Vehicle Emissions Standards

Around the Globe

Nancy L Homeister
Ford Motor Company
27 June 2001

Vehicle Emission Standards

27 July 2001
Around the Globe
 A Bit about Ford
• New Zealand
– Ford production in New Zealand from early
1900’s
– Ford of New Zealand established 1936
– Ford has a substantial share of new vehicle sales
• Worldwide:
– 2nd largest automaker
– 346,000 employees
– US$25,600,000,000 annual wages and benefits

Vehicle Emission Standards

27 July 2001
Around the Globe
 A Brief History of Emissions
Standards
• Crankcase controls (US 1970 CAA; 70/220/EEC)
• Oxidation catalysts (US-77, 88/76/EEC)
• Three-way catalysts (US Tier 0; 91/441/EEC)
• Advanced engine modifications, electronic control,
fast light-off catalysts (US Tier 1; 94/12/EC)
• Even more advanced engine modifications and
aftertreatment controls (US Tier 2; 98/69/EC)
• Breakthrough, non-traditional technology (EV, HEV,
etc.) (US Tier 3?? EU Stage V??)

Vehicle Emission Standards

27 July 2001
Around the Globe
 Additional Emissions
Requirements
• Increased durability – “useful” life of
emissions control
– From 50,000 miles to 100,000 to 120,000
(150,000 for some vehicles)
• Evaporative emissions
– Test procedure and standards
• On board diagnostics
– More monitors, tighter limits
• Off-cycle emissions
– Greater emphasis on aggressive driving

Vehicle Emission Standards

27 July 2001
Around the Globe
 Emissions and Fuels
• Each step in emissions controls has required
corresponding fuel improvements, eg:
– Lead phase-out for catalysts
– RVP control for evap. emissions
– Increased octane for optimised performance
– Reduced sulphur for efficient after-treatment
performance
– Etc.

Vehicle Emission Standards

27 July 2001
Around the Globe
 US Emissions Requirements, 1
• 1966 – first controls enforced in California
• 1970 – First Clean Air Act; US EPA created
• 1990 – 1994 – Tier 1
• 1996 – Aggressive Evap test procedure
Approximately 96% of consumed fuel
effectively converted to CO2 and water
vapour.

Vehicle Emission Standards

27 July 2001
Around the Globe
 US Emissions Requirements, 2
• 2004 – Federal Tier 2 and California LEV II
– Tier 2 focuses on fleet average NOx emissions;
LEV II focuses on fleet average NMOG
– Tailpipe standards roughly equivalent
– Tier 2 evap standards reduced 50%, LEV II evap
standards reduced 75%
– LEV II includes the zero emission vehicle sales
mandate

Vehicle Emission Standards

27 July 2001
Around the Globe
Evolution of U.S. Hydrocarbon Emission
Standards
HC Reduced By 96% 90% Additional Reduction
10 7 Mode FTP 0.41
100%
Federal Tier II
= 99.5% Control
8
HC (g/mi @ 50K mi)

40%
1st Clean Air Act
80 Mode FTP
6 0.25

4 50%
0.125
C/H 110 Mode FTP
2 0.075
0.05
0
‘66 ‘70 ‘75 ‘77 ‘80 ‘93 ‘93 Tier I TLEV LEV Tier II
Base

Vehicle Emission Standards

27 July 2001
Around the Globe
 Evolution of U.S. Oxides of Nitrogen
Emission Standards
NOx Reduced By 75% 95% Additional Reduction

4 1.0
100%
Federal Tier II
NOx (g/mi @ 50K mi)

3 = 99% Control
60%

2
0.
4 50%
1
0.
2
0.05
0
‘66 ‘70 ‘75 ‘77 ‘80 ‘93 ‘93 Tier I TLEV LEV ULEV Tier II
Base

Vehicle Emission Standards

27 July 2001
Around the Globe
 Evolution of U.S. Carbon Monoxide
Emission Standards
CO Reduced By 96% 50% Additional Reduction
98% Control Overall
100 100% 3.4
CO (g/mi @ 50K mi)

80 50%

60
1.7
40

20

0
‘66 ‘70 ‘75 ‘77 ‘80 ‘9 ‘93 Tier I TLEV LEV ULEV
Base
3

Vehicle Emission Standards

27 July 2001
Around the Globe
 Tier II & Interim Standard Bins
BIN # CA Equiv Weight Class N0x NMOG CO HCHO PM Fleet Avg Zone Notes

11 ONLY MDPV > 8500 GVW 0.6(0.9) 0.195(0.280) 5.0(7.3) 0.022(0.032) (0.12) Can be used for 2004-2008MY

10 TLEV PC, LDT1, LDT2 0.4(0.6) 0.125(0.156) 3.4(4.2) 0.015(0.018) (0.08)

LEV LDT3 0.4(0.6) 0.160(0.230) 4.4(6.4) 0.018(0.027) (0.08)
LDT4, MDPV 0.4(0.6) 0.195(0.280) 4.4(6.4) (0.08) Option for LDT4/MDPV only

9 LEV PC, LDT1, LDT2 0.2(0.3) 0.075(0.090) 3.4(4.2) 0.015(0.018) (0.06) Int. T2 -- PC, LDT1&2
LDT2 0.2(0.3) 0.100(0.130) 3.4(4.2) 0.015(0.018) (0.06) Int. T2 -- PC, LDT1&2 Option for LDT2s only
LDT3, LDT4, MDPV 0.2(0.3) 0.140(0.180) 3.4(4.2) 0.015(0.018) (0.06) Int. T2 -- PC, LDT1&2

~ Credit Generation Level

8 PC, LDT1, LDT2 0.14(0.20) 0.100(0.125) 3.4(4.2) 0.015(0.018) (0.02) for Interim PC/LDT1&2
LDT3, LDT4, MDPV 0.14(0.20) 0.125(0.156) 3.4(4.2) 0.015(0.018) (0.02) Int.T2-LDT3/4&MDPV Deleted after 2008 MY

~ CREDIT GENERATOR
~ Current PC NMOG levels
7 ALL 0.11(0.15) 0.075(0.090) 3.4(4.2) 0.015(0.018) (0.02) ~ Levels NOT difficult to reach

6 ALL 0.08(0.10) 0.075(0.090) 3.4(4.2) 0.015(0.018) (0.01) ~ CREDIT GENERATOR

5 LEV II ALL 0.05(0.07) 0.075(0.090) 3.4(4.2) 0.015(0.018) (0.01) TIER II

4 ALL (0.04) (0.070) (2.10) (0.011) (0.01)

3 ALL (0.03) (0.055) (2.10) (0.011) (0.01)

2 SULEV II ALL (0.02) (0.010) (2.10) (0.004) (0.01) Used to meet PZEV

1 ZEV ALL 0.00 0.00 0.00 0.00 0.00

PC, LDT1, LDT2 LVW (curb wgt + 300 lbs)

(<6,000 lbs. GVW) Standards are in grams/miles @ 50K(120K) TIER II = 0.07 gr/mi @ 120K miles ~ incr - 25%/50%/75%/100% - 2004/7MY ~ Standards @ Altitude
Standards are in grams/miles @ 50K(100K) INTERIM = 0.30 gr/mi @ 100K miles ~ decr - 75%/50%/25%/0% - 2004/7MY ~ TIER I @ Altitude
OPTION: Vehicles certifying to the 100K (120K) standards @ 150K may waive the 50K rqm'ts
BINS : 9 & 10 deleted after 2006MY

LDT3,LDT4,MDPV LVW [Exception: MDPV = ALVW (curb wgt + 1/2 max. pay load)]
(>6,000 lbs. GVW) Standards are in grams/miles @ 50K(120K) TIER II = 0.07 gr/mi @ 120K miles ~ incr - 50%/100% - 2008/9MY ~ Standards @ Altitude
Standards are in grams/miles @ 50K(120K) INTERIM = 0.20 gr/mi @ 120K miles ~ incr - 25%/50%/75%/100% - 2004/7MY ~ TIER I @ Altitude
OPTION : Vehicles certifying to the 120K standards @ 150K may waive the 50K rqm'ts
BINS : 9, 10, and 11 eliminated @ the end of 2008MY
BIN #8 : NMOG is reduced to 0.100(0.125) after 2008M Y
DIESELS:
50K Requirements: are optional for diesels certifying to BIN 10
CERTIFICATION : >8500 lbs will remain engine (dyno) certified until 2008MY ~when~ they become chassis certified
MDPV Diesels: remain 2.4 g/bhp-hr (no change from the current V8 NGD targets)

Vehicle Emission Standards

27 July 2001
Around the Globe
 California and Federal Emissions Standards
Passenger Cars and Light-Duty Trucks under 6,000 lb. GVWR
LDT2 Tier 1
NMOG vs. NOx.
0.90 LDT2 TLEV

0.80

0.70

PC/LDT1
FULL USEFUL LIFE NOx

0.60 PC/LDT1 TLEV Tier 1

Bin 10
(grams/mile)

0.50 LDT2 ULEV LDT2 LEV

0.40
PC/LDT1 LEV/Bin 9
PC/LDT1
ULEV
0.30 Optional LDT2 Bin 9

0.20 Bin 8

Bin 7
ZEV/Bin 1
ULEV II
0.10 SULEV II/Bin 2 Bin 6
Bin 3
LEV II/Bin 5
Bin 4

0.025 0.050 0.075 0.100 0.125 0.150 0.175 0.200 0.225 0.250 0.275 0.300

FULL USEFUL LIFE NMOG

(grams/mile)

CARB LEV Program CARB LEVII Program EPA Tier 2 Program

Tier 2 Fleet AverageTarget Zone Interim Tier 2 Fleet AverageTarget Zone
 European Emissions
Requirements
• 1983 – First vehicle emissions
requirements
• 1988 – Catalysts first required
• 1991 – Stage 1 (3-way catalysts)
• 1994 – Stage 2
• 2000 – 2005: More severe test
procedures for both tailpipe and evap
testing
Vehicle Emission Standards
27 July 2001
Around the Globe
 Gasoline - European Progress
70/220/EEC to Stage IV (2005)
120%
% emissions compared to 1970

100%
legislated levels

80%
% CO
60% % HC+NOx

40%
change in test
procedure
20%

0%
1960 1970 1980 1990 2000 2010 2020

Year
Vehicle Emission Standards
27 July 2001
Around the Globe
 Diesel - from 70/220/EEC
to Stage IV (2005)
120%
% emissions compared to 1988

100%
%CO
regulated levels

80% %HC+NOx
%PM
60%

40%

20%

0%
1985 1990 1995 2000 2005 2010
Year

Vehicle Emission Standards

27 July 2001
Around the Globe
 Emission Evolution
Normalized to Uncontrolled Levels
100 European Standards
% of Base (HC, CO/10, NOx)

ECE 15/02
80 ECE 15/04
ECE 15/03

60 Japanese
Standards
40
EEC 5th (Optional)

20 Appendix 23 (83 US)

U.S.. Standards
0
1966 1970 1974 1978 1982 1986 1990
Model Year

Vehicle Emission Standards

27 July 2001
Around the Globe
 Emission Evolution (Cont’d)
100 European Standards
Normalized to 83 U.S. Levels

Stage I
% of Base (HC, CO/10, NOx)

80 Japanese Standards
Tier I
60 Stage II

TLEV
40
LEV Stage III
20 U.S. Standards
ULEV

0
1990 1992 1994 1996 1998 2000
Model Year
Vehicle Emission Standards
27 July 2001
Around the Globe
 A Note on the Japanese
Standards
• Current Japanese standards are considered
less stringent than current US or EU (planned
reductions will narrow the gap)
• The emissions test drive cycle reflects
slower average speeds, therefore less
“challenging” to emissions control
• Very low market gasoline sulphur levels help
keep in-use emissions/deterioration low.

Vehicle Emission Standards

27 July 2001
Around the Globe
 International Trends, 1
• Countries previously with minimal or no
emissions standards are catching up, FAST.
(eg., China plans to be same as EU in 2010 –
Stage 5?)
– Environment is a greater concern
– Desire to have “modern” vehicles in the market
• While most countries follow EU or US, some
are developing unique requirements
– Korea is proposing own drive cycle/standards
– India has adopted a modified EU cycle to
accommodate low-power vehicles

Vehicle Emission Standards

27 July 2001
Around the Globe
 International Trends, 2
• Very few countries adopting/allowing
Japanese requirements; even Japan is
rumoured to be considering 98/69/EC
• Greater trend toward EU stds vs. American
– In the Asia-Pacific region, Taiwan stands out as
one of the few countries which require US-based
emissions standards. Countries such as Australia,
and Hong Kong, which currently allow either US
or EU based compliance are moving to EU-only.

Vehicle Emission Standards

27 July 2001
Around the Globe
 International Trends, 3
• Over 50% of the vehicles registered
worldwide today are sold in countries
following ECE emissions protocols.
• That percentage will grow significantly
in the next 5 years and beyond:
– Registrations in “new” markets grow
faster than developed markets
– More countries following ECE
requirements
Vehicle Emission Standards
27 July 2001
Around the Globe
 A Note on Diesel
• Modern US and European requirements apply
equally to gasoline or diesel fueled vehicles
• However, worldwide, Diesel is getting a
“black eye” due to higher NOx and PM
emissions
• Aftertreatment devices (which require
“zero” fuel sulphur) are being developed to
address these emissions
• Diesels naturally have lower HC, CO and CO2
than gasoline vehicles, and are more durable
• Diesels must be allowed if CO2 reductions
are a vehicle fleet priority.
Vehicle Emission Standards
27 July 2001
Around the Globe
 What Determines
How Low we Can Go?
• The stringency of standards adopted in each
country are dependent on several factors:
– Environmental need
– Repair infrastructure
– Affordability
– Market fuel quality
• The last 3 factors also determine which
products go into which markets
– Complexity and cost of changes may result in
export of “cleaner than required” vehicles

Vehicle Emission Standards

27 July 2001
Around the Globe
 Emissions Harmonisation
• The world auto industry strongly
supports emissions harmonisation
– Ultimate desire: one worldwide test
procedure with tiered emissions standards
– In the meantime: minimal promulgation of
unique requirements
– AND: harmonised international
development (through UN WP.29) of new
requirements (eg., HEV drive cycle)

Vehicle Emission Standards

27 July 2001
Around the Globe
 Benefits of Harmonisation, 1
• Opportunity to “streamline” testing procedures; reduce
cost and complexity not only of testing, but also of
development.
• Ability to pool resources for research and development;
improve applicability of research in other markets (eg.,
US Auto/Oil, EPEFE, and JCAP programs).
• Optimise manufacturer resources to improve ability to
be proactive in the development of future vehicle
emissions regulations/procedures.

Vehicle Emission Standards

27 July 2001
Around the Globe
 Benefits of Harmonisation, 2
• Faster, less expensive development of clean
emission control technologies.
• Greater exchange of information on the in-
use performance of emission control
strategies.
• Help "emerging" markets adopt "good"
procedures.
• Increase penetration of high tech vehicles in
low volume markets.

Vehicle Emission Standards

27 July 2001
Around the Globe
 Of course, there are
Risks to Harmonisation
• Process will "go out of control“ – eg., “stack-
up” vs harmonisation.
• May lead to standards harmonised to
inappropriate levels (eg., worldwide ZEV)
• Fuel economy and CO2 targets and modeling
will have to be adjusted.
• Years of experience with existing cycles will
be lost.

Vehicle Emission Standards

27 July 2001
Around the Globe
 Conclusion
• Worldwide, standards are migrating towards
negligible emissions
• Early-on differences between EU and US
tailpipe standards are diminishing
• New technologies and fuels will be necessary
to attain increased control (already at 99%)
• Future emissions reductions must be
considered in conjunction with fuel
efficiency improvements
– Trade-offs must be taken into account

Vehicle Emission Standards

27 July 2001
Around the Globe
 Recommendations
• Harmonise requirements with existing
standards and allow “functionally
equivalent” vehicles
• Ensure fuel quality is adequate to support
emissions requirements, including durability
expectations.
• Develop global strategies taking into account
all aspects of environmental concern

Vehicle Emission Standards

27 July 2001
Around the Globe