/100km of a model i (a) Actual fuel consumption of every model shall be calculated as follows Where, FCpetrol in (lit/100km) = x CO2 FCdiesel in (lit/100km) = x CO2 FCLPG in (lit/100km) = x CO2 FCCNG in (kg/100km) = x CO2 155

157 CO2 = measured carbon dioxide in g/km as per type approval (b) Actual Fuel Consumption of every electricity driven model shall be measured in terms of kwh/100km as per type approval; (c) Actual Fuel Consumption in petrol equivalent for diesel, LPG, CNG and electricity driven vehicles shall be obtained by multiplying the actual fuel consumption referred above in (a) and (b) with conversion factors specified below Fuel type Conversion Factor to Petrol equivalent Diesel LPG CNG Electricity The compliance to the CO2 equation mentioned here shall be deemed as compliance to the average fuel consumption standard in petrol equivalent liter/100km given in the said notification issued by Ministry of Power. Every manufacturer shall submit an Annual Fuel Consumption Report for the reporting period. The manufacturer s annual corporate average CO2 performance (P) with respect to the target (T) can be quantified in terms of CO2 credits / debits in metric tons/km and calculated as follows. CO2 Credits = {(T - P) X Σ ni}/106 CO2 Debits = {(P - T) X Σ ni}/106 Where: P is the manufacturer s annual corporate average CO2 performance expressed in g/km T is the manufacturer s annual corporate average CO2 target expressed in g/km ni is the total number of vehicles manufactured / imported in India of a model i, including its variant(s) in a Reporting period for sale in India. 156

158 Fuel Economy Labels Currently as per Gazette of India Notification on 7 th January 2016 every manufactures or importer of a vehicle shall affix on the vehicle a Fuel Economy Star Rating (FESR) before on or before 1 st April 2016 which are determined as follows Star Rating Fuel economy levels (Petrol equivalent liters/100km) One Star FCi > x Wi Two Stars x Wi FCi > x Wi Three Stars x Wi FCi > x Wi Four Stars x Wi FCi > x Wi Five Stars FCi x Wi Where, Wi = Unladen mass in kilogram of a model in the respective financial year and FCi = Petrol equivalent fuel consumption in liter per 100 kilometer of a model i. Incentive Programs Government of India approved the National Mission on Electric Mobility in 2011 and subsequently National Electric Mobility Plan 2020 was unveiled (in 2013) and it is further formulated as Faster Adaption and Manufacturing of Hybrid & Electric vehicles in India (FAME) by Department of Heavy Industry by S.O. 830(E). The Gazette of India notification dated 13th March The overall scheme is proposed to be implemented over a period of 6years, till 2020 and it is intended to support hybrid/electric vehicles market and its manufacturing eco-system. Phase -1 of scheme is implemented from 1 st of April 2015 for next two years for FY & FY and it is extended further 6 months upto 30 th September The demand incentive shall be available for buyers (end users/consumers) in the form of an upfront reduced price to enable wider adoption. Mild Hybrid, Strong Hybrid, Plug-in Hybrid and Pure Electric technologies (collectively termed as xev) are covered under the scheme in The Gazette of India notification draft dated 13th March However in 30 th March 2017 Department of Heavy Industry has noted that Mild hybrid technology will stand excluded from benefits under the FAME scheme w.e.f 1 st April The vehicles sold with Mild hybrid on or before 31 th March 2017 will continue to receive incentives. The following category of vehicles shall be eligible to avail demand incentives under the scheme: Two wheeler (Category L1 & L2 as per Central Motor Vehicle Rules (CMVR) Two wheeler (Max power not exceeding 250 Watts) Three wheelers (Category L5 as per CMVR) Passenger Cars (Category M1 as per CMVR) LCVs (Category N1 as per CMVR) Buses (Category M3 as per CMVR) Retrofitment (Category M1,M2 & N1 as per CMVR) 157

159 For Vehicle categories: see Chapter EU Type Approval; xev Technology Mild hybrid electric vehicle (HEV) Mild HEV with OVC (Off Vehicle Charging) Strong HEV Plug in HEV/ Range Extended Electric Vehicles (REEV) Battery Electric Vehicles(BEV) Technology definition Vehicles with Start-Stop arrangement, Electric Regenerative Braking system and Motor assist. Vehicles with OVC with Rechargable Energy Storage System (ReESS). Vehicles with Start-Stop arrangement, Electric Regenerative Braking systems and Motor drive. Strong HEV with Off Vehicle Charging (OVC) of ReESS. Vehicle which is powered exclusively by electric motor and has an Electric Regenerative Braking system. The demand of incentives is proposed into 2 slabs Level 1 and Level 2. This is to promote development of technologies and vehicles with higher fuel saving potential. In general to qualify for L2 incentive, the vehicle shall have to meet 50% higher qualifying target. Target Line (TL) fuel consumption for base vehicle and xev vehicles are defined as follows Fuel Consumption Criteria Target Lines Mild hybrid* Strong Hybrid PHEV Fuel Category Level 1 Level 2 Level 1 Level 2 Level 1 Level 2 Gasoline/ LPG TL -10% TL - 15% TL-20% TL -30% TL -33% TL-50% Diesel/CNG (TL- 11.5%)- 10% (TL- 11.5%) - 15% (TL- 11.5%)- 20% (TL- 11.5%)- 30% (TL- 11.5%)- 33% (TL- 11.5%)- 50% 1) The % figure is the % change in the slope from Target Line - TL 2) For example TL(gasoline equivalent fuel consumption in l/100km = *M , then the target for the Gasoline mild hybrid will be: *0.9*M and Diesel mild hybrid = *0.885*0.9*M Fuel Category Gasoline/ LPG Fuel Consumption Criteria Target Line equation constant Eqn/Const Mild hybrid Strong Hybrid PHEV FC 1 = a* M+b Level 1 Level 2 Level 1 Level 2 Level 1 Level 2 a b a Diesel/CNG b Gasoline equivalent fuel consumption 158

160 Actual gasoline equivalent fuel consumption for diesel, LPG, CNG vehicles shall be obtained by multiplying the actual fuel consumption of a diesel, LPG or CNG motor vehicle with the conversion factors specified as in below table:- Fuel type Conversion Factor to Petrol equivalent Diesel LPG CNG Following incentives are applicable except for Mild Hybrid with effect from 1 st April 2017 Segment Four-wheeler (Category M1) INCENTIVE (Rs) Length not exceeding 4 meters Level 1 Level 2 Mild HEV (Conventional Battery) 13000/ /- Mild HEV (Advance Battery) 19000/ /- Strong HEV (Advance Battery) 59000/ /- Plug-in HEV (Advance Battery) 98000/ /- BEV (Advance Battery) 76000/ /- Length exceeding 4 meters Level 1 Level 2 Mild HEV (Conventional Battery) 11000/ /- Mild HEV (Advance Battery) 20000/ /- Strong HEV (Advance Battery) 58000/ /- Plug-in HEV (Advance Battery) 98000/ /- BEV (Advance Battery) 60000/ /- Segment LCV (Category N1) INCENTIVE (Rs) CNG/Diesel Variant Level 1 Level 2 Mild HEV (Conventional Battery) 17000/ /- Mild HEV (Advance Battery) 19000/ /- Strong HEV (Advance Battery) 52000/ /- Plug-in HEV (Conventional Battery) 73000/ /- Plug-in HEV (Advance Battery) / /- BEV (Conventional Battery) / /- BEV (Advance Battery) / /- 159

161 Brazil Emission Standard for Passenger cars & Light Commercial Vehicles (80,000 km standards) Test: FTP-75 Limits [g/km] Gasoline Diesel NG10 ) Vehicle Type PC & LCV 1,700kg LCV >1,700kg Phase Effective Date THC 1) NMHC CO NOx CHO 2) PM Evap 3) L5 *) L ) ) ) L5 *) L ) ) ) SHED [g/test] ) ) An official proposal for the next phase of Brazilian emissions regulation (PROCONVE L7 or PL7) was submitted and is being analyzed by the Brazilian Institute of Environment. The main changes are: Stricter emissions limits, that should be implemented in four phases (starting from 2020) End of the unburned ethanol discount Introduction of RDE with European procedure, but with different emissions thresholds Emissions durability extended from 80K to 160K km New method for evaporative emissions, including 72 hours SHED, evaporative emissions while refueling and running losses Reduction of CO2 emissions, targeting a fleet average CO2 emission of 95 g/km in ) ) 1) Only for vehicles operated on natural gas; 2) Due to an alcohol of 22 to 27% in gasoline, Brazil specifies a standard for aldehydes (CHO) for gasoline engines - not valid for natural gas engines; 3) not applicable for Diesel vehicles and vehicles exclusively operated only natural gas; 4) only for gasoline or ethanol vehicles; 5) only for Diesel vehicles; 6) for PC; 7) for LCV; 8) valid as of for all vehicles ; 9) 2014: new type approval, 2015: all new registrations; 10) CO 2 test results have to be reported; *) Phase L5 was planned for Diesel vehicles but was not possible due to unavailability of adequate fuel quality; The FTP-75 is the emission cycle used in emission tests in Brazil. The test should start with an ambient temperature between 20 C and 30 C, and the soak time should be higher than 12 hours and lower than 36 hours. There are no tests with temperatures lower than 20 C. The road coefficients are usually measured and provided by the vehicle manufacturer. If more than 33% of the produced vehicles are equipped with air conditioning system, the road coefficients must be raised by 10%. All emission tests are executed with the air conditioning system turned off. Specific Regulations for Flex-Fuel and Alternative Fuel Vehicles ANFAVEA (Associação Nacional dos Fabricantes de Veículos Automotores) reported that 1.7 million flex-fuel vehicles were sold in 2016 in Brazil. That represents almost 90% of the whole Brazilian market. Therefore it is necessary to define specific regulations for alternative fuels. In the homologation process, the vehicle must be able to pass emission tests with 3 fuels: E22 (gasoline), E61 (mixture of E22 and E100) and E100 (ethanol). There are specific rules for the tests with E100. In these tests, it is allowed to discount the whole amount of unburned ethanol from the NMHC. That means that for E100 the value compared to the NMHC limit (0.05 g/km) is not the whole amount of NMHC, but the NMHC without the unburned ethanol (NMHC-ETOH). Future Trends

162 OBD Requirements The Brazilian OBD legislation (OBDBr-2 and OBDBr-2+) is very similar to EOBD, with some few differences: 1. FTP-75 is the homologation cycle; 2. Catalyst efficiency should be monitored only for THC (for NGV) or NMHC (for Otto engines, except NGV); 3. Except for catalyst, misfire and upstream lambda sensor, only electrical diagnoses are required; 4. Catalyst, lambda sensor (plausibility) and misfire monitoring might be disabled during evaporation of fuel in oil and determination of ethanol concentration in fuel; 5. Catalyst and lambda sensor (plausibility) monitoring might be disabled out of the following ethanol concentration ranges: E19-E30 and E90-E100 (OBDBr-2 only). OBD limits for OBDBr-2 (valid from January 1 st 2010 onwards) Category THC (1) (g/km) NMHC (2) (g/km) CO (g/km) NOx (g/km) LDV LDT LDT Notes: LDV: Light-duty Vehicles (passenger cars) LDT1: Light-duty Trucks 1 (LVW < 1700 kg) LDT2: Light-duty Trucks 2 (1700 kg < LVW < 3856 kg) LVW: Loaded Vehicle Weight, used as reference for emissions test. (1) Only for NGVs (2) Only for Otto engines, except NGVs (it is allowed to discount unburned ethanol at manufacturer s discretion) OBDBr-2+ From January 1 st 2018 onwards there are some small changes in the legislation, which is now called OBDBr-2+: 1. All diagnosis should run for the complete ethanol in fuel concentration range; 2. CO OBD limits lowered to 3.0 g/km for LDV and LDT1 and to 6.0 g/km for LDT2; 3. THC and NMHC should be monitored for catalyst diagnosis; 4. OBD homologation can be run with E61. Fuel Economy Regulations There are no specific rules for CO2 emissions or for fuel economy in Brazil. The vehicle s fuel consumption is measured in two different cycles. The urban cycle UDDS and the extra-urban Highway Cycle. Brazil has a labeling program for fuel consumption organized by INMETRO (Instituto Nacional de Metrologia, Qualidade e Tecnologia). Nevertheless, the manufacturers are not yet obligated to participate in this program. Therefore, most of the consumers do not know if they are buying a good rated vehicle or not. Incentive Programs With Decree No.7.819/2012 of 3 rd October 2012, Brazil s incentive program INOVAR-AUTO was established for the years The objectives of this program are: to create conditions for a higher competitiveness in the automotive industry, to produce more efficient and safer vehicles, and to incentivize research and development. The main idea of the program is to put an additional tax, in form of an increased IPI (Imposto sobre Produtos Industrializados) of 30% on all light duty and light commercial vehicles. The main goal of the manufacturers is to increase the efficiency of the vehicles by 12.1% (from 2.07 MJ/km to

163 MJ/km, by the end of 2017). For manufacturers meeting the requirements of this program, the present IPI will remain unchanged. Other manufacturers can qualify for a reduction of the additional IPI up to zero by improving their corporate average fuel economy values beyond a required minimum. The manufacturer can even qualify for an additional tax reduction of 2% if his fleet achieves an efficiency improvement up to 18.8 % over the 2012 level vs. the political target of 12.1%. With this program Brazil expects to reduce its greenhouse gas emission from the LDV-fleet by 10 to 15 % by the year IPI-Reduction Average New LDV Efficiency [MJ/km] Vehicle Efficiency Improvement Basis (2012) Up to 30% *) % +1% Benefit over % +2% base IPI % *) equalizes additional IPI Future Developments The INOVAR-AUTO program will end by the end of 2017 and a new program is being discussed. Its name is Rota 2030 (Route 2030) and it will continue to follow the objectives of INOVAR- AUTO. The focus of Rota 2030 will be in following areas: Energy Efficiency, Research and Development, Vehicle Inspection and Taxation. The objective is to define a long-term program with energy efficiency targets and synchronization with the emissions regulation program (PROCONVE). 162

164 Test Procedures Evaporative Emission Test An evaporative emission limit of 1.5* g/test is applicable. Sealed Housing for Evaporative Emission Determination (SHED) test is used for measuring evaporative emissions as per NBR11481 test standard. The test includes both stages, the diurnal (cold test evaporation) stage and the hot soak (hot test evaporation) stage. *an alternate limit of 2.0 g/test is applicable if sealed chamber of variable volume specified as per US standard is used; Hybrid Electric Vehicle Test Procedure IBAMA specifies test procedures for measuring emissions in light-duty hybrid electric vehicles (excluding PHEVs). Emission tests for HEVs are required to meet certain guidelines with respect to state of charge (SOC) of the internal energy storage system (RESS). Sustained Load Mode (CS) is used for testing, under which a vehicle operates through fuel consumption while sustaining electrical power from the RESS. Emission tests are conducted using FTP-75 cycle highway cycle. 163

165 Russian Federation Emission Standards for M & N Vehicles 3,500 kg Vehicle Type Effective Date 1) Emission Class Requirement Corresponds to Gasoline January ECE-R83/05 Emission level A ECE-R24/03 (Diesel only) Euro 3 Diesel Gas January ECE-R83/05 Emission level B ECE-R24/03 (Diesel only) Euro 4 January ECE-R83/05 ECE-R24/03 (Diesel only) Euro 5 1) With regard to motor vehicles manufactured using base motor vehicles that have been placed into service and produced by other manufacturers, the period of validity of Vehicle Type Approvals is limited to the following date: for base motor vehicles of emission class 4 - December 31,

166 Summary Overview s Worldwide Emission Legislation for Passenger Cars Worldwide Fleet CO2 Emission Targets 165