Delphi Passenger Car Light Duty Truck Emissions Brochure 2013 2014

1

Table of ContentsTable of Contents 1WW Testing Procedures & Standards 3

Exhaust Emissions Standards

Economic Commission for Europe 4WLTP 5European Union Type Approval & Vehicle Categories 7 Euro 1-4 8-11 Euro 5-6 13-16 Driving Cycles 17-18US Federal Tier II Standard 20-22 Driving Cycles 23-24California LEV I 26 LEV II 27 LEV III 27-29 NMOG 30-31

SFTP 32-35 Driving Cycles 36Japan Emissions Standards 38-39 Other Requirements 40 Driving Cycles 41-42South Korea 44Brazil 45-46Other Areas of the World 47-49

Emissions Related Requirements

European On-Board Diagnostics Euro 3-4 51 Euro 5-6 52-54US On-Board Diagnostics EPA OBD II 56 CARB OBD II - All Vehicles 56-58 CARB OBD II - Gasoline Vehicles 59-61 CARB OBD II - Diesel Vehicles 62-68Fuel Consumption - CO2 Emissions 70-79

Fuels

EU Reference Test Fuels 80US Reference Test Fuels 81-82

Evaporative Emissions Standards

Conventional US/EU Test Procedures 84Enhanced Evaporative Emissions 85-87On-Board Refuelling Vapour Recovery 88-89

Motorcycles

European Union 91-92WMTC 93US Federal/California 94Other Areas of the World 95-96

Glossary

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3

WORLDWIDE TESTING PROCEDURES AND STANDARDS

European Union countries: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, United Kingdom.

JAPAN

EUROPE

US

Standards on 10.15 mode +

11 mode cycles

EU 1993Euro 1

1996Euro 2

ECE ECER 83/01

ECER 83/02

EPA Tier 0US 87

Tier 1US 94

CARB Tier 0 Tier 1

2000/2002 Standards on10.15 mode + 11 mode cycles

2000 Euro 3

2005Euro 4

2009Euro 5

ECER 83/03

ECER 83/04

2001NLEV

2004 Tier 2

2015LEV3LEV ULEVTLEV ZEVLEV 1 LEV ULEV ZEVSULEV

2004LEV 2

ECER 83/05

ECER83/6

2009 Postnew long Term

Mode cycle JC 08

2014Euro 6b

2017Euro 6c

2011Euro 5+

2005 long TermStandards

10.15 + 11 mode cycles

4Exhaust Emissions Standards

ECE regulations are similar to EU directives. A base regulation is updated with a consecutive series of amendments. Dates of implementation differ from country to country, depending on the approval status of the respective amendment in that country.

ECE-R-83/00 ⇒ Content equivalent to 88/76/EEC and Regulation ECE-R15/04 (approval A)

ECE-R-83/01 ⇒ Content equivalent to 91/441/EEC = EC 93 for passenger cars (Euro 1)

ECE-R-83/02 ⇒ Content equivalent to 93/59/EEC = EC 93 for passenger cars and large passenger cars and light duty trucks

ECE-R-83/03 ⇒ Content equivalent to 94/12/EC European Directive = EC 96 for passenger cars plus LPG/NG vehicles (Euro 2)

ECE-R-83/04 ⇒ Content equivalent to 96/69/EC European Directive = EC 96 for PC & LCV and 98/77/EC (LPG/NG emissions & replacement catalytic converters)

ECE-R-83/05 ⇒ Content equivalent to 98/69/EC European Directive = EC 2000 and EC 2005 (Euro 3 and Euro 4)

ECE-R-83/05 supplement 1 to 9

⇒ Contains provisions for OBD and access to repair information

⇒ Contains the emission test procedure for periodically regeneration exhaust aftertreatment systems (e.g. particulate trap, DeNOx catalyst)

⇒ Contains provisions for hybrid vehicles type approval

⇒ Contains specific provisions for gaseous LPG/NG vehicles

⇒ Contains provisions for modified particulate mass measurement procedures in line with the conclusions of the Particle Measurement Program

⇒ Contains provisions for particle number measurement procedures in line with the conclusions of the Particulate Measurement Program

ECE-R-83/06 ⇒ content to be equivalent to 715/2007/EC (Euro 5 & Euro 6)

ECE


WLTPProposed WLTP Worldwide harmonized Light duty vehicle Test Procedure

Scope: World harmonized way to determine Passenger Car CO2 emissions; toxic emissions in a second phase

Introduction: Many delays encountered up until now. Earliest expected application in Europe 2017

Cycle construction: - Extra high speed part only for European Union and US - India and Japan require special high and extra high

speed part for vehicles with low power/mass ratio

Test Conditions: Be representative for real world driving conditions. AC on/off; daylights on/off; audio system on/off; battery state of charge; ambient temperature during test, vehicle weight, etc. are being debated and defined in separate working groups

Additional items for worldwide emission regulation harmonization within the framework of WLTP:- Additional pollutants regulations (Ethanol, Aldehydes, NO2, N2O, NH3)- Definition of worldwide standardized method for particulate measurements- Definition of lab procedure for hybrid vehicle & electrical vehicle for energy

consumption

WLTC Version 5 (Proposal)

1) NEDC = New European Driving Cycle - ECE + EUDC

NEDC 1) WLTCLength (s) 1.220 1.800Length (km) 11,06 23,26Idle time (%) 33 13Vmax (km/h) 120 131,6Vaverage (km/h) 31,6 46,3Accelmax (m/sec2) 1 1,6

Spe

ed (k

m/h

)

LOW MEDIUM HIGH ExTRA HIGH

Time (s)

135

120

105

90

75

60

45

30

15

0 0 31 62 93 124

155

186

217

248

279

310

341

372

403

434

465

496

527

558

589

620

651

682

713

744

775

806

837

868

899

930

961

992

1023

1054

1085

1116

1147

1178

1209

1240

1271

1302

1333

1364

1395

1426

1457

1488

1519

1550

1581

1612

1643

1674

1705

1736

1767

1798

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EUROPEAN UNIONVEHICLE CATEGORIES

Directive 70/156/EC, as amended by Directive 2007/46/ECTest Description Requirement

Type I Tailpipe Emissions See pages 8-16 after a cold start 2) Test cycle: see pages 17-18Type II CO Emission test at idling speed Determination of reference value for I/M 1) & COP.Type III Emissions of crankcase gases Standard: zero emissionType IV Evaporative Emissions See page 84Type V Durability of anti-pollution devices See pages 8-16Type VI Low temperature test See pages 10, 16 - OBD See pages 51-54

1) I/M: Inspection & Maintenance2) RDE Real World Driving Emissions expected to be included in this section after 2017

Note: Type Approval is granted after compliance with tests and requirements

TyPE APPROVAL

Category Description Sub- Number Mass Limit category of Persons

Up to

M1 9 Persons

GVW ≤ 3.500 kg 1)

M

Carriage of

Passengers

M2

Over GVW ≤ 5.000 kg

Min. 4 wheels

9 Persons

PC

M3

5.000 kg < GVW

N1 CL 1 RM ≤ 1.305 kg

N1 CL 2 Max GVW 1.305 kg < RM

Carriage of ≤ 3.500 kg ≤ 1.760 kg

N Goods N1 CL 3 N.A. 1.760 kg < RM

Min. 4 wheels ≤ 3.500 kg

N2 3.500 kg < GVW ≤ 12.000 kg N3 12.000 kg < GVW

1) Until Euro 4: Two subgroups: M1 with GVW ≤ 2.500 kg and M1 with 2.500 kg < GVW ≤ 3.500 kg


EUROPEAN UNION

1) in brackets: COP values 2) Limits for IDI Diesel. For DI Diesel until 30/09/1999: HC+NOX: 0,90 g/km, CO: 1,00 g/km, PM: 100 mg/km3) Newly required recording of in-use durability 4) Until 12/2002 Diesel cars with GVW > 2 t and - a) > 6 seats or - b) off road vehicles were considered as N1 vehicles

EURO 1-4 - PASSENGER CARS M (≤ 2,5 T GVW, ≤ 6 SEATS)Directive Text Number Euro 1 (EC 93) 1) Euro 2 (EC 96) Euro 3 (EC 2000) Euro 4 (EC 2005) 91/441/EEC or 93/59/EEC 94/12/EC or 96/69/EC 70/220/EEC, (EC93) (EC96) as amended by 98/69/EC and 2003/76/ECApplication Date month/year TA: 07/1992 TA: 01/1996 TA: 01/2000 TA: 01/2005 FR: 01/1993 FR: 01/1997 FR: 01/2001 FR: 01/2006Test type - URBAN (40 sec idle) URBAN (40 sec idle) Rev. Urban (10 sec idle) Rev. Urban (10 sec idle) + EUDC + EUDC + EUDC + EUDCCombustion Type SI CI SI CI 2) SI CI SI CI 4)

HC g/km - - - - 0,20 - 0,10 -NOX g/km - - - - 0,15 0,5 0,08 0,25HC + NOX g/km 0,97 (1,13) 0,97 (1,13) 0,50 0,70 - 0,56 - 0,30CO g/km 2,72 (3,16) 2,72 (3,16) 2,20 1,00 2,30 0,64 1,00 0,50PM mg/km - 140 (180) - 80 - 50 - 25 CO, HC+NOX: CO: 1,1 CO, HC+NOX: CO: 1,1 CO, HC, NOX: CO: 1,1 CO, HC, NOX: CO: 1,1Deteriation factors - 1,4 HC+NOX: 1,0 1,5 HC+NOX: 1,0 1,2 HC+NOX: 1,0 1,2 HC+NOX: 1,0 PM: 1,2 PM: 1,3 PM: 1,2 PM: 1,2

Durability km 80.000 80.000 80.000 80.000 80.000 80.000 100.000 100.000 or 5 years or 5 years or 5 years 3) or 5 years 3)

EOBD - NO NO NO NO YES YES YES YES


EUROPEAN UNION

1) Reference weight in running order plus 25 kg 2) in brackets: COP values 3) Limits Diesel 4) Included Large Passenger cars (> 2,5 t GVW) 5) TA and FR application dates for EOBD differ from non OBD related dates: See EOBD section for more details

For Euro 2: COP = TA values (if not mentioned otherwise)

EURO 1-4 - LARGE PASSENGER CARS AND LIGHT DUTy TRUCKS N1 (> 2,5 T GVW, 7-9 SEATS, LDT ≤ 3,5 T) Directive Text Euro 1 (EC 93) Euro 2 (EC 96) Euro 3 (EC 2000) Euro 4 (EC 2005) Number 93/59/EEC (EC93) 96/44/EC or 94/12/EC 70/220/EEC, as amended by 70/220/EEC, as amended by and 93/116/EEC(EC96) 98/69/EC and 2003/76/EC 98/69/EC and 2003/76/ECVehicle Class Class 1 Class 2 Class 3 Class 1 Class 2 Class 3 Class 1 Class 2 Class 3 4) Class 1 Class 2 Class 3 4)

≤ 1250 kg 1) > 1250 kg > 1700 kg 1) ≤ 1250 kg 1) > 1250 kg > 1700 kg 1)

≤ 1700 kg 1) ≤ 1700 kg 1) Application Date month TA: 10/1993 TA: 01/1997 TA: 01/1998 TA: 01/1998 TA: 01/2000 TA: 01/2001 TA: 01/2001 TA: 01/2005 TA: 01/2006 TA: 01/2006 /year FR: 10/1994 FR: 10/1997 FR: 10/1998 FR: 10/1999 FR: 01/2001 FR: 01/2002 FR: 01/2002 FR: 01/2006 FR: 01/2007 FR: 01/2007

Test type - URBAN (40 sec idle) + EUDC URBAN (40 sec idle) + EUDC Rev. Urban (10 sec idle) + EUDC Rev. Urban (10 sec idle) + EUDCCombustion Type Same limits for SI and CI engines SI CI SI CI SI SI SI CI SI CI SI CI SI CI SI CI SI CIHC g/km - - - 0,20 - 0,25 - 0,29 - 0,10 - 0,13 - 0,16 -NOX g/km - - - 0.15 0,5 0,18 0,65 0,21 0,78 0,08 0,25 0,1 0,33 0,11 0,39HC + NOX g/km 0,97 (1,13) 2) 1,4 (1,6) 2) 1,7 (2,0) 2) 0,5 0,7 (0,9) 2) 0.6 1,0 (1,3) 2) 0,7 1,2 (1,6) 2) - 0,56 - 0,72 - 0,86 - 0,30 - 0,39 - 0,46CO g/km 2,72 (3,16) 2) 5,17 (6,0) 2) 6,9 (8,0) 2) 2,20 1,0 4,0 1,25 5,0 1,5 2,30 0,64 4,17 0,8 5,22 0,95 1,0 0,50 1,81 0,63 2,27 0,74PM mg/km 140 (180) 2)3) 190 (220) 2)3) 250 (290) 2)3) - 80 (100) 2) 120 (140) 2) 170 (200) 2) - 50 - 70 - 100 - 25 - 40 - 60EOBD - NO NO YES 5) YES 5)


Cat M1 and N1 CL I ≤ 2,5t GVW and/or≤ 6 seats CO 15 g/kmNew types from 1 January 2002 HC 1,8 g/kmCat N1 CL II, M1 > 6 seats, 2,5 t < GVW ≤ 3,5 t CO 24 g/kmNew types from 1 January 2003 HC 2,7 g/kmCat N1 CL III CO 30 g/kmNew types from 1 January 2003 HC 3,2 g/km

EUROPEAN UNIONOTHER EURO 3-4 REQUIREMENTS

• Onboard diagnostics requirements for gasoline, LPG, NG and diesel• Enhanced evaporative emissions requirements• Low temperature test for gasoline vehicles• Quality of market gasoline & diesel fuels (Dir 98/70/EC as amended by 2003/17/EC)

• Measurement of HC and CO at -7°C (266K) during the urban part of the revised NEDC (780 seconds)• Deterioration factors are not applied• Reference Fuel option with higher RVP and density• Gaseous Fuel (LPG or NG) vehicles are exempt from the low temperature test


EUROPEAN UNIONSMOKE - DIESEL ONLyDirective 72/306/EEC amended by Directive 2005/21/EC

2 tests are required:

1 Speed stabilised under full load

6 measurements shall be made at engine speeds spaced out uniformly betweenthat corresponding to maximum power and the higher of the following two engine speeds: 45% of the engine speed corresponding to maximum power; and 1.000 rpm. For each measuring point, the smoke measured should not exceed the limit values (SL) specifi ed in the directive, which are a function of the air fl ow rate. The value selected will be the measured (SM) nearest the relevant limit value.

2 Free acceleration

With warm engine from idle to maximum engine speed giving an average (XM) of 4 consecutive non-dispersed values.

Calculated according both tests:XL1= (SL/SM)*XM and XL2 = XM + 0,5The lowest numerical XL value will be marked on the vehicle and will be used

as a reference for checking production which should not be greater than this value more than 0,5 m-1.Additional requirement for turbo engines: XM ≤ SL (corresponding to max SM) +0,5 m-1.

Conversion of Diesel Smoke values

Light absorption coeffi cient [m-1]

Hartridge smoke units [HSU]

Bosch number [BN]

8,07,06,0

5,0

4,0

3,5

3,02,82,62,42,2

2,01,91,81,71,61,51,41,31,21,11,00,90,80,70,6

0,50,4

0,3

0,2

0,1

908070605040302010

7,57,06,5

6,0

5,5

5,0

4,5

4,0

3,5

3,0

2,5

2,0

1,5

1,0

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Test Cycle: similar to Euro 4: Revised Urban + EUDC

- RDE to be introduced as a complement to the Revised Urban + EUDC with Euro 6c (see page 17)- WLTP to be introduced with Euro 6c at the earliest (see page 5)

New Reference Fuels (see page 80):For Type 1 test: Gasoline E5, Flex fuel E85; Diesel: B5For Type 6 test: Gasoline E5, Flex fuel E75 (TBD)

Unrestricted and standardized access to vehicle repair and maintenance information CO2 and Fuel Consumption: (see pages 70-71)

Items to be finalized for Euro 6c- RDE - Evaporative emissions- Additional pollutants regulations - Road load determination- Vehicle weight - Battery state of charge- Auxiliary devices

For the moment, European Commission does not work on Euro 7 regulations. No official and validated information are available yet.

EUROPEAN UNIONEURO 5-6 REGULATION Split level Approach: Co-decision Regulation EC 715/2007 - June 20, 2007 Comitology Regulation EC 692/2008 - July 18, 2008 As amended by Regulation (EU) 566/2011 Repeal of Directive 70/220 and related amendmentsVehicle Scope: M1 and M2, N1 and N2 vehicles as defined inDirective 70/156/EC with reference mass ≤ 2.610 kgExtension possible at the manufacturer’s request to M1, M2, N1, N2 with reference mass ≤ 2.840 kg

Exempted Vehicles at Euro 5 stage:Diesel M1 Vehicles designed to fulfill specific social needs:- Special purpose vehicles with Ref Mass > 2.000 kg (Ambulance, hearse, motor caravan…)- Vehicles w/ Ref Mass > 2.000 kg and designed to carry at least 7 occupants. From 01Sept12, no more valid for ”true” off-road vehicle- Vehicles w/ Ref Mass > 1.760 kg and built specifically for commercial purposes to accommodate wheelchair use inside the vehicleThese vehicles still have to meet the N1 Class III limits for Euro 5.No more exemption for passenger cars from Euro 6.


Emissions Unit PC M 1), LDT N1 CL 1 LDT N1 CL 2 LDT N1 CL 3, N2 Euro 5a Euro 5b/b+ Euro 6b / 6c Euro 5a Euro 5b/b+ Euro 6b / 6c Euro 5a Euro 5b/b+ Euro 6b/6cNOx 180 180 80 235 235 105 280 280 125HC+NOx mg/km 230 230 170 295 295 195 350 350 215CO 500 500 500 630 630 630 740 740 740PM 2) 5,0 4,5 4,5 5,0 5,0 4,5 5,0 5,0 4,5PN # Nb/km - 6,0 * E11 6,0 * E11 - 6,0 * E11 6,0 * E11 - 6,0 * E11 6,0 * E11

1) Exempted M1 vehicles have to comply with N1Cl3 test I emissions limits - No more exemption for passenger cars from Euro 62) Test procedure defined in UN Reg 83 Suppl 7

EUROPEAN UNIONEURO 5-6 SPARK IGNITION EMISSION LIMITS

1) No exemption for gasoline Passenger Car 2) Applicable to gasoline DI engines only 3) Test procedure defined in UN Reg 83 Suppl 74) Until 3 years after the dates for type approval / 1st registration particle emission limit of 6,0 x E12 may be applied to Euro 6 spark ignition DI vehicles upon request of manufacturerEURO 5-6 COMPRESSION IGNITION EMISSION LIMITS

Emissions Unit PC M 1), LDT N1 CL 1 LDT N1 CL 2 LDT N1 CL 3, N2 Euro 5a Euro 5b/b+ Euro 6b Euro 6c Euro 5a Euro 5b/b+ Euro 6b Euro 6c Euro 5a Euro 5b/b+ Euro 6b Euro 6cTHC 100 100 100 100 130 130 130 130 160 160 160 160NMHC 68 68 68 68 90 90 90 90 108 108 108 108NOx mg/km 60 60 60 60 75 75 75 75 82 82 82 82CO 1000 1000 1000 1000 1810 1810 1810 1810 2270 2270 2270 2270PM 2) 3) 5,0 4,5 4,5 2) 4,5 2) 5,0 4,5 4,5 4,5 5,0 4,5 4,5 4,5PN # 3) Nb/km - - 6,0 * E11 4) 6,0 * E11 - - 6,0 * E11 4) 6,0 * E11 - - 6,0 * E11 4) 6,0 * E11


Spark Ignition Vehicles 2012 2013 2014 2015 2016 2017 2018 2019 2020M, N1 Cl I TA FR N1 Cl II, III, N2 TA FR

Euro 5b OR Euro 5b+ 01Sep11 Euro 6b 01Sep14 Euro 6c 01Sep17

Euro 5b Euro 6b 01Sep15 Euro 6c 01Sep18

Euro 6b 01Sep15

Euro 6b 01Sep16Euro 5b+ Euro 5b

Euro 5b OR Euro 5b+ 01Sep11

Euro 5a

Euro 5a

Euro 5a

EURO 5 & 6 IMPLEMENTATION ROADMAP

EUROPEAN UNION





Euro 5a N1

Euro 5a

Euro 5a

Euro 5b

Euro 5b as M

Euro 5b

Euro 5b

Euro 5b+

Euro 5b+

Euro 5b+ No exemption

No exemption

No exemption

No exemption

Euro 5b+ Euro 6b 01Sep16

Euro 6b 01Sep15 Euro 6c 01Sep18



Euro 5b+

Euro 6c 01Sep18

Euro 6c 01Sep19

Euro 6c 01Sep19

Compression Ignition Vehicles M, N1 Cl I TA FR Exempted M1 off-road TA FR Exempted non off-road TA FR N1 Cl II, III, N2 TA FR


EUROPEAN UNIONDurability Requirements starting Euro 5: 160.000 kmAssigned Euro 5 DFs: SI: CO: 1,5; THC and NMHC: 1,3; NOx: 1,6; PM: 1,0 CI: CO: 1,5; NOx and THC+NOx: 1,1; PM/PN: 1,0Alternatives: Calculated DFs based on Standard Road Cycle (SRC) Test ageing bench: SI based on Standard Bench Cycle (SBC) CI based on Standard Diesel Bench Cycle (SDBC)Assigned Euro 6 DFs: SI: no change CI: TBDOr certification with aged (or rapid aged) exhaust system mandatory (t.b.c.)

In-Service ConformityUp to 100.000 km or 5 years

Low Temperature Test (- 7°C)No change for spark ignitionCompression ignition: Demonstration at TA of - Performance of NOx aftertreatment device reaching sufficiently high

temperature for efficient operation within 400 sec after a cold start (- 7°C)- Operation strategy of the EGR including its functioning at low temperature- Potential introduction of NOx limitation (Gasoline & Diesel)

with Euro 6c (t.b.c.)- A reduction of HC and CO limits with Euro 6c (t.b.c.)

Evaporative emissions (see page 84)


EUROPEAN UNIONDRIVING CyCLESRDE check that the vehicles comply with the European Regulation not only close to the NMVEG conditions but also under real life driving conditions. It is scheduled to be applied for Euro 6c, in September 2017.

Two methods are in discussion:

The pollutants are: - First step: CO and NOx - Second step: particles, and as soon as possible, the other pollutants

The emissions limit values are under discussion.

RANDOM CyCLE on VEL (based on real driving data), using Random Cycle Generator (EU WLTC database)

REAL ON-ROAD DRIVE monitoringusing PEMS (Portable Emission Measurement System)

But PEMS method will be developed as gold standard


DRIVING CyCLESURBAN (ECE) + ExTRA-URBAN (EUDC) CyCLES

EUROPEAN UNION

Urban cycle = 820 s

Urban + extra-urban cycles = 1.220 s (MVEG-A)Revised

Urban + Extra-urban cycles = 1.180 s (MVEG-B)Revised

Urban cycle = 780 s (-7°C)

Euro 3onw.

Length 11.007 km - Total duration (ECE+EUDC) 1.180 s Maximum speed 120 km/h - Average speed 33,6 km/h

Cycle revision for Euro 3 onwards: Modification of the start-up phase: deletion of the 40 s idle period prior to bag sampling start. Simultaneous engine crank and bag sampling start 111 s idle after crank

Prior to Euro 3: Start and 40 s idle period to bag sampling start

Speed (km/h)

120

100

80

60

40

20

0BS

0

Part One Part Two

ES

195 195 195 195 4001180

Time (s)

BS: Beginning of Sampling, engine startES: End of Sampling

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Exhaust Emissions Standards⇒ Cold CO: standard must be met at all altitudes.⇒ Tier II standards (see pages 21-22)

Revised Durability Schedule⇒ Manufacturer specific durability schedule allowed as an alternative to AMA schedule.⇒ Durability shown through bench aging of components.⇒ Requires in-use reality check performed by manufacturer. The stringent reality check procedures introduced in CY2000 are applicable.⇒ No carry-over of durability data from AMA schedule after MY2000.

Certification Streamlining (Compliance Assurance Plan 2000)⇒ US & California certification process changed in 2000 time frame. Focus moved from upfront self certification toward manufacturer performed in-use checks.

Others⇒ Clean fuel vehicle fleets: starting in 1999, in certain US cities fleets of ≥ 10 vehicles and central fuelling are required to purchase vehicles certified on federal test fuel to LEV or cleaner standards.

US FEDERALTIER II STANDARD⇒ Same standards applicable to cars and trucks up to 8.500 lbs GVWR (most sport utility vehicles, pick up trucks and vans).⇒ Emissions limits are fuel neutral, i.e. applicable to gasoline, diesel and all other fuels.⇒ Vehicles also have to meet Tier II limits on Supplemental Federal Test Procedure. ⇒ Evaporative emissions standards (see pages 84-88)⇒ 0,07 g/mi NOx fleet average at 120.000 mi/ 10 y phased-in 25/50/75/100% from 2004-2007 for cars and trucks < 6.000 lbs GVWR, and 50/100% in 2008-2009 for heavier trucks.⇒ 8 standards “bins” are available as long as the manufacturer’s fleet averages 0,07 g/mi NOx. Bin 1 corresponds to 0,0 g/mi of all emission categories.⇒ One new bin for MDPV. “Tier II” MDPV must be included in 0,07 g/mi NOx fleet average.


US FEDERALFleet average requirement for NMOG:

• Provisions for carry forward and carry-back of credits• Provisions for carry-over programs with respect to in-use testing• Test is on FTP cycle at 20 deg F• Flex fueled vehicles only required to provide assurance that the same

emission reduction systems are used on non-gasoline fuel as on gasoline• LDV < 6.000 GVWR: Meet sales weighted fleet average of 0,3 g/mi at 120k mi Phase in 25/50/75/100 from MY2010 - 2013• 6.000 ≤ LDV < 8.500 GVWR and MDPV < 10.000 lbs Meet sales weighted fleet average of 0,5 g/mi at 120k mi Phase in 25/50/75/100 from MY2012 - 2015

Vehicle NOx average/ MyCategory cap (g/mi) 2004 2005 2006 2007 2008 2009 2010

LDV, 0,3 / - 75% 50% 25% 0% - - -

LLDT 0,07 / - 25% 50% 75% 0% - - -

0,07 / 0,2 - - - 100% 100% 100% 100% - / 0,6 75% 50% 25% 0% - - -HLDT, 0,02 / - 25% 50% 75% 100% 50% 0% -MDPV 0,07 / - - - - - 50% 0% - 0,07 / 0,2 - - - - - 100% 100%


US FEDERALLIGHT DUTy VEHICLE - LIGHT DUTy TRUCK - MEDIUM DUTy PASSENGER VEHICLE Tier II Standard

Notes: Test covered: Federal Test Procedure (FTP), cold carbon monoxide, highway and idle MY > 2004+ 1) In lieu of intermediate useful life standards (50.000 miles) or to gain additional nitrogen oxides credit, manufacturers may optionally certify to the Tier II exhaust emission standards with a useful life of 150.000 miles. 2) Bins 9-11 expired in 2006 for LD vehicles and LD trucks. And in 2008 for HLD trucks and MD Passenger vehicles.3) Pollutants with 2 numbers have a separate certification standard (1st number) and in-us standard (2nd number).

Standard Emission Limits (50.000 miles) Emission Limits at Full Useful Life (120.000 miles) NOx NMOG CO PM HCHO NOx NMOG CO PM HCHOBin 1 - - - - - 0,00 0,00 0,0 0,00 0,000Bin 2 - - - - - 0,02 0,01 2,1 0,01 0,004Bin 3 - - - - - 0,03 0,055 2,1 0,01 0,011Bin 4 - - - - - 0,04 0,07 2,1 0,01 0,011Bin 5 0,05 0,075 3,4 - 0,015 0,07 0,09 4,2 0,01 0,018Bin 6 0,08 0,075 3,4 - 0,015 0,10 0,09 4,2 0,01 0,018Bin 7 0,11 0,075 3,4 - 0,015 0,15 0,09 4,2 0,02 0,018Bin 8 0,14 0,100/0,125 3) 3,4 - 0,015 0,20 0,125/0,156 4,2 0,02 0,018Bin 9 2) 0,20 0,075/0,140 3,4 - 0,015 0,30 0,090/0,180 4,2 0,06 0,018Bin 10 2) 0,40 0,125/0,160 3,4/4,4 - 0,015/0,018 0,60 0,156/0,230 4,2/6,4 0,08 0,018/0,027Bin 11 2) 0,60 0,195 5,0 - 0,022 0,90 0,28 7,3 0,12 0,032

g/mi


US FEDERALDRIVING SCHEDULES

CITy CyCLE 1)

505 s (5,8 km) 864 s (6,3 km) 505 s (5,8 km)

Cold Transient Cold Stabilized Hot TransientPhase I Phase II Phase III 1) Also known as: FTP 75, EPA III

Phase I + II also known as: FTP 72, EPA II, UDDS, LA-4

Length : 11,04 mi (17,77 km)Total duration : 1.874 s (+ hot soak: 540 s min; 660 s max)Simultaneous engine crank and bag sampling start.Initial idle is 20 sec.Max. speed : 56,68 mph (91,2 km/h)Average speed : 21,19 mph (34,2 km/h - stop excluded)

Between Phase II and Phase III, Hot Soak (9-11 min)

70

60

50

40

30

20

10

0

Spe

ed (m

ph)

Time (s) 0 200 400 600 800 1000 1200 1400 1600 1800 2000

Cold start phase 0-505 s

Transient phase 505-1369 s

Hot start phase 0-505 s


US FEDERAL DRIVING SCHEDULES

HIGHWAy CyCLE 1)

EPA Highway Fuel Economy Test Driving ScheduleLength 765 s - Distance 10,26 mi - Average Speed 48,3 mph

60

50

40

30

20

10

0

Spe

ed (m

ph)

Time (s)

0 29 58 87 116

145

174

203

232

261

290

319

348

377

406

435

464

493

522

551

580

609

638

667

696

725

754

Length : 10,26 mi (16,5 km)Total duration : 765 s Max. speed : 59,91 mph (96,4 km/h)Average speed : 48,30 mph (77,7 km/h)

1) Also known as Highway Fuel Economy Test – HWFET

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LEV I Emissions categories phasing out 2004 - 2007, LDV ≤12 passengers

CALIFORNIA

1) MY 96 onwards: Non-Diesel vehicles also need to meet cold CO limit: 10 g/mile at -7°C2) HCHO = Formaldehyde; Statement of compliance allowed

Definition of emission classes⇒ LEV Low Emission Vehicle (LEV1, LEV2)⇒ TLEV Transitional Low Emission Vehicle⇒ ULEV Ultra Low Emission Vehicle (ULEV1, ULEV2)⇒ SULEV Super Ultra Low Emission Vehicle⇒ ZEV Zero Emission Vehicle⇒ Additional testing at 10°C/50°F for gasoline and alcohol vehicles. Same CO, NOx, 2 x standard for NMOG, HCHO

LEV I standards• 4 emissions categories TLEV, LEV, ULEV, ZEV• Application according to NMOG fleet average

Durability TLEV LEV ULEV ZEV

NMOG 50 k 0,125 0,075 0,040 0 100 k 0,156 0,090 0,055 0CO 1) 50 k 3,4 3,4 1,7 0 100 k 4,2 4,2 2,1 0NOx 50 k 0,4 0,2 0,2 0 100 k 0,6 0,3 0,3 0PM 50 k - - - 0 100 k 0,08 0,08 0,04 0HCHO 2) 50 k 0,015 0,015 0,008 0 100 k 0,018 0,018 0,011 0

g/mi


CALIFORNIALEV IIFor the 2015-2019 model years, a manufacturer may certify up to 4% of its light duty fleet from 3.751 Ibs. LVW - 8.500 Ibs. GVW with a maximum base payload of 2.500 Ibs or more, to the LEV II, option 1, standard set forth in the table based on projected sales of trucks in this category. Passenger cars and light duty trucks 0-3.750 Ibs. LVW are not eligible for this option.

Exhaust Mass Emission Standards for 2015-2019Model Passenger Cars or Light Duty Trucks ≤ 8.500 Ibs

2015-2019 model years LEV II LEV vehiles may be certified to the NMOG + NOx numerical values for LEV 160 (see page 28) and the corresponding NMOG + NOx numerical values (see table below) in lieu of separate NMOG and NOx exhaust emission standards in this section.

Standards for Passenger Cars, Light Duty Trucks and Medium Duty Passenger Vehicles Certified to the LEV III Standards

50 deg F Exhaust Emission Standards for LEV III Passenger Cars, Light Duty Trucks, and Medium Duty Passenger VehiclesDurability Vehicle NMOG CO NOx Formaldehyde Particulates

Vehicle Emission (g/mi) (g/mi) (g/mi) (mg/mi) (g/mi)Basis (mi) Category LEV 0,075 3,4 0,05 15 n/a50.000 LEV Option 1 0,075 3,4 0,07 15 n/a ULEV 0,040 1,7 0,05 8 n/a LEV 0,090 4,2 0,07 18 0,01

120.000 LEV Option 1 0,090 4,2 0,10 18 0,01

ULEV 0,055 2,1 0,07 11 0,01 SULEV 0,010 1 0,02 4 0,01 LEV 0,090 4,2 0,07 18 0,01150.000 LEV Option 1 0,090 4,2 0,10 18 0,01(optional) ULEV 0,055 2,1 0,07 11 0,01 SULEV 0,010 1 0,02 4 0,01

Vehicle Emission NMOG + NIOx HCHOCategory (g/mi) (g/mi)

Gasoline Alcohol Fuel Both Gasoline & Alcohol Fuel

LEV160 0,320 0,320 0,030

ULEV125 0,250 0,250 0,016

ULEV70 0,140 0,250 0,016

ULEV50 0,100 0,140 0,016

SULEV30 0,060 0,125 0,008

SULEV20 0,040 0,075 0,008


Durability Vehicle NMOG CO Formaldehyde Particulates 1)

Vehicle Emission + NOx (g/mi) (mg/mi) (g/mi)Basis (mi) Category 2) (g/mi) LEV160 0,160 4,2 4 0,01 ULEV125 0,125 2,1 4 0,01150.000 ULEV70 0,070 1,7 4 0,01(optional) ULEV50 0,050 1,7 4 0,01 SULEV30 0,030 1,0 4 0,01 SULEV20 0,020 1,0 4 0,01

CALIFORNIAExhaust Mass Emission Standards for New 2015 and Subsequent Model Passenger Cars or Light Duty Trucks ≤ 8,500 Lbs

Particulate Emission Standard Values and Phase-in for Passenger Cars, Ligh Duty Trucks and Medium Duty Passenger Vehicles

My % of vehicles certified % of vehicles certified to a 3 mg/mi standard to a 1 mg/mi standard

2017 10 02018 20 02019 40 02020 40 02021 100 02022 100 02023 100 02024 100 02025 75 02026 50 02027 25 752028+ 0 100

1) These standards shalll apply only to vehicles not included in the phase-in of the particulate standards2) The numeric portion of the category name is the NMOG+Nox value in thousands of grams per mile

Particulate StandardsAs of 2017 model year, a manufacturer shall certify a percentage of its passenger car, light duty truck and medium duty vehicle fleet to the following particulate standards according to the following phase-in schedule. These standards represent 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.


CALIFORNIAAlternative Phase-In Schedules for the 3 mg/mi Particulate Standard for Passenger Cars, Light Duty Trucks and Medium Duty Passenger Vehicles

A manufacturer may use an alternative phase-in schedule to comply with the 3 mg/mi particulate standard phase-in requirements as long as equivalent PM emission reductions are achieved by the MY 2021 from passenger cars, light duty trucks, and medium duty passenger vehicles. MY emission reductions shall be calculated by multiplying the percent of PC+LDT+MDPV vehicles meeting the 3 mg/mi particulate standard in a given MY (based on a manufacturer’s projected sales volume of vehicles in each category) by 5 for the 2017 MY, 4 for the MY 2018, 3 for the MY 2019, 2 for the MY 2020, and 1 for the MY 2021. The yearly results for PC+LDT+MDPV vehicles shall be summed together to determine a cumulative total for PC+LDT+MDPV vehicles. The cumulative total must be equal to or greater than 490 in the MY 2021 to be considered equipvalent. A manufacturer may add vehicles introduced before the MY 2017 (e.g. the percent of vehicles introduced in 2016 would be multiplied by 5) to the cumulative total.

Alternative Phase-In Schedules for the 1 mg/mi Particulate Standard for Passenger Cars, Light Duty Trucks and Medium Duty Passenger Vehicles

A manufacturer may use an alternative phase-in schedule to comply with the 1 mg/mi particulate standard phase-in requirements as long as equivalent PM emission reductions are achieved by the MY 2028 from passenger cars, light duty trucks, and medium duty passenger vehicles. MY emission reductions shall be calculated by multiplying the percent of PC+LDT+MDPV vehicles meeting the 1 mg/mi particulate standard in a given MY (based on a manufacturer’s projected sales volume of vehicles in each category) by 4 for the MY 2025, 3 for the MY 2026, 2 for the MY 2027, 1 for the MY 2028. The yearly results for PC+LDT+MDPV vehicles shall be summed together to determine a cumulative total for PC+LDT+MDPV vehicles. The cumulative total must be equal to or greater than 500 in the MY 2028 to be considered equipvalent. A manufacturer may add vehicles introduced before the MY 2025 (e.g. the percent of vehicles introduced in 2024 would be multiplied by 4) to the cumulative total.


CALIFORNIANMOG MEASUREMENT⇒ Reactivity-adjusted hydrocarbon mass concept⇒ For individually determined Reactivity Adjustment Factors (RAFs), masses of HC compounds incl. aldehydes, ketones, and alcohols are separately measured. The reactivity and mass of each compound are taken into account in determining the RAF for the engine family⇒ Manufacturer may choose between individually determined RAFs or generic RAFs defined by CARB⇒ Generic RAF for LEV/ULEV: 0,94 (phase 2 fuel), 0,41 (M85), 0,43 (CNG), 0,50 (LPG)⇒ Reactivity Adjusted NMOG = NMOG mass X RAF⇒ Eliminated gasoline generic RAF for MY04. The rest are unchanged.⇒ As an alternative to empirical determination of RAF, manufacturer may use a NMHC to NMOG adjustment factor of 1,04 for gasoline⇒ HEV NMOG Factor. The HEV NMOG factor for light duty vehicles is calculated as follows:LEV HEV Contribution Factor = 0,075 - [(Zero-emission VMT Factor) x 0,035]ULEV HEV Contribution Factor = 0,040 - [(Zero-emission VMT Factor) x 0,030]where Zero-emission VMT Factor for HEVs is determined in accordance with section 1962.

NMOG fleet average

⇒ Manufacturers have to certify their vehicle fleet each model year such that the sales-weighted NMOG fleet average is below the mandatory limits. The calculation is based on 50k standards for TLEV, LEV and ULEV, and 120k standards for SULEV. Manufacturers can obtain credits for better fleet average or buy credits from another manufacturer to balance possible emission deficits. There are also provisions for carry forward and carry back of credits. Determination of introduction rate of TLEV, LEV, ULEV or SULEV is up to the manufacturer⇒ Less stringent fleet average applies to trucks > 3.750 lbs LVW⇒ 10% ZEV mandate starts MY 2003. CARB and manufacturers have come to agreement on a modified ZEV plan. Plan provides flexibility and places emphasis on hybrid technology (AT-PZEVs) and fuel cells⇒ ZEV Mandate Percentage Requirements

My Minimum ZEV Requirements 2009 through 2011 11% 2012 through 2014 12% 2015 through 2017 14% 2018+ 16%


CALIFORNIA

NMOG (g/mi)0,175

0,15

0,125

0,1

0,075

0,05

0,025

0‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08 ‘09 ‘10 ‘11

Year

TLEV

LEV

SULEV

ULEV

NMOG Fleet Average (Cars and Trucks 0-3.750 lbs LVW) Following US States have also adopted CARB Standards:

(Dates shown are LEV II)

• Arizona MY 2011 • New York MY 2004• Connecticut MY 2008 • Oregon MY 2009 • Maine MY 2009 • Pennsylvania MY 2008 • Maryland MY 2011 • Rhode Island MY 2008• Massachusetts MY 2004 • Vermont MY 2004 • New Jersey MY 2008 • Washington MY 2009 • New Mexico MY 2011

Following US States are considering adopting CARB Standards:

• Colorado • North Carolina• Florida • Utah• Montana • Wisconsin• Iowa

California has modified the standards to include hybrid - electric vehicles (HEVs)

2001 2002 2003 2004 2005

NMOG 0,07 0,068 0,062 0,053 0,049

2006 2007 2008 2009 2010+NMOG 0,046 0,043 0,040 0,038 0,035

g/mi


SFTP NMOG+NOx and CO Stand-Alone Exhaust Emission Standards for 2012 and Subsequent Model LEV III Passenger Cars, Light Duty Trucks and Medium Duty Passenger Vehicles

CALIFORNIASupplemental Federal Test Procedure Standards

1) Vehicle Emission Category: Manufacturers must certify all vehicles, which are certifying to a LEV III FTP emission category on a 150.000 mile durability basis, to the emission standards of the equivalent, or a more stringent SFTP emission category. That is, all LEV III LEVs certified to 150.000 mile FTP emission standards shall comply with the SFTP ULEV emission standards, and all LEV III SULEV’s certified to 150.000 mile FTP emission standards shall comply with the SFTP SULEV emission standards.

2) Optional SFTP SULEV Standards: Manufacturer may certify light duty truck test groups from 6.000 t o 8.500 Ibs. GVWR and MDPV test groups to the SULEV, option A, emission standards 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 Ibs. GVWR are not eligible for this option.

SFTP NMOG+NOx and CO Composite Exhaust Emission StandardsFor the 2015 and subsequent model years, a manufacturer must certify LEV II and LEV III LEVs, ULEVs and SULEVs, such that the manufacturer’s sales-weighted fleet-average NMOG+NOx composite emission value, does not exceed the applicable NMOG+NOx composite emission standard. In addition the CO composite emission value of any LEV III test group shall not exceed the CO composite emission standard (see page 33). SFTP compliance shall be demonstrated using the same gaseous or liquid fuel used for FTP certification. In the case of fuel-flexible vehicles, SFTP compliance shall be demonstrated using the LEV III certification gasoline.

For each test group subject to this subsection, manufacturers shall calculate a Composite Emission Value for NMOG+NOx and, for LEV III test groups, a separate Composite Emission Value for CO, using the following equation:

Composite Emission Value = 0,28 x US06 + 0,37 x SC03 + 0,35 x FTP [Eq. 1]

where US06 = the test group’s NMOG+NOx or CO emission value, as applicable, determined through the US06 test where SC03 = the test group’s NMOG+NOx or CO emission value, as applicable, determined through the SC03 test where FTP = the test group’s NMOG+NOx or CO emission value,

as applicable, determined through the FTP test

Vehicle Type Durability Vehicle US06 Test SC03 Test Vehicle Emission (g/mi) (g/mi) Basis (mi) Category 1) NMOG+NOx CO NMOG+NOx COAll PCs; LDTs 0-8.500 Ibs LEV 0,140 9,6 0,100 3,2GVWR; and MDPVs ULEV 0,120 9,6 0,070 3,2Vehicles in these categories are 150.000 SULEV

0,060 9,6 0,020 3,2tested at their loaded vehicle (Option A) 2)

weight (curb weight + 300 pounds) SULEV 0,050 9,6 0,020 3,2


1) Mileage for compliance: all test groups certifying LEV III FTP emission standards on a 150.000 mile durability basis shall also certify to the SFTP on a 150.000 mile durability basis, as tested in accordance with these test procedures.

2) Determining NMOG+NOx Composite Emission Values of LEV II Test Groups: For test groups certified to LEV II FTP emission standards, SFTP emission values shall be converted to NMOG+NOx and projected out to 120.000 miles or 150.000 miles (depending on LEV II FTP certification) using deterioration factors or aged components. NMHC emission values for the US06 and SC03 test cycles shall be converted to NMOG emission values by multiplying by a factor of 1.03. In lieu of deriving a deterioration factor specific to SFTP test cycles, carry-over test groups may use the applicable deterioration factor from the FTP cycle in order to determine the carry-over composite emission values for the purpose of the NMOG+NOx sales-weighted fleet-average calculation. If an SFTP full-useful life emission value is used to comply with SFTP 4k standards, that value may be used in the sales-weighted fleet-average without applying an additional deterioration factor.

3) All PCs, LDTs, and MDPVs certified to LEV III FTP PM emission standards on a 150.000 mile durability basis shall comply with the SFTP PM Exhaust Emission Standard.

If no vehicles in a test group have air conditioning units, the FTP cycle emission value can be used in place of the SC03 value in Eq. 1. To determine compliance with the SFTP NMOG+NOx composition emission standard applicable to the MY, manufacturer’s shall use a sales-weighted fleet average of the NMOG+NOx composite emission values of every applicable test group. The sales-weighted fleet average shall be calculated using a combination of carry-over and new certification SFTP composite emission values (converted to NMOG+NOx, as applicable). LEV II test groups will use their emission values in the fleet average calculation but will not be considered LEV III test groups. Compliance with the CO composite emission standard cannot be demonstrated through fleet averaging.

CALIFORNIA

SFTP PM Exhaust Emission Standards for 2017 and Subsequent Model LEV III Passenger Cars, Light Duty Trucks and Medium Duty Passenger Vehicles 3)

Vehicle Type Test Weight Mileage for Test PM Compliance Cycle (mg/mi)All PCs; LDTs 0-6.000 Ibs GVWR Loaded vehicle

150.000 US06

10

LDTs 6.000-8.500 Ibs weight 20

GVWR; MDPVs

SFTP NMOG+NOx and CO Composite Emission Standards for 2015 and Subsequent Duty Trucks and Medium Duty Passenger Vehicles (g/mi) 1)

Model year 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025+All PCs; LDTs 0-8.500 Ibs Sales-Weighted Fleet Average NMOG+NOx Composite ExhaustGVWR; and MDPVs Emission Standards 2)

Vehicles in these categories are 0,140 0,110 0,103 0,097 0,090 0,083 0,077 0,070 0,063 0,057 0,050 tested at their loaded vehicle CO Composite Exhaust Emission Standard weight (curb weight + 300 pounds) 4.2


SFTPCARB LEV I + ULEV IEPA NLEV, EPA TIER I, II STANDARD

In parallel to the FTP (EPA III), an additional test procedure with separate emissions

standards is phased in for passenger cars and light duty trucks.

2 portions: Air conditioning cycle (SC03) + High speed/high load cycle(US06). Both tests are hot starts.

AC cycle run in full environmental test cell. Alternative: Standard test cellusing simulation procedure. Correlation of simulation to environmental cellrequired in MY 2004.

CARB

⇒ Separate 4.000 mi standards apply to each test cycle only Phase-in for LEV I+II complete in MY 2004. Different timing/limits for heavier trucks.

EPA

⇒ NLEV -> follow CARB LEV 1 limits and phase-in for LDV/LDT1+2. Different timing for heavier trucks.

⇒ Tier II standard -> CARB 4.000 mi standards plus 100/120.000 mi standards. 50.000 mi intermediate standard available in lieu of 4.000 standards.

⇒ Phase-in: Passenger cars MY 2004 onwards with stringency levels depending on Tier II FTP standard bin selected (see page 35) Full life-time standards for NMHC+NOx are weighted (CO/PM weighting optional): 0,35x(FTP)+0,28x(US06)+0,37x(SC03)


Details on EPA SFTP Tier II standard

In addition to satisfying 4.000 CARB standard, vehicles must certify to standards at 100.000/120.000 mi. Limits are calculated based on formula:SFTPTierIIstd=SFTPTierIstd–[0,35x(TierIFTPstd–TierIIFTPstdbin)]Consequently Tier II SFTP standards differ depending on Tier II standard bin selected. For details see page 22 for phase-in schedule.

LDV & LDT 1-2 limits - SFTP Tier I

Optional Tier I CO weighted std. is 4,2 (LDV/LDT 1) and 5,5 (LDT 2)

CARB LEV I + LEV IIEPA NLEV, EPA TIER I, II STANDARDApplicable for both CARB LEV I + LEV II and EPA NLEV, EPA Tier I, II Standard

Limits Cat. Dur. SC03 US06NMHC+NOx LDV/LDT1 100.000 0,91weighted LDT2 1,37CO LDV/LDT1 100.000 3,7 11,1 LDT2 4,9 14,6

SFTP SC03 US06Test 10 min soak, 95°F ambient, 1-2 min idle,conditions: 40% rel. humidity, 850 W/m2 ambient test Prep solar load, prop. air flow, temp.scenarios AC max. cooling LDV & LDT 1 limits in g/mi CARB LEV1+ULEV1, EPA NLEV, EPA SFTP Tier IINMHC+NOx 4.000 0,20 0,14CO 4.000 2,7 8,0 LDT 2 limits in g/miNMHC+NOx 4.000 0,27 0,25CO 4.000 3,5 10,5

g/mi

SFTP


SC03 AIR CONDITIONING CyCLE

CALIFORNIA

SC03 – Speed Correction Driving ScheduleDuration 598 s - Distance 3,58 mi - Average Speed 21,55 mph

60

50

40

30

20

10

0

Spe

ed (m

ph)

Time (s)

0 23 46 69 92 115

138

161

184

207

230

253

276

299

322

345

368

391

414

437

460

483

506

529

552

575

Total duration: 598 s Initial Idle: 18 sLength: 3,58 mi (5,76 km) Max. speed: 54,8 mph (88 km/h)Average speed: 21,55 mph (34,9 km/h)

US06 HIGH SPEED/HIGH LOAD CyCLEUS06 or Supplemental FTP Driving Schedule

Duration 596 s - Distance 8,01 mi - Average Speed 48,37 mph

Total duration: 596 s Initial Idle: 5 sLength: 8,01 mi (12,86 km) Max. speed: 80,3 mph (129 km/h)Average speed: 48,37 mph (77,2 km/h) Max. acceleration: 8 mph/s

0 23 46 69 92 115

138

161

184

207

230

253

276

299

322

345

368

391

414

437

460

483

506

529

552

575

9080706050403020100

Spe

ed (m

ph)

Time (s)

DRIVING CyCLES

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JAPANEMISSION STANDARDS - GASOLINE AND LPG VEHICLES

1) HC used for New Short Term 2) PM limit applied only for direct injection gasoline engines equipped with NOx adsorber

Test Mode Unit CO NMHC 1) NOx PM 2) year Passenger Car 10-15 Mode g/km 0,67 0,08 0,08 - 2000 11 Mode g/test 19,0 2,20 1,40 - Mini Commercial Vehicle 10-15 Mode g/km 3,30 0,13 0,13 - 2002New 11 Mode g/test 38,0 3,50 2,20 - Short Term Light Commercial Vehicle (GVW ≥ 1,7t) 10-15 Mode g/km 0,67 0,08 0,08 - 2000 11 Mode g/test 19,0 2,20 1,40 - Medium Commercial Vehicle (1,7t < GVW ≤ 3,5t) 10-15 Mode g/km 2,10 0,08 0,13 - 2001 11 Mode g/test 24,0 2,20 1,60 - Passenger Car 1,15 0,05 0,05 - 2005New Mini Commercial Vehicle 4,02 0,05 0,05 - 2007Long Term Light Commercial Vehicle (GVW ≥ 1,7t)

Combined Mode g/km 1,15 0,05 0,05 - 2005

Medium Commercial Vehicle (1,7t < GVW ≤ 3,5t) 2,55 0,05 0,07 - 2005 Passenger Car 1,15 0,05 0,05 0,005 2009Post New Mini Commercial Vehicle 4,02 0,05 0,05 0,005 2009Long Term Light Commercial Vehicle (GVW ≥ 1,7t)

Combined Mode g/km 1,15 0,05 0,05 0,005 2009

Medium Commercial Vehicle (1,7t < GVW ≤ 3,5t) 2,55 0,05 0,07 0,007 2009


Test Mode Unit CO NMHC 1) NOx PM 2) year Passenger Car (VW ≤ 1.265 kg) 0,63 0,12 0,28 0,052 2002New Short PC (VW > 1.265 kg)

10-15 Mode g/km 0,63 0,12 0,30 0,056 2002

Term Light Commercial Vehicle (GVW ≥ 1,7t) 0,63 0,12 0,28 0,052 2002 Medium Commercial Vehicle (1,7t < GVW ≤ 3,5t) 0,63 0,12 0,49 0,06 2003 Passenger Car (VW ≤ 1.265 kg) 0,63 0,024 0,14 0,013 2005New Long Passenger Car (VW > 1.265 kg)

Combined Mode g/km 0,63 0,024 0,15 0,014 2005

Term Light Commercial Vehicle (GVW ≥ 1,7t) 0,63 0,024 0,14 0,013 2005 Medium Commercial Vehicle (1,7t < GVW ≤ 3,5t) 0,63 0,024 0,25 0,015 2005

Post New Passenger Car 0,63 0,024 0,08 0,005 2009

Long Term Light Commercial Vehicle (GVW ≥ 1,7t) Combined Mode g/km 0,63 0,024 0,08 0,005 2009 Medium Commercial Vehicle (1,7t < GVW ≤ 3,5t) 0,63 0,024 0,15 0,007 2009

JAPANEMISSION STANDARDS - DIESEL VEHICLES

1) HC used for New Short Term2) PM limit applied only for direct injection gasoline engines equipped with NOx adsorber


Exhaust emissions are calculated as follows:

Combined Mode From Oct 2005: 10-15 mode hot start x 0,88 + 11 mode cold start x 0,12 From Oct 2008: 10-15 mode hot start x 0,75 + JC08 mode cold start x 0,25 From Oct 2011: JC08 mode hot start x 0,75 + JC08 mode cold start x 0,25 PC => Idle CO: 1%, Idle HC: 300 ppmIn-use Vehicle Emission Limit Small car (K-car) => Idle CO: 2%, Idle HC: 500 ppm Diesel => Smoke: non-load acceleration limit 25% / Max PM: 0,8 m-1

Durability PC, truck and bus GVW < 3,5t: 80.000 km Small car (K-car): 60.000 km

Evaporative Emissions Test similar to EC 2000 Evap test: Test limit: 2,0 g/test

- Gasoline and LPG 1 hr hot soak at 27± 4°C HSL test + 24 hr diurnal (20-35°C) DBL test Preparation driving cycle for EVAP: JC08 mode

OBD - Gasoline and LPG J-OBDII obligation: Enhanced OBD: detect any malfunctions causing excessive emissions on the test cycle. EU/US OBD standards to be accepted as equivalent Lead: Not detected (JIS K2255-4,5) Gasoline Sulfur: max. 0,001 mass% Benzene: max. 1 vol.% MTBE: max. 7 vol.%Fuel Quality Oxygen: max. 1.3 vol.% (JIS K2536-2,4,6) Sulfur: max. 0,001 mass% Diesel Cetane index: min. 45 (JIS K2280) Distillation at 90%: max. 360°C (JIS K2254)

JAPANOTHER REQUIREMENTS


JAPANDRIVING CyCLES

Japan 11 mode70

60

50

40

30

20

10

00 100 200 300 400 500

Spe

ed (k

m/h

)

Time (s)

Distance: 4.084 km Max. Speed: 60 km/hDuration: 480 s Average speed: 30,6 km/h

Japan 10-15 Exhaust Emission & Fuel Economy Driving ScheduleDuration 892 s - Distance 6,34 km - Average Speed 25,61 km/h

(Preceeded by 15 min warm-up at 60 km/h, idle test, 5 min warm-up at 60 km/h)

10-15 MODE HOT CyCLE

120

100

80

60

40

20

0

Spe

ed (k

m/h

)

Time (s)

0 35 70 105

140

175

210 14 25 60 95 130 30 65 100

135 35 70 105 5 40 75 110

145

180

215

No Emission Sample

Collected

Emission SampleCollected in Bag

15 Mode Idle 10 Mode 10 Mode 10 Mode 15 Mode

Emissions are measured during the last 4 segments: Distance: 4,16 km Duration: 660 s Max. Speed: 70 km/h Average speed: 22,7 km/h

11 MODE COLD CyCLE


JAPANDRIVING CyCLE JC 08

100

80

60

40

20

0 200 400 600 800 1.200

Spe

ed (k

m/h

)

Time (s)

Distance: 8,2 km Max. Speed: 80 km/hDuration: 1205 s Average speed: 24,4 km/h

1.000

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SOUTH KOREA

VEHICLE CATEGORIES Category 1: Mini-car < 800 cc Category 2: Small PC 800 cc < PC, GVW ≤ 3,5t, 8 seats Category 3: Mid PC 800 cc < PC, GVW ≤ 3,5t, 9-15 seats Category 4: 800 cc < Small commercial car, GVW ≤ 2t Category 5: 800 cc < Mid commercial car (Van), GVW ≤3,5tFrom 01JAN2009, new vehicle categories: Mini PC < 1.000 cc Small PC ≥ 1.000 cc, GVW < 3,5t, 8 seats max. Medium PC ≥ 1.000 cc, GVW < 3,5t, 9 seats min. Small commercial car ≥ 1.000 cc, GVW < 2t Medium commercial car ≥ 1.000 cc, 2t ≤ GVW < 3,5tFrom 01JUL2002 NLEV + OBD II gasoline: phase-in 2003-2006 (25-100%)Gasoline limits PC: CO: 2,61, Cold CO: 6,3, NOx: 0,19, NMHC: 0,056 g/km HC SHED US: 1 g/testDiesel limits PC: CO: 0,5, NMHC: 0,01, NOx: 0,02, PM: 0,01 g/kmK-ULEV gasoline applications: Mini-car and PC: phase-in 2006-2009 (25-100%). Evap: 1g/test Limits at 80.000 km: CO: 1,06, NOx: 0,031, NMHC: 0,025, HCHO: 0,005 g/km PC only: limits at 192.000 km: CO: 1,31, NOx: 0,044, NMHC: 0,034, HCHO: 0,007 g/km

K-ULEV diesel applications: GVWR ≤ 2,5t Euro 4 from 01SEP2009K-OBD for PC: Gasoline Category 1,3,4,5: 01JAN06 (New Model), 01JAN07 (All Model) Gasoline Category 2: 10% (CY05), 30% (CY06), 100% (CY07) Diesel Category 1,2: 01JAN06 (New Model), 01JAN07 (All Model) Diesel Category 3,4,5: 01JAN07 (New Model), 01JAN08 (All Model)K-CAFE: PC only, phase-in 2012:30%, 2013:60%, 2014:80%, 2015:100% Mode: city+highway, Limits: average fuel-economy 17 km/l or 140 CO2 g/kmNext emission regulation: Diesel Euro 6 Mini-PC, small PC and small commercial vehicle HC+NOx 0,170, NOx 0,080, CO 0,50, PM 0,0045 g/km at 160.000 km 01SEP14 (New Model), 01JAN15 (All Model) Mid PC, mid commercial car 01SEP15 (New Model), 01JAN16 (All Model)Gasoline: CARB LEV II from JAN2009 (phase-in until 2015)Introduction of NMOG FAS (Fleet Average System) for PC and Truck ≤ 1,7t 2009-June 2012: 0,025, July 2012-2013: 0,024, 2014: 0,023, 2015: 0,022 PM limit for GDI: 0,004 g/km, 2014 (New model), 2015 (All GDI)Evaporative emission: 1hr hot soak + 2 days DBL: 1,2 g/testDurability: Diesel should follow EU 5 / EU 6 Gasoline extension to 10 years or 192.000 km


BRAZIL

Jan 1997: ≈ US 83 standard, incl. Aldehyde limit (0,03 g/km)

Fixed DF’s from Jan 2002: CO and HC 20%, NOx and CHO 10%only valid if annual production is < 15.000 vehiclesDurability: 80.000 km or 5 yearsSHED: 2 g/test > Proposal Proconve L6: 1,5 g/test

Certification required with E22 fuel for E22 vehicle E22/E60/E100 for a flexfuel vehicle E22/E60/E100 and CNG for a ”tri” fuel vehicle

Diesel Passenger Cars not allowed at this stage

Wide range of fuels available on the market

On-board Diagnostics:Br-1: Continuity Monitoring Only - Main actuators and sensorsBr-2: Similar to EOBD (Approved by Gov’t Technical Chamber. Awaiting final legislative approval) Drive Cycle: FTP75 No Fuel System Diagnostics O2 Response & Cat Mon required only in % ethanol ranges of 19-30% and 90-100%

Phase In Requirements (% of Total PC + Lt. Comm): Cy2010 Cy2011 Cy2012 Cy2013 Cy2014Br-1 100% Br-2 60% 100% 100% 100% 100%

Br-2 OBD Emission Thresholds: (g/km) THC 1) NMHC 2) CO NOxPC 0,75 0,30 4,11 0,75LDT ≤ 1.700 kg 3) 0,75 0,30 4,11 0,75LDT > 1.700 kg 3) 1,25 0,50 8,22 1,501) Only for LPG vehicles 2) Only for Spark Ignition vehicles except LPG3) Mass of the vehicle for the emission test


Standards for Gasoline and Diesel Passenger Cars and Light Commercial Vehicles(limits based on Tier II of the US) Cy NMHC 1) CO NOx ( ) Diesel limits HCHO PM 4)

PC 2007+ PROCONVE L4 0,05 2,0 0,12 0,02 2009+ PROCONVE L5 0,05 1,3 4) 0,08 0,02 0,025 2014+ PROCONVE L6 (NMOG) 0,05 1,3 4) 0,03 0,01 0,005LCV (≤ 1.700 kg) 2007+ PROCONVE L4 0,05 2,0 3) 0,12 (0,25) 0,02 0,05 2009+ PROCONVE L5 0,05 1,3 4) 0,08 (0,08) 0,02 0,025 2014+ PROCONVE L6 (NMOG) 0,05 1,3 4) 0,03 0,01 0,005LCV (> 1.700 kg) 2007+ PROCONVE L4 0,06 2) 2,7 3) 0,25 (0,42) 0,04 0,06

2009+ PROCONVE L5 0,06 2) 2,0 4) 0,25 (0,35) 0,03 0,040 2014+ PROCONVE L6 (NMOG) 0,06 1.3 4) 0,05 0,015 0,010THC requirement of 0,30 g/km 1) and 0,50 2) for Natural Gas EnginesIdle CO: 0,50% 3) and 0,30% 4) of volume for Otto Cycle Engines

Phase In Requirements (% of total PC + LCV) Cy09 Cy10 Cy11 Cy12 Cy13 Cy14 Cy15 Cy16 Cy17 Cy18PROCONVE L5 100% 100% 100% 100% 100% PROCONVE L6 100% 100% 100% 100%PROCONVE L7 (proposal) 100%

BRAZIL


Argentina M1 & N1 vehicles Gasoline: Euro 4 1) since 2009 Diesel: Euro 4 since 2009 1) Low temperature tests not required M1 & N1 Vehicles Euro 5 introduction delayed to 01 Jan 2005Australia Euro 4 Diesel: all new registrations since Jan 2006 Euro 4 Gasoline: all new registrations since Jul 2010 Phase & Standard Mandatory Implementation Dates New Models All Models Phase 1: “Core” Euro 5 (ADR79/03) 01 Nov 2013 Not applicable Phase 2: Full Euro 5 (ADR79/04) Not applicable 01 Nov 2016 Phase 3 2): Full Euro 6 (ADR79/05) 01 Jul 2017 01 Jul 2018 2) Phase 3 to be published in 2012 Canada PC & LDV: US Tier 2 Canada regulations for new on-road vehicle emissions are harmonized with US-EPA since 2004. Fuel economy: Corporate Average Fuel Consumption (CAFC): 8,6l/100 km for PC; 10,6l/100km for LDT GHG limitations introduced MY 2011. Proposed programme is aligned to the US and included separate limits for NO2 and methan emissionsChile Passenger Cars Gasoline: US Tier 1 - FTP 75 - applicable for PC & LDV Evap: Shed, 2g/test Alternative Euro 3 No crankcase emissions allowed Diesel: Euro 4 or Carb Tier 1 Proposal Euro 5 for Diesel Vehicles Sep 2013

Santiago: Gasoline: Euro 4 or US Tier 2 , bin 8 since 2010 Diesel: Euro 5 or US Tier 2, bin 5 in 2011PR of Nationwide: China Euro 3 (incl. -7°C test): TA: 01 Jul 2007; FR: 01 Jul 2008 (LD Diesel vehicle: postponed to 01 Jul 2009) OBD: Type I Gasoline vehicle: from 01 Jul 2008 Other types: from 01 Jul 2010 Euro 4: TA: 01 Jul 2010; FR: 01 Jul 2011 (LD Diesel vehicle: postponed expected implementation 01 Jul 2013) Euro 5: LD Diesel: 01 Jan 2016 (proposed); FR: 01 Jan 2017 (proposed) HD Diesel:TA: 01 Jan 2012; FR: 01 Jan 2013 (proposed) Gasoline: TA: 01 Jan 2013; FR: 01 Jan 2014 Durability requirement: Euro 3: 80.000 km; Euro 4: 100.000 km; Euro 5: 160.000 km Euro 3 Diesel (350 ppm sulfur): before 30 Jun 2011 Euro 4 Diesel (50 ppm sulfur): before 30 June 2013 (proposed) Beijing: Euro 4 Gasoline: from 01 Mar 2008 Euro 4 Diesel LDV: not allowed at the moment Euro 4 Diesel HD: from 01 Mar 2008 Euro 4 Fuel: max. sulfur (both diesel & gas) 50 ppm, from 01 Jan 2008

OTHER AREAS OF THE WORLD


Guangzhou: Euro 4: Gasoline: from 01 Sep 2010 Diesel: from 01 Jul 2013 Hong Kong: Passenger Cars (< 2.500 kg) Gasoline: Euro 4; CARB Lev II or Japan 2005 since 2006 Euro 5 planned for 2011 Diesel: Euro 5 or Japan 2009 since 2009 Light Duty Commercial vehicles Euro 4 since 2007 Shanghai: Euro 4 from 01 Nov 2009 Euro 4 Diesel: max sulfur 50 ppm: from 01 Sep 2009 Euro 4 Gasoline: max sulfur 50 ppm: from 01 Oct 2009Columbia US-87 Tier I (FTP 75 cycle) or Euro 1 (EDC cycle) EVAP: US or EU SHED at sea level, 2 g/test Since June 2008: Euro 3 or US Tier ICosta Rica US 87 (Tier 0) or Euro 1Egypt Imported gasoline cars to be equipped with catalytic converters Emissions at idling speed (600-900 rpm): CO 4,5% Volume & HC: 900 ppm Proposal: Euro 2 for new vehicles

Ecuador US 87 or Euro 1El Salvador US 87 3 way catalytic converter required for gas vehiclesKazakhstan Jan 2009: Euro 2 / Jan 2011: Euro 3 / Jan 2014: Euro 4Iceland EU legislation appliedIndia Since Apr 2010 13 cities: Bharat Stage IV (Euro 4 – max speed 90 km/h) OBD I from 04/2010: OBD II from 04/2013 Since Oct 2010 Rest of India: Bharat Stage III (Euro 3 w/ deviation in test procedure as above) Fuels Bharat III fuel (Diesel 350 ppm sulfur; gasoline 150 ppm sulfur) Available across the country since Oct 2010 Bharat IV (50 ppm sulfur) Gasoline and Diesel available in 13 cities CO2 emissions regulation expected: 135g CO2/km fleet average in 2015Indonesia ECE R83.4 (Euro 2) applicable 01 Jan 05 for new type motor vehicles 01 Jan 07 for motor vehicles in current production Euro 4 2012Iran Gasoline: M1 & N1 Euro 3 since 2008 Diesel: M1 not authorized in Iran N1 Euro 3 smoke ECE R24/03




Israel Euro 5 since Jan 2009Malaysia Gasoline: M1 Euro 4 since 2012 Diesel: M1 Euro 1Mexico Since MY 2004: Standard A based on US 94. Us - FTP 75 Test OBD II EPA / EOBD from 2006 Tier 2 (Euro 4 option) phase in 25% in 2007: 100% in 2009 Sulfur: Gasoline: 30-80 ppm Premium from 2006 Magna from 2008 in Mexico city from 2009 in rest of country Diesel: 300 ppm from 2006; 15 ppm from 2008; 2007 along the US borderNew Same vehicle categories as Australia Zealand Euro 2 for Diesel and CNG vehicles Proposed: Euro 5 introduction 01 Nov 2013 (new vehicles) (US and Japanese standards are alternatives)Norway EU legislation appliedPhilippines Euro 2: Dec 2006 Euro 4: target in 2012Russia Euro 2 (ECE R83.03): from 01 Apr 06 Euro 3 (ECE R83.05 Stage III): Jan 2011 Euro 4 (ECE R83.05 Stage IV): Jan 2012 Proposal Euro 5: 2015

Saudi As of MY 2004: PC: Euro 2; LCV Euro 1Arabia Proposal Euro 3 from MY 2010 (UN ECE Reg 83/05)South Car & LCV (category M1/N1)Africa Effective: Euro 2 Proposal: Euro 4 for 2012Switzerland Has harmonised national requirements on EU requirementsThailand Euro 4 since Jan 2012 for new model; Jan 2013 all model. With EOBD, without in-use conformityTurkey Imported vehicles to comply with the last EU Amend. of 70/220/EEC Euro 4 diesel and gasoline from 01.2008/01.2009 (TA/FR) w/ EOBDUkraine Proposal: 01 Jul 2011: Euro 4 01 Jul 2014: Euro 5

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51Emissions Related Requirements

It identifies malfunctions and deterioration that cause emissions to exceed thresholds, based European revised urban + extra urban cycle. Driver is notified upon detection.On-board diagnostics was first introduced with Euro 3 emission limits (M1 ≤ 2,5t GVW; LDT N1 CL1 TA: 01 Jan 00 / FR: 01 Jan 01)

EUROPEAN ON-BOARD DIAGNOSTICS

Monitor area Gasoline DieselAny other emis. Rel. comp. X Xor syst. (air flow, EGR,eg) if malfunction causes increase above thresholds

EOBD Thresholds CO HC NOx PMEuro 3 / Euro 4 (g/km) Gasoline LPG/NG Diesel Gasoline LPG/NG Diesel Gasoline LPG/NG Diesel DieselM1 ≤ 2,5t GVW, LDT N1 CL 1 3,20 3,20 0,40 0,40 0,60 1,20 0,18LDT N1 CL 2 5,80 4,00 0,50 0,50 0,70 1,60 0,23LDT N1 CL 3, M1 > 2,5t GVW 7,30 4,80 0,60 0,60 0,80 1,90 0,28

Monitor area Gasoline DieselFuel injection system X XCircuit continuity of all emission-related powertrain components X X

Monitor area Gasoline DieselCatalyst converter (gasoline THC only) X XEngine misfire X Oxygen sensor deterioration X Particulate trap X

No OBD Euro 4 step was foreseen.


EURO 5 OBD REQUIREMENTSUN Reg 83, Annex 11 requirements are applicable, in addition to following points: as outlined in 70/220EC; 715/2007EC and 692/2008EC


1) For GDI engines only2) 80 mg/km until 01 Sep 2011 for M and N vehicles with RM > 1.760 kg3) Mandatory total failure or removal detection if emission limit exceeded for DOC; DeNOx catalysts and DPF Access to OBD information:

- Similar to UN Reg 83 requirements - Access with generic scan tool, complying with ISO 15031-5 document

Functional Aspects of OBD systems: - Technical requirements are similar to UN Reg 83 - Starting Euro 6, on-board and off-board communication standard: ISO 15765-4 (CAN)

4) Euro 5+ OBD TA: 01 Sep 2011 / FR: 01 Jan 2014

EOBD Thresholds Implementation Dates CO NMHC NOx PMEuro 5 (mg/km) TA FR PI CI PI CI PI CI PI 1) CI 2)

M, LDT N1 CL 1 01Sep09 01Jan11 1.900 1.900 250 320 300 540 50 50LDT N1 CL 2 01Sep10 01Jan12 3.400 2.400 330 360 375 705 50 50LDT N1 CL 3, N2 01Sep10 01Jan12 4.300 2.800 400 400 410 840 50 50

Expanded Monitoring area starting Euro 5EGR system efficiency monitoringEGR flow and cooler monitoringCatalyst against NMHC 3)

Catalyst against NOx (> Euro 5+) 3) 4)

NOx aftertreatment device with or without reagent efficiency monitoring 3)

All O2 Sensors to monitor cat (in addition to front sensor)PM monitoring 3)

IUPR (> Euro 5+) 4)


EOBD Thresholds Implementation Dates CO NMHC NOx PMEuro 6-1 (mg/km) TA FR PI CI PI CI PI CI PI CI

M, LDT N1 CL1 01Sep14 01Sep15 1.900 1.750 170 290 15 180 25 25

LDT N1 CL 2 01Sep15 01Sep16 3.400 2.200 225 320 190 220 25 25

LDT N1 CL 3, N2 01Sep15 01Sep16 4.300 2.500 270 350 210 280 30 30

EOBD Thresholds Implementation Dates CO NMHC NOx PMEuro 6-2 (mg/km) TA FR PI CI PI CI PI CI PI CI

M, LDT N1 CL1 01Sep17 01Sep18 1.800 1.750 170 290 90 140 12 12

LDT N1 CL 2 01Sep18 01Sep19 3.400 2.200 225 320 110 180 12 12

LDT N1 CL 3, N2 01Sep18 01Sep19 4.300 2.500 270 350 120 220 12 12




IUPR IUPR IUPR IUPR IUPR Euro 5a Euro 5b Euro 5b+ Euro 6b Euro 6cCatalyst - - 0,1 SI CI SI CIEGR system - - 0,1 0,336 0,336 0,336 0,336O2 sensors - - 0,1 0,336 0,336 0,336 0,336NOx sensors - - 0,1 0,336 0,336 0,336 0,336NOx aftertreatment system - - 0,1 0,336 0,1 0,336 0,26Secondary air - - 0,1 0,26 n.a. 0,26 n.a.Cold start diagnostics - - - 0,26 0,26 0,26 0,26VVT system - - 0,1 0,336 0,336 0,336 0,336Boost pressure control - - 0,1 (only CI) - 0,336 - 0,336EVAP system - - 0,1 0,52 n.a. 0,52 n.a.Diesel oxydation catalyst - - 0,1 0,336 0,336 2) 0,336 0,336 2)

Particulate filter 0,1 (only CI) - 0,336 2) - 0,336 2)

Additional requirement starting Euro 5+ 1): In Use Performance Ratio monitoring (IUPR)IUPR indicates how often a specific monitor is operating relative to vehicle operation

Numerator M measures number of times a monitoring function has run and a malfunction could have been detectedDenominator M measures the number of vehicle driving events taking into account special conditions

1) Euro 5+ OBD TA: 01 Sep 2011 / FR: 01 Jan 2014

2) Additional monitoring requirement of total failure or removal

Denominator

Incremented only after cold start (< 35°C coolant)

Normal denominator + boost control active > 15 sec

IUPR = Numerator M

Denominator M

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US ON-BOARD DIAGNOSTICS

Monitor Area Condition for Malfunction Engine Cooling System a) Engine coolant temperature does not reach the following within Executive Officer approved time. - Thermostat - Within 20 deg F of normal operating temp (may use higher threshold if < 50% emissions increase) - Highest temp required by the OBD system to enable other monitors b) (Diesel engines): coolant temperature reaches the thermostat target (within 20 deg F), but then subsquently drops. May disable thermostat monitor when ambient temp < 20 deg F or, with Executive Officer approval, for other conditions that could lead to false diagnosis - Engine Coolant a) Circuit continuity Temperature Sensor b) Time to reach closed-loop/feedback enable temp exceeds: Gasoline Engines - 2 minutes for start-up temp up to 15 deg F below closed-loop threshold - 5 minutes for start-up temp between 15-35 deg F below closed-loop threshold Diesel Engines - Manufacturer-defined (and Executive Officer approved) time limit Note: May suspend/delay timer for conditions that could lead to false diagnosis c) Stuck in range below the highest min enable temp required by other monitors d) Stuck in range above the lowest max enable temp required by other monitors (exemption allowed when temp gauge is based on same sensor and indicates overheating) Crankcase Ventilation Disconnect of CV system (possible exemptions follow): - Includes all CV-related a) Between Crankcase and CV Valve external tubing/hoses b) Between CV Valve and Intake Ducting. Exemptions may apply (with Executive Officer approval) for: Systems where vehicle operator is certain to respond or where disconnection of an unmonitored portion first requires disconnection of a monitored portion

EPA OBD II - EPA Harmonization Final Rule My 2001 onwards

Monitor Area Condition for Malfunction Catalysts Engine Misfire, O2 Sensors OBD Threshold = 1,5 x standard measured on FTP test EVAP System Leakage equivalent to a 0,040 inch hole Other Emisssions Related Components Monitoring for continuity, rationality and functionality

CARB OBD II - ALL VEHICLES (based on Jan 2013 - 15 day notice proposal: CCR Title 13, Section 1968.2)


US ON-BOARD DIAGNOSTICSUS CARB OBD II - ALL VEHICLES

Monitor Area Condition for Malfunction - Connection between Crankcase and CV Valve, when tubing is used such that it is resistant to deterioration or disconnection, difficult to remove relative to connection between CV Valve and Intake, and not part of non-CV repair/maintenance - Connection between CV Valve and Intake, when the disconnection either causes the vehicle to stall, CV design is integral to the induction system(no tubing, hoses, etc.) Engines certified on an engine dynamometer and having open CV system (vent to atmosphere): Monitoring plan to be provided for Executive Officer review/approvalComprehensive Components - Monitoring required for any input or output component that can impact emissions (by any amount) under any reasonable driving condition - Those components/systems that affect only engine mechanical or electrical load (not related to fuel, air, or emissions control) are only to be monitored if they are used by any other system or component monitor. - Hybrid monitoring requires Executive Officer approval: at a minimum, must monitor components used by any other system or component monitor, energy input devices, battery and charging system performance, electrical motor performance, and regenerative braking performance. - Monitoring not required when both of the following are met for the component: -Component malfunctions cannot cause emissions to increase by: -PC/LDT SULEV II vehicles: 25% or more -All other vehicles: 15% or more -The component or system is not used as part of another diagnostic strategy- Input Components a) Lack of circuit continuity b) Out of “normal” range c) Irrational sensor value (2-sided monitoring) d) Components used for emission control strategies not specifically addressed by CARB regulations: - Failures that cause the strategy to not operate in its intended manner (delayed enable, erroneous exit, authority limit) e) Camshaft/crankshaft Position Sensors: - Engines requiring precise cam/crank alignment: Improper alignment - Engines equipped with VVT and belt/chain: one or more tooth improper alignment (larger if no emission impact for single tooth error)- Output Components a) Improper functional response, as feasible b) Circuit continuity faults


US ON-BOARD DIAGNOSTICSUSB CARB OBD II - ALL VEHICLES (APPROVED 09 NOV 07)

Monitor Area Condition for Malfunction - Output Components (contd.) c) Idle Control System (Gasoline engines w/ monitoring strategies based on deviation from target idle speed) - Speed control cannot maintain within 200 rpm above or 100 rpm below the target idle speed - Speed control cannot maintain within the smallest engine speed tolerance range for any other monitor’s enable Diesel Engines (d through h): d) Idle Control System: - Speed control cannot maintain within +/- 30% of target speed - Speed control cannot maintain within the smallest engine speed tolerance range for any other monitor’s enable - Idle control cannot achieve the target idle speed with fuel injection quantity within (smallest quantity tolerance range for enabling other monitors) OR (+/- 50% of properly functioning quantity) e) Glow Plugs/Intake Air Heaters: - Improper functional response - Circuit continuity faults - Improper current and voltage drop - Single glow plug no longer operates in manufacturer’s limits f) “Wait to Start” Lamp: failures that prevent illumination g) Components used for emission control strategies not specifically addressed by CARB regulations: - Failures that cause the strategy to not operate in its intended manner (delayed enable, erroneous exit, authority limit) h) 2015 + MY: Tolerance Compensation: Improper compensation being applied by controller for connected hardware, with no monitoring required if < 15% emission increase AND < full useful life std. under test cycle (Executive Officer review/approval required) In-Use Performance Ratio - Minimum performance ratios required: - 0,260 for secondary air system, cold start monitors, and evaporative 0,020” - 0,336 for catalyst, oxygen sensors, EGR, VVT, and remainder - 0,520 for purge flow and evaporative 0,040” leak - Exceptions: -Hybrid Vehicles: through 2016 MY, minimum ratio = 0,100 for those monitors requiring engine run operation - Engine Certified Medium Duty Vehicles: 2016-2018 MY, min ratio = 0,100 for diesel PM filter performance and missing substrate (only if denominator 500 mile criteria not utilized)


US ON-BOARD DIAGNOSTICSUS CARB OBD II - GASOLINE VEHICLES

Monitor Area Condition for Malfunction In-Use Performance Ratio - OBD system must track and report Ratio information (Numerators/Denominators) for the following:(contd.) - Catalyst, exhaust gas sensors, evaporative 0,020”, EGR/VVT, secondary air system, PM filter, NOx adsorber, NOx catalyst, boost pressure control system, diesel fuel systemEGR (low and high flow rate) 1,5 x standard, based on reduction in secondary air flowSecondary Air - Monitoring required while control strategy is normally activated Fuel System Fuel delivery system: 1,5 x std. (all constituents) Feedback Control: 1,5 x std. (all constituents)- Cylinder imbalance A/F ratio for one or more cylinders is different than the others due to a cylinder specific malfunction (e.g. intake manifold leak, fuel injector, individual EGR runner flow, individual variable cam lift, etc.) Phase-in: 2011: 25%; 2012: 50%; 2013: 75%; 2014+: 100% Emissions thresholds : 2011 thru 2013: 3x standard (SULEV:4.0 x standard) 2014+: 1,5 x standard (may carry-over prior MY threshold for 2014 only) - Feedback Control Feedback Control: 1,5 x std. (all constituents) a) Control max. authority reached (if based on secondary oxygen sensor, allowed to also verify if control target is achieved prior to failure) b) Fails to begin control within manufacturer-defined time (time period requires Exec. Officer approval). Engine off strategies must monitor every engine startMisfire a) 1,5 x standard (all constituents) - 1% misfire rate minimumContinuous monitoring for all positive engine - single detection of misfire rate in 1st 1.000 engine revolutionstorque speeds/loads from 2nd crankshaft - 4 detections of misfire rate in 1.000 engine revolution blocksrevolution after engine start (150 rpm b) Misfire that causes catalyst temperature to reach damaging level – 5% misfire rate minimumbelow normal, warmed-up idle speed) Specific cylinder DTC required for > 90% misfire occurring on a single cylinder, with multiple cylinder DTC required for 2 or more cylinders at > 10% misfireEvaporative System a) No purge flow (must monitor all purge flow paths) b) Cumulative evaporative system leak >= 0,020” orifice (may be revised upward for tank size > 25 gallons or < 1,5 x std. with Exec. Officer approval) Note: MIL illumination not required for approved alternate indicator for fuel cap missing or improperly secured. Alternate fuel engines require Executive Officer approval of a strategy equating to gasoline.



Monitor Area Condition for Malfunction Exhaust Gas Sensors a) Sensor Performance: - Primary and secondary - 1,5 x standard (all constituents) - (Primary sensors only): symmetric and asymmetric delay to respond and response rates, lean-to-rich and rich-to-lean (certification data/analysis required) b) Lack of circuit continuity c) Out of “normal” range d) Feedback: failure or deterioration causes fuel system to stop using that sensor as an input (default or open loop) - (Primary sensors only): delayed entry to closed loop e) Monitoring Capability: any charcteristic no longer sufficient for use as input to other monitoring strategy- Exhaust Gas Sensor Heaters a) Current or voltage drop no longer within sensor manufacturer’s limit for normal operation b) Faults that result in conflict between commanded and actual state of the heaterVariable Valve Timing 1,5 x standardand/or Control - Target error (outside crank angle and/or lift tolerance) - Slow Response

Catalyst MY LEV II, ULEV II, MDV SULEV II SULEV II NMOG NOx NMHC Conversion Efficiency NMOG NOx NMHC Conversion Efficiency 2009+ 1,75x 1,75x 50% 2,5x 2,5x 50%

For threshold testing purposes, the catalyst system is to be aged simultaneously (full catalyst volume) - If fuel is shut off for misfiring cylinder, the monitored volume catalyst(s) must be aged simultaneously to the threshold limit, while unmonitored volume must be aged to the end of the vehicle’s full useful life



Monitor Area Condition for Malfunction Cold Start Emission a) Any single commanded element does not repond properlyReduction Strategy - by a robustly measurable amount - in the commanded direction - by an amount that is greater than otherwise would have been commanded without the cold start strategy activated b) Deterioration - 1,5 x standard (all consitituents) - Monitoring may apply to either individual cold start elements or the desired system effectHeated Catalyst Target catalyst heating temperature not reached within maximum time limit, based on 1,75 x standard. Alternate strategy requires Exec Officer approvalAir conditioning System 1,5 x standard Monitoring required when off-idle fuel and/or spark modified when A/C system is on Monitoring of all A/C components that may cause the system to invoke incorrect controlDirect Ozone Reduction For vehicles with NMOG credit ≤ 50%:Monitor for no detectable amount of ozone reduction(DOR) For vehicles with NMOG credit > 50%:Monitor for loss in NMOG performance > 50% NMOG standard DOR NMOG credit modifies malfunction criteria for other components/systems by the NMOG credit - Example: Malfunction Threshold = (1,5 x standard + DOR NMOG Credit)Cooling System; Crankcase Ventilation; Comprehensive Refer to OBD II requirements for ALL VEHICLES (top of CARB OBD II section)ComponentsOther Emission Related Must request Executive Officer approval prior to introduction on a particular vehicleComponents or Systems For air flow modifying devices (swirl, runner length, etc.), monitoring of the shaft(s) may suffice - Non-metal or segmented shafts require segment monitoring (verification that the furthest segment properly functions) - If more than one shaft to operate valves in multiple banks, not required to add more than one set of detection hardwareExceptions to Monitoring Disablement allowed (with Exec Officer approval) for: ambient temperatures < 20 deg F, altitude > 8.000 ft, fuel volume < 15% of capacity, battery voltage Requirements < 11 volts or > manufacturer limit, during PTO operation. or tire pressure default action


US ON-BOARD DIAGNOSTICSUS CARB OBD II - DIESEL VEHICLES (CCR Title 13, Section 1968.2)

Monitor Area Condition for Malfunction Misfire a) All Diesel Vehicles: One or more continuously misfiring cylinders b) For all following vehicles: - All chassis certified Passenger Cars, LD Trucks and MDPVs with combustion sensor - All 2010-2015 MY Medium Duty Vehicles with combustion sensor, - Phase-in for ALL MD VEHICLES (20% of 2016 MY, 50% of 2017 MY, 100% of 2018 + MY) The following detection thresholds apply: - Passenger cars, LD trucks, and chassis certified MDPVs: 1,5 x Standard (all constituents) - MD vehicles certified to engine dyno tailpipe standard: 5% misfire Threshold relief is possible for < 2,0 x NMHC, CO, NOx standard and 0,03 g/bhp-hr PM emission impact, with data/engineering evaluation Misfire monitoring conditions: - Passenger Cars, LD Trucks, and chassis certified MDPVs: Continuous misfire monitoring across all positive torque speeds/loads - 2010 MY through phase-in MY shown below: All engine certified Medium Duty Vehicles: Continuous monitoring as follows: Positive torque conditions up to 75% of peak torque with engine speed up to 75% rated maximum speed, except region bounded by the following points: positive torque line and engine speed of 50% of maximum, and engine torque of 5% of peak torque above positive torque line and engine speed 75% of maximum - 20% of 2019MY, 50% of 2020 MY, and 100% of 2021 MY MD vehicles: Continuous monitoring as follows: * Positive torque engine speed conditions, except region bounded by the positive torque line and engine speed of 50% of maximum, and 10% of peak torque above positive torque line and engine speed 100% of maximum


US ON-BOARD DIAGNOSTICSUS CARB OBD II - DIESEL VEHICLES

Monitor Area Condition for Malfunction Particulate Matter System a) Incomplete Regen (2010+); B) Missing substrate; C) Active/intrusive injection

Exhaust Gas Sensor Heater Current or voltage outside manufacturer specification (requires CARB thresholds approval)

Feedback control Monitoring of proper feedback control to diagnoseReductant injection, Fuel system, Exhaust gas a) Delayed entrance to feedback controlsensors, Boost press., EGR, NOx adsorber, b) Failure or deterioration causes open loop or default operationPM system c) Feedback control adjustment at max. authority and unable to achieve target

Cooling System; Crankcase Ventilation; Refer to OBD II requirements for ALL VEHICLES (top of CARD OBD II section)Comprehensive ComponentsOther emission related components or systems Must request Executive Officer approval prior to introduction on a particular vehicle

Exceptions to monitoring requirements a) Emis. Thresholds may be modif. by Executive Officer, dependent on upon most reliable monitoring method capab. b) PC/LDT SULEV II: Executive Officer shall approve Malf. Criterion of 2,5 x Std. in lieu of 1,5 x Std. Fed Bin 3 or 4: Use ULEV II NMOG & CO, with SULEV II NOx criteria c) Engine cert. MDV: Executive Officer shall approve Malf. Criterion of (PM Std. +0,02) in lieu of 0,03. Additionally, (PM Std. +0,04) in lieu of 0,05 d) Engine cert. MDV: 2007-09MY: Executive Officer shall approve PM malfunction criterion of 1,5 x standard in lieu of PM ≥ 0,08 e) Disablement allowed (with Exec Officer approval) for: ambient temperatures < 20 deg F, altitude > 8.000 ft, fuel volume < 15% of capacity, battery voltage < 11V or manufacturer limit, during PTO operation, or tire pressure detault action



Monitor Area Condition for Malfunction NMHC Converting Catalyst Chassis Certification: 1,75 x NMHC standard(excluding downstream or MDV Certified on Engine Dynamometer: 2,0 x NMHC standard; NOx standard + 0,2 g/bhp-hrPM filter for regen) - Conversion Efficiency - Other Aftertreatment a) Exotherm Generation (PM filter regen. assistance): Catalyst unable to generate sufficient exotherm for regenerationAssistance Function b) Feedgas Constituency (SCR assistance): 2015 + MY catalyst unable to generate sufficient feedgas for proper SCR operation (exemption for no malfunction able to increase emissions by 15% of full useful life standard AND does not exceed the full useful life standard) c) NMHC Conversion Downstream of PM Filter for use during regen: No detectable amount of NMHC conversion d) Converter downstream of SCR system: No detectable amount of NMHC, CO, NOx, or PM conversion capabilityNOx Converting Catalyst Chassis Certification: 1,75 x NMHC standard- Conversion Efficiency MDV Certified on Engine Dynamometer: - 2013-2015 MY: 2,0 x NMHC standard; NOx standard + 0,3 g/bhp-hr - 2016 + MY: 2,0 x NMHC standard; NOx standard + 0,2 g/bhp-hr- Selective Catalytic a) Reductant delivery: (same emission thresholds as “Conversion Efficiency” above)Reduction (SCR) b) For reductant other than engine’s fuel: - Insufficient reductant for proper operation - Improper reductant in reservoir/tank- Feedback Control a) Fails to begin control within manufacturer defined time b) Failure or deterioration causes open loop or default operation c) Control max. authority reached and cannot achieve control target


Monitor Area LDV and MDV (Chassis Cert.) Threshold MDV (Engine Cert.) ThresholdIf standard is given, unit is g/bhp-hr My NMHC CO NOx PM My NMHC CO NOx PMNOx Adsorber 2013+ 1,75 x - 1,75 x - 2013+ 2,0 x - +0,2 -Exhaust Gas Sensor Performance (ALL 2013+) 1,5 x 1,5 x 1,75 x 2,0 x 2013-2015 2,0 x - +0,3 0.03NOx and PM sensors - - - - 2016+ 2,0 x - +0,2 0.03 2013+ 2,0 x - +0,2 0,03EGR Low Flow, High Flow, Response

2013+ 1,5 x 1,5 x 1,5 x 2,0 x See page 67

Cooler Performance Boost Pressure Ctrl (under & over) Variable Geometry Turbocharger (VGT) 2013+ 1,5 x 1,5 x 1,5 x 2,0 x 2013+ 2,0 x 2,0 x +0,2 0,03 Resp., Charge Air Undercool.



US ON-BOARD DIAGNOSTICSUS CARB OBD II - DIESEL VEHICLES Monitor Area LDV and MDV (Chassis Cert.) Threshold MDV (Engine Cert.) ThresholdIf standard is given, unit is g/bhp-hr My NMHC CO NOx PM My NMHC CO NOx PMCold start Fault due to control strategy input error(s) and/or output error (2013+ Monitor for desired effect as feasible)

Emission Reduction Strategy 2013+ 1,5 x 1,5 x 1,5 x 2,0 x 2013+ 2,0 x 2,0 x +0,2 0,03Variable Valve TrainTiming and/or Control (VVT) Target Error 2013+ 1,5 x 1,5 x 1,5 x 2,0 x See page 67 Slow Response Particulate Matter Filter 2013+ - - - 1,75 x 2013+ - - - 0,03Particulate Matter Filter System - Frequent Regeneration (ALL 2013+) 1.5 x 1.5 x 1.5 x - (ALL 2013+) 2.0 x - +0.2 -- NMHC Conversion 2013+ 1.5 x 1.5 x 1.5 x - 2013+ 2.0 x - +0.2 - (exemption for no malfunction able to increase emissions by 15% of full useful life standard AND does not exceed the full useful life standard) - Feedgas Generation ALL 2016+ MD Unable to generate feedgas for proper SCR operation. Exemption if no malfunction results in emissions increase Vehicles of 15% of applicable full useful life standard AND no malfunction results in exceeding the full useful life standardAftertreatment Assistance Function 2010 + loss function (LEV III Proposal: Feedgas required 2015+) 2010 + loss function


Monitor Area LDV and MDV (Chassis Cert.) MDV (Eng. Cert.) Threshold MDV (Eng. Cert.) ThresholdIf standard mentioned, My Threshold NOx cert. > 0,50 g/bph-hr NOx cert. ≤ 0,50 g/bph-hrunit is g/bhp-hr NMHC CO NOx PM NMHC CO NOx PM NMHC CO NOx PMFuel System Pressure 2013+ 1,5 x 1,5 x 1,5 x 2,0 x 1,5 x 1,5 x 1,5 x 0,03 2,0 x 2,0 x +0,2 0,03Control Fuel System Injection

2013+ 1,5 x 1,5 x 1,5 x 2,0 x Same Fault Criteria as Fuel System Pressure ControlQuantity / Timing Fuel Control System

Detect if compensation does not match (exemption for no malfunction able to increase emissions by

using Tolerance 2015+ MY 15% of full useful life standard AND does not exceed the full useful life standard)

compensation features Downstream Exhaust Gas Sensor Performance 2013+ 1,5 x 1,5 x 1,75 x 2,00 x ? ? ? ? 2,0 x 2,0 x +0,2 0,03A/F Sensors Upstream Exhaust Gas Sensor Performance 2013+ 1,5 x 1,5 x 1,5 x 2,0 x 1,5 x 1,5 x 1,5 x 0,03 2,0 x 2,0 x +0,2 0,03A/F Sensors EGR Catalyst 2013+ No detectable amount of constituent oxidation




Monitor Area MDV (Eng. Cert.) Threshold MDV (Eng. Cert.) Threshold If standard mentioned, My NOx cert > 0,50 g/bhp-hr NOx cert ≤ 0,50 g/bhp-hr unit is g/bhp-hr NMHC CO NOx PM NMHC CO NOx PMEGR Low Flow, High Flow,

Response 2013+ 1,5 x 1,5 x 1,5 x 0,03 2,0 x 2,0 x +0,2 0,03

Cooler Performance

Variable Valve Train

Target Error 2013+ 1,5 x 1,5 x 1,5 x 0,03 2,0 x 2,0 x +0,2 0,03

Slow Response

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FUEL CONSUMPTION - CO2 EMISSIONSEUROPEAN UNIONEU regulation on CO2 Emission Reduction for Passenger Car (M1)EC 443/2009 regulates the average specific emissions of CO2 for each manufacturer for new passenger vehicles which are registered in the EU in each calendar year. Permitted specific emissions of CO2 = 130 [g/km] + 0,0457 * (vehicle mass [kg] - 1.372 [kg])1.372 [kg] = reference mass. to be reviewed every 3 years (2015 for the 1st time)- Fleet average CO2 emissions from new PC: 120 g/km by 2012 (NEDC driving cycle) - Max 130 g CO2/km based on improvements in vehicle motor technologies - Complementary measures to deliver a further 10 g/km reduction (tires, air conditioning, greater use of alternative energy)- Eco-innovation credit: Valid until 2014 Innovative CO2 reducing technologies (called eco-innovations) are technologies not included in test cycle CO2 measurement, nor included in complementary

measures. Total contribution of eco-innovation limited to max 7 g CO2/km in each manufacturer’s average specific target- 1 g CO2/km is the minimum a single eco-innovation can contribute. Eco-innovations are approved as part of the vehicle TA procedure- Phase-in period: 2012- 2015 Manufacturers to be given interim targets ensuring average CO2 emission of: + 65% of their fleet in Jan 2012 + 75% of their fleet in Jan 2013 + 80% of their fleet in Jan 2014 + 100% of their fleet from Jan 2015- For each manufacturer, individual targets based on average mass of their EU car fleet, based on an emission limit curve- Excess emissions premium will be applied. The premium will be based on the # of g/km above the curve multiplied by the number of vehicles sold by the manufacturer. - From 2012 to 2018: 5 € for 1st g; 15 € for 2nd g; 25 € for 3rd g; 95 € 4th g onwards exceeding the target (per vehicle sold) - From 2019: 95 €/g exceeding the target (per vehicle sold)- Long term target: 95 g CO2/km in 2020 (Application of WLTP between 2017 and 2020 (TBD), no change of 95 g/km CO2 goal foreseen but correlation factor to

be developed to correlate CO2 emissions from NEDC to WLTC (”isosevere” correlation))


FUEL CONSUMPTION - CO2 EMISSIONSVehicles with masses different from 1372 kg may emit CO2 according to the following formulas:

From 2012-2015: CO2 = 130 + 0,0457 x (M-Mo) Mo = 1.372 kg (this mass corresponds to the average mass of the current global European fleet) From 2016: CO2 = 130 + 0,0457 x (M-Mo) Mo = average mass of all vehicles registered between 01.2013-12.2015 From 2020: CO2 = 95 + 0,0333 x (M-Mo) Mo = average mass of all vehicles registered between 01.2017-12.2019

EU CO2 to Vehicle Mass Radio

CO

2 (g/

km)

Vehicle Mass (kg)700 900 1100 1300 1500 1700 1900 2100

180

160

140

120

100

80

60

2012/2019

>01.2020


US - FUEL ECONOMy MEASUREMENT METHOD (40 CFR Part. 600.113)Fuel consumption is determined in miles/US gallon according to the carbon balance method with CO2, CO and HC measured in g/mile.FE (gasoline) = 5174×104×CWF×SG [(CWF×HC)+(0,429×CO)+(0,273×CO2)]×[(0,6×SG×NHV)+5471]FE (diesel) = 2778 (0,866×HC) + (0,429×CO) + (0,273×CO2)CWF = carbon weight fraction, SG = specific gravity of fuel, NHV = net heating value of fuelCombined fuel economy value is calculated in miles/gallon by applying the results from US EPA III and Highway (HWFET) Cycle: HWFET [mpg] = 1 0,55 / EPA III + 0,45 / HFEConversion: Fuel consumption in l/100 km to fuel economy in mi/galFC (l/100 km) = 235.215 FE (mi/gal)Label requirementsUp to MY 2010: City and Highway values calculated based upon FTP75 and HWFET results. 5 cycle calculation is optional 2008-2010My 2011 and beyond:- 5 cycle formula based upon combination of FTP75, cold FTP (20F),

US06, SC03, HWFET- MDPV (8.500 - 10.000 GVWR) require FE label for first time- Option remains to use old calculation method, but manufacturer must show proof of accuracy

FUEL CONSUMPTION - CO2 EMISSIONS

The estimated average required mpg levels for passenger cars and trucks under the standards shown in the table include the use of A/C efficiency improvements, but do not reflect a number of flexibilities and credits that manufacturers may use for compliance that NHTSA cannot consider in establishing standards based on EPCA/EISA constraints. These flexibilities cause the actual achieved fuel economy to be lower than the required levels in the table above. The flexibilities and credits that NHTSA cannot consider include the ability of manufacturers to pay civil penalties rather than achieving required CAFE levels, the ability to use Flexibile Fuel Vehicle (FFV) credits, the ability to count electric vehciles for compliance, the operation of plug-in hybrid electric vehicles on electricity for compliance prior to MY 2020, and the ability to transfer and carry-forward credits. When accounting for these flexibilities and credits, the NHTSA estimates that the CAFE standards will lead to the following average achieved fuel economy levels, based on the agencies’ projections of what each manufacturer’s fleet will compromise in each year of the program.

Estimated Average Required Fleet-Wide Fuel Economy (mpg) under Footprint-Base CAFE Standards

My Baseline 2017 2018 2019 2020 2021 2022 2023 2024 2025Passenger 2008 40,1 - 41,6 - 43,1 - 44,8 - 46,8 - 49,0 - 51,2 - 53,6 - 56,2 -Cars 2010 39,6 41,1 42,5 44,2 46,1 48,2 50,5 52,9 55,3

Light Trucks 2008 29,4 - 30,0 - 30,6 - 31,2 - 33,3 - 34,9 - 36,6 - 38,5 - 40,3 -

2010 29,1 29,6 30,0 30,6 32,6 34,2 35,8 37,5 39,3

Combined 2008 35,4 - 36,5 - 37,7 - 38,9 - 41,0 - 43,0 - 45,1 - 47,4 - 49,7 -

2010 35,1 36,1 37,1 38,3 40,3 42,3 44,3 46,5 48,7


US - CAFE STANDARD EPA and NHTSA GHG regulations / Fleet-wide CO2 emissions

2012 2013 2014 2015 2016Passenger Cars 261 253 246 235 224Light Trucks 352 341 332 317 302Combined 295 286 276 263 250

Projected Fleet-wide CO2 compliance target under the footprint CO2 Standards (Primary Analysis)

FUEL CONSUMPTION - CO2 EMISSIONSProjected results using 2008 based fleet projection analysis. These values differ slightly from those shown in the proposal because of revisions to the MY 2008 based fleet to the analysis- Groups PC and Trucks < 8.500 lbs into a single fleet- Sets new fuel economy goals for combined PC and LDT fleet.

California CO2 Reduction Regulation (California AB 1493)2010 amendment allows EPA compliance to satisfy regulation- State of California has enacted limits on CO2 emissions.- Limits are broken down into two phases: (2009-2012) and (2013-2016)

CO2-equiv. limit 2009 2010 2011 2012 2013 2014 2015 2016Phase-In (%) 20 40 70 100 20 40 70 100PC / LDT1 323 301 267 233 227 222 213 205LDT2 / MDPV 439 420 390 361 355 350 341 332

- EPA has granted California’s CAA waiver request. - Several additional states are adopting the limits.

2016 base 2017 2018 2019 2020 2021 2022 2023 2024 2025Passenger Cars 225 212 202 191 182 172 164 157 150 143Light Trucks 298 295 285 277 259 249 237 225 214 203Combined 250 243 232 222 213 199 190 180 171 163

Projected Fleet-wide Achieved CO2 - Equivalent emission levels under the footprint based CO2 Standards (Primary Analysis)

2016 base 2017 2018 2019 2020 2021 2022 2023 2024 2025Passenger Cars 225 213 203 193 183 173 164 157 150 143Light Trucks 298 295 287 278 270 250 238 226 214 204Combined 250 243 224 223 214 200 190 181 172 163

g/mi


FUEL CONSUMPTION - CO2 EMISSIONSLight Duty Trucks and Medium Duty Passenger Vehicle with a footprint ≤ 41 sqftMy CO2 Target Value (g/mi) Max Footprint a b2017 238,0 50,7 4,87 38,32018 227,0 60,2 4,76 31,62019 220,0 66,4 4,68 27,72020 212,0 68,3 4,57 24,62021 195,0 73,5 4,28 19,82022 186,0 74,0 4,09 17,82023 176,0 74,0 3,91 16,02024 168,0 74,0 3,74 14,22025+ 159,0 74,0 3,58 12,5

Equation for calculation of CO2 target value for LD trucks and MD passenger vehicles with footprint > 41 sq.ft and ≤ max. footprint value: Target g CO2/mile = [a x f] + bLD trucks and MD passenger vehicles with footprint > the min footprint value below and ≤ the max. footprint value below: Target g CO2/mile = [a x f] + b f = vehicle footprintMy Min Footprint Max Footprint a b2017 50,7 66,0 4,04 80,52018 60,2 66,0 4,04 75,0

CALIFORNIA Passenger Car Footprint ≤ 41 sq. ft > 56 sq. ftMy CO2 Target Value (g/mi) CO2 Target Value (g/mi)2017 195,0 263,0 2018 185,0 250,0 2019 175,0 238,0 2020 166,0 226,0 2021 157,0 215,0 2022 150,0 205,0 2023 143,0 196,0 2024 137,0 188,0 2025+ 131,0 179,0

Equation for calculation of CO2 target value for passenger cars with footprint > 41 sq.ft and ≤ 56 sq.ft.: Target g CO2/mile = [a x f] + b f = vehicle footprintMy 2017 2018 2019 2020 2021 2022 2023 2024 2025a 4,53 4,35 4,17 4,01 3,84 3,69 3,54 3,40 3,26b 8,9 6,5 4,2 1,9 -0,4 -1,1 -1,8 -2,5 -3,2


JAPAN CO2 REDUCTION REGULATIONFuel Economy Targets- Each manufacturer has to achieve the fuel efficiency as a weighted average

in each weight class. - Consumption determined on 10-15 cycle

CALIFORNIAFor Light Duty Trucks and Medium Duty Passenger Vehicles with a footprint that is greater than the minimum value specified in the table below for each model year, the g/mile CO2 target value shall be selected for the applicable model year:


Vehicle weight in kg – Fuel Economy in km/lGasoline Passenger Cars - Targets for 2010 < 703 828 1.016 1.266 1.516 1.766 2.016 2.266 702 - - - - - - - - 827 1.015 1.265 1.515 1.765 2.015 2.265 21,1 18,8 17,9 16,0 13,0 10,5 8,9 7,8 6,4Diesel Passenger Cars - Targets for 2005 ≤ 1.016 1.266 1.516 1.766 2.016 2.266 1.015 - - - - - - 1.265 1.515 1.765 2.015 2.265 18,9 16,2 13,2 11,9 10,8 9,8 8,7LPG Passenger Cars - Targets for 2010 < 703 828 1.016 1.266 1.516 1.766 2.016 2.266 702 - - - - - - - - 827 1.015 1.265 1.515 1.765 2.015 2.265 15,9 14,1 13,5 12,0 9,8 7,9 6,7 5,9 4,8

My Minimum Footprint CO2 Target Value (g/mi)2017 66,0 347,02018 66,0 342,02019 66,4 339,02020 68,3 337,02021 73,5 335,02022 74,0 321,02023 74,0 306,02024 74,0 291,02025+ 74,0 277,0


Inertia Weight (kg) - Vehicle weight (kg) - Fuel Economy (km/l)Gasoline Passenger Cars - Target for 2020 800 910 1.020 1.130 1.250 1.360 1.470 1.590 741 856 971 1.081 1.196 1.311 1.421 ~ ~ ~ ~ ~ ~ ~ ~ 740 855 970 1.080 1.195 1.310 1.420 1.530 24,6 24,5 23,7 23,4 21,8 20,3 19,0 17,61.700 1.810 1.930 2.040 2.150 2.270 2.500 1.531 1.651 1.761 1,871 1.991 2.101 2.271 ~ ~ ~ ~ ~ ~ ~ 1.650 1.760 1.870 1.990 2.100 2.270 16,5 15,4 14,4 13,5 12,7 11,9 10,6 Vehicle weight (kg) - Fuel Economy (km/l)

Gasoline Passenger Cars – Target for 2015 ≤ 601 741 856 971 1.081 1.195 1.311 1.421 600 - - - - - - - - 740 855 970 1.080 1.195 1.310 1.420 1.530 22,5 21,8 21,0 20,8 20,5 18,7 17,2 15,8 14,4

1.531 1.651 1.761 1.871 1.991 2.101 ≥ 2.271 - - - - - - 1.650 1.760 1.870 1.990 2.100 2.270 13,2 12,2 11,1 10,2 9,4 8,7 7,4

2015 Fuel Economy for all fuelsNew Regulation will consider diesel and gasoline vehicles togetherTest cycle: JC08 (cold and hot), applicable from March 2013AverageVehicle Class 2004 Avg value - km/l 2015 Avg value - km/l Change %PC 13,6 16,8 23,5Small busses 8,3 8,9 7,2LCV 13,5 15,2 12,6

JAPAN


Other requirements:- CAFE will be introduced to encourage further FE improvement- Test cycle: combined JC08 (FE_JC08_total= 1 / (0,25/FE_JC08_cold + 0,75/FE_JC08_hot)- Diesel FE = FE_JC08_total / 1,1- LPG FE = FE_JC08_total / 0,78


FUEL CONSUMPTION - CO2 EMISSIONSPR OF CHINAPassenger Cars

The Phase(stage) III fuel consumption limits are established in National Stan-dard GB 27999-2011. This standard sets the per-vehicle limit values, and indi-cates that the standard will result in a fleet average fuel consumption for new vehicles of approximately 7 l/100km (equivalent to 167 gCO2/km) by 2015. It also establishes a timeline for compliance with the CAFC requirement. However, detailed implementing regulations, especially related to the specific CAFC target and how it will be enforced, have yet to be released. In 2012, China’s State Council released the Energy-Saving and New Energy Vehicle Industrialization Plan, which states a 2015 fleet average target of 6,9 l/100km, slightly below that estimated in GB 27999-2011.

The Phase III standard establishes a timeline by which manufacturers are requi-red to meet the CAFC limit. Prior to 2015, their CAFC must not exceeded certain allowances above the CAFC limit, as shown here:

Year CAFC requirement allowance 2012 109% 2013 106% 2014 103% 2015 100% 1) M/T - Manual transmission 2) A/T - Automatic transmission

3) After 31 Dec 2015, all A/T vehicles must meet M/T limits

China Fuel Consumption Standards, L/100 km

Curb Mass (CM), kg

Stage 1: 1 Jul 2005 Stage 2: 1 Jul 2008 Stage 3: 1 Jan 2012 A/T 3)

M/T A/T M/T 1) A/T 2) M/T or 3 rows of seatsCM ≤ 750 7,2 7,6 6,2 6,6 5,2 5,6750 < CM ≤ 865 7,2 7,6 6,5 6,9 5,5 5,9865 < CM ≤ 980 7,7 8,2 7 7,4 5,8 6,2980 < CM ≤ 1.090 8,3 8,8 7,5 8 6,1 6,51.090 < CM ≤ 1.205 8,9 9,4 8,1 8,6 6,5 6,81.205 < CM ≤ 1.320 9,5 10,1 8,6 9,1 6,9 7,21.320 < CM ≤ 1.430 10,1 10,7 9,2 9,8 7,3 7,61.430 < CM ≤ 1.540 10,7 11,3 9,7 10,3 7,7 81.540 < CM ≤ 1.660 11,3 12 10,2 10,8 8,1 8,41.660 < CM ≤ 1.770 11,9 12,6 10,7 11,3 8,5 8,81.770 < CM ≤ 1.880 12,4 13,1 11,1 11,8 8,9 9,21.880 < CM ≤ 2.000 12,8 13,6 11,5 12,2 9,3 9,62.000 < CM ≤ 2.110 13,2 14 11,9 12,6 9,7 10,12.110 < CM ≤ 2.280 13,7 14,5 12,3 13 10,1 10,62.280 < CM ≤ 2.510 14,6 15,5 13,1 13,9 10,8 11,22.510 < CM 15,5 16,4 13,9 14,7 11,5 11,9


FUEL CONSUMPTION - CO2 EMISSIONSPR OF CHINA Light Duty Commercial Vehicles (GB 20997-2007) - Applicable for N1 and M2 vehicles (GVW ≤ 3.500 kg)Implementation dates from 01Feb08, Phase 2 for new certif. vehicles; 01Jan09, Phase 1 for in-prod.vehicles (certif. before 01Feb08); 01Jan11, Phase 2 for all vehicles

Gross Vehicle Mass Engine Displacement Phase Phase(M), kg (V), l 1 2 (l/km) FC Limit Table 3 for cat N1 Gasoline VehiclesM ≤ 2.000 All 8,0 7,8 V ≤ 1,5 9,0 8,12.000 < M ≤ 2.500 1,5 < V ≤ 2,0 10,0 9,0 2,0 < V ≤ 2,5 11,5 10,4 V ≤ 1,5 13,5 12,5 V ≤ 2,0 10,0 9,02.500 < M ≤ 3.000 2,0 < V ≤ 2,5 12,0 10,8 V ≤ 2,5 14,0 12,6 V ≤ 2,5 12,5 11,3M > 3.000 2,5 < V ≤ 3,0 14,0 12,6 V > 3,0 15,5 14,0 FC Limit Table 4 for cat N1 Diesel Vehicles M ≤ 2.000 All 7,6 7,0 V ≤ 2,5 8,4 8,02.000 < M ≤ 2.500 2,5 < V ≤ 3,0 9,0 8,5 V > 3,0 10,0 9,5

V ≤ 2,5 9,5 9,02.500 < M ≤ 3.000 2,5 < V ≤ 3,0 10,0 9,5 V > 3,0 11,0 10,5 V > 2,5 10,5 10,0M > 3.000 2,5 < V ≤ 3,0 11,0 10,5 3,0 < V ≤ 4,0 11,6 11,0 V > 4,0 12,0 11,5 FC Limit Table 5 for cat M2 Gasoline Vehicles (GVW ≤ 3.500 kg) V ≤ 2,0 10,7 9,7M ≤ 3.000 2,0 < V ≤ 2,5 12,2 11,0 2,5 < V ≤ 3,0 13,5 12,2 V > 3,0 14,5 13,1 V ≤ 2,5 12,5 11,3M > 3.000 2,5 < V ≤ 3,0 14,0 12,6 V > 3,0 15,5 14,0 FC Limit Table 6 for cat M2 Diesel VehiclesM ≤ 3.000 V ≤ 2,5 9,4 8,5 V > 2,5 10,5 9,5M > 3.000 V ≤ 3,0 11,5 10,5 V > 3,0 12,5 11,5


FUEL CONSUMPTION - CO2 EMISSIONSSOUTH KOREA

From 2010, for gasoline & diesel engines ≤ 1.600 cc: 12,4 km/l > 1.600 cc: 9,6 km/l

From 2012: ≥ 17 km/l and ≤ 140 g GHG/km fleet averageIntroduction:2012 30% 2013 60% 2014 80% 2015 100%

TAIWANFuel economy standards for PC, LDT ≤ 2.5t

Global Fuel Economy Initiative (GFEI): “50 by 50”

Initiative jointly launched by UNEP (UN Environment Program), IEA (International Energy Agency), ITS (International Transport Forum), FIA Foundation. Call for cars worldwide to be made 50% more fuel efficient by 2050, along with interim targets.

Class of Vehicle (kg) Under FTP 75 (km/l) Under EU Dir 199/100 (km/l) < 1.200 16,2 14,1 1.200 to 1.800 13,0 11,3 1.800 to 2.400 11,4 9,9 2.400 to 3.000 10,0 8,7 3.000 to 3.600 9,2 8,0 3.600 to 4.200 8,5 7,4 4.200 to 5.400 7,2 6,3 > 5.400 6,5 5,7

80Fuels

Parameter Unit LimitsOctane RON/MON 95/85RVP kPa 56-60 1)

Density at 15ºC kg/m3 743-756Dist. at 100ºC % vol 48-60 at 150ºC % vol 82-90Final Boiling Point ºC 190-210Aromatics % vol 29-35Olefins % vol 3-13Benzene % vol ≤ 1Oxygen % mass Ethanol onlySulfur mg/kg ≤ 10Lead mg/l ≤ 5Phosphorus g/l ≤ 1,3Ethanol % vol 4,7-5,3

EU REFERENCE TEST FUELSRegulation 2008/692/ECUNLEADED GASOLINE FUEL: PETROL (E5) DIESEL FUEL: DIESEL (B5)

Parameter Unit Limits

Cetane 52-54

Density at 15°C kg/m3 833-837

Distillation T50 ºC ≥ 245

T95 ºC 345-350

Final Boiling Point ºC ≤ 370

Flashpoint ºC ≥ 55

Viscosity at 40°C mm2/s 2,3-3,3

Polycyclic aromatics % mass 2,0-6,0

Sulfur mg/kg ≤ 10

FAME % vol 4,5-5,5

Oxydation stability mg/ml ≤ 0,025

Oxydation stability @ 110ºC hr ≥ 201) Different values for cold temperature test fuel: RVP: 56-95 KPa

81Fuels

US REFERENCE TEST FUELS CERTIFICATION UNLEADED GASOLINE FUEL

EPA CARBParameter Unit Ambient cold CO cold CO Phase 3 low oct. high oct.

Sulfur ppm 15-80 2) 15-80 2) 15-80 2) 30-40Lead g/gal 0,05 0,01 0,01 0,01 (g/l) (0,013) (0,0026) (0,0026) Phosphorus g/gal 0,005 0,005 0,005 0,005 (g/l) (0,0013) (0,0013) (0,0013)

1) RVP for altitude testing: 7,6-8,0 psi or 52-55 kPa2) The road fuel will be 30 ppm avg. 80 ppm max.

Note: CARB Phase 3 fuel may use Ethanol as oxygenate.

Benzene limit for road fuel: 0,62% by vol. on an annual refinery average.

E15 fuel being proposed for pump gasoline.

EPA CARBParameter Unit Ambient Cold CO Cold CO Phase 3 low oct. high oct.

Octane (R+M)/2 93 87,8±3 92,3±0,5 91RVP 1) psi (kPa) 8,0-9,2 11,5±3 11,5±3 6,7-7,0 (55,2-63,4) (46,8-48,3)RVP Evap psi (kPa) 8,7-9,2 7 (60-63,4) (48,3)T10 ºF 120-135 98-118 105-125 130-150T50 ºF 200-230 179-214 195-225 200-210T90 ºF 300-325 316-346 316-346 290-300FBP ºF 415 413 413 390Aromatics % vol 35 26,4±4 32±4 22-25Olefins % vol 10 12,5±5 10±5 4-6Benzene % vol 0,8-1

82Fuels

US REFERENCE TEST FUELSCERTIFICATION DIESEL FUELFuel Property Unit Federal Specifications California Test 3)

1-D 2) 2-D Specifications Cetane Number (natural) 40-54 40-50 47-55 D-613Distillation Range °F (°C) D-86; 13 CCR section 2282(g) 3)

Initial Boiling Point °F (°C) 330-390 (166-199) 340-400 (171-204) 340-420 (171-216) 10% Point °F (°C) 370-430 (188-221) 400-460 (204-238) 400-490 (204-254) 50% Point °F (°C) 410-480 (210-249) 470-540 (243-282) 470-560 (243-293) 90% Point °F (°C) 460-520 (238-271) 560-630 (293-332) 550-610 (288-321) End Point °F (°C) 500-560 (260-293) 610-690 (321-366) 580-660 (304-349) API Gravity 40 - 44 32 - 37 33 - 39 D-287Total Sulfur ppm (wt.) 7 - 15 7 - 15 7 - 15 D-2622; 13 CCR section 2282(g) 3)

Nitrogen Content (max.) ppm (wt.) 100 - 500 13 CCR section 2282(g)(3)Total Aromatic Hydrocarbons % (vol.) 8 (min.) 1) 27 (min.) 1) 8 - 12 D-1319; 13 CCR section 2282(g) 3)

Polycyclic Aromatic Hydrocarbons % (wt.) 1,4 (max.) Flashpoint (min.) °F (°C) 120 (49) 130 (54) 130 (54) D-93Viscosity @ 40°F (4°C) mm2/sec 1,6 - 2,0 2,0 - 3,2 2,0 - 4,1 D-445

1) Remainder shall be paraffins, naphthenes, and olefins 2) Basic Certification fuel is the grade 2-D diesel. Grade 1-D is allowed only if the engine manufacturer demonstrates that this fuel will be the predominant in-use fuel. 3) ASTM standards and/or California Title 13, CCR procedures.

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84Evaporative Emissions Standards

CONVENTIONAL US / EU TEST PROCEDURESSEQUENCE FOR EVAPORATIVE EMISSIONS TESTING Regulation EC715/2007. Regulation EC692/2008 Annex VI.

UN/ECE Regulation No. 83 Annex 7

Fuel drain/ fill Fill to 40% with test fuel Canister Canister loading: Repeated diurnal heat builds or

Preconditioning Butane/N2 loading to 2 g breakthrough Fuel drain/ fill Drain tank, Fill to 40% with test fuel Vehicle Preconditioning Drive at 20°-30°C: Preconditioning 1 ECE + 2 EUDC cycles Soak 12-36 hours (20°-30°C ambient) Exhaust test ECE + EUDC at 20°-30C Evap Cond. Drive Urban cycle max. 2 min later Hot Soak Test 1 hour at 23°-31°C ambient Soak 6-36 h (min 6 h at 20 ± 2°C ambient) Real Time 1 heat build in 24 hours in VT SHED Diurnal Test Cycle from 20°- 35°C, ∆ T = 15 K

Emissions standard: Diurnal test + Hot Soak test: 2 g Implementation As part of Euro3/4, TA: 01 JAN 2000

Euro 6c emission regulation is not finalized yet. More restrictive purge; multi-diurnal test (48h) and durability requirements (ethanol fuels) are expected. OBD requirements and test procedures under development. Euro 6c implementation (see page 15)

Preconditioning Fill to 40% with test fuel (US: 8,7-9,2 RVP, EU: 8,1-9,3 RVP) US: EPA II (18 cycles) EU: Purge canister by driving or air purge 2X diurnal heat build, (heat fuel 16° to 30°C), 1 ECE + 2 EUDC cycles Soak 12-36 hours (68°-86°F/20°-30°C ambient) Fuel drain / fill Drain tank, Fill 40 ± 2% with test fuel (US: fuel 45°-60°F / EU: fuel 10°-14°C) Diurnal test Heat fuel tank for 1 hour (US: from 60° to 84°F) / (SHED) (EU: from 16° to 30°C) Exhaust test US: EPA III (Emissions measured for TA) EU: ECE + EUDC cycle (Emissions not measured for TA) Hot Soak Test US/EU: 1 hour at 68°-86°F/23°-31°C ambient

Emissions standard: Diurnal test + Hot Soak test: 2 g Implementation EU: EC 93, EC 96


Temperature Test sequence 3-day diurnal Supplemental 2-dayEPA: 90-100°F 1 hr Hot soak Test 1 hr Hot soak TestCARB: 100-110°F (EPA 95 / CARB 105°F) (68-86°F) Stabilize Temp: 6-36 hr Stabilize Temp: 6-36 hr (EPA 72 / CARB 65°F) (EPA 72 / CARB 65°F) Diurnal emission test Diurnal Emission Test 3 heat builds in 72 hr 2 heat builds in 48 hr EPA: Cycle 72-96°F EPA: Cycle 72-96°F CARB: Cycle 65-105°F CARB: Cycle 65-105°F Running Loss: 0,05 g/mi - Standard for Hot Soak + Highest Diurnal (g)EPA/CARB LEV I 2,0 g/test 2,5 g/testCARB LEV II 0,50 g/test 0,65 g/testEPA Tier II 0,95 g/test 1,2 g/test

ENHANCED EVAPORATIVE EMISSIONSUS FEDERAL / CALIFORNIA REQUIREMENTS

Note: Vehicle certification requires the 3-day diurnal, in-use vehicles the supplemental 2-day diurnal test.For 2012 and subsequent model year off-vehicle charge capable hybrid equipped with a non-integrated refueling canister only system; the canister should be loaded using fuel-tank-refill method described under “Refueling Event” section of ORVR procedure - see page 88. For hybrid vehicles, battery state-of-charge setting prior to the exhaust test shall be at the level minimizing operation of engine.

Temperature Test sequence 3-day diurnal Supplemental 2-day68-86°F Fuel drain / fill Fuel drain / fill (20-30°C) 6 hour minimum soak 6 hour minimum soak Preconditioning: 1 EPA II. Preconditioning: 1 EPA II. Fuel drain/fill. 12-36 hr soak Fuel drain/fill. 12-36 hr soak ⇒Canister purge: 300 ⇒Canister load: Load to 2 g BV at 0,8 cfm with 25-75 breakthrough at 40 g gr/lb dry air butane/hr with 50/50 ⇒Canister load: 1,5 x butane/N2 mix WC at 15 g butane/hr with 50/50 butane/N2 mix Exhaust test: EPA III Exhaust test: EPA IIIEPA: 90-100°F 1-6 hr soak Not requiredCARB: 100-110°F Running loss test EPA II, 2x NYCC, EPA II


ENHANCED EVAPORATIVE EMISSIONSEPA and California accept certification data generated using the other agency’s test procedure.

New EPA Evaporative Emission requirements

- Harmonizes federal limits with CARB LEV II requirements - 3-Day diurnal = 0,5 g/test for LDV - Supplemental 2-day = 0,85 g/test for LDV - LLDT/HLDT/MDPV have less stringent requirements

- CARB LEV II certification data to be used for EPA cert. without prior approval

- Implemented in MY2009 for LDV/LLDT and in MY2010 for HLDT/MDPVAlternate phase in for FFV (Flex Fuel Vehicles) when operating on non-gasoline

Further CARB LEV II requirements

- Useful life for standards extended to 150.000 miles or 15 years- 1,75x higher in-use standard for 3 model years for LEV II families introduced prior to 2007-Optional “Zero-Evap” standard is available to earn NMOG credits or partial ZEV credits, 0,35 g/test for hot soak + highest diurnal (2 or 3 days) & 0,0 g (< 0,054 g) from fuel system.

EPA Enhanced & Tier 2 CARB Enhanced & LEV II

Test temp. 95 ± 5°F 105 ± 5°FFuel 9 psi RVP, 7.8 psi 7 psi RVP for altitude testingPhase-in Enhanced: Enhanced: 1996-1999: 20/40/90/100% 1995-1998: 10/30/50/100% Tier 2: 2004-2007: 25/50/75/100% LEV II: 2004-2006: 40/80/100%

Further EPA Tier 2 requirements“Useful life” for standards extended to 120.000 milesEthanol and HEV/ZEV vehicles regulated for the first time

Further EPA Tier3 Requirements (02AUG12)Tier 3 EVAP begins in 2018, same phase-in %’s as CARB LEV IIIHarmonization requirements with CARB LEV III- OBD detection of leak greater than 0,02 in. required- Phased-in vehicles will be tested with E15. E10 as option available in 2017- After 2020, all test fuel should be EPA (E15) cert fuel.- Requirement do not include rig test in the regulation but certification will be

accepted for PZEV in 2017 and beyond until 2019- Useful life extended to 150.000 miles


ENHANCED EVAPORATIVE EMISSIONSFurther CARB LEV III requirements have been approved (07Aug12)- Expand the use of existing zero-evaporative technology to remaining vehicle classes - Two options for complying with total hydrocarbon evaporative emissions from 2015 and subsequent model motor vehicles:

- Implementation schedule: 2015-2017 min. average of previous 3 models per year PZEVs, 2018-2019 min. 60%, 2020-2021 min. 80%, 2022 and subsequent 100%- Eliminate testing with MTBE fuel, require testing with E10 for LEV III and all evaporative certifications since 2020- Extend applicability of ORVR requirement to complete vehicles up through 14.000 Ibs. GVWR inclusive (option to use E10 fuel for testing in lieu of federal certification fuel)- Outstanding issues: implementation of leak test (permissible orifice size 0,01-0,02 in. to complete the current 2-day or 3-day diurnal test procedure sequence)- The “usefull live” shall be 15 years or 150.000 miles, which ever occurs first

Option 1 Option 2

Vehicle TypeRunning

Loss (g/mile)

Running Loss

(g/mile)

Highest Whole Vehicle Diurnal + Hot Soak (g/test)

Canister Bleed (g/test)

Vehicle Type

Three-day Diurnal + Hot Soak and Two-Day Diurnal + Hot Soak

Whole Vehicle (g/test)

Fuel Only (g/test)

Passenger Cars 0,05 0,350 0,0LD Trucks 6.000 Ibs GVWR and under 0,05 0,500 0,0LD Trucks 6.000-8.500 Ibs GVWR 0,05 0,750 0,0MD Passenger Vehicles 0,05 0,750 0,0MD Vehicles 8.501-14.000 Ibs GVWR 0,05 0,750 0,0HD Vehicles over 14.000 Ibs GVWR 0,05 0,750 0,0

Passenger Cars and LD Trucks 6.000 Ibs GVWR and under and 0-3.750 Ibs LVW

0,05 0,300 0,020

LD Trucks 6.000 Ibs GVWR and under and 3.751-5.750 Ibs LVW

0,05 0,400 0,020

LD Trucks 6.000-8.500 Ibs GVWR and MD Passenger Vehicles

0,05 0,500 0,020

MD Vehicles 8.501-14.000 Ibs GVWR and HD over 14.000 Ibs GVWR

0,05 0,600 0,030


ON-BOARD REFUELLING VAPOUR RECOVERy• Applicable in all US Federal States. CARB adopted EPA regulation. Phase-in with 40/80/100% over 3 years. Passenger cars: MY 1998/1999/2000 LDT ≤ 6.000 lbs GVW: MY 2001/2002/2003 LDT > 6.000 lbs GVW: MY 2004/2005/2006 Small volume manufacturers for passenger cars have to comply for 100% in MY 2000.• No changes to ORVR procedures for CARB LEV II and EPA Tier 2.• Measurement of emissions that escape from the vehicle during a refuelling emissions event. Stand-alone test in addition to enhanced EVAP tests. Fuel used: US Federal Cert. fuel: 8,7-9,2 RVP

New CARB’s LEV III amendment

California certification fuel E10 (7 psi RVP) may be alternatively used for 2015 and subsequent model vehicles. If using California certification fuel, the fuel shall be dispensed at a temperature of 79 ± 1,5°F (26,1 ± 0,8°C) and at a dispensing rate of 9,8 ± 0,3 gal/min (37 ± 1,1 liter/min).

Vehicle Fuel drain + fill to 40% 6 hours min. soak at 68-86°FPre-conditioning (20-30°C) 1 x EPA II Preconditioning Drive

Canister ⇒Fuel drain + fill to 40% Pre-conditioning ⇒12-36 hours soak. Load canister with HC vapours until 2 g breakthrough at 40 g/h 50% butane/N2 ⇒Exhaust test: EPA III (record emissions) 0-1 hr soak at 68-86°F ⇒Canister purge drive at 68-86°F: EPA II, 2x NYCC, EPA II

Refuelling ⇒Disconnect canister(s)Event ⇒Fuel drain + fill to 10% ⇒6-24 hours Soak at 80 ± 3°F (27°C) ⇒Reconnect canister(s) ⇒Dispense fuel at 10 gal/min until automatic shut-off. If < 85% of total tank capacity is dispensed, continue auto refuelling until fuel dispensed is ≥ 85%. The Administrator may use 4 gal/min rate (15 l/min). Dispense fuel temp: 67°F ±1,5°F (19°C) HC standard: 0,20 g/gallon (0,053 g/l)


ON-BOARD REFUELLING VAPOUR RECOVERyEPA FUEL DISPENSING SPITBACK TEST

⇒ Applicable in all US Federal States for vehicles ≤ 14.000 GVW. Spitbackphase-in same as enhanced EVAP (100% phase-in by 1999)

⇒ Measurement of liquid fuel spitback from the fuel filler inlet during a refuelling event. Stand-alone test in addition to enhanced EVAP tests. If ORVR compliant, manufacturer can request spitback test waiver

⇒ Fuel used: US Federal Certification fuel: 8,7-9,2 RVP⇒ Spitback standard: 1,0 g/test

For 2012 and subsequent model year off-vehicle charge capable hybrid equipped with a non-integrated refueling canister-only system; the canister should be loaded using fuel-tank-refill method described under “Refuelling Event” section and purged while performing vehicle driving, using either the chassis dynamometer procedure or the test track procedure, as described in subparagraphs (d)(1) and (d)(2) of 40 CFR 86.153-98. Vehicle drivedown shall consume 85% or less of the nominal fuel tank capacity.

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91Motorcycles

Category Description Sub Engine Category Displacement

Two Wheel Moped L1e < 50 cc

Three Wheel Moped L2e < 50 cc

Two Wheel Motorcycle L3e > 50 cc

L Three Wheel Motorcycle L4e > 50 cc (with side car)

Tricycles L5e > 50 cc

Quadrimobiles L6e & L7e > 50 cc

EUROPE DIRECTIVE 97/24/EC WITH AMENDMENTS

EUROPEAN UNIONEURO 2-3 EMISSION LIMITS FOR 2 AND 3-WHEELED VEHICLES AND QUADRIMOBILES

1) Test cycle = ECE R40 (with emissions measured for all 6 modes – sampling starts at T=0)2) Test cycle = ECE R40 + EUDC (emissions measured for all modes – sampling starts at T=0)

with a max speed of 120 km/h3) UN/ECE GTR2 is an alternative TA procedure for Euro 3 stage (Directive 2002/51/EC), based

on harmonized WMTC test cycle

g/km

Class CO HC NOxLimit values for motorcycles (2-wheels) for TA and COPA (2003) TA: 01Apr04 I (< 150 cc) 5,50 1,20 0,30Euro 2 FR: 01Jul05 II (≥ 150 cc) 5,50 1,00 0,30 I (< 150 cc) 2,00 0,80 0,15B (2006) TA: 01Jan06 UDC cold 1) Euro 3 FR: 01Jan07 II (≥ 150 cc) UDC+ 2,00 0,30 0,15 EUDC cold 2)

C (2006) Alternative V max < 130 km/h 2,62 0,75 0,17GTR 2 3) TA: 01Jul07 Limit values for tri- and quadrimobiles for TA and COP A (2003) TA: 01Jan03 7,00 1,50 0,40Euro 2 FR: 01Jul04 2,00 1,00 0,65Proposal TBD 1,00 0,25 1,00 0,15 0,65

92Motorcycles

L-CATEGORy VEHICLES

Other items: In-Use Compliance: 30.000 km (Euro 3 stage)CO2 and Fuel Consumption measurement required from Euro 3 stageTA of replacement and retrofit of catalytic converter as separate technical units

Proposal of New Regulation

In-use compliance not for Euro 4-5 study in 2016 possible introduction in 2020 (OBD Stage I)

EUROPEAN UNION

Stage Application Date Class Test Cycle CO HC NOx

01 Jan 16 New L3e, L4e, L5Ae, L7Ae WMTC 1,14 0,17 0,09

Euro 4-5 01Jan 17 Current

L1e, L2e, L6e ECE R41 L5be, L7be ECE R40 1,00 0,10 0,06

Euro 5-6 01 Jan 20 New

All L-Category WMTC 1,00 0,10 0,06 01 Jan 21 Current

g/km

93Motorcycles

WMTCWORLD HARMONIZED MOTORCyCLE TEST CyCLE - DRIVING CyCLE (UN-ECE GTR No. 02)

130120110100

9080706050403020100

Time (s)

Spe

ed (k

/mh)

CLASS 3130 km/h ≤ vmax < 140 km/h subclass 3-1vmax ≥140 km/h subclass 3-2

Spe

ed (k

/mh)

Spe

ed (k

/mh)

Time (s) Time (s)

1301201101009080706050403020100

1301201101009080706050403020100

600540480420360300240180120600 600540480420360300240180120600 600540480420360300240180120600

part 2, reduced speedpart 2



CLASS 150 cm3 < engine capacity < 150 cm3 and vmax < 50 km/h Engine capacity < 150 cm3 and 50 km/h ≤ vmax 100 km/h

CLASS 2Engine capacity < 150 cm3 and 100 km/h ≤ vmax < 115 km/h orEngine capacity ≥ 150 cm3 and vmax < 115 km/h subclass 2-1115 km/h ≤ vmax< 130 km/h subclass 2-2

94Motorcycles

US FEDERAL / CALIFORNIAUS FEDERAL MOTORCyCLE LIMITS (CFR 40 Part. 86.401)

1980 and later vehicles: 5,0 g/km HC; 12 g/km CO on FTP-75 test.No crankcase emissions allowed. No evaporative emission regulations for MY2005 and prior. EPA has adopted new regulations in line with CARB regulations with implementation delayed by 2 years.

EPA New Motorcycle Standards (g/km)year Class Disp. (cc) HC corp. ave CO HC+NOx corp. ave max06+ I 50-169 1,0 12 06+ II 170-279 1,0 12 06-09 III ≥ 280 1,0 12 1,4 5,010+ III ≥ 280 12 0,8 5,0

Regulations are fuel neutral. Class I: 0 to 169 cc Class II: 170 to 279 cc Class III: ≥ 280 ccBanking and early introduction credits available.Three wheels vehicles included if they meet the On-Highway Motorcycle criteria.Mopeds and scooters covered under Non-Road Recreational standards.

CALIFORNIA MOTORCyCLE LIMITSCalifornia Motorcycle Standards (g/km)

year Class Disp. HC CO HC+NOx corp. ave max corp. ave max88-03 I & II 50-279 1,0 2,5 12 88-03 IIIa 280-699 1,0 2,5 12 IIIb 700+ 1,4 2,5 12 04-07 III ≥ 280 12 1,4 2,508+ III ≥ 280 12 0,8 2,5

Early Introduction Incentive program avail for 2008 standard.Evap: 2,0 g beginning 1986.Small volume manufacturers:Until 2007 need only meet HC+NOx stand. as HC only.2008+: HC+NOx stand. at 1,4 g/km level.

95Motorcycles

OTHER AREAS OF THE WORLD Country RequirementsBrazil Mopeds: Vehicle with 2 wheels or similar equipped with 3 or 4 wheels. Engine capacity < 50 cc; top speed < 50 km/h Motorcycles: Vehicle with 2 wheels or similar equipped with 3 or 4 wheels. Engine capacity > 50 cc; top speed > 50 km/h Small volume manufacturer provisions available Emissions Limits (g/km) Class Application Date Displacement (cc) Equivalent to Cycle HC NOx HC+NOx CO Mopeds 01Jan09 < 50 cc Euro 3 WMTC 1st phase (2 times) 0,8 0,15 - 2,0 Motorcycle 1) From Apr09 2) < 150 cc Euro 3 UN-ECE Reg 40 0,8 0,15 - 2,0 ≥ 150 cc Euro 3 UN-ECE Reg 40 + EUDC 0,3 0,15 - 2,0 01Jan14 V MAX < 130 km/h Euro 4 WMTC phase 1+2 0,8 0,15 - 2,0 01Jan14 V MAX > 130 km/h Euro 4 VMTC Ogase 1+2+ 0,3 0,15 - 2,0 1) Vehicles with 3 or 4 wheels CY: 05+: HC+NOx 1,5 g/km; CO: 7,0 g/km; NOx: 0,4 g/km 2) Min diameter for emissions rolls: 40” Chile Santiago 2009: Euro 2 or US06 2010: Euro 3 or US10 China + Motorcyle emissions standards (g/km) Taiwan Class Application Date Displacement (cc) Equivalent to Cycle HC NOx HC+NOx CO 2 Wheel 01Jul01 < 150 cc Euro 3 UDC 0,8 0,15 2,0 ≥ 150 cc Euro 3 UDC + EUDC 0,3 0,15 2,0 01Apr14 Euro 4 ? WMTC ? 3 Wheel 01Apr05 All Euro 3 UDC 4,0 0,25 1,00 Beijing: 2 and 4 stroke motorcycles (g/km) (Durability 15.000 km) 01Apr10 All Euro 3 UN-ECE Reg 40 2,00 3,50

96Motorcycles

OTHER AREAS OF THE WORLD Country RequirementsIndia Motorcyle emissions standards (g/km) 2 Wheel 01Apr05 Bharat Stage II Euro 2 India drive Stage 2 1,5 1,5 Spark Ignition 01Apr10 Bharat Stage III Euro 3 India drive Stage 2 1,0 1,0 01Apr14 Bharat Stage IV ? Euro 4 WMTC ? 3 Wheel 01Apr05 Bharat Stage II Euro 2 India drive Stage 2 2,0 2,25 Spark Ignition 01Apr10 Bharat Stage IV Euro 3 India drive Stage 2 1,25 1,25 2 and 3 Wheel Application Date Displacement (cc) Equivalent to Cycle PM HC+NOx CO Diesel 01Apr10 Bharat Stage III Euro 3 India drive Stage 2 0,05 0,50 0,50Indonesia UN-ECE Reg 40 Step 3: HC: 3 g/km; CO: 4,5 g/km Japan Motorcycle ≤ 125 cc ISO 6460 (ECE R40-cold start): HC: 0,5; CO: 2; NOx: 0,15 g/km Durability: 15.000 km Motorcycle > 125 cc ISO 6460 (ECE R40-cold + EUDC cold start): HC: 0,3; CO: 2; NOx: 0,15 g/km Durability: 24.000 kmSingapore All motorcycles FTP: CO: 12 g/km; HC+NOx: 5 g/km South Korea ≤ 50 cc Euro 1 - Test Cycle: ECE R47 > 50cc 2-stroke Euro 1 - Test Cycle: ECE R40 Durability for all: 6.000 km > 500cc 4-stroke Euro 1 - Test Cycle: ECE R40 Switzerland Euro 3 Thailand From end of 2008: Euro III Vietnam Moped ECE R47 CO: 1 g/km; HC+NOx: 1,2 g/km Motorcycles ECE R40 CO: 3,5 g/km; HC+NOx: 2 g/km

GLOSSARYAMA AcceleratedMileageAccumulationASM AccelerationSimulationModeBV BedVolumeCAFE CorporateAverageFuelEconomy(US)CI CompressionIgnitionCOP ConformityofProductionCWF CarbonWeightFraction(US)DF DeteriorationFactorDI DirectInjectionEOBD EuropeanUnionOn-boardDiagnosticEUDC ExtraUrbanDrivingCycleEvap EvaporativeEmissionsFAME FattyAcidMethylEstersFC FuelConsumption(EU)FE FuelEconomy(US)FR FirstRegistration,entryintoserviceFTP FederalTestProcedureGHG GreenhouseGasGVW GrossVehicleWeightGVWR GrossVehicleWeightRating

IDI IndirectDieselInjectionIUPR In-UsePerformanceRatioLBS Pounds(1lb=454g)LDT LightDutyTrucksLLDT LightLightDutyTrucksLVW LoadedVehicleWeightMDPV MediumDutyPassengerVehicleMIL MalfunctionIndicationLampMTBE MethylTertiaryButylEtherNHV NetHeatingValueofFuel(US)NMHC Non-MethaneHydrocarbonsNMOG Non-MethaneOrganicGasesNYCC NewYorkCityCycleOBD On-boardDiagnosticORVR On-boardRefuellingVapourRecoveryPI PositiveIgnitionPM ParticulateMatterRAFs ReactivityAdjustmentFactorsRDE RealWorldDrivingEmissions

RM ReferenceMassSEA SelectiveEnforcementAuditSG SpecificGravityofFuel(US)SI SparkIgnitionSHED SealedHouseforEvaporationDeterminationTA TypeApprovalUDDS UrbanDynamometerDrivingScheduleVTSHED VariableTemperatureSHEDWC WorkingCycleWLTC WorldwideLightDutyTestCycleWLTP WorldwideLightDutyTestProcedure

ADMINISTRATIONS&ASSOCIATIONS

ACEA EuropeanCarManufacturerAssociationCARB CaliforniaAirResourcesBoardECE EconomicCommissionforEuropeEPA USEnvironmentalProtectionAgencyEU EuropeanUnionMVEG MotorVehicleEmissionsGroup,advisory expertcommitteetotheEUcommission

Troy Offices Asia Pacific Regional Offices and Customer Center #118, De Lin Road 5725 Delphi Drive Wai Gao Qiao Free Trade Zone, PudongTroy, Michigan 48098-2815 Shanghai, 200131 USA China Tel: (1) 248.813.2000 Tel: (86) 21.2896.8866Fax: (1) 248.813.2673 Fax: (86) 21.5046.3937 European, Middle Eastern South American Regional Officesand African Regional Offices Av. Goiás, 1860Avenue de Luxembourg São Caentano do SulL - 4940 Bascharage São Paulo 09550-050G.-D. of Luxembourg BrazilTel: (352) 50.18.1 Tel: (55) 11.4234.9500Fax: (352) 50.18.22.88 Fax: (55) 11.4234.9628

Delphi is pleased to offer free of charge to our customers our Worldwide Emissions Standards Booklets.

An electronic version of this booklet is also available on our website: delphi.com/emissions-pc

For additional worldwide emissions regulation information, please call our emissions expert on (352) 5018.4370 or email: [email protected]

Today’sInks.àr.l236243-1•www.todaysink.lu

www.delphi.com/emissions-pc

Documents

Delphi Passenger Car Light Duty Truck Emissions Brochure 2013 2014