Current through Register 2024 Notice Reg. No. 38, September 20, 2024
house gas emission requirements, however, passenger cars,
light-duty trucks 0-3750 lbs. LVW, and medium-duty passenger vehicles are not
eligible for this exemption.
Emergency vehicles may be excluded from these greenhouse
gas emission requirements. The manufacturer must notify the Executive Officer
that they are making such an election, in writing, prior to the start of the
applicable model year or must comply with this section
1961.3.
(a)
Greenhouse Gas Emission
Requirements.
(1)
Fleet
Average Carbon Dioxide Requirements for Passenger Cars, Light-Duty Trucks, and
Medium-Duty Passenger Vehicles. For the purpose of determining
compliance with this subsection (a)(1), the applicable fleet average
CO2 mass emission standards for each model year is the
sales-weighted average of the calculated CO2 exhaust
mass emission target values for each manufacturer. For each model year, the
sales-weighted fleet average CO2 mass emissions value
shall not exceed the sales-weighted average of the calculated
CO2 exhaust mass emission target values for that
manufacturer.
(A)
Fleet Average Carbon
Dioxide Target Values for Passenger Cars. The fleet average
CO2 exhaust mass emission target values for passenger
cars that are produced and delivered for sale in California each model year
shall be determined as follows:
1. For
passenger cars with a footprint of less than or equal to 41 square feet, the
gram per mile CO2 target value shall be selected for the
appropriate model year from the following table:
| Model
Year | CO2 Target Value
(grams/mile) |
|
| 2017 | 195.0 |
|
| 2018 | 185.0 |
|
| 2019 | 175.0 |
|
| 2020 | 166.0 |
|
| 2021 | 157.0 |
|
| 2022 | 150.0 |
|
| 2023 | 143.0 |
|
| 2024 | 137.0 |
|
| 2025 and subsequent | 131.0 |
2.
For passenger cars with a footprint of greater than 56 square feet, the gram
per mile CO2 target value shall be selected for the
appropriate model year from the following table:
| Model
Year | CO2 Target Value
(grams/mile) |
|
| 2017 | 263.0 |
|
| 2018 | 250.0 |
|
| 2019 | 238.0 |
|
| 2020 | 226.0 |
|
| 2021 | 215.0 |
|
| 2022 | 205.0 |
|
| 2023 | 196.0 |
|
| 2024 | 188.0 |
|
| 2025 and subsequent | 179.0 |
3.
For passenger cars with a footprint that is greater than 41 square feet and
less than or equal to 56 square feet, the gram per mile
CO2 target value shall be calculated using the following
equation and rounded to the nearest 0.1 grams/mile:
Target gCO2/mile =
[a x f] + b
Where: f is the vehicle footprint and
coefficients a and b are selected from the
following table for the applicable model year.
| Model
Year | a | b |
|
| 2017 | 4.53 | 8.9 |
|
| 2018 | 4.35 | 6.5 |
|
| 2019 | 4.17 | 4.2 |
|
| 2020 | 4.01 | 1.9 |
|
| 2021 | 3.84 | -0.4 |
|
| 2022 | 3.69 | -1.1 |
|
| 2023 | 3.54 | -1.8 |
|
| 2024 | 3.4 | -2.5 |
|
| 2025 and
subsequent | 3.26 | -3.2 |
(B)
Fleet Average Carbon Dioxide
Target Values for Light-Duty Trucks and Medium-Duty Passenger
Vehicles. The fleet average CO2 exhaust mass
emission target values for light-duty trucks and medium-duty passenger vehicles
that are produced and delivered for sale in California each model year shall be
determined as follows:
1. For light-duty
trucks and medium-duty passenger vehicles with a footprint of less than or
equal to 41 square feet, the gram per mile CO2 target
value shall be selected from the following table:
| Model
Year | CO2 Target Value
(grams/mile) |
|
| 2017 | 238.0 |
|
| 2018 | 227.0 |
|
| 2019 | 220.0 |
|
| 2020 | 212.0 |
|
| 2021 | 195.0 |
|
| 2022 | 186.0 |
|
| 2023 | 176.0 |
|
| 2024 | 168.0 |
|
| 2025 and subsequent | 159.0 |
2.
For light-duty trucks and medium-duty passenger vehicles with a footprint of
greater than 41 square feet and less than or equal to the maximum footprint
value specified in the table below for each model year, the gram/mile
CO2 target value shall be calculated using the following
equation and rounded to the nearest 0.1 grams/mile:
Target gCO2/mile =
[a x f] + b
Where: f is the vehicle footprint and
coefficients a and b are selected from the
following table for the applicable model year.
| Model
year | Maximum
Footprint | a | b |
|
| 2017 | 50.7 | 4.87 | 38.3 |
|
| 2018 | 60.2 | 4.76 | 31.6 |
|
| 2019 | 66.4 | 4.68 | 27.7 |
|
| 2020 | 68.3 | 4.57 | 24.6 |
|
| 2021 | 73.5 | 4.28 | 19.8 |
|
| 2022 | 74.0 | 4.09 | 17.8 |
|
| 2023 | 74.0 | 3.91 | 16.0 |
|
| 2024 | 74.0 | 3.74 | 14.2 |
|
| 2025 and
subsequent | 74.0 | 3.58 | 12.5 |
3.
For light-duty trucks and medium-duty passenger vehicles with a footprint that
is greater than the minimum footprint value specified in the table below and
less than or equal to the maximum footprint value specified in the table below
for each model year, the gram/mile CO2 target value
shall be calculated using the following equation and rounded to the nearest 0.1
grams/mile:
Target gCO2/mile =
[a x f] + b
Where: f is the vehicle footprint and
coefficients a and b are selected from the
following table for the applicable model year.
| Model
year | Minimum
Footprint | Maximum
Footprint | a | b |
|
| 2017 | 50.7 | 66.0 | 4.04 | 80.5 |
|
| 2018 | 60.2 | 66.0 | 4.04 | 75.0 |
4.
For 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 gram/mile CO2 target value shall be selected
for the applicable model year from the following table:
| Model
year | Minimum
Footprint | CO2 target value
(grams/mile) |
|
| 2017 | 66.0 | 347.0 |
|
| 2018 | 66.0 | 342.0 |
|
| 2019 | 66.4 | 339.0 |
|
| 2020 | 68.3 | 337.0 |
|
| 2021 | 73.5 | 335.0 |
|
| 2022 | 74.0 | 321.0 |
|
| 2023 | 74.0 | 306.0 |
|
| 2024 | 74.0 | 291.0 |
|
| 2025 and
subsequent | 74.0 | 277.0 |
(C)
Calculation of
Manufacturer-Specific Carbon Dioxide Fleet Average Standards. For each
model year, each manufacturer must comply with fleet average
CO2 standards for passenger cars and for light-duty
trucks plus medium-duty passenger vehicles, as applicable, calculated for that
model year as follows. For each model year, a manufacturer must calculate
separate fleet average CO2 values for its passenger car
fleet and for its combined light-duty truck plus medium-duty passenger vehicle
fleet using the CO2 target values in subsection (a)(A).
These calculated CO2 values are the
manufacturer-specific fleet average CO2 standards for
passenger cars and for light-duty trucks plus medium-duty passenger vehicles,
as applicable, which apply for that model year.
1. A CO2 target value
shall be calculated in accordance with subparagraph (a)(1)(A) or (a)(1)(B), as
applicable, for each unique combination of model type and footprint
value.
2. Each
CO2 target value, determined for each unique combination
of model type and footprint value, shall be multiplied by the total production
of that model type/footprint combination for the applicable model
year.
3. The resulting products
shall be summed, and that sum shall be divided by the total production of
passenger cars or total combined production of light-duty trucks and
medium-duty passenger vehicles, as applicable, in that model year. The result
shall be rounded to the nearest whole gram per mile. This result shall be the
applicable fleet average CO2 standard for the
manufacturer's passenger car fleet or its combined light-duty truck and
medium-duty passenger vehicle fleet, as applicable.
(2)
Nitrous Oxide
(N2O
) and Methane
(CH4
) Exhaust Emission Standards for
Passenger Cars, Light-Duty Trucks, and Medium-Duty Passenger Vehicles.
Each manufacturer's fleet of combined passenger automobile, light-duty trucks,
and medium-duty passenger vehicles must comply with N2O
and CH4 standards using either the provisions of
subsection (a)(2)(A), subsection (a)(2)(B), or subsection (a)(2)(C). Except
with prior approval of the Executive Officer, a manufacturer may not use the
provisions of both subsection (a)(2)(A) and subsection (a)(2)(B) in the same
model year. For example, a manufacturer may not use the provisions of
subsection (a)(2)(A) for their passenger automobile fleet and the provisions of
subsection (a)(2)(B) for their light-duty truck and medium-duty passenger
vehicle fleet in the same model year. The manufacturer may use the provisions
of both subsections (a)(2)(A) and (a)(2)(C) in the same model year. For
example, a manufacturer may meet the N2O standard in
subsection (a)(2)(A)1 and an alternative CH4 standard
determined under subsection (a)(2)(C).
(A)
Standards Applicable to Each Test Group.
1. Exhaust emissions of
N2O shall not exceed 0.010 grams per mile at full useful
life, as measured on the FTP ( 40 CFR, Part 86, Subpart B), as amended by the
"California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission
Standards and Test Procedures and 2017 and Subsequent Model Greenhouse Gas
Exhaust Emission Standards and Test Procedures for Passenger Cars, Light Duty
Trucks, and Medium Duty Vehicles." Manufacturers may optionally determine an
alternative N2O standard under subsection
(a)(2)(C).
2. Exhaust emissions of
CH4 shall not exceed 0.030 grams per mile at full useful
life, as measured on the FTP ( 40 CFR, Part 86, Subpart B), as amended by the
"California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission
Standards and Test Procedures and 2017 and Subsequent Model Greenhouse Gas
Exhaust Emission Standards and Test Procedures for Passenger Cars, Light-Duty
Trucks, and Medium-Duty Vehicles." Manufacturers may optionally determine an
alternative CH4 standard under subsection
(a)(2)(C).
(B)
Including N2O and
CH4
in Fleet Averaging Program.
Manufacturers may elect to not meet the emission standards in subsection
(a)(2)(A). Manufacturers making this election shall measure
N2O and CH4 emissions for each
unique combination of model type and footprint value on both the FTP test cycle
and the Highway Fuel Economy test cycle at full useful life, multiply the
measured N2O emissions value by 298 and the measured
CH4 emissions value by 25, and include both of these
adjusted N2O and CH4 full useful
life values in the fleet average calculations for passenger automobiles and
light-duty trucks plus medium-duty passenger vehicles, as calculated in
accordance with subsection (a)(2)(A)(D).
(C)
Optional Use of
Alternative N2O and/or
CH4
Standards. Manufacturers may select
an alternative standard applicable to a test group, for either
N2O or CH4, or both. For example,
a manufacturer may choose to meet the N2O standard in
subsection (a)(2)(A)1 and an alternative CH4 standard in
lieu of the standard in subsection (a)(2)(A)2. The alternative standard for
each pollutant must be less stringent than the applicable exhaust emission
standard specified in subsection (a)(2)(A). Alternative
N2O and CH4 standards apply to
emissions as measured on the FTP ( 40 CFR, Part 86, Subpart B), as amended by
the "California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission
Standards and Test Procedures and 2017 and Subsequent Model Greenhouse Gas
Exhaust Emission Standards and Test Procedures for Passenger Cars, Light-Duty
Trucks, and Medium-Duty Vehicles," for the full useful life, and become the
applicable certification and in-use emission standard(s) for the test group.
Manufacturers using an alternative standard for N2O
and/or CH4 must calculate emission debits according to
the provisions of subsection (a)(2)(D) for each test group/alternative standard
combination. Debits must be included in the calculation of total credits or
debits generated in a model year as required under subsection (b)(1)(B).
Flexible fuel vehicles (or other vehicles certified for multiple fuels) must
meet these alternative standards when tested on all applicable test fuel
type.
(D)
CO2
-Equivalent Debits.
CO2-equivalent debits for test groups using an
alternative N2O and/or CH4
standard as determined under (a)(2)(C) shall be calculated according to the
following equation and rounded to the nearest whole gram per mile:
Debits = GWP x (Production) x (AltStd - Std)
Where:
Debits = N2O or
CH4 CO2-equivalent debits for a
test group using an alternative N2O or
CH4 standard;
GWP = 25 if calculating CH4 debits
and 298 if calculating N2O debits; Production = The
number of vehicles of that test group produced and delivered for sale in
California;
AltStd = The alternative standard
(N2O or CH4) selected by the
manufacturer under (a)(2)(C); and
Std = The exhaust emission standard for
N2O or CH4 specified in
(a)(2)(A).
(3)
Alternative Fleet Average Standards for Manufacturers with Limited U.S.
Sales. Manufacturers meeting the criteria in this subsection (a)(3)
may request that the Executive Officer establish alternative fleet average
CO2 standards that would apply instead of the standards
in subsection (a)(1).
(A)
Eligibility
for Alternative Standards. Eligibility as determined in this
subsection (a)(3) shall be based on the total sales of combined passenger cars,
light-duty trucks, and medium-duty passenger vehicles. The terms "sales" and
"sold" as used in this subsection (a)(3) shall mean vehicles produced and
delivered for sale (or sold) in the states and territories of the United
States. For the purpose of determining eligibility the sales of related
companies shall be aggregated according to the provisions of section
1900. To be eligible for
alternative standards established under this subsection (a)(3), the
manufacturer's average sales for the three most recent consecutive model years
must remain below 5,000. If a manufacturer's average sales for the three most
recent consecutive model years exceeds 4,999, the manufacturer will no longer
be eligible for exemption and must meet applicable emission standards as
follows.
1. If a manufacturer's average sales
for three consecutive model years exceeds 4,999, and if the increase in sales
is the result of corporate acquisitions, mergers, or purchase by another
manufacturer, the manufacturer shall comply with the emission standards
described in subsections (a)(1) and (a)(2), as applicable, beginning with the
first model year after the last year of the three consecutive model
years.
2. If a manufacturer's
average sales for three consecutive model years exceeds 4,999 and is less than
50,000, and if the increase in sales is solely the result of the manufacturer's
expansion in vehicle production (not the result of corporate acquisitions,
mergers, or purchase by another manufacturer), the manufacturer shall comply
with the emission standards described in subsections (a)(1) and (a)(2), as
applicable, beginning with the second model year after the last year of the
three consecutive model years.
(B)
Requirements for New Entrants
into the U.S. Market. New entrants are those manufacturers without a
prior record of automobile sales in the United States and without prior
certification to (or exemption from, under
40 CFR §
86.1801-12(k)) greenhouse
gas emission standards in 40
CFR §
86.1818-12 or greenhouse gas
standards in section
1961.1. In addition to the
eligibility requirements stated in subsection (a)(3)(A), new entrants must meet
the following requirements:
1. In addition to
the information required under subsection (a)(3)(D), new entrants must provide
documentation that shows a clear intent by the company to actually enter the
U.S. market in the years for which alternative standards are requested.
Demonstrating such intent could include providing documentation that shows the
establishment of a U.S. dealer network, documentation of work underway to meet
other U.S. requirements (e.g., safety standards), or other information that
reasonably establishes intent to the satisfaction of the Executive
Officer.
2. Sales of vehicles in
the U.S. by new entrants must remain below 5,000 vehicles for the first two
model years in the U.S. market and the average sales for any three consecutive
years within the first five years of entering the U.S. market must remain below
5,000 vehicles. Vehicles sold in violation of these limits will be considered
not covered by the certificate of conformity and the manufacturer will be
subject to penalties on an individual-vehicle basis for sale of vehicles not
covered by a certificate. In addition, violation of these limits will result in
loss of eligibility for alternative standards until such point as the
manufacturer demonstrates two consecutive model years of sales below 5,000
automobiles.
3. A manufacturer with
sales in the most recent model year of less than 5,000 automobiles, but where
prior model year sales were not less than 5,000 automobiles, is eligible to
request alternative standards under subsection (a)(3). However, such a
manufacturer will be considered a new entrant and subject to the provisions
regarding new entrants in this subsection (a)(3), except that the requirement
to demonstrate an intent to enter the U.S. market in subsection (a)(3)(B)(1)
shall not apply.
(C)
How to Request Alternative Fleet Average Standards. Eligible
manufacturers may petition for alternative standards for up to five consecutive
model years if sufficient information is available on which to base such
standards.
1. To request alternative standards
starting with the 2017 model year, eligible manufacturers must submit a
completed application no later than July 30, 2013.
2. To request alternative standards starting
with a model after 2017, eligible manufacturers must submit a completed
application no later than 36 months prior to the start of the first model year
to which the alternative standards would apply.
3. The application must contain all the
information required in subsection (a)(3)(D), and must be signed by a chief
officer of the company. If the Executive Officer determines that the content of
the request is incomplete or insufficient, the manufacturer will be notified
and given an additional 30 days to amend the request.
4. A manufacturer may elect to petition for
alternative standards under this subsection (a)(3)(C) by submitting to CARB a
copy of the data and information submitted to EPA as required under
40 CFR §
86.1818-12(g), incorporated
by reference in and amended by the "California 2015 and Subsequent Model
Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 and
Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test Procedures
for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles," and the EPA
approval of the manufacturer's request for alternative fleet average standards
for the 2017 through 2025 MY National Greenhouse Gas Program.
(D)
Data and Information
Submittal Requirements. Eligible manufacturers requesting alternative
standards under subsection (a)(3) must submit the following information to the
California Air Resources Board. The Executive Officer may request additional
information as s/he deems appropriate. The completed request must be sent to
the California Air Resources Board at the following address: Chief, Emissions
Certification and Compliance Division, California Air Resources Board, 4001
Iowa Avenue, Riverside, CA 92507.
1.
Vehicle Model and Fleet Information.
a. The model years to which the requested
alternative standards would apply, limited to five consecutive model
years.
b. Vehicle models and
projections of production volumes for each model year.
c. Detailed description of each model,
including the vehicle type, vehicle mass, power, footprint, and expected
pricing.
d. The expected production
cycle for each model, including new model introductions and redesign or refresh
cycles.
2.
Technology Evaluation Information.
a. The CO2 reduction
technologies employed by the manufacturer on each vehicle model, including
information regarding the cost and CO2 -reducing
effectiveness. Include technologies that improve air conditioning efficiency
and reduce air conditioning system leakage, and any "off-cycle" technologies
that potentially provide benefits outside the operation represented by the FTP
and the HWFET.
b. An evaluation of
comparable models from other manufacturers, including
CO2 results and air conditioning credits generated by
the models. Comparable vehicles should be similar, but not necessarily
identical, in the following respects: vehicle type, horsepower, mass,
power-to-weight ratio, footprint, retail price, and any other relevant factors.
For manufacturers requesting alternative standards starting with the 2017 model
year, the analysis of comparable vehicles should include vehicles from the 2012
and 2013 model years, otherwise the analysis should at a minimum include
vehicles from the most recent two model years.
c. A discussion of the
CO2-reducing technologies employed on vehicles offered
outside of the U.S. market but not available in the U.S., including a
discussion as to why those vehicles and/or technologies are not being used to
achieve CO2 reductions for vehicles in the U.S.
market.
d. An evaluation, at a
minimum, of the technologies projected by the California Air Resources Board in
the "Staff Report: Initial Statement of Reasons for Proposed Rulemaking, Public
Hearing to Consider the "LEV III" Amendments to The California Greenhouse Gas
and Criteria Pollutant Exhaust and Evaporative Emission Standards and Test
Procedures and to the On-Board Diagnostic System Requirements for Passenger
Cars, Light-Duty Trucks, and Medium-Duty Vehicles, and to the Evaporative
Emission Requirements for Heavy-Duty Vehicles" and the appendices to this
report, released on December 7, 2011, as those technologies likely to be used
to meet greenhouse gas emission standards and the extent to which those
technologies are employed or projected to be employed by the manufacturer. For
any technology that is not projected to be fully employed, the manufacturer
must explain why this is the case.
3.
Information Supporting
Eligibility.a. U.S. sales for the
three previous model years and projected sales for the model years for which
the manufacturer is seeking alternative standards.
b. Information regarding ownership
relationships with other manufacturers, including details regarding the
application of the provisions of
40 CFR §
86.1838-01(b)(3) and section
1900 regarding the aggregation of
sales of related companies.
(E)
Alternative Standards.
Upon receiving a complete application, the Executive Officer will review the
application and determine whether an alternative standard is warranted. If the
Executive Officer judges that an alternative standard is warranted, the
following standards shall apply. For the purposes of this subsection (a)(3)(E),
an "ultra-small volume manufacturer" shall mean a manufacturer that meets the
requirements of subsection (a)(3).
1. At the
beginning of the model year that is three model years prior to the model year
for which an alternative standard is requested, each ultra-small volume
manufacturer shall identify all vehicle models from the model year that is four
model years prior to the model year for which an alternative standard is
requested, certified by a large volume manufacturer that are comparable to that
small volume manufacturer's vehicle models for the model year for which an
alternative standard is requested, based on model type and footprint value. The
ultra-small volume manufacturer shall demonstrate to the Executive Officer the
appropriateness of each comparable vehicle model selected. Upon approval of the
Executive Officer, s/he shall provide to the ultra-small volume manufacturer
the target grams CO2 per mile for each vehicle model
type and footprint value that is approved. The ultra-small volume manufacturer
shall calculate its fleet average CO2 standard in
accordance with subsection (a)(1)(C) based on these target grams
CO2 per mile values provided by the Executive
Officer.
2. In the 2017 and
subsequent model years, an ultra-small volume manufacturer shall either:
a. not exceed its fleet average
CO2 standard calculated in accordance with subsection
(a)(1)(C) based on the target grams CO2 per mile values
provided by the Executive Officer; or
b. upon approval of the Executive Officer, if
an ultra-small volume manufacturer demonstrates a vehicle model uses an engine,
transmission, and emission control system and has a footprint value that are
identical to a configuration certified for sale in California by a large volume
manufacturer, those ultra-small volume manufacturer vehicle models are exempt
from meeting the requirements in paragraph 2.a of this subsection.
(F)
Restrictions on Credit Trading. Manufacturers subject to
alternative standards approved by the Executive Officer under this subsection
(a)(3) may not trade credits to another manufacturer. Transfers of credits
between a manufacturer's car and truck fleets are allowed.
(4)
Greenhouse Gas Emissions Values
for Electric Vehicles, "Plug-In" Hybrid Electric Vehicles, and Fuel Cell
Vehicles.
(A)
Electric
Vehicle Calculations.1. For each
unique combination of model type and footprint value, a manufacturer shall
calculate the City CO2 Value using the following
formula:
City CO2
Value = (270 gCO2e/kWh)
* EEV - 0.25 * CO2
target
Where EEV is measured directly from
each cycle for each test vehicle of battery electric vehicle technology in
units of kilowatt-hours per mile (per SAE J1634, incorporated herein by
reference).
2. For each
unique combination of model type and footprint value, a manufacturer shall
calculate the Highway CO2 Value using the following
formula:
Highway CO2 Value =
(270 gCO2e/kWh) *
EEV - 0.25 * CO2 target
Where EEV is measured directly from
each cycle for each test vehicle of battery electric vehicle technology in
units of kilowatt-hours per mile (per SAE J1634, incorporated herein by
reference).
(B)
"Plug-In" Hybrid Electric Vehicle Calculations. For each
unique combination of model type and footprint value, a manufacturer shall
calculate the City CO2 Value and the Highway
CO2 Value using the following formulas:
City CO2 Value =
GHGurban
and
Highway CO2 Value =
GHGhighway
Where GHGurban and
GHGhighway are measured in accordance with section G.12
of the "California Exhaust Emission Standards and Test Procedures for 2009
through 2017 Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the
Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes" or the
"California Exhaust Emission Standards and Test Procedures for 2018 and
Subsequent Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the
Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes," as
applicable.
(C)
Fuel Cell Vehicle Calculations. For each unique combination of
model type and footprint value, a manufacturer shall calculate the City
CO2 Value and the Highway CO2
Value using the following formulas:
City CO2 =
GHGFCV = (9132 gCO2e/kg
H2) * HFCV -
Gupstream
and
Highway CO2 =
GHGFCV = (9132 gCO2e/kg
H2) * HFCV -
Gupstream Where HFCV means
hydrogen consumption in kilograms of hydrogen per mile, measured for the
applicable test cycle, in accordance with SAE J2572 (published October 2008),
incorporated herein by reference.
(5)
Calculation of Fleet Average
Carbon Dioxide Value.
(A) For each
unique combination of model type and footprint value, a manufacturer shall
calculate a combined city/highway CO2 exhaust emission
value as follows:
0. 55 x City CO2 Value + 0.45 x
Highway CO2 Value
"City" CO2 exhaust emissions shall
be measured using the FTP test cycle ( 40 CFR, Part 86, Subpart B), as amended
by the "California 2015 and Subsequent Model Criteria Pollutant Exhaust
Emission Standards and Test Procedures and 2017 and Subsequent Model Greenhouse
Gas Exhaust Emission Standards and Test Procedures for Passenger Cars,
Light-Duty Trucks, and Medium-Duty Vehicles." "Highway"
CO2 exhaust emission shall be measured using the using
the Highway Fuel Economy Test (HWFET; 40 CFR 600 Subpart B).
(B) Each combined city/highway
CO2 exhaust emission, determined for each unique
combination of model type and footprint value, shall be multiplied by the total
production of that model type/footprint combination for the applicable model
year.
(C) The resulting products
shall be summed, and that sum shall be divided by the total production of
passenger cars or total combined production of light-duty trucks and
medium-duty passenger vehicles, as applicable, in that model year. The result
shall be rounded to the nearest whole gram per mile. This result shall be the
manufacturer's actual sales-weighted fleet average CO2
value for the manufacturer's passenger car fleet or its combined light-duty
truck and medium-duty passenger vehicle fleet, as applicable.
(D) For each model year, a manufacturer must
demonstrate compliance with the fleet average requirements in section (a)(1)
based on one of two options applicable throughout the model year, either:
Option 1: the total number of passenger cars, light-duty
trucks, and medium-duty passenger vehicles that are certified to the California
exhaust emission standards in section
1961.3, and are produced and
delivered for sale in California; or
Option 2: the total number of passenger cars, light-duty
trucks, and medium-duty passenger vehicles that are certified to the California
exhaust emission standards in this section
1961.3, and are produced and
delivered for sale in California, the District of Columbia, and all states that
have adopted California's greenhouse gas emission standards for that model year
pursuant to Section 177 of the federal Clean Air Act (42 U.S.C. §
7507).
1. A manufacturer that selects compliance
Option 2 must notify the Executive Officer of that selection, in writing, prior
to the start of the applicable model year or must comply with Option 1. Once a
manufacturer has selected compliance Option 2, that selection applies unless
the manufacturer selects Option 1 and notifies the Executive Officer of that
selection in writing before the start of the applicable model year.
2. When a manufacturer is demonstrating
compliance using Option 2 for a given model year, the term "in California" as
used in section
1961.3 means California, the
District of Columbia, and all states that have adopted California's greenhouse
gas emission standards for that model year pursuant to Section 177 of the
federal Clean Air Act (42
U.S.C. §
7507).
3. A manufacturer that selects compliance
Option 2 must provide to the Executive Officer separate values for the number
of vehicles in each model type and footprint value produced and delivered for
sale in the District of Columbia and for each individual state within the
average and the City CO2 Value and Highway
CO2 exhaust emission values that apply to each model
type and footprint value.
(6)
Credits for Reduction of Air
Conditioning Direct Emissions. Manufacturers may generate A/C Direct
Emissions Credits by implementing specific air conditioning system technologies
designed to reduce air conditioning direct emissions over the useful life of
their vehicles. A manufacturer may only use an A/C Direct Emissions Credit for
vehicles within a model type upon approval of the A/C Direct Emissions Credit
for that model type by the Executive Officer. The conditions and requirements
for obtaining approval of an A/C Direct Emissions Credit are described in (A)
through (F), below.
(A) Applications for
approval of an A/C Direct Emissions Credit must be organized by model type. The
applications must also include:
* vehicle make and
* number of vehicles within the model type that will be
equipped with the air conditioning system to which the leakage credit shall
apply.
Separate applications must be submitted for any two
configurations of an A/C system with differences other than dimensional
variation.
(B) To obtain
approval of the A/C Direct Emissions Credit, the manufacturer must demonstrate
through an engineering evaluation that the A/C system under consideration
reduces A/C direct emissions. The demonstration must include all of the
following elements:
* the amount of A/C Direct Emissions Credit requested, in
grams of CO2-equivalent per mile
(gCO2e/mi);
* the calculations identified in section (a)(6)(C)
justifying that credit amount;
* schematic of the A/C system;
* specifications of the system components with sufficient
detail to allow reproduction of the calculation; and
* an explanation describing what efforts have been made to
minimize the number of fittings and joints and to optimize the components in
order to minimize leakage.
Calculated values must be carried to at least three
significant figures throughout the calculations, and the final credit value
must be rounded to one tenth of a gram of CO2-equivalent
per mile (gCO2e/mi).
(C) The calculation of A/C Direct Emissions
Credit depends on the refrigerant or type of system, and is specified in
paragraphs 1, 2, and 3 of this subsection.
1.
HFC-134a vapor compression systems
For A/C systems that use HFC-134a refrigerant, the A/C
Direct Emissions Credit is calculated using the following formula:
Click here
to view image
Where:
Direct Credit Baseline = 12.6
gCO2e/mi for passenger cars;
Direct Credit Baseline = 15.6
gCO2e/mi for light-duty trucks and medium-duty passenger
vehicles;
Avg LR = 16.6 grams/year for passenger
cars;
Avg LR = 20.7 grams/year for light-duty
trucks and medium-duty passenger vehicles;
LR = the larger of SAE LR
or Min LR;
Where:
SAE LR = initial leak rate evaluated using
SAE International's Surface Vehicle Standard SAE J2727 (Revised February 2012),
incorporated by reference, herein;
Min LR = 8.3 grams/year for passenger car
A/C systems with belt-driven compressors;
Min LR = 10.4 grams/year for light-duty
truck and medium-duty passenger vehicle A/C systems with belt-driven
compressors;
Min LR = 4.1 grams/year for passenger car
A/C systems with electric compressors;
Min LR = 5.2 grams/year for light-duty
truck and medium-duty passenger vehicle A/C systems with electric
compressors.
Note: Initial leak rate is the rate of refrigerant leakage
from a newly manufactured A/C system in grams of refrigerant per year. The
Executive Officer may allow a manufacturer to use an updated version of SAE
J2727 or an alternate method if s/he determines that the updated SAE J2727 or
the alternate method provides more accurate estimates of the initial leak rate
of A/C systems than the February 2012 version of SAE J2727 does.
2. Low-GWP vapor compression
systems
For A/C systems that use a refrigerant having a GWP of 150
or less, the A/C Direct Emissions Credit shall be calculated using the
following formula:
A/C Direct Credit = Low GWP Credit - High Leak
Penalty
Where:
Click here
to view image
and
Click here
to view image
Where:
Max Low GWP Credit = 13.8
gCO2e/mi for passenger cars;
Max Low GWP Credit = 17.2
gCO2e/mi for light-duty trucks and medium-duty passenger
vehicles;
GWP = the global warming potential of the
refrigerant over a 100-year horizon, as specified in section (a)(6)(F);
Max High Leak Penalty = 1.8
gCO2e/mi for passenger cars;
Max High Leak Penalty = 2.1
gCO2e/mi for light-duty trucks and medium-duty passenger
vehicles;
Avg LR = 13.1 g/yr for passenger
cars;
Avg LR = 16.6 g/yr for light-duty trucks
and medium-duty passenger vehicles;
and where:
SAE LR = initial leak rate evaluated using
SAE International's Surface Vehicle Standard SAE J2727 (Revised February
2012);
Min LR = 8.3 g/yr for passenger
cars;
Min LR = 10.4 g/yr for light-duty trucks
and medium-duty passenger vehicles.
Note: Initial leak rate is the rate of refrigerant leakage
from a newly manufactured A/C system in grams of refrigerant per year. The
Executive Officer may allow a manufacturer to use an updated version of SAE
J2727 or an alternate applicable test method if s/he finds the update or the
alternate method provides more accurate estimates of the initial leak rate of
A/C systems than the February 2012 version of SAE J2727 does.
3. Other A/C systems
For an A/C system that uses a technology other than vapor
compression cycles, an A/C Direct Emissions Credit may be approved by the
Executive Officer. The amount of credit requested must be based on
demonstration of the reduction of A/C direct emissions of the technology using
an engineering evaluation that includes verifiable laboratory test data, and
cannot exceed 13.8 gCO2e/mi for passenger cars and 17.2
gCO2e/mi for light-duty trucks and medium-duty passenger
vehicles.
(D) The
total leakage reduction credits generated by the air conditioning system shall
be calculated separately for passenger cars, and for light-duty trucks and
medium-duty passenger vehicles, according to the following formula:
Total Credits (g/mi) = A/C Direct Credit x
Production
Where:
A/C Direct Credit is calculated as specified in subsection
(a)(6)(C).
Production = The total number of passenger cars or
light-duty trucks plus medium-duty passenger vehicles, whichever is applicable,
produced and delivered for sale in California, with the air conditioning system
to which the A/D Direct Credit value from subsection (a)(6)(C)
applies.
(E) The results of
subsection (a)(6)(D), rounded to the nearest whole gram per mile, shall be
included in the manufacturer's credit/debit totals calculated in subsection
(b)(1)(B).
(F) The following values
for refrigerant global warming potential (GWP), or alternative values as
determined by the Executive Officer, shall be used in the calculations of this
subsection (a)(6). The Executive Officer shall determine values for
refrigerants not included in this subsection (a)(6)(F) upon request by a
manufacturer, based on findings by the Intergovernmental Panel on Climate
Change (IPCC) or from other applicable research studies.
| Refrigerant | GWP |
|
| HFC-134a | 1,430 |
|
| HFC-152a | 124 |
|
| HFO-1234yf | 4 |
|
| CO2 | 1 |
(7)
Credits for Improving Air
Conditioning System Efficiency. Manufacturers may generate
CO2 credits by implementing specific air conditioning
system technologies designed to reduce air conditioning-related
CO2 emissions over the useful life of their passenger
cars, light-duty trucks, and/or medium-duty passenger vehicles. Credits shall
be calculated according to this subsection (a)(7) for each air conditioning
system that the manufacturer is using to generate CO2
credits. The eligibility requirements specified in subsection (a)(7)(E) must be
met before an air conditioning system is allowed to generate credits.
(A) Air conditioning efficiency credits are
available for the following technologies in the gram per mile amounts indicated
for each vehicle category in the following table:
| Air Conditioning
Technology | Passenger Cars
(g/mi) | Light-Duty Trucks and Medium-Duty Passenger
Vehicles (g/mi) |
| Reduced reheat, with externally-controlled,
variable-displacement compressor (e.g. a compressor that
controls displacement based on temperature setpoint and/or cooling demand of
the air conditioning system control settings inside the passenger
compartment). | 1.5 | 2.2 |
|
| Reduced reheat, with externally-controlled,
fixed-displacement or pneumatic variable displacement compressor
(e.g. a compressor that controls displacement based on
conditions within, or internal to, the air conditioning system, such as head
pressure, suction pressure, or evaporator outlet
temperature). | 1.0 | 1.4 |
|
| Default to recirculated air with
closed-loop control of the air supply (sensor feedback to control interior air
quality) whenever the ambient temperature is 75 °F or higher: Air
conditioning systems that operated with closed-loop control of the air supply
at different temperatures may receive credits by submitting an engineering
analysis to the Administrator for approval. | 1.5 | 2.2 |
|
| Default to recirculated air with open-loop
control air supply (no sensor feedback) whenever the ambient temperature is 75
°F or higher. Air conditioning systems that operate with open-loop control
of the air supply at different temperatures may receive credits by submitting
an engineering analysis to the Administrator for
approval. | 1.0 | 1.4 |
|
| Blower motor controls which limit wasted
electrical energy (e.g. pulse width modulated power
controller). | 0.8 | 1.1 |
|
| Internal heat exchanger
(e.g. a device that transfers heat from the high-pressure,
liquid-phase refrigerant entering the evaporator to the low-pressure, gas-phase
refrigerant exiting the evaporator). | 1.0 | 1.4 |
|
| Improved condensers and/or evaporators with
system analysis on the component(s) indicating a coefficient of performance
improvement for the system of greater than 10% when compared to previous
industry standard designs). | 1.0 | 1.4 |
|
| Oil separator. The manufacturer must submit
an engineering analysis demonstrating the increased improvement of the system
relative to the baseline design, where the baseline component for comparison is
the version which a manufacturer most recently had in production on the same
vehicle design or in a similar or related vehicle model. The characteristics of
the baseline component shall be compared to the new component to demonstrate
the improvement. | 0.5 | 0.7 |
(B) Air conditioning efficiency credits are
determined on an air conditioning system basis. For each air conditioning
system that is eligible for a credit based on the use of one or more of the
items listed in subsection (a)(7)(A), the total credit value is the sum of the
gram per mile values listed in subsection (a)(7)(A) for each item that applies
to the air conditioning system. However, the total credit value for an air
conditioning system may not be greater than 5.0 grams per mile for any
passenger car or 7.2 grams per mile for any light-duty truck or medium-duty
passenger vehicle.
(C) The total
efficiency credits generated by an air conditioning system shall be calculated
separately for passenger cars and for light-duty trucks plus medium-duty
passenger vehicles according to the following formula:
Total Credits (g/mi) = Credit x
Production
Where:
Credit = the CO2 efficiency credit
value in grams per mile determined in subsection (a)(7)(B) or (a)(7)(E),
whichever is applicable.
Production = The total number of passenger cars or
light-duty trucks plus medium-duty passenger vehicles, whichever is applicable,
produced and delivered for sale in California, with the air conditioning system
to which to the efficiency credit value from subsection (a)(7)(B)
applies.
(D) The results of
subsection (a)(7)(C), rounded to the nearest whole gram per mile, shall be
included in the manufacturer's credit/debit totals calculated in subsection
(b)(1)(B).
(E) For the purposes of
this subsection (a)(7)(E), the AC17 Test Procedure shall mean the AC17 Air
Conditioning Efficiency Test Procedure set forth in 40 CFR § 86.167-17,
incorporated in and amended by the "California 2015 and Subsequent Model
Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 and
Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test Procedures
for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles."
1. For each air conditioning system selected
by the manufacturer to generate air conditioning efficiency credits, the
manufacturer shall perform the AC17 Test Procedure.
2. Using good engineering judgment, the
manufacturer must select the vehicle configuration to be tested that is
expected to result in the greatest increased CO2
emissions as a result of the operation of the air conditioning system for which
efficiency credits are being sought. If the air conditioning system is being
installed in passenger cars, light-duty trucks, and medium-duty passenger
vehicles, a separate determination of the quantity of credits for passenger
cars and for light-duty trucks and medium-duty passenger vehicles must be made,
but only one test vehicle is required to represent the air conditioning system,
provided it represents the worst-case impact of the system on
CO2 emissions.
3. For each air conditioning system selected
by the manufacturer to generate air conditioning efficiency credits, the
manufacturer shall perform the AC17 Test Procedure according to the following
requirements. Each air conditioning system shall be tested as follows:
a. Perform the AC17 test on a vehicle that
incorporates the air conditioning system with the credit-generating
technologies.
b. Perform the AC17
test on a vehicle which does not incorporate the credit-generating
technologies. The tested vehicle must be similar to the vehicle tested under
subsection (a)(7)(E)(3)a.
c.
Subtract the CO2 emissions determined from testing under
subsection (a)(7)(E)(3)a from the CO2 emissions
determined from testing under subsection (a)(7)(E)(3)b and round to the nearest
0.1 grams/mile. If the result is less than or equal to zero, the air
conditioning system is not eligible to generate credits. If the result is
greater than or equal to the total of the gram per mile credits determined
under subsection (a)(7)(B), then the air conditioning system is eligible to
generate the maximum allowable value determined under subsection (a)(7)(B). If
the result is greater than zero but less than the total of the gram per mile
credits determined under subsection (a)(7)(B), then the air conditioning system
is eligible to generate credits in the amount determined by subtracting the
CO2 emissions determined from testing under subsection
(a)(7)(E)(3)a from the CO2 emissions determined from
testing under subsection (a)(7)(E)(3)b and rounding to the nearest 0.1
grams/mile.
4. For the
first model year for which an air conditioning system is expected to generate
credits, the manufacturer must select for testing the highest-selling
subconfiguration within each vehicle platform that uses the air conditioning
system. Credits may continue to be generated by the air conditioning system
installed in a vehicle platform provided that:
a. The air conditioning system components
and/or control strategies do not change in any way that could be expected to
cause a change in its efficiency;
b. The vehicle platform does not change in
design such that the changes could be expected to cause a change in the
efficiency of the air conditioning system; and
c. The manufacturer continues to test at
least one sub-configuration within each platform using the air conditioning
system, in each model year, until all sub-configurations within each platform
have been tested.
5.
Each air conditioning system must be tested and must meet the testing criteria
in order to be allowed to generate credits. Using good engineering judgment, in
the first model year for which an air conditioning system is expected to
generate credits, the manufacturer must select for testing the highest-selling
subconfiguration within each vehicle platform using the air conditioning
system. Credits may continue to be generated by an air conditioning system in
subsequent model years if the manufacturer continues to test at least one
sub-configuration within each platform on annually, as long as the air
conditioning system and vehicle platform do not change
substantially.
(8)
Off-Cycle Credits.
Manufacturers may generate credits for CO2-reducing
technologies where the CO2 reduction benefit of the
technology is not adequately captured on the FTP and/or the HWFET. These
technologies must have a measurable, demonstrable, and verifiable real-world
CO2 reduction that occurs outside the conditions of the
FTP and the HWFET. These optional credits are referred to as "off-cycle"
credits. Off-cycle technologies used to generate emission credits are
considered emission-related components subject to applicable requirements, and
must be demonstrated to be effective for the full useful life of the vehicle.
Unless the manufacturer demonstrates that the technology is not subject to
in-use deterioration, the manufacturer must account for the deterioration in
their analysis. The manufacturer must use one of the three options specified in
this subsection (a)(8) to determine the CO2 gram per
mile credit applicable to an off-cycle technology. The manufacturer should
notify the Executive Officer in its pre-model year report of its intention to
generate any credits under this subsection (a)(8).
(A)
Credit available for certain
off-cycle technologies.
1. The
manufacturer may generate a CO2 gram/mile credit for
certain technologies as specified in the following table, provided that each
technology is applied to the minimum percentage of the manufacturer's total
U.S. production of passenger cars, light-duty trucks, and medium-duty passenger
vehicles specified in the table in each model year for which credit is claimed.
Technology definitions are in subsection (e).
| Off-Cycle
Technology | Passenger Cars
(g/mi) | Light-Duty Trucks and Medium-Duty Passenger
Vehicles (g/mi) | Minimum Total Percent of U.S.
Production |
| Active
aerodynamics | 0.6 | 1.0 | 10 |
| High efficiency exterior
lighting | 1.1 | 1.1 | 10 |
| Engine heat recovery | 0.7 per 100W of
capacity | 0.7 per 100W of capacity | 10 |
| Engine start-stop
(idle-off) | 2.9 | 4.5 | 10 |
| Active transmission
warm-up | 1.8 | 1.8 | 10 |
| Active engine
warm-up | 1.8 | 1.8 | 10 |
| Electric heater circulation
pump | 1.0 | 1.5 | n/a |
| Solar roof
panels | 3.0 | 3.0 | n/a |
| Thermal control | [LESS THAN EQUAL
TO]3.0 | [LESS THAN EQUAL TO]4.3 | n/a |
a. Credits
may also be accrued for thermal control technologies as defined in subsection
(e) in the amounts shown in the following table:
| Thermal Control
Technology | Credit Value: Passenger Cars
(g/mi) | Credit Value: Light-Duty Trucks and Medium-
Duty Passenger Vehicles (g/mi) |
|
| Glass or glazing | [LESS THAN EQUAL
TO]2.9 | [LESS THAN EQUAL TO]3.9 |
|
| Active seat
ventilation | 1.0 | 1.3 |
|
| Solar reflective
paint | 0.4 | 0.5 |
|
| Passive cabin
ventilation | 1.7 | 2.3 |
|
| Active cabin
ventilation | 2.1 | 2.8 |
b.
The maximum credit allowed for thermal control technologies is limited to 3.0
g/mi for passenger cars and to 4.3 g/mi for light-duty trucks and medium-duty
passenger vehicles. The maximum credit allowed for glass or glazing is limited
to 2.9 g/mi for passenger cars and to 3.9 g/mi for light-duty trucks and
medium-duty passenger vehicles.
c.
Glass or glazing credits are calculated using the following equation:
Click here
to view image
Where:
Credit = the total glass or glazing credits, in grams per
mile, for a vehicle, which may not exceed 3.0 g/mi for passenger cars or 4.3
g/mi for light-duty trucks and medium-duty passenger vehicles;
Z = 0.3 for passenger cars and 0.4 for light-duty trucks
and medium-duty passenger vehicles;
Gi = the measured glass area of
window i, in square meters and rounded to the nearest tenth;
G = the total glass area of the vehicle, in square meters
and rounded to the nearest tenth;
Ti = the estimated temperature
reduction for the glass area of window i, determined using the following
formula:
Ti = 0.3987 x
(Ttsbase - Ttsnew)
Where:
Ttsnew = the total solar
transmittance of the glass, measured according to ISO 13837:2008, "Safety
glazing materials -- Method for determination of solar transmittance"
(incorporated by reference, herein).
Ttsbase = 62 for the windshield,
side-front, side-rear, rear-quarter, and backlite locations, and 40 for
rooflite locations.
2. The maximum allowable decrease in the
manufacturer's combined passenger car and light-duty truck plus medium-duty
passenger vehicle fleet average CO2 emissions
attributable to use of the default credit values in subsection (a)(8)(A)1 is 10
grams per mile. If the total of the CO2 g/mi credit
values from the table in subsection (a)(8)(A)1 does not exceed 10 g/mi for any
passenger automobile or light truck in a manufacturer's fleet, then the total
off-cycle credits may be calculated according to subsection (a)(8)(D). If the
total of the CO2 g/mi credit values from the table in
subsection (a)(8)(A)1 exceeds 10 g/mi for any passenger car, light-duty truck,
or medium-duty passenger vehicle in a manufacturer's fleet, then the gram per
mile decrease for the combined passenger car and light-duty truck plus
medium-duty passenger vehicle fleet must be determined according to subsection
(a)(8)(A)2.a to determine whether the 10 g/mi limitation has been exceeded.
a. Determine the gram per mile decrease for
the combined passenger car and light-duty truck plus medium-duty passenger
vehicle fleet using the following formula:
Click here
to view image
Where:
Credits = The total of passenger car and light-duty truck
plus medium-duty passenger vehicles credits, in Megagrams, determined according
to subsection (a)(8)(D) and limited to those credits accrued by using the
default gram per mile values in subsection (a)(8)(A)1.
ProdC = The number of passenger cars
produced by the manufacturer and delivered for sale in the U.S.
ProdT = The number of light-duty
trucks and medium-duty passenger vehicles produced by the manufacturer and
delivered for sale in the U.S.
b. If the value determined in subsection
(a)(8)(A)2.a is greater than 10 grams per mile, the total credits, in
Megagrams, that may be accrued by a manufacturer using the default gram per
mile values in subsection (a)(8)(A)1 shall be determined using the following
formula:
Click here
to view image
Where:
ProdC = The number of passenger cars
produced by the manufacturer and delivered for sale in the U.S.
ProdT = The number of light-duty
trucks and medium-duty passenger vehicles produced by the manufacturer and
delivered for sale in the U.S.
c. If the value determined in subsection
(a)(8)(A)2.a is not greater than 10 grams per mile, then the credits that may
be accrued by a manufacturer using the default gram per mile values in
subsection (a)(8)(A)1 do not exceed the allowable limit, and total credits may
be determined for each category of vehicles according to subsection
(a)(8)(D).
d. If the value
determined in subsection (a)(8)(A)2.a is greater than 10 grams per mile, then
the combined passenger car and light-duty truck plus medium-duty passenger
vehicle credits, in Megagrams, that may be accrued using the calculations in
subsection (a)(8)(D) must not exceed the value determined in subsection
(a)(8)(A)2.b. This limitation should generally be done by reducing the amount
of credits attributable to the vehicle category that caused the limit to be
exceeded such that the total value does not exceed the value determined in
subsection (a)(8)(A)2.b.
3. In lieu of using the default gram per mile
values specified in subsection (a)(8)(A)1 for specific technologies, a
manufacturer may determine an alternative value for any of the specified
technologies. An alternative value must be determined using one of the methods
specified in subsection (a)(8)(B) or subsection (a)(8)(C).
(B)
Technology demonstration using
EPA 5-cycle methodology. To demonstrate an off-cycle technology and to
determine a CO2 credit using the EPA 5-cycle
methodology, the manufacturer shall determine the off-cycle city/highway
combined carbon-related exhaust emissions benefit by using the EPA 5-cycle
methodology described in 40 CFR part 600 . Testing shall be performed on a
representative vehicle, selected using good engineering judgment, for each
model type for which the credit is being demonstrated. The emission benefit of
a technology is determined by testing both with and without the off-cycle
technology operating. Multiple off-cycle technologies may be demonstrated on a
test vehicle. The manufacturer shall conduct the following steps and submit all
test data to the Executive Officer.
1.
Testing without the off-cycle technology installed and/or operating. Determine
carbon-related exhaust emissions over the FTP, the HWFET, the US06, the SC03,
and the cold temperature FTP test procedures according to the test procedure
provisions specified in 40 CFR part 600 subpart B and using the calculation
procedures specified in § 600.113-08 of this chapter. Run each of these
tests a minimum of three times without the off-cycle technology installed and
operating and average the per phase (bag) results for each test procedure.
Calculate the 5-cycle weighted city/highway combined carbon-related exhaust
emissions from the averaged per phase results, where the 5-cycle city value is
weighted 55% and the 5-cycle highway value is weighted 45%. The resulting
combined city/highway value is the baseline 5-cycle carbon-related exhaust
emission value for the vehicle.
2.
Testing with the off-cycle technology installed and/or operating. Determine
carbon-related exhaust emissions over the US06, the SC03, and the cold
temperature FTP test procedures according to the test procedure provisions
specified in 40 CFR part 600 subpart B and using the calculation procedures
specified in 40 CFR § 600.113-08 . Run each of these tests a minimum of
three times with the off-cycle technology installed and operating and average
the per phase (bag) results for each test procedure. Calculate the 5-cycle
weighted city/highway combined carbon-related exhaust emissions from the
averaged per phase results, where the 5-cycle city value is weighted 55% and
the 5-cycle highway value is weighted 45%. Use the averaged per phase results
for the FTP and HWFET determined in subsection (a)(8)(B)1 for operation without
the off-cycle technology in this calculation. The resulting combined
city/highway value is the 5-cycle carbon-related exhaust emission value showing
the off-cycle benefit of the technology but excluding any benefit of the
technology on the FTP and HWFET.
3.
Subtract the combined city/highway value determined in subsection (a)(8)(B)1
from the value determined in subsection (a)(8)(B)2. The result is the off-cycle
benefit of the technology or technologies being evaluated. If this benefit is
greater than or equal to three percent of the value determined in subsection
(a)(8)(B)1 then the manufacturer may use this value, rounded to the nearest
tenth of a gram per mile, to determine credits under subsection
(a)(8)(C).
4. If the value
calculated in subsection (a)(8)(B)3 is less than two percent of the value
determined in subsection (a)(8)(B)1, then the manufacturer must repeat the
testing required under subsections (a)(8)(B)1 and (a)(8)(B)2, except instead of
running each test three times they shall run each test two additional times.
The off-cycle benefit of the technology or technologies being evaluated shall
be calculated as in subsection (a)(8)(B)3 using all the tests conducted under
subsections (a)(8)(B)1, (a)(8)(B)2, and (a)(8)(B)4. If the value calculated in
subsection (a)(8)(B)3 is less than two percent of the value determined in
subsection (a)(8)(B)1, then the manufacturer must verify the emission reduction
potential of the off-cycle technology or technologies using the EPA Vehicle
Simulation Tool, and if the results support a credit value that is less than
two percent of the value determined in subsection (a)(8)(B)1 then the
manufacturer may use the off-cycle benefit of the technology or technologies
calculated as in subsection (a)(8)(B)3 using all the tests conducted under
subsections (a)(8)(B)1, (a)(8)(B)2, and (a)(8)(B)4, rounded to the nearest
tenth of a gram per mile, to determine credits under subsection
(a)(8)(C).
(C)
Review and approval process for off-cycle credits.
1.
Initial steps required.
a. A manufacturer requesting off-cycle
credits under the provisions of subsection (a)(8)(B) must conduct the testing
and/or simulation described in that paragraph.
b. A manufacturer requesting off-cycle
credits under subsection (a)(8)(B) must conduct testing and/or prepare
engineering analyses that demonstrate the in-use durability of the technology
for the full useful life of the vehicle.
2.
Data and information
requirements. The manufacturer seeking off-cycle credits must submit
an application for off-cycle credits determined under subsection (a)(8)(B). The
application must contain the following:
a. A
detailed description of the off-cycle technology and how it functions to reduce
CO2 emissions under conditions not represented on the
FTP and HWFET.
b. A list of the
vehicle model(s) which will be equipped with the technology.
c. A detailed description of the test
vehicles selected and an engineering analysis that supports the selection of
those vehicles for testing.
d. All
testing and/or simulation data required under subsection (a)(8)(B), as
applicable, plus any other data the manufacturer has considered in the
analysis.
e. An estimate of the
off-cycle benefit by vehicle model and the fleet-wide benefit based on
projected sales of vehicle models equipped with the technology.
f. An engineering analysis and/or component
durability testing data or whole vehicle testing data demonstrating the in-use
durability of the off-cycle technology components.
3.
Review of the off-cycle credit
application. Upon receipt of an application from a manufacturer, the
Executive Officer will do the following:
a.
Review the application for completeness and notify the manufacturer within 30
days if additional information is required.
b. Review the data and information provided
in the application to determine if the application supports the level of
credits estimated by the manufacturer.
4.
Decision on off-cycle
application. The Executive Officer will notify the manufacturer in
writing of its decision to approve or deny the application within 60 days of
receiving a complete application, and if denied, the Executive Officer will
provide the reasons for the denial.
(D)
Calculation of total off-cycle
credits. Total off-cycle credits in grams per mile of
CO2 (rounded to the nearest tenth of a gram per mile)
shall be calculated separately for passenger cars and light-duty trucks plus
medium-duty passenger vehicles according to the following formula:
Total Credits (g/mi) = Credit x Production
Where:
Credit = the credit value in grams per mile determined in
subsection (a)(8)(A) or subsection (a)(8)(B).
Production = The total number of passenger cars or
light-duty trucks plus medium-duty passenger vehicles, whichever is applicable,
produced and delivered for sale in California, produced with the off-cycle
technology to which to the credit value determined in subsection (a)(8)(A) or
subsection (a)(8)(B) applies.
(9)
Credits for certain full-size
pickup trucks. Full-size pickup trucks may be eligible for additional
credits based on the implementation of hybrid technologies or on exhaust
emission performance, as described in this subsection (a)(9). Credits may be
generated under either subsection (a)(9)(A) or subsection (a)(9)(B) for a
qualifying pickup truck, but not both.
(A)
Credits for implementation of gasoline-electric hybrid
technology. Full-size pickup trucks that implement hybrid
gasoline-electric technologies may be eligible for an additional credit under
this subsection (a)(9)(A). Pickup trucks using the credits under this
subsection (a)(9)(A) may not use the credits described in subsection (a)(9)(B).
1. Full-size pickup trucks that are mild
hybrid gasoline-electric vehicles and that are produced in the 2017 through
2021 model years are eligible for a credit of 10 grams/mile. To receive this
credit, the manufacturer must produce a quantity of mild hybrid full-size
pickup trucks such that the proportion of production of such vehicles, when
compared to the manufacturer's total production of full-size pickup trucks, is
not less than the amount specified in the table below for each model year.
| Model
year | Required minimum percent of full-size pickup
trucks |
|
| 2017 | 30% |
|
| 2018 | 40% |
|
| 2019 | 55% |
|
| 2020 | 70% |
|
| 2021 | 80% |
2.
Full-size pickup trucks that are strong hybrid gasoline-electric vehicles and
that are produced in the 2017 through 2025 model years are eligible for a
credit of 20 grams/mile. To receive this credit, the manufacturer must produce
a quantity of strong hybrid full-size pickup trucks such that the proportion of
production of such vehicles, when compared to the manufacturer's total
production of full-size pickup trucks, is not less than 10 percent for each
model year.
(B)
Credits for emission reduction performance. 2017 through 2021
model year full-size pickup trucks that achieve carbon-related exhaust emission
values below the applicable target value determined in subsection (a)(1)(B) may
be eligible for an additional credit. Pickup trucks using the credits under
this subsection (a)(9)(B) may not use the credits described in subsection
(a)(9)(A).
1. Full-size pickup trucks that
achieve carbon-related exhaust emissions less than or equal to the applicable
target value determined in subsection (a)(1)(B) multiplied by 0.85 (rounded to
the nearest gram per mile) and greater than the applicable target value
determined in subsection (a)(1)(B) multiplied by 0.80 (rounded to the nearest
gram per mile) in a model year are eligible for a credit of 10 grams/mile. A
pickup truck that qualifies for this credit in a model year may claim this
credit for subsequent model years through the 2021 model year if the
carbon-related exhaust emissions of that pickup truck do not increase relative
to the emissions in the model year in which the pickup truck qualified for the
credit. To qualify for this credit in each model year, the manufacturer must
produce a quantity of full-size pickup trucks that meet the emission
requirements of this subsection (a)(9)(B)1 such that the proportion of
production of such vehicles, when compared to the manufacturer's total
production of full-size pickup trucks, is not less than the amount specified in
the table below for each model year.
| Model
year | Required minimum percent of full-size pickup
trucks |
|
| 2017 | 15% |
|
| 2018 | 20% |
|
| 2019 | 28% |
|
| 2020 | 35% |
|
| 2021 | 40% |
2.
Full-size pickup trucks that achieve carbon-related exhaust emissions less than
or equal to the applicable target value determined in subsection (a)(1)(B)
multiplied by 0.80 (rounded to the nearest gram per mile) in a model year are
eligible for a credit of 20 grams/mile. A pickup truck that qualifies for this
credit in a model year may claim this credit for a maximum of five subsequent
model years if the carbon-related exhaust emissions of that pickup truck do not
increase relative to the emissions in the model year in which the pickup truck
first qualified for the credit. This credit may not be claimed in any model
year after 2025. To qualify for this credit, the manufacturer must produce a
quantity of full-size pickup trucks that meet the emission requirements of
subsection (a)(9)(B)1 such that the proportion of production of such vehicles,
when compared to the manufacturer's total production of full-size pickup
trucks, is not less than 10 percent in each model year.
(C)
Calculation of total full-size
pickup truck credits. Total credits in grams per mile of
CO2 (rounded to the nearest whole gram per mile) shall
be calculated for qualifying full-size pickup trucks according to the following
formula:
Total Credits (g/mi) = (10 x
Production10) + (20 x
Production20)
Where:
Production10 = The total number of
full-size pickup trucks produced and delivered for sale in California with a
credit value of 10 grams per mile from subsection (a)(9)(A) and subsection
(a)(9)(B).
Production20 = The total number of
full-size pickup trucks produced and delivered for sale in California with a
credit value of 20 grams per mile from subsection (a)(9)(A) and subsection
(a)(9)(B).
(10)
Greenhouse Gas In-Use Compliance Standards. The in-use exhaust
CO2 emission standard shall be the combined city/highway
exhaust emission value calculated according to the provisions of subsection
(a)(5)(A) for the vehicle model type and footprint value multiplied by 1.1 and
rounded to the nearest whole gram per mile. For vehicles that are capable of
operating on multiple fuels, a separate value shall be determined for each fuel
that the vehicle is capable of operating on. These standards apply to in-use
testing performed by the manufacturer pursuant to the "California 2015 and
Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test
Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission
Standards and Test Procedures for Passenger Cars, Light-Duty Trucks, and
Medium-Duty Vehicles."
(11)
Mid-Term Review of the 2022 through 2025 MY Standards. The
Executive Officer shall conduct a mid-term review to re-evaluate the state of
vehicle technology to determine whether any adjustments to the stringency of
the 2022 through 2025 model year standards are appropriate. California's
mid-term review will be coordinated with its planned full participation in
EPA's mid-term evaluation as set forth in
40 CFR §
86.1818-12
(h).
(c)
Optional Compliance with the 2017
through 2025 MY National Greenhouse Gas Program.
The optional compliance approach provided by this section
1961.3 (c) shall
not be available for 2021 through 2025 model year passenger cars, light-duty
trucks, and medium-duty passenger vehicles if the "2017 through 2025 MY
National Greenhouse Gas Program" is altered via a final rule published in the
Federal Register subsequent to October 25, 2016.
For the 2017 through 2025 model years, a manufacturer may
elect to demonstrate compliance with this section
1961.3 by demonstrating compliance
with the 2017 through 2025 MY National greenhouse gas program as
follows:
(1) A manufacturer that
selects compliance with this option must notify the Executive Officer of that
selection, in writing, prior to the start of the applicable model year or must
comply with 1961.3 (a) and (b);
(2)
The manufacturer must submit to ARB all data that it submits to EPA in
accordance with the reporting requirements as required under
40 CFR §
86.1865-12, incorporated by reference in and
amended by the "California 2015 and Subsequent Model Criteria Pollutant Exhaust
Emission Standards and Test Procedures and 2017 and Subsequent Model Greenhouse
Gas Exhaust Emission Standards and Test Procedures for Passenger Cars,
Light-Duty Trucks, and Medium-Duty Vehicles," for demonstrating compliance with
the 2017 through 2025 MY National greenhouse gas program and the EPA
determination of compliance. All such data must be submitted within 30 days of
receipt of the EPA determination of compliance for each model year that a
manufacturer selects compliance with this option;
(3) The manufacturer must provide to the
Executive Officer separate values for the number of vehicles in each model type
and footprint value produced and delivered for sale in California, the District
of Columbia, and each individual state that has adopted California's greenhouse
gas emission standards for that model year pursuant to Section 177 of the
federal Clean Air Act (42
U.S.C. §
7507), the applicable fleet
average CO2 standards for each of these model types and
footprint values, the calculated fleet average CO2 value
for each of these model types and footprint values, and all values used in
calculating the fleet average CO2 values.
(e)
Abbreviations. The
following abbreviations are used in this section
1961.3:
"CFR" means Code of Federal Regulations.
"CH4" means methane.
"CO2" means carbon dioxide.
"FTP" means Federal Test Procedure.
"GHG" means greenhouse gas.
"g/mi" means grams per mile.
"GVW" means gross vehicle weight.
"GVWR" means gross vehicle weight rating.
"GWP" means the global warming potential.
"HEV" means hybrid-electric vehicle.
"HWFET" means Highway Fuel Economy Test (HWFET; 40 CFR 600
Subpart B).
"LDT" means light-duty truck.
"LVW" means loaded vehicle weight.
"MDPV" means medium-duty passenger vehicle.
"mg/mi" means milligrams per mile.
"MY" means model year.
"NHTSA" means National Highway Traffic Safety
Administration.
"N2O" means nitrous oxide.
"ZEV" means zero-emission vehicle.
(f)
Definitions Specific to this
Section. The following definitions apply to this section
1961.3:
(1) "A/C Direct Emissions" means any
refrigerant released from a motor vehicle's air conditioning system.
(2) "Active Aerodynamic Improvements" means
technologies that are activated only at certain speeds to improve aerodynamic
efficiency by a minimum of three percent, while preserving other vehicle
attributes or functions.
(3)
"Active Cabin Ventilation" means devices that mechanically move heated air from
the cabin interior to the exterior of the vehicle.
(4) "Active Transmission Warmup" means a
system that uses waste heat from the exhaust system to warm the transmission
fluid to an operating temperature range quickly using a heat exchanger in the
exhaust system, increasing the overall transmission efficiency by reducing
parasitic losses associated with the transmission fluid, such as losses related
to friction and fluid viscosity.
(5) "Active Engine Warmup" means a system
using waste heat from the exhaust system to warm up targeted parts of the
engine so that it reduces engine friction losses and enables the closed-loop
fuel control to activate more quickly. It allows a faster transition from cold
operation to warm operation, decreasing CO2
emissions.
(6) "Active Seat
Ventilation" means a device that draws air from the seating surface which is in
contact with the occupant and exhausts it to a location away from the
seat.
(7) "Blower motor controls
which limit waste energy" means a method of controlling fan and blower speeds
that does not use resistive elements to decrease the voltage supplied to the
motor.
(8) "Default to recirculated
air mode" means that the default position of the mechanism which controls the
source of air supplied to the air conditioning system shall change from outside
air to recirculated air when the operator or the automatic climate control
system has engaged the air conditioning system (i.e., evaporator is removing
heat), except under those conditions where dehumidification is required for
visibility (i.e., defogger mode). In vehicles equipped with interior air
quality sensors (e.g., humidity sensor, or carbon dioxide sensor), the controls
may determine proper blend of air supply sources to maintain freshness of the
cabin air and prevent fogging of windows while continuing to maximize the use
of recirculated air. At any time, the vehicle operator may manually select the
non-recirculated air setting during vehicle operation but the system must
default to recirculated air mode on subsequent vehicle operations (i.e., next
vehicle start). The climate control system may delay switching to recirculation
mode until the interior air temperature is less than the outside air
temperature, at which time the system must switch to recirculated air
mode.
(9) "Electric Heater
Circulation Pump" means a pump system installed in a stop-start equipped
vehicle or in a hybrid electric vehicle or plug-in hybrid electric vehicle that
continues to circulate hot coolant through the heater core when the engine is
stopped during a stop-start event. This system must be calibrated to keep the
engine off for 1 minute or more when the external ambient temperature is 30 deg
F.
(10) "Emergency Vehicle" means a
motor vehicle manufactured primarily for use as an ambulance or combination
ambulance-hearse or for use by the United States Government or a State or local
government for law enforcement.
(11) "Engine Heat Recovery" means a system
that captures heat that would otherwise be lost through the exhaust system or
through the radiator and converting that heat to electrical energy that is used
to meet the electrical requirements of the vehicle. Such a system must have a
capacity of at least 100W to achieve 0.7 g/mi of credit. Every additional 100W
of capacity will result in an additional 0.7 g/mi of credit.
(12) "Engine Start-Stop" means a technology
which enables a vehicle to automatically turn off the engine when the vehicle
comes to a rest and restart the engine when the driver applies pressure to the
accelerator or releases the brake.
(13) "EPA Vehicle Simulation Tool" means the
"EPA Vehicle Simulation Tool" as incorporated by reference in
40 CFR §
86.1 in the Notice of Proposed Rulemaking for
EPA's 2017 and subsequent MY National Greenhouse Gas Program, as proposed at 76
Fed. Reg. 74854, 75357 (December 1, 2011).
(14) "Executive Officer" means the Executive
Officer of the California Air Resources Board.
(15) "Footprint" means the product of average
track width (rounded to the nearest tenth of an inch) and wheelbase (measured
in inches and rounded to the nearest tenth of an inch), divided by 144 and then
rounded to the nearest tenth of a square foot, where the average track width is
the average of the front and rear track widths, where each is measured in
inches and rounded to the nearest tenth of an inch.
(16) "Federal Test Procedure" or "FTP" means
40 CFR, Part 86, Subpart B, as amended by the "California 2015 and Subsequent
Model Criteria Pollutant Exhaust Emission Standards and Test Procedures and
2017 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test
Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty
Vehicles."
(17) "Full-size pickup
truck" means a light-duty truck that has a passenger compartment and an open
cargo box and which meets the following specifications:
1. A minimum cargo bed width between the
wheelhouses of 48 inches, measured as the minimum lateral distance between the
limiting interferences (pass-through) of the wheelhouses. The measurement shall
exclude the transitional arc, local protrusions, and depressions or pockets, if
present. An open cargo box means a vehicle where the cargo box does not have a
permanent roof or cover. Vehicles produced with detachable covers are
considered "open" for the purposes of these criteria.
2. A minimum open cargo box length of 60
inches, where the length is defined by the lesser of the pickup bed length at
the top of the body and the pickup bed length at the floor, where the length at
the top of the body is defined as the longitudinal distance from the inside
front of the pickup bed to the inside of the closed endgate as measured at the
height of the top of the open pickup bed along vehicle centerline, and the
length at the floor is defined as the longitudinal distance from the inside
front of the pickup bed to the inside of the closed endgate as measured at the
cargo floor surface along vehicle centerline.
3. A minimum towing capability of 5,000
pounds, where minimum towing capability is determined by subtracting the gross
vehicle weight rating from the gross combined weight rating, or a minimum
payload capability of 1,700 pounds, where minimum payload capability is
determined by subtracting the curb weight from the gross vehicle weight
rating.
(18) "Greenhouse
Gas" means the following gases: carbon dioxide, methane, nitrous oxide, and
hydrofluorocarbons.
(19) "GWP"
means the global warming potential of the refrigerant over a 100-year horizon,
as specified in Intergovernmental Panel on Climate Change (IPCC) 2007: Climate
Change 2007 -- The Physical Science Basis. S. Solomon et al. (editors),
Contribution of Working Group I to the Fourth Assessment Report of the
Intergovernmental Panel on Climate Change, Cambridge University Press,
Cambridge, UK and New York, NY, USA, ISBN 0-521-70596-7, or determined by CARB
if such information is not available in the IPCC Fourth Assessment
Report.
(20) "High Efficiency
Exterior Lighting" means a lighting technology that, when installed on the
vehicle, is expected to reduce the total electrical demand of the exterior
lighting system by a minimum of 60 watts when compared to conventional lighting
systems. To be eligible for this credit the high efficiency lighting must be
installed in the following components: parking/position, front and rear turn
signals, front and rear side markers, stop/brake lights (including the
center-mounted location), taillights, backup/reverse lights, and license plate
lighting.
(21) "Improved condensers
and/or evaporators" means that the coefficient of performance (COP) of air
conditioning system using improved evaporator and condenser designs is 10
percent higher, as determined using the bench test procedures described in SAE
J2765 "Procedure for Measuring System COP of a Mobile Air Conditioning System
on a Test Bench," when compared to a system using standard, or prior model
year, component designs. SAE J2765 is incorporated by reference herein. The
manufacturer must submit an engineering analysis demonstrating the increased
improvement of the system relative to the baseline design, where the baseline
component(s) for comparison is the version which a manufacturer most recently
had in production on the same vehicle design or in a similar or related vehicle
model. The dimensional characteristics (e.g., tube
configuration/thickness/spacing, and fin density) of the baseline component(s)
shall be compared to the new component(s) to demonstrate the improvement in
coefficient of performance.
(22)
"Mild hybrid gasoline-electric vehicle" means a vehicle that has start/stop
capability and regenerative braking capability, where the recaptured braking
energy over the FTP is at least 15 percent but less than 75 percent of the
total braking energy, where the percent of recaptured braking energy is
measured and calculated according to 40 CFR § 600.108(g).
(23) "Model Type" means a unique combination
of car line, basic engine, and transmission class.
(24) "2012 through 2016 MY National
Greenhouse Gas Program" means the national program that applies to new 2012
through 2016 model year passenger cars, light-duty-trucks, and medium-duty
passenger vehicles as adopted by the U.S. Environmental Protection Agency on
April 1, 2010 (75 Fed. Reg. 25324, 25677 (May 7, 2010)).
(25) "2017 through 2025 MY National
Greenhouse Gas Program" means the national program that applies to new 2017
through 2025 model year passenger cars, light-duty-trucks, and medium-duty
passenger vehicles as adopted by the U.S. Environmental Protection Agency as
codified in 40 CFR Part 86, Subpart S, except as follows: For model years 2021
through 2025, the "2017 through 2025 MY National Greenhouse Gas Program" means
the national program that applies to new 2021 through 2025 model year passenger
cars, light-duty-trucks, and medium-duty passenger vehicles as adopted by the
U.S. Environmental Protection Agency as codified in 40 CFR Part 86, Subpart S,
as last amended on October 25, 2016 that incorporates CFR sections 86.1818-12
(October 25, 2016), 86.1865-12 (October 25, 2016), 86.1866-12 (October 25,
2016), 86.1867-12 (October 25, 2016), 86.1868-12 (October 25, 2016), 86.1869-12
(October 25, 2016), 86.1870-12 (October 25, 2016), and 86.1871-12 (October 25,
2016).
(26) "Oil separator" means a
mechanism that removes at least 50 percent of the oil entrained in the
oil/refrigerant mixture exiting the compressor and returns it to the compressor
housing or compressor inlet, or a compressor design that does not rely on the
circulation of an oil/refrigerant mixture for lubrication.
(27) "Passive Cabin Ventilation" means ducts
or devices which utilize convective airflow to move heated air from the cabin
interior to the exterior of the vehicle.
(28) "Plug-in Hybrid Electric Vehicle" means
"off-vehicle charge capable hybrid electric vehicle" as defined in the
"California Exhaust Emission Standards and Test Procedures for 2018 and
Subsequent Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the
Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes."
(29) "Reduced reheat, with externally
controlled, fixed-displacement or pneumatic variable displacement compressor"
means a system in which the output of either compressor is controlled by
cycling the compressor clutch off-and-on via an electronic signal, based on
input from sensors (e.g., position or setpoint of interior temperature control,
interior temperature, evaporator outlet air temperature, or refrigerant
temperature) and air temperature at the outlet of the evaporator can be
controlled to a level at 41°F, or higher.
(30) "Reduced reheat, with
externally-controlled, variable displacement compressor" means a system in
which compressor displacement is controlled via an electronic signal, based on
input from sensors (e.g., position or setpoint of interior temperature control,
interior temperature, evaporator outlet air temperature, or refrigerant
temperature) and air temperature at the outlet of the evaporator can be
controlled to a level at 41°F, or higher.
(31) "SC03" means the SC03 test cycle as set
forth in the "California 2015 and Subsequent Model Criteria Pollutant Exhaust
Emission Standards and Test Procedures and 2017 and Subsequent Model Greenhouse
Gas Exhaust Emission Standards and Test Procedures for Passenger Cars,
Light-Duty Trucks, and Medium-Duty Vehicles.
(32) "Solar Reflective Paint" means a vehicle
paint or surface coating which reflects at least 65 percent of the impinging
infrared solar energy, as determined using ASTM standards E903-96 (Standard
Test Method for Solar Absorptance, Reflectance, and Transmittance of Materials
Using Integrating Spheres, DOI: 10.1520/E0903-96 (Withdrawn 2005)), E1918-06
(Standard Test Method for Measuring Solar Reflectance of Horizontal and
Low-Sloped Surfaces in the Field, DOI: 10.1520/E1918-06), or C1549-09 (Standard
Test Method for Determination of Solar Reflectance Near Ambient Temperature
Using a Portable Solar Reflectometer, DOI: 10.1520/C1549-09). These ASTM
standards are incorporated by reference, herein.
(33) "Solar Roof Panels" means the
installation of solar panels on an electric vehicle or a plug-in hybrid
electric vehicle such that the solar energy is used to provide energy to the
electric drive system of the vehicle by charging the battery or directly
providing power to the electric motor with the equivalent of at least 50 Watts
of rated electricity output.
(34)
"Strong hybrid gasoline-electric vehicle" means a vehicle that has start/stop
capability and regenerative braking capability, where the recaptured braking
energy over the Federal Test Procedure is at least 75 percent of the total
braking energy, where the percent of recaptured braking energy is measured and
calculated according to 40 CFR § 600.108(g).
(35) "Subconfiguration" means a unique
combination within a vehicle configuration of equivalent test weight, road load
horsepower, and any other operational characteristics or parameters which is
accepted by USEPA.
(36) "US06"
means the US06 test cycle as set forth in the "California 2015 and Subsequent
Model Criteria Pollutant Exhaust Emission Standards and Test Procedures and
2017 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test
Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty
Vehicles."
(37) "Worst-Case" means
the vehicle configuration within each test group that is expected to have the
highest CO2-equivalent value, as calculated in section
(a)(5).
Note: Authority cited: Sections 38550, 38566, 39500,
39600, 39601, 43013, 43018, 43018.5, 43101, 43104 and 43105, Health and Safety
Code. Reference: Sections 39002, 39003, 39667, 43000, 43009.5, 43013, 43018,
43018.5, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106 and 43211, Health
and Safety Code.
Note: Authority cited: Sections 38550, 38566, 39500,
39600, 39601, 43013, 43018, 43018.5, 43101, 43104 and 43105, Health and Safety
Code. Reference: Sections 39002, 39003, 39667, 43000, 43009.5, 43013, 43018,
43018.5, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106 and 43211, Health
and Safety Code.
