Worldwide Emission Standards
and Related Regulations
February 2009
Passenger Cars · Light & Medium Duty Vehicles
Important changes – overview
In the European Union, the year 2009 will be dominated by two major events:
As of September, another step towards reduced auto emissions will come
into effect for new type approvals in form of regulation 715/2007/EC (EU5).
This regulation, for the first time, includes a fully new scope and a limit for
the number of particles in the exhaust gas of Diesel engines.
In December 2008, a consensus was reached within the EU parties
responsible for Common Market regulations to define vehicle mass-based
CO2 limits for manufacturers’ car fleets and to establish a system of fines
for non-attainment of the set values.
In the USA, the year 2009 will see substantial amendments to existing
requirements for automobiles. They are the result from intensive discussions
which took place over the whole year 2008 with different emphasis on
Federal and California level:
Federal legislation will bring about new fuel economy- and CO2-requirements
resulting from a NPRM by NHTSA and an ANPRM by EPA.
California legislation will shortly publish a final rule with new considerable
ZEV-requirements which were decided on the basis of last year’s “ZEV
Review” process. Other states may adopt these amendments.
Both upcoming new requirements are already described in this table in as
much detail as possible at the time of printing.
A view to Asia also shows a clear trend to amend existing auto emission
legislation by requirements for improved fuel economy in order to save
resources and to achieve CO2-emission targets and to promote development
and introduction of alternative engine/vehicle technologies.
Japan wants to meet its long-term emission standards and its CO2-obligations
from the Kyoto Protocol and supports low emission and fuel efficient vehicles
with taxation measures. Priority will shift beyond 2009 towards promotion
programs for “the next generation of vehicles” (e.g. hybrids and electric cars).
China sets priority on fuel efficiency and has established new FE-standards.
Priority is also seen on improving fuel quality and replacing vehicles with high
emissions.
India will tune its 2-, 3- and 4-wheeler fleet to better fuel economy and intends
to use alternative fuels in the transport sector (NG will be made available in
major cities). On the emission side focus will be on the determination of the
source of pollution.
South Korea has introduced reinforced thresholds for CAFE from 2012 and
maintains CO2 reduction as one of its priorities.
3
Strong partner for innovation
The Continental Corporation is one of the top automotive suppliers
worldwide. As a supplier of brake systems, systems and components for the powertrain and chassis, instrumentation, infotainment
solutions, vehicle electronics, tires and technical elastomers, the
corporation contributes towards enhanced driving safety and protection of the global climate. Continetal is also a competent partner
in networked automobile communication.
Dear automotive engineer,
in a world of ever changing emission and fuel economy standards it is a
challenging task to keep track of the current regulations around the world.
As a service to automotive engineers around the globe, Continental – supplier
of electronics, electrics and mechatronics to the automotive industry – has put
together this practical booklet to support you.
The booklet provides an overview of all exhaust and evaporative emission
standards, on-board diagnostics (OBD) requirements, fuel economy/fuel
consumption regulations, conformity of production (COP) testing, in-use
testing requirements, driving cycles, test procedures, calculation of fuel
economy/fuel consumption and the sulfur content of available fuels.
Continental is a strong partner for innovation in the field of fuel injection
systems for gasoline and diesel engines with a goal to reduce fuel consumption
and to minimize emissions.
We hope this booklet will become a useful tool to support your daily work.
4
Solutions for reducing emissions
and optimizing fuel economy
The Division Powertrain within the international automotive
supplier Continental AG brings together innovative and efficient
system solutions affecting every aspect of a vehicle’s drivetrain.
The objective of the Powertrain Division is not only to make driving more
affordable and environmentally friendly but also to make it a less stressful
and more pleasurable experience. With its comprehensive portfolio, the
Division can offer its customers a full range of systems and components.
Flexible injection timing and outstanding metering accuracy are the key
success factors of our precise high-speed piezo injection system for diesel
common rail engines. In addition to providing our thoroughly proven multipoint injection systems, we also supply high pressure direct injection
systems with piezo or solenoid actuated injectors for gasoline engines.
All systems are including sensors, actuators and tailor-made electronics.
Turbocharger and exhaust gas aftertreatment technologies as well as
engine management and transmission control units are part of Continental’s
portfolio. Moreover we offer components and systems for hybrid drives as
well as fuel supply.
For further information please visit: www.conti-online.com
5
EMITEC - Innovations for
Gasoline and Diesel Catalysts
Although modern cars have become safer, more economical and environmentally
friendly year by year, energy consumption and exhaust emissions still need to be
reduced further.
For that reason Emitec, a world-wide leading developer and producer of metal
substrates for high performance catalysts, has put its know-how in close cooperation with the OEM’s and developed components for new, compact catalyst
systems for gasoline and Diesel engines which contribute significantly towards
the reduction of pollutant and particle emissions.
Increasing demand for METALIT®
metal catalysts
To meet the increasing demand of
its most important markets Europe,
North America and Asia – Emitec
has plants in Lohmar and Eisenach,
Germany and Fountain Inn, USA
and Pune, India as well as branches
in Japan, Korea and China. In its
new test center in Eisenach, Emitec
has the most modern test benches
such as highly dynamic engine test
benches. With component test
benches, vehicle test benches with
cold chamber and a laboratory
equipped with the most up-dated
emission measurement technology,
even the lowest concentration of
pollutants are measured in accordance with current and future exhaust
gas legislation.
6
Innovation for sustained mobility
The new generation of catalysts
– countercorrugation increases
the conversion rate
Using SuperFoil®, a steel foil of only
0,03 mm for METALIT® catalysts it
was possible to avoid exhaust gas
back pressure and the associated
increase in consumption via exhaust
gas aftertreatment. Now Emitec has
gone a step further with structured
foils LS/PE design for METALIT®
catalysts. LS foils with a counter
corrugation generate turbulent flow
that increases efficiency.
Combined LS/PE design structured
foils generate an additional radial
flow distribution and therefore a
higher conversion rate with a
smaller, lighter and on top more cost
effective catalyst volume.
Close coupled catalysts
arrangement shortens the
cold start phase
Future catalysts concepts will have
to meet more stringent exhaust gas
requirements contained in future
emissions legislation.
Economically these goals can be
achieved provided that, first of all,
cold start emissions are significantly
reduced.
Contact:
Emitec Gesellschaft für
Emissionstechnologie mbH
Hauptstraße 128
53797 Lohmar · Germany
The METALIT® catalyst can make
two contributions towards
achieving this by combining a close
coupled catalyst with the use of
very thin structured LS/PE steel foils
for turbulent flow distribution of the
exhaust gas. This reduces the time
taken for the catalyst to start working and cold start emissions can be
reduced by about a half. The overall
cleaning effect increases to more
than 98% in exhaust gas tests.
Tel.: Fax: E-Mail:
Internet:
+49 2246 109 0
+49 2246 109 109
info@emitec.com
www.emitec.com
7
Abbreviations
AB
ACEA
ALVW
ASE
AT PZEV
CAA
CAFE
CAP 2000
CARB
CFE
CFR
CHO
CI(E)
CNG
CO
COP
DW
EC
ECE
EE(P)
EGR
EIW
EPA
ESD
EU COM
Evap
FTP
GVM
GVW
HC
HCHO
HFE
HLDT
ICE
I/M
ITS
km/h
LDT
LDV
LEV
LLDT
LVW
MDPV
MDV
MI(L)
mpg
NEDC
NHTSA
NMHC
NMOG
NOx
NYCC
OBD
OMS
ORVR
PC
PI(E)
PM
ppm
psi
PZEV
RW (rw)/RM
SEPA
SE(T)
SHED
SFTP
SULEV
TLEV
UDDS
ULEV
UN
ZEV
8
Assembly Bill
Association des Constructeurs Européens d’Automobile
Adjusted Loaded Vehicle Weight
Average Specific Emission
Advanced-Technology Partial Zero Emission Vehicle
Clean Air Act
Corporate Average Fuel Economy
Compliance Assurance Program (USA-EPA of the Year 2000)
California Air Resources Board
City Fuel Economy
Code of Federal Regulations
Aldehydes
Compression Ignition (Engine)
Compressed Natural Gas
Carbon Monoxide
Conformity of Production
Design Weight
European Community
Economic Commission for Europe
Excessive Emission (Premium)
Exhaust Gas Recirculation
Equivalent Inertia Weight
Environmental Protection Agency
Energy Storage Device
Commission of the European Union
Evaporative (Emissions)
Federal Test Procedure
Gross Vehicle Mass
Gross Vehicle Weight
Hydrocarbons
Formaldehyde
Highway Fuel Economy
Heavy Light-Duty Truck
Internal combustion Engine
Inspection and Maintenance
Intelligent Transportation Systems
Kilometers per hour
Light-Duty Truck
Light-Duty Vehicle
Low Emission Vehicle
Light Light-Duty Truck
Loaded Vehicle Weight
Medium-Duty Passenger Vehicle
Medium-Duty Vehicle
Malfunction Indication (Lamp)
miles per gallon
New European Driving Cycle
National Highway Traffic Safety Administration
Non-Methane Hydrocarbons
Non-Methane Organic Gases
Nitrogen Oxides
New York City Cycle
Onboard Diagnostics
Operating Mode Switch
Onboard Refueling Vapor Recovery
Passenger Cars
Positive Ignition (Engine)
Particulate Matter
parts per million
pounds per square inch
Partial Zero Emission Vehicle
Reference Weight/Reference Mass
State Environmental Protection Agency
Specific Emission (Target)
Sealed Housing for Evaporative Emissions Determination
Supplemental Federal Test Procedure
Super Ultra Low Emission Vehicle
Transitional Low Emission Vehicle
Urban Dynamometer Driving Schedule
Ultra Low Emission Vehicle
United Nations
Zero Emission Vehicle
Contents
Page
ECE-Regulations and EC-Directives.............................................................................................10
EU-Emission Standards for M-Vehicles......................................................................................13
EU-Emission Standards for N1-Vehicles ....................................................................................14
Evaporative Emissions Requirements / Incentives / Future Trends in the EU.............................16
Fuel Consumption /CO2 Reduction in the EU.............................................................................17
Status of CO2-discussion in the EU........................................................................................... 18
Phase-In of Community Target of 120 gCO2/km, Calculation of Specific Emission Target…….. 20
US - Federal Requirements .............................................................................................................21
Tier2 FTP Average NOx-Emission Standards Phase-In Schedule .............................................22
FTP-Standards: Tier2 “Bin”-Groups for Full Useful Life…………………………………………….. 22
Tier2 “Bin”-Groups for Intermediate Useful Life, SFTP-Standards..............................................23
Low Temperature Standards, Evaporative Emissions Standards ...............................................25
Passenger Car CAFE-Regulations.............................................................................................28
Energy Bill & Proposed NHTSA CAFE Requirements................................................................29
Gas Guzzler Tax, FE Labels ......................................................................................................30
Tax Credits for Advanced Technologies, Section 177 States .....................................................31
US – California Requirements ........................................................................................................32
FTP-Standards: LEV I Emission Standards...............................................................................33
FTP-Standards: LEV II Emission Standards...............................................................................34
SFTP Standards, Low Temperature Standards, ZEV Mandate ..................................................35
ZEV Requirements for Large Volume Manufacturers .................................................................36
ZEV Requirements for Intermediate and Small Volume Manufacturers……………………………37
Hybrid Electric Vehicle Characteristics .......................................................................................38
PZEV- Allowances .....................................................................................................................39
Hybrid Electric Vehicle Testing.…………………………………………………………………………40
Plug-In Hybrid Electric Vehicle Testing………………………………………………………………...41
Evaporative Emission Requirements, Fuel Economy Regulation (AB 1493) ..............................43
Canada
Emission Requirements .............................................................................................................44
Fuel Economy Regulations ........................................................................................................45
Japan
Emission Standards - Passenger Cars.......................................................................................46
Emission Standards - Light and Medium Commercial Vehicles ..................................................47
“Post New Long-Term Emission Regulations…………………………………………………………48
Transient Mode “JC08” (former:“CD34”), Fuel Economy Targets ................................................49
Gear Shift Positions for the “JC08”-Mode” (Vehicles with manual Transmission) .......................50
Fuel Economy Targets ...............................................................................................................51
Tax Incentives…………………………………………………………………………………………….52
Republic of Korea
Emission Standards .................................................................................................................53
Fuel Economy Requirements .....................................................................................................54
Peoples Republic of China (Emissions and Fuel Consumption Standards) ...................................55
India ................................................................................................................................................56
Argentina, Australia, Brazil ...........................................................................................................57
Chile, Colombia, Costa Rica, Ecuador, Iran, Malaysia ................................................................58
Mexico ............................................................................................................................................59
Singapore, Taiwan (Emission Standards & Fuel Economy Standards), Hong Kong .....................60
On-Board Diagnostics (OBD) Requirements ...............................................................................62
European Union (EOBD)............................................................................................................62
USA / California OBD II ..............................................................................................................64
California Monitoring Requirements (Gasoline Engines) ............................................................65
Japan, Other Countries ..............................................................................................................69
Driving Cycles................................................................................................................................71
Test Procedures for Periodically Regenerating Systems in the EU…………………………………...76
for Hybrid Electric Vehicles in the EU…………………………………………………78
for Type Approval in the EU and in the US .........................................................84
Calculation of Fuel Economy/Fuel Consumption……………………………………………………..87
Fuel Qualities (Sulfur Content)…………………………………………………………………………...88
9
ECE-Regulations and EC-Directives
ECE-Regulations and EC-Directives are in principle equivalent concerning their contents or
requirements. Their introduction dates may, however, differ. ECE-Regulations are recommended by the
Economic Commission for Europe (Geneva) and may be applied by all nations which have signed the
UN-Agreement of 1958 either as an amendment to, or as a substitute for the country’s national law.
EC-Directives are established by the Community’s legislative parties in Brussels and are binding for all
member states, i.e. they must be introduced at specified dates as a new law or as a substitute for an
existing law. EC-Directives are characterized by two mandatory introduction dates, the first date applies
to the introduction of a new model, the second date - which is always a year later - is valid for the first
registration of an existing model.
ECE-Regulations & EC- Directives for Passenger Cars with Gasoline and
Diesel Vehicles since Start of Catalyst Technology in Gasoline Cars
Valid for Vehicles with a
Gross Vehicle Mass (GVM)
< 3,500 kg
Valid for Vehicles used for Passenger
Transportation
(M1-Vehicles < 8 seats and < 2,500 kg)
ECERegulation
Amendment
Introduction
EC-Directive
Mandatory
Introduction2)
Contents
ECE-R83/01
12-30-1992
91/441/EEC
07-01-1992
EU 1
ECE-R83/031)
12-07-1996
94/12/EC
01-01-1996
EU 2
ECE-R83/05
03-29-2001
98/69/EC
01-01-2000
01-01-2005
EU 3
EU 4
04-04-2005
2003/76/EC
04-09-20043)
Amendments to
EU3 & EU4
ECE-R83
(Supplement to the 05
Series of Amendments)
2)
1)
3)
also for gas engines; date for type approval of new models;
dates for new registrations: 01.01.06
(M1<2,500 kg & N1, class I); 01.01.07 (M1>2,500kg & N1 classes II & III).
Note:
• Consensus has been reached to incorporate the requirements of EU5/EU6 into the UNRegulation ECE R83/06. Finalization of related KOM work is expected mid to end of 2010
• After completion of this work, ECE-R83 and 70/220/EEC (Basis EU-Emission Directive) will be
equivalent
• In the future KOM intends to apply only ECE-Regulations
10
EU - Type Approval
An EU-Type Approval is granted after compliance with a series of tests and requirements:
Test
Subject
Requirement
Type I
Exhaust Emissions
Standards: see tables on page 13. Test: NEDC as of EU 3.
Type II
Idle-CO*)
Determination of reference value for I/M**) & COP***)
Type III
Crankcase Emissions
Standard: Zero emission
Type IV
Evaporative Emissions
SHED-Test; Standards: 2 g/Test (EU1 - EU4)
Type V
Durability
• EU 3: 80,000 km
• EU 4: 100,000 km
• EU 5: 160,000 km
Option to actual durability run:
Use of assigned deterioration factors (DFs):
• option: test bench
As of
PI
1.2
CI
1.1
HC
1.2
-
EU5+EU6 PI
1.5
1.3
1.5
-
-
EU3+EU4
ageing
EU5
Type VI
Low Temperature Emissions
M1 and N1, Class I
N1,Class II
N1, Class III
On-Board Diagnosis
*)
gasoline engines only;
**)
CO THC NMHC NOx NOx+HC PM
CI
-
PN
1.2
-
-
-
-
1.1
1.1
1.2
-
1.3
1.6
-
1.0
1.0
1.1
1.1
1.0
1.0
Standards at –7 °C:
HC=1.8 g/km; CO=15 g/km
HC=2.7 g/km; CO=24 g/km*)
HC=3.2 g/km; CO=30 g/km*) **)
*)
valid also for M1 with GVM >2,500 kg designed to
carry > 6 occupants; **) valid for N2 as of EU5
European On-Board Diagnosis (EOBD): see page 63
I/M=Inspection & Maintenance;
***)
COP=Conformity of Production
Vehicle Categories (as applied to EU-Emission Legislation up to EU4)
Main
Category
SubCategory
M
M1
min. 4 wheels
Transportation
of Passengers
M2
M3
N
N1
min. 4 wheels
Transportation
of Goods
N2
Seats
Mass Limits
maximum Mass not limited. EU-emission
legislation splits into 2 groups :
8
excl.driver M1 with GVM<2,500 kg and
M1 with 2,500kg<GVM<3,500kg
Max. GVM up to 5,000kg
Chassis dyno testing optional
more than only for M2 Diesel with RM up to
8
2,840 kg
excl.driver Max. GVM> 5,000kg
Max. GVM< 3,500kg; EU-emission
legislation splits N1 into 3 RWgroups : see N1 table on page 14
3,500 kg<GVM<12,000 kg
Chassis dyno testing optional for
N2 Diesel with RM up to 2,840 kg
GVM >12,000 kg
Emission Rule*)
EU3/EU4
Euro3/Euro4/Euro5
EU3/EU4
Euro3/Euro4/Euro5
only
Gasoline engines:
only EU3/EU4;
Diesel: EU or Euro
possible
Euro3/Euro4/Euro5
EU3/EU4 possible
Euro3/Euro4/Euro5
only
*)
EU: used for chassis dyno standards & test procedure; Euro: used for engine dyno standards & test procedure
N3
11
The EU 5 / EU 6 - Regulation (Objectives and Main Characteristics)
When defining its proposal for EU5, the EU-Commission had the following objectives:
• to tighten the standards for gasoline and Diesel engines according to the potential of each
technology, and
• to define a PM-standard which virtually obliges car manufacturers to apply the Diesel particulate
filter as of step EU5
On June 20, 2000, the European Parliament and the Council adopted the “Regulation (EC) No.
715/2007 which specifies the following requirements:
• introduction of a new scope of application of the requirements to the affected vehicle
categories,
• increasing the stringency of the PM- and NOx-standards, and
• inclusion of a second step with further strengthened standards (EU6)
• For vehicles with Diesel engines the EU5-regulation reiterates the PM-level of 5 mg/km
as the basis on which Member States are allowed to start incentive programs to promote
early introduction of advanced PM-emission control technologies
• In the context of the implementing measures, the PM standard was revised to 4.5 mg/km
• The new standard for PM-emissions is valid together with the new limitation of the number of
particles emitted in the exhaust gas - (PN) [x/km]
• For vehicles with Diesel engines, the implementing measures prescribe a PN in both EU5&EU6.
• For positive ignition engines, a PN will be introduced in EU6. For these engines both the PM limit
and the new PN apply only to engines with direct injection.
As of step EU5 a new scope of application was defined. It reduces the differentiation of vehicle
categories to only two groups: vehicles < 2,610 kg reference mass and vehicles > 2,610 kg
reference mass with the specifications given in the comparison table below:
Comparison of Scope of Application of EU5/EU6 Regulation
Chassis Dyno Certification vs. Engine Dyno Certification
Scope of Directive
70/220/EEC as last
amended by 2003/76/EC
Applies to M1 and N1 vehicles
except to vehicles of class N1
with Diesel engines which are
type approved on the engine
dyno
The car manufacturer my
apply for an extension of the
certificate of M1-vehicles with
Diesel engines to vehicles of
class M2 and N2 up to a
reference mass of 2,840 kg
• “Social Needs”- Vehicles:
Vehicles with reference mass>
2,000 kg, as well as vehicles
with RM > 2,000 kg and
"designed to carry 7 or more
occupants" (incl. driver); M1G
(only up to Aug. 30-2012
(emission standards as N1,
class II & III, N2)
• Reference Mass (RM):
Mass of vehicle in operative
condition minus driver (75 kg)
plus 100 kg
*)
EU5&EU6
Chassis Dyno
Engine Dyno
The Regulation applies to The Regulation applies to all vehicles with
vehicles of classes M1, M2, N1 a reference mass of > 2,610kg
and N2 up to a reference mass
of 2,610 kg
Manufacturers may apply for an
extension of the certificate of M1,
M2, N1 and N2 -vehicles with a
RM>2,610 kg and type approved
for EU5/EU6 to same vehicles up
*)
to a reference mass of 2,840 kg
Exemption:
Manufacturers may apply engine dyno
testing for vehicles with a reference mass
between 2,380 kg and 2,610 kg
Application of the new EU-Regulation EU5/EU6
Vehicle Category
M1, M2, N1 Class I
N1, Class II and III, N2
“Social Needs”- Vehicles
New Model
New
Registration
Sep.01-2009
Jan.01-2011
EU 5
Sep.01-2014
Sep.01-2010
Sep.01-2015
Jan.01-2012
EU 6
EU 5
Sep.01-2015
Sep.01-2016
EU 6
Sep.01-2009
Jan.-01-2012
EU 5
Exemption as agreed by EU-Council (Nov.10, 2008) and by EP (Dec. 16, 2008).
12
EU-Standards for M-Vehicles [g/km]
Gasoline
CO
HC
HC
NOx
EU 1
2.72
0.97
-
-
EU 2
2.2
0.50
-
-
EU 3
2.3
-
0.20
0.15
EU 4
1.0
-
0.1
0.08
Vehicles
1)
1)
Valid also for CNG & LPG vehicles
4)
PM 2) 3)
PN
[mg/km]
[mg/km]
[x/km]
68
60
5.0/4.5
-
68
60
5.0/4.5
5)
CO
THC+NOx
THC
NMHC
[mg/km]
[mg/km]
[mg/km]
[mg/km]
EU 5
1000
-
100
EU 6
1000
-
100
NOx
2)
3)
PM standard for positive ignition engines applies only to vehicles with direct injection engines; A revised
measurement procedure shall be introduced before the application of the 4.5mg/km standard which will apply
4)
on Sep. 1, 2011 (new types) and on Jan. 1, 2013 (new registration). A new measurement procedure shall
5)
be introduced before the application of the PN-standard; A number standard is to be defined for this stage for
vehicles with positive ignition engines before Sep.1-2014.
Remarks
As of EU 3
As of EU 4
• new driving cycle w/o 40 s pre-sampling (NEDC)
• addition of European OBD requirement (EOBD) (as of
1.1. 2000 for gasoline- & as of 1.1. 2003 for gas
vehicles)
• low temperature test at –7 °C (as of Jan.1 2002)
Diesel
Vehicles
EU 1
EU 2
EU 3
EU 4
*)
As of EU 5
• Durability
requirement
100,000 km
• Durability requirement 160,000
km
• Tax incentives for EU5
possible from entry into
force up to Dec. 31, 2010
CO
HC +NOx
NOx
PM
2.72
1.0
0.64
0.50
0.97
0.7 (0.9)*)
0.56
0.30
0.50
0.25
0.14
0.08 (0.1)*)
0.05
0.025
for direct injection engines
CO
THC+NOx
THC
NMHC
NOx
PM 1)
PN 2)
[mg/km]
[mg/km]
[mg/km]
[mg/km]
[mg/km]
[mg/km]
[x/km]
EU 5
500
230
-
-
180
EU 6
500
170
-
-
80
5.0/4.5
6.0x1011
1)
A revised measurement procedure shall be introduced before the application of the 4.5mg/km standard
which will apply on Sep. 1, 2011 (new types) and on Jan. 1, 2013 (new registration) together with the PN2)
standard; A new measurement procedure shall be introduced before the application of the PN-standard;
Remarks
As of EU 3
• new driving cycle w/o 40 s pre-sampling (NEDC)
• addition of EOBD for Diesel with electronic
injection (as of Jan. 1, 2003)
As of EU 4
As of EU 5
• Durability
• Durability requirement
requirement
160,000 km
100,000 km • Tax incentives for EU5
possible from entry into
force up to Dec. 31, 2010
13
EU Emission Standards for N1-Vehicles
Reference
Mass (RM)
[kg]
CO
HC
NOx
PM
I
RM≤1,305
2.3
0.20
0.15
-
II
4.17
0.25
0.18
-
III
1,305<RM
<1,760
RM>1,760
5.22
0.29
0.21
-
I
RM≤1,305
1.0
0.1
0.08
-
II
1,305<RM
<1,760
RM>1,760
1.81
0.13
0.10
-
2.27
0.16
0.11
Gasoline
Vehicles
Euro 3
2000
Euro 4
2005
III
Euro 5
Euro 6
I
RM≤1,305
II
III
1,305<RM
<1,760
RM>1,760
I
<1,305
II
1,305<RM
<1,760
RM>1,760
III
Euro 4
2005
NMHC
NOx
[mg/km]
[mg/km]
[mg/km]
[mg/km]
[mg/km]
1000
-
100
68
60
1810
-
130
90
75
2270
1000
-
160
100
108
68
82
60
1810
-
130
90
75
2270
-
160
108
82
PM
1) 2)
PN
[x/km]
[mg/km]
5.0/4.5
4)
Limit Values [g/km]
NOx
PM
I
RM≤1,305
0.64
0.56
0.50
0.05
II
1,305<RM
<1,760
0.80
0.72
0.65
0.07
III
RM>1,760
0.95
0.86
0.78
0.10
I
RM≤1,305
0.50
0.30
0.25
0.025
0.63
0.39
0.33
0.04
0.74
0.46
0.39
II
II
5)
III
I
II
III
1)
THC
HC+NOx
I
Euro 6
THC+NOx
CO
III
Euro 5
CO
(RM)
[kg]
Diesel
Vehicles
Euro 3
2000
Limit Values [g/km]
1,305<RM
<1,760
RM>1,760
RM≤1,305
1,305<RM
<1,760
RM>1,760
RM≤1,305
1,305<RM
<1,760
RM>1,760
0.06
CO
THC+NOx
THC
NMHC
NOx
[mg/km]
[mg/km]
[mg/km]
[mg/km]
[mg/km]
500
230
-
-
180
630
295
-
-
235
740
500
350
170
-
-
280
80
630
195
-
-
105
740
215
-
-
125
PM
2)
PN 3)
[mg/km]
[x/km]
5.0/4.5
6.0x1011
2)
PM standard for positive ignition engines applies only to vehicles with direct injection engines; A revised
measurement procedure shall be introduced before the application of the 4.5mg/km standard which will apply
3)
on Sep. 1, 2011 (new types) and on Jan. 1, 2013 (new registration) together with the PN-standard; A
new measurement procedures as defined by the “Particulate Measurement Program” (PMP)of the COM will
4)
apply with the next amendment of ECE-R83; A number standard is to be defined for the EU6-stage for
5)
vehicles with positive ignition engines before Sep.1-2014; includes M1 Diesel which meet the “social needs”
criteria
14
EC Type-Approval Numbering System
The following table summarizes the implementation dates of the different EU5- and EU6 steps.The
alphabetical character in the first column - which has to be added by the car manufacturer to the type
approval number of a certified vehicle - allows to distinguish the EU5- and EU6 emission limit values
to which the approval was granted.
Character
Emission
OBD
Standard Standard
A
B
EU5a
EU5a
Eu5
Eu5
C
EU5a
Eu5
D
E
F
G
EU5a
EU5a
EU5b
EU5b
Eu5
Eu5
Eu5
Eu5
H
I
J
K
EU5b
EU5b
EU5b
EU5b
Eu5
Eu5
Eu5+
Eu5+
L
M
N
O
P
Q
R
S
T
EU5b
EU5b
EU6a
EU6a
EU6a
EU6b
EU6b
EU6b
EU6b
U
EU6b
V
EU6b
W
X
Y
EU6b
EU6b
EU6b
Eu5+
Eu5+
EU6EU6EU6EU6EU6EU6EU6plus
IUPR
EU6plus
IUPR
EU6plus
IUPR
EU6
EU6
EU6
Vehicle Category & Class
M, N1 class I
M1 to fulfil specific social
needs (excluding M1G)
M1G to fulfil specific
social needs
N1 class II
N1 class III, N2
M, N1 class I
M1 to fulfil specific social
needs (excluding M1G)
N1 class II
N1 class III, N2
M, N1 class I
M1 to fulfil specific social
needs (excluding M1G)
N1 class II
N1 class III, N2
M, N1 class I
N1 class II
N1 class III, N2
M, N1 class I
N1 class II
N1 class III, N2
M, N1 class I
Engine
Type
New
Types
PI, CI
CI
9-1-2009
1-1-2011
12-31-2012
9-1-2009
1-1-2012
12-31-2012
CI
9-1-2009
1-1-2012
8-31-2012
PI; CI
PI; CI
PI; CI
CI
9-1-2010
1-1-2012
12-31-2012
9-1-2010
1-1-2012
12-31-2012
9-1-2011
1-1-2013
12-31-2013
9-1-2011
1-1-2013
12-31-2013
PI; CI
PI; CI
PI; CI
CI
9-1-2011
1-1-2013
12-31-2013
9-1-2011
1-1-2013
12-31-2013
9-1-2011
1-1-2014
8-31-2015
9-1-2011
1-1-2014
8-31-2015
PI; CI
PI; CI
CI
CI
CI
CI
CI
CI
CI
9-1-2011
1-1-2014
8-31-2016
9-1-2011
1-1-2014
New
Last Date of
Vehicles Registration
8-31-2016
12-31-2012
12-31-2012
12-31-2012
12-31-2013
12-31-2013
12-31-2013
8-31-2015
N1 class II
CI
8-31-2016
N1 class III, N2
CI
8-31-2016
M, N1 class I
N1 class II
N1 class III, N2
PI; CI
PI
PI
9-1-2014
1-1-2015
9-1-2015
1-1-2015
9-1-2016
9-1-2015 1-1-2015
9-1-2016
EU5a&EU6a (emission standard): exclude revised measurement procedure for particulates, particle number
standard and flex fuel vehicle low temperature emission testing with bio-fuel.
EU5+ (OBD-standards): includes relaxed in-use performance ratio (IUPR), NOx monitoring for petrol vehicles
and tightened PM-threshold limit for Diesel
EU6- (OBD-standards): relaxed Diesel OBD threshold limits, no in-use performance ratio (IUPR)
EU6- plus IUPR: includes relaxed Diesel OBD threshold limits and relaxed in-use performance ratio (IUPR)
Note: Type approval for characters W, X , Y is only allowed once EU6-OBD thresholds have been introduced
15
Evaporative Emissions Requirements
•
•
•
Since its first inclusion into the European emission control legislation (91/441/EEC), the
evaporative emissions standard has been kept constant to date at 2.0 g/test using the
SHED-method (for test sequence see Test Procedures” on page 86).
A Test Procedure for the determination of evaporation emissions with E85 - fuel is in
preparation
In the context of the new scope of EU5/EU6 the categories M2 and N2 became subject to
Evap-requirements
Incentive Programs
Financial Incentives for early introduction of advanced PM control technologies
•
If Member States planned to provide tax incentives for early introduction of advanced
control technology for particulate matter (PM) emissions, such programs were allowed by
the EU Commission on the basis of the 5 mg/km PM value.
Financial Incentives for early introduction of EU5 and EU6 (EU-Setting)
•
Member States may make provisions for financial incentives that apply to vehicles in
series production which comply with the Regulation and its implementing measures.
•
Those incentives shall be valid for all new vehicles offered for sale on the market of a
Member State which comply at least with the emission limit values of EU5 in advance of
the applicable dates of implementation of this regulation for new vehicles.
•
Financial incentives that apply exclusively to vehicles which comply with the emission limit
values of EU6 may be granted for such new vehicles offered for sale on the market of a
Member State from the dates of EU5 in advance of the applicable dates of implementation
of EU6. They shall cease on those dates.
Future Trends in the EU
•
Evaluation whether the presently used driving cycle is representative for actual in-field
vehicle operation
•
Emphasis on consideration of off - cycle emissions and in-use emission performance
•
Consideration of greenhouse gases (GHGs), e.g. methane (CH4), with regard to their CO2
equivalence
•
Finalization of measurement techniques for the determination of the particle number (PN)
to be applied as of EU 6 (September 2011)
•
Review of the EU6 OBD thresholds until September 1, 2010 (see tables on pages 63 &
64)
16
Fuel Consumption /CO2 Reduction in the EU
On February 5, 1999 EU Commissioner Bjerregaard signed the following Commission Recommendation to the
ACEA on the reduction of CO2- emissions from passenger cars (doc. 1999/125/EC):
The members of the European Automobile Manufacturers Association ACEA should, mainly by
technological developments and market changes linked to these developments, collectively
achieve a CO2 emission target of 140 g/km, as measured according to Directive 93/116/EEC, for
the average of their new cars sold in the Community (category M1 as defined in Annex I to Council
Directive 70/156/EEC) by 2008
The ACEA should evaluate in 2003 the potential for additional fuel-efficiency improvements with a
view to moving further towards the objective of 120 gCO2/km by 2012
Individual members of the ACEA should place on the market in the Community models emitting
120 gCO2/km or less, as measured according to Directive 93/116/EEC, by the year 2000
The members of the ACEA should make every effort to achieve collectively an intermediate CO2emission target in the range of 165 – 170 gCO2/km, as measured according to Directive
93/116/EEC, by 2003
The ACEA should cooperate with the Commission in the Monitoring of its Commitment.
•
•
•
•
•
A: ACEA Start Level 1995 (186 g)
B: ACEA Monitoring Level for 2003 (165…170 g)
C: ACEA Fleet actually achieved in 2002 (162g)
D: COM Monitoring Result in 2004 (163 g)
E: ACEA Commitment for 2008 (140 g)
F: COM Passenger Car Fleet Target for 2012 (130g)
190
B
170
D
C
150
E
7.8
G: Overall EU CO2-Target for 2012 (120g)*)
H: Initial EP Target for 2005 (120g)
I : Initial EP Target for 2010 (90g)
F
130
J
H
70
5.8
5.2
5.2
5.0
3.4
3.2
G
110
90
7.0
Diesel
A
Gasoline
[gCO2/km]
210
[ltr/100km]
[ltr/100km]
Responding to the recommendation from the EU-Commission the association of the EU car
manufacturers (“Association des Constructeurs Européens d’Automobile”, ACEA) issued the socalled “ACEA Commitment” which determines that the EU car manufacturers intend to reduce the
average CO2-emissions of their 2008 new vehicle fleet to 140 gCO2/km. In 2003 an intermediate level
of 165…170 gCO2/km was envisaged as an indicator whether progress occurs as planned. In fact, an
actual level of 166 g/km could be achieved already one year earlier. An equivalent commitment has
been made by the German automotive industry
through its association “Verband der
Automobilindustrie” (VDA). This so-called “VDA-Commitment” obliges the German car manufacturers
to reduce the fuel consumption of their new vehicle fleets in 2005 by 25% vs. year 1990. (The ACEA
commitment corresponds to a 25% CO2-reduction in 2008 compared to 1995).
K
New
J : EP Target for 2015 (125g)
K: EU Target for 2020 (95g)
L: EP Target for 2025 (70g) **)
*)
I
L
To be achieved by: 130g contribution from vehicles and 10g contribution from complementary measures
Decision for final 2025-Target will be made the latest in 2016 after COM cost-benefit impact assessment
**)
50
1995
2000
2005
2010
2015
2020
2025
Reduction of CO2-Emissions from the New Passenger Car Fleet in the EU
17
In its communication of August 24, 2006 to the Council and the European Parliament, the Commission
summarizes the actual status as follows: 1995 CO2-level (ACEA-data): 185 gCO2/km; 2004 COMmonitoring level (EU15 data): 161 g/km. Based on these data the COM estimated the necessary
further reduction (from 2004) to the 2008/9 target level of 140 gCO2/km to be: 13% (21 gCO2/km) or
3.3% p.a. (5.3 g CO2/km p.a).
Acknowledging the fact that market conditions have substantially changed since the commitment was
made (e.g. consumer demand for vehicles with higher transport capacity, increased vehicle weight
due to increased order of comfort items and installation of more complex safety equipment) the
Commission has clarified its position concerning the target for 2012. Including the position of the EP
the status is as follows:
COM-Proposal (December 19, 2007)
• Average emissions from all passenger cars placed on the EU-market in the year 2012 shall not
exceed 120 gCO2/km
• The contribution of the vehicles by improvement of vehicle technology shall not exceed 130
gCO2/km while complementary measures shall contribute with 10 gCO2/km (such measures include
improvements on tires and air conditioning systems, and a reduction in the carbon content of road
fuels through increased use of bio-fuels. Efficiency requirements will be introduced for car
components which are relevant for the vehicle’s fuel economy
EP-Status (October 24, 2007)
• Average emissions from all passenger cars placed on the EU-market in 2015 shall not exceed 125
gCO2/km. EP insists that from Jan. 1-2020, average emissions should not exceed 95 gCO2/km
• Average emissions from light commercial vehicles placed on the EU-market shall not exceed 175
gCO2/km in 2012 and 160 gCO2/km in 2015
• The EP believes that longer term targets should be confirmed or reviewed by the Commission no
later than 2016 following a detailed cost-benefit impact assessment and anticipates that these
targets will possibly require further emission reductions to 70 gCO2/km or less by 2025
EP-Status (December 17, 2008
•
On December 17, 2008 the EP agreed on the COM-proposal for a new, so-called
“Integrated Approach to reduce CO2-Emissions from LDVs in the EU”
•
This proposal contains elements such as:
o Re-iteration of the Community Target of 120 g CO2/km for 2012 on the phase-in basis
between 2012 & 2015 shown in the following table (130gCO2/km from improved motor
vehicle technology, 10gCO2/ 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 (“premium”) for failures to achieve the CO2-limits
o Promotion of innovative propulsion technologies
o Promotion of alternative fuel vehicles
o Obligation for manufacturers to display the CO2-level on each car as measured during the
certification process
o Declaration of a Community Target of 95 gCO2/km for 2020
18
Phase-In Scheme for the Community Target (120 gCO2/km)
Year
% of manufacturer’s car fleet which has to meet the target
2012
2013
2ß14
as of 2015
65
75
80
100
Super-Credits for cars emitting < 50 gCO2/km
Year
One car counts as
2012
2013
2014
2015
as of 2016
3.5 cars
3.5 cars
2.5 cars
1.5 cars
1 car
Calculation of the “Specific Emission Target” (SET)
The proposal agreed 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 o the utility-based approach.
The COM should by 2014 review the availability of data and, if appropriate, submit a proposal to the
EP and the Council to adapt the utility parameter.
For each new passenger car the SET shall be calculated according to the following formula:
Specific Emission Target (SET) = 130 +a x (M – M0) [gCO2/km]
From 2012 ….. 2015: a=0.0457; M= average mass of manufacturer’s car fleet [kg]; M0=1,372 kg
From 2016 onwards : a=0.0457; M= average mass of manufacturer’s fleet [kg]; M0= value still to be determined
Derogation Provisions
An application for a derogation from the prescribed SET may be made by a manufacturer which is
responsible for less than 10,000 new passenger cars registered in the Community per calendar year
Specific Emission Target for Alternative Fuel Vehicles
For the purpose of determining compliance by manufacturers with the given emission target,
emissions as stated on the “Certificate of Conformity” (COC) for each vehicle capable of running on a
mixture of petrol with 85% ethanol (“E85”) fuel shall be reduced until December 31, 2015 by 5%. This
applies only where at least at 30% of the filling stations in the Member State provide this type of
alternative fuel complying with the EU-specified sustainability criteria for bio-fuels.
CO2-Handling of N1-Vehicles
•
The utility-based approach as used for passenger cars (mass basis) cannot be used
for LCVs since no statistical data has yet been established
•
Meaningful negotiations about the handling of N1 vehicles with regard to setting CO2
requirements can only start after statistical data about the utility of such vehicles (be it
mass or footprint) is available
19
EU-Philosophy of SET-Determination for the 2012 CO2-Target
SET
[gCO2/km]
Line A
EU Average
160
in 2006
EU Target
130
for 2012
Line B
60% 100%
Line C
Manufacturer Y
Manufacturer X
Line A: EU Car Fleet Distribution in 2006
Line B: Assumed EU Car Fleet Distribution in 2012
Line C: Political Target for EU Car Fleet in 2012
1,372
EU Average
in 2006
Vehicle Mass [kg]
Explanation of Diagram:
Actual vehicle distribution (Line A) of 2006 is transposed parallel to the new CO2 target of 2012 (Line
B). A political correction of the slope (from 100% to 60%) is introduced (Line C). So manufacturer X
(with an average mass of his car fleet < EU average) gets a relaxed (higher) SET while manufacturer
Y (average mass of his car fleet > EU average) gets a more stringent (lower) SET.
Excess Emissions Premium (still subject to acceptance by EU Council)
The average specific
emissions (ASE) of CO2
exceed the specific
emission target (SET) by…
gCO2/km
Calculation of the
Excess Emissions – Premium
(EEP)
From 2012 until 2018
more than 3
more than 2 but less than 3
more than 1 but less than 2
less than 1
EEP [€] = [(EE –3 gCO2/km) x 95€ per gCO2/km + 1 gCO2/km
x 25€ per gCO2/km + 1gCO2/km x 15€ per gCO2/km
+ 1 gCO2/km x 5€ per gCO2/km] x N
EEP [€] = [(EE–2 gCO2/km) x 25€ per gCO2/km + 1gCO2 x 15€
per gCO2/km + 1gCO2 x 5€ per gCO2/km] x N
EEP [€] = [(EE – 1 gCO2/km ) x 15€ per gCO2/km + 1 gCO2/km
x 5€ per gCO2/km] x N
EEP [€] = (EE x 5€ per gCO2/km) x N
From 2019 onwards
EEP [€] = (EE x 95€ per gCO2/km) x N
EE=Excess Emissions; N=number of new passenger cars (sold in the EU by the manufacturer)
Example for 2012: SET=130 gCO2/km;
EE= 5 gCO2/km
ASE=135 gCO2/km;
N =100.000;
EEP [€] = [(5-3 ) x 95 + 25 + 15+ 5] x100,000=23,5 Mio.€
20
USA
US Federal Requirements
Under Title II of the Federal Clean Air Act (CAA), the U.S. EPA has adopted comprehensive
regulations to control emissions from motor vehicles (40 CFR Part 86).
The Federal „Tier 1“ exhaust emission standards for light-duty vehicles and light-duty trucks
which were first introduced in the 1994 model year are superseded by the „Tier 2“ program
which took effect beginning in model year 2004.
The focus of the Federal Tier 2 legislation is the reduction of NOx-emissions and it requires
that a manufacturer’s vehicle fleet of light duty vehicles/light duty trucks in average meets a
NOx limit of 0.07 grams/mile in model years 2007/2009.
The program applies the same set of standards (bins) to all passenger cars, light trucks and
medium-duty passenger vehicles independent of the fuel used (fuel-neutral standards).
To ensure flexibility, the NOx target may be achieved stepwise via a specified phase-in
program, averaging among bin groups is allowed and the manufacturer may select an
emission standard set ( “bin”) as it fits best for a given vehicle/emission control system.
Federal new vehicle emission control requirements consist of:
•
Exhaust emission FTP-standards for an intermediate useful vehicle life (50,000 miles)
•
Exhaust emission FTP-standards for a full useful vehicle life (100,000/120,000 miles)
•
Exhaust emission SFTP-standards for a high load/high acceleration test
•
Exhaust emission SFTP-standards for a high temperature/air condition test
•
Low temperature CO-emission test
•
Low temperature NMHC-standards for gasoline vehicles (phase-in from MY 2010)
US Federal Vehicle Categories
LLDT : 0-6,000 lbs GVW
HLDT: 6,001-8,500 lbs GVW
LDT 1: 0-3,750 lbs LVW
LDT 3: 0-5,750 lbs ALVW
LDT 2: 3,751-5,750 lbs
LVW
LDT 4: > 5,750 lbs ALVW
MDPV
Heavy Duty Vehicle which is
primarily designed for the
transport of people
LWV = vehicle weight in driving condition +300 lbs.
ALVW= (LVW+GVW)/2
21
Tier 2 FTP Average NOx-Emission Standards Phase-In Schedule
The following NOx fleet average requirements apply [%]
NOx Limits
[g/mile]
2004 2005
LDV, LLDT
0.3 average
75
50
0.07 average
25
50
Model Year
2006
2007
25
0
75
0.07 avg./0.20 cap
HLDT, MDPV
2008
2009
50
0
50
0
0
100
0.6 cap
75
50
25
0
0.20 average
25
50
75
100
0.07 average
0.07 avg./0.20 cap
100
FTP Standards
Tier 2 and Interim non-Tier 2 Full Useful Life Exhaust Mass Emission Standards
[g/mile]
Bin
11
NOx
0.9
NMOG
0.280
CO
7.3
HCHO
0.032
PM
0.12
Comments
a,c
10
0.6
0.156/0.230
4.2/6.4
0.018/0.027
0.08
a,b
9
0.3
0.090/0.180
4.2
0.018
0.06
a,b
8
0.20
0.125/0.156
4.2
0.018
0.02
b,d
7
0.15
0.090
4.2
0.018
0.02
6
0.10
0.090
4.2
0.018
0.01
5
0.07
0.090
4.2
0.018
0.01
4
0.04
0.070
2.1
0.011
0.01
3
0.03
0.055
2.1
0.011
0.01
2
0.02
0.010
2.1
0.004
0.01
1
0.00
0.000
0.0
0.000
0.00
e
Notes:
a) This bin and its corresponding intermediate life bin were deleted at end of the 2006 model
year (end of 2008 model year for HLDTs and MDPVs)
b) Higher NMOG, CO and HCHO values apply for HLDTs and MDPVs only
c) This bin is only for MDPVs
d) Higher NMOG standard deleted at end of 2008 model year
e) On average, bin 5 has to be met by all LDVs and LDTs in model year 2007 and by all
HLDTs and MDPVs in model year 2009
22
Tier 2 and Interim non-Tier 2 Intermediate Useful Life (50,000 mile)
Exhaust Mass Emission Standards [g/mile]
Bin
NOx
NMOG
CO
HCHO
PM
Comments
11
0.6
0.195
5.0
0.022
--
a,c,d,f
10
0.4
0.125/0.160
3.4/4.4
0.015/0.018
--
a,b,d,e,f
9
0.2
0.075/0.140
3.4
0.015
--
a,b,d,f
8
0.14
0.100/0.125
3.4
0.015
--
b,d,f,g
7
0.11
0.075
3.4
0.015
--
d,f
6
0.08
0.075
3.4
0.015
--
d,f
5
0.05
0.075
3.4
0.015
--
d,f
a) This bin was deleted at the end of model year 2006 (end of model year 2008 for HLDTs
and MDPVs).
b) Higher NMOG, CO and HCHO values apply for HLDTs and MDPVs only.
c) This bin is only for MDPVs.
d) The full useful life PM standards (see table above) also apply at intermediate useful life.
e) Intermediate life standards of this bin are optional for diesels.
f) Intermediate life standards are optional for vehicles certified to a useful life of 150,000
miles.
g) Higher NMOG standard deleted at end of 2008 model year.
SFTP Standards
Manufacturers must comply with 4,000 mile and full useful life SFTP standards. Some
exceptions apply during the phase-in period as well as for diesel vehicles. MDPVs are not
required to meet SFTP standards.
4000 Mile SFTP Standards for Tier 2 and Interim Non-Tier 2 LDVs and LDTs are:
Vehicle
Category
US06-Cycle
SC03-Cycle
NMHC+NOx
CO
NMHC+NOx
CO
[g/mile]
[g/mile]
[g/mile]
[g/mile]
LDV/LDT1
0.14
8.0
0.20
2.7
LDT2
0.25
10.5
0.27
3.5
LDT 3
0.4
10.5
0.31
3.5
LDT 4
0.6
11.8
0.44
4.0
23
The applicable full useful life SFTP standards for NMHC+NOx, PM and for CO, if using the
weighted CO standard, must be calculated according to the following formula:
SFTP Standard = SFTP Standard1 – [0.35 x (FTP Standard1 - Current FTP Standard)]
where: SFTP Standard = Applicable full life weighted SFTP standard for NMHC+NOx, PM or
CO. This standard must be rounded to two decimal places.
SFTP Standard1 = Applicable full life Tier 1 SFTP standard for NMHC+NOx
or CO from Table 1. For PM only, use FTP Standard1 for SFTP Standard1.
FTP Standard1 = Applicable full life Tier 1 FTP standard from Table 2. For the Tier 1
NMHC+NOx standard, add the applicable NMHC and NOx standards.
Current FTP Standard = Applicable full life Tier 2 FTP standard (see Table 1).For
the current NMHC+NOx standard, add the NMOG and NOx standards from the
applicable bin.
Table 1
Vehicle
Category
[weighted g/mile]
LDV/LDT1
CO
NMHC + NOx
b,c
[g/mile]
a,c
US06
SC03
Weighted
0.91 (0.65)
11.1 (9.0)
3.7 (3.0)
4.2 (3.4)
LDT2
1.37 (1.02)
14.6 (11.6)
4.9 (3.9)
5.5 (4.4)
LDT3
1.44
16.9
5.6
6.4
LDT4
2.09
19.3
6.4
7.3
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 LDV and LLDTs opting to
calculate intermediate life SFTP standards in lieu of 4,000 mile SFTP standards.
Table 2:
Vehicle
Category
a)
[g/mile]
NMHCa
NOxa
COa
PM
LDV/LDT1
0.31 (0.25)
0.6 (0.4)
4.2 (3.4)
0.10
LDT2
0.40 (0.32)
0.97(0.7)
5.5 (4.4)
0.10
LDT3
0.46
0.98
6.4
0.10
LDT4
0.56
1.53
7.3
0.12
Intermediate life standards are shown in parentheses for Diesel LDVs and LLDTs opting
to calculate intermediate life SFTP standards in lieu of 4,000 mile SFTP standards.
24
Low Temperature Standards
CO-Standard at 20 °F
CO emissions at 20°F (approx. minus 6.7°C) must not exceed 10.0 g/mile for PCs/LDT1 and
12.5 g/mile for all other categories up to 8,500 lbs GVW.
NMHC-Standard at 20 °F
Additionally, EPA will introduce new 20°F full useful life fleet average standards for NMHC.
Each manufacturer’s vehicles will be subject to a sales-weighted fleet average NMHC level
of 0.3 g/mile for lighter vehicles weighing 6,000 lbs or less. Vehicles above 6,000 lbs (which
include trucks up to 8,500 lbs and passenger vehicles up to 10,000 lbs) must meet a salesweighted fleet average NMHC level of 0.5 g/mile. The standards phase in between 2010 and
2013 for the lighter vehicles and between 2012 and 2015 for the heavier vehicles
Phase-In Schedule for proposed low temperature NMHC-Standard
Phase-In Schedule [%] **)
Vehicle Weight Class
(GVWR) *)
NMHC Emission
Level [g/m]
2010
2011
2012
≤ 6,000 lbs
0.3
25
50
75
100
> 6,000 to 8,500 lbs plus
passenger vehicles up to
10,000 lbs
0.5
25
50
*)
Gross Vehicle Weight Rating;
standard
**)
2013 2014
2015
75
100
Percent of each manufacturer’s fleet, by MY, that must comply with the
Evaporative Emission Requirements
US-Federal Requirements
Tier 1 Standards
Federally certified LDVs and LDTs must meet the following standards:
•
•
•
3-Day Diurnal + Hot Soak Test: 2.0 g HC / test
2-Day Diurnal + Hot Soak Test: 2.5 g HC / test
(Standards for HLDTs with tank capacity of 30 gallons
or more are 2.5/3.0 g/test, respectively.)
Running Loss Test: 0.05 g/mile
The useful life is 100,000 miles for LDVs / LLDTs and 120,000 miles for HLDTs.
Tier 2 Standards (Phase-In Requirements)
Portion of fleet that must meet standards in each model year [%]
Vehicle Category
LDV/LLDTs
HLDTs and
MDPVs
2004
25
2005
50
2006
75
2007
100
2008
100
2009
100
50
100
25
Diurnal-plus-Hot Soak Evaporative Hydrocarbon Standards:
Hydrocarbon emissions for LDV/LLDTs, HLDTs and MDPVs must not exceed the following standards
for the three-day test sequence and for the supplemental two-day test sequence:
3-Day Diurnal + Hot
Soak Test
Supplemental 2-Day Diurnal + Hot
Soak Test
[g/test]
[g/test]
LDV/LLDTs
0.95
1.2
HLDTs
1.2
1.5
MDPVs
1.4
1.75
Vehicle Category
Running Loss Standard
Hydrocarbons for LDVs, LDTs and MDPVs measured on the running loss test must not
exceed 0.05 grams per mile.
Refueling Emission Standards
Refueling emissions must not exceed the following standards:
• For gasoline-fueled, diesel-fueled and methanol-fueled LDVs, LDTs and
MDPVs: 0.20 grams HC per gallon (0.053 grams per liter) of fuel dispensed.
• For liquefied petroleum gas-fueled LDV, LDTs and MDPVs: 0.15 grams hydrocarbon
per gallon (0.04 grams per liter) of fuel dispensed.
Spitback Standards
For gasoline and methanol fueled LDV/Ts and MDPVs, hydrocarbons measured on the fuel
dispensing spitback test must not exceed 1.0 grams hydrocarbon (carbon if methanol-fueled)
per test. Vehicles certified to the onboard refueling vapor recovery (ORVR) standards are not
required to demonstrate compliance with the spitback standards.
Comparison of Tier 2 and LEV IIl Evaporative Emission Test Requirements
The levels of EPA´s Tier 2 evaporative standards are numerically less stringent than the
California LEV II. But due to differences in California and EPA evaporative test requirements,
both programs are similar in stringency. Therefore, California currently accepts evaporative
emission results generated on the Federal Test Procedure (using Federal test fuel). Also,
manufacturers can obtain Federal evaporative certification based upon California results
(meeting LEV II standards under California fuels and test conditions), if they obtain advance
approval from EPA. This pre-approval will no longer be required under the newly adopted
standards (see below).
Differences between the Federal and California test requirements:
The Federal Tier 2 regulations require manufacturers to certify the durability of their
evaporative emission systems using a ”worst case” test fuel (fuel containing the maximum
allowable concentration of alcohols). California does not require this provision. The other
main differences are indicated below:
Test Requirement
Fuel volatility (Reid Vapor Pressure in psi)
Diurnal temperature cycle (degrees F)
Running loss test temperature (degrees F)
26
EPA Tier 2
California LEV II
9
7
72-96
65-105
95
105
Harmonization of Federal evaporative emission standards with California standards
EPA in February 2007 decided to adopt numerically more stringent evaporative emission
standards for new passenger vehicles which are equivalent to the California’s LEV II
standards and which will be implemented in MY 2009 for lighter vehicles and in MY 2010 for
the heavier vehicles.
New EPA Evaporative Emission Standards
Diurnal-plus-hot soak evaporative hydrocarbon emissions from gasoline-fuelled vehicles,
dedicated vehicles fuelled with natural gas, liquefied petroleum gas, ethanol or methanol and
multi-fuelled vehicles when operating on gasoline must not exceed the following standards.
The standards will be implemented in MY 2009 for LDVs/LLDTs and in MY 2010 for
HLDTs/MDPVs (more lead time is available for FFVs). The standards apply equally to
certification and in-use vehicles. For multi-fuelled vehicles operating on non-gasoline fuel and
for in-use vehicles for the first three model years after an evaporative family is first certified
under today's new standards, less stringent standards do apply.
New Federal Evaporative Emission Standards (grams HC/test)
3-day
diurnal + hot soak
Supplemental 2-day
diurnal + hot soak
2009
0.50
0.65
LLDTs
2009
0.65
0.85
HLDTs
2010
0.90
1.15
MDPVs
2010
1.00
1.25
Vehicle category
Model Year
LDVs
US Federal CAFE Regulations)
Corporate Average Fuel Economy (CAFE) regulations require vehicle manufacturers to
comply with the fuel economy standards set by the US Department of Transportation.
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.
27
Current CAFE Requirements
Passenger Cars
The current CAFE standard is 27.5 mpg. This standard will be in place through model year
2010.
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 - 2011 model years, on March 29, 2006, NHTSA has promulgated new CAFE standards
under a reformed system. During a transition period (MYs 2008-2010), manufacturers have the choice
of complying with the reformed system or with the following standards according to the traditional
system: 22.5/23.1/23.5 mpg in the 2008/2009/2010 model years.
In November 2007, a US federal appeals court overturned the light truck fuel economy standards for
the 2008 – 2011 model years. The standards, however, remain in place in the interim until NHTSA
will promulgate new rules. It is expected that these new rules will not take effect before the 2012
model year.
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 light trucks have higher targets and larger
ones have lower targets. The fuel economy target level for each individual manufacturer in each
particular model year will be 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.
The required fuel economy level is defined according to the following formula:
Where: N is the total number (sum) of trucks produced by a manufacturer
th
Ni is the number (sum) of the i model light truck produced by the manufacturer
th
Ti is the fuel economy target of the i
model light truck, which
according to the following formula rounded to the nearest hundredth:
is
determined
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 2.718
x = foot print of vehicle (in square feet rounded to the nearest tenth)
Model Year
2008
2009
2010
2011
28
a
28.56
30.07
29.96
30.42
Parameters
Traditional System
b
c
19.99
49.30
20.87
48.00
21.20
48.49
21.79
47.74
d
5.58
5.81
5.50
4.65
CAFE Fines
Currently, fines for not meeting the required CAFE limits are set at $5.50 per one tenth of
mpg per vehicle produced by the manufacturer.
Future CAFE Requirements
On December 19, 2007, U.S. president Bush signed into law “The Energy Independence and
Security Act (EISA)of 2007”. One main point of this broad energy bill is the provision
requiring a 40% increase in vehicle fuel economy standards, raising the fleet-wide average
level to 35 mpg by model year 2020. Individual fuel economy goals for each vehicle
manufacturer are to be set by NHTSA in such a way that the all vehicles sold by all
manufacturers will average out to 35 mpg. The tightening of standards will start in model year
2011 and the limits will gradually become more stringent, as needed, until the 2020 goal is
met. Manufacturers' fleets are still divided into passenger cars and light trucks. Each
manufacturer will be assigned a separate goal for its cars and for its trucks.
Main provisions of the Energy Bill
(EISA)
• NHTSA must develop attribute-based standards for passenger cars and light trucks which
will result in unique standards for each manufacturer’s fleets
• NHTSA will be required to set increasingly more stringent standards starting in MY 2011 at
“maximum feasible” levels
• For MYs 2021-2030, NHTSA must again adopt “maximum feasible” standards
• The existing FFV credit (favorable CAFE treatment for "flex fuel" vehicles) is extended to
also include vehicles running on bio-diesel (B20 vehicles). These vehicles can improve
each manufacturer´s CAFE fleet value up to 1.2 mpg. This cap is retained through MY 2014
and declines by 0.2 mpg each year thereafter until it gets to zero in MY 2020.
• CAFE credits: a manufacturer that exceeds its assigned mpg goal for either cars or trucks
gets credits which may be traded among manufacturers (no limitation) and among a
manufacturer's fleets (capped at 1.0 mpg from MYs 2011-13; 1.5 mpg for MYs 2014-17; 2.0
mpg for MY 2018 and thereafter).
• The energy bill does not include work trucks in CAFE but requires NHTSA to study and
finally regulate work trucks and commercial medium and heavy-duty trucks (probably no
earlier than MY 2015).
• The “Renewable Fuel Standard” (RFS) requires fuel producers to use at least 36 billion
gallons of bio-fuel by 2022
Proposed NHTSA CAFE Requirements
Pursuant to the EISA provisions, NHTSA published draft CAFE standards for model years 2011 –
2015 in a Notice of Proposed Rulemaking issued on May 2, 2008. The proposed annual average fuel
economy increase during the this five year period is approximately 4.5 percent. For both passenger
cars and light trucks, NHTSA proposed the vehicle “footprint” (wheel base x track width) as the
relevant attribute.
29
Each manufacturer´s required CAFE level would be based on target levels of average fuel economy
set for vehicles of different footprints and on the distribution of the manufacturer´s vehicles among
those sizes. Compliance would be determined by comparing a manufacturer´s harmonically averaged
fleet fuel economy levels in a model year with a required fuel economy level calculated using the
manufacturer´s actual production levels and the targets for each footprint of the vehicles that it
produces. Starting in model year 2011, all SUVs and passenger vans up to 10,000 pounds gross
vehicle weight rating (GVWR) must comply with CAFE standards regardless of size, but pickup trucks
and cargo vans over 8500 pounds GVWR remain exempt.
Originally, NHTSA had planned to finalize and publish the final CAFE regulations for model years
2011-2015 before the end of 2008. The US Department of Transportation (DoT), however, on January
7, 2009 stated that the final CAFE rule will not be issued by the Bush administration. On January 26,
2009 President Obama requested that DoT issue a final CAFE rule for model year 2011 before March
31, 2009 and start considering CAFE standards for the following model years afterwards.
In addition to these NHTSA activities, EPA is exploring, pursuant to an April 2007 Supreme Court
decision, the feasibility of regulations to reduce green house gas emissions from motor vehicles under
the Clean Air Act. EPA has published an Advanced Notice of Proposed Rulemaking in July of 2008
and is expected to issue a proposed rule in the spring of 2009.
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 certain statutory limits. The following “Tax Schedule” (in effect since
January 1, 1991) applies:
Gas Guzzler Groups
Tax Rate [US $]
at least 22.5 mpg
at least 21.5 but less than 22.5 mpg
at least 20.5 but less than 21.5 mpg
at least 19.5 but less than 20.5 mpg
at least 18.5 but less than 19.5 mpg
at least 17.5 but less than 18.5 mpg
at least 16.5 but less than 17.5 mpg
at least 15.5 but less than 16.5 mpg
at least 14.5 but less than 15.5 mpg
at least 13.5 but less than 14.5 mpg
at least 12.5 but less than 13.5 mpg
less than 12.5 mpg:
no tax
1,000
1,300
1,700
2,100
2,600
3,000
3,700
4,500
5,400
6,400
7,700
Fuel Economy Labels
Since 1985, the fuel economy test results have been adjusted for purposes of the sales
labels: City x 0.9; Highway x 0.78.
In December 2006, EPA has published a new methodology for determining the fuel economy
label values that more realistically reflects a vehicle’s actual fuel economy over a broader
range of driving (cold temperature, air conditioning, and/or high speed/rapid acceleration)From MY 2011 on, manufacturers must incorporate fuel economy test results over the US06,
SC03 and Cold FTP cycles into the label estimates (“5-cycle formula”).
30
In the interim period from MY 2008 to MY 2011, EPA will use new calculation methods (“mpg
approach”) that capture these driving conditions. Under the EPA’s new rating system, the
combined fuel economy for the current fleet is about 10% lower on average but for some
vehicles can mean as much as 25% reduction.
Tax Credits for Advanced Technology Vehicles
•
•
•
•
The Energy Policy Act of 2005 ("Energy Bill" / HR6) offers tax credits for fuel-efficient LDVs
and LDTs, which are purchased after January, 2006 but before 2011. Credits are restricted to
a maximum of 60,000 per vehicle manufacturer
As a prerequisite, these vehicles must meet the Tier 2 Bin 5 (LDVs, LLDTs) or Bin 8 (HLDTs)
emission requirements
The credit amount (max. $ 2,400) depends on the fuel economy improvement of the purchased
vehicle, as compared to a baseline 2002 model year vehicle
An additional credit (max. $ 1,000) is available for vehicles with overall life time fuel savings of
at least 1,200 gallons of gasoline equivalent.
Fuel Economy Improvement over MY 2002
Baseline Vehicle [%]
Credit Amount
[US$]
at least 125 but less than 150
at least 150 but less than 175
at least 175 but less than 200
at least 200 but less than 225
at least 225 but less than 250
at least 250
400
800
1,200
1,600
2,000
2,400
Gallons of Lifetime Fuel Savings
(gasoline equivalent)
Additional Credit Amount
[US$]
at least 1,200 but less than 1,800
at least 1,800 but less than 2,400
at least 2,400 but less than 3,000
at least 3,000
250
500
750
1,000
On December 19, 2007 U.S. president Bush signed into law “The Energy Independence and Security
Act of 2007 (EISA)”. One main point of this broad energy bill is the provision requiring a 40% increase
in vehicle fuel economy standards, raising the present fleet-wide average level to 35 mpg by model
year 2020. Individual fuel economy goals for each vehicle manufacturer are to be set by NHTSA in
such a way that the all vehicles sold by all manufacturers will average out to 35 mpg. The tightening of
standards will start in model year 2011 and the limits will gradually become more stringent, as needed,
until the 2020 goal is met. Manufacturers' fleets are still divided into passenger cars and light trucks.
Each manufacturer will be assigned a separate goal for its cars and for its trucks.
Section 177 States
The Clean Air Act section 177 allows other states to adopt identical California standards. The
following states have done this in the past: Massachusetts, New York, Maine, Vermont,
Connecticut, New Jersey, Oregon, Pennsylvania, Rhode Island, Washington (2009 or earlier
model years), Maryland, New Mexico (model year 2011), Arizona (model year 2012) and
Florida (implementation date undecided). Discussions are ongoing in additional states.
States have different compliance and reporting requirements as well as optional ZEV
compliance programs (Washington and Pennsylvania are not enforcing the ZEV mandate).
31
US California Requirements
The CAA section 109 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 has adopted unique standards and test procedures in the low-emission vehicle
(LEV) program which was originally adopted in 1990/1991 and generally became applicable
in the 1994 model year. The LEV regulations are administered by the California Air
Resources Board (CARB) and apply to passenger cars, light-duty trucks and medium-duty
vehicles. One main element is the annually decreasing NMOG fleet average standard which
requires manufacturers to introduce an incrementally cleaner mix of various certification
categories (e.g. LEV, ULEV and SULEV vehicles). The LEV program also includes
requirements for the introduction of zero-emission vehicles (ZEVs).
In 1998 CARB adopted the California „LEV II“ regulations and the original LEV standards are
now referred to as the „LEV I“ standards. The LEV II program which will be phased in over the
2004 through 2007 model years further tightens the NMOG fleet average requirements,
eliminates Tier 1 and TLEV certification standards and introduces the additional SULEV
category. One of the major changes made by the LEV II standards is that all light-duty trucks
will be subject to the same emission standards as passenger cars, and vehicles under 8500
lbs. gross vehicle weight that had previously been treated as medium-duty vehicles will start
to be treated as light-duty trucks. Another element of the LEV II regulations is the LEV II
evaporative emission standards (see „Evaporative Emissions“), which are phased in during
the 2004 - 2006 model years.
California new vehicle emission control requirements consist of:
•
Exhaust emission FTP-standards for a full useful vehicle life (100.000/120.000 miles)
•
Exhaust emission SFTP-standards for a high load/high acceleration test
•
Exhaust emission SFTP-standards for a high temperature/air condition test
•
Low temperature CO-emission test (20 °F/-6.7 °C)
• Moderate temperature CO-emission test (50 °F/10 °C)
California LEV I Vehicle Categories
LDT 1:
0 - 3,750 lbs LVW
LDT 2: 3,751 - 5,750 lbs LVW
LWV = vehicle weight in driving
condition +300 lbs.
ALVW= (LVW+GVW)/2
MDV : 6,000 - 14,000 lbs GVW
MDV 1:
0 - 3,750 lbs ALVW
MDV 2: 3,751 - 5,750 lbs ALVW
MDV 3: 5,751 - 8,500 lbs ALVW
MDV 4: 8,501 - 10,000 lbs ALVW
MDV 5:10,001 - 14,000 lbs ALVW
32
FTP Emission Standards (LEVI FTP Emission Standards) [g/mile]
PC, LDT1
Category
TLEV
LEV
ULEV
NMOGa
COa
NOax
0.125
(0.156)
0.075
(0.090)
0.040
(0.055)
3.4
(4.2)
3.4
(4.2)
1.7
(2.1)
NMOGa
HCHOa
[mg/mile]
PMa,b
0.4
(0.6)
0.2
(0.3)
0.2
(0.3)
15
(18)
15
(18)
8
(11)
(0.08)
(0.08)
(0.04)
COa
NOax
HCHOa
0.160
(0.2006)
0.100
(0.130)
0.050
(0.070)
4.4
(5.5)
4.4
(5.5)
2.2
(2.8)
NMOGa
LDT2
Category
TLEV
LEV
ULEV
[mg/mile]
PMa,b
0.7
(0.9)
0.4
(0.5)
0.4
(0.5)
18
(23)
18
(23)
9
(13)
(0.10)
(0.10)
(0.05)
COa
NOax
HCHOa
PMa,b
0.160
(0.230)
0.100
(0.143)
0.050
(0.072)
4.4
(6.4)
4.4
(6.4)
2.2
(3.2)
0.4
(0.6)
0.4
(0.6)
0.2
(0.3)
18
(27)
9
(13)
4
(6)
NMOGa
COa
NOax
HCHOa
MDV2
Category
LEV
ULEV
SULEV
[mg/mile]
(0.10)
(0.05)
(0.05)
MDV3
Category
LEV
ULEV
SULEV
[mg/mile]
PMa,b
0.195
(0.280)
0.117
(0.167)
0.059
(0.084)
5.0
(7.3)
5.0
(7.3)
2.5
(3.7)
0.6
(0.9)
0.6
(0.9)
0.3
(0.45)
22
(32)
11
(16)
6
(8)
(0.12)
(0.06)
(0.06)
NMOGa
COa
NOax
HCHOa
PMa,b
0.230
(0.330)
0.138
(0.197)
0.069
(0.100)
5.5
(8.1)
5.5
(8.1)
2.8
(4.1)
0.7
(1.0)
0.7
(1.0)
0.35
(0.5)
MDV4
Category
LEV
ULEV
SULEV
[mg/mile]
28
(40)
14
(21)
7
(10)
(0.12)
(0.06)
(0.06)
33
MDV5
Category
NMOGa
COa
NOax
0.300
(0.430)
0.180
(0.257)
0.09
(0.130)
7.0
(10.3)
7.0
(10.3)
3.5
(5.2)
1.0
(1.5)
1.0
(1.5)
0.5
(0.7)
LEV
ULEV
SULEV
HCHOa
[mg/mile]
PMa,b
36
(52)
18
(26)
9
(13)
(0.12)
(0.06)
(0.06)
Notes:
a) Values in parentheses indicate 100,000 mile standards for PC and LDT1 and 120,000 mile standards for
MDV 2-4. Other values are 50,000 mile standards.
b) Diesel vehicles only.
LEVII FTP Emission Standards [g/mile]
PC, LDT1, LDT2
Category
NMOGa
COa
NOax
0.075
(0.090)
0.040
(0.055)
(0.010)
(0.000)
3.4
(4.2)
1.7
(2.1)
(1.0)
(0.0)
0.05
(0.07)
0.05
(0.07)
(0.02)
(0.00)
LEV
ULEV
SULEV
ZEV
HCHOa
[mg/mile]
PMa,b
15
(18)
8
(11)
(4)
(0)
(0.01)
(0.01)
(0.01)
(0.00)
Notes:
a) Values in parentheses indicate 120,000 mile standards, other values are 50,000 mile standards.
b) Diesel vehicles only.
LEV II Phase-In (percentage of fleets)
For FTP testing, the LEV II program combines all LDTs with a LVW > 3,750 lbs to a GVWR of
8,500 lbs (includes vehicles of the LEVI MDV2-MDV4 categories) in the LDT2 category.
Model Year
PC, LDT1
LDT2
2004
25
25
2005
50
50
2006
75
75
2007
100
100
The phase-in percentages
for the categories can not
be combined.
[%]
LEV II Fleet NMOG-Average Requirement [g/mile]:
Model Year
PC, LDT1
LDT2
2004
2005
2006
2007
2008
2009
2010+
0.053
0.085
0.049
0.076
0.046
0.062
0.043
0.055
0.040
0.050
0.038
0.047
0.035
0.043
While the Federal program allows averaging of different emission levels (bins) to eventually achieve
its NOx-target of 0.07 g/mile in MY 2007(PC) and in MY 2009 (LDT), the California program aims at
continuously reducing the fleet average NMOG level.
34
SFTP Emission Standards
[g/mile] at
4000 miles
US06
NMHC + NOx
Category
SC03
CO
NMHC + NOx
CO
PC, LDT1
0.14
8.0
0.20
2.7
LDT2
0.25
10.5
0.27
3.5
MDV2
0.4
10.5
0.31
3.5
MDV3
0.6
11.8
0.44
4.0
CARB wants to introduce additional full useful life SFTP standards starting no earlier than in
MY 2010. The details are currently being worked out.
Low Temperature FTP-Standards
CO-Standard at 20 °F
CO emissions at 20°F (approx. minus 6.7°C) must not exceed 10.0 g/mile for PCs/LDT1 and
12.5 g/mile for all other categories up to 8500 lbs GVW.
NMOG & HCHO 50°F Standards
For NMOG and HCHO the following 50,000 miles standards apply at 50 °F (10 °C):
Category
NMOG [g/mile]
HCHO [mg/mile]
LEV
0.150
30
ULEV
0.080
16
SULEV
0.02
8
Additionally, CO and NOx emissions at 50° F (10°C) shall not exceed the applicable FTP
exhaust emission standards. Natural gas and Diesel vehicles are exempt.
ZEV Mandate
General
The ZEV mandate was initiated in California and subsequently adopted by a
number of other states (see page 31). In the past, the ZEV regulations have been reviewed and
changed several times. The last major ZEV-revision was undertaken in the year 2008.
The following information is based on the CARB-Regulation as adopted on December 17-2008
(“California Exhaust Emission Standards and Test Procedures for 2009 and Subsequent Model ZeroEmission Vehicles, and 2001 and Subsequent Model Hybrid Electric Vehicles, in the Passenger Car,
Light-Duty Truck and Medium-Duty Vehicle Classes”)
Basic Requirement
These ZEV regulations include a 2009 model year start date and require manufacturers to place
ZEV's equal to at least 11% of their passenger car and LDT1 fleet, with the percentage increasing up
to 16% in model year 2018.
Model Years
2009 - 2011
2012 - 2014
2015 - 2017
2018 and subsequent
Minimum ZEV Requirement [%]
11
12
14
16
35
Calculating the Number of Vehicles to which the Basic % ZEV Requirement is Applied
Model Years
ZEV Baseline for calculation: Average of MY sales in the years)1)
2009-2011
2012 - 2014
2003 - 2005
2006 - 2008
Phase-in of ZEV Requirements for LDT2s
Beginning with the ZEV requirements for the 2009 model year, a manufacturer’s LDT2 production
shall be included in determining the manufacturer’s overall ZEV requirement in the increasing
percentages shown in the table below.
Model Year
2009
2010
2011
2012+
Percentage
51%
68%
85%
100%
Requirements for Large Volume Manufacturers
Standard
Category
"Gold Standard"*)
pure ZEVs
"Silver Standard"
"Bronze Standard"
Description
battery electric or hydrogen fuel cell vehicles
with zero tailpipe emissions
Advanced Technology
PZEVs
(AT PZEVs)
vehicles with extremely low emission levels
featuring qualifying advanced technology (e.g.
hybrid electric vehicles, CNG vehicles, ICE
vehicles burning hydrogen)
Partial Zero Emission
Vehicles
(PZEVs)
conventional vehicles meeting the most
stringent SULEV tailpipe emission standards
with a 15 year / 150,000 miles emissions
warranty
Primary Requirements for Large Volume Manufacturers**)
Model Years
2009-2011
*)
Minimum ZEVs*)
ZEVs*), AT PZEVs*)
PZEVs*)
[%]
[%]
[%]
22.5
22.5
50
or ZEV credits generated by such vehicles;
**)
yearly sales of PCs, LDT1s and LDT2s < 60,00 units
Requirements for 2012 through 2014
A manufacturer must meet the total ZEV obligation with ZEVs or ZEV credits generated by such
vehicles, excluding NEVs and Type 0 ZEVs, equal to at least 0.79% of its annual sales. No more than
50% of the total obligation may be met with PZEVs, No more than 75% of the total obligation may be
met with AT PZEVs. No more than 93.4% may be met with Enhanced AT PZEVs, Type 0 ZEVs, and
NEVs. The entire requirement may be met solely with ZEVs.
Requirements for 2015 through 2017
A manufacturer must meet its ZEV obligation with ZEVs or ZEV credits generated by such vehicles,
excluding NEVs and Type 0 ZEVs, equal to at least 3% of its annual sales. No more than 42.8% of the
total obligation may be met with PZEVs, No more than 57.1% of the total obligation may be met with
AT PZEVs. No more than 78.5% may be met with Enhanced AT PZEVs, Type 0 ZEVs, and NEVs.
The entire requirement may be met solely with ZEVs.
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.
36
Years
Total ZEV
%-Requirement
Minimum
ZEV floor
Enhanced
AT PZEVs Type
0s,or NEVs
AT PZEVs
PZEVs
2012 – 2014
2015 – 2017
12
14
0.79
3.0
2.21
3.0
3.0
2.0
6.0
6.0
Requirements for 2018+
In the 2018 and subsequent MYs, a manufacturer must meet a ZEV total requirement of 16 percent.
The maximum portion of a manufacturer’s percentage ZEV requirement that may be satisfied by
PZEVs that are not Enhanced AT PZEVs or AT PZEVs, or credits generated by such vehicles, is
limited to 6 percent of the manufacturer’s applicable California PC, LDT1, and LDT2 production
volume. Enhanced AT PZEVs and AT PZEVs or credits generated by such vehicles may be used
either alone or in combination, to meet up to one-half of the manufacturer’s remaining ZEV
requirement.
Requirements for Intermediate Volume Manufacturers
In 2009 and subsequent model years, an intermediate volume manufacturer (sales > 4,500 but <
10,000 units) may meet its ZEV requirement with up to 100 percent PZEVs or credits generated by
such vehicles.
Requirements for Small Volume - and Independent Low Volume - Manufacturers
A small volume manufacturer (sales < 4,500 units) 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 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. Incorporation of a
fuel-fired heater does not preclude a vehicle from being certified as a ZEV, provided (1) the fuel-fired
heater cannot be operated at ambient temperatures above 40 °F (4,4 °C), (2) the heater is
demonstrated to have zero fuel evaporative emissions under any and all possible operational modes
and conditions, and (3) the emissions from the fuel-fired heater meet ULEV standards when operated
at an ambient temperature between 68 °F (20 °C) and 86 °F (30 °C).
“Travel Provision”
A ZEV that is placed in service in a ZEV state may be counted towards compliance with the
percentage ZEV requirements in California. Similarly, a ZEV certified to the California ZEV
standards and placed in service in California may be counted towards compliance with the
percentage ZEV requirements in any ZEV state. Travel Provision Proportionality: The credits
are multiplied by the ratio of an LVM’s total sales in the state receiving credit to the LVM’s
total sales in California.
Vehicle Type
Model Years:
Type I, I.5, or II ZEV
2009 – 2014
Type III, IV, or V ZEV
2009 - 2017
PZEVProvisions
In order for a vehicle to receive a PZEV allowance of 0.2, it must meet the following
requirements for 150,000 miles /15 years:
– SULEV exhaust emissions standards
– Zero evaporative emission standards
– Onboard-diagnostic requirements
37
Zero-Emission VMT PZEV Allowance
The Zero-Emission VMT PZEV Allowance is based on the vehicle´s all-electric range (AER)
or zero emissions of one regulated pollutant.
ZEV Allowance Based on All-Electric Range
1)
EAER < 10 miles
EAER ≥ 10 miles
and
1)
Rcda = 10 miles to 40 miles
Rcda > 40 miles
1)
0.0
EAER x (1 – UFRcda2)) /11.028
EAER40 / 29.63
Urban equivalent all-electric range (EAER) and urban charge depletion range (Rcda) shall
2)
be determined in accordance with HEV Test Procedures. The utility factor (UF) based on the
charge depletion range actual (Rcda) shall be determined according to SAE J2841 PropDft 2008
PZEV Allowance for Advanced Componentry:
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
3600 psi or more and operating exclusively on this gaseous fuel qualifies for an advanced
componentry PZEV allowance of 0.2.
A vehicle operating exclusively on hydrogen stored in a high pressure system capable of
refueling at 5000 psi or more, or stored in nongaseous form, qualifies for an advanced
componentry PZEV allowance of 0.3.
Use of a Qualifying HEV Electric Drive System
HEVs qualifying for additional advanced componentry 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
Traction Drive
System Voltage
Traction Drive Boost
Regenerative
Braking
Idle Start/Stop
Type C
≥ 10 kW
Type D
≥10
kW
Type E
≥ 50
kW
Type F
Zero-Emission
VMT allowance;
≥ 10 mile allelectric range
Type G
Zero-Emission
VMT allowance;
≥ 10 mile allelectric range
(UDDS drive cycle)
(US06 drive
cycle)
< 60
≥ 60
≥ 60
≥ 60
≥ 60
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
The above described vehicles may get the following AT PZEV allowances in addition to the
0.2 PZEV baseline allowance:
2003 - 2011 MYs
2012 - 2014 MYs
2015+ MYs
38
0.2
0.15
0.10
0.4
0.35
0.25
0.5
0.45
0.35
0.72
0.67
0.57
0.95
0.90
0.80
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 according to the following formula:
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 componentry PZEV allowance
• The fuel-cycle emissions PZEV allowance
Cap for 2009 and Subsequent Model-Year Vehicles
The maximum value an AT PZEV may earn before phase-in multipliers, including the baseline
PZEV allowance, is 3.0.
ZEV Credits for 2009 and Subsequent Model Years.
ZEV credits from a particular ZEV 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
eight ZEV tiers will earn, including the credit not contingent on placement in service, if it is
placed in service in the specified calendar year or by June 30 after the end of the specified
calendar year.
Tier
Expected
Technology
Type V
Fuel Cell /
Battery EV
≥ 300
Type IV
Fuel Cell /
Battery EV
≥ 200
Fuel Cell /
Battery EV
≥ 100
Type III
*)
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
in ≤15 min
must be capable of replacing
95 miles UDDS ZEV range
in ≤ 10 min
Credits
20092017*)
Credits
2018+*)
7
3
5
3
4
3
Type II
Fuel Cell /
Battery EV
Battery EV
Type 1.5
Battery EV
≥ 75, < 100
N/A
2.5
2.5
Type I
Battery EV
≥ 50, < 75
N/A
2
2
Type 0
Battery EV
< 50
N/A
1
1
NEV
Battery EV
no min.
N/A
0.3
0.3
≥ 200
N/A
≥ 100
N/A
3
3
Calendar Year in Which ZEV is Placed in Service
39
Hybrid Electric Vehicle Test Procedures
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 APU-operation switch).
The test preconditioning procedure further depends on whether the vehicle is „chargesustaining“ 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 at a level that
satisfies one of the following conditions:
- 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-ofcharge (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 chargesustaining over the UDDS, battery SOC shall be set at a level such that the
SOC criterion would be satisfied for the dynamometer procedure. If offvehicle charging is required to increase battery SOC for proper setting, offvehicle charging shall occur during the 12 to 36 hour soak period
40
b) if the HEV does not allow manual activation of the APU and is chargedepleting 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
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
Amendments to the exhaust and evaporative emissions test procedures for plug-in hybrid
electric vehicles were approved in a January 2009 CARB meeting including a determination
of an equivalent all electric range (EAER) in order to more accurately determine the
contribution of the electric drive and vehicle emissions from PHEVs.
The newly approved ARB exhaust test procedures for determining emissions and all-electric
range of PHEVs are aligned with the SAE recommended practice for measuring the exhaust
emissions and fuel-economy of hybrids (SAE J1711) that is currently being developped. SAE
J1711 must also cover the development of fuel economy test procedures for hybrids that the
ARB procedures do not cover. The new test procedures incorporate a method for testing all
types of PHEVs to determine the vehicle’s electric range contribution, to accurately quantify
exhaust emissions, and determine if vehicles qualify for the zero-emission VMT or advanced
componentry allowances described in the ZEV regulation. They will be required for the 2011
model-year. Manufacturers may opt to use the proposed Exhaust Test Procedures for modelyears prior to 2011.
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 new test
procedures also include two methods to determine if a PHEV qualifies for a Type F or Type G
HEV advanced componentry allowances under the ZEV regulation.
41
Example of PHEV with AER and Blended Operation
Undergoing the Urban Charge Depleting Range Test
AER: All Electric Range
EAER: Equivalent All
Electric Range
The equivalent all-electric range is calculated as follows:
EAER = (1 −
Mcd
) × Rcd
Mcs
Where: Mcd means: CO2 Emissions of CD Phase [g]
Mcs means: CO2 Emissions of CS Phase [g]
Rcd means: CD Phase [mi]
Tax Incentives for PHEVs:
Base credit
Incremental
Credit
Phase-out
Expiration
AMT
Plug-in electric drive vehicles with batteries of at least 4 kWh qualify
for a $2500 credit
An additional $417 is provided for each additional kWh, up to $7500
for vehicles up to 10, 000 lbs; $10,000 for vehicles up to 14,000 lbs;
$12,500 for vehicles between 14,000 and 26,000 lbs and $15,000
for those over 26,000 lbs.
Industry-wide phase-down trigger: The value ramps down in value
after the number of vehicles sold in the U.S. reaches 250,000.
The credit expires at the end of 2014
The credit is available against the alternative minimum tax
Planned future California regulations
Continuation of Low Emission Vehicle Program (“LEV III”) The following LEV 3 concepts are
being discussed:
- 2016 fleet average to equal the SULEV level.
- 150k useful life.
- Add certication categories in between SULEV and ZEV and in
between SULEV and ULEV.
- Combined NMOG and NOx standard.
- Zero evaporative emissions
25/50/75/100 phase-in (2013MY-2016MY).
42
Evaporative Emissions Requirements
LEV I Standards
California certified LDVs, LDTs and MDV 2, 3 must meet the following standards:
•
3-Day Diurnal + Hot Soak Test: 2.0 g HC / test
•
2-Day Diurnal + Hot Soak Test: 2.5 g HC / test
Standards for MDV 2 / 3 with tank capacity of >30 gallons are 2.5 / 3.0 g/test,
respectively. Standards for MDV 4 / 5 are 3.0 / 3.5 g/test, respectively.
•
Running Loss Test: 0.05 g/mile
The useful life is 100,000 miles for LDVs / LLDTs and 120,000 miles for MDVs.
LEV II Standards
Evaporative Standard
Near-zero
evaporative standard
Zero evaporative
standard
Running
Loss
3-Day Diurnal +
Hot Soak
2-Day Diurnal + Hot Soak
Test
[g/mile]
[g/test]
[g/test]
a
a
0.65a
0.05
n/a
0.50
0.35a, b
0.35a, b
a) Useful life is 15 years or 150,000 miles, whichever occurs first.
b) Fuel evaporative emissions standard is 0.0 g/test
Phase-In
Near-zero evaporative standard: 40/80/100% for model years 2004/2005/2006.
Zero-evaporative standards must be met by PZEVs (SULEVs used for ZEV compliance) and
are optional for all other vehicles.
California Fuel Economy Regulation (AB 1493)
With Assembly Bill 1493 CARB has published regulations limiting greenhouse gases emitted
by motor vehicles including carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O) and
hydro-fluorocarbons (HFCs).
Subsequently, these regulations were incorporated into the LEV II program, thereby
extending them to the Section 177 states (see page 31).
However, in December 2007 EPA denied the necessary waiver of Federal preemption, so
that the regulations can currently not be enforced. On January 26, 2009 president Obama
announced a reconsideration of the waiver denial in the year 2009. The EPA holds a public
hearing concerning the California waiver on March 5, 2009. If the waiver will be granted,
implementation details must also be resolved.
The following fleet average CO2-equivalent (CO2e) standards [g/mile] from passenger cars,
light duty trucks and medium-duty passenger vehicles shall not be exceeded:
43
Model Year
PCs, LDTs 0-3,750 lbs LVW
LDTs 3,751 lbs LVW - 8,500 lbs
GVW and MDPVs
2009
323
439
2010
301
420
2011
267
390
2012
233
361
2013
227
355
2014
222
350
2015
213
341
2016
205
332
"A/C Allowances" are available for low-leak air conditioning systems and for air conditioning
systems using HFC-134a, HFC-152a, CO2 refrigerant or any refrigerant with a GWP of 150 or
less and for systems with reduced indirect emissions.
CO2e emissions are determined as follows using the same weighting as applied in CAFE
testing (55% UDDS cycle and 45% highway cycle):
CO2e = CO2 (exhaust) + 296xN2O (exhaust) + 23xCH4 (exhaust) A/C Direct Emissions Allowance - A/C Indirect Emissions Allowance
A manufacturer may use N2O = 0.006 g/mile in lieu of measuring N2O exhaust.
Canada
Emission Requirements
In January 2003 Environment Canada issued final regulations for new on-road vehicle
emissions, harmonizing its regulations (including OBD, SFTP, in-use compliance testing and
evaporative emissions requirements) with US-EPA standards from MY 2004 on.
The following fleet average NOx requirement applies only to companies offering Canadaspecific models, i.e. vehicles which are not covered by US-EPA certificates:
Fleet Average NOx Requirement [g/m]
Model Year
2004
2005
2006
2007
2008
PC & LLDT
0.25
0.19
0.13
0.07
0.07
HLDT & MDPV
0.53
0.43
0.33
0.20
0.14
2009 and later
0.07
British Columbia had, since 2001, required passenger cars and LLDTs to be Californiacertified but has repealed the Motor Vehicle Emission Reduction Regulation. Consequently, it
is no longer a requirement to market in British Columbia vehicles certified according to
California regulations.
44
Fuel Economy Regulations
The 2004 "Corporate Average Fuel Consumption Objectives" of the Transport Canada voluntary
Motor Vehicle Fuel Consumption Program are:
• passenger vehicles: 8,6 l/100 km, and
• combined trucks (< 3.855 kg GVWR): 11,4 l/100 km
In 2005, a "Memorandum of Understanding" (MoU) was signed by the Canadian government and the
automobile to achieve by 2010 a 5,3 Mt reduction in greenhouse gases from passenger cars and light
trucks relative to a reference case based on a 1999 emissions forecast.
In January 2008, the Canadian government announced plans to implement for the 2011 and
subsequent MYs Canada-specific fuel economy regulations which are at least as stringent as those
limits that are being developed in the USA. Additionally, some of Canada´s Provinces have recently
expressed their intention to adopt California´s proposed greenhouse gas standards.
“Green “Levy”
As of March 20, 2007, every new vehicle delivered by a manufacturer or importer to its dealer is
subject to a “Green Levy”. The “Green Levy” requirements are valid in accordance with the weighted
average adjusted fuel consumption results (the Canadian formula differs from the US-EPA formula)
PCs (including station wagons, vans and SUVs) - Not for pick-ups
consumption [l/100km]
Green Levy [CDN-$]
Up to 12.9
no penalty
13.0 to 13.9
1,000
14.0 to 14.9
2,000
15 to 15.9
3,000
16.0 or more
4,400
The Province of Ontario introduced a Gas Guzzler Tax (GGT) and the following levies apply when certain
highway fuel consumption ratings are exceeded:
Passenger Vehicles
consumption [l/100km]
GGT [CDN-$]
6.0 - 9.0
75
9.0 - 9.5
250
9.5 - 12.1
1,200
12.1 - 15.1
2,400
15.1 - 18.1
4,400
> 18.1
7,000
Sport Utility Vehicles
consumption [l/100km]
GGT [CDN-$]
< 8.0
0
8.0 - 9.0
75
9.0 - 9.5
200
9.5 - 12.1
400
12.1 - 15.1
800
15.1 - 18.1
1,600
> 18.1
3,200
New Canadian Clean Air Act proposed
On October 16, 2006, the Canadian Government issued a Notice of Intent to develop and implement a new
legislation that would continue to align Canadian fuel, vehicle and engine air pollutant regulations with the US
standards. For greenhouse gas reduction, the government intends to regulate the fuel consumption of
motor vehicles from MY 2011 on (after expiration of the Memorandum of Understanding - MoU).
45
JAPAN
Emission Standards Passenger Cars up to 10 seats
Effective
Date
NMHC
CO
NOx
PM
Evap
Test
[g/km]
mean
(max)
[g/km]
mean
(max)
[g/km]
mean
(max)
[g/km]
mean
(max)
[g/Test]
10.15-Mode +
11 Mode
0.05
(0.08)
1.15
(1.92)
0.05
(0.08)
-
New SHED
-
-
-
-
10.15-Mode +
JC08 cold
0.05
(0.08)
1.15
(1.92)
0.05
(0.08)
-
New SHED
-
-
-
-
(Imports)
Phase I
New LongTerm Targets
09-01-20071)
Phase II
Gasoline
Vehicles
New LongTerm
Targets
2)
09-01-2010
Remarks
2.0
1)
domestics:
10-1-2005
2)
domestics:
10-01-2008
2.0
3)
Post New
Long-Term
Targets
JC08 hot&cold
0.05
(0.08)
1.15
(1.92)
0.05
(0.08)
0.005
(0.007)
-
New SHED
-
-
-
-
2.0
JC08 hot +
JC08 cold
0.05
(0.08)
1.15
(1.92)
0.05
(0.08)
New SHED
-
-
-
domestics:
04-01-2011
4)
domestics:
10-01-2009
4)
09-01-2010
Phase III
NewLong-Term
Targets
03-01- 20133)
-
-
Note: PM-limit applicable only for lean-burn, direct injection vehicles with NOx-storage catalyst
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).
Effective
Date
Test
(Imports)
Phase I
New LongTerm Targets
09-01-2007
Diesel
Vehicles
2)
09-01-2010
Post New
Long-Term
Targets
46
CO
NOx
PM
[g/km]
mean
(max)
[g/km]
mean
(max)
[g/km]
mean
(max)
[g/km]
mean
(max)
0.63
(0.84)
0.14
(0.19)
0.15
(0.20)
0.013
(0.017)
0.014
(0.019)
-
-
-
-
25
0.63
(0.84)
0.14
(0.19)
0.15
(0.20)
0.013
(0.017)
0.014
(0.019)
-
-
-
-
25
0.024
(0.032)
> 1,265kg
1)
Phase II
New
Long-Term
Targets
09-0120103)
10.15Mode < 1,265kg
+ 11Mode
4-Mode
-
10.15< 1,265kg
0.024
Mode
+ JC08
(0.032)
cold > 1,265kg
4-Mode
JC08
hot&
cold
all
4-Mode
Smoke
[%]
NMHC
0.024
(0.032)
-
0.08 0.005
0.63
(0.84) (0.11) (0.007)
-
-
-
Remarks
1)
domestics:
10-1-2005
2)
domestics:
10-01-2008
3)
-
25
domestics:
10-01-2009
Emission Standards
Light and Medium Commercial Vehicles and Buses up to 3500kg
Effectiv
e Date
NMHC
Test
(Imports)
10.15Mode
New
+
Long-Term
11Targets
Mode
1)
Phase I
New
Long-Term
Targets
Gasoline
2)
9-1-2010
Vehicles
[g/km]
mean
(max)
value
Evap
[g/Test]
-
-
1,7003,500 kg
0.05
2.55 0.07
(0.08) (4.08) (0.10)
-
-
-
2.0
< 1,700
kg
1,7003,500 kg
New SHED
Post New
JC08
Long-Term hot&cold
Targets
[g/km]
mean
(max)
value
PM
0.05
1.15 0.05
(0.08) (1.92) (0.08)
New SHED
10.15Mode
+
JC08
cold
[g/km]
mean
(max)
value
NOx
< 1,700
kg
9-1-2007
Phase II
[g/km]
mean
(max)
value
CO
-
-
-
0.05
1.15 0.05
(0.08) (1.92) (0.08)
-
0.05
2.55 0.07
(0.08) (4.08) (0.10)
-
-
-
-
Phase III
New
Long-Term
Targets
*) Introduction
dates differ for
vehicle classes
(see details
below)
-
-
-
2.0
1)
domestics:
10-1-2005
-
2)
domestics:
10-01-2008
< 1,700 kg
0.05
1.15 0.05 0.005
(0.08) (1.92) (0.08) (0.007)
1,7003,500 kg
0.05
2.55 0.07 0.007
(0.08) (4.08) (0.10) (0.09)
3)
-
domestics:
04-01-2011
4)
4)
9-1-2010
Remarks
New SHED
JC08
hot
+
JC08
cold
-
-
-
-
2.0
< 1,700 kg
0.05
1.15 0.05
(0.08) (1.92) (0.08)
-
-
1,7003,500 kg
0.05
2.55 0.07
(0.08) (4.08) (0.10)
-
-
domestics:
10-01-2009
3)
3-1-2013
New SHED
-
-
-
2.0
*) Medium weight vehicles of 1,700-2,500 kg and heavy weight vehicles of 3,500-12,000 kg have to meet the
"Diesel 2009 Targets" by the end of 2010. Light weight vehicles of < 1,700 kg, medium weight vehicles of 2,5003,500 kg and heavy weight vehicles of > 12,000 kg have to meet the "Diesel 2009 Targets" by the end of 2009.
47
Effective
Date
Test
(Imports)
4)
Phase I
New LongTerm
Targets
NMHC
CO
NOx
PM
[g/km]
mean
(max)
[g/km]
mean
(max)
[g/km]
mean
[g/km]
mean
(max)
(max)
10.15Mode < 1,700 kg
+
111,700Mode
1)
4Mode
Phase II
Diesel
New
Vehicles Long-Term
Targets
2)
9-1-2010
Post New
Long-Term
Targets
(PNLT)
0.024 0.63
0.25
0.015
(0.032) (0.84) (0.33) (0.020)
-
JC08
hot&
cold
4Mode
-
-
-
-
-
< 1,700 kg
0.024 0.63
0.08
0.005
(0.032) (0.84) (0.11) (0.007)
1,7003,500 kg
0.024 0.63
0.15
0.007
(0.20)
(0.009)
(0.032) (0.84)
-
-
-
-
domestics:
10-1-2005
2)
domestics:
10-01-2008
3)
domestics:
04-01-2011
0.024 0.63
0.25
0.015
(0.032) (0.84) (0.33) (0.020)
-
1)
25
0.024 0.63
0.14
0.013
(0.032) (0.84) (0.19) (0.017)
10.15- < 1,700 kg
Mode
+
JC08
1,700cold
3,500 kg
4Mode
-
Remarks
*) Introduction
dates differ for
vehicle classes
(see details
below)
0.14
0.013
0.024 0.63
(0.032) (0.84) (0.19) (0.017)
3,500 kg
9-1-2007
Smoke
[%]
4)
25
-
25
Phase-in dates
of PNLT depend
on vehicle
weight: 1,7002,500kg
domestics:
10-01-2010
imports:
9-1-2011;
2,500-3,500 kg:
domestics:
10-1-2009
imports:
9-1-2010;
*) Medium weight vehicles of 1,700-2,500 kg and heavy weight vehicles of 3,500-12,000 kg have to meet the
"Diesel 2009 Targets" by the end of 2010. Light weight vehicles of < 1,700 kg, medium weight vehicles of 2,5003,500 kg and heavy weight vehicles of > 12,000 kg have to meet the "Diesel 2009 Targets" by the end of 2009.
The "Post New Long-Term Emission Regulations"
The "Post New Long-Term Emission Regulations" (“2009 emission standards”) were fixed in
2008. They apply the concept of "fuel neutral standards". This would require NOx aftertreatment technology for Diesel vehicles. However a temporary exemption was made for
Diesel vehicles in so far that the NOx limit was set to a level which does not yet require aftertreatment devices because this technology was not yet seen mature enough for serial
application. However, further strengthening of the standard remains a political target. Due to
the proposed introduction date, these standards are called "Diesel 2009 Targets". It is
assumed that fuel with < 10ppm sulfur will be available area-wide
in time for these
standards.
For lean burn, direct injection vehicles with gasoline engines equipped with NOx
storage catalyst the same PM-standard as for Diesel engines applies.
48
The New Transient Mode - "JC08" (former designation "CD34” – graphic see p. 76)
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
10-01-2005/09-01-2007
I
Phase
10-01-2008/09-01-2010
II
Phase
04-01-2011/03-01-2013
III
(10.15-Mode hot result × 0.88)+(11-Mode cold result × 0.12)
(10.15-Mode hot start result × 0.75)+(JC08-Mode cold start result × 0.25)
(JC08-Mode hot start result × 0.75)+(JC08-Mode cold start result×0.25)
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
11-Mode Test
0.15
0.20
0.20
10.15-Mode Test
0.15
0.15
0.25
New Long-Term Standards
0.12 (NMHC)
0.11
0.21
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).
Fuel Economy Targets
On the basis of its law "Rational Use iof 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 2010 (for gasoline vehicles) and 2005 (Diesel 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.
49
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 = 2.96 + 0.0576•V – 0.193•A –1.81•Wn – 3.36•DTC
Elapsed Time Speed [km/h]
[s]
1
0.0
21
0.0
32
20.2
41
37.1
75
17.5
76
15.9
88
0.0
100
27.5
103
35.6
117
51.2
125
61.8
185
11.6
220
12.1
221
11.1
232
0.0
242
21.3
266
37.1
284
50.5
297
33.0
306
52.7
329
23.2
330
20.5
368
0.0
379
25.3
383
35.7
414
49.5
430
61.7
456
42.0
526
22.9
527
19.4
571
0.0
582
22.2
605
36.0
：
Gear shift
position
N
1
2
3
C
N
1
2
3
4
5
2
C
N
1
2
3
4
3
4
C
N
1
2
3
4
5
4
C
N
1
2
3
Elapsed Time
[s]
620
641
642
650
668
669
712
735
756
757
836
894
961
977
978
995
1006
1021
1026
1027
1041
1053
1059
1067
1075
1115
1153
1170
1179
1186
1193
1198
1199
Speed [km/h]
Gear shift position
50.8
23.2
20.5
0.0
7.7
5.6
0.0
18.2
13.6
10.6
0.0
17.9
0.0
7.8
5.5
0.0
23.6
33.8
19.4
16.7
0.0
23.1
37.0
52.0
65.5
78.3
28.6
21.7
33.0
22.2
34.7
19.4
16.7
4
C
N
1
C
N
1
2
C
N
1
C
1
C
N
1
2
3
C
N
1
2
3
4
5
6
3
3
3
2
3
C
N
Wn
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 = 0.79703, DTC=0.1113
B shift : Commercial vehicle (midget [K], light & medium duty, bus with passenger capacity of 11 or
more)
Wn = 0.57769, DTC=0.09725
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
• Equipments for passenger and cargo carriage are installed in the same compartment, and the
compartment is partitioned by fixed bulkhead as roof, windows and so on
• Engine location is ahead of driver’s position.
50
FE-Targets for Passenger Cars (PCs) with Gasoline Engines [km/l] – Target Year 2010
GVW [kg]
<702
703827
8281,015
1,0161,265
1,2661,515
1,5161,765
1,7662,015
2,0162,265
>2,266
Standard
21.2
18.8
17.9
16.0
13.0
10.5
8.9
7.8
6.4
[l/100 km]
4.7
5.3
5.6
6.2
7.7
9.5
11.2
12.8
15.6
CO2 [g/km]
113
127
134
149
185
228
269
307
374
+ 5%
22.3
19.7
18.8
16.8
13.7
11.0
9.3
8.2
6.7
[l/100 km]
4.48
5.08
5.32
5.95
7.30
9.10
10.75
12.20
14.93
CO2 [g/km]
108
122
128
143
175
218
258
293
358
+ 10%
23.3
20.7
19.7
17.6
14.3
11.6
9.8
8.6
7.0
[l/100 km]
4.29
4.83
5.08
5.68
7.00
8.62
10.20
11.63
14.30
CO2 [g/km]
103
116
122
136
168
207
245
279
343
+ 15%
24.4
21. 6
20.6
18.4
15.0
12.1
10.2
9.0
7.4
[l/100 km]
4.13
4.63
4.85
5.43
6.67
8.26
9.80
11.11
13.51
CO2 [g/km]
99
111
116
130
160
198
235
267
324
+ 20%
25.4
22.6
21.5
19.2
15.6
12.6
10.7
9.4
7.7
[l/100 km]
3.94
4.55
4.65
5.21
6.41
7.94
9.35
10.64
12.98
CO2 [g/km]
95
109
111
125
154
191
224
255
312
+ 25%
26.5
23.5
22.4
20.0
16.3
13.1
11.1
9.8
8.0
[l/100 km]
3.77
4.26
4.46
5.00
6.13
7.63
9.00
10.20
12.5
CO2 [g/km]
90.5
102
107
120
147
183
216
245
300
FE-Targets for Passenger Cars (PCs) with Diesel Engines [km/l] – Target Year 2005
GVW
[kg]
<702
703827
8281,015
1,0161,265
1,2661,515
1,5161,765
1,7662,015
2,0162,265
>2,266
Standard
18.9
16.2
13.2
11.9
10.8
9.8
8.7
[l/100 km]
5.3
6.2
7.6
8.4
9.3
10.2
11.5
CO2 [g/km]
142
166
203
224
248
272
307
+ 5%
19.8
17.0
13.9
12.5
11.3
10.3
9.1
[l/100 km]
5.05
5.88
7.19
8.00
8.85
9.71
11.00
CO2 [g/km]
135
157
192
214
236
259
294
+ 10%
20.8
17.8
14.5
13.1
11.9
10.8
9.6
[l/100 km]
4.81
5.62
6.90
7.63
8.40
9.26
10.42
CO2 [g/km]
128
150
184
204
224
247
278
+ 15%
21.7
18.6
15.2
13.7
12.4
11.3
10.0
[l/100 km]
4.61
5.38
6.58
7.30
8.06
8.85
10.00
CO2 [g/km]
123
144
176
195
215
236
267
+ 20%
22.7
19.4
15.8
14.3
13.0
11.8
10.4
[l/100 km]
4.41
5.15
6.33
7.00
7.69
8.47
9.62
CO2 [g/km]
118
138
169
187
205
226
257
+ 25%
23.6
20.3
16.5
14.9
13.5
12.3
10.9
[l/100 km]
4.24
4.93
6.06
6.71
7.41
8.13
9.17
CO2 [g/km]
113
132
162
179
198
217
245
51
FE-Targets for PCs with Gasoline & Diesel Engines [km/l] – Target Year 2005
GVW [kg]
≤ 600
601-740
741-855
856-970
9711,080
1,0811,195
1,1961,310
1,3111,420
Standard
22.5
21.8
21.0
20.8
20.5
18.7
17.2
15.8
[l/100 km]
4.44
107
4.60
110
4.76
114
4.81
115
4.88
117
5.35
128
5.81
139
6.33
152
119
1,4211,530
14.4
6.95
1676
186
123
1,5311,650
13.2
7.58
182
202
127
1,6511,760
12.2
8.20
197
219
128
1,7611,870
11.1
9.00
216
240
130
1,8711,990
10.2
9.80
235
262
143
1,9912,100
9.4
10.64
255
284
155
2,1012,270
8.7
11.50
276
307
169
≥ 2.271
CO2 [g/km]G
CO2 [g/km]-D
GVW [kg]
Standard
[l/100 km]
CO2 [g/km]-G
CO2 [g/km]-D
7.4
13.51
324
361
Tax Incentive
Japan has reviewed its automobile-related taxation system and adapted it to technical progress. It includes now
provisions for advanced engine/vehicle technology which is being introduced in the market at an increasing rate.
The new system is still a proposal today (March 2009). However it will most likely be adopted as shown in the
following table.
Vehicle Weight Tax (Valid from April 1-2009 to April 30-2012)
Excempted
Reduced by 75%
Electric Vehicle
CNG Vehicle
(GVW ≤3.5t)
CNG Vehicle
(GVW>3.5t)
Plug-In Hybrid
Vehicle
Hybrid Vehicle
(excl. Bus & Truck.)
Hybrid Vehicle
(Bus & Truck only)
Gasoline & LPG
Vehicle
Diesel Passenger
Car
Diesel Truck & Bus
(GVW>3.5t)
Reduced by 50%
Emissions
-
FE
-
Emissions
-
FE
-
Emissions
-
FE
-
New 4-Star
-
-
-
-
-
2005 & NOx
+10%
-
-
-
-
-
-
-
-
-
-
-
New 4-Star
2010+25%
-
-
-
2005 & NOx
or PM +10%
2015
-
-
-
-
-
New 4-Star 2010+25%
2009
-
New 4-Star 2010+25%
-
-
2009
2015
New 4Star
New 4Star
2005 &
NOx or
PM +10%
2010+15%
2010+15%
2015
Remarks: The year in the above columns indicate the emissions/fuel economy standards to be met, the term
“+X%” indicates the over-achievement rate required for the applicable standard
Vehicle Acquisition Tax (Valid from April 1-2009 to March 31-2012)
As a special treatment, the following shall apply to the case of Used Car Acquisition:
• Electric Vehicles
: Current reduction rate (2.7%) shall continue until 2012
• CNG Vehicle (Truck&Bus)
: Current reduction rate (2.7%) shall continue until 2012
• Plug-In Hybrid Vehicle
: Used PHEVs acquired from April 1-2009 to March 312012 shall be subject to 2.4% reduction
• Hybrid Vehicle (excl. Truck&Bus): Used HEVs meeting New 4-Star and 2010 FE
Standards +25% shall be subject to 1.6% reduction until 2012
• Hybrid Vehicle (Truck&Bus)
: Current 2.7% reduction shall continue until 2012
52
Republic of Korea (ROK)
Exhaust Emission Standards for Passenger Cars
as of 7-1-2002: (so-called PC1) ≥ 800 cm3, ≤ 8 seats < 2.5 t GVW;
(so-called PC2) multi-purpose PC, ≥ 800 cm3, < 2.5 t GVW;
as of 1-1-2006: (so-called small-sized PC) ≥ 800 cm3, ≤ 8 seats and < 3.5 t GVW
(so-called mid-sized PC) ≥ 800 cm3, 9 ≤ seats ≤ 15 and < 3.5 t GVW
Effective Date
Gasolin
e
NMHC
CO
NOx
HCHO
PM
Evap.
7-1-2002 a) b) c)
0.047
2.11
0.12
0.005
-
1.0
PC1
(0.056)
(2.61)
-
(1,0)
0.056
2.11
0.19
0.007
CO
NOx
HCHO
PM
Evap.
-
1.0
-
(1,0)
7-1-2002
Dim.
FTP-75
c) f)
[g/km]
SHED
[g/test]
small-sized &
mid-sized PC
NMOG
d)
0.025
(0.034)
7-1-2002
Diesel
PC 1
FTP-75
e)
(0.19) (0.007)
c)
PC2
1-1-2006
Test
[/km]
1.06 0.031 0.005
(1.31) (0.044) (0.007)
HC
CO
NOx
HCHO
PM
Smoke
0.01
0.5
0.02
-
0.01
15%
7-1-2002
0.08A
0.95A
0.65A
-
0.07A
PC 2
0.08B
0.95B
0.75B
-
0.09B
HC+ NOx
CO
NOx
-
PM
Smoke
0.56
0.64
0.50
-
0.05
15%
0.30
0.50
0.25
-
0.025
10%
RW ≤1,305
kg
0.30
0.50
0.25
-
0.025
1,305≤ RW
≤1,760 kg
0.39
0.63
0.33
0.04
RW >1,760
kg
0.46
0.74
0.39
0.06
1-1-2005
small-sized PC &
PC1&PC2( A)
1-1-2006
ECE-15&
EUDC
(from
1-1-2005
onwards)
small-sized PC
1-1-2006
mid-sized PC
15%
[/km]
10%
a)
first line of standards applies to certification test and in-use vehicle emission test subject
to 5 years/80.000 km, second line (standards in brackets) applies to certification test and in-use
vehicle emission test subject to more than 5 years/80.000 km; PC1 durability requirement of
5 years/80,000 km only up to 12-31-2002 and 10 years/160,000 km thereafter
b)
PC1 standards phase-in at the following ratio of sales: 2003: 25%; 2004: 50 %; 2005: 75 %; as
of 2006: 100%
c)
durability requirement: 10 years/160,000 km
d)
or NMHC test result x 1.04
e)
durability requirement: 5 years/80,000 km
f)
standards for small-sized PC phased-in at the following ratio of sales: 2006: 25%; 2007: 50 %;
2008: 75 %; as of 2009: 100%
g)
additional requirement for PC 1 and PC 2 with gasoline engines: “Cold-CO” Standard of 6.3
gCO/km at –6.7 °C.
A: vehicles with LVW ≤ 1.7 t; B: vehicles with LVW > 1.7 t
HCHO: applies instead of HC for vehicles running on alcohol only
53
Fuel Economy Requirements
Fuel Economy Standards established by Ministry of Commerce, Industry & Energy in 2002
(MOCIE ) for the year 2009 (only valid for domestic vehicles):
Engine Displacement
Fuel Economy Target Value
3
[ cm ]
[km/l]
[l/100km]
≤ 800
25.1
4.38
800 ≤ 1,100
22.3
4.48
1,100 ≤ 1,400
19.4
5.15
1,400 ≤ 1,700
18.2
5.49
1,700 ≤ 2,000
13.5
7.41
2,000 ≤ 2,500
12.4
8.06
2,500 ≤ 3,000
10.8
9.26
> 3,000
9.9
10.10
Regulation by MOCIE defines that „in case real gas mileage differs significantly from Target
Gas Mileage, the latter can be altered”.
MOCIE is currently considering new standards for 2009 with only 2 vehicle categories < 1,600
cm3 and > 1,600 cm3 but no fixed target value has been published yet.
54
Peoples Republic of China
Emission Standards for M1, M2 & N1 Vehicles ≤ 3500kg with Gasoline and Diesel
Engines and max. desired speed no less than 50km/h
Effective
Date
National
(SEPA)
HC+NOx
07-01-2007
(07-01-2008)
07-01-2010
(07-01-2011)
CO
PM
(Diesel
Evap.
(Gasoline
only)
only)
Equivalent
to
EU 3*)
HC
0.2
HC+NOx
-
CO
2.3
NOx
0.15
PM
-
Evap
2.0
Gasoline**)
-
0.56
0.64
0.5
0.05
-
Diesel
HC
0.1
HC+NOx
-
CO
1.0
NOx
0.08
PM
-
Evap
2.0
EU 4
Gasoline
-
0.30
0.5
0.25
0.025
-
Diesel
Special Cities
Beijing
03-01-2008
(Gasoline**) & Diesel)
EU 4
Shanghai 11-01-2009
EU 4
*)
(Gasoline)
**)
as of introduction of Euro 3: TAS identical to COP standards; with OBD
Effective Date: first line: new types, second line (in brackets): all vehicles
Deterioration Factors
Gasoline
Diesel
*)
07-01-2008: with OBD;
**)
CO
HC
HC+NOx
NOx
PM
1.2
1.2
-
1.2
-
1.1
-
1.0
1.0
1.2
07-01-2006: with OBD; As of introduction of Euro 3: TAS identical to COP standards;
Fuel Consumption Standards [l/100km]
Stage 1
Curb Mass [kg]
≤ 750
750<CM≤865
865<CM≤980
980<CM≤1,090
1,090<CM≤1,205
1,205<CM≤1,320
1,320<CM≤1,430
1,430<CM≤1,540
1,540<CM≤1,660
1,660<CM≤1,770
1,770<CM≤1,880
1,880<CM≤2,000
2,000<CM≤2,110
2,110<CM≤2,280
2,280<CM≤2,510
2,510<CM
*)
(as of July 1-2005)
M/T
7.2
7.2
7.7
8.3
8.9
9.5
10.1
10.7
11.3
11.9
12.4
12.8
13.2
13.7
14.6
15.5
A/T
7.6
7.6
8.2
8.8
9.4
10.1
10.7
11.3
12.0
12.6
13.1
13.6
14.0
14.5
15.5
16.4
*)
Stage 2
Stage 3 (Proposal)
(as of Jan. 1-2008) *)
(date still open)
M/T
6.2
6.5
7. 0
7.5
8.1
8.6
9.2
9.7
10.2
10.7
11.1
11.5
11.9
12.3
13.1
13.9
A/T
6.6
6.9
7.4
8.0
8.6
9.1
9.8
10.3
10.8
11.3
11.8
12.2
12.6
13.0
13.9
14.7
M/T & A/T
5.7
5.7
5.7
6.1
6.5
6.9
7.3
7.7
8.1
8.6
9.0
9.4
9.8
10.3
11.0
11.8
for new models, for production vehicles 1 year later; M/T=manual transmission, A/T=automatic transmission
55
India Emission Rules
Motor cars with up to 6 seats (including the driver) and a GVM of ≤ 2,500 kg
"Bharat
Effective
Dim.
Test
1)
Stage III"
Date
Procedure
Gasoline 4-1-2005
Diesel
4-1-2005
NEDC19922)
NEDC1992
CO
HC
NOx
HC+ NOx
PM
Evap.
[g/test]
g/km
2.30
0.20
0.15
-
-
2.0
g/km
0.64
-
0.50
0.56
0.05
-
"Bharat
Effective
Test
Dim.
Stage IV" Date1) Procedure
CO
Gasoline 4-1-2010
NEDC 1992 g/km
1.0
0.1
0.08
-
-
2.0
NEDC 1992 g/km
0.5
-
0.25
0.30
0.025
-
Diesel
4-1-2010
HC
NOx
HC+ NOx
PM
Evap.
[g/test]
1) "
Bharat Stage III – and Stage IV -Standards" come into force in the National Capital Region and in the cities of
Mumbai, Kolkata, Chennai, Bangalore, Hyderabad including Secundrabad, Ahmedabad, Pune, Surat, Kanpur
and Agra for vehicles produced after this date. The Bharat Stage III – and Stage IV - standards will be
2)
applicable for the entire nation by the year 2010 max. speed 90 km/h during Part 2 of the NEDC; Type
Approval Standards (TAS) are also valid for Conformity of Production (COP) testing.
Four-Wheeler Passenger Vehicles with a GVW≤ 3,500 kg and designed to carry more
than 6 passengers (incl. the driver) maximum mass of which exceeds 2,500 kg & other
than passenger vehicles with GVW ≤ 3,500 kg
"Bharat Stage III"-Stds.1)
Class Reference Mass (RM)
[kg]
Limit Values [g/km]
CO
HC
NOx
HC+NOx
PM
Gasoline
Diesel
Gasoline
Diesel
Gasoline
Diesel
Gasoline
Diesel
Diesel
I
RM≤1,305
2.30
0.64
0.20
-
0.15
0.50
-
0.56
0.05
II
1,305<RM≤1,760
4.17
0.80
0.25
-
0.18
0.65
-
0.72
0.07
III
RM>1,760
5.22
0.95
0.29
-
0.21
0.78
-
0.86
0.10
Four-Wheeler Passenger Vehicles with a GVW ≤ 3,500 kg and designed to carry more
than 6 passengers (incl. the driver) maximum mass of which exceeds 2,500 kg & other
than passenger vehicles with GVW ≤ 3,500 kg
"Bharat Stage IV"-Stds. 1)
Class Reference Mass (RM)
[kg]
Limit Values [g/km]
CO
HC
NOx
HC+NOx
PM
Gasoline
Diesel
Gasoline
Diesel
Gasoline
Diesel
Gasoline
Diesel
Diesel
I
RM≤1,305
1.0
0.50
0.10
-
0.08
0.25
-
0.30
0.025
II
1,305<RM≤1,760
1.81
0.63
0.13
-
0.10
0.33
-
0.39
0.04
III
RM>1,760
2.27
0.74
0.16
-
0.11
0.39
-
0.46
0.06
Gasoline
Diesel
56
Assigned Deterioration Factors
CO
HC
NOx
HC+NOx
1.2
1.2
1.2
1.1
1.0
1.0
PM
1.2
Argentina
Vehicles < 12 seats or < 3,856 kg GVW or unloaded mass < 2,722 kg (up to 12- 31-2003)
M1, N1 ≤ 3,500 kg (as of 1-1-2004)
Effective
Date
Test
Procedure
1-1-2004
EU2
1-1-2006
EU3
Gasoline
Diesel
*)
1-1-2004
EU2
1-1-2006
EU3
Dim.
HC+ NOx
CO
NOx
PM
Evap.
0.5
2.2
-
-
2.0
2.3
0.15
-
-
g/km
0.7 (0.9)
*)
0.56
2.0
1.0
-
0.08 (0.1)
0.64
0.5
0.05
*)
-
for direct injection engines
Australia
M1 and N1-Vehicles < 3,500 kg
Gasoline
Diesel
1)
Effective
Date1)
Test
Procedure
Dim.
HC+
NOx
NOx
HC
CO
PM
Jan. 1, 2005
(Jan.1, 2006)
NEDC-2000
(Euro 3)
g/km
-
0.15
0.2
2.3
-
July 1, 2008 NEDC- 2000
(July 1, 2010)
(Euro 4)
g/km
-
0.08
0.1
1.0
-
Jan. 1, 2006 NEDC- 2000
(Jan. 1-2007)
(Euro 4)
g/km
0.30
0.25
-
0.5
0.025
Evap.
[g/test]
2.0
-
first line: for new vehicle models, second line (in brackets): all new registration;
Brazil
Passenger cars and Light Commercial Vehicles with vehicle mass ≤ 1,700 kg
Passenger cars and Light Commercial Vehicles with vehicle mass > 1,700 kg 6)
Diesel vehicles - except off-road vehicles - with a payload < 1,000 kg are not allowed to be used and imported
Effective
Date
Test
Dim.
FTP-75 g/km
1-1-20052)
SHED
Gasoline
g/test
FTP-75 g/km
1-1-2009
SHED
Diesel
6)
Off-road or
payload
> 1,000 kg
g/test
HC
NMHC
CO
0.303)
0.16
2.0
6)
(0.50)
(0.20) (2.70)
-
3)
0.30
(0.50)
-
-
0.05
2.0
(0.06) (2.70)
-
-
NOx
CHO1)
PM
Evap.
0.25
(0.43)
0.034)
(0.06)
-
-
-
-
-
2.0
4)
0.12
(0.25)
0.02
(0.04)
-
-
-
-
-
2.0
1-1-20052)
FTP-75 g/km
0.303)
0.16
2.0
6)
(0.50)
(0.20) (2.70)
0.60
(1.00)
0.034)
(0.06)
0.05
0.08 5)
-
1-1-2009
FTP-75 g/km
0.303)
(0.50)
0.43
(1.00)
0.02 4)
(0.04)
0.05
(0.06)
-
0.05
2.0
(0.06) (2.70)
1)
Due to an alcohol of 22 to 25% in gasoline, Brazil specifies a standard for aldehydes (CHO) for gasoline/alcohol cars;
This set of standards will be phased-in according to the following schedule: Jan.1, 2005: 40%; Jan.1, 2006: 70%,
3)
4)
Jan.1, 2007: 100% of production Only for vehicles operated on CNG; For vehicles operated on gasoline except CNG;
5)
6)
6)
for light commercial vehicles; values in brackets: for light duty vehicles > 1,700 kg empty vehicle mass; Brazil may
adopt EU 5 as of 1-1-2010 for Diesel vehicles.
2)
57
Chile
Passenger cars < 2,700 kg GVW
Effective
Test
Date
Procedure Dim.
2003
EU3
g/km
3-1-2006
EU 4
g/km
Gasoline
Diesel
HC
CO
NOx
PM
Evap.
0.2
HC+
NOx
0.30
2.3
CO
0.15
NOx
PM
2.0
Evap.
0.5
0.25
0.025
-
Colombia
Passenger Cars EU-M1 or US-LDV
Acceptance of US-Tier 0 or Euro 1 for vehicles with gasoline and Diesel engines. No limit for PM
Costa Rica
Passenger Cars up to 6 seats plus driver
Acceptance of US-Tier 0 or Euro 1 for vehicles with gasoline and Diesel engines
Ecuador
Passenger Cars EU-M1 or US-LDV
Acceptance of US-Tier 0 or Euro 1 for vehicles with gasoline and Diesel engines
Iran Passenger cars EU M1 & N1
Vehicle Effective
Category Date
M1 & N1
3-21-2008
petrol
N1
Regulation
Euro 3
gaseous: as M1 petrol
Remarks
• Iran differentiates between “old” vehicles (those which are
already in the market and which have been registered
before March 21, 2006) and “new vehicles (new platforms
and imports). “Old” vehicles may continue with Euro 2 until
2010.
smoke : ECE R24/03 • Caution: Low fuel quality has to be taken into account when
Diesel
introducing Euro 3 emission control technology incl. EOBD
(72/306/EEC)
• M1 vehicles with Diesel engines are not permitted on the
market
Malaysia
M1 vehicles
Effective
Test
Date
Procedure
Dim.
HC+ NOx
NOx
CO
PM
Evap.**)
[g/test]
Gasoline 1-1-2000
EU 2
g/km
0.5
-
2.2
-
2.0
1-1-1997
EU 1
g/km
0.97 (1.36)*)
-
2.72
0.1
-
Diesel
*)
for direct injection Diesel engines
58
Mexico
Passenger cars up to 10 seats including the driver
80,000 km - Durability Standards [g/km]
CO
NMHC
Gasoline
NOx
Gasoline
EVAP*)
PM
Gasoline
Gasoline
Standard Class LPG, LNG Diesel LPG, LNG Diesel LPG, LNG Diesel LPG, LNG Diesel
PC
A
(USTier1)
CV1
B
(US-Tier2
Bin 10)
PC
C
(US-Tier2
Bin 7)
2.11
0.156
0.25
0.62
-
0.050
2.74
0.200
0.44
0.62
-
0.062
3.11
0.240
0.68
0.95
-
0.075
2.11
0.10
-
0.050
-
0.062
-
0.075
-
0.050
2.0
CV2
CV3
CV4
CV1
CV2
2.0
0.25
CV3
CV4
2.74
0.121
PC
0.047
CV1
CV2
CV3
0.068
-
2.11
0.087
CV4
*)
Gasoline
LPG
0.124
2.0
0.062
-
0.075
[g/Test]
100,000 km - Durability [g/km]
HC
CO
Gasoline
NOx
HC+NOx
Gasoline
EVAP*)
PM
Gasoline
Gasoline
Standard Class LPG, LNG Diesel LPG, LNG Diesel LPG, LNG Diesel LPG, LNG Diesel
B
(Diesel: EU3
Gasoline:
EU3-4)
PC
1.25
0.64
0.125
0.56
0.100
0.50
-
0.050
CV2
2.26
0.80
0.162
0.72
0.125
0.65
-
0.070
CV3
2.83
0.95
0.200
0.86
0.137
0.78
-
0.100
1.00
0.50
0.10
0.30
0.08
0.25
-
0.025
CV1
PC
*)
C
CV1
(EU4)
CV2
1.81
0.63
0.13
0.39
0.10
0.33
-
0.040
CV3
2.27
0.74
0.16
0.46
0.11
0.39
-
0.060
Gasoline
LPG
2.0
2. 0
[g/Test]
Standard
Phase-in / Phase-out Schedule [%]
For vehicles
of MY
*)
*)
*)
*)
1st
2nd
3rd
4th
A + B (Mix)
2004 - 2009
75
50
25
0
C
as of 1st MY after areawide
availability of fuel < 10 ppm sulfur
25
50
75
100
Standard
A
B
C
For vehicles
of MY
Phase-in / Phase-out Schedule [%]
2007
2008
2009
2010
2004 - 2009
75
50
25
0
2007 -2010
25
50
75
100
st
as of 1 MY after areawide availability of fuel < 10 ppm sulfur
59
Definition of Vehicle Categories
Vehicle Class
Gross Vehicle Weight [kg]
CV1
CV2
≤ 2,722
CV3
Test Weight [kg]
≤ 1,701
1,701 - 2,608
1,701 - 2,608
> 2,722 - 3,857
CV4
> 2,608 - 3,857
Singapore
M1-vehicles
Effective
Test
Dim.
Gasoline
Date
Procedure
& Diesel
g/km
1-1-2001
EU 2
HC+ NOx
NOx
CO
PM
0.5
-
2.2
-
Evap.
[g/test]
2.0
Taiwan
Passenger Cars (≤
≤ 9 seats with driver and ≤ 3,500 kg)
Effect.
Test
Date Proced. Dim. NMOG
Gasoline
Diesel
NMHC
CO
NOx
HCHO
PM
2.11
2.11
2.11
0.25
0.07
0.25
-
-
2.0
2.0
-
0.05
-
-
-
-
-
-
-
35
1-11999
FTP-75
g/km
SHED
g/test
-
1-120081)
FTP-75
g/km
-
SHED
g/test
-
1-1-
FTP-75
g/km
-
0.155
0.045
0.155
%
-
-
g/km
0.056
-
20042)
1-10-
Japan
3-mode
FTP-75
Evap Smoke
-
2.61 0.044 0.011 0.006
Japan
%
25
3-mode
1)
2)
durability 5 years/ 80,000 km; EU4 accepted as alternative with durability 5 years/ 100,000 km; From 1-12004: EU3 & EU4 98/69/EC accepted as alternatives for Diesel PCs; From 1-1-2005: For new type approvals
of Diesel PCs only EU4 (with durability 5 years/ 100,000 km) accepted as alternative; From 1-1-2006: For all
Diesel PCs only EU4 (with durability 5 years/ 100,000 km) accepted as alternative plus additional smoke test:
3)
Japan 3-mode with 25% opacity; EU4 accepted for Diesel PCs with durability 5 years/100,000 km with
4)
additional smoke test required: Japan 3- mode with 25% opacity; Implementation dates: 1-10-2006 for new
models;1-1-2007 for all vehicles.
3)4)
2006
Fuel Consumption Standards for Gasoline and Diesel Vehicles
(Taiwan BOE’s draft Oct. 2008)
General
The Bureau of Energy (BOE) adopted “Proposal C-15” which was proposed by the Industrial
Technology Research Institute (ITRI) in Nov. 2007. The standards remain in 8 categories
based on engine displacement without change. The limits for passenger cars with engine
displacement over 4200 cm3 to 5400 cm3 and over 5400 cm3 have not been increased in the
new standard.
The new standard additionally requests that the vehicle must also comply with emission
standard while conducting the fuel consumption test during type approval and random check.
Effective date : New models: Jan. 01, 2011; All vehicles: Jan. 01, 2012
Test Procedure: US FTP75 or NEDC)
60
Standards*) for Sedans/Coupes and Station wagons; R point ≤ 750 mm
Engine Displacement
Present (from 06/2007)
New Standard (draft)
[cm3 ]
[km/l]
[km/l]
Under 1200
15.4 (13.4)
16.2 (14.1)
Over 1200 to 1800
11.6 (10.1)
13.0 (11.3)
Over 1800 to 2400
10.5 (9.1)
11.4 (9.9)
Over 2400 to 3000
9.4 (8.2)
10.0 (8.7)
Over 3000 to 3600
8.5 (7.4)
9.2 (8.0)
Over 3600 to 4200
7.8 (6.8)
8.5 (7.4)
Over 4200 to 5400
7.2 (6.3)
7.2 (6.3)
Over 5400
6.5 (5.7)
6.5 (5.7)
Standards*) for Light-duty trucks and non-sedan/coupe and non-station wagon
passenger cars (R point > 750 mm or M1G vehicles)
Engine Displacement
Present (from 06/2007)
New Standard (draft)
[cm3]
[km/l]
[km/l]
Under 1200
*)
10.6 (9.2)
10.9 (9.5)
Over 1200 to 1800
8.7 (7.6)
9.9 (8.6)
Over 1800 to 2400
8.1 (7.0)
8.9 (7.7)
Over 2400 to 3000
7.1 (6.2)
8.6 (7.5)
Over 3000 to 3600
6.4 (5.6)
7.6 (6.6)
Over 3600 to 4200
5.9 (5.1)
7.0 (6.1)
Over 4200 to 5400
5.4 (4.7)
6.7 (5.8)
Over 5400
5.0 (4.3)
6.1 (5.3)
Standards in brackets for manual transmission
Hong Kong
Private Passenger Cars up to 2,500 kg DW
Effective
Date
Gasoline
Diesel
Dim.
1- 1-2002
Test
*)
Procedure
EU 3
1-1-2007
EU 4
[g/km]
01-01-2002
HC HC+ NOx CO
NOx
PM**)
Evap.
0.2
-
2.3
0.15
-
SHED
0.1
-
-
1.0
-
0.08
-
-
Euro SHED
2.0 [g/Test]
EU 3
-
0.56
0.64
0.5
0.05
2.0
-
01-01-2007
EU 4
0.30
0.5
0.25
0.025
Test procedures may be applied at the discretion of the manufacturer since also US- and Japan tests are
**)
-1
accepted; plus Free Acceleration according to 72/306/EEC as amended with smoke limit: K=1.0 [m ];
*)
61
On-Board Diagnostics Requirements
On-board Diagnostics (OBD) regulations require auto manufacturers to install systems that monitor
over the full vehicle life emission control parts for any malfunction/deterioration causing an emission
increase beyond certain thresholds. The driver must be notified of the need for repair via a light
on the dashboard (“Malfunction Indicator”–MI) when the diagnostics system has detected a problem.
European Union (EOBD)
At a minimum the following items have to be diagnosed and any exceeding of the thresholds must
be indicated to the driver by illumination of the malfunction indicator:
1. Emissions during certification testing exceed the threshold levels (see table below)
2. Engine (cylinder) misfiring occurs within a specified engine map range
3. Failure or deterioration of the O2-sensor
4. Deterioration of the HC-conversion capability of the catalyst
5. Functionality and intact condition of the particulate filter (vehicles with Diesel engines)
The following table shows the OBD threshold values for Gasoline & Diesel vehicles which became
applicable with EU3 and were extended to EU4 unchanged:
EU3 /EU4 - OBD threshold values for Gasoline & Diesel vehicles
Reference Mass
[kg]
1)
Categ.
Class
M1
I
II
III
N1
up to 2,500 kg
RM<1,305
1,305<RM<1,760
1,760<RM
CO
HC
NOx
PM
[g/km]
[g/km]
[g/km]
[g/km]
PI
CI
PI
CI
PI
CI
CI
3.20
3.20
5.80
7.30
3.20
3.20
4.00
4.80
0.30
0.40
0.50
0.60
0.40
0.40
0.50
0.60
0.53
0.60
0.70
0.80
1.20
1.20
1.60
1.90
0.18
0.18
0.23
0.28
EU5 - OBD threshold values for Gasoline & Diesel vehicles
Reference Mass
[kg]
1)
Categ.
Class
M
I
II
III
N1
4)
All
RM ≤1,305
1,305<RM≤1,760
1,760<RM
CO
NMHC
NOx
PM 2) 3)
[mg/km]
[mg/km]
[mg/km]
[mg/km]
PI
CI
PI
CI
PI
CI
PI
CI
1900
1900
3400
4300
1900
1900
2400
2800
250
250
330
400
320
320
360
400
300
300
375
410
540
540
705
840
50
50
50
50
50
50
50
50
EU6 – Interim OBD threshold values for Diesel vehicles
Reference Mass
[kg]
1)
Categ.
Class
M
I
II
III
N1
4)
62
All
RM ≤1,305
1,305<RM≤1,760
1,760<RM
CO
NMHC
NOx
PM 2) 3)
[mg/km]
[mg/km]
[mg/km]
[mg/km]
CI
CI
CI
CI
1900
1900
2400
2800
320
320
360
400
240
240
315
375
50
50
50
50
EU6 - OBD threshold values for Gasoline & Diesel vehicles5)
Reference Mass
[kg]
Categ. Class
1)
M
N1
4)
I
II
III
All
RM ≤1,305
1,305<RM≤1,760
1,760<RM
CO
NMHC
NOx
PM2) 3)
P
[mg/km]
[mg/km]
[mg/km]
[mg/km]
[#/km]
PI
CI
PI
1500
1500
2700
3400
750
750
940
160
100
100
130
160
CI
PI
140 90
140 90
140 110
140 120
CI
PI
CI
CI
140
140
180
220
9
9
9
9
9
9
9
9
1.2x1012
1.2x1012
1.2x1012
1.2x1012
1)
Vehicle categories see pages 11&12; PI: Positive Ignition engine; CI: Compression Ignition engine;
3)
PM standards for PI engines apply to direct injection engines only;
for M&N vehicles > 1,700 kg a PM
threshold of 80 mg/km shall apply. This transitional standard is limited up to Agust 31, 2011 (new types) and
4)
December 31, 2013 (new vehicles); includes M1 vehicles meeting the “special social needs” definition
5)
Preliminary values, to be reviewed by EU-COM before September 2010
2)
Trend (with the introduction of EU5 – Sep.1, 2009/Jan.1, 2011)
• Vehicle Identification Number (VIN) must be available through the data link connector from Sep. 1,
2009 for new models and from Jan. 1. 2011 for new vehicles registered for the first time.
• Calibration Verification Number (CVN) must be available through the data link connector from
Sep. 1, 2009 for new models and from Jan. 1. 2011 for new vehicles registered for the first time
• NOx catalyst conversion efficiency monitoring: 9- 1- 2009 for new and 1- 1-2011 for all vehicles
• More stringent (final) OBD emission thresholds for EU6
EU5b
9 -1 – 2011
(new types)
Date
1 -1 - 2013
(new vehicles)
• PM-limit: 4.5 mg for
Diesel vehicles and
gasoline DI vehicles
Contents
• Measurement of Particle
Number (PN) (in EU5
only for Diesels)
EU5b+
9 -1 – 2011
(new types)
1 -1 - 2014
(new vehicles)
Date
•
Contents •
•
•
For Diesel, gas & gasoline
Transitional requirement IUPR up to end of 2014 (0.1 IUPR)
IUPR as of Sep. 2014 presumably like CARB
PM-limit for Diesel reduced from 80 to 50 mg
For gasoline engines Catalyst monitoring for HC and NOx
Intermediate Steps EU5b and EU5b+
In-Use Performance Ratios
• Minimum 0.1 IUPR is applicable for all monitors from 9-1-2011 (new types), and 1-1-2014 ( all
types)
• CARB-IUPR is applicable from September 2014 (new types), and September 2015 ( all types)
• At approval, the manufacturer must declare compliance with IUPR under “all reasonably
foreseeable driving conditions”
• IUPR data must be available (stored) on board (for possible testing by authorities)
Review of OBD-Requirements
• Review by September 2010 to provide final limits for gasoline & Diesel vehicles
• Gasoline OBD-limits for EU6 seem settled
• Review of EU6 Diesel-OBD (until Sept. 2010) and PM-threshold for gasoline and Diesel vehicles
• Review functioning of in-use performance ratio (IUPR)
• Consider WWH-OBD malfunction classification requirements as part of EU6
63
USA
OBD systems must – over the full actual life of the vehicle, and without any required scheduled
maintenance – evaluate 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 (malfunction criteria).
In addition to monitoring specific 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.
Upon detection of a malfunction, the malfunction indicator light (MIL) is to be illuminated and a fault
code is to be stored. A fault code must also be stored whenever the vehicle enters a “limp-home”
mode of operation that can affect emissions.
Effective with model year 2004, CARB has issued new OBD regulations (CCR 1968.2 and 1968.5)
which introduce new elements, such as RBM (rate-based monitoring) which defines the frequency of
OBD checks and an annual production vehicle evaluation (PVE).
Permanent fault code phase-in is 50/75/100% beginning in MY2010 for all vehicles including MY 2012
MDVs with MY 2011 engines certified on an engine dynamometer
On November 9, 2007 the Office of Administrative Law (OAL) approved certain amendments to its
above mentioned OBD II-regulations, which are included in the following tables on the example of
vehicles with gasoline engines.
Note: The following surveys only summarize characteristic provisions of California’s OBD IIregulations. These regulations are complex and should be read in their original version in any
case where full knowledge of details is needed.
California OBD II Monitoring Requirements Phase-In
Model Year 2002 2003 2004
Catalyst NOx-Monitoring 3.5 x Standard
2005
30% LEVII
2006
60% LEVII
2007
2008
2009
1)
Catalyst NOx-Monitoring 1.75 x Standard
100% LEVII / ULEVII 2)
Catalyst NOx-Monitoring 2.5 x Standard
100% SULEVII
100%
Misfire (zero delay)
Secondary Air System (non-intrusive,
during normal operation)
Cold Start Strategy Monitoring (LEV II only)
all LEVII
30%
100%
60%
100%
Variable Valve Timing Monitoring
Cooling System (defined time for closed loop)
all LEVII
100%
all LEV II
100%
O2 Sensor (dif. continuous monitoring)
O2 Sensor Heater (continuous monitoring)
all LEVII
100%
100%
Air Conditioning System
Rate Based Monitoring
30% 3)
Standardization / Communication
100%
60%
100%
60% 3)
100% 3)
100%
K-Line and CAN allowed
Communication protocol
100%
PVE (all In-Use Performance Counter)
PVE (OBD System Demonstration)
30%
100% CAN
Applicable to all vehicles with rate based monitoring
100%
100%
Enforcement Testing (1968.5)
1)
2)
PVE: Production Vehicle Evaluation; carryover 3.5 x Standard to MY 2007 possible; all new calibrations
3)
phase-in ratio (0.1) for every first two model years.
64
California Monitoring Requirements for OBD II-Systems
Excerpt of Section 1968.2, Title 13, CCR
Example: Chapter (e)(1) - Requirements for Vehicles with Gasoline Engines)
– as amended after the September 2006 Board Hearing –
–
OBD
Monitors
Monitoring
Requirements
Criteria for Fault Detection, Fault Storage
and MIL “ON”
for the
OBD II - System
Catalyst
(LEV I
application)
(e) (1): 1.1 &
1.2.1
Catalyst
(LEV II
application &
all 2009 and
subsequent
MY vehicles)
(e) (1): 1.1 &
1.2.2
Proper conversion
capability of the
catalyst system
Proper conversion
capability of the
catalyst system
[A] NMOG >1.75*Std. (i.e. the FTP full useful life standard)
with NMOG emissions multiplied by the certification
reactivity adjustment factor for the vehicle, and
[B] average NMHC conversion efficiency of the monitored
portion of the catalyst system < 50%
[A] MY2004 vehicles:
• All LEVII, ULEVII and MDV SULEVII: same as [A] and [B]
for LEV I applications
• All PC/LDT SULEVII: as [A] but with NMOG >2.5*Std.
[B] MY 2005 through MY 2008 vehicles*): If conversion
decreases to any of the following:
• All vehicles other than PC/LDT SULEV II vehicles:
- as [A] for LEV I application
*)
In lieu of applying these criteria for all
- as [B] for LEV I application
2005 & 2006 MY LEVII applications,
- NOx >3.5*Std.
the malfunction criteria may be
• PC/LDT SULEVII: same as [B] for MY 2005 to 2008 LEVII,
phased-in at rates of at least 30% in
ULEVII, MDV SULEVII vehicles but NMOG >2.5*Std.
2005 and 60% of all MY 2006 vehicles.
For MY 2005 &2006 LEV II
[C] MY 2009 and subsequent MY
applications not included in the phasevehicles**): If conversion decreases to any of
in, the malfunction criteria of MY 2004
the following:
LEV II vehicles [A] shall be used.
• All vehicles other than PC/LDT SULEV II vehicles:
- as [A] for LEV I application
**)
In lieu of applying these criteria for
- as [B] for LEV I application
all 2009 MY vehicles, a manufacturer
- NOx >1.75*Std.
may continue - for MY 2009 only - to
use the malfunction criteria of (e) 1.2.2 • PC/LDT SULEVII vehicles:
[B] for any vehicle previously certified
- NMOG >2.5*Std.
in MY 2005, 2006, 2007 or 2008 to the
- as [B] for LEV I application
malfunction criteria of (e) 1.2.2 [B] and
- NOx >2.5*Std.
carried over to MY 2009.
MY 2004 to 2008 non-LEV I or II
application
(e) (1):
1.1 & 1.2.3)
The OBD II System shall detect a catalyst system
malfunction when the catalyst system’s conversion capability
decreases to the point that NMHC emissions increase by
more than 1,5*Std. over an FTP-test performed with a
representative 4000 mile catalyst system
65
OBD
Monitors
Monitoring
Requirement
for the OBD II-System
Heated
Proper heating
Catalyst
(e) (2): 2.1.1 to
2-2-2
Criteria for Fault Detection, Fault Storage and MIL
“ON”
When the catalyst does not reach its designed heating
temperature in a requisite time period after engine starting.
The period may not exceed the time that causes emissions
to increase to >1.75*Std.
The manufacturer may submit alternative monitoring
strategies to the Executive Officer for approval.
Misfire
Misfire causing catalyst damage: If the percentage of
Misfire (in a specific
(e) (3): 3.1.1 to cylinder or cylinder
misfire evaluated by the manufacturer in 200 revolution
3.2.2
group) causing
increments for each engine speed and load condition that
catalyst damage or
would result in a temperature that causes catalyst damage
excess emissions
is exceeded.
Misfire causing emissions >1.5*Std.: If the percentage of
misfire evaluated in 1000 revolution increments that would
causes
emissions
from
an
emission
durability
demonstration vehicle to increase >1.5*Std. is exceeded.
Evaporative Shall verify purge flow The OBD II system shall detect a malfunction when any of
System
from the evaporative the following conditions exist:
(e) (4): 4.1 & system and shall
• If no purge flow from the system to the engine can be
4..2.2)
monitor the complete
detected
system including the
• The complete evaporative system contains a leak or leaks
tubing and
that cumulatively are greater than or equal to a leak
connections between
caused by a 0.040 in. diameter orifice or
the purge valve and
the complete evaporative system contains a leak or
the intake manifold,
leaks that cumulatively are greater than or equal to a
for vapor leaks to the
leak caused by a 0.020 in. diameter
atmosphere.
Vehicles not required
to be equipped with
evaporative emission
systems shall be
exempt from
monitoring of the
evaporative system
Secondary Proper functioning of All LEV I applications: Before manufacturer-specified air
Air System the secondary air
flow decreases to a degree that would cause emissions to
(e) (5): 5.1 & delivery system
increase >1.5*Std. (Variations may be approved on
5.2.2 & 5.2.3 including all switching request).
valves
All LEV II applications and all 2009 and subsequent
model year vehicles:
[A] For MY 2004 & 2005 vehicles: same as for LEV I.
[B] For MY 2006 and subsequent MY vehicles: The OBD II
system shall detect a same as LEV I but under “normal
operation” (i.e. operation w/o phases when system is
intrusively turned on solely for the purpose of monitoring).
[C] For MY 2006 and 2007 vehicles only: A manufacturer
may request approval to detect a malfunction when no
detectable amount of air flow is delivered during normal
operation in lieu of the malfunction criteria mentioned
under [B]
66
OBD
Monitors
Fuel
Delivery
System
(e) (6):
6.2.1 &
6.2.2 &
6.2.4
Exhaust
Gas
Sensor
(e) (7):
7.1.1 to
7.1.4 &
7.2.1 to
7.2.3
Monitoring
Requirement
for the OBD II-System
Criteria for Fault Detection, Fault Storage and MIL
“ON”
Ability of the fuel
system to provide
compliance with
emission standards
• When: [A] The fuel delivery system is unable to maintain a
vehicle’s emissions at or <1.5*Std. or [B] If so equipped, the
feed-back control based on a secondary oxygen or exhaust
gas sensor is unable to maintain a vehicle’s emissions at or
<1.5*Std. or [C] For 25% of all MY 2011 vehicles, 50% of all
MY 2012 vehicles, 75% of all MY 2013 vehicles and 100% of
all MY 2014 vehicles, an air-flow imbalance occurs in one or
more cylinders, such that the fuel delivery system is unable to
maintain a vehicle’s emissions at or <4.0*Std. for PC/LDT
SULEV II vehicles and at or <3.0*Std for all other vehicles
for MY 2011 through MY 2013 and at or <1.5*Std. for all MY
2014 and subsequent MY vehicles.
For MY 2014 only, a manufacturer may continue to use
4.0 resp.3.0*Std. for other applications previously certified in
the 2011, 2012 or 2013 MY to 4.0 resp. 3.0* Std. and carried
over to MY 2014.
• 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 (if employed) within the specified time interval
Primary
sensors:
Output voltage,
[A] Before any failure or deterioration of the O2- sensor voltage,
response rate and
any other parameter response rate, amplitude or other characteristics cause
which can affect
emissions to increase >1.5*Std. For response rate, the OBD II
emissions of all
system shall detect symmetric and asymmetric malfunctions.
primary (fuel control) For 25% of 2010, 50% of 2011 and 100% of 2012 and
oxygen sensors
subsequent MY vehicles the manufacturer shall submit data
(conventional
and/or engineering analysis to demonstrate that the calibration
switching sensors
method used ensures proper detection of all symmetric and
and wide range or
asymmetric response rate malfunctions as part of the
universal sensors) for certification application.
[B] If a malfunction of the oxygen sensor occurs either due to a
malfunction and
output voltage,
lack of circuit continuity or out of range values
[C] When a sensor failure or deterioration causes the fuel
activity and/or
response rate of all
system to stop using the sensor as a feedback input or causes
secondary oxygen
the fuel system to fail to enter closed-loop operation within a
sensors.
manufacturer-specified time interval.
Vehicles with heated [D] When any of the characteristics of the sensor are no longer
sensors: proper
sufficient for use as an OBD II system monitoring device.
Secondary sensor:
performance of the
[A] and [B] same as [A] and [B] above
heater.
[C] When the oxygen sensor output voltage, amplitude, activity,
Other types of
sensors (HCor other characteristics are no longer sufficient for use as an
sensors, NOxOBD II system monitoring device (e.g. for catalyst monitoring).
Sensor Heaters:
sensors: The
[A] When the current or voltage drop in the heater circuit is no
manufacturer shall
longer within the manufacturer’ specified limits for normal
submit a monitoring
operation
plan for approval.
[B] When open or short circuits conflict with the commanded
state of the heater
EGRLow and high flow
System
rate malfunctions
(e) (8): 8.1
& 8.2.1:
Before an increase or decrease from the manufacturer’s
specified EGR flow rate causes emissions to increase
>1.5*Std.
67
When a disconnection of the system occurs between either 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.
Engine Cooling Proper operation Thermostat: Coolant temperature does not reach either
• the highest temp. required to enable other diagnostics
System
of thermostat &
(e) (10):
circuit continuity, • a warmed-up temp. within 20 °F of the manufacturer’s nominal
thermostat regulating temperature
10.1.1 & 10.2.2 out-of-range
ECT
sensor:
values and
• Lack of circuit continuity or out-of-range value
rationality faults
• ECT sensor does not achieve stabilized min. temp. needed for the
of ECT-sensor.
fuel control system to begin closed-loop operation
• ECT sensor indicates a fixed temp. below the highest min. (or
above the lowest max.) enable temp. for other diagnostics
For
all MY 2006 trough 2008 LEV II applications and all MY 2009
Cold Start
Commanded
and
subsequent MY applications:
Emission
elements for
Before
any failure or deterioration of the individual components
Reduction
proper function
associated
with the cold start emission reduction strategy causes
Strategy
emissions to increase >1.5*Std. Phase-in possible as long as the
(LEV II)
portion of LEV II application comprises at least 30% of all MY 2006
(e) (11):
vehicles, 60% of all MY 2007 vehicles and 100% of all MY 2008 and
11.1.1 & 11.2.2
subsequent MY vehicles.
For 25% of 2010, 50% of 2011 and 100% of 2012 and subsequent
MY vehicles a malfunction shall be detected if either of the following
occurs:
[A] When any single commanded element does not properly
respond to the commanded action while the cold start strategy is
active
[B] Any failure or deterioration of the cold start emission reduction
strategy that would cause a vehicle’s emission to be at or >1.5* Std.
If equipped with an engine control strategy that alters off-idle fuel
Air
All A/C parts
and/or spark control when the A/C system is on, the OBD II system
Conditioning related to the
shall monitor all electronic A/C system components for malfunction
System
diagnostic
that cause the system to fail to invoke the alternate control while
(e) (12):
strategy of any
12.1 & 12.2.1 monitored system AS/C is on or cause the system to invoke the alternate control while
A/C is off.
The requirements shall be phased in as follows: 30% of all MY 2006
vehicles, 60% of all MY 2007 vehicles and 100% of all MY 2008 and
subsequent MY vehicles.
Malfunction shall be detected prior to any failure or deterioration of
an electronic components of the A/C system that would causes
emissions to increase >1.5*Std. or can disable any other monitored
system or component.
All
MY 2006 through 2008 LEV II applications and all MY 2009
Variable Valve Target error and
and
subsequent MY vehicles:
Timing and/or slow response
The
OBD
II system shall monitor the VVT system (if so equipped) for
Control System malfunction
target
error
and slow response malfunctions.
(LEV II)
Criteria for target error: Before any failure or deterioration in the
(e ) (13):
capability to achieve commanded valve timing/control within a crank
13.1 & 13.2.1
angle and/or lift tolerance (for slow response: within a time) causes
emissions to increase >1.5*Std.
Direct Ozone Malfunctions that
Malfunction detection criteria depending on NMOG credit
reduce the O3Reduction
assigned to the DOR system, as calculated acc. to ARB MAC
(DOR) System reduction
No. 99-06.
performance
(e) (14):
PCV-System
(e) (9):
9.1.1 & 9.2.2
14.1.1 & 14.2.1
to 14.2.3
Comprehensive
Component
Monitoring
(e) (15): :
15.1 & 15.2
68
On all MY 2004
and subsequent
MY vehicles:
System integrity.
Malfunction of any
electronic part of
the power train
providing or
receiving ECU
input
Input: Lack of circuit continuity, out-of-range values, and (if
feasible) rationality faults. Crankshaft and cam shaft
position sensor & alignment (special criteria apply).
Output: When proper functional response of the component
and system to computer commands does not occur.
Japan
When the new Short-Term Standards for gasoline passenger cars entered into force in the year 2000, and
those for imported gasoline cars in the year 2002, installation of On-Board Diagnostic systems became
mandatory (“Japan OBD-I”).
th
In its 5 Report, the Central Environmental Council indicated the need to adopt a more advanced OBD from
2008 onwards in order to reduce emissions in compliance with the New Long-Term Standards. Accordingly, the
"Ministry of Land, Infrastructure and Transportation" (MLIT) started research to prepare a regulation for an
advanced OBD. Since the beginning of 2004, a working group of MLIT has been drafting the new standard
holding related hearings with domestic and foreign manufacturers.
The technical standards for the Japanese OBD have been revised in the meantime and the so-called “Advanced
OBD” (J-OBD II ) system requirements were officially announced on Nov. 11, 2006. The test-mode is the “JC08
Hot” and the “JC08 Cold”.The J-OBD II becomes applicable for importers on Sep. 1- 2010 and for domestic
manufacturers on Oct. 1-2009.
With the introduction of the new JC08 test mode, MLIT sent out the draft of emission certification protocol that
includes the list of “Foreign test procedures regarded as equivalent to J-OBD II test procedure TIAS 23-8-2)”. If a
manufacturer can state that his OBD system meets any of the following requirements, no additional testing will
be required for Japan:
•
•
•
US-Federal : CFR Title 40, Part 86, Subpart S (amended December 29, 2005)
US-California: CCR, Title 13, Division 3, Chapter 1, Art. 2, § 1968.1 (signed in
November, 2007)
EU
: EOBD (70/220/EEC, Annex XI) revised on Aug. 11-2008
In line with this policy, manufacturer in-house tests or TRIAS report from EU or US test results are accepted by
Japan authorities for OBD I (Diesel).
Other Countries
Country
Australia
OBD-Requirements
EOBD is required when Euro 3 legislation is introduced as of 2005 for vehicles with gasoline
engines and as of 2006 with the introduction of Euro 4 legislation for vehicles with Diesel
Brazil *)
For passenger cars and light commercial vehicles:
OBD BR I Phase-In: 1.1.2007: 40%, 1.1.2008: 70%, 1.1.2009: 100%
OBD BR II Phase-In: 1.1.2010: 60%, 1.1.2011: 100% **)
India
• All Bharat Stage IV gasoline vehicles ≤ 3,500 kg: OBD I as of April 1, 2010 for identifying
malfunction by fault codes, except for catalyst, misfire, fuel system and evap-system
• All Bharat Stage IV Diesel vehicles up to 3,500 kg shall have OBD I from April 1, 2010.
• From April 1, 2013, all Bharat Stage IV vehicles up to and > 3,500 kg have to meet OBD II
(with test procedure and approval practices fully in line with European OBD).
Mexico
Mexico introduced OBD requirement from 2000 until 2005
Peoples
Republic of
China
EOBD introduction plan:
SEPA (national): 07-01-2008 (gasoline engines), 07-01-2010 (Diese engines)
Beijing
: 01-01-2006 (gasoline engines); 01-01-2008 (Diesel engines)
Shanghai
: 07-01-2008 (gasoline & Diesel engines)
Republic of
Korea
For manufacturers with annual sales > 10,000 units:
Vehicles with gasoline engines < 2.5 t: Phase-in of US OBD II from January 2007 to 2009 in
steps of 50%, 75%, 100%; vehicles > 2.5 t: 100% as of 2007.
Vehicles with Diesel engines: EOBD valid to 100% as of 1-1-2007 (for vehicles < 2.5 t) and
as of 1-1-2008 (for vehicles > 2.5t).
Taiwan
OBD requirements start on Jan. 1 - 2008 and are based on US OBD II with a an OBD
threshold of 1.5 x standard for basically all monitored systems. EOBD as certified with EU4
emission standards is accepted as an alternative.
*)
Brazilian OBD (OBD BR I /OBD BR II) differ from California OBD I/OBD II;
**)
details still under discussion
69
Certification, Conformity of Production, In-Use Testing
Requirements
Many countries have programs requiring a vehicle manufacturer to demonstrate that its
vehicles meet the applicable emission standards in three ways — at the time of certification,
as the vehicles are produced on the assembly-line, and in actual customer use. Prior to
vehicle production, a manufacturer must submit test data to the agencies demonstrating that
the vehicle meets the applicable standards. The manufacturer must predict the anticipated
emissions deterioration (called the “deterioration factor”) of the vehicle in-use using preproduction, developmental vehicles. Once the deterioration factor is established, low mileage
“emission-data” vehicles are tested and the emission results are adjusted using the
deterioration factor to determine whether the vehicle meets the emission standards
throughout its useful life.
A manufacturer must provide this information for each “engine family,” which is a group of
vehicles having engines and emission control systems with similar operational and emission
characteristics, in order for the vehicles to be certified. Once an engine family has been
certified, the manufacturer must conduct “quality audit” emission tests on a small portion of
the actual production vehicles in each engine family as they leave the assembly-line. Some
agencies have in-use compliance programs by procuring late-model vehicles from their
owners for emission testing to determine whether vehicles that have been properly
maintained and used comply with the standards in actual use. If the test data demonstrate
that an engine family does not comply, the manufacturer must either submit a plan to remedy
the nonconformity at its expense or will be required to recall the vehicles. In either case,
penalties may be assessed.
USA
Under the “Compliance Assurance Program,” or “CAP 2000”, which became effective with the
2001 model year manufacturers are required to procure and test (FTP and US06 tests)
customer vehicles on an “as received” basis at 10,000 miles, at 50,000 miles and one vehicle
from every test group at a minimum of 75,000, 90,000 or 105,000 miles depending on the
useful life of the vehicle. If the vehicles tested do not meet the applicable emission
requirements, the manufacturer will have to conduct a subsequent test program on properly
maintained and used vehicles to determine whether remedial action is required.
Additionally, EPA and CARB test in-use vehicles under their recall programs to evaluate the
emission performance of vehicles in actual use. If it is determined that a class or category of
vehicles, although properly maintained and used, does not conform with the applicable
regulations throughout its useful life, the manufacturer is required to submit a plan to remedy
the non-conformity at its expense.
EU
It is the manufacturer’s responsibility to verify that its production vehicles comply with
applicable standards. A sample of at least 3 vehicles has to be evaluated according to a
statistical method and has to meet specified “pass” criteria. CO2-values may differ from
certification levels by +8%.
Japan
Production is evaluated by a statistical method (specified or chosen by the manufacturer).
70
Driving Cycles
European Union
The NEDC 1992 is valid for emission legislation steps Euro 1 (1992) and Euro 2 (1996)
Test
NEDC 1992
NEDC 2000
Average Speed [km/h]
33.6
33.6
Distance [km]
11.007
11.007
Time [s]
1220
1180
BS=Begin of sampling; ES=End of sampling; EUDC=Extra Urban Driving Cycle
The NEDC 2000 is valid for emission legislation as of Euro 3 (2000)
71
USA
FTP Testing:
Exhaust emission testing according to the Federal Test Procedure (FTP) 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)
Test
Complete FTP
UDDS
HW-Cycle
Average Speed [mph]
21.2
19.5
48.1
Distance [miles]
11.04
7.45
20.44
Time [s]
1877
1372
765
Fuel Economy Testing
Fuel economy values are calculated from the exhaust emission test results determined on the
basis of the UDDS and those determined on the basis of the highway (HW) test cycle. The
HW-cycle is driven twice, the first run is for preconditioning, the second run for emissions
measurement.
Highway Cycle
72
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. Both test cycles can be run in sequence with the
FTP or separately (with appropriate preconditioning).
SC03 cycle
Test
SC03
US06
Average Speed [mph]
21.7
48.0
Distance [miles]
3.6
8.0
Time [s]
594
600
US06 cycle
73
Running Loss Test emissions are measured while the vehicle is running
over one UDDS, two New York City cycles and another UDDS.
New York City Cycle
Test
NYCC
Unified Cycle
Average Speed [mph]
7.1
22.8
Distance [miles]
1.2
11.0
Time [s]
600
1735
The CARB Unified Cycle can be used by manufacturers to demonstrate
compliance with ODB II requirements.
CARB
Unified
Cycle
CARB
unified
cycle
74
Japan
11-Mode Cold Start
Test duration when applied to NLT & PNLT:
Idle (25s) + 4 cycles à 120s = 505s
10•15-Mode Hot Start
Test duration when applied to NLT & PNLT:
Idle (24s)+ 3cycles à 135s+ 1cycle (231s) = 660s
JC08 Cold Start/Hot Start
Test duration when applied to NLT & PNLT:
1 cold start (1204s) + 1 hot start (1204s) = 40 min.8s
Test
11-mode
10.15-mode
JC08-mode
Average Speed
Max. Speed
[km/h]
[km/h]
29.0
22.7
24.4
60.0
70.0
81.5
Distance [km]
1.021
4.165
8.172
Time [s]
120
660
1204
75
Test Procedures
Periodically Regenerating Systems
General
• A periodically regenerating system means an anti-pollution device that requires a periodical
regeneration process in less tan 4,000 km of normal vehicle operation
• 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
• A manufacturer may request that the special test procedure will not be applied to his system if he
provides data to the type approval authority that, during cycles where regeneration occurs, emission
of CO2 does note exceed the declared value by more than 4%
Measurement of CO2 and fuel consumption between two cycles where phases of
regeneration occur
• Average of CO2 and fuel consumption 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 CO2 Emissions and Fuel Consumption
n
∑M
M si =
d
∑M
'
sij
j =1
n
n ≥ 2
;
M ri =
 M * D + M ri * d 
M pi =  si

D+d


76
j =1
d
'
rij
M’sij= mass emissions of CO2 [g/km] and fuel consumption [l/100km] over one part (i) of the
operating cycle (or equivalent engine test bench cycle) without regeneration
M’rij= mass emissions of CO2 [g/km] and fuel consumption [l/100km] over one part (i) of the operating
cycle (or equivalent engine test bench cycle) during regeneration. (when n>1, the first Type I test
is run cold, and subsequent cycles are hot)
Msi = mean mass emissions of CO2 [g/km] and fuel consumption [l/100km] over one part (i) of the
operating cycle without regeneration
Mri = mean mass emissions of CO2 [g/km] and fuel consumption [l/100km] over one part (i) of the
operating cycle during regeneration
Mpi = mean mass emission of CO2 [g/km] and fuel consumption [l/100km]
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
CO2 Emission
[g/km]
Mpi =
[(Msi ⋅ D)+ (Mri ⋅ d)]
Ki =
(D+ d )
M pi
M si
M ri
M pi
M si
,
M sij
D
d
Number of cycles
77
Hybrid Electric Vehicles (HEV)-Testing in the EU
(ECE-R83, ECE-R101)
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.
•
Due to the influence of the battery charge status on the test results, additional
requirements exist for the preconditioning and testing procedure
•
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
Operating Mode
Switch
Off-Vehicle Charging
(OVC-HEV)
Not Off-Vehicle Charging
(NOVC-HEV)
Without
Without
With
With
•
For the Type I test only, OVC vehicles are tested in two defined conditions of battery
state-of- charge („Condition A“ and „Condition B“)
•
Specific requirements apply for the testing of the vehicle‘s
-
CO2-emissions
fuel consumption
electric range
ECE-R83/05
(98/69/EG)
Emission Test Summary
Test
Requirement
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
yes
yes
OBD
yes
yes
CO2
yes + SOCProfile
yes + Electric
Balance
Fuel Consumption
yes
yes
Electric Range
yes
yes
Type VI Emissions at -7 °C in the NEDC (HC, CO)
ECE-R101
Special
for
HEVs
Applicability
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
78
Emission Test Procedures
Test
Annex refers
to ECE-R83/05
Type II
Idle
Emission
Type III
Crankcase
Emission
Type IV
Evap.Emissions
(CO)
(HC)
(HC)
Annex 5
Annex 6
Annex 7
The procedure
starts with a
discharge of the
OVC-HEV
energy storage
without
device (ESD) at
OMS
50 km/h until the
Vehicles are fuel consuming
tested with engine starts
the fuelconsuming Start with
Vehicles
engine
discharge of the
are tested
running in
OVC-HEV with the
ESD at 70% of
idle and at
with
maximum 30
fuel50 km/h
min.- speed or at
OMS
consuming
with the
50 km/h, or after
engine
PAU set as 100 km
running
with the
Type I test Start precond.
NOVC-HEV
with 2 consec.
without
Part I cycles
OMS
without soak.
NOVC-HEV
with
OMS
Dto. with the
vehicle running
in the Hybrid
Mode
Type V
Durability Test
(km)
Type VI
Emissions
at -7°C
Annex 9
Annex 8
OBD
(CO, HC)
Annex
11
The ESD may be
Emissions are
charged twice a day
measured under the
Emissions are
same conditions as
measured under
specified for
the same conditions condition B of the
as specified for
Type I test
condition B of the
Type I test
The ESD may be
charged twice a
day. For OVC &
NOVC vehicles with
OMS mileage
accumulation is
driven in the mode
which is autom. set
after „key on“.
Emissions are
measured under the
same conditions as
in the Type I test
Emissions are
measured under
the same conditions
as in the Type I test
.
79
CO2 & Fuel Consumption Testing
1. OVC-HEV without Operating Mode Switch
Condition B: Min. Charged ESD
Condition A: Max. Charged ESD
Discharge
ESD
Discharge
ESD*)
At 50 km/h const. speed
until ICE starts up. Stop
ICE within 10 s
Precondition
Soak &
Charge
Test 1
(NEDC)
Charge &
Measure (e)
Soak &
Charge
CIE: 3 Part II cyles
PIE: 1 Part I and
2 Part II cycles
At 50 km/h const. speed until ICE
starts up. Stop ICE within 10 s
min. 6 hrs at 20-30°C;
Charge ESD to max. by
12 h “overnight charge”
m2 [g CO2]
c2 [ltr. FC]
Test 2
(NEDC)
min. 6 hrs at 20-30°C;
Charge ESD to max. by
12 h “overnight charge”
Charge &
Measure (e)
m1 [g CO2]
c1 [ltr. FC]
Charge to max. within
30 min. after end of test
e1 [Wh]
Charge to max. within
30 min. after end of test
e2 [Wh]
Discharge
ESD
At 50 km/h const. speed
until ICE starts up. Then
stop ICE within 10s
Charge &
Measure (e)
Charge to max. within
30 min. after test end
e4=e2-e3
e3[Wh]
*)
optional: preconditioning as for condition A before
discharge
Calculations (for OVC-HEV with and without OMS)
CO2: M1= m1/Dtest1; M2= m2/Dtest2 (with Dtest1,Dtest2
Weighted CO2 result: M [g/km]= (De x M1 + Dav x M2)/(De + Dav)
FC:
C1=100x c1/Dtest1; C2= 100xc2/Dtest2
Weighted FC result: C [ltr/100km]= (De x C1 + Dav x C2)/(De + Dav)
E:
E1= e1/Dtest1; E4= e4/Dtest2
Weighted Energy Consumption: E [Wh/km]= (De x E1 + Dav x E2)/(De + Dav)
ESD=Energy Storage Device; M=Mass of CO2 emission [g/km]; M1, (M2) = Mass emission of CO2 with
max. charged/min. charged ESD; E=electric energy consumption; FC=Fuel Consumption; De=vehicle
electric range (acc. to ECE-R 101, Annex 9); Dav= 25 km assumed average distance between two
battery charges;
80
2. OVC-HEV with Operating Mode Switch
As for OVC-HEVs without 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 following table:
- pure
Hybrid modes
available in the
vehicle
electric
- Hybrid
- pure fuel
consuming
- Hybrid
- pure
electric
- pure fuel
- other Hybrid
modes
available
consuming
- Hybrid
OMS - Position
Condition A
(Max. charged)
Hybrid
Hybrid
Hybrid
mode with
max. electricity use
Condition B
(Min. charged)
Hybrid
fuel consuming
fuel consuming
mode with max. fuel
consumption
Condition A: Max. Charged
Discharge
ESD
Precondition
Soak &
Charge
Test 1
(NEDC)
Charge &
Measure (e)
At 70% of max. 30 minute speed
in pure electric mode until at const.
50 km /h the ICE starts, or after
max. 100 km
CIE: 3 Part II cyles
PIE: 1 Part I and
2 Part II cycles
min. 6 hrs at 20-30°C
Charge to max. by
12 h “overnight charge”
m1 [g CO2]
c1 [ltr. FC]
Charge to max. within
30 min. after end of test
e1 [Wh]
Condition B: Min. Charged
Discharge
ESD
Soak
Test 2
(NEDC)
Charge &
Measure (e)
Discharge
ESD
Charge &
Measure (e)
At 70% of max.30 minute speed
in pure electric mode until at const.
50 km /h the ICE starts, or after
max. 100 km
min. 6 hrs at 20-30°C
m2 [g CO2]
c2 [ltr. FC]
Charge to max. within
30 min. after end of test
e2 [Wh]
At 70% of ...
(same as above)
e4 = e2 _ e3
Charge to max. within
30 min. after end of test
e3 [Wh]
• If the electric rangeof 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 M1and C1 are equal to zero.
• Calculation of M [gCO2/km], C [ltr/100km] and E [Wh/km] according to formulae in point 3
above
81
NOVC-HEV without and with Operating Mode Switch
• NOV-HEVs without OMS are tested for fuel CO2 and fuel economy according to the method
specified for vehicles with ICE in Annex 6 of ECE-R101
• NOV-HEVs with OMS are to be tested in Hybrid-mode. If different modes are available, the mode
which is automatically set with „ignition on“ has to be used
Precondition
min. 2 consecutive NEDCs
without intermediate soak
Test (NEDC)
Part I
Part II
• CO2 –emission MPart I [gCO2/km]
• Fuel consumption CPart I [ltr/100km]
• Electricity balance QPart I [Ah]
• CO2 –emission
• Fuel consumption
• Electricity balance
MPart II[gCO2/km]
CPart II [ltr/100km]
QPart II [Ah]
•
Measured CO2-emissions M [g/km] & fuel consumption C [l/100km] are corrected in
function of the energy balance (∆Ebatt) of the vehicle’s battery.
•
•
The corrected values M0 and C0 should correspond to a zero energy balance (∆Ebatt=0)
They must be corrected with the electricity balance Q [Ah] for the change in battery
energy content occurring during the test.
•
A correction is not necessary when there is no relation between the energy balance
and fuel consumption, in case that ∆Ebatt always corresponds to a battery charging, or in
case that ∆Ebatt always corresponds to a battery decharging and ∆Ebatt is within 1% of the
energy content of the fuel consumed over one cycle
•
CO2-emission at zero battery energy balance shall be determined separately for the
CO2-emission values measured over the Part I and Part II cycles
•
The change in battery energy content ∆Ebatt is calculated from the measured electricity
balance Q according to the following formula:
∆Ebatt = ∆SOC [%] x ETebatt ≅0.0036xI∆AhIxVbatt = 0.0036xQxVbatt
with: ETEbatt [MJ] the total energy storage capacity of the battery and Vbatt [V] the nominal battery voltage
• A fuel consumption correction coefficient (Kfuel) has to be determined by the manufacturer
from a set of measurements separately over the Part I and Part II cycle
Kfuel = [nxΣQiCi – ΣQixΣCi) / (nxΣQi2 – (ΣQi)2]
• The fuel consumption C0 at ∆Ebatt=0 is determined by the formula:
C0=C- KfuelxQ [ltr/100km]
• A CO2 correction coefficient (KCO2) has to be determined by the manufacturer from a set
of measurements including at least one measurement with Qi<0 and at least one with
Qj>0
KCO2 = [nxΣQiMi – ΣQixΣMi) / (nxΣQi2 – (ΣQi)2]
• The CO2-emission M0 at ∆Ebatt=0 is determined by the formula:
82
M0=M- KCO2xQ [g/km]
Electric Range Determination
General
Determination of the electric range is required only for vehicles with an electric power train or
for hybrid electric vehicles with off-vehicle charging (OVC-HEV)
Vehicle preparation
All energy storage systems available for other than traction purposes shall be charged to
maximum level. The vehicle must have gone at least 300 km
during the seven days before the test with those batteries that are installed in the vehicle
Vehicle Type
PureElectric
Charging
Cycle Application &
Measurement
• The initial charge of the battery • The NEDC is applied until the
consists of a discharge of the ESD vehicle is not able to meet the
while driving in the steady state target curve up to 50 km/h
speed of 70 % of the maximum 30• Then the vehicle shall be
minites speed of the vehicle
slowed down to 5 km/h without
• Stopping the discharge when the braking
vehicle is not able to run at 65% of
• At speed > 50 km/h, when the
the maximum 30-minutes speed or
vehicle does not reach the
after 100 km
required acceleration or speed
• The vehicle is then charged over of the test cycle, the accelerator
night. For a pure EV charging shall pedal
shall
remain
fully
not exceed 12 hrs.
depressed until the reference
curve ha been reached again
• The initial charge of the battery on an
OVC-HEV starts with a discharge of
the ESD while driving at a constant
speed of 50 km/h. The fuel
consuming engine shall be stopped
within 10 s after it has started
• The vehicle is then charged over
night
• The initial charge of the battery
consists of a discharge of the ESD
when driving with the switch in the
pure electric mode at a steady speed
of 70% of the maximum 30-minutesspeed of the vehicle
OVC-HECV
with OMS
• Stopping the discharge when the
vehicle is not able to run at 65% of
the maximum 30 minutes-speed or
after 100 km
• The vehicle is then charged over
night
At the end, the measure of De of the covered distance is the electric range
of the vehicle [km]
83
EU Exhaust Emissions Test
(EU Type Approval Test “Type I”)
One Test
Vi1 ≤ 0,70 L
Type Approval
yes
granted
no
yes
Vi1 > 1,10 L
no
Two Tests
Vi1 ≤ 0,85 L
and
Vi2 < L
and Vi1 + Vi2 < 1,70 L
yes
granted
no
yes
Vi2 > 1,10 L
or Vi1 ≥ L
and Vi2 ≥ L
no
Three Tests
Vi1 < L
and Vi2 < L
and Vi3 < L
yes
granted
no
yes
Vi3 > 1,10 L
≥ L
≥ L
≥ L
≥ L
or Vi1
and Vi3
or Vi2
and Vi3
no
(Vi1 + Vi2 + Vi3)/3 < L
yes
granted
no
(Vi1 + Vi2 + Vi3)/3 > 1,1 L
yes
refuse
no
Options:
To increase the number
of tests to 10
(n=10)
yes
V<L
(n=10)
granted
V= Test
L=Emission Standard
no
84
refuse
yes
refuse
EU Evaporative Emissions Test (SHED 2000)
(EU Type Approval Test “Type IV”)
85
US-Federal Test Procedure
(Exhaust, Evaporative and ORVR Test)
86
Fuel Economy (FE) /Fuel Consumption (FC) Calculation
Country
Fuel
Formula
Diesel
FE =
Gasoline
FE =
K
0.866 * HC + 0.429 * CO + 0.273 * CO2
K = 2778
USA
5174 * 104 * CWF * SG
[(CWF * HC ) + (0.429 * CO ) + (0.273 * CO2 )] * [(0.6 * SG * NHV ) + 5471]
FE
FEcomb. =
Determination
J/ROK
Diesel
Gasoline
FE =
1
[mpg]
0.55 0,45
+
CFE HFE
with: CFE = FE from City Test [mpg]
HFE = FE from Highway Test [mpg]
K
0.866 * HC + 0.429 * CO + 0.273 * CO2
[km/l]
KDiesel = 734
KGasoline = 640
Diesel
Gasoline
FE =
3179 * 10 4 * CWF * SG
[(CWF * HC ) + ( 0.429 * CO ) + ( 0.273 * CO 2 )] * 0.6 * SG * NHV ) + 12722
Taiwan
FE
FEcomb. =
Determination
EU
Diesel
Gasoline
FC =
1
[km/l]
0.55 0,45
+
CFE HFE
with: CFE = FE from City Test [km/l]
HFE = FE from Highway Test [km/l]
0.866 * HC + 0.429 * CO + 0.273 * CO2
K
CWF: Carbon weight fraction ASTM D 3343
SG : Specific gravity of fuel ASTM D 1298 [g/m]
NHV : Net heating value
ASTM D 3338
[l/100km]
KDiesel =
SG
0.1155
KGasoline =
SG
0.1154
values taken from analysis of actual fuel
(USA [BTU/lb]; Taiwan [J/g]
Conversion of Dimensions
US→
→EU:
235.215
l
=
mpgUS
100km
UK→
→EU:
282.5
l
=
mpgUK 100km
US→
→Japan : 0.4255 * mpg US
=
km
l
87
Fuel Qualities – Sulfur Content
EU
Sulfur
max.
[ppm]
10/01/1996
01/01/2000
01/01/2005
01/01/2009
Gasoline
500
150
50 (10)*)
10**)
Diesel
500
350
50 (10) *)
10**)
*)
On January 10, 2003 the EU Fuel Directive 98/70/EC was amended by a provision making
it mandatory for Member States to introduce gasoline and Diesel fuel with 10 ppm sulfur
content in “appropriately balanced regions”.
**)
The Amendment requires that a “complete market penetration” with such fuels should
have occurred beginning with the year 2009. This provision is subject to confirmation on
December 31, 2005.
USA
Federal US Gasoline Sulfur Standards
Averaging period
beginning
before 2004
Refinery/Importer
Average
-
Jan.1 - 2004
Jan.1 - 2005
Jan.1 - 2006+
30
30
[ppm]
Corporate Pool
Average
-
120
90
-
Maximum Cap
1000 (conventional)
500 (reformulated)
300
300
80
Less stringent standards apply to small refiners through 2007. Additionally, less stringent
standards apply to limited geographic areas in western US between 2004-2006.
California Gasoline Sulfur Standards
Current (Reformulated Gasoline 2)
Starting January, 2004 (Phase 3 gasoline)
30 ppm average / 80 ppm cap
15 ppm average / 30 ppm cap
Diesel Fuel Standards
[ppm]
EPA and CARB Specification: 300 – 500*)
*)
EPA requires to introduce in June 2006 „Ultra Low Sulfur Diesel“ fuel with a sulfur content
limit of 15 ppm for 80% of the fuel sold by major refiners for highway use. In 2010, the
percentage rises to 100.
88
Japan Fuel Quality
Sulfur
max.
04/2002
01/2005*)
Compulsory standard
Gasoline
100
50
10 as of 01-2008
Diesel
500
50
10 as of 01-2007
[ppm]
*)
From October, 2003, all Diesel fuel sold in the Tokyo Metropolitan Area will have 50 ppm sulfur content
Peoples Republic of China
Sulfur
max.
Gasoline
[ppm]
1994
1998
2002
2003
2004
2005
2007
2010
N
-
1,000
-
800
-
500
150-500
150
B
-
-
-
500
-
150
50
50
N
10,000
10,00
0
2,000
-
5002,000
5002,000
5002000
20085
00
B
-
-
-
-
500
350
50
50
Diesel
N = National; B = Beijing
Republic of Korea
2004
2006
Up to
December 31
2008
Gasoline
130
130
50
10
Diesel
50
30
30
10
Sulfur max.
[ppm]
From January 1
2009
Australia
Sulfur max.
[ppm]
2002
2005
1-1-2006
1-1-2008
Gasoline
500 (regular)
150 (premium)
150
-
50
(RON 95)
Diesel
500
50
-
(regular)
-
1-1-2009
10
Brazil
Sulfur max.
Current
[ppm]
Gasoline
Type C
1000
Premium
1000
Proposal 01/01/2009
Type C
400
Current
Diesel
*)
Proposal 01/01/2007
500/2000*)
Premium
Type C
Premium
200
50
50
Envisaged
50 (nationwide; introduction date unclear)
big cities/rest of nation
India
*)
Sulfur max.
Commercial
Fuel
Bharat Stage II
standards
Bharat Stage III
standards*)
Bharat Stage IV
standards**)
[ppm]
Gasoline
500
150
50
Diesel
500
350
50
in 11 metro cities; in other cities: Bharat Stage II level (500 ppm);
Stage III level (150 ppm for gasoline, 350 ppm for Diesel)
**)
in 11 metro cities, in other cities: Bharat
Note:
• By the year 2010, the entire country will have Bharat Stage III fuel and Bharat Stage IV fuel will
be made available in 11 to 13 metro cities and some selected outlets around metro cities
• An introduction date of fuel qualities with 10 ppm sulfur is presently being worked out.
89
Malaysia
Sulfur max.
[ppm]
up to 2003
2004
Gasoline
1000
500
Diesel
3000
500
at present
planned
Mexico
Sulfur max.
[ppm]
Gasoline
1000 (regular grade)
500 (premium grade)
Diesel
500
strengthening of
standards under
discussion
South Africa
Sulfur max.
Diesel
[ppm]
up to 2005
2006 - 2009
as of 2010
standard
grade
niche
grade
standard
grade
niche
grade
standard
grade
niche grade
3000
500
500
50
50
10*)
unleaded
standard
1000
500
under
discussion
LRP
1500
1500
under
discussion
unleaded niche
1000
500
50
Gasoline
• leaded gasoline will be prohibited as of Jan. 1-2006
• it will be replaced (most probably only for a limited time of 6 to 24 months) by lead
replacement petrol (LRP) using non-lead additives like manganese, potassium etc.
• RON 91 and RON 95 fuel will be made available
*)
under discussion
Taiwan
Sulfur
max.
[ppm]
August 2003
1-1-2005
1-1-2007
Gasoline
Up to July
2003
275
180
180
50 *)
Diesel
500
350
50
50 *)
*) ARTC has proposed 10 ppm for 2009 but EPA has not yet decided (status: Jan. 2008)
Thailand
2004
Gasoline
500
-
120
50
Diesel
500
350
50
30
Sulfur max.
[ppm]
90
Proposal
at present
2005
2010
Printed in Germany 03/2009
Continental Automotive GmbH
Division Powertrain
Powertrain Communication
Siemensstrasse 12
D-93055 Regensburg
Tel: +49 941 790-01
www.continental-corporation.com
This brochure is designed to provide
general information only. It is offered
as a customer service, with the understanding that Continental is not
engaged in rendering legal, regulatory
or other professional service. This
publication should not be used as
a substitute for official regulations,
which should always be consulted.