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Worldwide Emission Standards and Related Regulations: Passenger Cars / Light and Medium Duty Vehicles May 2019
Worldwide Emission Standards and Related Regulations: Passenger Cars / Light and Medium Duty Vehicles May 2019
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Important Developments
European Union
Important developments and phase-in of new regulations are ongoing in several areas:
Finally, for 2050 the European Union set itself a target of net-zero greenhouse gas
emissions.
The road transport sector has a big part in the European energy consumption, representative for
the CO2 emission share for non-regenerative energies, Figure 2. Therefore, the EU continues to
tighten the CO2 emission limits for passenger cars and light commercial vehicles.
The evolution of the CO2 regulation remains the main driver for changes in vehicle
technology. The need for greenhouse Gaz neutral powertrains drives the electrified architectures
and the search for realistic solutions for alternative, low-carbon fuels.
1
Figure 2: Importance of the road transport sector in terms of energy consumption
The high-level European targets are translated into EU regulations for passenger cars and LCV:
• The European CO2 emissions target for 2020/2021 was defined in 2014 as Regulation (EU)
No 333/2014 for passenger cars and Regulation EU 253/2014 for LCV. The regulations foresee
for passenger cars a phase-in of the 95 gCO2/km target based on the NEDC test procedure
during the years 2020 and 2021 allowing to discard the 5% most emitting vehicles during the
first year. For LCV the target of 147 gCO2/km is defined for 2020.
• It is recognized that the NEDC test-procedure does not provide CO2 emission data characteristic
for real driving. For this reason, the EU Commission introduced the new WLTP into the
European legislation. The new regulation 2017/1151 replacing the EU regulation 692 was
published in June 2017. Phase-in is going on for passenger cars and light commercial vehicles.
Application started with passenger car Type Approval in September 2017 and will be
finalized with the application for all new LCV in September 2019.
• The CO2 emissions measured using the WLTP must be converted to a NEDC basis until
2020 to be compared to the CO2 emission target values defined for the NEDC (130
gCO2/km until 2019 and 95 gCO2/km starting 2020). Based on this correlation method and the
actual fleet performance in 2020, OEM specific WLTP based CO2 targets will be defined for the
period starting 2021.
• The CO2 emission targets for 2025 and 2030 were voted by the European council and
parliament and will be published in the official journal before mid-2019. CO2 reduction target for
2025 is -15% compared to 2021 for passenger cars and LCV. For 2030 the targets compared
to the 2021 baseline are -37.5% for passenger cars and -31% for LCV.
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Reduction of pollutant emissions:
A second priority is defined by the European Clean Air policy. Air quality standards are still
exceeded in many main European cities.
Passenger cars and light duty commercial vehicles are contributing mainly to NOx and fine particle
emissions. The fact that especially Diesel vehicles emitted in the past under real driving conditions
more NOx than under type approval conditions had triggered the introduction of the new real driving
emission type approval test as part of regulation EU 2017/1151. This regulation will mainly affect
Diesel engine calibration and aftertreatment, but also PN emission reduction technology and NOx
emissions for gasoline vehicles, especially GDI engines.
Regulatory work in the field of pollutant emissions is proceeding on the following subjects:
• A first change in the area of pollutant emissions will be the switch from the NEDC to the WLTP
test procedure without change of the EU6 emission limits, introduced in September 2017
for Type Approval.
• The main change is the new type approval test addressing the pollutant emissions of light duty
vehicles under realistic driving conditions not covered by the NEDC nor by the WLTP.
Main target are the NOx emissions of Diesel cars and PN emissions from Gasoline Direct
Injection vehicles.
To avoid optimization of pollutant control devices for a specific cycle – even the more realistic
WLTP – a randomization of the test conditions was considered necessary. The new Real
Driving Emissions (RDE) test procedure is based on Portable Emission Measurement
Systems (PEMS) and driving on public roads. PEMS based emission limits will be applied
for NOx and for PN (CO only for monitoring). HC emissions are not included in the RDE test
procedure. The cold start phase is included in the test.
The RDE test procedure is included as ANNEX IIIA in the new regulation EU 2017/1151 which
was published in several packages since June 2017. The latest part is the 4th package of the
RDE regulation published as regulation EU 2018/1832. It contains a revised data processing
methodology, provisions for In-service conformity control based on RDE, updates for hybrid
vehicles a revised EVAP procedure and provisions for the on-board fuel and electrical energy
consumption metering (OBFCM).
The phase-in is scheduled in several steps for passenger cars and LCV between
September 2017 and January 2022.
• For the period after 2022 discussion for a post Euro6 regulation have started with first stake-
holder meetings in 2018. Two external studies were launched by the EU Commission and formal
working group should start second half of 2019.
The Council adopted on May 25th, 2018 a regulation to reform the type-approval and market
surveillance system for motor vehicles in the EU. This major reform modernizes the current system
and improves the control of car emissions. The final act was published as Regulation (EU)
2018/858 in the Official Journal on June 14th, 2018.
Nevertheless, in the future, the EU Commissions will be able to audit technical services and
national type approval authorities to ensure that regulations are implemented and enforced
rigorously in all member states. Also, Peer reviews between technical services are possible.
A market survey system will be introduced which allows member-states to challenge certifications
given by other member-states. In addition, the Commission will carry out market checks
independently from Member States and will have the possibility to initiate EU-wide recalls.
The type approval regulation concerns all M and N type vehicles as well as the trailers of type O
(Light Duty and Heavy Duty). It does not apply to agricultural or forestry vehicles and two- or three-
wheel vehicles and quadricycles.
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USA - Federal
• On April 2, 2018, the EPA Administrator signed the Mid-term Evaluation Final Determination
which finds that the model year 2022-2025 greenhouse gas standards are not appropriate and,
therefore, should be revised.
• NHTSA and the EPA are proposing the “Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule
for Model Years 2021-2026 Passenger Cars and Light Trucks” (SAFE Vehicles Rule). The
SAFE Vehicles Rule, if finalized, will establish new standards for Corporate Average Fuel
Economy (CAFE) and tailpipe Green House Gas (GHG) emission standards for passenger cars
and light trucks covering model years 2021 through 2026.
• More specifically, NHTSA is proposing new CAFE standards for model years 2022 through
2026 and amending its 2021 model year CAFE standards because they are no longer
maximum feasible standards, and EPA is proposing to amend its carbon dioxide emissions
standards for model years 2021 through 2025 because they are no longer appropriate and
reasonable in addition to establishing new standards for model year 2026.
• Additionally, the EPA is proposing to withdraw California’s waiver from the federal Clean Air
Act (CAA). The CAA prohibits individual states from enacting emission standards for new motor
vehicles.
• California is specially empowered to apply for a waiver from this preemption, and EPA grants
it unless specific blocking conditions are triggered.
• The 2013, waiver of CAA preemption applies to California’s Advanced Clean Car (ACC)
program, Zero Emissions Vehicle (ZEV) mandate, and Greenhouse Gas (GHG) standards
that are applicable to model years 2021 through 2025.
• Twelve states and the District of Columbia have adopted California's LEV III greenhouse
gas emission standards pursuant to Section 177 of the federal Clean Air Act: New York,
Massachusetts, Vermont, Maine, Pennsylvania, Connecticut, Rhode Island, Washington,
Maryland, Oregon, New Jersey, and Delaware.
• EPA states California’s GHG and ZEV standards are inconsistent with the regulations
because they are technologically infeasible because they provide insufficient lead time to
permit the development of necessary technology, giving appropriate consideration to
compliance costs.
• US-EPA Tier 3 Motor Vehicle Emission and Fuel Standards. Starting in 2017, Tier 3 set new
vehicle emissions standards and lowers the sulfur content of gasoline, considering the vehicle
and its fuel as an integrated system.
• The tailpipe standards include phase-in schedules that vary by vehicle class but generally
phase in between model years 2017 and 2025. Other flexibilities include credits for early
compliance and the ability to offset some higher-emitting vehicles with extra-clean models.
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• The non-methane organic gases (NMOG) and nitrogen oxides (NOx), presented as
NMOG+NOx, tailpipe standards for light-duty vehicles represent approximately an 80%
reduction from today’s fleet average and a 70% reduction in per-vehicle particulate matter (PM)
standards. The heavy-duty tailpipe standards represent about a 60% reduction in both fleet
average NMOG+NOx and per vehicle PM standards.
• Under the Tier 3 program, federal gasoline will not contain more than 10 parts per million
(ppm) of sulfur on an annual average basis by January 1, 2017.
• Tier 3 is aligned with and designed to be implemented over the same timeframe as EPA’s
program for reducing greenhouse gas (GHG) emissions from light-duty vehicles starting in
model year 2017.
US – California
• California Air Resource Board approves final vehicle greenhouse gas emission standards and
zero-emission vehicle program for cars and light trucks sold in California through 2025.
• The Advanced Clean Cars Program represents a new approach to controlling emissions from
passenger vehicles (cars and light duty trucks) by combining the control of smog-causing
pollutants and greenhouse gas emissions into a single coordinated package.
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• Providing the fuels for clean cars
The Clean Fuels Outlet regulation ensures that fuels, such as electricity and hydrogen,
are available to meet the fueling needs of the new advanced technology vehicles as
they come to market.
• In December 2015, at the United Nations Climate Change negotiations, California joined 12
countries, states and provinces announcing that it would strive to make all passenger vehicle
sales ZEVs as quickly as possible, and no later than 2050.
• Nine-state coalition releases 2018 Zero Emission Vehicle (ZEV) action plan. This multi-state
effort builds on earlier action plan to speed up the nation’s transition to zero emission cars.
• The first Multi-State ZEV Action Plan was released in 2014. The result of a Multi-State ZEV
Task Force, formed in 2013 under a Memorandum of Understanding (MOU) signed by the
Governors of California and seven states that have adopted California’s ZEV program –
Connecticut, Maryland, Massachusetts, New York, Oregon, Rhode Island and Vermont. New
Jersey became the ninth state to join in 2018.
• The nine ZEV states (representing nearly 30 percent of the new car sales market in the
United States) have committed to coordinated actions to ensure the successful
implementation of their state ZEV programs. The plan covers battery-electric vehicles (BEVs),
plug-in hybrid electric vehicles (PHEVs), and hydrogen fuel cell electric vehicles (FCEVs).
• The 2018 ZEV action plan is targeting 12 million cumulative ZEVs on the road by 2030 in the
nine Task Force states (including California).
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China
• The final version of China 6 emission standard for light-duty vehicles was released on 23
December 2016. All sold and registered vehicles should meet the requirements of this standard
from 1 July 2020, where for Type I test, 6a limits will apply. From 1 July 2023, 6b limits will
apply for the Type I test. As of July 1st,2019, China 6 will be implemented in target regions
ahead of national schedule. China 6 standard is generally based on the Euro 6 regulation, but
with some differences. World-Harmonized Light-Duty Vehicles Test Procedure (WLTP) is
adopted in Type I test and Real Driving Emissions (RDE) test is introduced as Type II test.
• For medium- / heavy-duty engines and vehicles, China V emission standard are being phase
in from 2016. The final version of China VI was published in July 2018, phase-in implementation
will start as of July 1st, 2019. All new vehicles are required to meet phase-a from Jul 1st, 2021
and phase-b from Jul 1st, 2023.
• Phase 4 passenger vehicle fuel consumption standards are in place and are being phased in
from January 2016, targeting China average fuel consumption at 5L/100km (~119g/km CO2)
by 2020. Phase 5 fuel consumption standards, targeting 4.0L/100km (~95g/km CO2), is being
worked out and expected to be published in 2019.
In parallel with tightening regulation on pollution and fuel consumption, China government attaches
importance to New Energy Vehicle development. In September 2016, Ministry of Industry and
Information Technology (MIIT) proposed dual CAFC and New Energy Vehicle Credit schemes
intended to achieve a reduction in China’s reliance on imported fuel and a sustainable increase in
New Energy Vehicle production/sales over time. Final version was published in September 2017
and effective as of April 2018.
Japan
Japan is also forcing a more stringent emission legislation and officially announced to adopt WLTP
and RDE.
WLTP will be introduced in October 2018 and RDE will be additionally installed from 2022 on.
The test method of WLTP/RDE are based on EU regulation, but as a result of consideration of the
real road environment in Japan there are some small differences in the test conditions.
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South Korea
Korea adopted the WLTP for Small & Mid- size diesel vehicle’s emission test mode effective from
22. March 2018.
Since September 2018 the OBD thresholds for diesel vehicles have the same as Europe’s under
Korea-Europe Free Trade Agreement (FTA).
Since end of January 20109 the maximum eco-innovation credit increases from 14.0g CO2/km to
17.9g CO2/km according to Korea-US FTA revised agreement.
India
Government of India decided to move directly from BS-IV to BS-VI from April 2020. Due to that
fact a reduction of Diesel Passenger cars share is expected, local OEMs focus more and more on
gasoline engine development.
Government introduced FAME [Faster Adoption & Manufacturing of (Hybrid &) Electric Vehicle]
policy to boost & support hybrid/electric vehicle market.
As well the 2-Wheeler industry will adopt Electric Fuel Injection, with expectation in major shifts in
supplier profiles.
Brazil
End of 2018 Brazilian emissions regulation PROCONVE L7/L8 was announced. PL7 will be
introduced Jan 1st 2022 and PL8 will follow Jan 1st 2025 The new regulation has stricter emission
limits as well RDE will be introduced with PL8. With the introduction of PL7 and PL8 the OBD
requirements OBD-3 must be standardized.
Regarding energy efficiency the Inovar program came to an end and the new Rota2030 program
followed.
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Abbreviations
AB Assembly Bill EUDC Extra Urban Driving Cycle
A/C Air Condition EVAP Evaporative (Emissions)
Association des Constructeurs Européens
ACEA EV Electric Vehicle
d’Automobile
AER All-Electric Range E(x) Gasoline with x% Ethanol
Faster Adaption and Manufacturing of
AIS Automotive Industry Standard FAME
Hybrid & Electric vehicles in India
ALVW Adjusted Loaded Vehicle Weight FC/FE Fuel Consumption/Fuel Economy
ANFA Associacao Nacional dos Fabricantes de
FCV Fuel Cell Vehicle
VEA Veiculos Automotores
ANPRM Advanced Notice of Proposed Rule Making FFV Flex Fuel Vehicle
ANP Agencia Nacional do Petroleo FTA Free Trade Agreement
ARB Air Resource Board FTP Federal Test Procedure
APU Auxiliary Power Unit GGT Gas Guzzler Tax
ASE Average Specific Emission GHG Greenhouse Gas
ASTM American Society for Testing and Materials g/km grams/kilometer
AT Advanced Technology –
g/mi, g/m grams/mile
PZEV Partial Zero Emission Vehicle
BEV Battery Electric Vehicle GS Gasoline
BS Bharat Stage GTR Global Technical Regulation
CCR California Code of Regulations GVM Gross Vehicle Mass
CAA Clean Air Act GVW Gross Vehicle Weight
CAFC Corporate Average Fuel Consumption GVWR Gross Vehicle Weight Rating
CAFE Corporate Average Fuel Economy H Hydrogen
CAP Compliance Assurance Program
HC Hydrocarbons
2000 (USA-EPA of the Year 2000)
CARB California Air Resources Board HCHO Formaldehyde
CFE City Fuel Economy HDV Heavy Duty Vehicle
CFR Code of Federal Regulations HEV Hybrid Electric Vehicle
CHO Aldehydes HFC Hydro fluorocarbon
CI(E) Compression Ignition (Engine) HFE Highway Fuel Economy
C.I.F. Cost, Insurance, Freight (Tax) HLDT Heavy Light-Duty Truck
CM Curb Mass HP Horsepower
CN Cetan Number HWFET Highway Fuel Economy Test Cycle
Brazilian Institute of Environment &
CNG Compressed Natural Gas IBAMA
Renewable Natural Resources
CO Carbon Monoxide ICE Internal Combustion Engine
COC Certificate of Conformity IDC Indian Driving Cycle
COP Conformity of Production (G/I)DI (Gasoline/In)Direct Injection
CV Commercial Vehicle ILVM Independent Low Volume Manufacturer
DF Deterioration Factor I/M Inspection and Maintenance
Instituto Nacional de Metrologia,
DOR Direct Ozone Reduction INMETRO
Qualidade e Tecnologia
DPF Diesel Particular Filter IPI Imposto Sobre Produtos Industrializados
DS Diesel ITS Intelligent Transportation Systems
DW Design Weight IUPR In-Use Performance Ratio
EC European Community IVM Intermediate Volume Manufacturer
ECE Economic Commission for Europe J-OBD Japan Onboard Diagnosis
ECT Engine Coolant Temperature JRC Joint Research Centre
ECU Engine Control Unit km/h Kilometers per hour
EEC European Economic Community kg Kilogram
EE(P) Excessive Emission (Premium) lb(s) Pound
EGR Exhaust Gas Recirculation LCV Light Commercial Vehicle
EIW Equivalent Inertia Weight LDT Light-Duty Truck
EOBD European Onboard Diagnosis LDV Light-Duty Vehicle
EP European Parliament LEV Low Emission Vehicle
EPA Environmental Protection Agency psi pounds per square inch
ESD Energy Storage Device PV Passenger Vehicle
ETHO Ethanol PVE Product Vehicle Evaluation
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EU European Union PZEV Partial Zero Emission Vehicle
LLDT Light Light-Duty Truck RBM Rate-Based Monitoring
EU-
Commission of the European Union LPG Liquefied Petroleum Gas
COM
LVM Large Volume Manufacturer RM Reference Mass
LVW Loaded Vehicle Weight RMI Repair & Maintenance Information
Vehicle weight in driving
LWV RON Research Octane Number
condition+300lbs
MAC Mobile Air Conditioning ROTA Route (brazil)
MEP Ministry of Environmental Protection RVP Raid Vapor Pressure
MDPV Medium-Duty Passenger Vehicle RW (rw) Reference Weight
MDV Medium-Duty Vehicle SAE Society of Automotive Engineers
MI(L) Malfunction Indication (Lamp) SCR Selective Catalytic Reduction
MKE Ministry of Knowledge & Economy SEPA State Environmental Protection Agency
MOE Ministry of Economy SE(T) Specific Emission (Target)
Sealed Housing for Evaporative
MON Motor Octane Number SHED
Emissions Determination
mpg miles per gallon SFTP Supplemental Federal Test Procedure
MUV Multi Utility Vehicle SMDV Small Medium Duty Vehicle
MY Model year SOC State of Charge
NEDC New European Driving Cycle sq.ft square foot
NEV Neighborhood Electric Vehicle SULEV Super Ultra Low Emission Vehicle
National Highway Traffic Safety
NHTSA SUV Sport Utility Vehicle
Administration
NMHC Non-Methane Hydrocarbons SVM Small Volume Manufacturer
NMOG Non-Methane Organic Gases TA Type Approval
NOVC Not Off-Vehicle Charging TDS Type Designation System
NOx Nitrogen Oxides THC total hydrocarbon
NTE Not to exceed THD Threshold
NVRAM Non Volatile Random Access Memory TCMV Technical Committee Motor Vehicles
Temporary Lead-Time Allowance
NYCC New York City Cycle TLAAS
Alternative Standard
Transitional Low Emission Vehicle Unified
OBD Onboard Diagnostics TLEV UC
Cycle
OCE Off Cycle Emissions TNS Type Notification System
OEM Original Equipment Manufacturer TTW Tank-to-Wheel
OFP Ozone Forming Potential TÜV Technischer Überwachungsverein
OMS Operating Mode Switch UDDS Urban Dynamometer Driving Schedule
ORVR Onboard Refueling Vapor Recovery UF Usage Factor
OVC Off-Vehicle Charging ULEV Ultra Low Emission Vehicle
PAU Power Absorption Unit UN United Nations
PC Passenger Car US United States
Union technique de l'automobile, du
PCV Pressure Control Valve UTAC
motocycle et du cycle
PEMS Portable Emission Measurement System VMT Vehicle miles traveled
PHEV Plug-In Hybrid Electric Vehicle VVT Variable Valve Timing
PHP Preferential Handling Procedure WLTC World LDV Test Cycle
PID Parameter Identification WLTP World LDV Test Procedure
PI(E) Positive Ignition (Engine) WWH World Wide Harmonized
PM Particulate Matter WHDC World Harmonized Driving Cycle
PMP Particulate Measurement Program WHSC World Harmonized Stationary Cycle
PN Particle Number WHTC World Harmonized Transient Cycle
(P)NLT (Post) New Long-Term Targets WTW Well-to-Wheel
ppm parts per million w/o Without
RDE Real Driving Emissions (T)ZEV (Transitional)Zero Emission Vehicle
MAC Mobile Air Conditioning
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Contents
12
Type 1A test: Real Driving Emission test (RDE) ................................................................... 77
General requirements 77
Not-to-exceed limits (NTE) are defined for NOx and PN. 78
Ambient boundary conditions 78
Trip requirements 79
Dynamic boundary conditions 80
Vehicle condition and operation 82
Trip Validity check 84
Calculation of final RDE emission results 86
Evaporative Emissions (Type 4 test, ANNEX VI of the regulation 2017/1151) ..................... 88
Durability of pollution control (Type 5 test, Annex VII) .......................................................... 89
Low Temperature Emissions (Type 6 test, Annex VIII)......................................................... 89
In-Service Conformity Testing (ISC) ..................................................................................... 91
Onboard Diagnosis ............................................................................................................... 92
MI Activation and storing fault code 92
MI De-Activation and erasing fault code 92
OBD temporary disablement 92
Monitoring Requirements 92
Preliminary Euro 6 OBD threshold limits for Gasoline & Diesel vehicles (Euro 6-1) 93
Final Euro 6 OBD threshold limits for Gasoline & Diesel Vehicle (Euro 6-2) 93
Introduction of WLTP for OBD 93
In-Use Performance Ratio (IUPR) 94
On board fuel consumption monitoring (OBFCM)................................................................. 94
Monitoring the functionality of reagent dosing sub-system ................................................... 96
Overview Introduction Timing ............................................................................................... 96
Overview Type approval Numbering system ........................................................................ 99
Future trends for pollutant emissions 101
USA 103
Introduction to US Emission Regulation and summary 103
Vehicle Categories 106
Federal Requirements 107
Federal Tier 2 Emission Standards .................................................................................... 107
Tier 2 FTP Standards 107
Tier 2 SFTP Standards 108
Federal Tier 2 Low Temperature Standard 109
Federal Tier 2 Evaporative Emission Standards ................................................................ 109
Federal Tier 3 Emission Standards .................................................................................... 109
Tier 3 FTP Standards LDV, LDT, MDPV 110
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Tier 3 SFTP Standards LDV, LDT, MDPV 111
Federal Tier 3 Fully Phased-in Exhaust Emission Standards .............................................111
Federal Tier 3 Evaporative Emission Standards .................................................................111
Tier 3 Refueling Emission Standards ..................................................................................113
US California Requirements 114
LEV II FTP Emission Standards for PC, LDT1, LDT2 .........................................................114
LEV II SFTP Emission Standards .......................................................................................114
LEV II 50 °F Exhaust Emission Standards ..........................................................................114
LEV II Evaporative Emission Standards .............................................................................115
LEV III Emission Requirements ..........................................................................................115
LEV III FTP Emission Standards for 2015 & subsequent Model Years ...............................115
LEV III SFTP standards ......................................................................................................118
Low Temperature Standard ................................................................................................119
LEV III Evaporative Emission Standards ............................................................................121
ZEV Mandate ......................................................................................................................122
OBD Legislation 127
General ...............................................................................................................................127
California OBD II .................................................................................................................127
California Monitoring Requirements for OBD II-Systems (Gasoline)...................................128
California Monitoring Requirements for OBD II Systems (Diesel) .......................................136
California LEV III OBD threshold limits for Gasoline Vehicles .............................................147
California LEV III OBD threshold limits for Diesel Vehicles .................................................148
Federal – Fuel Economy Regulations 148
Federal – CAFE & Greenhouse Gas Requirements ...........................................................149
CAFE Requirements for 2011 and earlier Model Years 149
CAFE and Greenhouse Gas Requirements for Model Years 2012-2016 150
NHTSA CAFE Standards 151
EPA Greenhouse Gas Standards 152
EPA's Program Flexibilities 153
CAFE and Greenhouse Gas (GHG) Requirements for Model Years 2017 – 2025 153
GHG Program Flexibilities 155
California – Fuel Economy Regulations 159
Test Cycles 159
FTP Testing ........................................................................................................................160
City Cycle (UDDS) 160
The Highway Fuel Economy Test Cycle (HWFET) 160
SFTP testing: ......................................................................................................................161
SC03 & US06 Cycle 161
New York City Cycle 162
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CARB Unified Cycle 162
Federal Exhaust, Evaporative and ORVR Test .................................................................. 163
Hybrid Electric Vehicles Testing ......................................................................................... 164
Peoples Republic of China 167
China Emission Standards 167
China 6 (GB18352.6-2016): Light-duty Vehicles Emission Standard ................................. 168
Emission limits for Type I test China6a / China6b .............................................................. 170
China 6a 170
China 6b 170
OBD Requirements in China6 (Light-duty) Emission Standard 171
China6 - Required items of type approval test: ................................................................... 171
China6 - OBD Threshold Limits .......................................................................................... 171
Fuel Economy Standards 171
Japan 174
Emission Standards for Passenger Cars up to 10 seats 174
Emission Standards for Light & Medium Commercial Vehicles and Buses 176
The Transient Mode - "JC08" (former designation "CD34”) 178
The Post New Long-Term Emission Regulations 180
Targets Emission Regulations 2018 180
OBD Requirements 180
J-OBDI Diesel ..................................................................................................................... 181
J-OBDII on gasoline- and LPG-operated motor vehicles .................................................... 181
Fuel Economy Targets 182
Test Cycles 185
11-Mode Cold Start ............................................................................................................ 185
10-15 – Mode Hot Start ...................................................................................................... 185
JC08 Cold Start / Hot Start ................................................................................................. 185
Evaporative Emission Test ................................................................................................. 186
Hybrid Electric Vehicle Test Procedure .............................................................................. 186
Republic of Korea 187
Vehicle Category Definition (valid as of 12-10-2015) 187
Exhaust Emission Standards of Gasoline or Gas fueled vehicles 187
Exhaust Emission Standards of Diesel fueled vehicles (revised at 2018.06.28) 189
OBD requirements 191
Fuel Economy Requirements (revised at 2019.01.30) 191
Test Procedures 192
Evaporative Emission Test ................................................................................................. 192
Hybrid Electric Vehicle Test Procedure .............................................................................. 192
India 192
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Emission Standard for Passenger Cars and Light Commercial Vehicles (GVW <
3,500kg) 192
OBD requirements 195
Fuel Economy Requirements 196
Brazil 202
Emission Standard for Passenger cars & Light Commercial Vehicles 202
OBD Requirements 205
OBD limits for OBDBr-2 (valid from January 1st, 2010 onwards) 205
OBDBr-2+ 205
OBDBr-3: 205
Fuel Economy Regulations 206
Test Procedures 207
Evaporative Emission Test 207
Hybrid Electric Vehicle Test Procedure 207
Russian Federation 208
Emission Standards for M & N Vehicles ≤ 3,500 kg 208
16
General Introduction to Emission Legislations
Emission legislations for light duty vehicles are divided into two completely different categories:
Pollutant emissions
are harmful to human health and affect local air quality. Air quality standards are defined by
the World Health Organisation (WHO) and applied in different world regions. These
standards are still exceeded in many main European cities, especially for the pollutants
Ozone, NOx and fine particles.
Passenger cars and light duty commercial vehicles are contributing to NOx and fine particle
emissions and with this indirectly to the ozone formation.
Pollutant emissions from light duty vehicles, also called criteria emissions, are mainly:
These emissions are regulated in the world regions by different legislation packages (known
as EU5, EU6, ULEV, LEVII, LEVII etc.). There are 3 main clusters:
o The US and some Central and South-American countries using the US test procedure
(FTP) or parts of it
o Europe and the countries following the EU legislation, which will be based from 2017 on
the new WLTP and the newly created Real Driving Emission test (RDE)
Japan has its own test procedure, but will also move to the new WLTP and is
evaluating the possibility to introduce the RDE
o China combining elements from Europe (today NEDC but moving to WLTP and RDE)
and elements of the US legislation (see Figure 3).
All regulations limit the maximum emissions in mg/km for each vehicle sold. This
means that each vehicle to be certified, a big luxury car or a small car must respect the
same defined maximum emissions.
The most stringent pollutant emission regulation is the US American one, from 2023 China
will be more stringent than Europe (see graph Figure 4).
Figure 5 illustrates the evolution of European emission standards between Euro 2 (1996)
until Euro 6 (2014) for Diesel and gasoline engines. For comparison the US limits for Tier 2
bin 5 (2007), LEV II ULEV (2008) and LEV III (2025) are also shown. It has to be noted,
that historically Europe had always decided on different limits for Diesel and for gasoline
powered vehicles, while the limits in the US are independent of the fuel type.
In addition to the type-approval test all regions introduced On-board Monitoring (OBD)
legislation (page 92 EU, page 127 US, page 171 China, page 180 Japan, page 191 Korea,
page 195 India & page 205 Brazil) to guarantee the correct functioning of emission control
system during real world driving over lifetime.
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Figure 3: Global Emission Legislation by World Region
Figure 4: Emission Limits and Phase-in Timing in the different world regions
18
Figure 5: Historical evolution of European emission limits for Diesel and gasoline engines and some US references
500
HC+NOx
400
HC
mg/km
NOx
300
200
100
0
EU 6-2 EU 6-2 CH 6 CARB CARB CARB
Class M Class M Category I ULEV 125 ULEV 70 SULEV 30
diesel gasoline
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Greenhouse gas emissions
Greenhouse gas emissions are mainly CO2 (GWP1 = 1), but also CH4 (GWP ~ 30) and N2O
(GWP ~ 265).
CO2 is the natural result of the combustion process of carbon containing fuels (Gasoline,
Diesel, but also alcohols and natural gas). CO2 is by far the most important greenhouse
gas.
Methane (CH4) can be a bi-product of the combustion as other unburned hydrocarbons.
A second source is the unburned fuel for natural gas engines.
N2O is formed during the exhaust gas aftertreatment process under not optimal temperature
conditions.
Greenhouse gases affect the world climate. The overall emissions into the atmosphere are
important, not the local emissions. For this reason, all major world regions limit the CO 2
emissions as average for the new vehicle fleet sold in a given year. Bigger vehicles can
emit more greenhouse gases if the emissions are leveraged by lower emissions of smaller
vehicles in the fleet.
The details of the regulations in the world regions are different, but the target converges for
the main regions to around 100 gCO2/km in the time frame 2020-2025. Europe has the most
ambitious targets (see graph Figure 7) with 95 g CO2/km in 2020/2021, again reduced by
15 % in 2025 and by 37,5 % in 2030.
The average CO2 emissions of the European fleet diminished since 2010 until 2016 by
22 g CO2/km (16 %).
In 2017 the European fleet average increased for the first time since 2010 to
118.5 gCO2/km, 0,4 g CO2/km more than in 2016. Reason for this are increased vehicle
weight, decreasing Diesel share and the shift to the WLTP. This trend seems to continue in
2018 and puts the 2020 target of 95 gCO2/km at risk, see also Figure 7 for the recent
evolution of the German vehicle fleet.
Figure 8 shows the historic evolution and the future targets for the CO2 performance of light
commercial vehicles (LCVs). In Europe the 2020 target for LCVs is 147 CO2/km, this will be
reduced by 15 % in 2025 and by 31 % in 2030.
270
US-LCV
250 US New Proposal
China-LCV
230
Proposal: Safer Affordable
210 Fuel-Efficient (SAFE)
Vehicles rule
freeze target on 2020 level
190
US (LCV) 2025:
170 40.6 mpg and LEV III
150
70
2000 2005 2010 2015 2020 2025 2030 2035 2040 2045
http://www.theicct.org/info-tools/global-passenger-vehicle-standards
and EU monitoring data + EU Council decision post 2021 EU proposes very ambitious CO2 targets post 2021
Figure 8 Historic CO2 Emissions and targets for different world regions for Light Commercial Vehicles
21
UNECE Regulations and Global Technical Regulations (GTR)
The World Forum for Harmonization of Vehicle Regulations administrates the three international
UN Agreements on motor vehicles:
• The 1958 Agreement provides the legal and administrative framework for establishing
international UN Regulations with uniform test provisions, administrative procedures for
granting type approvals, for the conformity of production and for the mutual recognition of the
type approvals granted by Contracting Parties. The 1958 Agreement currently has 50
Contracting Parties and 127 UN Regulations annexed to it.
Currently, reciprocal recognition under the Agreement applies to vehicle systems,
parts and equipment, not to the entire vehicle. In March 2010, the World Forum WP.29
launched the International Whole Vehicle Type Approval (IWVTA) project and established
an informal working group.
If a component is type approved according to a UN Regulation by any of the Contracting
Parties to the 1958 Agreement, all other Contracting Parties who have signed the same
Regulation will recognize this approval. This avoids repetitive testing and approval of
components in various countries in which the latter are exported.
UN Regulations are not applicable on a mandatory basis, but if a Contracting Party decides
to apply a UN Regulation, the adoption becomes a binding act.
Example:
UNECE Regulation N° 83 (Uniform provisions concerning the approval of vehicles with
regard to the emission of pollutants according to engine fuel requirements) as equivalent of
EU regulation 692/2008 was used for international type approval concerning emissions.
With the introduction of the EU regulation 1151/2017 introducing WLTP and RDE in
Europe, type approval in the EU is governed strictly by the EU regulation, no UNECE
equivalent exists today. Work is ongoing to create a new UN regulation as equivalent.
• The 1998 Agreement stipulates that Contracting Parties will establish, by consensus vote,
United Nations Global Technical Regulations (UN GTRs). The UN GTRs contain globally
harmonized performance requirements and test procedures. The Contracting Parties use
their nationally established rulemaking processes when transposing UN GTRs into their
national legislation. The 1998 Agreement currently has 33 Contracting Parties and 11 UN
GTRs that have been established into the UN Global Registry.
The Agreement establishes a process through which countries from all regions of the world
can jointly develop UN Global Technical Regulations (UN GTR) regarding the safety,
environmental protection systems, energy sources and theft prevention of wheeled
vehicles, equipment and parts.
Unlike the 1958 Agreement, the 1998 Global Agreement does not contain provisions for
mutual recognition of approvals.
Example:
UN GTR 15 (WLTP) and UN GTR 19 (EVAP) test procedures were established on an
international level and integrated by the EU into the new EU regulations.
The 1997 Agreement allows Contracting Parties to establish UN Rules for periodical inspections
of vehicles in use. They shall reciprocally recognize the international inspection certificates granted
22
according to the UN Rules annexed to the Agreement. The 1997 Agreement has 12 Contracting
Parties and 2 UN Rules annexed to it
The type 1 test cycle as defined in UNECE regulation 832 is equal to the New European Driving
Cycle (NEDC), see Figure 9. The NEDC 2000 is valid for emission testing as of Euro 3 (2000).
(Modification vs. NEDC 1992: Elimination of first 40 s, bag sampling now with start of engine)
The NEDC is being phased out in Europe, China, Japan and India with introduction of the
WLTC Cycle and the WLTP test procedure as described in the GTR 15, see below and
respective regional chapters.
Remark: New India Driving Cycle is identical to above cycle but limitation of max speed in Phase II is 90 km/h
UNECE GTR 15: Worldwide Harmonized Light Duty Test Procedure (WLTP)
It was known for many years that the NEDC test cycle as defined in regulation (EU) 692/2008 and
UNECE regulation 83 (see Figure 9) does not represent real driving behavior correctly. Pollutant
emissions, fuel consumption and CO2 emissions determined by this procedure do not correspond
to the real world (greenhouse gas) emissions.
For this reason, the UNECE WP.29 decided in 2007 to set up an informal working group under
GRPE to prepare a road map for the development of the WLTP. The group developed from 2009
to 2015 the worldwide harmonized light duty driving cycle (WLTC, see Figure 12Fehler!
Verweisquelle konnte nicht gefunden werden.) and the associated test procedures (WLTP) for
the common measurement of criteria compounds (regulated pollutants), CO2, fuel and energy
consumption published as first version in 2014 as UNECE GTR 153 and amendments, last
amendment number 4 from September 20184.
This Global Technical Regulation (GTR) aims at providing a worldwide harmonized method to
determine the levels of emissions of gaseous compounds, particulate matter, particle number, CO 2
emissions, fuel consumption, electric energy consumption and electric range from light-duty
vehicles in a repeatable and reproducible manner designed to be representative of real-world
vehicle operation. The GTR will provide the basis for the regulation of light-duty vehicles within
regional type approval and certification procedures.
A second phase (WLTP Phase 2), started in 2016, is planned until end 2020 with the objective to
integrate in the UNECE GTR additional topics as there are low temperature/high altitude test
procedures, durability, in-service conformity, technical requirements for on-board diagnostics
(OBD), mobile air-conditioning (MAC) system energy efficiency and off-cycle/real driving
emissions.
In addition, a new informal working group was created within the GRPE with the objective to
develop a world-wide harmonized test procedure for real driving emission tests (RDE).
The WLTP defines a test cycle (WLTC) which represents a more realistic vehicle speed profile
than the NEDC, actually based on an international database of really driven drive sequences.
The second and even more important part of the WLTP is the much stricter definition of the
test procedures closing a number of loopholes present in the NEDC and legislation UNECE
83. Vehicle mass, rolling resistance, vehicle conditioning and environmental conditions are more
precisely defined, see below for details.
180a15am4e.pdf
24
To adapt to regional specific market characteristics, especially for India and Japanese K-cars, the
WLTP defines 3 main classes of vehicles with one vehicle speed profile for each and 2 sub-classes
for the class 3. In additions a modification of the speed profile is allowed under certain conditions.
The cycle to be driven depends on the ratio of the test vehicle’s rated power to “mass in running
order” minus 75 kg for driver’s weight, W/kg, and its maximum velocity, vmax.
Power [W]
𝑃𝑚𝑟 = Mass in running order [kg] - 75 [kg]
with "Mass in running order": mass of the vehicle, with its fuel tank(s) filled to at least 90 per
cent of its or their capacity/capacities, including the mass of the
driver, fuel and liquids, fitted with the standard equipment in
accordance with the manufacturer’s specifications and, when
they are fitted, the mass of the bodywork, the cabin, the
coupling and the spare wheel(s) as well as the tools.
Test cycle to be driven are defined for the three different vehicle classes:
The cycles are separated in different phases: Low-speed, medium speed, high speed and an extra
high-speed phase characteristic for European highway driving, the different phases are vehicle
class specific.
For class 1 vehicles the complete test comprises a low speed phase followed by a medium
speed phase and a second low speed phase, see Figure 10.
25
140
120
100
Class1
60
40
20
0
0 200 400 600 800 1000 1200 1400 1600 1800
Figure 10: WLTC Vehicle speed profile for class 1 vehicles having a Pmr ratio of ≤ 22 W/kg
A complete cycle for class 2 and class 3 vehicles consists of the respective low, medium, high
speed phases and on optional extra high-speed phase. For class 3 vehicles there are two sub-
classes for vehicles with a maximum speed <120 km/h and those with higher maximum speed,
see Figure 11 and Figure 12.
For vehicles having a maximum vehicle speed insufficient to reach the maximum speed of the
cycle, a downscaling procedure will be applied.
26
Figure 11: WLTC Vehicle speed profile for class 2 vehicles having a Pmr ratio of > 22 but ≤ 34 W/kg
High
100
Low Medium
80
60
40
20
0
0 200 400 600 800 1000 1200 1400 1600 1800
Figure 12: WLTC Vehicle speed profile for class 3 vehicles having a Pmr ratio of > 34 W/kg.
The purpose of the GTR 15 is providing a worldwide harmonized method to determine the levels
of emissions of gaseous compounds, particulate matter, particle number, CO 2 emissions, fuel
consumption, electric energy consumption and electric range from light-duty vehicles in a
27
repeatable and reproducible manner designed to be representative of real-world vehicle
operation.
It contains:
• Annex 1: Definition of the vehicle speed profile (WLTC) for different vehicle classes
• Annex 2: Gearshift point determination for vehicles with manual transmission
• Annex 3: Definition of reference fuels
• Annex 4: Road-load determination and chassis dynamometer settings
• Annex 5: Definition of test equipment and calibration procedures
• Annex 6: Type 1 test procedure and test conditions
• Annex 7: Detailed specification of calculation steps
• Annex 8: Test procedure for hybrid and electric cars
28
UNECE GTR 19: EVAP
The GTR 15 (WLTP) describes the test procedure to determine exhaust gas emissions.
This GTR specifies the test procedure for measuring the volatile organic compounds (VOC)
emitted from not directly combustion related sources, which are:
• Evaporation and permeation from the fuel storing system during vehicle parking
Not within the scope of this GTR are other evaporative losses:
• Other sources like tires, plastics or other fluids than fuel like windshield washer fluid
• Evaporative losses during normal driving (running losses) or refueling. Nevertheless, the
refueling losses can represent an important source of emissions covered by either fuel
vapor recovering refill systems or on-board vapor recovery systems.
The GTR covers classical non-sealed tank systems and sealed systems as used within hybrid
vehicles. The test procedure should represent a typical driving event which conditions the initial
conditions of the canister at the beginning of the parking event, done by a WLTP based driving
event, followed by the parking event, simulated by the hot soak test and a 48-hour parking
simulation.
The test must be done for an evaporative emission family, family with identical tank and canister
systems.
The canister must be temperature cycled between -15°C and 60°C, repeated 50 times, defining a
temperature test which lasts 175 hours.
This test is followed by a 12 hours vibration test and a fuel vapor loading/purging test repeated
300 times.
Objective of this test is the determination of a permeability factor for the tank system, measured
in g/24h.
The tank is partly filled and soaked at 40°C first over a period of 3 weeks, then an additional 17
weeks (total period of 20 weeks). After 3 weeks and after the additional 17 weeks a 48 hours test
is conducted with fresh reference fuel. The permeability factor is defined as the difference
between the HC emissions of the two tests:
PF = HC20w – HC3w
29
Evaporative tests
The test shall be done with the vehicle with the highest cycle energy demand (vehicle H) of the
evaporative emission family.
• Initial tank filling with reference fuel followed by an initial soak period
• The pre-conditioning drive consisting for a class 3 vehicle of the 4 phases (low, medium,
high, medium) of the WLTC, for hybrids the test must be driven under charge sustaining
conditions.
• Drain and refill the tank with fresh reference fuel followed by an additional soak period at
23°C (12 hours to 36 hours)
• Loading of the canister to a state where the cumulative quantity of hydrocarbons emitted
from the activated carbon canister equals 2 grams (2-gram breakthrough)
• Chassis dynamometer test consisting for a class 3 vehicle of the 4 phases (low, medium,
high, medium) of the WLTC, for hybrids the test must be driven under charge sustaining
conditions.
• Hot soak evaporative emission test (60-minute duration) within the evaporative emission
measurement chamber. The result is expressed in mass of hydrocarbons for the hot-soak
test, MHS.
• Soak at 20°C for at least 6 hours
• Diurnal testing: the vehicle is exposed two times 24 hours to a temperature profile
specified in annex 7 of UNR 83. After each 24 hours test the hydrocarbon mass is
calculated as MD1 and MD2.
• For sealed tanks, additionally the puff losses (PF) during tank de-pressurization are
determined.
30
Figure 13: Flow chart evaporative test procedure (GTR 19, Figure A1/4)
31
Europe
UNECE-Regulations, EU-Directives and EU-Regulations
UNECE regulations are specifying internationally adopted measurement procedures where the
specific emission limits and timings of introduction are always given by EU regulations. UNECE-
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. In Europe the application of UNECE regulations
is formalized by the publication in the official journal.
EU-Regulations are established by the Community’s legislative parties in Brussels (EU Council
and EU Parliament) and are directly binding law for all member states.
EU-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 national law or as
a substitute for an existing law, see illustration in Figure 14.
Adopted by
or by
› Comitology (Commission has been granted implementing powers by a particular EU
legal act, Commission is assisted by a committee where every EU country is
represented )
Figure 14: Different EU legislative Acts
In the past there were always an UNECE and a corresponding EU regulation allowing the same
test procedure for certification in the nations having signed the 1958 agreement.
With the new WLTP and RDE test procedure, the new European implementing regulation
has no ECE equivalent for new type approvals starting September 2017.
Even if the WLTP is based on the GTR 15 (WLTP), regional additions like the 14°C temperature
correction test are required in Europe without equivalent on UNECE level. The UNECE informal
32
working group on the WLTP Phase 2 will continue to harmonize the EU and UNECE regulations
in the future, but there will be most likely a regulation set with some core regulations accepted by
all parties complemented by regional subsets.
Nevertheless, the new EU regulation refers to UNECE regulations were ever the test
procedure is identical (for example references to UNECE Regulation No 83 for smoke
opacity, crankcase emissions, low temperature test etc.)
33
European Vehicle Type Approval
The basic document which defines the vehicle type approval legislation in Europe is the
framework directive 2007/465 to be replaced by the regulation EU 2018/8586 to be in force
by September 2020.
These documents describe the procedures to follow for certification of vehicles, systems and
components to be sold in Europe. This framework defines the requirements concerning safety and
environment for over 70 different items specified in different regulations and directives.
The main objective for the framework directive was the technical harmonization within the EU.
Under the European Whole Vehicle Type Approval System (WVTA) a manufacturer can obtain a
certification for a vehicle type in one EU country and market it EU-wide without further tests. The
certification is issued by a national type approval authority and the tests are carried out by the
designated technical services. A technical service is an organization, or a body designated by the
national approval authority as a testing laboratory to carry out tests and a conformity assessment
body to carry out the initial assessment and other tests or inspections on behalf of the approval
authority.
National approval authorities must send a copy of the vehicle type approval certificate for each
approved, refused, or withdrawn vehicle type to the approval authorities in other EU countries.
Before granting a type approval (TA) the type approval authority (TAA) must verify that the type
of vehicle complies with the safety and environmental requirements as defined in the framework
directive. A certificate of conformity (CoC) is a statement by the manufacturer that the vehicle
conforms to EU type approval requirements.
After having granted type approval the type approval authority must verify that the conformity
of the manufacturer’s production arrangements continues to be adequate by applying Conformity
of Production Tests (CoP).
Verification of durability of emission conformity is done by In-Service Conformity Testing (ISC).
Originally, only minor updates were planned in 2013 for the type approval framework directive after
a so-called fitness check of the EU Commission. After September 2015 when defeat devices were
discovered the situation changed drastically and the type approval process came under heavy
criticism.
Finally, a major revision of the directive 2007/46 was introduced. Since 2015 the EU parliament
set up a committee on inquiry on emission measurements (EMIS). Main topics were an improved
enforcement of European legislation in all member states, evaluating the possibility of an EU
Commission oversight of national services and enhance in-service control and an introduction of
a market surveillance mechanism. The original proposal suggested also to create a member-state
independent EU agency or modify the remuneration system to avoid that technical services are
paid by the manufacturer were rejected by the council.
In December 2017 a final compromise was reached between council and parliament and the new
Type Approval (TA) regulation was published as (EU) 2018/858 on June 14th 2018.
https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32018R0858&from=EN
34
The main points are:
• To guarantee a more homogeneous application of type approval legislation all over Europe,
the old directive was replaced by an EU regulation, directly applicable in all EU countries.
• The EU Commission will be able to audit technical services and national type approval
authorities to ensure that regulations are implemented and enforced rigorously in all
member states. Also, Peer reviews between technical services are possible.
• A market survey system will be introduced which allows member-states also to challenge
certifications given by other member-states. In additions the Commission will carry out
market checks independently from Member States and will have the possibility to initiate
EU-wide recalls.
The type approval regulation concerns all M and N type vehicles as well as the trailers of type O
(Light Duty and Heavy Duty).
It does not apply to agricultural or forestry vehicles and two- or three-wheel vehicles and
quadricycles.
The new type approval regulation (EU) 2018/858 is mandatory from 1 September 2020.
35
Pollutant Emissions and Greenhouse Gases for Light-Duty Vehicles
Definition of light duty vehicles
Light-Duty vehicles are defined in the type approval requirements 2007/46 or 2018/858 and
regulation 715/2007:
Light-Duty Vehicles are defined as categories M1, M2, N1 or N2 with a reference mass (RM)
not exceeding 2610 kg. At the manufacturer’s request, the light duty regulation may apply to
vehicles with a reference mass not exceeding 2840 kg.
• Vehicles designed and constructed primarily for the carriage of goods (Commercial
vehicles) are classified as N1 category (maximum mass <3500 kg) and N2 category
(maximum mass 3500 kg < 12000 kg).
N2 with a reference mass > 2610 kg are considered heavy duty and not covered by this
regulation.
• ‘reference mass’ (RM) means the mass of the vehicle in running order less the uniform
mass of the driver of 75 kg and increased by a uniform mass of 100 kg
• ‘mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled to at least
90 per cent of its or their capacity/capacities, including the mass of the driver, fuel and liquids,
fitted with the standard equipment in accordance with the manufacturer’s specifications and,
when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s)
as well as the tools
• ‘maximum mass’ is the technically permissible maximum laden mass
One important item among the safety and environmental requirements defined in the type approval
directive/regulation are the emissions of light duty vehicles subject to this booklet.
The emission limits are specified in Regulation (EC) No 715/20077. This regulation sets the
emission limits for the different regulated pollutants for different powertrain and vehicle categories.
These limits are decided by a co-decision process implying the European legislative process
requiring agreement from EU Parliament and Council. They can only be changed by this ordinary
legislative procedure.
Figure 15 shows the present Euro 6 limits of tailpipe emissions for the Type 1 Test, that means for
the WLTP at 23 °C, at 14 °C and for Off-vehicle charge hybrid vehicles (Plug-in HEV) for all tests
under charge depleting and charge sustaining conditions. For the RDE Test only NOx und PN
limits are to be taken in account for the Not-to-exceed (NTE) limits.
Figure 15: Present Euro 6 limits, to be respected by Type 1 Test, that means for the WLTP at 23 °C, at 14 °C and for Off-vehicle
charge hybrid vehicles (Plug-in HEV) for all tests under charge depleting and charge sustaining conditions, and for the RDE Test
only NOx und PN limits
On April 23, 2009 Regulation (EC) 443/2009 of the European Parliament and of the Council was
published, setting for the first time a CO2 emission target for new passenger cars. The
obligation to monitor the CO2 emissions for the calculation of the fleet averages is defined in
regulation 1014/20108.
CO2 emission limits are set as average for the fleet of new cars sold in the European Union in a
specific calendar year. That means that vehicles emitting more CO2 can be compensated by cars
with lower CO2 emissions. The reason for this is, that contrary to the pollutant emissions, not the
local CO2 emissions and concentrations are important, but the overall emissions into the global
atmosphere.
The CO2 Emission target for passenger cars was first set to 130 g CO2/km with a phase-in
between 2012 & 2015. This was part of the Community’s integrated approach to reduce CO2
emissions from light-duty vehicles to 120 g CO2/km, where 130 g CO2/km comes from improved
motor vehicle technology, 10 g CO2/km from other technological improvements and by increased
use of sustainable bio-fuels.
On Mai 31st, 2011 Regulation (EC) 510/2011 was published, setting the first-time emission
performance standards for new light commercial with a target of 175 g CO2/km with a phase-in
between 2014 and 2017.
From 2020 onwards, in a second phase, the Regulation (EC) 333/2014 sets a fleet target of 95 g
CO2/km for passenger cars and the Regulation (EU) No 253/20149 a fleet target of 147 g CO2/km
for Light Commercial Vehicles. For passenger cars a one-year phase-in period is foreseen (95%
of the fleet considered in 2020), the LCV target applies directly in 2020 without phase-in.
Super-credits are allowed for Low Emission Vehicles with CO2 emissions of less than 50 gCO2/km.
It must be specified that Scope of these regulations for LCVs includes only category N1 excluding
special purpose vehicles.
The CO2 emission target of 95 gCO2/km fleet average was published as regulation (EU)
333/201410. The regulation foresees a phase-in of the 95 gCO2/km target during 2020 and 2021
allowing to discard the 5% most emitting vehicles during the first year. The target is defined for
the NEDC.
From September 2017 with the phase-in of the new regulation for emission testing, the CO2
emissions will be determined by the WLTP test procedure including the Ambient
Temperature Correction Test at 14°C.
A major issue is the correction of the values obtained by the WLTP for CO2 emission testing to
NEDC based target values.
Therefore, a simulation-based correction method (CO2MPAS) was developed by the JRC; this tool
is publicly available.
The tool is calibrated for each car based on the experimental WLTP data. The CO2 emissions for
the NEDC are then simulated modifying a certain number of parameters which vary between the
procedures. Most important are mass and rolling resistance, which will be more realistic than these
data under the NEDC procedure in the past, they will be based on the WLTP data allowing some
corrections for NEDC, see Figure 17.
This correlation procedure is regulated in the implementing regulation 2017/1153 11 for passenger
cars and in 2017/115212 for LCV.
The WLTP is introduced for TA September 2017, at this date starts the application of the
correlation tool for new vehicle types. 2018 will be the first year for which a CO2 data base for new
types will be available. The WLTP becomes compulsory for all new certifications in September
2018, allowing CO2 data for the first complete year in 2019, still with some end of series exceptions.
39
2020 will be the first year which allows a correlation between WLTP measurements and
NEDC for the whole new car fleet, see Figure 18 for a summary of the timing of the correlation
process.
› Rotating inertia
15.0%
0.0%
› Tire tread depth gCO2/km NEDC gCO2/km NEDC gCO2/km WLTP
Coeffs GTC2<2015 Coeffs Co2mpass
Figure 17: Correlation procedure between WLTP CO2 testing and NEDC targets
Figure 18: Introduction timing for WLTP, CO2 corrections and target setting
40
CO2 Targets based on WLTP starting 2021
Based on the data base of the year 2020, each OEM will get a new WLTP based CO2 fleet target
assigned for 2021 based on the OEM specific correlation between WLTP and NEDC.
The specific emission reference target for a manufacturer in 2021 shall be calculated as
follows:
𝑁𝐸𝐷𝐶2020𝑇𝑎𝑟𝑔𝑒𝑡
𝑊𝐿𝑇𝑃 𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑡𝑎𝑟𝑔𝑒𝑡 = 𝑊𝐿𝑇𝑃𝐶𝑂2 𝑁𝐸𝐷𝐶𝐶𝑂2
Mø: average mass (M) of the new registered vehicles in the target year for a manufacturer
Mø,2020: average of the mass (M) of the new registered vehicles in 2020 a manufacturer
M0: 1379.88 kg in 2020 and 2021, to be updated for 2022, 2023 and 2024 for cars;
M0: 1766.4 kg in 2020, to be updated for 2021, 2022, 2023 and 2024 for LCV;
a: 0.0333 for passenger cars, a: 0.096 for LCV
Mass of the passenger car or light commercial vehicle refers here
to ‘mass in running order’.
WLTP based EU wide fleet target for 2021
A new EU fleet-wide target2021, will be defined as a sales-based average of the manufacturer
specific reference values for 2021, for passenger cars and for light duty commercial vehicles, see
also Figure 22.
𝑁𝐸𝐷𝐶2020𝐹𝑙𝑒𝑒𝑡𝑇𝑎𝑟𝑔𝑒𝑡
𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑣𝑎𝑙𝑢𝑒2021 = 𝑊𝐿𝑇𝑃 𝐶𝑂2 ,𝑚𝑒𝑎𝑠𝑢𝑟𝑒𝑑 + a*(Mø-M0) – (Mø,2021-M0,2021)
𝑁𝐸𝐷𝐶𝐶𝑂2
WLTPCO2, measured: average, for each manufacturer, of the measured CO2 emissions
as determined and reported;
NEDC2020, Fleet Target: 95 gCO2/km for cars and 147 gCO2/km for LCVs;
NEDCCO2: average specific emissions of CO2 in 2020,
without correction for super-credits and eco-innovation
The EU decided on new ambitious CO2 emission reduction targets for the period until 2030 with
an intermediate target for 2025. The final vote by the EU Parliament plenary happened on March
27th, 2019 and was accepted by the council on April 15th, 2019. Publication in the Official Journal
still pending (as of 04/2019).
The Text includes the fleet reduction targets for passenger cars and Light Commercial Vehicles
and some additional provisions, based on the WLTP based EU wide fleet target for 2021 (see
above).
• CO2 reduction target for passenger cars: 15% for 2025, 37.5% for 2030
• CO2 reduction target for LCV: 15% for 2025, 31% for 2030
OEM specific targets 2025 and 2030 are calculated as today, based on the fleet average target
and the average mass of each OEM fleet.
Starting 2025 average ‘mass in running order’, M, is replaced by the average ‘test mass’ of new
passenger cars and new light commercial vehicles, TM.
TM is the average test mass of all newly registered vehicles of the manufacturer in the
relevant calendar year
TM0 is the value adjusted to the respective average test mass of new passenger cars and
new light commercial vehicles in Europe in the preceding two calendar years starting with
2022 and 2023.
42
The slopes a2025 and a2030 will be determined for passenger cars and light duty vehicles with
TM < TM0 by
For light duty vehicles the slopes a2025 and a2030 are replaced by a2021 if TM > TM0.
With:
average emissions2021: the average of the CO2 emissions of all newly registered cars or
LDVs in 2021 of those manufacturers for which a specific emissions target is calculated.
After the phase out of the super-credit scheme after 2022, manufacturers may get a credit
for an increased market introduction of zero or low emission vehicles (CO 2 emissions < 50
g/km) through the ZLEV factor which may increase the manufacturer specific CO2 target by
up to 5%.
ZLEV factor= 1+y-x with 1.0 < ZLEV factor < 1.05
With:
• x, the ZLEV benchmark, set to 15% in 2025 and to 35% from 2030 onwards for
passenger cars and 30% from 2030 onwards for LCVs.
• y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly
registered passenger cars or LCVs, where each of them is counted as ZLEVspecific in
accordance with the formulas below, divided by the total number of passenger cars or
LCVs registered in the relevant calendar year.
The ZLEVspecific multiplier is slightly differently defined for passenger cars and LCVs.
Passenger cars get an advantage of 0.3 for emissions close to the limit of 50
gCO2/km. For example, a battery electric car is counted as one, a plug-in HEV with
just 50 gCO2/km is counted as 0.3 to determine the ZLEV fleet share.
43
ZLEVspecific Multiplier for passenger cars:
A multiplier of 1.85 is applied to the ZLEVspecific until 2030 in Member States with a
share of zero- and low-emission passenger cars in their fleet below 60% of the EU
average in the year 2017 and with less than 1000 ZLEV newly registered in 2017, see
Figure 19 for illustration.
See Figure 20 for the final ZLEV factor for 2025 and 2030 as function of the ZLEV share of
a manufacturer’s fleet, fleet share calculated in applying the ZLEVspecific multiplier to each
car as function of the CO2 emissions between zero and 50 gCO2/km.
2 ZLEVspecific Cars
1.8 ZLEVspecific Cars for Countries low ZLEVshare
1.6 ZLEVspecific LCV
1.4
ZLEV specific
1.2
1
0.8
0.6
0.4
0.2
0
0 10 20 30 40 50 60
CO2 emissions [g/km]
Figure 19: ZLEVspecific factor with which every ZLEV car is multiplied to determine the ZLEV fleet share
44
1.1
1.05
ZLEV Factor
1
0.9
10.00% 15.00% 20.00% 25.00% 30.00% 35.00% 40.00%
Share of ZLEV
Figure 20: ZLEV factor as function of the ZLEV fleet share of a manufacturer calculated using the ZLEVspecific multiplier for each ZLEV
car
The Commission must review the CO2 Regulation before 2023, the review should include:
45
European CO2 Regulation 2025 / 2030
Main Points CO2 post 2021
EU Fleet EU Fleet reduction targets for passenger cars (M1) and light commercial vehicles (N1)
Targets
2025 2030
i
M1 -15% -37.5%
N1 -15% -31% Baseline: 2021 WLTP based target
LCA Life-cycle Assessment (LCA) including WtW (valorization low Carbon fuels)
EU COM to evaluate < 2023 the possibility of full life-cycle CO2 emissions
of light duty vehicles,
➔ legislative proposals to the European Parliament and the Council
➔ LCA or WtW elements in legislation 2030 ?
2021-2024
OEM
WLTP Target
› WLTPCO2 and NEDCCO2 : average specific emissions of CO2 in 2020, measured for WLTP, re-calculated for NEDC
NEDC2020target : 2020 specific emissions target(see above)
› Mø: average of the mass (M) of the new registered vehicles in the target year
Mø2020 : average of the mass (M) of the new registered vehicles in 2020
M0: 1379.88 in 2020 and 2021, updated for 2022, 2023 and 2024; a: 0.0333;
2021 Fleet EU fleet-wide target2021 : weighted average of the reference-values 2021 for each OEM:
46
Additional Provisions Concerning Calculation of CO2 Fleet Averages
Pooling
Manufacturers may group together to form a pool and act jointly in meeting the specific emissions
targets.
Super Credits
Low Emission Vehicles (LEV) are defined as vehicles having less than 50g/km CO 2 emissions.
Following the initial period between 2012 and 2016 favoring LEVs, a new super-credit mechanism
applies from 2020 to 2022. Each LEV is counted as 2 vehicles in 2020, as 1.67 vehicles in 2021
and as 1.33 vehicles in 2022. This rule is subject to a cap of 7.5 gCO2/km for a manufacturer fleet.
From 2025 onwards, the super-credits are replaced by the ZLEV factor, see above.
Handling of multi-stage vehicles
Specific conditions for multi-stage vehicles are under consideration to avoid double testing during
fuel consumption- and CO2-type approval
Eco-Innovations for M1- and N1-Vehicles
The articles 12 “Eco-innovations” of Regulation (EC) No 443/2009 for M1 (passenger cars) and
Regulation (EU) No 510/2011 for N1 (light commercial vehicles) provide a possibility for manufacturers
to consider CO2 savings from innovative technologies in order to meet their specific CO2 emissions targets.
Innovative technologies can help cut emissions, but in some cases, it is not possible to
demonstrate the CO2-reducing effects of a new technology during the test procedure used for
vehicle type approval. Manufacturers can be granted emission credits for technologies whose CO2
saving are not or only partially covered by the type approval.
47
The maximum savings that a manufacturer may consider for reducing the average emissions in a
given calendar year is 7 g CO2/km for their whole fleet. This maximum value is confirmed until
2025 when it may be adjusted.
Fleet Target 2012-2019 Fleet Target 2020-2024 Fleet Target 2014-2019 Fleet Target 2020-2024
The procedures for the approval and certification of innovative technologies for reducing CO2
emissions are defined in No 725/2011 for M1 (passenger cars) and No 427/2014 for light
commercial vehicles.
Following eligibility criteria must be fulfilled to qualify a technology for an application for eco-
innovation:
• Exclusion of complementary measures defined in the integrated approach:
o efficiency improvements for air-conditioning systems
o tyre pressure monitoring systems
o tyre rolling resistance
o gear shift indicators
o use of bio fuels
• Innovativeness
o Technology had been fitted in 3 % or less of all new passenger cars registered
▪ in 2009 for applications submitted until 31 December 2019
▪ in the year n-4, n being the year of application, for applications submitted from
1 January 2020
• Necessity
o Technology may not serve purely comfort, without any link to either performance or
safety of the vehicle
• Verifiability
o The savings should be minimum
▪ 1 g CO2/km in the case of NEDC based applications
▪ 0,5 g CO2/km in the case of WLTP based applications
• Coverage:
o CO2 saving are not or only partially covered by the type approval. Granted CO 2
saving is the difference between the CO2 saving at modified testing modalities and
CO2 saving under type approval conditions
• Accountability
o CO2 savings effect may not be under the influence of the driver’s choice or behavior
48
NEDC based Eco Innovations can be used until 2020.
WLTP based decisions can be used from 2021.
Before technologies can be applied for WLTP based Eco Innovations it is necessary to adapt
the testing methodologies from NEDC to WLTP. Currently (2018/19) working groups from
ACEA and CLEPA are working on that topic:
Year 2017 2018 2019 2020 2021 2022 2023 2024 2025
Eco
Innovation
NEDC NEDC NEDC NEDC WLTP WLTP WLTP WLTP WLTP
Definition
Basis
Eco
Clearly defined; Decisions available Still in definition phase – proposals available
Inno. Status
Outlook
• From 2025 onwards, the complementary measures from the integrated approach will
become ineffective. This means that efficiency improvements for mobile air conditioning
systems can also qualify as eco-innovations, beginning in 2025.
• The European Commission is tasked to review the 7 g/km cap on eco-innovation
contributions for compliance purposes by 2025.
Fleet Target 2020-2024 Fleet Target 2025-2029 Fleet Target 2020-2024 Fleet Target 2025-2029
49
Technical Guidelines
All needed details and descriptions for an Eco Innovation application are listed in the Technical
Guideline14. Regular updates will be provided on the road transport section of DG Clima
(https://ec.europa.eu/clima/policies/transport/vehicles/cars_en#tab-0-1).
The test procedures and the pollutant emission limits are developed under the responsibility DG
GROWTH, the CO2 emission regulation is under the responsibility of DG CLIMA.
These implementing regulations were decided by the Comitology process (Commission has been
granted implementing powers by an EU legal act) where the Commission is assisted by a
committee where every EU country is represented (TCMV: Technical Committee Motor Vehicles).
The introduction of the new implementing regulation required amendments in several linked
regulations, most important 2007/46 and 715/2007 (see Figure 26).
The European Commission integrated the WLTP into the new European legislation (EU
2017/1151) based on the UNECE GTR 15. Additional regional specific tests were added by the
EU as there are for example the low temperature correction test (14°C), OBD, In-Service
Conformity and Conformity of Production tests. Hybrid specific issues were added as these are
not yet treated sufficiently on UNECE level.
14Technical Guidelines for the preparation of applications for the approval of innovative technologies pursuant to
Regulation (EC) No 443/2009 and Regulation (EU) No 510/2011
https://circabc.europa.eu/sd/a/a19b42c8-8e87-4b24-a78b-
9b70760f82a9/July%202018%20Technical%20Guidelines.pdf
15 Regulation 715/2007 :http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32007R0715&from=de
50
Figure 26: Vehicle type approval regulations
Due to persisting air quality problems in Europe, mainly in terms of NO x and fine particles, the
regulation 715/2007 (EC) for the introduction of Euro 5 and Euro 6 already obliged the Commission
(Article 14(3)) to review current test procedures and to adapt the regulation to reflect emissions
generated by real driving on the road. Recital (15) of regulation 715/2007 states already that the
use of portable emission measurement systems and the introduction of the ‘not-to-exceed’
regulatory concept should be considered.
An investigation of the JRC using portable emission measurement equipment published in 2010
clearly showed the strong deviation of NOx emissions of Diesel vehicles from type approval values.
These results triggered the development of the European RDE test procedure with the kick-off
meeting of the EU working group in January 2011.
The RDE test describes a test procedure to measure emissions on the road, using portable
emission equipment (see Figure 47Fehler! Verweisquelle konnte nicht gefunden werden. for
an example drive cycle). Static boundary conditions define allowable ambient temperature and
altitude range (see Figure 42Fehler! Verweisquelle konnte nicht gefunden werden.Fehler!
Verweisquelle konnte nicht gefunden werden.) and the dynamic boundary conditions limit the
dynamics of the vehicle operation. See below for details.
The adoption of the RDE regulation was done in 4 packages. Package 1 and 2 describing the
basic test procedure and conformity factors for NOx were published as regulation (EU) 2016/42716
and (EU) 2016/64617 introducing the RDE for monitoring only in addition to the NEDC.
content/EN/TXT/PDF/?uri=CELEX:32016R0646&from=EN
51
(EU) 2017/1151 introduced the WLTP and consolidated the previous RDE documents.
Part 3 defining the final conformity factors for PN and the cold start procedure was published on
June 7th, 2017 as (EU) 2017/115418 followed by the introduction of the new EVAP procedure (EU)
2017/1221 and the WLTP correction act (EU) 2017/1347.
RDE package 4 defines In-service Conformity (ISC) tests based on the RDE test procedure and
revises the data processing methods by defining only one method instead of the Moving Window
Averaging Method (EMROAD) and the Power Binning Method (CLEAR). Part 4 is published as
(EU) 2018/183219.
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:02017R1151-20190101
52
The table in Figure 27 gives an overview over different emission relevant regulations and shows
the move from the old to the new regulations.
53
All technical details of the test procedure for pollutant and CO2 emissions are specified in
this implementing regulation (EU) No 2017/1151, with its amendments, a consolidated
version up to RDE4 available21.
The different tests required for type approval are listed in the table in ANNEX I, paragraph 2.4
of the new regulation 2017/1151. We summarize in the table below (Figure 28) the main
requirements for gasoline and diesel vehicles, in the reference document additional columns
specify the requirements for Bi-fuel, flex-fuel, hydrogen ICE and fuel cell vehicles.
The table in Figure 28 indicates in which chapter/annex of the regulation the different tests can
be found.
54
Positive Ignition engines Compr. Battery Chapter
Ignition electric within
regulation
2017/1151
Reference Fuel Gasoline LPG Natural Gas / Diesel - ANNEX IX
(E10) Methane (B7) Spec. of ref.
fuels
Gaseous yes yes yes yes - ANNEX XXI
Pollutants WLTP
(Type 1 Test)
PM and PN Only - - yes - ANNEX XXI
(Type 1 Test) direct WLTP
injection
Gaseous yes yes yes yes - ANNEX IIIA
Pollutants, RDE RDE
(Type 1A Test)
PN, RDE Only - - yes - ANNEX IIIA
(Type 1A Test) direct RDE
injection
Idle emissions yes yes yes - - ANNEX IV
(Type 2 test) Appendix 1
Crankcase yes yes yes - - ANNEX V
emissions
(Type 3 test)
Evaporative yes - - - - ANNEX VI
emissions
(Type 4 test)
Durability of yes yes yes yes - ANNEX VII
pollution control
(Type 5 test)
Low Temperature yes - - - - ANNEX VIII
Emissions (-7°C)
(Type 6 test)
In-service yes yes yes yes - ANNEX II
conformity (ISC)
On-board yes yes yes yes - ANNEX XI
diagnostics (OBD)
CO2 emissions, yes yes yes yes yes ANNEX XXI
fuel consumption, WLTP
electric energy
consumption and
electric range
Smoke Opacity - - - yes - ANNEX IV
Appendix 2
Engine Power yes yes yes yes yes ANNEX XX
Figure 28: Different Emission tests within Regulation 2017/1151.
55
Type 1 Test (Exhaust emissions for pollutant, CO2 and fuel consumption using WLTP)
The exhaust emission limits are defined in table 2 of ANNEX I of regulation 715/2007 amended by
(EU) No 459/2012 with the last update for final Euro 6c particle limits.
The WLTP test procedure is detailed in Sub-Annex 6 of ANNEX XXI to determine the level of
gaseous exhaust pollutants, particle matter and number, CO2 emissions, fuel consumption, electric
energy consumption and electric range.
The main changes between the current and the new regulation adopted for type approval starting
September 2017 are (see Figure 29):
• Change of test cycle for type 1 test, from NEDC to WLTC
• Change of reference temperature to 23°C
• Change of test procedure, which increases the test mass and road loads (realistic mass of
vehicle with equipment sold on the market)
• Additional Ambient Temperature Correction Test at 14°C. The emissions have to be below
the limit.
• Determination of the CO2 emissions: For each vehicle, the CO2 is interpolated between the
vehicles high and low of the CO2 test family. High and low relates to the highest and lowest
road load, taking in account different vehicle masses due to optional equipment or different
body styles, differences in aerodynamics and tire rolling resistance.
• The measured CO2 value are corrected as function of the electrical energy balance.
Type 1 test
Topic Regulation 692/2008 Regulation 2017/1151
(NEDC) (WLTP)
Emission Limits Euro 6
Test cycle (speed trace) NEDC WLTC
(ANNEX XXI, sub-annex 1)
Gear selection and shift points Fixed Calculated for each vehicle
(ANNEX XXI, sub-annex 2)
Test temperature 20°C - 30°C 23°C and 14°C
Vehicle mass Test mass of prototype not Test mass representative of
representative of actual vehicle sold including optional
vehicle sold equipment
Correction for electrical No correction Balance of electrical energy
energy
Lubricants and coolant for No specification shall be as specified for
emissions testing normal vehicle operation by
the manufacturer
Tires Vague specification Detailed specification and
worst cases (for example
minimum allowed tire
pressure)
Road load Optimum for vehicle family Road load for minimum and
Not well-defined conditioning maximum road load within
road load family, interpolation
for specific vehicle (ANNEX
XXI, sub-annex 4)
Figure 29 Main difference between old 692/2008 and new implementation regulation 2017/1151 for Type 1 test
56
Hybrid vehicles will be tested in charge sustaining and charge depleting mode.
For plug-in hybrids (OVC-HEV) an additional Usage factor is defined as function of the electric
range (see sub-annex 8).
The legal exhaust pollutant emission limits (Euro 6) for the type 1 test must be respected
for:
• The WLTP test for each tested vehicle (vehicle high and low if interpolation is applied)
• The ATCT (14°C) for the vehicle tests of the ATCT family test.
• For Plug-in Hybrids (OVC-HEV) each individual applicable WLTP test cycle within the
charge-depleting Type 1 test and the charge sustaining test shall fulfil the applicable criteria
emission limits
• The limits for NOx and PN apply also for the real driving test (RDE).
o General requirements
o The test-cycle WLTC as described in Sub-Annex 1;
o The gear selection and shift point determination for driving the WLTC as described in Sub-
Annex 2;
o The road and dynamometer load as described in Sub-Annex 4;
o The test equipment as described in Sub-Annex 5;
o The test procedures as described in Sub-Annexes 6, 6a and 8, where Sub-annex 6a
describes the ATCT (14°C) test
o The detailed calculation procedure for the emission results to be reported are defined in
Sub-Annex 7 for vehicles with combustion engines. Here can be found the interpolation of
CO2 values for an individual vehicle in CO2 family.
o The procedure for hybrids is outlined in Sub-Annex 8, with for example the definition of the
electric energy balance
General requirement
We mention here some important topics concerning the general requirements for the testing:
o The types and amounts of lubricants and coolant for emissions testing shall be as
specified for normal vehicle operation by the manufacturer. The fuel for emission testing is
specified in Annex IX.
o The tires used for emissions testing are defined in Sub-Annex 6
o Provisions for electronic system security concerning hardware and software must be taken
o The regulation 2017/1151 introduces the definitions of Base Emission Strategies (BES)
and Auxiliary Emission Strategies (AES) to prevent more efficiently defeat devices,
(ANNEX I, appendix 3a&b).
Base Emission Strategy (BES) means an emission strategy that is active throughout the
speed and load operating range of the vehicle unless an Auxiliary Emission Strategy is
activated.
Auxiliary Emission Strategy (AES) means an emission strategy that becomes active and
replaces or modifies a BES for a specific purpose and in response to a specific set of
ambient or operating conditions and only remains operational as long as those conditions
exist.
Strict rules are introduced to report any AES in detail to TA authority.
57
Detailed technical reasoning for AES including a risk assessment study estimating the risk
with and without AES is required.
AES must be justified by catastrophic (sudden and irreparable) engine damage. Durability
and long-term protection of engine or emission control system are not acceptable for an
AES justification. This concerns for example fuel enrichment at high load for component
protection.
Not all vehicles have to be physically tested. Vehicle families are defined allowing interpolation
between the highest and the lowest values.
Part of the same interpolation family can be vehicles which have identical powertrains, only
differences in body style and equipment is allowed. For hybrid vehicles this includes identical
electrical power system including battery capacity, voltage and coolant system. The same holds
for battery electric vehicles.
In addition, a family concept is defined for road load determination and for periodically
regenerating systems.
Within the UNECE WLTP-Phase 2 activity a program code will be developed as a future annex in
the GTR 15, Annex 2.
Vehicle characteristics, pre-conditioning and test conditions are much tighter specified
resulting in a road load higher under WLTP than under NEDC conditions.
58
The rotating mass is defined as equivalent effective mass of all the wheels and vehicle
components rotating with the wheels on the road while the gearbox is placed in neutral.
The test vehicle shall conform in all its components with the production series including the
operation of movable aerodynamic body parts.
The WLTP within this sub-annex 4 specifies tightly the operating conditions for the determination
of the road load to minimize the risk of over-optimization: The vehicle shall conform to the
production vehicle specifications regarding tire pressures and conditions, wheel alignment,
ground clearance, vehicle height, drivetrain and wheel bearing lubricants, and brake adjustment
to avoid unrepresentative parasitic drag.
Concerning tires: The actual rolling resistances values for the tires fitted to the test vehicles shall
be used as input for the calculation procedure of the CO2 interpolation method, see below Sub-
annex 7. For individual vehicles in the CO2 vehicle family, the CO2 interpolation method shall be
based on the RRC class value for the tires fitted to the individual vehicle.
Alternative methods to coast down, like wind tunnel testing are introduced within this sub-annex.
The test vehicles to be chosen should be a test vehicle (vehicle H) with the combination of road
load relevant characteristics (i.e. mass, aerodynamic drag and tire rolling resistance)
producing the highest cycle energy demand and a test vehicle L producing the lowest
cycle energy demand within the interpolation family.
o chassis dynamometer
o exhaust gas dilution system
o constant volume sampling (CVS)
o Emission measurement equipment
If after one test the regulated emissions are under 90% of the Euro 6 limits and the measured
CO2 value is under 99% of the manufacturer declared value, the test is valid. If these criteria are
not fulfilled, a second test is required, and the arithmetic average of the results is calculated and
compared to the criteria for the second test. If these are not fulfilled, a third test is allowed. In any
case all pollutant emissions have to stay under the Euro 6 limits, if any of them fails, the test will
be invalid.
59
Figure 30: Criteria for number of tests (table A6/2 of (EU) 2017/1151), with dCO21 = 0.990, dCO22 = 0.995 and dCO23 = 1.000,
( 1 ) Each test result shall fulfil the regulation limit
60
Type 1 test conditions
Detailed test conditions are specified, including background concentration of all measured
compounds, ambient conditions and test cell equipment. The ambient air in the soak area is
specified as 23°C ± 3° and the test cell temperature as 23°C ± 5°C.
Test vehicle
If the CO2 interpolation is applied, a vehicle high and low has to be tested. The difference
between the minimum and maximum value within the interpolation range should not exceed 30
gCO2/km. The vehicle should have been run in for a minimum of 3000 km and a maximum of
15000 km.
Battery charging
Batteries should be fully charged before the pre-conditioning cycle, but this charging may be
omitted on request of the manufacturer.
Soaking
Between pre-conditioning cycle and emission test cycle the vehicle must be soaked at 23°C for a
period between 6 hours and 36 hours.
The test cell temperature at the start of the test shall be 23°C ± 3°C. The engine oil temperature
and coolant temperature shall be within ± 2 °C of the set point of 23 °C.
The vehicle is driven following the applicable WLTC. REESS22 charge balance (RCB) data shall
be measured for each phase of the WLTC.
• If a regeneration of an anti-pollution device occurs at least once per Type I test and that has
already regenerated at least once during the vehicle preparation cycle, it is considered as a
continuously regenerating system, which does not require a special test procedure.
• Alternatively, to carry out this test procedure, a fixed Ki value of 1.05 may be used for CO2 and
fuel consumption
Exhaust emission measurement between two cycles where regenerative phases occur
• Average emissions between regeneration phases and during loading of the regenerative device
shall be determined from the arithmetic mean of several approximately equidistant (if more than
2) Type I operating cycles
• 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
𝑴𝒔𝒊 × 𝑫 + 𝑴𝒓𝒊 × 𝒅
𝑴𝒑𝒊 = { }
𝑫+𝒅
M'sij = mass emissions of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) without regeneration,
M'rij = mass emissions of pollutant (i) in g/km over one Type I operating cycle
(or equivalent engine test bench cycle) during regeneration
(if d > 1, the first Type I test is run cold, and subsequent cycles are hot),
Msi = mass emissions of pollutant (i) in g/km without regeneration,
Mri = mass emissions of pollutant (i) in g/km during regeneration,
Mpi = mass emissions of pollutant (i) in g/km,
n = number of test points at which emissions measurements
(Type I operating cycles or equivalent engine test bench cycles) are made between
two cycles where regenerative phases occur, ≥ 2,
d = number of operating cycles required for regeneration,
D = number of operating cycles between two cycles where regenerative phases occur.
62
Figure 31: Illustration of parameters for periodically regenerating system (Figure A6.App1/1 in regulation 2017/1151)
𝑛
𝑘 𝑀′
∑𝑗=1 𝑠𝑖𝑘,𝑗
(1) 𝑀𝑠𝑖𝑘 = 𝑛𝑘 ≥ 2
𝑛𝑘
𝑑
𝑘 𝑀′
∑𝑗=1 𝑟𝑖𝑘,𝑗
(2) 𝑀𝑟𝑖𝑘 =
𝑑𝑗
∑𝑥
𝑘=1 𝑠𝑖𝑘 ×𝐷𝑘
𝑀
(3) 𝑀𝑠𝑖 = ∑𝑥
𝑘=1 𝐷𝑘
𝑥
∑𝑘=1 𝑀𝑟𝑖𝑘 ×𝑑𝑘
(4) 𝑀𝑟𝑖 = ∑𝑥
𝑘=1 𝑑𝑘
𝑀𝑠𝑖 ×∑𝑥 𝑥
𝑘=1 𝐷𝑘 +𝑀𝑟𝑖 ×∑𝑘=1 𝑑𝑘
(5) 𝑀𝑝𝑖 = ∑𝑥
𝑘=1(𝐷𝑘 +𝑑𝑘 )
𝑥
∑𝑘=1(𝑀𝑠𝑖𝑘 ×𝐷𝑘 +𝑀𝑟𝑖𝑘 ×𝑑𝑘 )
(6) 𝑀𝑝𝑖 = ∑𝑥
𝑘=1(𝐷𝑘 +𝑑𝑘 )
𝑀𝑝𝑖
(7) 𝐾𝑖 =
𝑀𝑠𝑖
where:
Msi = mean mass emission of all events k of pollutant (i) in g/km without regeneration,
Mri = mean mass emission of all events k of pollutant (i) in g/km during regeneration,
Mpi = mean mass emission of all events k of pollutant (i) in g/km,
Msik = mean mass emission of event k of pollutant (i) in g/km without regeneration,
Mrik = mean mass emission of event k of pollutant (i) in g/km during regeneration,
M'sik,j = mass emissions of event k of pollutant (i) in g/km over one Type I operating
cycle (or equivalent engine test bench cycle) without regeneration measured at point j;
1 ≤ j ≤ nk,
63
M'rik,j = mass emissions of event k of pollutant (i) in g/km over one Type I operating
cycle (or equivalent engine test bench cycle) during regeneration
(when j > 1, the first Type I test is run cold, and subsequent cycles are hot)
measured at operating cycle j; 1 ≤ j ≤ nk,
nk = number of test points of event k at which emissions measurements
(Type I operating cycles or equivalent engine test bench cycles) are made between two
cycles where regenerative phases occur, ≥ 2,
dk = number of operating cycles of event k required for regeneration,
Dk = number of operating cycles of event k between two cycles where regenerative
phases occur.
64
Figure 32: Illustration of measurement parameters of periodically regenerating system (Figure A6 App1/2 in regulation 2017/1151)
Test procedure for rechargeable electric energy storage system monitoring (ANNEX XXI,
Sub-Annex 6 -Appendix 2)
This Appendix defines the correction of test results for CO 2 mass emission as a function of the
energy balance ΔE REESS for all REESSs.
The REESS current(s) shall be measured during the tests using a clamp-on or closed type current
transducer. The current transducer(s) shall be capable of handling the peak currents at engine
starts and temperature conditions at the point of measurement. Alternatively, the REESS current
shall be determined using vehicle-based data.
65
Correction of CO2 mass emission over the whole cycle as a function of the correction criterion c,
which is defined as the ratio between the absolute value of the electric energy change ΔE REESS,j
and the fuel energy:
ΔEREESS,j
𝑐=| |
𝐸𝑓𝑢𝑒𝑙
Figure 33 : Energy content of fuel to be applied for electric energy balance correction
The correction may be omitted under certain criteria for the criterion c. If the energy balance is
negative and c is bigger than the values given in Figure 34, the CO2 correction must be done. If
the energy balance is positive or c is smaller than the thresholds in Figure 34, the correction can
be omitted.
Figure 34: Thresholds for criterion „c“ for electrical energy balance correction
For the calculation of the CO2 mass emission, MCO2,j, in g/km for the period j, the combustion
process-specific Willans factors from Figure 35 shall be used.
1 1
∆𝑀𝐶𝑂2,𝑗 = 0.0036 × × 𝑊𝑖𝑙𝑙𝑖𝑎𝑛𝑓𝑎𝑐𝑡𝑜𝑟 ×
𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟 𝑑𝑗
66
Figure 35: Willians factors for electric energy balance correction
67
Sub-annex 6a: The Ambient Temperature Correction Test (ATCT) at 14°C
The reference temperature for the WLTP (23°C) is not representative for average European
ambient temperature. For this reason, the ambient temperature correction test was introduced to
correct the WLTP 23°C reference values for CO2 emissions to values more representative for
Europe. This test is Europe specific and not part of the UNECE GTR 15.
The test does not need to be done for all vehicles. A ATCT family concept allows to reduce the
amount of tests and to apply a correction factor to all vehicle models on the market. The ATCT
family can cover several CO2 interpolation families.
The ATCT consists of a Type 1 WLTP test with soak and test temperatures set to 14°C. Soak
time is a minimum of 9 hours and the temperature tolerances are ±3°C during soak and at test
start and ±5°C during the test.
Gearshift points must be calculated for the chosen vehicle configuration, with the second order
road load coefficient temperature corrected.
Euro 6 regulated tailpipe emissions must stay within the limits for the ATCT.
Both MCO2,23° and MCO2,Treg (regional Temperature 23°C) shall be measured on the same test
vehicle.
Sub-annex 6b: Correction of CO2 results against the target speed and distance
For pure ICE engines only, the measured CO2 emissions must be corrected for deviations of the
actual driven vehicle speed and distance versus the target of the WLTC.
The target and measured power at the wheel are calculated for each time step based on target
and measured vehicle speed and the road load coefficients for the vehicle. The measured
electrical energy balance corrected CO2 mass emission is then correlated with the average
measured power for each cycle phase which gives the “Veline”, the linear regression line CO 2
versus power at the wheel. The Veline regression line serves then for the CO2 correction using
the deviation of power at the wheel
68
Sub-annex 7: The detailed calculation procedure for the emission results to be reported for
vehicles with combustion engines.
This sub-annex describes the calculation steps for the final pollutant and CO2emissionsfor
vehicles with combustion engine only, the calculation method for hybrids and electric vehicles is
described in sub-annex 8.
1. Raw test results for each cycle phase (bag results) in g/km
2. Calculation of the total cycle emissions (in g/km), phases weighted by driven distance
3. Correction for target speed and distance
4. Correction for electrical charge balance (correction of test results for CO2 mass emission
as a function of the energy balance ΔEREESS for all REESSs, Sub-Annex 6 - Appendix 2)
5. Correction for periodically regeneration systems if applicable
6. Ambient temperature correction (14°C test)
7. Averaging of number tests if applicable (only one test if all results under 90% of limit)
8. Alignment of type approval values for different phases by declared value (only for CO2)
9. Interpolation family: for CO2 and fuel consumption the final value for an individual vehicle
is obtained by interpolation between the vehicles low and high. For criteria emissions
(pollutants) the highest value of the two is retained.
These steps are detailed in the sub-annex 7 and summarized in Table A7/1 in the regulation,
reproduced here in Figure 36 to Figure 38.
69
Figure 36: Calculation steps 1 to 4a from table A7/1 of sub-annex7
70
Figure 37: Calculation steps 4b to 48 from table A7/1 of sub-annex7
71
:
Figure 38: Calculation steps 8 to 10 from table A7/1 of sub-annex7
72
Sub-Annex 8 of Annex XXI: The detailed calculation procedure for pure electric, hybrid
electric and compressed hydrogen fuel cell hybrid vehicles
• All-electric range (AER): the total distance travelled by an OVC-HEV from the beginning of
the charge-depleting test to the point in time during the test when the combustion engine
starts to consume fuel.
• Charge-depleting actual range (RCDA): the distance travelled in a series of WLTCs in
charge-depleting operating condition until the rechargeable electric energy storage system
(REESS) is depleted
• Charge-depleting cycle range (RCDC): the distance from the beginning of the charge-
depleting test to the end of the last cycle prior to the cycle satisfying the break-off criterion,
including the transition cycle where the vehicle may have operated in both depleting and
sustaining conditions.
• Equivalent all-electric range (EAER): the portion of the total charge-depleting actual range
(RCDA) attributable to the use of electricity from the REESS over the charge-depleting range
test.
• Pure Electric range (PER): the total distance travelled by a PEV from the beginning of the
charge-depleting test until the break-off criterion is reached.
For the characterization of the electrical system, the following measurement tolerances and
resolutions are required:
• Electrical power in Wh, accuracy ±1%, resolution of 1 Wh
• Electrical current in A, accuracy ±1% or ±0.03% FSD23, resolution of 0.1 A
• Electrical voltage in V, accuracy ±1% or ±0.03% FSD, resolution of 0.1 V
All hybrids, electrical and fuel cell vehicles (OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs)
are classified as class 3 vehicles with the corresponding driving cycle.
• HEV (NOVC-HEV)
o Type 1 test in charge sustaining mode, has to full fill the exhaust emission limits, CO 2
emissions to be corrected for electric energy balance
o Charge-sustaining test:
The is preconditioned to set charge sustaining electric energy storage conditions by
either setting the charge to a predefined level or by driving WLTP tests,
preconditioning shall be stopped at the end of the applicable WLTP test cycle during
which the break-off criterion is fulfilled.
The charge sustaining test is then a standard Type 1 test.
The test shall fulfil the applicable criteria emission limits
See illustration in Figure 40 illustrating a charge sustaining test.
o 4 options for testing sequences are possible, the difference lies in the sequence for
the final charging and determination of electrical energy consumption:
▪ Charge depleting tests only
▪ Charge sustaining tests only
▪ Charge depleting test followed by charge sustaining test
▪ Charge sustaining test followed by charge depleting test
o The charge sustaining emission results are calculated similar to the ICE vehicles,
see table A8/5 in sub-annex 8 by correcting the raw results for electrical energy
change, periodically regeneration systems and ambient temperature correction test
.
o The charge depleting utility factor weighted CO2 emissions are:
∑𝑘𝑗=1(𝑈𝐹𝑗 × 𝑀𝐶𝑂2,𝐶𝐷,𝑗 )
𝑀𝐶𝑂2,𝐶𝐷 =
∑𝑘𝑗=1 𝑈𝐹𝑗
o The emission components i are the weighted average between charge sustaining
(CS) and charge depleting (CD) emissions for each cycle phase j, using the
utility factor UFj which is function of the electrical range, see table A8/9:
𝑘 𝑘
The fractional utility factor UFj for the weighting of period j for OVC-HEVs, is
defined as (Sub-annex 8 of ANNEX XXI, appendix 5):
𝑘 𝑖 𝑗−1
𝑑𝑗
𝑈𝐹𝑗 (𝑑𝑗 ) = 1 − 𝑒𝑥𝑝 {− (∑ 𝐶𝑖 × ( ) )} − ∑ 𝑈𝐹𝑙
𝑑𝑛
𝑖=1 𝑙=1
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Utility Factors (UFs) are ratios based on driving statistics and the ranges achieved in charge-
depleting mode and charge-sustaining modes for OVC-HEVs and are used for weighting
emissions, CO2 emissions and fuel consumptions.
The values for charge depleting and sustaining mode are calculated like the one for combustion
engines, using step wise the averaging over the whole cycle, ambient temperature correction and
interpolation for an individual vehicle.
Figure 39: OVC-HEVs (Plug-in Hybrid), charge-depleting Type 1 test (Figure A8.App1/1 from Sub-annex 8, appendix 1)
Figure 40: OVC-HEVs (Plug-in Hybrid), charge-sustaining Type 1 test (Figure A8.App1/2 from Sub-annex 8, appendix 1)
75
UF as function of distance (WLTP cycles)
0.18
0.16
0.14
0.12
UF j (dj)
0.1
0.08
0.06
0.04
0.02
0
0.00 20.00 40.00 60.00 80.00 100.00
dj (km)
Figure 41: Utility Factor curve for typical driven WLTP tests (4 periods per test, graph shows four consecutive WLTP tests)
76
Type 1A test: Real Driving Emission test (RDE)
The Real Driving Emissions (RDE) test procedure (Annex IIIA of Regulation (EU) 2017/1151) is
based on Portable Emission Measurement Systems (PEMS) and driving on public roads. PEMS
is applied only for NOx and PN (CO for monitoring only). HC emissions are not included in the
RDE test procedure. The main challenge for the RDE test procedure is the description of what is
“normal” driving on public roads. Some boundary conditions have to be defined to avoid abusive
driving which is not at all characteristic for real world condition, all in covering all kinds of normal
conditions.
The Annex IIIA includes:
1. Introduction, Definitions and Abbreviations
2. General Requirements, including the emission limits not to be exceeded during the test
3. RDE Test to be performed
4. General Requirements
5. Boundary Conditions
6. Trip requirements
7. Operational requirements
8. Lubricating oil, fuel and reagent
9. Emission and trip evaluation
Appendix 1: Test procedure for vehicle emissions testing
with a portable emission measurement system (PEMS)
Appendix 2: Specification and calibration of PEMS components and signals
Appendix 3: Validation of PEMS and non-traceable exhaust mass flow rate
Appendix 4: Determination of Emissions
Appendix 5: Verification of overall trip dynamics using the moving average window method
Appendix 6: Calculation of the final RDE emission results
Appendix 7: Selection of vehicles for PEMS testing at initial type approval
Appendix 7a: Verification of trip dynamics
Appendix 7b: Procedure to determine the cumulative positive elevation gain of a PEMS trip
Appendix 8: Data exchange and reporting requirements
Appendix 9: Manufacturer’s certificate of compliance
General requirements
The paragraphs 2 to 4 together with appendix 1 specify the parameters to be recorded, the
general requirements for the measurement equipment, installation requirements and the
procedure to conduct the measurements.
Detailed specifications and calibration of the PEMS components and signals are detailed in
appendix 2.
Appendix 3 describes the validation of PEMS and non-traceable exhaust mass flow rate which
should be done at least for each PEMS installation to a specific vehicle.
Appendix 4 describes the procedure to determine the instantaneous mass and particle
number emissions that shall be used for the subsequent evaluation of a RDE trip and the
calculation of the final emission result as described in appendices 5 and 6. Main topics are
• Time alignment of different signals as gas concentrations, mass flow and vehicle data
• Determination of mass flow rates from concentration measurements
NOx emissions shall not be corrected for ambient temperature and humidity
77
Not-to-exceed limits (NTE) are defined for NOx and PN.
Real road driving shows an inherently high variability of the emission results. For this reason, the
so called Not-to-exceed (NTE) limits define the maximal allowed emissions for NOx and PN. The
limits are defined by a conformity factor for each pollutant and the Euro 6 limit (as defined in
715/2007).
The limits must be respected individually for the urban part of the test and for the whole RDE test.
The error margin for a portable measurement equipment is higher compared to a chassis
dynamometer equipment (bag test). For this reason, the error margin is introduced into the
definition of the NTE limits via a so called conformity factor.
The margins will be reviewed annually to take in account technical progress of measurement
equipment. The definition of the NTE is defined for NOx and PN separately, with the conformity
factor and error margin as defined in the following table:
PN 1.0+margin 1.0+margin
margin = 0.5 margin = 0.5
Ambient boundary conditions are defined in paragraph 5 of Annex IIIA as moderate and extreme
conditions.
Ambient temperature conditions were defined based on European weather statistics. Altitude
covers within the moderate range (<700m altitude) all major European cities, including Madrid
as highest major capital. The extended altitude range was defined to include major altitude
roads like the Brenner highway between Austria and Italy.
• Moderate: 0°C < Tamb < 30°C and maximum 700 m altitude,
derogation for the lower limit for the first 5 years: 3°C
• Extended: -7°C < Tamb < 35°C and maximum 1300 m altitude;
derogation for the lower limit for the first 5 years: -2°C. For extended boundary
conditions the measured emissions are divided by the factor 1.6.
78
Figure 42: Ambient temperature and altitude boundary conditions for different test protocols
Trip requirements
79
Figure 43: Summary of static boundary conditions and trip requirements for the RDE test.
The dynamic boundaries are also specified in paragraph 6 with reference to appendices 5, 7a and
7b.
o Access or lack of driving dynamics (Vehicle acceleration)
The vehicle acceleration is bound by a maximum value for v*a pos and a lower limit the
relative positive acceleration (RPA). The limits are a function of the vehicle speed.
(see ANNEX IIIA, Appendix 7a: Verification of overall trip dynamics). The basis for the
definition of normal driving dynamics was the European WLTP data basis with a huge
number of recorded trips. The limits defined for the RDE represent the 95 percentiles of the
distribution of the driving dynamics of these trips, see Figure 44 as summary.
o Road grade
Difference in altitude between start and end < 100m
(see ANNEX IIIA, Appendix 7b: Procedure to determine the cumulative positive elevation
gain of a PEMS trip).
o Overall dynamic conditions
The overall dynamic conditions of the trip a verified fallowing appendix 5 of Annex IIIA.
A characteristic reference curve in terms of CO2 emissions in g/km as function of vehicle
speed is constructed based on the WLTP test. The CO2 emissions during the RDE test,
calculated using a moving window averaging method, must lay within a tolerance band
around this reference. This means if the CO2 emissions as function of vehicle speed are
too high or too low, the dynamics are considered to be not representative
80
Dynamic Boundary Conditions (Appendix 7a) : Absence or excess of dynamics
30
threshold prop., 95% percentile of v*a_pos_95
threshold prop., 98% percentile of v*a_pos_95 - Vehicle speed ≤ 74.6 km/h, all LDV:
v*a_pos_95 in m²/s³
25
(v ∙ apos )k- [95] > (0.136 ∙ vk + 14.44)
20
- Vehicle speed > 74.6 km/h
(𝑣 ∙ 𝑎𝑝𝑜𝑠 )𝑘 _[95] > (0.0742 ∙ 𝑣𝑘 + 18.966)
15
10
5
N1/N2 vehicles power-to-mass ratio ≤ 44 W/kg
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
average speed in km/h
0.40
0.35
RPA, urban, all trips
RPA, urban, RDE window only
rural bin, all trips
RPA
› Relative positive acceleration
motorway bin, all trips
motorway bin, v_max <= 145 km/h
0.30
RPA_15, whole subclass
RPA_15, threshold proposal
RPA_15, threshold proposal
0.25
RPA_lim
0.20
- Vehicle speed ≤ 94.05 km/h
0.15
0.10
0.05
- Vehicle speed > 94.05 km/h
0.00
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
average speed in km/h
Figure 44: Summary of definition of dynamic boundary conditions in terms of excess or lack of driving dynamics
Figure 45: Summary of verification of overall dynamics of trip by reference to WLTP CO2 emissions
81
Vehicle condition and operation
o A number of RDE vehicles per PEMS family should be executed at hot start
Figure 47 shows a typic example for a real driven RDE vehicle speed profile.
82
Start Conditions
Auxiliary › The A/C system or other auxiliary devices operated in a way which corresponds to
Systems their typically intended use by a consumer at real driving on the road.
Figure 47: Example for RDE test cycle recorded during road testing
83
Trip Validity check
The trip validly has to be checked in a 3-step procedure (see paraph 9).
o STEP A: The trip complies with the general requirements, boundary conditions, trip and
operational requirements, and the specifications for lubricating oil, fuel and reagents set out
in points 4 to 8 of Annex IIIA;
o STEP B: The trip complies with the requirements set out in Appendices 7a and 7b (vehicle
acceleration and altitude gain).
o STEP C: The trip complies with the requirements set out in Appendix 5 (overall trip
dynamics).
The steps of the procedure are detailed in Figure 48.
Test end:
The end of the test is reached when the vehicle has completed the trip and either when:
o the internal combustion engine is switched off;
84
o for OVC-HEVs and NOVC-HEVS the vehicle speed is ≤ 1 km/h.
Excessive idling of the engine after the completion of the trip shall be avoided. The data
recording shall continue until the response time of the sampling systems has elapsed.
This is illustrated in Figure 50.
Post-test analyzer checks are specified in this appendix, especially for PEMS drift.
85
Calculation of final RDE emission results
The final emission results are calculated individually for the urban part and for the total trip using
the following equation:
MRDE,k = mRDE,k · RFk
The result evaluation factor RF is correcting the measured emissions mRDE as function of the
relative charge during the trip expressed as the ratio between the CO 2 emissions during the RDE
trip and the reference CO2 measured for the WLTP.
The final data evaluation is summarized in Figure 51.
NOx › NOx emissions are measured on a wet basis without correction for ambient conditions
emissions › If the measurement is done on a dry basis, the results has to be corrected for wet conditions
based on intake air humidity
For the calculation of the factor RF two thresholds for the CO2 ratio are defined, RFL1 and RFL2,
see Figure 52. For type approval before January 2020 these parameters are defined as:
RF L1 = 1,20 and RF L2 = 1,25;
in all other cases:
RF L1 = 1,30 and RF L2 = 1,50
The final calculation of the result evaluation factors for ICE engines and hybrid vehicles is
illustrated in Figure 53 following appendix 6 of Annex IIIA.
86
Figure 52: Illustration of RDE evaluation factor
Figure 53: Calculation of the result evaluation factors for ICE and hybrid vehicles
87
Evaporative Emissions (Type 4 test, ANNEX VI of the regulation 2017/1151)
This Annex provides the method to determine the levels of evaporative emission from light-duty
vehicles in a repeatable and reproducible manner designed to be representative of real-world
vehicle operation.
The new Evaporative Emissions Test will be introduced starting September 2019 as described in
Annex VI of this regulation. The test cycle used will be updated from NEDC to WLTP and being
conform with the UNECE GTR 19.
An evaporative emission vehicle family is defined to limit the number of tests for vehicles with
identical fuel and canister system.
The Type 1 E10 reference fuel specified in Annex IX of the Regulation shall be used. E10 reference
shall mean the Type 1 reference fuel, except for the canister aging.
For the test procedure and determination of evaporative emissions see GTR 19 (page 29).
88
Durability of pollution control (Type 5 test, Annex VII)
The general requirements for conducting the type 5 test shall be those set out in Section 5.3.6. of
UNECE Regulation No 83.
The test represents an aging test of 80 000 kilometers driven in accordance with the program
described in Annex 9 on a test track, on the road or on a chassis dynamometer. A manufacturer
may choose to have the deterioration factors from the following table used as an alternative to
testing based on test track aging.
Difference of the new durability test is the definition of type 1 test as WLTP test (ANNEX XXI). The
road load coefficients to be used shall be those for VL. If VL low does not exist, the VH road load
shall be used.
The limit values referred to in paragraph 5.3.5.2 of UNECE Regulation No 83 relate to the limit
values set out in Annex 1, Table 4, to Regulation (EC) No 715/2007, see following table:
The test consists of the four elementary urban driving cycles lasting a total of 780 seconds. The
low ambient temperature test shall be carried out at an ambient test temperature of 266 K
(– 7 °C).
The type 6 test remains basically unchanged for Euro 6dtemp starting September 2017. The
driving cycle for the cold temperature test remains the NEDC. The only change coming up 2017
is that realistic WLTP road loads must apply: The road load coefficients to be used shall be those
for VL. If VL low does not exist, the VH road load shall be used.
A modification of the cold temperature test is under discussion within the UNECE WLTP Phase 2
process and should be introduced in Europe later.
90
In-Service Conformity Testing (ISC)
In-service conformity measures shall be checked for a period of up to five years or 100 000 km,
whichever is the sooner.
The new European Emission regulation for light duty cars brings major changes in the ISC testing.
Up to now testing was under control of the OEM and test was done based on UNECE regulation
type & test (NEDC).
The regulation (EU) 2017/1151 introduces the WLTP and the RDE as mandatory tests for ISC
(see ANNEX II of this regulation) and in addition Type 4 (low temperature test, -7°C) and Type 6
(EVAP) tests may be requested.
The emission tests can be done by the granting type approval authority or third parties.
WLTP and RDE tests must be done by the Type Approval Authorities for at least 5% of all ISC
families per manufacturer and per year. Accredited laboratories or Technical Services may perform
checks on any number of ISC families each year and shall report to the granting type approval
authority all results of the ISC testing This is a major change to the old ISC mainly based on OBD
documentation and optional NEDC tests done by the OEM.
A major point is the introduction of a risk assessment for the selection of vehicles to be tested
within the ISC. The type approval authorities can use any available information including simplified
on-board monitoring and remote sensing to identify suspect model families and target ISC tests
based on this information gathering.
The new ISC regulation enters in force for new vehicle types 01/01/2019 and for all new vehicles
01/09/2019 (M1 and N1 class I) and for N1 class II and III and N2 type approval starting 01/09/2019
and new vehicle registration starting 01/09/2020.
See below Figure 54 the ISC process and roles (where GTAA refers to the Granting Type Approval
Authority and OEM refers to the manufacturer).
91
Onboard Diagnosis
On-board Diagnostics (OBD) regulations require car manufacturers to install systems that monitor
over the full vehicle life, and under real world driving conditions, emission control parts for any
malfunction or deterioration causing an emission increase beyond specified thresholds. The driver
has to be informed by a Malfunction Indicator (MI). The base regulation is UNECE R83.
Monitoring Requirements
At least these items should be monitored to satisfy the OBD requirements
For vehicles with positive ignition engine:
• engine (cylinder) misfire within a specified engine map range
• failure or deterioration of all O2-sensors used in the emission control system
• deterioration of the conversion capability of the catalyst(s) for NMHC and NOx
For vehicles with compression ignition engine:
• removal and reduction in efficiency of the catalytic converter
• removal and reduction in efficiency of the particulate trap
• malfunction, reduction in efficiency of a NOx-aftertreatment system using a reagent and
malfunction of the reagent dosing sub-system (e.g. SCR System)
• malfunction and reduction in efficiency of NOx-aftertreatment system not using a reagent
(e.g. NOx Adsorber)
• the fuel-injection system electronic fuel quantity and timing actuators should be
monitored for circuit continuity and total functional failure
• reduction in efficiency of the EGR system
92
For both vehicle types:
Any other emission control system components or systems, or emission-related powertrain
components or systems, which are connected to a computer, the failure of which may result in
exhaust emissions exceeding the applicable OBD threshold.
A manufacturer may demonstrate that a component does not need to be monitored, if their total
failure or removal does not lead to emission exceeding the OBD thresholds listed above.
Nevertheless, for vehicles with compression ignition engine total failure or removal of particulate
trap, NOx aftertreatment and diesel oxidation catalyst must be monitored, if the removal leads to
emissions above the applicable emission limit.
Preliminary Euro 6 OBD threshold limits for Gasoline & Diesel vehicles (Euro 6-1)
CO NMHC NOx PM
Categ. Class Reference Mass [mg/km] [mg/km] [mg/km] [mg/km]
[kg]
PI CI PI CI PI CI PI CI
M - All 1900 1750 170 290 150 180 25 25
I RM ≤1,305 1900 1750 170 290 150 180 25 25
N1
II 1,305<RM≤1,760 3400 2200 225 320 190 220 25 25
N1 & N2 III 1,760<RM 4300 2500 270 350 210 280 30 30
Final Euro 6 OBD threshold limits for Gasoline & Diesel Vehicle (Euro 6-2)
CO NMHC NOx PM
Reference Mass [mg/km] [mg/km] [mg/km] [mg/km]
Categ. Class [kg]
PI CI PI CI PI CI PI CI
M - All 1900 1750 170 290 90 140 12 12
I RM ≤1,305 1900 1750 170 290 90 140 12 12
N
II 1,305<RM≤1,760 3400 2200 225 320 110 180 12 12
N1 & N2 III 1,760<RM 4300 2500 270 350 120 220 12 12
Remarks:
• Currently there is no PN-OBD specified for the final Euro 6 thresholds. This may change depending of further
review and technical feasibility.
93
• Manufacturer have the choice between NEDC and WLTC for each individual malfunction
to be demonstrated
In-Use Performance Ratio (IUPR)
IUPR shall measure how often diagnosis functions run during normal operation of a vehicle.
𝐍𝐮𝐦𝐞𝐫𝐚𝐭𝐨𝐫
= 𝑰𝑼𝑷𝑹
𝐃𝐞𝐧𝐨𝐦𝐢𝐧𝐚𝐭𝐨𝐫
Numerator: counter for each diagnosis function which is incremented when the diagnosis
function is completed for the first time in a driving cycle but not more than once
Vehicle fleet IUPR should exceed the following minimum ratios, applicable since introduction of
Euro 6b emission standard:
• 0.260 for secondary air system monitors and other cold start related monitors
• 0.520 for evaporative emission purge control monitors
• 0.336 for all other monitors
For an introduction period of three years after the date referred to above a ratio of 0.1 is
applicable to monitoring of reduction in efficiency of a NOx aftertreatment system using a reagent
and the reagent dosing sub-system (SCR).
IUPR data must be available through standard OBD connector together with other diagnostic
information.
94
The accumulated (=lifetime) values should be preserved. In WLTP testing the consumed fuel
may be calculated out of the measured exhaust gas by so called C-Balance method.
During type approval testing the accuracy must fit the following criteria, -0.05 < accuracy < 0.05
𝐅𝐮𝐞𝐥𝐜𝐨𝐧𝐬𝐮𝐦𝐞𝐝_𝐖𝐋𝐓𝐏 − 𝐅𝐮𝐞𝐥𝐜𝐨𝐧𝐬𝐮𝐦𝐞𝐝_𝐎𝐁𝐅𝐂𝐌
𝒂𝒄𝒄𝒖𝒓𝒂𝒄𝒚 =
𝐅𝐮𝐞𝐥𝐜𝐨𝐧𝐬𝐮𝐦𝐞𝐝_𝐖𝐋𝐓𝐏
95
Monitoring the functionality of reagent dosing sub-system
To ensure that a vehicle equipped with a reagent dosing sub-system (SCR) reduces the NOx
emissions as desired, the following items need to be monitored
• Sufficient reagent volume is available.
• The reagent characteristic corresponds to values needed for proper working of the NOx
aftertreatment system.
• The average reagent consumption deviates more than 50% from the desired amount of
reagent injection. Evaluation should be completed in a time frame shorter than 30 minutes
of operation.
• The reagent dosing is interrupted at operating conditions where the emission control
system requests reagent injection
The new European emission regulation for pollutants and CO 2 ended up with a very complex
introduction timing.
The NEDC will be replaced for the type 1 test (emissions, fuel consumption) by the WLTP starting
September 2017 for type approval (new vehicle types, passenger cars) and one year later for all
new, passenger car certifications, Figure 55. The Real Driving Emission test will be mandatory for
type approval in September 2017 for PN and for NOx, followed in 2018 by the RDE test for PN for
all new vehicle certification (NOx only monitoring) and in September 2019 with PN and NO x limits
for all new vehicle certification.
Boundary conditions and Conformity factors are introduced in two phases.
In addition, the new In-Service-Conformity (ISC) and EVAP procedures as well as the On-Board
Fuel Consumption Metering (OBFCM) will be phased in between September 2019 and January
2020 for TA, see Figure 55.
The detailed time table of the type approval numbering system from ANNEX I, appendix 6 of the
new regulation 2017/1151, amended 20/12/2016 (not yet published), and is reproduced below.
96
Figure 55: Introduction timing of the emission legislation (EU) 2017/1151 including WLTP and RDE for Type Approval (TA) of
Passenger cars (M & N1, class 1)
Figure 56: Introduction timing of the emission legislation (EU) 2017/1151 including WLTP and RDE for all new Passenger cars
(M & N1, class 1)
97
Figure 57: Introduction timing of the emission legislation (EU) 2017/1151 including WLTP and RDE for Type Approval (TA) of Light
Commercial vehicles (N1 class II & III & N2 Mref < 2610 kg)
Figure 58: Introduction timing of the emission legislation (EU) 2017/1151 including WLTP and RDE for all new Light Commercial
vehicles (N1 class II & III & N2 Mref < 2610 kg)
98
Overview Type approval Numbering system
The following tables summarize the type approval numbering system with its implementation dates
for type approval, for all new vehicle and last data of registration, as documented in Annex I,
appendix 6.
Implementation Implementation
OBD Engine date: date: Last date of
Character Emission standard standard Type new types new vehicles registration
AA Euro 6c Euro 6-1 PI, CI 31.8.2018
BA Euro 6b Euro 6-1 PI, CI 31.8.2018
AD Euro 6c Euro 6-2 PI, CI 1.9.2018 31.8.2019
AG Euro 6d-TEMP Euro 6-2 PI, CI 1.9.2017 (1) 31.8.2019
BG Euro 6d-TEMP- EVAP Euro 6-2 PI, CI 31.8.2019
CG Euro 6d-TEMP-ISC Euro 6-2 PI, CI 1.1.2019 31.8.2019
DG Euro 6d-TEMP- EVAP-ISC Euro 6-2 PI, CI 1.9.2019 1.9.2019 31.12.2020
AJ Euro 6d Euro 6-2 PI, CI 31.8.2019
AM Euro 6d-ISC Euro 6-2 PI, CI 31.12.2020
AP Euro 6d-ISC-FCM Euro 6-2 PI, CI 1.1.2020 1.1.2021
Figure 59: Type Approval numbering system for M1 andN1 class I vehicles
Implementation Implementation
OBD Engine date: date: Last date of
Character Emission standard standard Type new types new vehicles registration
AB Euro 6c Euro 6-1 PI, CI 31.8.2019
BB Euro 6b Euro 6-1 PI, CI 31.8.2019
AE Euro 6c- EVAP Euro 6-2 PI, CI 1.9.2019 31.8.2020
AH Euro 6d-TEMP Euro 6-2 PI, CI 1.9.2018 (1) 31.8.2019
BH Euro 6d-TEMP- EVAP Euro 6-2 PI, CI 31.8.2019
CH Euro 6d-TEMP- EVAP-ISC Euro 6-2 PI, CI 1.9.2019 1.9.2020 31.12.2021
AK Euro 6d Euro 6-2 PI, CI 31.8.2020
AN Euro 6d-ISC Euro 6-2 PI, CI 31.12.2021
AQ Euro 6d-ISC-FCM Euro 6-2 PI, CI 1.1.2021 1.1.2022
Figure 60: Type Approval numbering system for N1 class II vehicles
Implementation Implementation
OBD Engine date: date: Last date of
Character Emission standard standard Type new types new vehicles registration
AC Euro 6c Euro 6-1 PI, CI 31.8.2019
BC Euro 6b Euro 6-1 PI, CI 31.8.2019
AF Euro 6c- EVAP Euro 6-2 PI, CI 1.9.2019 31.8.2020
AI Euro 6d-TEMP Euro 6-2 PI, CI 1.9.2018 (1) 31.8.2019
BI Euro 6d-TEMP- EVAP Euro 6-2 PI, CI 31.8.2019
CI Euro 6d-TEMP- EVAP-ISC Euro 6-2 PI, CI 1.9.2019 1.9.2020 31.12.2021
AL Euro 6d Euro 6-2 PI, CI 31.8.2020
AO Euro 6d-ISC Euro 6-2 PI, CI 31.12.2021
AR Euro 6d-ISC-FCM Euro 6-2 PI, CI 1.1.2021 1.1.2022
Figure 61: Type Approval numbering system for N1 class III and N2 vehicles
99
(1) This limitation does not apply if a vehicle was type-approved in accordance with the requirements of Regulation
(EC) No 715/ 2007 and its implementing legislation prior to 1 September 2017 in the case of category M and N1 class
I vehicles, or prior to 1 September 2018 in the case of category N1 class II and III and category N2 vehicles, according
to the last subparagraph of Article 15(4).
Key:
‘Euro 6-1’ OBD standard = Full Euro 6 OBD requirements but with preliminary OBD threshold
limits as defined in point 2.3.4 of Annex XI and partially relaxed
IUPR.
‘Euro 6-2’ OBD standard = Full Euro 6 OBD requirements but with final OBD threshold limits
as defined in point 2.3.3 of Annex XI.
‘Euro 6b’ emissions standard = Euro 6 emission requirements including revised
measurement procedure for particulate matter, particle number
standards (preliminary values for PI direct injection).
‘Euro 6c’ emissions standard = RDE NOx testing for monitoring only (no NTE emission limits
applied), otherwise full Euro 6 tailpipe emission requirements
(including PN RDE).
‘Euro 6c-EVAP’ emissions standard = RDE NOx testing for monitoring only (no NTE emission limits
applied), otherwise full Euro 6 tailpipe emission requirements
(including PN RDE), revised evaporative emissions test
procedure.
‘Euro 6d-TEMP’ emissions standard = RDE NOx testing against temporary conformity factors,
otherwise full Euro 6 tailpipe emission requirements
(including PN RDE).
‘Euro 6d-TEMP-ISC emissions standard = RDE testing against temporary conformity factors, full Euro 6
tailpipe emission requirements (including PN RDE)
and new ISC procedure.
‘Euro 6d-TEMP-EVAP-ISC' emissions standard = RDE NOx testing against temporary conformity factors, full Euro 6
tailpipe emission requirements (including PN RDE),
48H evaporative emissions test procedure
and new ISC procedure.
‘Euro 6d-TEMP-EVAP’ emissions standard = RDE NOx testing against temporary conformity factors,
otherwise full Euro 6 tailpipe emission requirements
(including PN RDE), revised evaporative emissions test
procedure.
‘Euro 6d’ emissions standard = RDE testing against final conformity factors, otherwise full Euro 6
tailpipe emission requirements, revised evaporative emissions test
procedure.
‘Euro 6d-ISC' = RDE testing against final conformity factors, full Euro 6 tailpipe
emission requirements, 48H evaporative emissions test procedure
and new ISC procedure.
'Euro 6d-ISC-FCM' = RDE testing against final conformity factors, full Euro 6 tailpipe
emission requirements, 48H evaporative emissions test
procedure, devices for monitoring the consumption of fuel and/or
electric energy and new ISC procedure.
Figure 62: Key and Explication for Figure 59 to Figure 61
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Future trends for pollutant emissions
The regulation specifying the CO2 emission targets for light duty vehicles was voted by the council
and the parliament, the only step missing is the translation in all European languages and its
publication in the official journal (status April 2019).
Next important steps concerning CO2 emissions are specified within the regulation.
o Review the CO2 Regulation before 2023, the review should include:
• Introduction of binding emission reduction targets for 2035 and 2040
• Feasibility of developing real-world emission test procedures using portable
emission measurement systems (PEMS)
• Evaluation of the possibility for a methodology for the assessment and the
consistent data reporting of the full life-cycle CO2 emissions of light duty
vehicles, including proposals for legislative proposals
• The complementary measures are defined until end 2024.
Starting 2025 these measures could be taken in account as eco-innovation or
valorized in additional test procedures, for example air conditioning systems
• Eco-innovation will stay at a 7 g CO2/km maximum, the value may be changed
beyond 2025 by the regulation review
• Collection of data on the real-world CO2 emission and energy consumption of
passenger cars and LCVs using OBFCM, starting in 2021 for annual monitoring and
reporting. In 2027 assessment of a mechanism to adjust the manufacturer's average
specific CO2 emissions as of 2030, and, if appropriate, submit a legislative proposal
to put such a mechanism in place.
• Evaluation of the introduction of a regulation for alternative fuels, including synthetic
and renewable liquid or gaseous fuels, including also e-fuels.
In addition, there are the activities of the Informal Working Groups (IWGs) within the UNECE
GRPE organization, developing GTRs which should be taken over into a future Post-Euro 6.
Main topics are:
The extension of the lower limit for particle emission measurement from 23 nm to 10 nm. A
procedure is under development within the PMP IWG.
A renewal of the low temperature test procedure (Type 4 test). Within the WLTP phase 2 a specific
GTR is under development, which will use the WLTP as basis for the test. Today the Type 4 test
is only applied for spark ignition engines and only CO and HC are limited. The new test will include:
• All regulated emissions for all powertrain types and all fuels
• CO2 emissions and fuels consumption
• For Plug-in Hybrids (OVC-HEV) and electrical vehicles (PEV) the electrical energy
consumption from the grid and the electrical range.
Additional criteria emissions are under discussion, most likely NH3 limits will be introduced and the
greenhouse gases N2O and CH4 may be regulated as CO2 equivalents.
The EU Commission submitted a proposal to the EU parliament (COM (2014) 28 final)25 to amend
Regulations (EC) No 715/2007 and (EC) No 595/2009. The proposal is still under evaluation in the
EU Parliament Committees. It is unclear if this proposal will be voted before a Post Euro 6
proposal. This proposal includes several elements:
25 http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52014PC0028&from=DE
101
o Increase the maximum reference mass of regulation 715/2007 (Euro 5 and Euro 6) for
M1, M2, N1 and N2 vehicles from 2 610 kg to 5 000 kg.
o Replacement of the value of mass CO2 in the CoC by mass of greenhouse gas as CO2
equivalent. Methane will be counted as CO2 equivalent. Total hydrocarbons should be
modified.
o Introduction of a limit for NO2 emissions in addition to the total NOx. The limit value must
be specified after an impact assessment.
o Introduction of NOx and NO2 limits into the cold ambient emission test (-7°C) and
application of the cold ambient emission test to Diesel vehicles (today the cold ambient
test is applied only to positive ignition engines).
o Empower the EU Commission to update particle mass and number limits as well as
the measurement procedure.
The global timing for the post Euro 6 activity is shown in Figure 63.
Figure 63: Global timing for regulatory activities for a future post Euro 6 regulation
102
USA
Introduction to US Emission Regulation and summary
There are worldwide two different concepts concerning the structure of vehicle emission
regulations.
On the one side, the above described European regulations, based on the NEDC test method,
now replaced by the WLTP. Emission limits are fixed for each vehicle of one of the three classes
of light duty vehicles: passenger car and small light commercial vehicles (M1, N1 class I), light
commercial vehicles class II and class III, see Figure 15.
Every sold vehicle must fulfill the limits, and the limits are normally fixed for a number of years and
then updated at a specific date. This date is normally different between Type Approval (introduction
of new models) and for all new vehicles sold, in general applicable 1 year later.
The US regulation is conceived differently. Vehicles can in every year be certified in different
emission classes, called “bins”. The fleet average emissions over all “bins” are then regulated and
reduced from year to year. To achieve the required fleet average, every year more vehicles have
to be registered in the lower bins.
Because of the special weather conditions and rapidly growing traffic volume in the Los Angeles
area, California was worldwide the first state which introduced exhaust emission standards (1966).
This justifies still today the special conditions of California, which decides its own emission
regulations. Until today there are two co-existing regulations in the USA, the one of the CARB
(California Air Resource Board) and the one of the federal EPA (Environmental Protection Agency)
supplemented by the fuel economy regulation of the NHTSA (National Highway Traffic Safety
Administration).
Current emission regulation (LEV III for CARB and Tier 3 for EPA) an agreement was reached to
define the emission classes and the annual fleet averages required. The regulation defines
common targets until 2025.
Concerning the details of the different regulations of CARB and EPA see below, page 109 and
page 115 , or the regulation texts.
Contrarily to Europe, the US regulation uses three different driving cycles to represent correctly
real driving conditions. The Supplemental Federal Test Procedures (SFTP) contain three
elements: US City cycle (FTP/UDDS), the test with increased speeds and accelerations (US06)
and the test for high ambient temperatures (95°F ~ 35°C) with activation of the air conditioning
system (SC03), see Figure 64 and page159.
The emission classes with its equivalents between CARB and EPA are shown in Figure 65, see
also further down in this text for more details.
The weighted average is calculated based on the yearly sales numbers every calendar year for
the sum of non-methane-organic gases (NMOG) and nitrogen oxides (NOx) NMOG+NOx. The limit
103
value of this sum is reduced year by year. Separate limits are defined for the FTP cycle and for a
weighted average of the three cycles.
For 2025, the limit for the fleet average corresponds to the limits of the emission class SULEV30
or Tier 3 Bin 30, see Figure 66.
The particle mass emission limit is fixed for CARB and EPA at 3 mg/mi for the FTP and 6 mg/mi
for the US06 cycle with an additional phase-in regulation. Beyond 2025 the CARB foresees a
reduction of the particulate mass limit to 1 mg/mi.
Figure 65: US Tier 3 and LEV III emission limits for the different emission classes (bins)
Figure 66: Left: Fleet average limits by year for the sum of Nitrogen oxides and non-methane organic gases for the FTP cycle and
the weighted 3 cycle average (SFTP). Right: Limit values for particle mass.
The US regulation limiting greenhouse gas emissions and fuel consumption is much more
complicated as the European regulation. In Europe, the Type 1 test serves for the determination
of the pollutant emissions, the CO2 emissions and the fuel consumption. These values are also
used in Europe for consumer information.
In the USA, different organizations are responsible for these regulations. On federal level the EPA
regulates the greenhouse gas emissions, the corporate average fuel economy (CAFE) and the
consumer information is under the responsibility of the NHTSA. In addition, there is the Californian
greenhouse gas emission regulation with its Zero Emission Vehicle (ZEV) program.
The CO2 emissions are determined by a weighted average of two drive cycles, the FTP and the
US Highway cycle (HFET). The test method for the fuel economy information uses five different
cycles, in addition to the two cycles for CO2 emissions there are the cycle for increased speed and
104
acceleration (US06), the high temperature test with air conditioning (US SC03) and a FTP test
under cold conditions (20°F ~ -7°C), see Figure 67.
Figure 67: Additional test cycles for CO2 and fuel economy tests
Contrarily to the European regulation where the OEM specific CO2 targets are weighted by the
average vehicle mass, the US uses a weighting method based on the vehicle foot print (Figure
68). For the fleet average targets, correlated to NEDC values (published by the ICCT) are shown
in Figure 7.
The US-EPA (GHG) and NHTSA (CAFE) targets for the years 2022 until 2025 were subject to a
mid-term review. The current administration modified the priorities. To avoid additional vehicle cost
for the consumer and free its purchase power more for safety relevant features, the EPA proposed
the new “Safer Affordable Fuel-Efficient (SAFE) vehicle rule for passenger cars and light duty
trucks for the years beyond 2020. The objective is to freeze the CO2 target on the level of 2020.
California decided in December 2018 to keep the originally decided CO 2 targets of the LEVIII
program with CO2 reductions from 2021 to 2026. The decision request vehicle certification to follow
the regulation as decided by the EPA in 2016.
Another important difference compared to Europe is that the LEVIII greenhouse gas regulation
includes limits for N2O and CH4. The OEM has the choice to keep these components under the
prescribed limits or to include them as CO2 equivalent into the greenhouse gas fleet limits.
An additional difference between the EU and CARB regulations for greenhouse gases is the in
California existing (since the 1990s) zero emission vehicle regulation (ZEV), see page 122, which
defines minimum quota of battery electric vehicles (BEV), Plug-in Hybrids or hydrogen Fuels cell
electric vehicles for each manufacturer. The ZEV program includes a big number of detailed
regulations with credit schemes and range weighting (see below and in the regulation text).
It is important to note that the Californian LEV III ZEV regulation includes for ZEV a Well-to-Wheel
(WtW) approach. CO2 emissions are calculated as function of the electrical energy or hydrogen
consumption. The calculation of the WtW emissions includes weighting schemes but is based on
a hypothesis of an electrical energy equivalent of 270 gCO 2e/kWh and for a hydrogen equivalent
of 9132 gCO2e/kg H2.
The objective is to sell in 2025 approximately 8% of the Californian new car fleet as ZEV. The ZEV
regulation was adopted by a number of other US states26 which count together with California for
approximately 30% of the US new car market.
26 Connecticut, Maine, Maryland, New York, New Jersey, Oregon, Rhode Island and Vermont
105
Vehicle Categories
Emission standards are applied to vehicles according to vehicle categories. The table below lists
vehicle categories and acronyms used within the text of the standards.
106
Federal Requirements
Federal Tier 2 Emission Standards
The Tier 2 program took effect in model year 2004. The focus was the reduction of NOx emissions.
A manufacturer’s vehicle fleet of light duty vehicles required to meet an average NO x limit of 0.07
grams/mile in model year 2007, medium duty vehicles in model year 2009.
The Tier 2 program standards are split into 8 “bins” that apply to all passenger cars, light trucks
and medium-duty passenger vehicles independent of the fuel used (fuel-neutral standards).
The manufacturer may select the emission bin that fits best for a given vehicle/emission control
system provided that fleet average emissions are met.
• FTP exhaust emission standards for a full useful vehicle life (120,000 miles)
• FTP exhaust emission standards for an intermediate useful vehicle life (50,000 miles)
• FTP exhaust emission standards for a full useful vehicle life (120,000 miles)
• SFTP exhaust emission standards for a high load/high acceleration test (US06)
• SFTP exhaust emission standards for a high temperature/air condition test (SC03)
107
Tier 2 Intermediate Useful Life (50,000 miles)
Exhaust Emission Standards [g/mi]
a) Weighting for NMHC + NOx and optional weighting for CO is 0.35x (FTP)+0.28x(US06)+0.37x(SC03)
b) CO standards are stand alone for US06 and SC03 with option for a weighted standard.
c) Intermediate life standards are shown in parentheses for Diesel LDVs and LLDTs opting to calculate intermediate
life SFTP standards in lieu of 4,000 miles SFTP standards.
108
Federal Tier 2 Low Temperature Standard
CO-Standard at 20 °F
CO emissions at 20 °F (approx. minus 6.7 °C) must not exceed 10.0 g/mile for LDV/LDT1 and
12.5 g/mile for all other categories up to 8,500 lbs GVW. Cold temperature CO exhaust emission
standards apply over a useful life of 50,000 miles or 5 years (whichever occurs first).
NMHC-Standard at 20 °F
Maximum fleet average NMHC level of 0.3 g/mile for vehicles weighing 6,000 lbs or less. Vehicles
above 6,000 lbs (which include trucks up to 8,500 lbs and passenger vehicles up to 10,000 lbs)
must meet a sales-weighted fleet average NMHC level of 0.5 g/mile.
Tailpipe standards for the sum of NMOG and NOX and include phase-in schedules that vary by
vehicle class, but generally phase in between model years 2017 and 2025.
EPA has based the useful life period to which the standards apply at 150,000 miles. Manufacturers
are only required to certify to a 120,000mile useful life (and 10 or 11 years, depending on vehicle
category). A multiplier of 0.85 is applied to 150,000mile standards in order to define a 120,000mile
standard.
Manufacturers earn a compliance credit of 0.005 g/mile NMOG + NOX for vehicles that are certified
for a useful life of 150,000 miles or 15 years and that are covered by an extended warranty over
the same period for all components whose failure triggers MIL illumination.
109
Federal Tier 3 vehicle emission control requirements include:
• FTP exhaust emission standards are based on (FUL) full useful vehicle life (150,000 miles)
• New FTP Emission Limit Bins and fleet averages based on NMOG+NO x
• Measure emissions using the chassis dynamometer procedures of 40 CFR part 1066
2025
Model Year 2017 (a) 2018 2019 2020 2021 2022 2023 2024
and later
LDV/LDT1(b) .086 .079 .072 .065 .058 .051 .044 .037 .030
LDT2,3,4 and
.101 .092 .083 .074 .065 .056 .047 .038 .030
MDPV
(a) For LDVs and LDTs above 6000 lbs GVWR and MDPVs, the fleet average standards apply beginning in MY
2018.
(b) These standards apply for a 150,000mile useful life. Manufacturers can choose to certify some or all of their
LDVs and LDT1s to a useful life of 120,000 miles. If a vehicle model is certified to the shorter useful life, a
proportionally lower numerical fleet-average standard applies, calculated by multiplying the respective 150,000mile
standard by 0.85 and rounding to the nearest mg.
110
Tier 3 Phase-In for FTP PM Standards
The table below shows the phase in schedule for PM standards. Any vehicles not included for
demonstrating compliance with the Tier 3 PM phase-in requirement must comply with an FTP
emission standard for PM of 0.010 g/mile, and a composite SFTP emission standard for PM of
0.070 g/mile.
Tier 3 Phase-In for FTP PM Standards (g/mi)
2022 and
Model Year 2017 (a) 2018 2019 2020 2021
later
Phase-In (percent of U.S. sales) 20% (b) 20% 40% 70% 100% 100%
(a) For LDVs and LDTs above 6000 lbs GVWR and MDPVs, the FTP PM standards apply beginning in MY 2018.
(b) Manufacturers comply in MY 2017 with 20 percent of their LDV and LDT fleet under 6,000 lbs GVWR, or
alternatively with 10 percent of their total LDV, LDT, and MDPV fleet.
Phase-In (percent of U.S. sales) 20% 20% 40% 70% 100% 100% 100% 100%
Certification standard 0.010 0.010 0.006 0.006 0.006 0.006 0.006 0.006
In-use standard 0.010 0.010 0.010 0.010 0.010 0.010 0.010 0.006
111
Evaporative emissions standards include phase-in flexibilities, credit and allowance programs, and
more lead time and a hardship provision for small businesses and small volume manufacturers.
The EPA has adopted the CARB OBD regulations on evaporative emissions, effective for MY
2017, with only minor differences. Additionally, a new emission standard and test procedure
requiring that the cumulative equivalent diameter of any orifices or “leaks” not exceed 0.02 inches
anywhere in the fuel/evaporative system for light-duty vehicles, medium-duty passenger vehicles.
Tier 3 Running Loss Standard
Hydrocarbons for LDVs, LDTs and MDPVs measured on the running loss test must not exceed
0.05 grams per mile.
The emission standard for the sum of diurnal and hot soak measurements from the two-diurnal
test sequence and the three-diurnal test sequence is based on a fleet average in a given model
year. You must specify a FEL (family emission limit) for each evaporative family. The FEL serves
as the emission standard for the evaporative family with respect to all required diurnal and hot
soak testing.
Model year Minimum percentage of vehicles subject to the Tier 3 EVAP standards
2017 40
2018 60
2019 60
2020 80
2021 80
2022 100
The phase-in percentage for model year 2017 applies only for vehicles at or below 6,000 pounds
GVWR
112
Tier 3 Refueling Emission Standards
Refueling emissions must not exceed the following standards:
• For gasoline-fueled, diesel-fueled and methanol-fueled LDVs, LDTs and
MDPVs: 0.20 grams HC per gallon (0.053 grams per liter) of fuel dispensed.
• For liquefied petroleum gas-fueled LDVs, LDTs and MDPVs: 0.15 grams hydrocarbon per
gallon (0.04 grams per liter) of fuel dispensed.
113
US California Requirements
The Federal Clean Air Act (section 209) permits California to promulgate different emission
standards recognizing unique air quality problems in certain California areas. The California
standards must be as protective of the public health and welfare in the aggregate as the Federal
standards.
114
LEV II Evaporative Emission Standards
Evaporative Standard Running 3-Day Diurnal + Hot 2-Day Diurnal + Hot Soak
Loss Soak Test
Near-zero standard 0.05 a) 0.50 a) 0.65 a
Zero standard n/a 0.35 a) b) 0.35 a) b)
a) Useful life is 15 years or 150,000 miles, whichever occurs first.
b) Fuel evaporative emissions standard is 0.0 g/test
The following tables list the model years 2015-2025 FTP, SFTP, fleet average NMOG plus NOx
particulate and phase-in requirements for PCs, LDTs, and MDPVs at 150,000mile.
LEV III FTP Emission Standards for 2015 & subsequent Model Years
LEV III Exhaust Emission Standards for 2015 and Subsequent Passenger Cars, Light-Duty
Trucks and Medium-Duty Vehicles
Vehicle NMOG + NOx CO PM (1) HCHO
Vehicle Type Durability Emission
[miles]
Category [g/mi] [mg/mi]
LEV160 0.160 4.2 0.01 4
All PCs,
ULEV125 0.125 2.1 0.01 4
LDTs ≤ 8,500 lbs GVWR
ULEV70 0.070 1.7 0.01 4
and MDPVs
ULRV50 0.050 1.7 0.01 4
tested at their LVW SULEV30 0.030 1.0 0.01 4
SULEV20 0.020 1.0 0.01 4
LEV395 0.395 6.4 0.12 6
MDVs 8,501-10,000 lbs ULEV340 0.340 3.2 0.06 6
GVWR, excluding
ULEV250 0.250 2.6 0.06 6
MDPVs 150,000
ULEV200 0.200 2.6 0.06 6
SULEV170 0.170 1.5 0.06 6
tested at their ALVW
SULEV150 0.150 1.5 0.06 6
LEV630 0.630 7.3 0.12 6
MDVs ULEV570 0.570 3.7 0.06 6
10,001-14,000 lbs GVWR ULEV400 0.400 3.0 0.06 6
ULEV270 0.270 3.0 0.06 6
tested at their ALVW SULEV230 0.230 1.7 0.06 6
SULEV200 0.200 1.7 0.06 6
1) These PM standards apply only to vehicles not included in the phase-in for PCs, LDTs and MDPVs of the 3 mg/mi
PM standard (phase-in MY 2017-2021) and of the 1 mg/mi PM standard (phase-in starting in MY 2025).
For MDVs (excluding MDPVs) with 8,501-10,000 lbs. / 10,001-14,000 lbs. GVWR a PM standard of 8 / 10 mg/m is
phased-in starting in MY 2017.
115
LEV III FTP Fleet Average NMOG plus NO x
LEV III FTP Fleet Average NMOG plus NOx [g/mi]
Model Year
All PCs; LDT1 LDT2; MDPV
2015 0.100 0.119
2016 0.093 0.110
2017 0.086 0.101
2018 0.079 0.092
2019 0.072 0.083
2020 0.065 0.074
2021 0.058 0.065
2022 0.051 0.056
2023 0.044 0.047
2024 0.037 0.038
2025 0.030 0.030
LEV III Particulate Emission Standard Values and Phase-in for Passenger Cars, Light-
Duty Trucks, and Medium-Duty Passenger Vehicles
LEV III Particulate Standards for Medium-Duty Vehicles Other than Medium-Duty
Passenger Vehicles
Beginning in the 2017 model year, a manufacturer, except a small volume manufacturer, shall
certify a percentage of its medium-duty vehicle fleet to the following particulate standards. These
116
standards are the maximum particulate emissions allowed at full useful life. All vehicles certifying
to these particulate standards must certify to the LEV III exhaust emission standards set forth in
subsection (a)(1). This subsection (a)(2)(B)1 shall not apply to medium-duty passenger vehicles.
LEV III Particulate Emission Standard Values for Medium-Duty Vehicles, Other than
Medium-Duty Passenger Vehicles
Particulates
Vehicle Type1
(mg/mi)
117
LEV III Particulate Emission Standard Phase-in for Medium-Duty Vehicles, Other than
Medium-Duty Passenger Vehicles
2018 20
2019 40
2020 70
GVWR and MDPV test groups to the SULEV, option A, emission standards set forth in this table for the 2015
through 2020 model year, only if the vehicles in the test group are equipped with a particulate filter and the
manufacturer extends the particulate filter emission warranty mileage to 200,000 miles. Passenger cars and light-
duty trucks 0-6,000 lbs. GVWR are not eligible for this option.
Under Option 2, for each test group, manufacturers must calculate a sales-weighted fleet-average
composite emission values by weighting emission test results from the FTP, US06 and SC03 tests
in g/mi as shown by the following equation: SFTP Composite Emission Value = 0.28xUS06 +
0.37xSC03 + 0.35xFTP.
118
SFTP Standards Option 2 composite emission standard approach with a fleet-averaging
provision
SFTP Composite Emission Standard
Model Year 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
SFTP (NMOG + NOx) Sales-Weighted Fleet Average Composite Exhaust
All PCs, Emission Standard [g/mi]
LDTs 0-8,500 lbs
& MDPVs 8,501- 0.140 0.110 0.103 0.097 0.090 0.083 0.077 0.070 0.063 0.057 0.050
10,000 lbs GVWR
SFTP CO Composite Exhaust Emission Standard: 4.2 [g/mi]
The following values are the full useful life (NMOG+NOx) and CO composite emission limits for
2016 and subsequent model year medium-duty LEV III, ULEVs and SULEVs from 8,501 through
14,000 lbs GWVR.
119
Vehicles Certified to the LEV II Standards, the CO and NO x emissions at 50 °F (10 °C) shall not
exceed the applicable FTP exhaust emission standards.
Vehicles Certified to the LEV III Standards, the CO emissions at 50 °F (10 °C) shall not exceed
the applicable FTP exhaust emission standards.
50 °F Exhaust Emission Standards for LEV III Passenger Cars, Light-Duty Trucks, and
Medium-Duty Passenger Vehicles
CO-Standard at 20 °F
The following standards are the maximum 50,000mile cold temperature exhaust carbon monoxide
emission levels from new 2015 and subsequent model-year passenger cars, light-duty trucks, and
medium-duty passenger vehicles:
2015 + 20°F CARBON MONOXIDE EXHAUST EMISSIONS STANDARDS FOR PASSENGER
CARS, LIGHT-DUTY
TRUCKS, AND MEDIUM-DUTY VEHICLES
Vehicle Type Carbon Monoxide
All PCs, LDTs 0-3750 lbs. LVW 10.0
LDTs 3751 lbs. LVW - 8500 lbs. GVW; MDPVs 10,000 lbs. GVW and
12.5
less
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LEV III Evaporative Emission Standards
The LEV III evaporative emissions standards require all passenger cars, light-duty trucks, medium-
duty vehicles and heavy-duty vehicles that are gasoline-fueled, liquefied petroleum gas fueled and
alcohol-fueled, to comply with lower evaporative emission standards that are equivalent in
stringency to the optional LEV II zero-evaporative emission standards.
The following two options for complying with the zero-evaporative emission standards are
available:
Option 2 – Whole-vehicle HC evaporative emission standards with a fleet average option and
canister bleed test requirement
Whole-Vehicle HC Evaporative Emission Standards
Running Loss Highest Diurnal + Hot Soak Canister Bleed
[g/mi] [g/test] [g/test]
PC; LDT ≤ 6,000 lbs
GVWR and 0.300
0-3,750 lbs LVW
LDT ≤ 6,000 lbs GVWR
0.020
and 3,751-5,750 lbs 0.400
LVW 0.05
LDT 6,001-8,500 lbs
0.500
GVWR and MDPV
MDV 8,501-14,000 lbs
and HDV 0.600 0,030
> 14,000 lbs GVWR
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ZEV Mandate
General
The ZEV mandate was initiated in California and subsequently adopted by a number of other
states.
Basic Requirement
These ZEV regulations require manufacturers to place ZEV's equal to at least 11% of their
passenger car and LDT1 fleet, with the percentage increasing up to 14% in model year 2017.
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.
Total ZEV Minimum Enhanced
Model Years AT PZEVs PZEVs
%-Requirement ZEV floor TZEVs, Type 0, or NEVs
2012-2014 12 0.79 2.21 3.0 6.0
2015-2017 14 3.0 3.0 2.0 6.0
Requirements for Small Volume and Independent Low Volume Manufacturers (ILVM)
A small volume manufacturer (sales < 4,500 units sold in California) or an independent low volume
manufacturer is not required to meet the percentage ZEV requirements. However, a small volume
manufacturer or an independent low volume manufacturer may earn and market credits for the
ZEVs, TZEVs, ATPZEVs or PZEVs it produces and delivers for sale in California.
ZEV Provisions
ZEV definition: A ZEV is a vehicle producing zero exhaust emissions of any criteria pollutant (or
precursor pollutant) under any and all possible operational modes and conditions.
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Expected ZEV Range Fast Refueling Credits
Tier
Technology [miles] Capability 2012-2017
must be capable of replacing
Fuel Cell / 285 miles UDDS ZEV range 2012-2014: 7
Type V ≥ 300
Battery EV in 2015-2017: 9
≤15 minutes
must be capable of replacing
Fuel Cell /
Type IV ≥ 200 190 miles UDDS ZEV range 5
Battery EV
in ≤15 min
must be capable of replacing
Fuel Cell /
≥ 100 95 miles UDDS ZEV range in
Battery EV
Type III ≤ 10 min 4
Fuel Cell /
≥ 200 n/a
Battery EV
Type II Battery EV ≥ 100 n/a 3
Range-
Type IIx1) extended ≥ 100 n/a 3
Battery EV 1)
Type I.5 Battery EV ≥ 75, < 100 n/a 2.5
Range- n/a
≥ 75,
Type I.5x1) extended 2.5
< 100
Battery EV 1)
Type I Battery EV ≥ 50, < 75 n/a 2
Type 0 Battery EV < 50 n/a 1
NEV Battery EV no min. n/a 0.3
1) “Range Extended Battery Electric Vehicle” means a vehicle powered predominantly by a zero emission energy
storage device, able to drive the vehicle for more than 75 all-electric miles, and also equipped with a backup
auxiliary power unit (APU), which does not operate until the energy storage device is fully depleted, and meeting the
following requirements:
- meet all PZEV requirements
- meet the requirements for the Type G advanced componentry PZEV allowance
- the vehicle’s UDDS range after the APU first starts and enters “charge sustaining hybrid operation” must be less
than or equal to the vehicle’s UDDS all-electric test range prior to APU start. The vehicle’s APU cannot start under
any user-selectable driving mode unless the energy storage system used for traction power is fully depleted.
“Travel Provision”
ZEV vehicles, including Type I.5x and Type IIx vehicles and excluding NEV or Type 0 vehicles, if
placed in service in another ZEV state, may be counted towards compliance with the percentage
ZEV requirements in California during the indicated model years. Similarly, those vehicles certified
to the ZEV standards and placed in service in California may be counted towards compliance with
the percentage ZEV requirements in any ZEV state.
PZEV-Provisions
In order for a vehicle to receive a PZEV baseline allowance of 0.2, it must meet the following
requirements with a warranty period of 150,000 miles/15 years (traction battery: 10 years):
– SULEV Exhaust emissions standards
– Zero evaporative emission standards
– On-board diagnostic requirements
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AT-PZEV Provisions
In addition to the 0.2 PZEV baseline allowance, vehicles may receive the following additional AT
PZEV allowances:
The urban equivalent all-electric range (EAERu) and urban charge depletion actual range (Rcda)
shall be determined in accordance with HEV Test Procedures. The utility factor (UF) based on the
charge depletion actual range actual (Rcda) shall be determined according to SAE J2841.
A vehicle cannot generate more than 1.39 zero-emission VMT PZEV allowance.
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The following table indicates the ZEV credit requirements for 2018 & subsequent model years as
well as the maximum % that may be covered by transitional zero-emission vehicles (TZEVs):
2025 and
Model Year 2018 2019 2020 2021 2022 2023 2024
subsequent
Overall ZEV
4.5 7.0 9.5 12.0 14.5 17.0 19.5 22.0
Requirement
Min. ZEV 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0
Max. TZEV 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0
Credits for ZEVs are based on the ZEVs all-electric range (up to four credits per vehicle; no ZEV credit is available
for ZEVs with a UDDS range of less than 50 miles) using the following formula: ZEV credit = (0.01) * (UDDS range)
+ 0.5
TZEV Provisions
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OBD Legislation
General
On Board Diagnostic (OBD) systems must – over the full actual life of the vehicle, and without any
required scheduled maintenance – monitor the entire emission control system, including the fuel
and evaporative emission control system and must be able to detect and alert the driver of
emission-related malfunctions or deteriorations before they result in an increase of exhaust
emissions and before the test result obtained from the Federal Test Procedure exceeds the
applicable emission standard multiplied by specific factors.
California OBD II
California Air Resource Board (CARB) has authority to define and enforce OBD regulations
(Title13 California Code of Regulations (CCR), Sections 1968.2 and 1968.5). From these
regulations, the monitoring requirements for Gasoline and Diesel vehicles are shown in the
following in detail.
The basic requirement of these regulations is that the OBD system shall - before the end of an
ignition cycle - store confirmed fault codes that are currently causing the MIL to be illuminated in
NVRAM as permanent fault codes. A fault code must also be stored whenever the vehicle enters
a “limp-home” mode of operation that can affect emissions.
With these regulations, new elements have been introduced, such as a production vehicle
evaluation (PVE) and in-use performance monitoring ratios (IUMPR).
Concerning the latter, manufacturers must define monitoring conditions that ensure that the
monitor yields an in-use performance ratio that meets or exceeds the minimum acceptable in-use
monitor performance ratio on in-use vehicles shown in the following table:
Minimum acceptable in-use
Monitor
monitor performance ratio
Secondary air system and other cold start related monitors 0.260
Evaporative system monitors
• small leak check (0.020 inch) 0.260
• large leak check (0.040 inch) and purge flow check 0.520
Catalyst, oxygen sensor, EGR, VVT system and all other monitors of
Section 1968.2 (e) (gasoline engines) and (f) (Diesel engines) 0.336
described in the following
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California Monitoring Requirements for OBD II-Systems (Gasoline)
Excerpt of Section 1968.2, Title 13, CCR
The OBD II System shall monitor the system for proper heating:
Catalyst does not reach its designed heating temperature in a requisite time period after
engine starting.
The time may not exceed the time that causes tailpipe emissions to increase to:
Heated • For Low Emission Vehicle II applications, 1.75 times any of the applicable FTP full
Catalyst useful life standards.
(e) (2) • For Low Emission Vehicle III applications, any of the applicable LEV III OBD threshold
limits (defined in tables at the end of this section).
The manufacturer may submit alternative monitoring strategies to the Executive Officer for
requesting approval.
The OBD II system shall monitor misfire (in a specific cylinder or cylinder group) causing
catalyst damage or excess emissions.
Misfire causing tailpipe emission increase: If the percentage of misfire evaluated in 1000
Misfire revolution increments that would causes an emission increase of:
(e) (3) • For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful
life standards.
• For Low Emission Vehicle III applications, the thresholds are any of the applicable
threshold limits (defined in tables at the end of this section).
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The OBD II System shall verify purge flow from the evaporative system and shall monitor
the complete system including the tubing and connections between the purge valve and
the intake manifold, for vapor leaks to the atmosphere.
For 20 percent of 2019 model year vehicles, 50 percent of 2020 model year vehicles, and
100 percent of 2021 model year vehicles, must detect disconnections, broken lines,
blockages, or any other malfunctions that prevent purge flow delivery to the engine (e.g.,
detect a disconnection or blockage of any portion of the purge lines prior to purge flow
delivery to the engine).
The OBD II System shall monitor of the secondary air delivery system including all
switching valves for proper functioning.
For MY 2006 and beyond: The OBD II system shall detect under “normal operation” (i.e.
operation w/o phases when system is intrusively turned on solely for the purpose of
Secondary Air
monitoring).
System
(e) (5)
Fault detection when malfunction would cause an emissions increase of:
• For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full useful
life standards.
• For Low Emission Vehicle III applications, the thresholds are any of the applicable
threshold limits (defined in tables at the end of this section).
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The OBD II System shall monitor the ability of the fuel system to provide compliance with
emission standards. Fault detection when:
• The fuel delivery system is unable to maintain a vehicle’s tailpipe emissions at 1.5
times the standard (see below for additional OBD threshold information).
• If so equipped, the feed-back control based on a secondary oxygen or exhaust
gas sensor is unable to maintain a vehicle’s tailpipe emissions at or <1.5 times
standard or for Low Emission Vehicle III applications, any of the applicable
emission (defined in tables at the end of this section).
• An air-flow imbalance occurs in one or more cylinders, such that the fuel delivery
system is unable to maintain a vehicle’s tailpipe emissions.
• When the adaptive feedback control (if employed) has used up all of the
adjustment allowed by the manufacturer.
• Whenever the fuel control system fails to enter closed-loop operation within the
specified time interval.
Fuel Delivery
For Low Emission Vehicle III applications:
System
(e) (6) • For LEV160 vehicles, ULEV125 vehicles, and medium-duty vehicles (except MDPVs)
certified to a chassis dynamometer tailpipe emission standard:
• For 2014 model year vehicles, 3.0 times any of the applicable FTP NMOG+NO x
or CO standards.
• For 2015 and subsequent model vehicles, any of the applicable emission
thresholds (defined in tables at the end of this section).
• For ULEV70 and ULEV50 vehicles:
• For 2014 through 2018 model year vehicles, 3.0 times any of the applicable FTP
NMOG+NOx or CO standards.
• For 2019 and subsequent model year vehicles, any of the applicable emission
thresholds (defined in tables at the end of this section).
• For SULEV30 and SULEV20 vehicles:
• For 2014 through 2018 model year vehicles, 4.0 times any of the applicable FTP
NMOG+NOx or CO standards.
• For 2019 and subsequent model year vehicles, any of the applicable emission
thresholds (defined in tables at the end of this section).
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The OBD II System shall monitor any parameter which can affect emissions of all O2 -
sensors (conventional switching sensors and wide range or universal sensors) for
malfunction. The manufacturer shall submit a monitoring plan for approval.
Primary sensors:
• Before any failure or deterioration of the O2- sensor voltage, response rate, amplitude
or other characteristics cause emissions to increase (defined below). For response
rate, the OBD II system shall detect symmetric and asymmetric malfunctions. For
2012 and subsequent MY vehicles the manufacturer shall submit data and/or
engineering analysis to demonstrate that the calibration method used ensures proper
detection of all symmetric and asymmetric response rate malfunctions as part of the
certification application.
o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP
full useful life standards.
o For Low Emission Vehicle III applications, the thresholds are any of the
applicable threshold limits (defined in tables at the end of this section).
• If a malfunction of the oxygen sensor occurs either due to a lack of circuit continuity
or out of range values
• When a sensor failure or deterioration causes the fuel system to stop using the sensor
as a feedback input or causes the fuel system to fail to enter closed-loop operation
within a manufacturer-specified time interval.
• When any of the characteristics of the sensor are no longer sufficient for use as an
OBD II system monitoring device.
Exhaust Gas
Sensor
Secondary sensor:
(e) (7)
• Before any failure or deterioration of the O2 sensor voltage, response rate, amplitude
or other characteristics cause emissions to increase (defined below). For response
rate, the OBD II system shall detect symmetric and asymmetric malfunctions. For
2012 and subsequent MY vehicles the manufacturer shall submit data and/or
engineering analysis to demonstrate that the calibration method used ensures proper
detection of all symmetric and asymmetric response rate malfunctions as part of the
certification application.
o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP
full useful life standards.
o For Low Emission Vehicle III applications, the thresholds are any of the
applicable threshold limits (defined in tables at the end of this section).
• If a malfunction of the oxygen sensor occurs either due to a lack of circuit continuity
or out of range values
• When a sensor failure or deterioration causes the fuel system to stop using the sensor
as a feedback input or causes the fuel system to fail to enter closed-loop operation
within a manufacturer-specified time interval.
• When the oxygen sensor output voltage, amplitude, activity, or other characteristics
are no longer sufficient for use as an OBD II system monitoring device (e.g. for catalyst
monitoring).
Sensor Heaters:
• When the current or voltage drop in the heater circuit is no longer within the
manufacturer’ specified limits for normal operation
• When open or short circuits conflict with the commanded state of the heater.
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The OBD II System shall monitor the EGR system for:
• Low and high flow rate malfunctions. Fault detection: before an increase or decrease
from the manufacturer’s specified EGR flow rate causes emissions to increase
(defined below).
o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP full
useful life standards.
o For Low Emission Vehicle III applications, the thresholds are any of the applicable
threshold limits (defined in tables at the end of this section).
• If no failure or deterioration of the EGR system that causes a decrease in flow could
EGR-System
result in a vehicle’s emissions exceeding the emissions thresholds, the OBD II system
(e) (8)
shall detect a malfunction when either the EGR system has reached its control limits
o For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and
beyond, detect a malfunction when either the EGR system has reached its
control limits such that it cannot reduce EGR flow to achieve the commanded
flow rate or, for non-feedback controlled EGR systems, the EGR system has
maximum detectable EGR flow when little or no EGR flow is expected. May
request exemption by submitting data and/or engineering evaluation that
demonstrate that (1) the failure or deterioration cannot be detected during off-
idle conditions, and (2) the failure or deterioration causes the vehicle to
immediately stall during idle conditions.
The OBD II System shall monitor the PCV system on all MY 2004 and subsequent MY
vehicles for system integrity.
• Fault detection when a disconnection of the system occurs between the crankcase
and the PCV valve, or between the PCV valve and the intake manifold. (The latter
does not apply if the disconnection causes the vehicle to stall immediately during idle,
or is unlikely to occur due to machined passages rather than tubing or hoses).
• For forced induction engines with PCV systems utilizing hoses, tubes or lines between
the crankcase and fresh air intake system that are intended to evacuate the crankcase
under boosted operation and/or supply fresh air to the crankcase, may request
approval to be exempt from monitoring this hose, tube, or line by submitted data
and/or an engineering evaluation which demonstrate that boosted operation does not
PCV-System occur on the US06 cycle.
(e) (9)
• For 20 percent of 2023 model year vehicles, 50 percent of 2024 model year vehicles,
and 100 percent of 2025 model year vehicles, the following criteria apply for PCV
system monitoring:
o Any hose, tube, or line that transports crankcase vapors contains a
disconnection or break equal to or greater than the smallest internal cross-
sectional area of that hose, tube, or line.
o Not required to detect disconnections or breaks if disconnection or break
(1) causes the vehicle to stall immediately during idle operation; or (2) is
unlikely to occur due to a PCV system design that is integral to the induction
system (e.g., machined passages rather than tubing or hoses); (3) results
in a rapid loss of oil or other overt indication of a PCV system malfunction;
or (4) occurs downstream of where the crankcase vapors are delivered to
the air intake system.
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The OBD II System shall monitor the engine cooling system for proper operation of
thermostat/circuit continuity, out-of-range values and rationality faults of ECT-sensor.
Thermostat:
Coolant temperature does not reach either:
• Highest temperature required to enable other diagnostics
• Warmed-up temperature within 20 F of the manufacturer’s nominal thermostat
regulating temperature
ECT sensor:
• Lack of circuit continuity, out-of-range values and rationality faults
• ECT sensor does not achieve stabilized minimum temperature needed for the
fuel control system to begin closed-loop operation
• ECT sensor inappropriately indicates a temperature that is “stuck in range” either
Engine Cooling below the highest minimum or above the lowest maximum enable temperature
System for other OBD monitors.
(e) (10)
For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent
model year vehicles, “closed-loop operation” as specified above, above shall mean
stoichiometric closed-loop operation across the engine loads observed on the FTP cycle.
For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent
model year gasoline vehicles, the OBD II system shall detect a thermostat fault if, after
the coolant temperature has reached the temperatures indicated above, the coolant
temperature drops below the temperature (continuous monitoring).
For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent
model year vehicles that use an engine and/or engine component temperature sensor
or system in addition to the cooling system and ECT sensor (including systems that use
more than one thermostat or flow control device to regulate different temperatures in
different cooling circuits and use input from at least two temperature sensors in separate
cooling circuits for an indication of engine operating temperatures for emission control
purposes), the manufacturer shall submit a monitoring plan for approval.
The OBD II system shall monitor the system for proper function of the commanded
elements all MY 2009 and subsequent MY applications. Fault detection:
Before any failure or deterioration of the individual components associated with the cold
start emission reduction strategy causes tailpipe emissions increase (defined below).
Cold Start
For 2012 and subsequent MY vehicles a malfunction shall be detected if either of the
Emission
following occurs:
Reduction
• When any single commanded element does not properly respond to the commanded
Strategy
action while the cold start strategy is active.
(e) (11)
• Any failure or deterioration of the cold start emission reduction strategy that would
cause a vehicle’s tailpipe emission increase (defined below).
o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP
full useful life standards.
o For Low Emission Vehicle III applications, the thresholds are any of the
applicable threshold limits (defined in tables at the end of this section).
The OBD II System shall monitor all A/C parts related to the diagnostic strategy of any
Air
monitored system.
Conditioning
System
If equipped with an engine control strategy that alters off-idle fuel and/or spark control
(e) (12)
when the A/C system is on, the OBD II system shall monitor all electronic A/C system
133
components for malfunction that cause the system to fail to invoke the alternate control
while A/C is on or causes the system to invoke the alternate control while A/C is off.
• For malfunctions that result in the alternate control failing to be invoked while the A/C
system is on, the appropriate emission standards shall be the SC03 emission
standards.
o For non-Low Emission Vehicle III applications, the OBD II system shall detect
a malfunction that causes a vehicle’s emissions to exceed 1.5 times any of
the appropriate applicable emissions standards.
o For Low Emission Vehicle III applications, the OBD II system shall detect a
malfunction that causes a vehicle’s emissions to exceed any of the applicable
emission thresholds (defined in tables at the end of this section).
o
Malfunction to be detected prior to any failure or deterioration in the capability of the VVT
system to achieve commanded valve timing and/or control.
• Target error: within a crank angle or lift tolerance that would cause a vehicle’s
Variable Valve
emissions to exceed tailpipe emission standards (defined below).
Timing and/or
Control System • Slow Response: within a time that would cause a vehicle’s emissions to exceed
(e) (13) tailpipe emission standards (defined below).
o For Low Emission Vehicle II applications, 1.5 times any of the applicable FTP
full useful life standards.
o For Low Emission Vehicle III applications, the thresholds are any of the
applicable threshold limits (defined in tables at the end of this section).
The OBD II System shall monitor the system for malfunctions that reduce the O3-
reduction performance.
The OBD II system shall monitor the system for malfunction of any electronic powertrain
component/system providing input to or receiving commands from the on-board
computer.
Input components: Lack of circuit continuity, out-of-range values, and rationality faults.
Comprehensive
Additional special criteria apply to crankshaft and cam shaft position sensor & alignment
Component
Output components: When proper functional response of the component and system to
Monitoring
computer commands does not occur. Additional special criteria apply to idle speed
(e) (15)
control system monitoring.
The OBD system shall monitor for malfunction any electronic powertrain
component/system that either provides input to (directly or indirectly) or receives
commands from an on-board computer or smart device, and:
• Can affect emissions, or
134
• Used as part of the diagnostic strategy for any other monitored system or
component.
• Each input to or output from a smart device that meets criterion above shall be
monitored. Further detection or pinpointing of faults internal to the smart device is
not required.
Hybrids: Approval of monitoring plan needed which at minimum must include all energy
input devices to the electrical propulsion system, battery and charging system
performance, electric motor performance and regenerative braking performance.
The OBD II system shall monitor an electronic powertrain component or system if any
condition (e.g., deterioration, failure) of the component or the system could cause:
• Vehicle emissions to exceed any applicable standard, or
• An increase in vehicle emissions greater than 15 percent of the standard on the
following test cycles: FTP test, 50°F FTP, HWFET, SC03, US06 cycle, Unified
cycle. The emissions impact of the failure shall be determined by taking the mean
of three or more emission measurements on a vehicle aged to represent full
useful life with the component or system malfunctioning compared to the same
testing without a malfunction present.
135
California Monitoring Requirements for OBD II Systems (Diesel)
OBD Monitoring Requirements & Criteria for Fault Detection, Fault Storage
Monitors
NMHC The OBD II System shall monitor the system for proper conversion capability of the
Catalyst NMHC-catalyst.
(f) (1)
• Fault detection:
o For Low Emission Vehicle II applications, 1.75 times NMHC of the applicable
FTP full useful life standards.
o For Low Emission Vehicle III applications, the thresholds are any of the
applicable threshold limits (defined in tables at the end of this section).
The OBD II System shall monitor the system for proper operation of the after-treatment
assistance functions. Fault detection:
• Catalyst used to generate an exotherm to assist PM-filter regeneration:
o when the catalyst does not provide sufficient exotherm to achieve PM-filter
regeneration
• For 2015 catalyst used to generate a feedgas constituency to assist an SCR system
(e.g. to increase NO2 upstream the SCR):
o When the catalyst is unable to generate the necessary feedgas constituency.
o This monitor will not be required if both of the following criteria are satisfied:
▪ No malfunction can cause emissions increase of5 percent or more for
SULEV30 and SULEV20 vehicles, 20 percent or more for ULEV70 and
ULEV50 vehicles, and 15 percent or more for all other vehicles
▪ No malfunction of the catalyst’s feedgas generation ability can cause
emissions to exceed the applicable full useful life NMHC, NOx (or
NMOG+NOx, if applicable), CO, or PM standard as measured from an
applicable emission test cycle.
• Catalyst located downstream of a PM-filter and used to convert NMHC during PM-
filter regeneration:
o No detectable amount of NMHC conversion capability.
• Catalyst located downstream of an SCR system, and used to prevent ammonia slip:
o No detectable amount of NMHC, CO, NOx or PM conversion capability.
The OBD II System shall monitor the system for proper conversion capability of the NOx
converting catalyst.
The OBD II system shall detect a misfire malfunction when one or more cylinders are
continuously misfiring.
• If more than one cylinder is misfiring, a separate fault code shall be stored indicating
that multiple cylinders are misfiring.
o Not required to identify each of the misfiring cylinders individually through
separate fault codes.
• The OBD II system shall detect a misfire malfunction when the percentage of misfire
is equal to or exceeds five percent.
• The manufacturers shall evaluate the percentage of misfire in 1000 revolution
increments.
• For passenger cars, light-duty trucks, and MDPVs certified to a chassis
dynamometer tailpipe emission standard, the OBD II system shall continuously
monitor for misfire under the following conditions:
o Under positive torque conditions up to75 percent of peak torque with
engine speed up to 75 percent of the maximum engine speed, for 2010
through 2021 model year vehicles and 2022 and subsequent model year
vehicles that are not included in the phase-in.
o Under all positive torque engine speed conditions, for 20 percent of 2022
model year, 50 percent of 2023 model year, and 100 percent of 2024 model
year vehicles, under all positive torque engine speed conditions.
• For medium-duty vehicles (including MDPVs) certified to an engine dynamometer
Misfire tailpipe emission standard, the OBD II system shall continuously monitor for misfire
(f) (3) under the following conditions:
o Under positive torque conditions up to 75 percent of peak torque with engine
speed up to 75 percent of the maximum engine speed, for 2010 through 2018
model year vehicles and 2019 and subsequent model year vehicles that are
not included in the phase-in.
o Under all positive torque engine speed conditions except within the following
range: the engine operating region bound by the positive torque line, for 20
percent of 2019 model year, 50 percent of 2020 model year, and 100 percent
of 2021 model year medium-duty vehicles
Applies to:
• All combustion sensor or combustion quality sensor-equipped 2010 through 2015
model year medium-duty vehicles
• All combustion sensor or combustion quality sensor-equipped 2010 and subsequent
model year passenger cars, light-duty trucks, and MDPVs certified to a chassis
dynamometer tailpipe emission standard
• Passenger cars and light-duty trucks, and MDPVs certified to a chassis dynamometer
tailpipe emission standard):
o 20% of 2019 model year, 50% of 2020 model year, and 100% of 2021 model
year passenger cars and light-duty trucks, and MDPVs certified to a chassis
dynamometer tailpipe emission standard.
• Medium-duty diesel vehicles except MDPVs certified to a chassis dynamometer
tailpipe emission standard)
o 20% of 2016 model year, 50% of 2017 model year, and 100% of 2018 model
year medium-duty vehicles.
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The OBD II system shall monitor the system to determine its ability to comply with
emission standards.
Feedback control:
• Malfunction to be detected if the system fails to begin feedback as specified by the
manufacturer, and if a failure causes open loop or default operation, and if the
feedback control has used up all of the adjustment allowed by the manufacturer and
cannot achieve the feedback target.
The OBD II system shall monitor all exhaust gas sensors used for emission control
system feedback, SCR control/feedback, NOx adsorber control/feedback, or as a
monitoring device for proper output signal, activity response rate and any other
parameter that can affect emissions. Fault detection:
Feedback Faults:
Malfunction of the sensor to be detected when a sensor failure or deterioration causes
the emission control system to stop using the sensor as a feedback input.
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For sensors downstream of the exhaust aftertreatment:
Sensor Performance Faults:
• Prior to any failure or deterioration of these components / characteristics that would
cause a vehicle’s emissions to exceed:
o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC,
CO, or 1.75 times the applicable NOx standards or 2.0 times the applicable
FTP PM standard for 2013 and subsequent model year vehicles.
o For Low Emission Vehicle III applications, any of the applicable NMOG+NOx,
CO, or PM emission thresholds (defined in tables at the end of this section).
Circuit Faults:
• The OBD II system shall detect a malfunctions of the sensor caused by either a lack
of circuit continuity or out-of-range values.
Monitoring capability: To the extent feasible, the OBD II system shall detect a malfunction
of the sensor when the sensor output voltage, resistance, impedance, current, amplitude,
activity, offset, or other characteristics are no longer sufficient for use as an OBD II
system monitoring device.
Sensor Heaters:
Malfunction of the heater performance to be detected when the current or voltage drop
in the heater circuit is no longer within the manufacturer’s specified limits for normal
operation or when open or short circuits are detected that conflict with the commanded
state of the heater.
Circuit Faults:
• The OBD II system shall detect a malfunctions of the sensor caused by either a lack
of circuit continuity or out-of-range values.
Monitoring capability: To the extent feasible, the OBD II system shall detect a malfunction
of the sensor when the sensor output voltage, resistance, impedance, current, amplitude,
activity, offset, or other characteristics are no longer sufficient for use as an OBD II
system monitoring device.
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The OBD II system shall monitor the EGR system for low flow rate, high flow rate and slow
response malfunctions. An EGR cooler shall be monitored for insufficient cooling
malfunction.
Slow Response
• Malfunction shall be detected at or prior to any failure or deterioration in the capability
of the EGR system to achieve the commanded flow rate within a manufacturer-
specified time that would cause a vehicle’s tailpipe emissions to exceed:
o For Low Emission Vehicle II applications,1.5 times the applicable FTP NMHC,
CO, or 1.75 times the applicable NOx standards or 2.0 times the applicable
FTP PM standard for 2013 and subsequent model year vehicles.
o For Low Emission Vehicle III applications, any of the applicable NMOG+NOx,
EGR System
CO, or PM emission thresholds (defined in tables at the end of this section).
(f) (6)
EGR catalyst:
• No detectable amount of constituent oxidation; monitor not required upon proof that
there is no measurable emission impact on the criteria pollutants.
Feedback Control:
• Vehicles equipped with feedback or feed-forward control of the EGR system, the OBD
II system shall detect a malfunction:
o If the system fails to begin control within a manufacturer specified time interval;
o If a failure or deterioration causes open loop or default operation; or
o If the control system has used up all of the adjustment allowed by the
manufacturer or reached its maximum authority and cannot achieve the target.
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For 2010 and subsequent MY vehicles the OBD II system shall monitor the boost pressure
control system for under and over boost malfunctions. VTG systems shall be monitored
for slow response and charge air cooler systems shall be monitored for cooling system
performance malfunctions.
Overboost/Underboost:
• The OBDII system shall detect a malfunction of the boost pressure control system at
or prior to a decrease from the manufacturer’s commanded boost pressure that would
cause a vehicle’s NMHC, CO, NOX and PM tailpipe emissions to exceed OBD
threshold limits (defined below).
Slow response:
• Malfunction to be detected at or prior to any failure or deterioration in the capability of
the system to achieve the commanded turbocharger geometry within a manufacturer-
specified time that would cause a vehicle’s NMHC, CO, NOx and PM emissions to
exceed OBD threshold limits (defined below).
141
The OBD II System shall monitor the system for proper performance of the NOx adsorber
and of an active injection system and related sensors and monitors.
NOx adsorber capability:
• Malfunction to be detected when the NOx adsorber capability decrease to the point
that would cause a vehicle’s NOx or NMHC tailpipe emissions to exceed tailpipe
emission standards 1.75 times.
Active/intrusive injection:
• For systems that utilize active/intrusive injection (e.g.in-cylinder post fuel injection, in-
exhaust air-assisted fuel injection) to achieve desorption of the NOx adsorber, the
OBD II system shall detect a malfunction if any failure or deterioration of the injection
system’s ability to properly regulate injection causes the system to be unable to
achieve desorption of the NOx adsorber.
The OBD II System shall monitor the system for proper performance of the PM filter.
Filtering performance:
• Malfunction to be detected prior to a decrease in the filtering capability that would
cause a vehicle>’s PM emissions to exceed tailpipe emission standards 1.75 times
Frequent regeneration:
PM Filter • For 2010 and subsequent MY vehicles the OBD II system shall detect a malfunction
(f) (9) when PM filter regeneration occurs more frequently than the manufacturer-specified
regeneration frequency such that it would cause a vehicle’s emissions to exceed its
tailpipe emission standards 1.5 times for NMHC, CO, or NOx.
• Malfunction criteria postponed from 2010 to 2015 model year (PVs, LDTs and MDPVs
certified on a chassis dynamometer) and from 2013 to 2015 for MDVs certified on an
engine dynamometer.
Incomplete regeneration:
• For 2010 and subsequent MY vehicles the OBD II system shall detect a regeneration
malfunction when the PM filter does not properly regenerate under manufacturer-
defined conditions where regeneration is designed to occur.
Catalyzed PM filter
NMHC conversion:
142
• For 2015 and subsequent MY vehicles the OBD II system shall detect a malfunction
when the NMHC conversion capability decreases to the point that NMHC tailpipe
emissions exceed the limits mentioned under frequent regeneration.
o If no failure or deterioration of the NMHC conversion capability could result in
a vehicle’s emissions exceeding the emission levels, OBD II system shall
detect a malfunction when the system has no detectable amount of NMHC
conversion capability.
OBD threshold limits:
• For Low Emission Vehicle II applications,1.75 times the applicable FTP NMHC.
• For Low Emission Vehicle III applications, any of the applicable NMOG+NOx, CO, or
PM emission thresholds (defined in tables at the end of this section).
• This monitor will not be required, if both of the following criteria are satisfied: No
malfunction of the considered capability/functionality can cause emissions
o Increase by 15% or more of the applicable full useful life standard as
measured from an applicable emission test cycle, and
o Exceed above referred standard
Feedgas generation:
For 2016 and subsequent MY vehicles similar monitoring as for the feedgas monitor of
the NMHC catalyst applies
Missing substrate:
• The OBD II system shall detect a malfunction if either the PM filter substrate is
completely destroyed, removed or missing, or if the PM filter assembly is replaced
with a muffler or a straight pipe.
Active/intrusive injection:
For systems that utilize active/intrusive injection (e.g.in-cylinder post fuel injection, in-
exhaust air-assisted fuel injection) to achieve regeneration of the PM filter, the OBD II
system shall detect a malfunction if any failure or deterioration of the injection system’s
ability to properly regulate injection causes the system to be unable to achieve
regeneration of the PM filter.
Feedback Control:
• Vehicles equipped with feedback or feed-forward control of the boost pressure system
(e.g., control of VGT position, turbine speed, manifold pressure), the OBD II system
shall detect a malfunction:
o If the system fails to begin control within a manufacturer specified time
interval;
o If a failure or deterioration causes open loop or default operation; or
o If the control system has used up all of the adjustment allowed by the
manufacturer or reached its maximum authority and cannot achieve the target.
For all 2004 through 2024 model year vehicles, the following criteria apply for CV system
monitoring:
• The OBD II system shall detect a malfunction of the CV system when a disconnection
of the system occurs between the crankcase and the CV valve, or between the CV
Crankcase valve and the intake ducting.
Ventilation
• Monitoring is not required if:
(f) (10)
o Disconnection in the system results in a rapid loss of oil or other overt
indication of a CV system malfunction.
o Disconnection cannot be made without first disconnecting a monitored
portion of the system.
o Subject to Executive Officer approval, system designs that utilize tubing
between the valve and the crankcase.
143
o Disconnections unlikely to occur due to a CV system design that is integral
to the induction system or to the engine (e.g., internal machined passages
rather than tubing or hoses).
For all 2025 and subsequent model year vehicles, the following criteria apply for CV
system monitoring:
• Detect a CV system malfunction of any hose, tube, or line that transports
crankcase vapors when the system contains a disconnection or break equal to or
greater than the smallest internal cross-sectional area of that hose, tube, or line.
o Manufacturers are not required to detect disconnections or breaks of any
CV system hose, tube, or line if said disconnection or break:
▪ Causes the vehicle to stall immediately during idle operation; or
▪ Is unlikely to occur due to a CV system design that is integral to the
induction system (e.g., machined passages rather than tubing or
hoses);
▪ Results in a rapid loss of oil or other overt indication of a CV system
malfunction such that the vehicle operator is certain to respond and
have the vehicle repaired; or
▪ Occurs downstream of where the crankcase vapors are delivered
to the air intake system.
The OBD II System shall monitor the engine cooling system for proper operation.
For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent
model year vehicles that use an engine and/or engine component temperature sensor or
system in addition to the cooling system and ECT sensor (including systems that use
more than one thermostat or flow control device to regulate different temperatures in
different cooling circuits and use input from at least two temperature sensors in separate
cooling circuits for an indication of engine operating temperatures for emission control
purposes), the manufacturer shall submit a monitoring plan for approval.
144
For all MY 2010 and subsequent MY vehicles and subsequent MY vehicles the OBD II
system shall monitor the commanded elements for proper function while the control
strategy is active to ensure proper operation of the control strategy.
Cold Start
Malfunction shall be detected if either of the following occurs:
Emission
Reduction • When any single commanded element does not properly respond to the commanded
Strategy action while the cold start strategy is active.
(f) (12) • Any failure or deterioration of the cold start emission reduction control strategy that
would cause a vehicle to exceed:
o Tailpipe emission standards 1.5 times the applicable FTP NMHC, CO, or NOx
standards or 2.0 times the applicable FTP PM standard for 2013 and
subsequent model year vehicles.
o For Low Emission Vehicle III applications, any of the applicable NMOG+NOx,
CO, or PM emission thresholds (defined in tables at the end of this section).
OBD II system shall monitor the VVT system on vehicles so-equipped for target error
and slow response malfunctions.
Detected prior to any failure or deterioration in the capability of the VVT system to
achieve commanded valve timing and/or control within a crank angle or lift tolerance.
Target error: within a crank angle or lift tolerance that would cause a vehicle’s
emissions to exceed:
Variable Valve o 1.5 times the applicable FTP NMHC, CO, or NOx standards or 2.0 times the
Timing and/or applicable FTP PM standard for 2013 and subsequent model year vehicles.
Control System o For Low Emission Vehicle III applications, any of the applicable
(f) (13) NMOG+NOx, CO, or PM emission thresholds (defined in tables at the end
of this section).
• Slow Response: within a time that would cause a vehicle’s emissions to exceed:
o 1.5 times the applicable FTP NMHC, CO, or NOx standards or 2.0 times the
applicable FTP PM standard for 2013 and subsequent model year vehicles.
o For Low Emission Vehicle III applications, any of the applicable
NMOG+NOx, CO, or PM emission thresholds (defined in tables at the end
of this section).
Air Conditioning
System The OBD II System shall monitor all A/C parts related to the diagnostic strategy of any
(f) (14) monitored system.
The OBD II system shall monitor all electronic A/C system components for malfunction
that cause the system to fail to invoke the alternate control while A/C is on or causes
the system to invoke the alternate control while A/C is off.
• For malfunctions that result in the alternate control failing to be invoked while the
A/C system is on, the appropriate emission standards shall be the SC03 emission
standards.
o For non-Low Emission Vehicle III applications, the OBD II system shall
detect a malfunction that causes a vehicle’s emissions to exceed 1.5 times
any of the appropriate applicable emissions standards.
For Low Emission Vehicle III applications, the OBD II system shall detect a malfunction
that causes a vehicle’s emissions to exceed any of the applicable emission thresholds
(defined in tables at the end of this section).
145
The OBD II system shall monitor the system for malfunction of any electronic
powertrain component/system providing input to or receiving commands from the on-
board computer.
Input components: Lack of circuit continuity, out-of-range values, and rationality faults.
Additional special criteria apply to crankshaft and cam shaft position sensor &
alignment
Output components: When proper functional response of the component and system
to computer commands does not occur. Additional special criteria apply to idle speed
control system, glow plug/intake air heaters, and wait-to-start lamp circuit monitoring.
Fuel system tolerance compensation shall be monitored from MY 2015 to ensure the
proper compensation is being used.
Hybrids: Approval of monitoring plan needed which at minimum must include all energy
input devices to the electrical propulsion system, battery and charging system
Comprehensive performance, electric motor performance and regenerative braking performance.
Component
Monitoring For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent
(f) (15) model year diesel vehicles:
• Monitor for malfunction any electronic powertrain component/system not otherwise
described. that either provides input to (directly or indirectly) or receives commands
from an on-board computer or smart device, and:
• Can affect emissions as determined by the criteria in section
• Used as part of the diagnostic strategy for any other monitored system or
component, or
• Used as part of an inducement strategy The OBD II system shall monitor an
electronic powertrain component or system if any condition (e.g., deterioration,
failure) of the component or the system could cause:
• Vehicle emissions to exceed any applicable standard, or
• An increase in vehicle emissions greater than 15 percent of the standard on the
following test cycles: FTP test, 50°F FTP, HWFET, SC03, US06 cycle, Unified
cycle. The emissions impact of the failure shall be determined by taking the
mean of three or more emission measurements on a vehicle aged to represent
full useful life with the component or system malfunctioning compared to the
same testing without a malfunction present.
146
California LEV III OBD threshold limits for Gasoline Vehicles
LEV III Thresholds for Gasoline
Monitor Thresholds Catalyst Monitor
Exhaust Standards
(except catalyst monitor) Threshold
LEV160
1.50 1.75
Passenger Cars, ULEV125
1.50
Light-Duty Trucks, ULEV70 4
2.00 N/A 17.50 1 2.00 4
and Chassis ULEV50
Certified MDPVs SULEV30
2.50 2.50 2.50
SULEV20 5
147
California LEV III OBD threshold limits for Diesel Vehicles
LEV III Thresholds for Diesel
Monitor Thresholds Aftertreatment DPF Filtering Performance
Exhaust Standards 1
Monitor Thresholds 2 Monitor Threshold
NMO PM
Vehicle CO NMOG CO NMOG CO
Vehicle G+ PM PM PM THD
Emission Mul + NOx Mult. + NOx Mult.
Type NOx Mult. 3 Mult. Mult. (mg/m
Category t. Mult. Mult.3 3
Mult. i)
Passenger LEV160
Cars, 1.50 1.75 1.50
ULEV125 1.5
Light-Duty 1.50 1.50
Trucks, ULEV70 0 2.00
2.00 6 2.00 2.00 2.00 N/A 17.50
ULEV50 3
and
Chassis SULEV30 2.5
Certified 2.50 2.50 2.50 2.50 2.50
SULEV20 7 0
2016MY- All MDV
2018MY Emission
Chassis Categories
1.5 17.50 17.50
Certified 1.50 2.00 1.75 N/A N/A N/A N/A 4 5
0
MDVs
(except
MDPVs)
2019+MY All MDV
1.50 1.50
Chassis Emission 4 4
Certified Categories 1.5 17.50
1.50 or 1.75 1.50 or 1.50 1.50 1.50 4 5
MDVs 0
2.00 2.00
(except 5 5
MDPVs)
1. Applies to (f)(3.2.5), (f)(4)-(f)(7), (f)(9.2.2), (f)(12)-(f)(13)
2. Applies to (f)(1)-(f)(2), (f)(8), and (f)(9.2.4)(A)
3. Applies to 2019+MY LEV III Vehicles
4. Applies to vehicles not included in the phase-in of the PM standards set forth in title 13, CCR section
1961.2(a)(2)(B)2
5. Applies to vehicles included in the phase-in of the PM standards set forth in title 13, CCR section 1961.2(a)(2)(B)2
6. Have an interim in-use threshold of 2.50 the first three years a ULEV50 or ULEV70 is certified through 2019MY.
7. SULEV20 vehicles may use a 3.25 NMOG + NOx threshold for the first 3 years a vehicle is certified, but no later
than the 2025MY.
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.
148
Federal – CAFE & Greenhouse Gas Requirements
CAFE Requirements for 2011 and earlier Model Years
Passenger Cars
A CAFE standard of 27.5 mpg was in place through MY 2010.
Light Trucks
The CAFE standard for Light Trucks increased from 20.7 mpg in MY 2004 to 22.2 mpg in the MY
2007.
For the 2008 through 2011, NHTSA has promulgated new CAFE standards under a reformed
system.
Reformed Standards
The reformed fuel economy standards are based on a vehicle attribute referred to as “footprint”,
i.e. the product of multiplying a vehicle’s wheelbase by its track width. A target level of fuel
economy is established for each increment in footprint. Smaller footprint vehicles have higher
targets and larger ones have lower targets. The fuel economy target level for each individual
manufacturer in each particular model year is calculated as the harmonic average of the fuel
economy targets for the manufacturer's vehicles, weighted by the distribution of the production
volumes among the footprint increments.
These standards applied to Light Duty Trucks MYs 2008-2011 and Passenger Cars MY 2011.
The required fuel economy level is defined according to the following formula:
𝑁
𝑅𝑒𝑞𝑢𝑖𝑟𝑒𝑑 𝐹𝑢𝑒𝑙 𝐸𝑐𝑜𝑛𝑜𝑚𝑦 𝐿𝑒𝑣𝑒𝑙 =
𝑁
∑𝑖 𝑖
𝑇𝑖
Where: N is the total number (sum) of trucks produced by a manufacturer
Ni is the number (sum) of the ith model light truck produced by the manufacturer
Ti is the fuel economy target of the ith model light truck, which is determined
according to the following formula rounded to the nearest hundredth:
1
𝑇= (𝑥−𝑐)
1 1 1 𝑒 𝑑
+( − )
𝑎 𝑏 𝑎 (𝑥−𝑐)
1+𝑒 𝑑
149
Parameters for the Light Truck Fuel Economy Targets for MYs 2008-2011
Model year a b c d
(mpg) (mpg) (gal/mi/ft2) (gal/mi)
2008 28.56 19.99 49.30 5.58
2009 30.07 20.87 48.00 5.81
2010 29.96 21.20 48.49 5.50
2011 27.10 21.10 56.41 4.28
In 2010, NHTSA and EPA issued a joint final rule establishing a coordinated National Program to
improve fuel economy and reduce greenhouse gas (GHG) emissions of model year 2012 through
2016 passenger cars, light trucks.
The standards are expressed as mathematical functions depending on vehicle footprint. Footprint
is determined by multiplying the vehicle’s wheelbase by the vehicle’s average track width. The
standards that must be met by each manufacturer’s fleet are determined by computing the sales-
weighted average.
This means each manufacturer has a GHG and CAFE target unique to its fleet, depending on the
vehicle models produced by that manufacturer. A manufacturer has separate footprint-based
standards for cars and for trucks. Generally, larger vehicles (i.e., vehicles with larger footprints)
are subject to less stringent standards (i.e., higher CO2 grams/mile standards and lower CAFE
standards) than smaller vehicles.
NHTSA’s and EPA’s respective standards are shown in the following table (and described in more
detail in the chapters below), reflecting the agencies projection of the corresponding fleet levels
that will result from these footprint-based curves.
150
Projected Fleet-Wide Emissions Compliance Levels under the Footprint-Based
CO2 Standards [g/mi] and corresponding CAFE Standards [mpg]
2012 2013 2014 2015 2016
Passenger Cars 263 256 247 236 225
Light Trucks [g/mi] 346 337 326 312 298
Combined Cars & Trucks 295 286 276 263 250
Passenger Cars 33.8 34.7 36.0 37.7 39.5
Light Trucks [mpg] 25.7 26.4 27.3 28.5 29.8
Combined Cars & Trucks 30.1 31.1 32.2 33.8 35.5
Parameters for the Light Truck Fuel Economy Targets for MYs 2012-2016
Model year a b c d
(mpg) (mpg) (gal/mi/ft2) (gal/mi)
2012 29.82 22.27 0.0004546 0.014900
2013 30.67 22.74 0.0004546 0.013968
2014 31.38 23.13 0.0004546 0.013225
2015 32.72 23.85 0.0004546 0.011920
2016 34.42 24.74 0.0004546 0.010413
For passenger cars and light trucks, NHTSA CAFE standards are defined by the following
coefficients during MYs 2017-2025:
Parameters for the Light Truck Fuel Economy Targets for MYs 2017-2025
Model year a b c d e f g h
2 2
(mpg) (mpg) (gal/mi/ft ) (gal/mi) (mpg) (mpg) (gal/mi/ft ) (gal/mi)
2017 36.26 25.09 0.0005484 0.005097 35.10 25.09 0.0004546 0.009851
2018 37.36 25.20 0.0005358 0.004797 35.31 25.20 0.0004546 0.009682
2019 38.16 25.25 0.0005265 0.004623 35.41 25.25 0.0004546 0.009603
2020 39.11 25.25 0.0005140 0.004494 35.41 25.25 0.0004546 0.009603
2021 41.80 25.25 0.0004820 0.004164 35.41 25.25 0.0004546 0.009603
2022 43.79 26.29 0.0004607 0.003944 35.41 25.25 0.0004546 0.009603
2023 45.89 27.53 0.0004404 0.003735 35.41 25.25 0.0004546 0.009603
2024 48.09 28.83 0.0004210 0.003534 35.41 25.25 0.0004546 0.009603
2025 50.39 30.19 0.0004025 0.003343 35.41 25.25 0.0004546 0.009603
151
CAFE Fines
Fines for not meeting the required CAFE limits are set at $5.50 per one tenth of mpg per vehicle
produced by the manufacturer.
EPA Greenhouse Gas Standards
The standards are described mathematically by a family of piecewise linear functions (with respect
to vehicle footprint). The form of the function is as follows:
CO2 = a, if x ≤ l
CO2 = cx + d, if l < x ≤ h
CO2 = b, if x > h
Where,
CO2 = the CO2 target value for a given footprint (in g/mi)
a = the minimum CO2 target value (in g/mi)
b = the maximum CO2 target value (in g/mi)
c = the slope of the linear function (in g/mi per sq. ft.)
d = is the zero-offset for the line (in g/mi CO2)
x = footprint of the vehicle model (in square feet, rounded to the nearest tenth)
l & h are the lower and higher footprint limits, constraints, or the boundary (“kinks”) between the flat regions
and the intermediate sloped line
EPA’s parameter values that define the family of functions for the CO2 fleet-wide average car and
truck standards are as follows:
Parameter Values for Lower
Upper
Cars a b c d Constrain
Constraint
Model Year t
2012 244 315 4.72 50.5 41 56
2013 237 307 4.72 43.3 41 56
2014 228 299 4.72 34.8 41 56
2015 217 288 4.72 23.4 41 56
2016 and later 206 277 4.72 12.7 41 56
152
Parameter Values for
Lower Upper
Trucks a b c d
Constraint Constraint
Model Year
2012 294 395 4.04 128.6 41 66
2013 284 385 4.04 118.7 41 66
2014 275 376 4.04 109.4 41 66
2015 261 362 4.04 95.1 41 66
2016 and later 247 348 4.04 81.1 41 66
Air Condition System (A/C) Credits: EPA is allowing auto manufacturers to earn credits toward the
fleet-wide average CO2 standards for improving air conditioning systems, such as reducing both
hydrofluorocarbon (HFC) refrigerant losses (i.e. system leakage) and indirect CO 2 emissions
related to the increased load on the engine.
Flex-fuel and Alternative Fuel Vehicle Credits: EPA had allowed Flex- Fuel Vehicle or FFV credits
in line with NHTSA limits during model years 2012 to 2015. After model year 2015, EPA will
determine alternative fuel vehicle emission values based on a vehicle’s actual emissions while
operating on gasoline as well as on the alternative fuel and require a demonstration of actual
alternative fuel use.
Advanced Technology Credits: Manufacturers who produce advanced technology vehicles will be
able to assign a zero gram per mile CO2 emissions value to the first 200,000 vehicles sold in model
years 2012-2016 (for PHEVs, the zero gram per mile value applies only to the percentage of miles
driven on grid electricity), or 300,000 vehicles for manufacturers that sell 25,000 advanced
technology vehicles or more in model year 2012.
Off-Cycle Innovative Technology Credits: A credit opportunity is provided for new and innovative
technologies that reduce vehicle CO2 emissions, but whose CO2 reduction benefits are not
captured over the 2-cycle test procedure used to determine compliance with the fleet average
standards (i.e. “off-cycle”). Eligible technologies include those that are used in one or more current
vehicle models, but that are not yet in widespread use in the light-duty fleet.
Early Credits: Manufacturers were allowed to generate early credits in model years 2009-2011.
Credits may be generated through early additional fleet average CO2 reductions, early A/C system
improvements, early advanced technology vehicle credits, and early off-cycle credits.
CAFE and Greenhouse Gas (GHG) Requirements for Model Years 2017 – 2025
In October 2012, the U.S. Environmental Protection Agency (EPA) and the National Highway
Traffic Safety Administration (NHTSA) published a final rule to extend the National Program of
harmonized greenhouse gas and fuel economy standards to model year 2017 through 2025 light-
duty vehicles. CARB has harmonized the California GHG standards with the EPA Federal
standards so that a manufacturer may elect to demonstrate compliance with the California
requirements by demonstrating compliance with the 2017 through 2025 MY National greenhouse
gas program, i.e. complying with the federal regulations will be deemed in compliance with the
California regulations.
153
As shown in Table 1 below, the proposed passenger car requirements are projected to increase
in stringency from 213 to 144 grams per mile between model year 2017 and model year 2025 and
the requirements for trucks are projected to increase from 295 to 203 grams per mile. EPA projects
that the average fleet wide (i.e. all passenger cars, light-duty trucks, and medium duty passenger
vehicles) CO2 compliance level in model years 2017 and 2025 will be 243 grams per mile and 163
grams per mile, respectively, if all reductions were made through fuel economy improvements.
154
Estimated Average Required Fleet-Wide Fuel Economy (mpg) under Proposed
Footprint-Based CAFE Standards 1
2016
Model Year 2017 2018 2019 2020 2021 2022 2023 2024 2025
base
Passenger Cars 37.8 40.0 41.4 43 44.7 46.6 48.8 51.0 53.5 56.0
Light Trucks 28.8 29.4 30.0 30.6 31.2 33.3 34.9 36.6 38.5 40.3
Combined Cars
34.1 35.3 36.4 37.5 38.8 40.9 42.9 45.0 47.3 49.6
& Trucks
1Standards are footprint based and the fleet projections and distributions change slightly with each update. The actual
target levels for any model year will not be known until the end of that model year based on actual vehicle sales.
Figure 68 shows the actual footprint curves for cars and trucks. For PCs, the CO 2 compliance
values associated with the footprint curves would be reduced on average by 5 % per year from the
MY 2016 projected passenger car industry-wide compliance level through model year 2025. For
LDTs, the proposed average annual rate of CO2 emissions reduction in MYs 2017 through 2021 is
3.5 % per year and for MYs 2022 through 2025 it is 5 % per year.
Figure 68: Passenger Car Standards Curve (left) and Truck Standards Curve (right)
All of the compliance flexibilities provided in the MY 2012-2016 GHG program are being continued
in identical or similar fashion. In addition, the agencies included the following possibilities in the
final rule:
• Fungibility of Credits: EPA provides a one-time CO2 credit carry-forward beyond five
years, such that any CO2 credits generated from MY 2010 through 2016 will be able to be
used any time through MY 2021.
• Air Conditioning System Credits: Manufacturers may generate credits by implementing
specific air conditioning system technologies designed to reduce air conditioning refrigerant
leakage over the useful life of their passenger automobiles and/or light trucks.
• Off-Cycle Credits: The final rule contains a list of technologies that receive specific off-
cycle credits. These include high efficiency exterior lighting, engine heat recovery, solar roof
panels, active aerodynamic improvements, engine start-stop, electric heater circulation
pumps, active transmission warm-up, active engine warm-up and solar control. Automakers
can apply for additional credits, provided they have the supporting data, up to a 10 g/mile
fleet-wide credit cap.
155
Air Conditioning and Off-Cycle Technologies Credit Cars Credit Light Trucks
[g/mi] [g/mi]
Reducing Leakage of Air Conditioning Refrigerant Up to 13.8 Up to 17.2
High Efficiency Exterior Lighting Up to 1.0 Up to 1.0
Waste Heat Recovery (at 100 W, scalable) 0.7 0.7
Solar Roof Panels (for 75 W, battery charging only) 3.3 3.3
Solar Roof Panels (for 75 W, active cabin ventilation plus battery
2.5 2.5
charging)
Active Aerodynamic Improvements (scalable) 0.6 1.0
Engine Idle Start-Stop with heater circulation system 2.5 4.4
Engine Idle Start-Stop without heater circulation system 1.5 2.9
Active Transmission Warm-Up 1.5 3.2
Active Engine Warm-Up 1.5 3.2
Solar/Thermal Control Up to 3.0 Up to 4.3
• For non-listed technologies, the rule contains a detailed application process and a 60-day
deadline for EPA to make a decision once a manufacturer submits a complete application.
Also, for the first time, the agencies allow manufacturers to generate CAFE credits based
on the use of off-cycle technologies beginning in MY 2017.
• Model years 2012 through 2016: The use of zero (0) grams/mile CO 2 is limited to the first
200,000 combined electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles
produced for U.S. sale for a manufacturer that produces less than 25,000 such vehicles for
U.S. sale in the 2012 model year. A manufacturer that produces 25,000 or more such
vehicles for U.S. sale in the 2012 model year shall be subject to a limitation on the use of
Zero (0) grams/mile CO2 to the first 300,000 combined electric vehicles, plug-in hybrid
electric vehicles, and fuel cell vehicles produced and delivered for sale by a manufacturer
in the 2012 through 2016 model years.
• Model years 2017 through 2021: For electric vehicles, plug-in hybrid electric vehicles, and
fuel cell vehicles produced for U.S. sale, where “U.S.” means the states and territories of
the United States, in the 2017 through 2021 model years, such use of zero (0) grams/mile
CO2 is unrestricted.
• Model years 2022 through 2025: The use of zero (0) grams/mile CO 2 is limited to the first
200,000 combined electric vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles
produced for U.S. sale by a manufacturer in the 2022 through 2025 model years, except
that a manufacturer that produces for U.S. sale 300,000 or more such vehicles in the 2019
through 2021 model years shall be subject to a limitation on the use of zero (0) grams/mile
CO2 to the first 600,000 combined electric vehicles, plug-in hybrid electric vehicles, and fuel
cell vehicles produced for U.S. sale by a manufacturer in the 2022 through 2025 model
years.
156
• For electric vehicles, plug-in hybrid electric vehicles, fuel cell vehicles, dedicated natural
gas vehicles, and dual-fuel natural gas vehicles that are certified and produced for U.S. sale
in the 2017 through 2021 model years, the manufacturer may use the production multipliers
when determining the manufacturer's fleet average carbon-related exhaust emissions.
Production Multipliers for BEVs, FCVs and PHEVs
Model Year BEVs and FCVs PHEVsa
2017-2019 2.0 1.6
2020 1.75 1.45
2021 1.5 1.3
a) The minimum all-electric driving range that a plug-in hybrid electric vehicle must have in order to qualify for use of
a production multiplier is 10.2 miles on its nominal storage capacity of electricity when operated on the highway fuel
economy test cycle.
Incentives for “Game Changing” Technologies Performance for Full-Size Pickup Trucks
EPA is providing a CO2 credit and an equivalent fuel consumption improvement value in the CAFE
program for manufacturers that employ significant quantities of hybridization on full size pickup
trucks, by including a per-vehicle CO2 credit and fuel consumption improvement value available
for mild and strong HEVs, provided the manufacturer meets minimum fleet penetration rates for
these technologies.
Mild HEVs will be eligible for a per-vehicle CO2 credit of 10 g/mi (equivalent to 0.0011 gallon/mile
for a gasoline-fueled truck) during MYs 2017- 2021. To be eligible a manufacturer has to show
that the mild hybrid technology is utilized in a specified portion of its truck fleet beginning with at
least 20% of a company’s full-size pickup production in MY 2017 and ramping up to at least 80%
in MY 2021.
Strong HEV pickup trucks will be eligible for a 20 g/mi credit (0.0023 gallon/mile) during MYs 2017-
2025 if the technology is used on at least 10% of a company’s full-size pickups in that model year.
This HEV credit cannot be combined with the “Production Multipliers for BEVs, FCVs and PHEVs”
mentioned in the CO2 credits for advanced technology vehicles section of this document.
Alternatively, EPA is also providing a CO2 credit and equivalent fuel consumption improvement
value for full size pickup trucks that achieve a significant CO2 reduction below/fuel economy
improvement above the applicable target. To avoid double-counting, no truck will receive credit
under both the HEV (above) and this performance-based approach. Eligible pickup trucks
certified as performing 15 percent better than their applicable CO2 target will receive a 10 g/mi
credit (0.0011 gallon/mile), and those certified as performing 20 percent better than their target will
receive a 20 g/mi credit (0.0023 gallon/mile).
Treatment of Compressed Natural Gas (CNG), Plug-in Hybrid Electric Vehicles (PHEVs):
The Society of Automotive Engineers “utility factor” methodology (based on vehicle range on the
alternative fuel and typical daily travel mileage) is used to determine the assumed percentage of
operation on gasoline and percentage of operation on the alternative fuel for both PHEVs and bi-
fuel CNG vehicles, along with the CO2 emissions test values on the alternative fuel and gasoline.
157
Gas Guzzler Tax
The Gas Guzzler Tax is imposed on manufacturers on the sale of new model year passenger cars
whose fuel economy fails to meet the following limits. The following “Tax Schedule” (in effect since
January 1, 1991) applies:
Gas Guzzler Groups [mpg] Tax Rate [US $]
at least 22.5 mpg no tax
at least 21.5 but less than 22.5 1,000
at least 20.5 but less than 21.5 1,300
at least 19.5 but less than 20.5 1,700
at least 18.5 but less than 19.5 2,100
at least 17.5 but less than 18.5 2,600
at least 16.5 but less than 17.5 3,000
at least 15.5 but less than 16.5 3,700
at least 14.5 but less than 15.5 4,500
at least 13.5 but less than 14.5 5,400
at least 12.5 but less than 13.5 6,400
less than 12.5 7,700
Labels for Gasoline and Diesel Vehicles (see Figure 69) contain the following information:
• Fuel Economy: Miles per gallon (MPG) estimates. The combined City/Highway estimate is
the most prominent to allow quick and easy comparison to other vehicles. Electric fuel
efficiency is shown in miles per gallon equivalent (MPGe). MPGe is based on energy
content that can be used to compare across different vehicle technologies and fuels.
• Comparable Fuel Economy: Information to compare the vehicle’s fuel economy to other
vehicles in the same category (e.g., among all small SUVs) and to find out the highest fuel
economy among all vehicles.
• Fuel Consumption Rate: The estimated rate of fuel consumption, in gallons per 100 miles,
for combined city and highway driving. Unlike MPG, consumption relates directly to the
amount of fuel used, and thus to fuel expenditures.
• Fuel Economy and Greenhouse Gas Rating: One-to-ten rating comparing the vehicle’s
fuel economy and tailpipe carbon dioxide (CO2) emissions to those of all other new vehicles,
where a rating of 10 is best.
• CO2 Emissions Information: Tailpipe CO2 emissions in grams per mile for combined city
and highway driving and the emissions of the vehicle with lowest CO2 emissions.
• Smog Rating: A one-to-ten rating based on exhaust emissions that contribute to air
pollution.
158
• Fuel Costs: An estimate of how much more (or less) the vehicle will cost to fuel over five
years relative to the average new vehicle, as well as its estimated annual fuel cost.
• Web: The web site, www.fueleconomy.gov, provides additional information and tools that
allow consumers to compare different vehicles.
Test Cycles
Emission, fuel economy and OBD compliance testing requires demonstration utilizing pre-defined
driving cycles.
The EPA Urban Dynamometer Driving Schedule (UDDS), Highway Fuel Economy Test Cycle
(HWFET), US06, and SC03 driving schedules are used in the determination of Fuel economy, CO2
emissions, and carbon-related exhaust emission calculations. The drive cycles are run various
combinations, with the results of each test individually weighted and averaged.
The New York City Cycle (NYCC) is used in combination with the UDDS during evaporative
emissions running loss tests. The Unified Cycle (developed by the California Air Resource Board)
can be used in place of the UDDS to demonstrate OBD monitor compliance.
159
FTP Testing
The Federal Test Procedure (FTP) is a defined set of procedures for vehicle testing. The FTP
drive cycle is based on the “Urban Dynamometer Driving Sequence” (UDDS). The complete test
consists of 3 portions: a “Cold Transient Phase” of 505 seconds after cold start (at 20 C) of the
engine, a “Stabilized Phase” of 867 seconds and, after a 10 minutes soak time, a repetition of
the first 505 seconds of the UDDS with the fully warmed-up vehicle.
Highway Cycle
Average Speed Max. Speed Distance Time
Test [mph] [mph] [miles] [s]
[km/h] [km/h] [km]
Complete FTP 21.2 34.12 56.7 91.25 11.04 17.77 1877
UDDS 19.5 31.38 56.7 91.25 7.5 12.07 1372
HW-Cycle 48.4 77.89 59.9 96.40 10.22 16.45 765
160
SFTP testing:
To more accurately reflect in-use driving patterns, an additional Supplemental Federal Test
Procedure (SFTP) was developed by EPA. The SFTP consists of two test cycles: the SC03 test
which is driven with the air conditioning on at higher ambient air temperature and the US06 test
with high loads and accelerations.
SC03 & US06 Cycle
161
New York City Cycle
The CARB Unified Cycle can be used by manufacturers to demonstrate compliance with OBD II
requirements.
CARB Unified Cycle
162
Federal Exhaust, Evaporative and ORVR Test
163
Hybrid Electric Vehicles Testing
Hybrid Electric Vehicles (HEV) must - in principle - undergo the same tests as conventional
vehicles. However, due to the influence of the battery charge status on the test results (emissions
and fuel economy) additional requirements exist for the preconditioning and testing procedures.
Most importantly, a well-defined battery charge status has to be adjusted: the battery state-of-
charge (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 “charge-sustaining”
or “charge-depleting” when operated over the applicable driving sequences: UDDS (Urban
Dynamometer Driving Sequence), Highway-cycle, US06 and SC03:
- Charge depleting: battery charge is going down (mostly pure electric drive;
internal combustion engine is working only intermittently, if at all).
- Charge sustaining: battery charge status is equal before and after testing (i.e. within
the state-of-charge (SOC) criterion).
For HEVs that allow manual activation of the APU, battery SOC shall be set as follows:
- if the HEV is charge-sustaining over the UDDS, battery SOC shall be set at
the lowest level allowed by the manufacturer
- if the HEV is charge-depleting over the UDDS, battery SOC shall be set at
the level recommended by the manufacturer for activating the APU when operating
in urban driving condition
Within five minutes of completing the preconditioning drive, battery state-of-charge (SOC) shall be
set at a level that satisfies one of the following conditions:
a) if the HEV does not allow manual activation of the APU and is charge-sustaining over the
UDDS, battery SOC shall be set at a level such that SOC criterion would be satisfied for the
dynamometer procedure. If off-the vehicle charging is required to increase battery SOC for
proper setting, off-vehicle charging shall occur during the 12 to 36 hours soak period
b) if the HEV does not allow manual activation of the APU and is charge-depleting over the
UDDS, then no battery SOC adjustment is permissible
c) if the HEV does allow manual activation of the APU, then the battery SOC shall be set to
the level recommended by the manufacturer for activating the
164
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:
Figure 77: Example of a PHEV w/ AER and blended operation undergoing the urban charge depleting range
165
As per the amendments from the Air Resources Board in 2012 these are the list of tests to be
performed on HEV, based on their system architecture:
China 6 Light-duty vehicle emission standard (GB18352.6-2016) was released on Dec 23rd, 2016.
All new light-duty vehicles will have to comply with the requirements of phase 6a from Jul 1st, 2020
and phase 6b from Jul 1st, 2023. RDE regulation in China6b is still under revision, requirements
and conformity factors are expected to be defined before July,2022.
Besides emission regulation for new produced vehicles, regulation for in-use vehicle was also
revised - GB 18285-2018 (Limits and measurement methods for emissions from gasoline vehicles
under two-speed idle conditions and short driving mode conditions). It will be effective as of May
1st, 2019.
China VI Heavy-duty diesel/gas fueled Vehicle Emission Standard (GB 17691-2018) was
published in July 2018. Phase-in implementation will start as of July 1st, 2019. All new vehicles are
required to meet phase a from Jul 1st, 2021 and phase b from Jul 1st, 2023.
On July 3rd, 2018, China government released three-year action plan to fight for blue sky (“Action
Plan”). CHINA 6/VI is planned to be implemented earlier than nationwide schedule - as of July 1st,
2019 in following areas: 1) Beijing, Tianjin and Hebei and surrounding areas; 2) Yangtze River
Delta region; 3) Fen-Wei River Plains; 4) Pearl River Delta area; 5) Cheng-Yu District.
Introduction Introduction
Standard Vehicle Type Fuel Type Remark Date for Type Date for first
Approval Registration
Gasoline - Jul 1st, 2010 Jul 1st, 2011
China 4 Light-duty
Diesel - - Jan 1st, 2015
Gasoline - st
Jul 1 , 2010 Jul 1st, 2011
China IV Heavy-duty
Diesel - - Jan 1st, 2015
Gasoline - st
Jan 1 , 2015 Jan 1st, 2017
China 5 Light-duty
Diesel - Jan 1st, 2015 Jan 1st, 2018
Gasoline - Jan 1st, 2013
Public transit &
China V Heavy-duty Diesel service - Jan 1st, 2017
Diesel all - Jul 1st, 2017
China 6a - - - Jul 1st, 2020
Light-duty
China 6b - - - Jul 1st, 2023
Gas all - Jul 1st, 2019
Public transit &
China VIa Diesel service - Jul 1st, 2020
Heavy-duty Diesel all - Jul 1st, 2021
Gas all - Jan 1st, 2021
China VIb
Diesel all - Jul 1st, 2023
167
• Phase-in Schedule in China Specific Region/City
Introduction
Vehicle Date for
Region / City Standard Fuel Type Remark
Type First
Registration
China 5 Light-duty - Feb 1st, 2013
China V Heavy-duty Diesel Aug 1st, 2015
China 6b Light-duty - Draft plan Jan 1st, 2020
Beijing Diesel for
China VIb Heavy-duty Gas, Diesel Public transit Jul 1st, 2019
& service
China VIb Heavy-duty All Jan 1st, 2020
China 5 Light-duty May 1st, 2014
Shanghai China V Heavy-duty Diesel
Public transit
May 1st, 2014
& service
China 5 Light-duty Gasoline Dec 1st, 2015
Guangdong
Public transit
(Pearl River China V Heavy-duty Diesel & service Jul 1st, 2015
Delta Area)
China 5 Light-duty - Apr 1st, 2016
East of China Public transit
(11 provinces) China V Heavy-duty Diesel & service Apr 1st, 2016
Seats
Light-Duty Vehicle Usage Maximum mass
Number
Vehicle of Category carry passengers
≤6 ≤ 2500 kg
I (M1)
carry passengers 2500kg<max. mass≤
≤6
(M1) 3500kg
carry passengers
Vehicle of Category 6<seats ≤ 9 ≤ 3500kg
(M1)
II
carry passengers
>9 ≤ 3500 kg
(M2)
carry goods (N1) ≤ 3500 kg
168
• Type Approval
The required testing items for different types of vehicles for type inspection include:
Test Subject Requirement
Type I Exhaust Emissions Limits see next page Test Cycle: WLTC
Conformity Factor (1):
NOx PN CO(3)
Real Driving Exhaust Positive-ignition 2.1(2) 2.1(2) /
Type II Compression-ignition 2.1(2) 2.1(2) /
(RDE)
(1) Before Jul 1st, 2023, monitor and report results only;
(2) Before July 1st, 2022, to be reevaluated and confirmed;
(3) CO to be measured and recorded in RDE test
Limits at -7°C
Test Mass (TM) CO THC NOx
(kg) (g/km) (g/km) (g/km)
Vehicle of
Low Temperature - all 10.0 1.20 0.25
Type VI category I
Emissions
I TM≤1305 10.0 1.20 0.25
Vehicle of
II 1305<TM≤1760 16.0 1.80 0.50
category II
III TM>1760 20.0 2.10 0.80
169
Emission limits for Type I test China6a / China6b
China 6a
Limits
Test Mass
(TM) / kg CO THC NMHC NOx N2O PM PN(1)
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#/km)
Category
- All 700 100 68 60 20 4.5 6.0x1011
I
I TM<1,305 700 100 68 60 20 4.5 6.0x1011
Category
II 1,305<TM<1,760 880 130 90 75 25 4.5 6.0x1011
II
III 1,760<TM 1000 160 108 82 30 4.5 6.0x1011
(1) Before July 1st, 2020, the transition limit of 6.0x1012 /km applies to gasoline vehicles.
China 6b
Limits
Test Mass
(TM) / kg CO THC NMHC NOx N2O PM PN(1)
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (#/km)
Category
- All 500 50 35 35 20 3.0 6.0x1011
I
I TM<1,305 500 50 35 35 20 3.0 6.0x1011
Category
II 1,305<TM<1,760 630 65 45 45 25 3.0 6.0x1011
II
III 1,760<TM 740 80 55 50 30 3.0 6.0x1011
(1) Before July 1st, 2020, the transition limit of 6.0x1012 /km applies to gasoline vehicles.
Important Notes:
China 6 standard combines European and US regulatory requirements in addition to its own. Major
features:
- Fuel-neutral emission limits including CO, THC, NOx, PM, PN and N2O;
- Shift from NEDC to WLTC;
- Adoption of RDE testing;
- Introduction of low-temperature testing requirement and limits for CO, THC and NO x;
- Enhanced OBD provisions with reference to U.S. OBD II program;
- Stringent evaporative and refueling emission-control requirements;
- Introduction of testing methods for hybrid electric vehicles
Incentive Programs
China government introduced subsidy scheme for New Energy Vehicle (BEV & PHEV meeting
certain technical requirements) including purchase tax exemption and subsidy. Local governments
are encouraged to provide more policies in favor of new energy vehicles like license plates, no
“Ban-day” to New Energy Vehicle. Besides, CAFC& New Energy Vehicle credit management is
implemented and New Energy Vehicle carbon trading scheme to phase subsidy out till 2020.
170
OBD Requirements in China6 (Light-duty) Emission Standard
All light duty vehicles applied in the standard GB18352.6-2016 must undergo the test.
China introduced Corporate Average Fuel Consumption (CAFC) in 2012. Individual vehicle
models are required to meet fuel consumption limit defined in GB19578. Meanwhile vehicle
manufacturers / importers are required to meet CAFC target assigned in GB27999.
Fuel consumption test methods (GB/T 19233) is being revised, where test procedure is defined,
and WLTC will be applied for light duty fuel consumption test 2021-2025.
According to the submitted draft standards in Mar. 2019, both fuel consumption limit and target
are revised from current “step shape” to “linear shape” based on vehicle curb mass, driving cycle
from current NEDC to WLTC. Fuel consumption limit in the revised standard keeps same
stringency level as current standard, while fuel consumption target is much stricter, aiming to
achieve 4.0L/100km (NEDC) target 2025. In CAFC evaluation, electrical energy consumption will
still be counted as zero and multiplier for EV/PHEV/Super fuel saving vehicles will be reduced step
by step to 1 by 2025.
171
Fuel Consumption Limits - GB19578
Important Notes:
In order to further promotion of EV/HEV, CAFC will be calculated in favor of EV/HEV over ICEs by
weighing. Before 2025, electric energy consumption will not be counted in calculation of actual
CAFC.
Draft standards for Off Cycle Technology (OCT) evaluation methods were worked out but not yet
implemented.
173
Japan
Emission Standards for Passenger Cars up to 10 seats
Effective Test NMHC CO NOx PM Evap6) Remarks
Date [g/km] [g/km] [g/km] [g/km] [g/Test]
(Imports) mean mean mean mean
(max) (max) (max) (max)
1)
Phase I 11 Mode + 0.05 1.15 0.05 - domestics:
- 10-1-2005
New Long- 10-15-Mode (0.08) (1.92) (0.08) 2)
domestics:
Term Targets
New SHED - - - - 2.0 10-01-2008
09-01-20071) 3)
domestics:
Gasoline and LPG Vehicles
mean values: for vehicles certified under "Type Designation System" (TDS) or "Type Notification System" (TNS);
(max. values) for vehicles certified under “Preferential Handling Procedure” (PHP) or "Type Notification System"
(TNS). 4) PNLT standards apply to vehicles with lean-burn, direct injection engines with NO x-storage catalysts;
174
Effective Test NMHC CO NOx PM Smoke Remarks
Date [g/km] [g/km] [g/km] [g/km] [%]
(Imports) mean mean mean mean
(max) (max) (max) (max)
11- 0.14 0.013
Mode ≤ 1,265kg (0.19) (0.017)
Phase I 0.024 0.63
+ -
New Long- (0.032) (0.84) 0.15 0.014
10-15- 1) domestics:
Term Targets Mode > 1,265kg (0.20) (0.019) 10-1-2005
Diesel Vehicles
175
Emission Standards for Light & Medium Commercial Vehicles and Buses
Effective Test NMHC CO NOx PM Evap5)
Date [g/km] [g/km] [g/km] [g/km] [g/Test]
(Imports) mean mean mean mean
(max) (max) (max) (max)
value value value value
176
Effective Test NMHC CO NOx PM Smoke
Date [g/km] [g/km] [g/km] [g/km] [%]
(Imports) mean mean mean mean
(max) (max) (max) (max)
11- 0.024 0.63 0.14 0.013
≤ 1,700 kg
Phase I Mode (0.032) (0.84) (0.19) (0.017)
+ 1,700 <
New Long Term 10-15- 0.024 0.63 0.25 0.015
GVW ≤
Targets Mode (0.032) (0.84) (0.33) (0.020)
3,500 kg
Diesel Vehicles
09-01-20071)4)
4-Mode - - - - 25
Opacimeter 4) - - - - 0.8 [m-1]
JC08- 0.024 0.63 0.14 0.013
≤ 1,700 kg
Phase II cold (0.032) (0.84) (0.19) (0.017)
+ 1,700 <
New Long Term 10-15- 0.024 0.63 0.25 0.015
Targets GVW ≤
Mode (0.032) (0.84) (0.33) (0.020)
09-01-20102) 3,500 kg
Opacimeter - - - - 0.5 [m-1]
0.024 0.63 0.08 0.005
JC08- ≤ 1,700 kg
Post (0.032) (0.84) (0.11) (0.007)
cold
New Long Term 1,700 < 0.5 [m-1]
+ 0.024 0.63 0.15 0.007
Targets hot GVW ≤
(PNLT)3) (0.032) (0.84) (0.20) (0.009)
3,500 kg
Opacimeter - - - - 0.5 [m-1]
≤ 1,700 0.024 0.63 0.15 0.005
-
kg (0.037) (0.88) (0.23) (0.009)
Japan 2018 WLTC
Targets 1,700 <
0.024 0.63 0.24 0.007
09-01-20205)6) GVW ≤ -
(0.037) (0.88) (0.36) (0.013)
3,500 kg
Opacimeter - - - - 0.5 [m-1]
1) domestics: 10-1-2005; 2) domestics: 10-01-2008; 3) domestics: 10-1-2009, imports: 9-1-2010; 4) after 9-1-2007 for
domestics and 8-1-2008 for imports the 4-Mode test was no longer valid; 5) 1700<GVW≤3500kg, existing model from
09-01-2021 / new type from 10-01-2019; 6) ≤ 1,700 kg new type from 10-01-2018
177
The Transient Mode - "JC08" (former designation "CD34”)
The “JC08”-mode is a transient cycle with many accelerations and decelerations in order to more
reflect existing driving conditions in Japan. Together with the new test mode, weighing factors
were adopted for the "New Long-Term Targets", applicable for both gasoline and Diesel passenger
vehicles and will be phased-in as follows for Passenger Cars, Light- and Middle-Weight Vehicles
(<3,500 kg) and K-cars. The first date is for domestic manufacturers and the second date for
importers (which also for application dates of the “2009 emission standards” get a 2-year later
deadline by Japanese legislation):
Phase (JC08-Mode cold start result × 0.25) + (10-15-Mode hot start result × 0.75)
10-01-2008
II
09-01-2010
Phase 04-01-2011
(JC08-Mode cold start result×0.25) + (JC08-Mode hot start result × 0.75)
III 03-01-2013
178
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 Gear shift Elapsed Time Speed Gear shift
[s] [km/h] position [s] [km/h] position
1 0.0 N 620 50.8 4
21 0.0 1 641 23.2 C
32 20.2 2 642 20.5 N
41 37.1 3 650 0.0 1
75 17.5 C 668 7.7 C
76 15.9 N 669 5.6 N
88 0.0 1 712 0.0 1
100 27.5 2 735 18.2 2
103 35.6 3 756 13.6 C
117 51.2 4 757 10.6 N
125 61.8 5 836 0.0 1
185 11.6 2 894 17.9 C
220 12.1 C 961 0.0 1
221 11.1 N 977 7.8 C
232 0.0 1 978 5.5 N
242 21.3 2 995 0.0 1
266 37.1 3 1006 23.6 2
284 50.5 4 1021 33.8 3
297 33.0 3 1026 19.4 C
306 52.7 4 1027 16.7 N
329 23.2 C 1041 0.0 1
330 20.5 N 1053 23.1 2
368 0.0 1 1059 37.0 3
379 25.3 2 1067 52.0 4
383 35.7 3 1075 65.5 5
414 49.5 4 1115 78.3 6
430 61.7 5 1153 28.6 3
456 42.0 4 1170 21.7 3
526 22.9 C 1179 33.0 3
527 19.4 N 1186 22.2 2
571 0.0 1 1193 34.7 3
582 22.2 2 1198 19.4 C
605 36.0 3 1199 16.7 N
W n: The value which vehicle curb weight is divided by gross vehicle weight; V=driving velocity; A=accelerated velocity;
DTC: Correlation coefficient, found by the relation between gear position and driving distance per engine revolution.
The vehicle shift schedule for manual transmission cars should be set in 2 classifications:
A shift: Passenger vehicle whose passenger capacity is 10 or less
Wn = 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
• Equipment’s for passenger and cargo carriage are installed in the same compartment, and
the compartment is partitioned by fixed bulkhead as roof, windows etc.
• Engine location is ahead of driver’s position.
179
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 NO x after-treatment
technology for Diesel vehicles.
However, further strengthening of the standard remains a political target for HDV that weigh more
than 3.5 t. Due to their introduction date, these standards are called "Diesel 2009 Targets". Fuel
with < 10ppm sulfur is mandated as of 2007.
For lean burn, direct injection vehicles with gasoline engines equipped with NO x storage
catalyst the same PM-standard as for Diesel engines applies.
Deterioration Factors
As of the introduction of the “New Short Term Target”, the emission level of a vehicle at 80,000
km will be calculated by applying the following Deterioration Factors:
HC CO NOx
5-11-Mode Test 0.15 0.20 0.20
These DFs differ from those of the US- and EU-regulations. Japan applies these DFs according
to the following formula: Emission level at 80,000 km = (Emission Standard x DF) + Emission value
from certification test (low km test result).
OBD Requirements
The Japan OBD (J-OBDI) system became mandatory for gasoline and diesel passenger cars
together with the new Short-Term Standards from the year 2000 for domestic manufactures and
from the year 2002 for importers. This requirement still applies to Diesel motor vehicles up to
a GVW of 3.5 t. Revisited “Advanced OBD” (J-OBDII) became applicable for domestic
manufacturers on Oct 1st, 2008 and on Sep 1st, 2010 for importers. The J-OBDII requirement
applies to gasoline-, and LPG-operated motor vehicles up to a GVW of 3.5 t. The test-mode is
the “JC08 Hot” & the “JC08 Cold” both for testing according to J-OBDI and J-OBDII.
180
J-OBDI Diesel
The following items have to be monitored for malfunction by J-OBDI on Diesel motor vehicles:
EGR-system, atmospheric pressure sensor, intake air pressure sensor, intake air temperature
sensor, air flow sensor, coolant temperature sensor, throttle valve opening angle sensor, cylinder
distinguishing sensor, crank angle sensor, fuel injection timing sensor, fuel injection amount
adjusting sensor, fuel temperature sensor, fuel pressure sensor, oil temperature sensor (only for
hydraulic type common rail), exhaust gas temperature sensor (only if sensor is employed in the
DPF), exhaust gas pressure sensor (only if sensor is employed in the DPF), other parts or systems
which likely greatly increase amounts of exhaust emissions, such as carbon monoxide, discharged
from the exhaust pipe when any malfunction takes place).
181
Tax Incentives (Passenger Cars)
The Japanese automobile-related taxation system offers benefits for qualified vehicles in the
following three areas: Automobile Tax, Weight Tax and Vehicle Acquisition Tax.
182
FE-Targets for PCs with Diesel Engines [km/l] – Target Year 2005 (Basis: 10-15-mode)
GVW 703- 828- 1,016- 1,266- 1,516- 1,766- 2,016-
<702 >2,266
[kg] 827 1,015 1,265 1,515 1,765 2,015 2,265
Standard
18.9 16.2 13.2 11.9 10.8 9.8 8.7
[km/l]
[l/100 km] 5.29 6.17 7.58 8.40 9.26 10.20 11.49
CO2 [g/km] 139 162 199 220 243 267 301
+ 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 10.99
CO2 [g/km] 132 154 189 210 232 254 288
+ 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] 126 147 181 200 220 243 273
+ 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 10.0
CO2 [g/km] 121 141 172 191 211 222 262
+ 20% 22.7 19.4 15.8 14.3 13.0 11.8 10.4
[l/100 km] 4.41 5.15 6.33 6.99 7.69 8.47 9.62
CO2 [g/km] 115 135 166 183 202 222 252
+ 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] 111 129 159 176 194 213 240
FE-Targets for PCs with Gasoline Engines [km/l] – Target Year 2010 (Basis: 10-15-mode)
GVW 703- 828- 1,016- 1,266- 1,516- 1,766- 2,016-
<703 >2,266
[kg] 827 1,015 1,265 1,515 1,765 2,015 2,265
Standard
21.2 18.8 17.9 16.0 13.0 10.5 8.9 7.8 6.4
[km/l]
[l/100 km] 4.7 5.3 5.6 6.2 7.7 9.5 11.2 12.8 15.6
CO2 [g/km] 110 123 130 145 179 221 261 298 363
+ 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] 104 112 123 138 169 211 250 283 347
+ 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] 100 112 118 132 162 200 237 270 332
+ 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] 95 107 113 126 155 192 228 258 314
+ 20% 25.4 22.6 21.5 19.2 15.6 12.6 10.68 9.4 7.7
[l/100 km] 3.94 4.55 4.65 5.21 6.41 7.94 9.36 10.64 12.98
CO2 [g/km] 91 103 108 121 149 184 217 247 302
+ 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 12.50
CO2 [g/km] 88 99 104 116 142 177 209 237 290
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FE-Targets for PCs (Gasoline & Diesel Engines) [km/l] – Target Year 2015 (Basis: JC08-
mode)
Remark: Above numerical figures of CO2 for gasoline were calculated with the formula
CO2 = (1/FE value) x 34.6 x 67.1, and Diesel were calculated with the formula CO2 = (1/FE value) x 38.2 x 68.6
FE-Targets for PCs (Gasoline & Diesel Engines) [km/l] – Target Year 2020 (Basis: JC08-mode)
These target values were officially announced in March 2013. The target improvement rates are
24.1% compared to the actual results in 2009 and 19.6% compared to the standards for 2015. The
Corporate Average Fuel Economy (CAFE) standard is introduced in Target Year 2020 standard.
GVW 601- 741- 856- 971- 1,081- 1,196- 1,311-
≤ 601
[kg] 740 855 970 1,080 1,195 1,310 1,420
Standard
➔ 24.6 24.5 23.7 23.4 21.8 20.3 19.0
[km/l] -G
[l/100 km] -G ➔ 4.07 4.08 4.22 4.27 4.59 4.93 5.26
CO2 [g/km] -G ➔ 94 95 98 99 106 114 122
Converted ➔
27.1 27.0 26.1 25.7 24.0 22.3 20.9
St’d-D [km/l]
[l/100 km] -D ➔ 3.70 3.71 3.84 3.89 4.17 4.48 4.78
CO2 [g/km] -D ➔ 97 97 101 102 109 117 125
GVW 1,421- 1,531- 1,651- 1,761- 1,871- 1,991- 2,101- ≥ 2.271
[kg] 1,530 1,650 1,760 1,870 1,990 2,100 2,270
Standard
17.6 16.5 15.4 14.4 13.5 12.7 11.9 10.6
[km/l]
[l/100 km] 5.68 6.06 6.49 6.94 7.41 7.87 8.40 9.43
CO2 [g/km] -G 132 141 151 161 172 183 195 219
Converted
19.4 18.2 16.9 15.8 14.9 14.0 13.1 11.7
St’d-D [km/l]
[l/100 km] -D 5.17 5.51 5.90 6.37 6.73 7.16 7.64 8.58
CO2 [g/km] -D 135 144 155 165 176 188 200 225
G: Gasoline; D: Diesel
Remark: Above numerical figures of CO2 for gasoline were calculated with the formula
CO2 = (1/FE value) x 34.6 x 67.1, and Diesel were calculated with the formula CO2 = (1/FE value) x 38.2 x 68.6
184
Test Cycles
11-Mode Cold Start
185
Test Average Speed Max. Speed Distance Time
[km/h] [km/h] [km] [s]
11-mode 30.6 60.0 1.022 120
10-15-mode 22.7 70.0 4.165 660
JC08-mode 24.4 81.6 8.172 1204
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Republic of Korea
Vehicle Category Definition (valid as of 12-10-2015)
Class Definition Capacity
Light Weight Motor vehicle designed to carry small number of
< 1,000 cc
Vehicle passengers or small amount of cargo
Small-sized PC up to 1,000 cc, ≤ 8 persons, GVW < 3.5 t
187
3. Tailpipe HC is measured in NMHC for large-sized PC & T and XL PC & T or in NMOG for
other vehicles (or NMHC, multiplied by 1.04 if measured in NMHC).
4. For gaseous fueled large-sized PC & T and XL PC & T: CH4 ≤ 0.5 g/kWh
5. For all large-sized PC & T and XL PC & T: NH3 ≤ 10 ppm
6. For large-sized PC & T and XL PC & T, only NMOG shall be measured to meet NMOG+NOx
limit.
7. For vehicles delivered before 12-31-2019, standards as of 01-01-2013 can apply. In this
case, NMOG + NOx of standard 1, standard 2, and standard 5 in the above table can apply.
8. For Light weight vehicles, Small & Mid-sized PC & Truck, EVAP limits shall apply annually
from 2018 and vehicles delivery ratio shall apply as of sub-paragraph.
9. For Light weight vehicles, Small & Mid-sized PC & Truck, PM limits shall apply annually from
2017 and vehicles delivery ratio shall apply as of sub-paragraph.
10. For Light weight vehicles, Small & Mid-sized PC & Truck certified before 12-31-2019 and
delivered within 2 years after the certified year, in-use vehicle emission test shall apply the
following table:
Vehicle Category CO NMOG + HC HCHO PM Test
NOx
188
Fleet Average Standard (effective date: 01.01.2016)
• For CVS-75 mode, [Σ (number of vehicles delivered for each emission standard) x (applicable
emission standard of NMOG+NOx) + Σ (number of hybrid electric vehicles delivered for each emission
standard) x (applicable hybrid NMOG+NOx) ] / (total number of vehicles delivered)
• The applicable hybrid HC may apply depending on the mileage which can be covered by the electric
power.
• If the manufacturer extends the emission warranty to 240,000 km, “Fleet average NMOG+NOx =
applicable emission standard of NMOG+NOx – 0.03g/km.
Vehicle Category Fleet Average NMOG+NOx Standard [g/km] at CVS-75
Model Year 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
light weight vehicles, small-
sized PC, small-sized truck 0.063 0.058 0.053 0.048 0.043 0.039 0.034 0.029 0.024 0.019
with GVW<1.7 t
small-sized truck with
GVW≥1.7 t, midsized-truck 0.074 0.068 0.062 0.056 0.050 0.043 0.037 0.031 0.025 0.019
and PC
• For CVC-75+US06+SC03 mode, [Σ (number of vehicles delivered for each emission standard) x
(applicable emission standard of NMOG+NOx)] / (total number of vehicles delivered)
Reference of HC and NOx of vehicle model =CVS-75*0.35 + US06*0.28 + SC03*0.37 ( 0.112 gkm)
leet Average NMOG+NOx Standard [g/km] at CVC-75+US06+SC03
2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
0.069 0.064 0.061 0.056 0.052 0.048 0.044 0.039 0.036 0.031
Remarks:
1. Diesel vehicles include dual-fuel vehicles fueled by diesel and other fuel. Here, HC means
NMHC.
2. RW means a test weight which is a curb weight minus a driver’s weight of 75kg plus 100kg.
189
3. Test weight and test mode
190
OBD requirements
• Applicability: All light passenger/commercial vehicles
• Gasoline vehicle, new type from 1-1-2013, new vehicle from 1-1-2015
NMOG + NOx CO PM
Mult. THD
Std.1 (LEV160) 1.5
1.50
Std.2 (ULEV 125) 1.75 (Cat)
Std.3 (ULEV 70) 0.011 g/km
2.00 1.50
Std.4 (ULEV 50)
Std.5 (SULEV 30)
2.50 2.50
Std.6 (SULEV 20) 0.01 g/km or 2.50 times
• KOBD requirements are similar to US OBD II (2013) except cylinder imbalance monitoring, and
the OBD thresholds are followed current LEVIII requirements according to KOR-US FTA.
• Manufacturers falling under KOR-EU FTA may also sell gasoline vehicles with Euro 6-1 OBD
but stricter PM OBD thresholds
• Diesel vehicles
CO HC NOx PM
Effective date Vehicle Category Test mode
[g/km] [g/km] [g/km] [g/km]
PC 1.75 0.29 0.14 0.012
RW 1,305 kg 1.75 0.29 0.14 0.012
NEDC or
2018.09.01~ 1,305 kg RW
Truck 2.2 0.32 0.18 0.012 WLTP
1,760 kg
RW > 1,760 kg 2.5 0.35 0.23 0.012
Off cycle innovative technology credits: max 17.9 CO2 g/km, 4.5km/L (2016~2020)
Eco innovation: TPMS (Tire Pressure Monitor System), Low RRc Tire (Low rolling resistance
coefficient Tire), GSI (Gear Shift Indicator), MAC (Mobile Air Conditioning): max. 10g/km, 1.2 km/L
Off cycle credit: as like solar roof, Efficient vehicle lighting, Waste heat recovery, Efficient
alternator, Active grill shutter, Eco-driving, engine-off interior ventilation, Efficient mobile air
conditioner, Realtime routine guide for economic driving, ... (under considering technologies): max.
4 g/km, 0.5 km/L.
191
Fines (Effective date: 2016.07.26~)
Sale Year 2014~2016 2017~2019 2020~
Fine (KRW / CO2 1g/km) 10,000 KRW 30,000 KRW 50,000 KRW
Test Procedures
Evaporative Emission Test
Currently, evaporative emission limit of 0.35 g/test is applicable for light-duty, small & mid-sized
PC & Truck gasoline vehicles in South Korea.
Test Procedure:
Currently, evaporative emission limit of 0.35 g/test is applicable for light-duty, small & mid-sized
PC & Truck gasoline vehicles in South Korea.
Test Procedure:
1 hour Hot Soak + 2 day Diurnal test method is used.
India
Emission Standard for Passenger Cars and Light Commercial Vehicles (GVW
< 3,500kg)
Standard Effective Vehicle Category Corresponds Remark
Date (Gasoline & Diesel) to
"Bharat Modified “Indian Driving
10-01-20101) Euro 3
Stage III" Cycle” (IDC): NEDC Part 2
04-01-20102) with max. speed 90 km/h.
M-vehicles (GVW ≤ 2500 kg)
"Bharat 04-01-20153) or up to 6 seats For Emissions & Fuel
Stage IV" 04-01-20164) Euro 4
Efficiency the same cycle will
04-01-20175) N1 & M-vehicles (GVW >
be used.
2500 kg and > 6 seats)
"Bharat TA-standards are also valid
04-01-2020 Euro 6
Stage VI" for COP testing
1)
Introduction date for the entire nation; 2) Introduction date of "Bharat Stage IV -Standards" in the National Capital Region (Delhi) and in the 12
cities of Mumbai, Kolkata, Chennai, Bangalore, Hyderabad including Secunderabad, Ahmedabad, Pune, Surat, Kanpur, Agra, Solapur and Lucknow
for vehicles produced after this date. The following 30 cities were converted to BS IV between April 2010 and December 2014. This Cities are
Medak, Mehboobnagar and Nizamabad in Andhra Pradesh; Vapi, Jamnagar, Ankleshwar and Valsad in Gujarat; Hissar, Karnal, Yamuna Nagar
and Kurukshetra in Haryana; Bharatpur, Hindon City and Dholpur in Rajasthan, Puducherry an UT; Mahabaleshwar and Ahmednagar in
Maharashtra, Mathura, Aligarh, Rae Bareli, Unnao, Kosi Kalan and Vrindavan in Uttar Pradesh; Silvasa, Daman & Diu, Kochi, Trivandrum,
Vishakapatnam and Lakshadweep.
3)
Entire North India covering Jammu & Kashmir, Punjab, Haryana, Himachal Pradesh, Uttarkand, Delhi and bordering districts of and parts of
Rajasthan and western Uttarpradesh switches to BS IV by 1 st of April 2015. 4) Introduction date of "Bharat Stage IV -Standards" in Goa, Kerala,
Karnataka, Telangana, Odisha, Daman & Diu, Dadra-Nagar-Haveli, Andaman & Nicobar, West Coast, Parts of Maharastra & Guajarat. 5)
Introduction date of "Bharat Stage IV -Standards" for the entire nation.
192
Emission Standard “BS VI”
Limitation
THC+
RM CO THC NMHC NOx PM PN
BS VI NOx
(kg) L6
L1 L2 L3 L4 L2+L4 L5
(numbers/
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)
km)
Category(3) Class PI CI PI CI PI CI PI CI PI CI PI(1) CI PI(1)(2) CI
6.0 6.0
M (M1&M2) - All 1000 500 100 - 68 - 60 80 - 170 4,5 4,5
×1011 ×1011
RM<130 6.0 6.0
I 1000 500 100 - 68 - 60 80 - 170 4,5 4,5
5 ×1011 ×1011
1305<R 6.0 6.0
N1 II 1810 630 130 - 90 - 75 105 - 195 4,5 4,5
M<1760 ×1011 ×1011
1760<R 6.0 6.0
III 2270 740 160 - 108 - 82 125 - 215 4,5 4,5
M ×1011 ×1011
6.0 6.0
N2 - All 2270 740 160 - 108 - 82 125 215 4,5 4,5
×1011 ×1011
Note: PI=Positive Ignition CI=Compression Ignition
This Regulation shall apply to vehicles of categories M1, M2, N1 and N2 with reference mass not exceeding 2,610kg.
(1) Only adapted to automobiles with direct injection engines
(2) Until three years after date of implementation for new type approvals and new vehicles, particle number emission limit of 6.0 X 1012
#km shall apply to BS VI gasoline direct injection vehicles upon choice of manufacturer.
(3) Vehicle categories: see page 36
Additional Remark:
Real world driving cycle emission measurement using PEMS* shall be carried out for data
collection from 1st April,2020 and from 1st April, 2023 real world driving cycle emission
conformity shall be applicable. The detailed procedure is laid down in AIS137 and as amended
from time to time.
* Use of PEMS for RDE is under evaluation by a committee formed by MORTH (Ministry Of Road
Transport & Highways).
193
Type Approval:
Type approval is granted after series of test are performed. Test requirements for Type approval –BS VI are as
follows:
Vehicles with
Compression
Vehicles with Positive Ignition Engines including Hybrids Ignition Engines including
Type approval
Hybrids
- BS VI
Flex Mono Flex Duel
Mono Fuel Bi- Fuel(1) Fuel Fuel Fuel Fuel
Gaso LPG CNG / Hydr H2 CNG Diesel Dies
line Bio- ogen (Hydroge (B7) el
(E5) Methane/ (ICE) n + CNG) Diesel (B7)+
Bio- Gasoline (E5) (B7) CNG
Reference Gas/LNG LPG CNG / Hydrog Ethan Bio-
Fuel Bio- en ol Diesel
Methane (ICE)3 (E85) / up to
E100) 100%(4)
Gaseous
Pollutants √ √ √ √ (2) √ √ (both fuels) √ √ √
(Type 1 Test)
Particulate
Mass and √
Particulate √ (3) - - - - √ (Gasoline only) (both √ √ √
Number fuels)
(Type 1 Test)
Idle √ √
Emissions √ √ √ - √ √ (both fuels) (Gasolin (both - - -
(Type II Test) e only) fuels)
Crankcase
Emissions √ √ √ - √ √ (Gasoline only) - - -
(Type III Test)
Evaporative
Emissions √ - - - - √ (Gasoline only) - - -
(Type IV test)
Durability √ (B7
√ √ √ √ √ √ (Gasoline only) √ √
(Type V Test) only)
√ √
In-Service √ (B7
√ √ √ √ √ √ (both fuels) (Gasolin (both √ √
Conformity only)
e only) fuels)
On-Board
Diagnostics √ √ √ √ √ √ √ √ √ √ √ √
and IUPRm
(5)
CO2
emission and √ (both
√ √ √ √ √ √ (both fuels) √ √
fuel fuels)
consumption
Smoke
- - - - - - - - - √ √ -
Opacity
Notes:
o When a bi-fuel vehicle has flex fuel option, both test requirements are applicable. Vehicle tested with E100 need not be tested for E85.
o Only NOx emission shall be determined when the vehicle is running in Hydrogen
o Applicable only for vehicles with direct injection engines including hybrids
o Biodiesel blends up to 7% will be tested with reference diesel (B7) & vehicles fueled above 7% will be tested with respective fuels.
o C02 emission and fuel consumption shall be measured as per procedure laid down in AIS137 and as amended time to time
194
Durability:
India adopted 80,000 km of durability requirement for BSIII / IV emission. It is recommended in
Auto fuel policy that the Government of India would enhance the Durability. For BSVI durability
requirement it is enhanced from current BS IV level of 80,000 km to 160,000 km for the vehicles
manufactured on or after 1st April 2020 for all models.
Deterioration
Factors
CO HC HC+NOx NOx PN PM
Deterioration
CO HC NMHC HC+NOx NOx PN PM
Factors
Gasoline 1.5 1.3 1.3 - 1.6 1.0 1.0
Diesel 1.5 - - 1.1 1.1 1.0 1.0
OBD requirements
• Applicability: All light passenger/commercial vehicles
• OBD I required for gasoline and diesel vehicles by 4-1-2010
• Discontinuity test: MIL must be activated if discontinuity of emission related components
occurs
• BS IV OBD II required for gasoline and diesel vehicles by 4-1-2013:
o MIL must be activated if emission related components cause emission to exceed
OBD threshold.
o Test procedure and approval practices are in line with EOBD limits for Euro 4.
As per latest Gazette of India notification dated 16th September 2016, all vehicles shall be equipped
with On-Board Diagnostic (BS VI-OBD) systems for emission control which shall have the
capability of identifying malfunction by means of fault codes stored in computer memory as per
the procedure laid down in AIS 137 and as amended from time to time when that failure results in
an increase in emission above the limits given in the following tables:
195
OBD Threshold for BS VI vehicles manufactured on or after 1st April 2020:
On-Board Diagnostic (BS VI OBD-1) Threshold:
CO NMHC NOx PM1)
Category Class Reference Mass [mg/km] [mg/km] [mg/km] [mg/km]
[kg]
PI CI PI CI PI CI PI CI
M - All 1900 1750 170 290 150 180 25 25
I RM ≤1,305 1900 1750 170 290 150 180 25 25
N1 II 1,305<RM≤1,760 3400 2200 225 320 190 220 25 25
III 1,760<RM 4300 2500 270 350 210 280 30 30
N2 III 1,760<RM 4300 2500 270 350 210 280 30 30
1)
PM-thresholds for PI engines apply to direct injection engines only.
In-use performance ratio (IUPR) for BS VI vehicles manufactured on or after 1st April 2023 shall
be:
𝑁𝑢𝑚𝑒𝑟𝑎𝑡𝑜𝑟
𝐼𝑈𝑃𝑅𝑀 =
𝐷𝑒𝑛𝑜𝑚𝑖𝑛𝑎𝑡𝑜𝑟
(i) Comparison of Numerator and Denominator gives an indication of how often a specific monitor
is operating relative to vehicle operation. Detailed requirements for tracking IUPR are given in AIS
137.
(ii) According to the requirements specified in AIS 137, the vehicle is equipped with a specific
monitor M, IUPRM shall be greater or equal to 0.1 for all monitors M.
196
Where,
Average Fuel consumption Standard= In petrol equivalent lit/100km
a = constant multiplier
b = Fixed constant
c= Fixed constant
W= Weighted average of unladen mass in kg for sale by manufacturer
Ni = Number of vehicles manufactured or imported for sale in India of a model I in respective
fiscal year
Wi =Unladen mass in kg of a model i in the respective fiscal year.
197
FCLPG in (lit/100km) = 0.06150 x CO2
FCCNG in (kg/100km) = 0.03647 x CO2
Where,
CO2 = measured carbon dioxide in g/km as per type approval
(b) Actual Fuel Consumption of every electricity driven model shall be measured in terms of
kWh/100km as per type approval;
(c) Actual Fuel Consumption in petrol equivalent for diesel, LPG, CNG and electricity driven
vehicles shall be obtained by multiplying the actual fuel consumption referred above in (a) and (b)
with conversion factors specified below
Fuel type Conversion Factor to Petrol equivalent
Diesel 1.1168
LPG 0.6857
CNG 1.1563
Electricity 0.1028
The compliance to the CO2 equation mentioned here shall be deemed as compliance to the
average fuel consumption standard in petrol equivalent liter/100km given in the said notification
issued by Ministry of Power. Every manufacturer shall submit an “Annual Fuel Consumption
Report” for the reporting period.
The manufacturer’s annual corporate average CO2 performance (P) with respect to the target (T)
can be quantified in terms of CO2 credits / debits in metric tons/km and calculated as follows.
CO2 Credits = {(T - P) X Σ ni}/106
CO2 Debits = {(P - T) X Σ ni}/106
Where:
‘P’ is the manufacturer’s annual corporate average CO2 performance expressed in g/km
‘T’ is the manufacturer’s annual corporate average CO2 target expressed in g/km
ni is the total number of vehicles manufactured / imported in India of a model i, including its
variant(s) in a Reporting period for sale in India.
198
Fuel Economy Labels
Currently as per Gazette of India Notification on 7th January 2016 every manufactures or importer
of a vehicle shall affix on the vehicle a Fuel Economy Star Rating (FESR) before on or before 1 st
April 2016 which are determined as follows
Where,
Wi = Unladen mass in kilogram of a model in the respective financial year and
FCi = Petrol equivalent fuel consumption in liter per 100 kilometer of a model i.
Incentive Programs
Government of India approved the National Mission on Electric Mobility in 2011 and subsequently
National Electric Mobility Plan 2020 was unveiled (in 2013) and it is further formulated as Faster
Adaption and Manufacturing of Hybrid & Electric vehicles in India (FAME) by Department of Heavy
Industry by S.O. 830(E). The Gazette of India notification dated 13th March 2015.
The overall scheme is proposed to be implemented over a period of 6years, till 2020 and it is
intended to support hybrid/electric vehicles market and its manufacturing eco-system.
Phase -1 of scheme is implemented from 1st of April 2015 for next two years for FY 2015-16 & FY
2016-17 and it was extended further up to 31st March 2019.
Phase – 2 was unveiled with an implementation date of 1 st April 2019 with outlay of 10.000 Crore
for a period of 3 years.
The demand incentive shall be available for buyers (end users/consumers) in the form of an upfront
reduced price to enable wider adoption.
Mild Hybrid, Strong Hybrid, Plug-in Hybrid and Pure Electric technologies (collectively termed as
xEV) are covered under the scheme in The Gazette of India notification draft dated 13th March
2015. However, in 30th March 2017 Department of Heavy Industry has noted that Mild hybrid
technology will stand excluded from benefits under the FAME scheme w.e.f 1 st April 2017. The
vehicles sold with Mild hybrid on or before 31th March 2017 will continue to receive incentives.
The following category of vehicles shall be eligible to avail demand incentives under the scheme:
▪ Two-wheeler (Category L1 & L2 as per Central Motor Vehicle Rules (CMVR)
▪ Two-wheeler (Max power not exceeding 250 Watts)
▪ Three wheelers (Category L5 as per CMVR)
▪ Passenger Cars (Category M1 as per CMVR)
▪ LCVs (Category N1 as per CMVR)
▪ Buses (Category M3 as per CMVR)
▪ Retrofitment (Category M1, M2 & N1 as per CMVR)
199
For Vehicle categories: see page 36
Mild HEV with OVC (Off Vehicle Vehicles with OVC with Rechargable Energy
Charging) Storage System (ReESS).
Plug in HEV/ Range Extended Electric Strong HEV with Off Vehicle Charging (OVC)
Vehicles (REEV) of ReESS.
The demand of incentives is proposed into 2 slabs – Level 1 and Level 2. This is to promote
development of technologies and vehicles with higher fuel saving potential. In general to qualify
for L2 incentive, the vehicle shall have to meet 50% higher qualifying target. Target Line (TL) fuel
consumption for base vehicle and xEV vehicles are defined as follows
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Actual gasoline equivalent fuel consumption for diesel, LPG, CNG vehicles shall be obtained by
multiplying the actual fuel consumption of a diesel, LPG or CNG motor vehicle with the conversion
factors specified as in below table:
Fuel type Conversion Factor to Petrol equivalent
Diesel 1.1340
LPG 0.6878
CNG 0.7581
Following incentives are applicable except for Mild Hybrid with effect from 1 st April 2017
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Brazil
Emission Standard for Passenger cars & Light Commercial Vehicles
(80,000 km standards)
Test: Vehicle Phase Effective Evap3)
THC1) NMHC CO NOx CHO2) PM
FTP-75 Type SHED
Date [g/test]
Limits
[g/km]
PC 0.12 4)
L5*) 1-1-2009 0.30 0.05 2.0 0.02 0.05 2.0
& 0.25 5)
LCV 1-1-2014 0.025 6)
Gasoline ≤1,700kg L6 0.30 0.05 1.30 0.08 0.02 1.58)
1-1-2015 9) 0.030 7)
Diesel
0.25
NG10) LCV L5*) 1-1-2009 0.50 0.06 2.7 0.04 0.06 2.0
0.43 5)
>1,700kg
1-1-2014 0.25
L6 0.50 0.06 2.00 0.03 0.040 1.5 8)
1-1-2015 9) 0.35 5)
1)
Only for vehicles operated on natural gas; 2) Due to an alcohol of 22 to 27% in gasoline, Brazil specifies a standard for aldehydes (CHO) for
gasoline engines - not valid for natural gas engines; 3) not applicable for Diesel vehicles and vehicles exclusively operated only natural gas; 4) only
for gasoline or ethanol vehicles; 5) only for Diesel vehicles; 6) for PC; 7) for LCV; 8) valid as of 1-1-2012 for all vehicles ; 9) 2014: new type approval,
2015: all new registrations; 10) CO2 test results have to be reported; *) Phase L5 was planned for Diesel vehicles but was not possible due to
unavailability of adequate fuel quality;
The FTP-75 is the emission cycle used in emission tests in Brazil. The test should start with an
ambient temperature between 20°C and 30°C, and the soak time should be higher than 12 hours
and lower than 36 hours. There are no tests with temperatures lower than 20°C. The road
coefficients are usually measured and provided by the vehicle manufacturer. If more than 33% of
the produced vehicles are equipped with air conditioning system, the road coefficients must be
raised by 10%. All emission tests are executed with the air conditioning system turned off.
There are specific rules for the tests with E100. In these tests, it is allowed to discount the whole
amount of unburned ethanol from the NMHC. That means that for E100 the value compared to the
NMHC limit (0.05 g/km) is not the whole amount of NMHC, but the NMHC without the unburned
ethanol (NMHC-ETOH).
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PL7 Limits - starting January 2022
NMOG(7)
PM(1) CO Aldehydes(3) NH3(2) Emission during
Category + Nox Evaporative(5)
mg/km mg/km mg/km ppm fuel tanking(6)
mg/km
Light
80 6
passenger 0,5g per day 50 mg per liter
15
1000 Inform of test fueled
Light 140(3) 6(3)
comercial
320(4) 20(4) - - -
(1): Applicable to vehicles equipped with spark ignition and direct injection engines or Diesel engines.
(2): Applicable to vehicles equipped with Diesel engines with aftertreatment system that uses liquid reductant.
(3): Applicable only to Otto engines.
(4): Applicable only to Diesel engines.
(5) Not applicable to Diesel nor GNV engines. SHED test takes 48 hours.
(6) Not applicable to Diesel nor GNV engines. Starting at 2023.
(7) NMOG calculation is under discussion.
70 70 4 600 10
light commercial
Light passenger
60 60 4 600 10
ME(4)
50 50 4 600 10
40 40 4 500 10
30 30 3 500 8
20 20 2 400 8
0 zero zero zero zero zero zero zero
(1): Applicable to vehicles equipped with spark ignition and direct injection engines or Diesel engines.
(2): Applicable to vehicles equipped with Diesel engines with aftertreatment system that uses liquid reductant.
(3): Applicable only to Otto engines.
(4): ME – Inertia value
(5) NMOG calculation is under discussion.
(6): Applicable only to Otto engines. Shed test takes 48 hours
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BIN Emission:
Light Light
Starting date commercial passenger
vehicle vehicle
01-01-25 140 50
01-01-27 110 40
01-01-29 50 30
01-01-31 30 30
The discount of unburned ethanol of NMOG and NMHC is forbidden when vehicle is fueled with
ethanol.
The OEM or importer must prove the vehicle meet emissions after 160 thousand km.
For vehicles selling volume is lower than 15 thousand units per year, optionally, a standard
(Deterioration Factor) DF can be used:
Category Multiplicator
For volumes higher than 15 thousand units per year, the OEM or importer must determine the DF
in vehicle according to Brazilian rules.
If the OEM or importer already has the DF for an 80.000km vehicle (e.g. PL6 values), it must be
used at certification if it is higher standard DF above until the company determines the DF for
160.000km.
Besides DF, for vehicles that uses regenerative systems it was introduced the Ki factor.
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OBD Requirements
The Brazilian OBD legislation (OBDBr-2 and OBDBr-2+) is very similar to EOBD, with some few
differences:
1. FTP-75 is the homologation cycle;
2. Catalyst efficiency should be monitored only for THC (for NGV) or NMHC (for Otto
engines, except NGV);
3. Except for catalyst, misfire and upstream lambda sensor, only electrical diagnoses
are required;
4. Catalyst, lambda sensor (plausibility) and misfire monitoring might be disabled during
evaporation of fuel in oil and determination of ethanol concentration in fuel;
5. Catalyst and lambda sensor (plausibility) monitoring might be disabled out of the
following ethanol concentration ranges: E19-E30 and E90-E100 (OBDBr-2 only).
OBD limits for OBDBr-2 (valid from January 1st, 2010 onwards)
Category THC(1) (g/km) NMHC(2) (g/km) CO (g/km) NOx (g/km)
LDV 0.75 0.30 4.11 0.75
LDT1 0.75 0.30 4.11 0.75
LDT2 1.25 0.50 8.22 1.50
Notes:
LDV: Light-duty Vehicles (passenger cars)
LDT1: Light-duty Trucks 1 (LVW < 1700 kg)
LDT2: Light-duty Trucks 2 (1700 kg < LVW < 3856 kg)
LVW: Loaded Vehicle Weight, used as reference for emissions test.
(1) Only for NGVs
(2) Only for Otto engines, except NGVs (it is allowed to discount unburned ethanol at manufacturer’s
discretion)
OBDBr-2+
From January 1st, 2018 onwards there are some small changes in the legislation, which is now
called OBDBr-2+:
1. All diagnosis should run for the complete ethanol in fuel concentration range;
2. CO OBD limits lowered to 3.0 g/km for LDV and LDT1 and to 6.0 g/km for LDT2;
3. THC and NMHC should be monitored for catalyst diagnosis;
4. OBD homologation can be run with E61.
OBDBr-3:
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Fuel Economy Regulations
There are no specific rules for CO2 emissions or for fuel economy in Brazil. The vehicle’s fuel
consumption is measured in two different cycles. The urban cycle UDDS and the extra-urban
Highway Cycle. Brazil has a labeling program for fuel consumption organized by INMETRO
(Instituto Nacional de Metrologia, Qualidade e Tecnologia). Nevertheless, the manufacturers are
not yet obligated to participate in this program. Therefore, most of the consumers do not know if
they are buying a good rated vehicle or not.
ROTA2030
To foster improvements in the automotive industry the Rota 2030 Mobilidade and Logística
program came now into place.
Inovar Auto was the previous program for the automotive industry that expired almost one year
ago, which was in a strong critic of the World Trade Organization (WTO) for giving unfair
advantages to local car makers.
The objectives of Rota 2030 Mobility and Logistics is to promote technical development,
competitiveness, innovation, safety, environmental protection, energy efficiency and quality of
automobiles, trucks, busses, chassis with engines and automotive supplier industries.
The new policy will have three phases with targets for phase I (2018-2022), phase II (2023-2027)
and phase III (2028-2032) and shall be guided in following concepts:
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Test Procedures
Evaporative Emission Test
An evaporative emission limit of 1.5* g/test is applicable.
Sealed Housing for Evaporative Emission Determination (SHED) test is used for measuring
evaporative emissions as per NBR11481 test standard. The test includes both stages, the diurnal
(cold test evaporation) stage and the hot soak (hot test evaporation) stage.
*an alternate limit of 2.0 g/test is applicable if sealed chamber of variable volume specified as per US standard is used;
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Russian Federation
Emission Standards for M & N Vehicles ≤ 3,500 kg
Vehicle Emission
Effective Date1) Requirement Corresponds to
Type Class
ECE-R83/05
January 1-2008 3 Emission level A Euro 3
Gasoline
ECE-R24/03 (Diesel only)
Diesel
ECE-R83/05
January 1-2010 4 Emission level B Euro 4
Gas ECE-R24/03 (Diesel only)
ECE-R83/05
January 1-2016 5 Euro 5
ECE-R24/03 (Diesel only)
1) With regard to motor vehicles manufactured using base motor vehicles that have been placed into service and produced by other manufacturers,
the period of validity of Vehicle Type Approvals is limited to the following date: for base motor vehicles of emission class 4 - December 31, 2016.
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CPT Group GmbH Legal notice Emission
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93055 Regensburg service, with the understanding that Continental
Phone + 49 941 790 - 0 is not engaged in rendering legal, regulatory
www.continental-automotive.com or other professional service. This publication
should not be used as a substitute for official
regulations, which should always be consulted.