Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

California Environmental Protection Agency 

AIR RESOURCES BOARD 

Part 2 

CALIFORNIA EXHAUST EMISSION STANDARDS AND TEST PROCEDURES FOR 

2009 THROUGH 2017AND SUBSEQUENT MODEL ZERO-EMISSION VEHICLES 

AND HYBRID ELECTRIC VEHICLES, IN THE PASSENGER CAR, LIGHT-DUTY 

TRUCK AND MEDIUM-DUTY VEHICLE CLASSES 

Adopted: December 17, 2008 

Amended: December 2, 2009 

Amended: March 22, 2012 

Note: Set forth below are the 2012 amendments to the California zero emission vehicle 

(ZEV) regulation. The text of the amendments is shown in underline to indicate 

additions and strikeout to indicate deletions, compared to the preexisting regulatory 

language. 
 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

NOTE: This document is incorporated by reference in section 1962.1, title 13, California 

Code of Regulations (CCR). Additional requirements necessary to complete an 

application for certification of zero-emission vehicles and hybrid electric vehicles are 

contained in other documents that are designed to be used in conjunction with this 

document. These other documents include: 

1. “California Exhaust Emission Standards and Test Procedures for 2001 and 

Subsequent Model Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles” 

(incorporated by reference in section 1961(d), title 13, CCR); 

2. “California Evaporative Emission Standards and Test Procedures for 2001 and 

Subsequent Model Motor Vehicles” (incorporated by reference in section 1976(c), title 

13, CCR); 

3. “California Refueling Emission Standards and Test Procedures for 2001 and 

Subsequent Model Motor Vehicles” (incorporated by reference in section 1978(b), title 

13, CCR); 

4. OBD II (section 1968, et seq. title 13, CCR, as applicable); 

5. “California Environmental Performance Label Specifications for 2009 and 

Subsequent Model Year Passenger Cars, Light-Duty Trucks, and Medium-Duty 

Passenger Vehicles” (incorporated by reference in 1965, title 13, CCR); 

6. Warranty Requirements (sections 2037 and 2038, title 13, CCR); 

7. “Specifications for Fill Pipes and Openings of Motor Vehicle Fuel Tanks” 

(incorporated by reference in section 2235, title 13, CCR); 

8. Guidelines for Certification of Federally Certified Light-Duty Motor Vehicles for 

Sale in California (incorporated by section 1960.5, title 13, CCR); and 

9. “California Non-Methane Organic Gas Test Procedures,” (incorporated by 

reference in section 1961(d), title 13, CCR). 
 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

TABLE OF CONTENTS

Section Page 

No.

A. Applicability ....................................................................................................... A-1

B. Definitions and Terminology. ........................................................................... B-1

1. Definitions. .............................................................................................. B-1

2. Terminology. ........................................................................................... B-5

C. Zero-Emission Vehicle Standards. .................................................................. C-1

D. Certification Requirements. ............................................................................. D-1

1. Durability and Emission Testing Requirements. .................................... D-1

2. Information Requirements: Application for Certification. ........................ D-1

3. ZEV Reporting Requirements. ............................................................... D-3

E. Determination of NEV Acceleration, Top Speed, and Constant Speed Range

 ............................................................................................................................. E-1

EF. Test Procedures for 2012 through 2017and Subsequent Model Zero-Emission 

Vehicles (including Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles) and All 

2012 through 2017and Subsequent Model Hybrid-Electric Vehicles, Except 

Off-Vehicle Charge Capable Hybrid Electric Vehicles. ................................... F-1

1. Electric Dynamometer. ............................................................................ F-1

2. Vehicle and Battery Break-In Period. ...................................................... F-1

3. All-Electric Range Test ........................................................................... F-1

4. Determination of Battery Specific Energy for ZEVs. ............................... F-4

5. Determination of the Emissions of the Fuel-fired Heater for Vehicles Other 

Than ZEVs. ............................................................................................. F-4

6. Urban ...................................................................................................... F-5

7. Highway Emission Test Provisions ....................................................... F-11

8. SFTP Emission Test Provisions for All Hybrid Electric Vehicles, Except 

Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric 

Vehicles. ............................................................................................... F-13

9. State-of-Charge Net Change Tolerances .............................................. F-18

FG. Test Procedures for 2012 through 2017 and Subsequent Model Off-Vehicle 

Charge Capable Hybrid Electric Vehicles. ...................................................... G-1

1. Electric Dynamometer. ........................................................................... G-1

2. Vehicle and Battery Break-In Period. ..................................................... G-1

3. General Testing Requirements. ............................................................. G-1

4. Determination of the Emissions of the Fuel-fired Heater........................ G-2

5. Urban Test Provisions for Off-Vehicle Charge Capable Hybrid Electric 

Vehicles. ................................................................................................ G-2

6. Highway Test Provisions for Off-Vehicle Charge Capable Hybrid Electric 

Vehicles. .................................................................................................. 11

7. SFTP Emission Test Provisions for Off-Vehicle Charge Capable Hybrid 

Electric Vehicles. ................................................................................. G-16
Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

 

8. 50o

F and 20oF Test Provision for Off-Vehicle Charge Capable Hybrid 

Electric Vehicles. ................................................................................. G-21

9. Additional Provisions. ........................................................................... G-22

10. State-of-Charge Net Change Tolerances. ............................................ G-23

11. Calculations – Equivalent All-Electric Range for Off-Vehicle Charge 

Capable Hybrid Electric Vehicles. ........................................................ G-25

12. The Calculations of the Combined Green House Gas Regulatory Rating of 

Off-vehicle Charge Capable Hybrid Electric Vehicles .......................... G-29

GH. Off-Vehicle Charge Capable Hybrid Electric Vehicle Exhaust Emission Test 

Sequence. .......................................................................................................... H-1

HI. Examples of Off-Vehicle Charge Capable Hybrid Electric Vehicle 

Terminology. ........................................................................................................ I-1

IJ. Test Procedures for 2009 through 2011 Model Zero-Emission Vehicles and 

Hybrid-Electric Vehicles. ................................................................................... J-1

K. Advanced Technology Demonstration Program data requirements. .............. K-1

1. Project Description ........................................................................................ K-1

2. Vehicle data ................................................................................................... K-1

3. Vehicle specifications .................................................................................... K-1

L. Fast refueling capability ....................................................................................... L-1
A-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012 

CALIFORNIA EXHAUST EMISSION STANDARDS AND TEST PROCEDURES FOR 

2009 THROUGH 2017AND SUBSEQUENT MODEL ZERO-EMISSION VEHICLES 

AND HYBRID ELECTRIC VEHICLES, IN THE PASSENGER CAR, LIGHT-DUTY 

TRUCK AND MEDIUM-DUTY VEHICLE CLASSES 

A. Applicability 

The emission standards and test procedures in this document are applicable to 

2009 through 2017and subsequent model-year zero-emission passenger cars, lightduty trucks, and medium-duty vehicles, and 2009 through 2017and subsequent modelyear hybrid electric passenger cars, light-duty trucks, and medium-duty vehicles. The 

general procedures and requirements necessary to certify a vehicle for sale in California 

are contained in the “California Exhaust Emission Standards and Test Procedures for 

2001 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty 

Vehicles” (hereinafter “LDV/MDV TPs”), and apply except as amended herein. 
B-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012 

B. Definitions and Terminology. 

1. Definitions. 

In addition to the following, these test procedures incorporate by reference the 

definitions and abbreviations set forth in the Title 40 Code of Federal Regulations (CFR) 

§86.1803-01, the definitions and abbreviations set forth in the LDV/MDV TPs, and the 

definitions set forth in section 1900, title 13, CCR. 

“Advanced technology PZEV” or “AT PZEV” means any PZEV with an 

allowance greater than 0.2 before application of the PZEV early introduction phase-in 

multiplier. 

“All-Electric Range” means the total miles driven electrically (with the engine 

off) before the engine turns on for the first time, after the battery has been fully charged. 

 For a blended off-vehicle charge capable hybrid electric vehicle, the equivalent allelectric range shall be considered the “all-electric range” of the vehicle. 

“All-Electric Range Test” means a test sequence used to determine the range 

of an electric vehicle or of a hybrid electric vehicle without the use of its auxiliary power 

unit. The All-Electric Range Test cycle consists of the Highway Fuel Economy 

Schedule and the Urban Dynamometer Driving Schedule (see section E of these test 

procedures). 

“Alternate Continuous Urban Test Schedule” means a series of the following 

sequence: UDDS, 10 minute key-off hot soak, UDDS, and 10-20 minute key-off hot 

soak. This alternate procedure may be substituted for the Continuous Urban Test 

Schedule when the Continuous Urban Test Schedule cannot be performed. 

“Alternate Continuous Highway Test Schedule” means a series of the 

following sequence: HFEDS, 15 second key-on pause, HFEDS, and 10-20 minute keyoff hot soak or a 15 second key-on pause. This alternate procedure may be substituted 

for the Continuous Highway Test Schedule when the Continuous Highway Test 

Schedule cannot be performed. 

“Auxiliary power unit” or “APU” means a device that converts consumable 

fuel energy into mechanical or electrical energy. Some examples of auxiliary power 

units are internal combustion engines, gas turbines, or fuel cells. For the purposes of 

range extended battery electric vehicles, auxiliary power unit means any device that 

provides electrical or mechanical energy, meeting the requirements of subdivision 

C.3.2, to a Type I.5x or Type IIx vehicle, after the zero emission range has been fully 

depleted. A fuel fired heater does not qualify under this definition for an APU. 

“Battery electric vehicle” or “BEV” means any vehicle that operates solely by 

use of a battery or battery pack, or that is powered primarily through the use of an 

electric battery or battery pack but uses a flywheel or capacitor that stores energy 

produced by the electric motor or through regenerative braking to assist in vehicle 

operation. 

“Battery or Battery pack” means any electrical energy storage device 

consisting of any number of individual battery modules or cells that is used to propel a 
B-2 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

battery electric or hybrid electric vehicle. These terms may also generically refer to 

capacitor and flywheel energy storage devices in the context of hybrid electric vehicles. 

“Battery state-of-charge” means the quantity of electrical energy remaining in 

the battery relative to the maximum rated capacity of the battery expressed in percent. 

“Blended off-vehicle charge capable hybrid electric vehicle” means an offvehicle charge capable hybrid electric vehicle that uses the engine to supplement 

battery/electric motor power during charge depleting operation. 

“Blended operation mode” means an operating mode in which the energy 

storage state-of-charge decreases, on average, while the vehicle is driven and the 

engine is used occasionally to support power requests. 

“Charge-depleting net energy consumption” means the net electrical energy, 

Ecd, measured in watt-hours consumed by vehicle over the charge depleting cycle 

range, Rcdc. Ecd can be expressed as AC or DC watt hours, where appropriate. 

“Charge-depleting (CD) mode” means an operating mode in which the energy 

storage state-of-charge (SOC) may fluctuate but, on average, decreases while the 

vehicle is driven. Hybrid electric vehicles are required to be classified as either chargesustaining or charge-depleting over each driving cycle (i.e. UDDS, HFEDS, US06, or 

SC03). 

“Charge depleting actual range or Rcda” means the distance traveled on the 

Urban Charge Depleting Test Procedure at which the state-of-charge is first equal to the 

average state-of-charge of the two consecutive UDDS used to end the Urban Charge 

Depleting Test Procedure. This range must be reported to the nearest 0.1 miles. (See 

section F.11.9.) 

“Charge depleting actual range, highway or Rcdah” means the distance 

traveled on the Highway Charge Depleting Test Procedure at which the state-of-charge 

is first equal to the average state-of-charge of the HFEDS used to end the Highway 

Charge Depleting Test Procedure. This range must be reported to the nearest 0.1 

miles. 

“Charge depleting cycle range or Rcdc” means the distance traveled on the 

Urban or Highway Charge Depleting Procedure up to the test cycle prior to where the 

state-of-charge is above the lower bound state-of-charge tolerance for one test cycle. 

This range will appear as the sum of a discrete number of test cycle distances. This 

range shall be reported to the nearest 0.1 miles. (See section F.11.8.) 

“Charge-sustaining net energy consumption” means the net electrical 

energy, Ecs, measured in watt-hours consumed by vehicle during charge sustaining 

operation. For charge sustaining operation, this number should be ~ 0. 

“Charge-sustaining (CS) mode” means an operating mode in which the energy 

storage SOC may fluctuate but, on average, is maintained at a certain level while the 

vehicle is driven. Hybrid electric vehicles are required to be classified as either chargesustaining or charge-depleting over each driving cycle (i.e. UDDS, HFEDS, US06, or 

SC03). 

“Consumable fuel” means any solid, liquid, or gaseous matter that releases 

energy when consumed by an auxiliary power unit. 

“Continuous Urban Test Schedule” means a repeated series comprised of an 

Urban Dynamometer Driving Schedules (UDDS), 40 CFR, Part 86, Appendix I, which is 

incorporated herein by reference; each test is followed by a 10 minute key-off soak 
B-3 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

period. 

“Continuous Highway Test Schedule” means a repeated series comprised of 

four consecutive key-on Highway Fuel Economy Driving Schedules (HFEDS) with a 15 

second key-on pause in-between each HFEDS. If this schedule cannot be performed 

continuously, a key-off soak up to 30 minutes is permitted after every fourth HFEDS. 

“Continuous US06 Test Schedule” means a repeated series of US06 driving 

schedules (US06) with a key-on idle period of not less than one minute and not greater 

than two minutes between each US06.

“Conventional rounding method” means to increase the last digit to be retained 

when the following digit is five or greater. Retain the last digit as is when the following 

digit is four or less. 

“East Region pool” means the combination Section 177 states east of the 

Mississippi River. 

“Electric drive system” means an electric motor and associated power 

electronics, which provide acceleration torque to the drive wheels sometime during 

normal vehicle operation. This does not include components that could act as a motor, 

but are configured to act only as a generator or engine starter in a particular vehicle 

application. 

“Electric range fraction” means the fraction of electrical energy derived from 

off-vehicle charging and regenerative braking energy relative to total traction energy 

used over the charge depletion range on a specified drive cycle. 

“Enhanced AT PZEV” means any model year 2009 through 2011 PZEV that 

has an allowance of 1.0 or greater per vehicle without multipliers and makes use of a 

ZEV fuel. Enhanced AT PZEV means Transitional Zero Emission Vehicle. 

“Equivalent all-electric range” means the portion of the total charge depleting 

range attributable to the use of electricity from the battery over the charge depleting 

range test.

“Fuel cell vehicle” or “FCV” means any vehicle that receives propulsion solely 

from an onboard fuel cell power system. 

“Fuel-fired heater” means a fuel burning device that creates heat for the 

purpose of warming the passenger compartment of a vehicle but does not contribute to 

the propulsion of the vehicle. 

“Grid-connected hybrid electric vehicle” means a hybrid electric vehicle that 

has the capacity for the battery to be recharged from an off-board source of electricity 

and has some all-electric range.

“Highway Fuel Economy Driving Schedule” or “HFEDS” means highway fuel 

economy driving schedule. See 40 CFR Part 600 §600.109(b). 

“Hybrid electric vehicle” or “HEV” means any vehicle that can draw propulsion 

energy from both of the following on-vehicle sources of stored energy: 1) a consumable 

fuel and 2) an energy storage device such as a battery, capacitor, or flywheel. 

“Hybrid fuel cell vehicle” or “HFCV” means any vehicle that receives 

propulsion energy from both an onboard fuel cell power system and either a battery or a 

capacitor.

“Neighborhood Electric Vehicle” or “NEV” means a motor vehicle that meets 

the definition of “low-speed vehicle” either in section 385.5 of the Vehicle Code or in 49 

CFR §571.500 (July 1, 2000), and is certified to zero-emission vehicle standards. 
B-4 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

“NIST” means the National Institute of Standards and Technology. 

“Off-vehicle charge capable” means having the capability to charge a battery 

from an off-vehicle electric energy source that cannot be connected or coupled to the 

vehicle in any manner while the vehicle is being driven. A grid-connected hybrid electric 

vehicle is one example of an off-vehicle charge capable hybrid electric vehicle. 

“Placed in service” means having been sold or leased to an end-user and not 

just to a dealer or other distribution chain entity, and having been individually registered 

for on-road use by the California Department of Motor Vehicles. 

“Proportional value” means the ratio of a manufacturer’s California applicable 

sales volume to the manufacturer’s Section 177 state applicable sales volume. In any 

given model year, the same applicable sale volume calculation method must be used to 

calculate proportional value. 

“PZEV” means any vehicle that is delivered for sale in California and that 

qualifies for a partial ZEV allowance of at least 0.2. 

“Range Extended Battery Electric Vehicle” means a vehicle powered 

predominantly by a zero emission energy storage device, able to drive the vehicle for 

more than 75 all-electric miles, and also equipped with a backup APU, which does not 

operate until the energy storage device is fully depleted, and meeting requirements in 

subdivision C.4.5(g),

“Regenerative braking” means the partial recovery of the energy normally 

dissipated into friction braking that is returned as electrical current to an energy storage 

device. 

“SAE J2572” means the “Recommended Practice for Measuring Fuel 

Consumption and Range of Fuel Cell and Hybrid Fuel Cell Vehicles Fuelled by 

Compressed Gaseous Hydrogen,” as published by the Society of Automotive Engineers 

in October, 2008. 

“Section 177 State” means a state that is administering the California ZEV 

requirements pursuant to section 177 of the federal Clean Air Act (42 U.S.C. § 7507). 

“SC03” means the U.S. EPA SC03 driving schedule representing vehicle 

operation with air conditioning, as set forth in Appendix I of 40 CFR Part 86. 

“SOC Net Change Tolerance” means the state-of-charge net change tolerance 

that is applied to the SOC Criterion for charge-sustaining hybrid electric vehicles when 

validating an emission test. See section E.9 and F.10 of these procedures for tolerance 

specifications. 

“SOC Criterion” means the state-of-charge criterion that is applied to a chargesustaining hybrid electric vehicle to validate an emission test. The SOC Criterion 

requires that no net change in battery energy occurs over a given test cycle, i.e. the final 

battery state-of-charge that is recorded at the end of the emission test must be 

equivalent to the initial battery state-of-charge that is set at the beginning of the 

emission test. The SOC Net Change Tolerance shall be applied to the SOC Criterion. 

“Transitional Zero Emission Vehicle” means a PZEV that has an allowance of 

1.0 or greater, and makes use of a ZEV fuel. 

 “Type 0, I, I.5, II, III, IV, and V ZEV” all have the meanings set forth in section 

C.4.4(a). 

 “Type I.5x” means range extended 75 mile to 100 mile all electric range battery 

electric vehicle. 
B-5 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

“Type IIx” means range extended 100 mile or greater all electric range battery 

electric vehicle. 

“US06” means the US06 driving schedule for aggressive driving as set forth in 

Appendix I of 40 CFR Part 86. 

“UDDS” means urban dynamometer driving schedule as set forth Appendix I of 

40 CFR Part 86. 

“West Region pool” means the combination of Section 177 states west of the 

Mississippi River. 

“Zero-emission vehicle” or “ZEV” means any vehicle certified to zero-emission 

standards. 

“Zero-emission Vehicle Miles Traveled” or zero emission VMT” means the 

vehicle miles traveled with zero exhaust emissions of any criteria pollutant (or precursor 

pollutant). 

“ZEV fuel” means a fuel that provides traction energy in on-road ZEVs. 

Examples of current technology ZEV fuels include electricity, hydrogen, and 

compressed air. 

2. Terminology. 

 Abbreviation Units 

Charge Depleting Actual Range (urban cycle) Rcda mi 

Charge Depleting to Charge Sustaining Range Rcdcs mi 

Charge Depleting Net Energy Consumption Ecd wh 

Charge Depleting CO2 Produced Mcd g/mi 

Charge Sustaining CO2 Produced Mcs g/mi 

Highway Charge Depleting Actual Range Rcdah mi 

Highway Charge Depleting Cycle Range Rcdch mi 

Highway Electric Range Fraction ERFh % 

Highway Equivalent All-Electric Range EAERh mi 

Highway Equivalent All-Electric Range Energy 

Consumption 

EAERECh wh/mi 

Urban Charge Depleting Cycle Range Rcdcu mi 

Urban Electric Range Fraction ERFu % 

Urban Equivalent All-Electric Range EAERu mi 

Urban Equivalent All-Electric Range scaled to 40 mi 

limit 

EAERu40 mi 

Urban Equivalent All-Electric Range Energy 

Consumption 

EAERECu wh/mi 
C-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

C. Zero-Emission Vehicle Standards. 

 

1. ZEV Emission Standard. The Executive Officer shall certify new 2009 

and subsequentthrough 2017 model year passenger cars, light-duty trucks and 

medium-duty vehicles as ZEVs if the vehicles produce zero exhaust emissions of any 

criteria pollutant (or precursor pollutant) under any and all possible operational modes 

and conditions. 

2. Percentage ZEV Requirements 

2.1 General Percentage ZEV Requirement. 

(a) Basic Requirement. The minimum percentage ZEV requirement for each 

manufacturer is listed in the table below as the percentage of the PCs and LDT1s, and 

LDT2s to the extent required by sectionsubdivision C.2.2(c), produced by the 

manufacturer and delivered for sale in California that must be ZEVs, subject to the 

conditions in sectionsubdivision C.2.2. The ZEV requirement will be based on the 

annual NMOG production report for the appropriate model year. 

Model Years Minimum ZEV Requirement 

2009 through 2011 11 % 

2012 through 2014 12 % 

2015 through 2017 14 % 

2018 and subsequent 16 % 

(b) Calculating the Number of Vehicles to Which the Percentage ZEV 

Requirement is Applied. For purposes of calculating a manufacturer’s requirement in 

subdivision C.2.1 for model years 2009 through 2017, a manufacturer may use a three 

year average method or same model year method, as described below in sections 1. 

and 2. A manufacturer may switch methods on an annual basis. This production 

averaging is used to determine ZEV requirements specified in subdivision C.2.1(a) only, 

and has no effect on a manufacturer’s size determination, specified in section 1900. 

For example, in applying the ZEV requirement, a PC, LDT1, or LDT2, that is produced 

by one manufacturer (e.g., Manufacturer A), but is marketed in California by another 

manufacturer (e.g., Manufacturer B) under the other manufacturer’s (Manufacturer B) 

nameplate, shall be treated as having been produced by the marketing manufacturer 

(Manufacturer B). 

(1) For the 2009 through 2011 model years, a manufacturer’s production 

volume of PCs and LDT1s, and LDT2s as applicable, produced and delivered for sale in 

California will be based on the three-year average of the manufacturer’s volume of PCs 

and LDT1s, and LDT2s as applicable, produced and delivered for sale in California in 

the 2003 through 2005 model years. As an alternative to the three-year averaging of 

prior year production described above, a manufacturer may elect to base its ZEV 

obligation on the number of PCs and LDT1s, and LDT2s, as applicable, produced by 
C-2 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

the manufacturer and delivered for sale in California that same model year. 

(2) For 2012 and subsequentthrough 2017 model years, a manufacturer’s 

production volume for the given model year will be based on the three-year average of 

the manufacturer’s volume of PCs and LDT1s, and LDT2s, as applicable, produced and 

delivered for sale in California in the prior fourth, fifth and sixth model year (for example, 

2013 model year ZEV requirements will be based on California production volume of 

PCs and LDT1s, and LDT2s as applicable, for the 2007 to 2009 model years, and 2014 

model year ZEV requirements will be based on California production volume of PCs and 

LDTs, for the 2008 to 2010 model years). This production averaging is used to 

determine ZEV requirements only, and has no effect on a manufacturer’s size 

determination. As an alternative to the three-year averaging of prior year production 

described above, a manufacturer may elect to base its ZEV obligation on the number of 

PCs and LDT1s, and LDT2s, as applicable, produced by the manufacturer and 

delivered for sale in California that same model year. For 2012 and subsequent model 

years, a manufacturer may, on an annual basis, select either the three-year average or 

the same model-year calculation method. In applying the ZEV requirement, a PC, 

LDT1, or LDT2 as applicable, that is produced by one manufacturer (e.g., Manufacturer 

A), but is marketed in California by another manufacturer (e.g., Manufacturer B) under 

the other manufacturer’s (Manufacturer B) nameplate, shall be treated as having been 

produced by the marketing manufacturer (Manufacturer B). 

(c) Phase-in of ZEV Requirements for LDT2s. Beginning with the ZEV 

requirements for the 2009 model year, a manufacturer’s LDT2 production shall be 

included in determining the manufacturer’s overall ZEV requirement under 

sectionsubdivision C.2.1(a) in the increasing percentages shown in the table below. 

2009 2010 2011 2012+ 

51% 68% 85% 100% 

 (d) Exclusion of ZEVs in Determining a Manufacturer’s Sales Volume. In 

calculating for purposes of sectionsubdivision C.2.1(b) and (c) the volume of PCs, 

LDT1s and LDT2s that a manufacturer has produced and delivered for sale in 

California, the manufacturer shall exclude the number of ZEVs produced by the 

manufacturer, or by a subsidiary in which that the manufacturer has a greater than 50 

percent ownership interest, and delivered for sale in California. 

2.2 Requirements for Large Volume Manufacturers. 

(a) Primary Requirements for Large Volume Manufacturers through Model 

Year 2011. In the 2009 through 2011 model years, a manufacturer must meet at least 

22.5 percent of its ZEV requirement with ZEVs or ZEV credits generated by such 

vehicles, and at least another 22.5 percent with ZEVs, AT PZEVs, or credits generated 

by such vehicles. The remainder of the manufacturer’s ZEV requirement may be met 

using PZEVs or credits generated by such vehicles. 
C-3 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(b) Alternative Requirements for Large Volume Manufacturers.

(1) Minimum Floor for Production of Type III ZEVs. 

 

(A) [Reserved] 

 

(B) Requirement For the 2009-2011 Model Years. A manufacturer electing 

the alternative compliance requirements during model years 2009 through 2011 must 

produce ZEV credits equal to 0.82 percent of the manufacturer’s average annual 

California sales of PCs and LDT1s, and LDT2s, as applicable, over the three year 

period from model years 2003 through 2005, thoughthrough production, delivery for 

sale, and placement in service of ZEVs, other than NEVs and Type 0 ZEVs, using credit 

ratios for each ZEV Type compared to a Type III prescribed in the table below, or 

submit an equivalent number of credits generated by such vehicles. 

ZEV Types Credit Substitution Ratio 

Type I 2 

Type I.5 1.6 

Type II 1.33 

Type IV 0.8 

Type V 0.57 

(i) Manufacturers may use credits generated by 1997-2003 model-year ZEVs 

that qualify for an extended service multiplier under sectionsubdivision C.6 for a year 

primarily during calendar years 2009-2011, provided that 33 years of such a multiplier 

will equal 4 ZEV credits. 

(C) [Reserved] 

(D) [Reserved] 

 (E) [Reserved]

(F) Exclusion of Additional Credits for Transportation Systems. Any additional 

credits for transportation systems generated in accordance with sectionsubdivision 

C.7.5 shall not be counted towards compliance with this sectionsubdivision 

C.2.2(b)(1)(B). 

(G) Carry-over of Excess Credits. ZEV credits generated from excess 

production in model years 2005 through 2008 may be carried forward and applied to the 

2009 through 2011 minimum floor requirement specified in sectionsubdivision 

C.2.2(b)(1)(B) provided that the value of these carryover credits shall be based on the 

model year in which the credits are used. Beginning with the 2012 model year, these 

credits may no longer be used to meet the ZEV requirement, specified in subdivision 
C-4 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

C.2.2(b)(1)(B); they may be used as Enhanced AT PZEV, AT PZEV, or PZEV credits. 

ZEV credits earned in model year 2009 and subsequent through 2011 would be allowed 

to be carried forward for two years for application to the ZEV requirement. For example, 

ZEV credit earned in the 2010 model year would retain full flexibility through the 2012 

model year. Starting 2013 model year, at which time that credit could only be used as 

Enhanced AT PZEVTZEV, AT PZEV, or PZEV credits, and could not be used to satisfy 

the ZEV credit obligation, which may only be satisfied with credit generated from ZEVs. 

. 

(H) Failure to Meet Requirement for Production of ZEVs. A manufacturer that, 

after electing the alternative requirements in sectionsubdivision C.2.2(b) for any model 

year from 2009 through 2011, fails to meet the requirement in sectionsubdivision 

C.2.2(b)(1)(B) by the end of the 2011 model year, shall be treated as subject to the 

primary requirements in sectionsubdivision C.2.1(a) for the 2009 through 2011 model 

years. 

 (I) Rounding Convention. The number of ZEVs needed for a manufacturer 

under sectionsubdivision C.2.2(b)(1)(B) shall be rounded to the nearest whole number. 

(2) Compliance With Percentage ZEV Requirements. In the 2009 through 

2011 model years, a manufacturer electing the alternative compliance requirements in a 

given model year must meet at least 45 percent of its ZEV requirement for that model 

year with ZEVs, AT PZEVs, or Enhanced AT PZEVsTZEVs, or credits generated from 

such vehicles. ZEV credits generated for compliance with the alternative requirements 

during any given model year will be applied to the 45 percent which may be met with 

ZEVs, AT PZEVs, Enhanced AT PZEVsTZEVs, or credits generated from such vehicles, 

but not PZEVs. The remainder of the manufacturer’s ZEV requirement may be met 

using PZEVs or credits generated from such vehicles. 

(3) Sunset of Alternative Requirements After the 2011 Model Year. The 

alternative requirements in sectionsubdivision C.2.2(b) are not available after the 2011 

model year. 

 (c) Election of the Primary or Alternative Requirements for Large Volume 

Manufacturers. A manufacturer shall be subject to the primary ZEV requirements for 

the 2009 model year unless it notifies the Executive Officer in writing prior to the start of 

the 2009 model year that it is electing to be subject to the alternative compliance 

requirements for that model year. Thereafter, a manufacturer shall be subject to the 

same compliance option as applied in the previous model year unless it notifies the 

Executive Officer in writing prior to the start of a new model year that it is electing to 

switch to the other compliance option for that new model year. However, a 

manufacturer that has previously elected the primary ZEV requirements for one or more 

of the 2009 through 2011 model years may prior to the end of the 2011 model year elect 

the alternative compliance requirements for the 2009 through 2011 model years upon a 
C-5 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

demonstration that it has complied with all of the applicable requirements for that period 

in sectionsubdivision C.2.2(b)(1)(B). 

 

(d) Requirements for Large Volume Manufacturers in Model Years 2012 

through 2017. 

(1) 2012 through 2014 Requirements. On an annual basis, aA manufacturer 

must meet the total ZEV obligation with ZEVs or ZEV credits generated by such 

vehicles, excluding credits generated by NEVs and Type 0 ZEVs, equal to at least 

0.79% of its annual sales, using either production volume determination method 

described in sectionsubdivision C.2.1(b) No more than 50% of the total obligation may 

be met with credits generated from PZEVs, No more than 75% of the total obligation 

may be met with credits generated from AT PZEVs. No more than 93.4% may be met 

with Enhanced AT PZEVs, Type 0 ZEVs, and NEVs, other than limits described in 

sectionsubdivision C.7.6. The entire requirement obligation may be met solely with 

credits generated from ZEVs. 

(2) 2015 through 2017 Requirements. On an annual basis, aA manufacturer 

must meet its ZEV obligation with ZEVs or ZEV credits generated by such vehicles, 

excluding credits generated by NEVs and Type 0 ZEVs, equal to at least 3% of its 

annual sales, using either production volume determination method described in 

sectionsubdivision C.2.1(b). No more than 42.8% of the total obligation may be met 

with credits generated from PZEVs. No more than 57.1% of the total obligation may be 

met with credits generated from AT PZEVs. No more than 78.5% may be met with 

Enhanced AT PZEVs credits generated from TZEVs, Type 0 ZEVs, and NEVs, other 

than limits described in sectionsubdivision C.7.6. The entire requirement obligation may 

be met solely with credits generated from ZEVs. 

(3) The following table enumerates a manufacturer’s annual percentage 

obligation for the 2012 though 2017 model years if the manufacturer produces the 

minimum number of credits required to meet its ZEV obligation and the maximum 

percentage for the Enhanced AT PZEV, AT PZEV, and PZEV categories.

Years 

Total ZEV 

Percent 

Requirement 

Minimum 

ZEV floor 

Enhanced 

AT PZEVs 

TZEVs, 

Type 0s,or 

NEVs 

AT PZEVs PZEVs 

2012 – 2014 12 0..79 2.21 3.0 6.0 

2015 – 2017 14 3.0 3.0 2.0 6.0 

(4) Use of Additional Credits for Transportation Systems. Any additional 

credits for transportation systems generated from ZEVs in accordance with 

sectionsubdivision C.7.5 may be used to meet up to one tenth of the portion of the ZEV 

obligation which must be met with ZEVs, specified in sectionsubdivision C.2.2(d)(1).
C-6 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(e) [Reserved] Requirements for Large Volume Manufacturers in Model Year 

2018 and Subsequent. In the 2018 and subsequent model years, a manufacturer must 

meet a ZEV total percent requirement of 16 percent. The maximum portion of a 

manufacturer’s percentage ZEV requirement that may be satisfied by PZEVs that are 

not Enhanced AT PZEVs or AT PZEVs, or credits generated by such vehicles, is limited 

to 6 percent of the manufacturer’s applicable California PC, LDT1, and LDT2 production 

volume; Enhanced AT PZEVs and AT PZEVs or credits generated by such vehicles 

may be used either alone or in combination, to meet up to one-half of the 

manufacturer’s remaining ZEV requirement. 

2.3 Requirements for Intermediate Volume Manufacturers. In For 2009 

and through 2017subsequent model years, an intermediate volume manufacturer may 

meet its ZEV requirement with up to 100 percent PZEVs or credits generated by such 

vehicles. For 2015 through 2017 model years, the overall credit percentage 

requirement for an intermediate volume manufacturer will be 12% instead of 14%. 

2.4 Requirements for Small Volume Manufacturers and Independent Low 

Volume Manufacturers. A small volume manufacturer or an independent low volume 

manufacturer is not required to meet the percentage ZEV requirements. However, a 

small volume manufacturer or an independent low volume manufacturer may earn and 

market credits for the ZEVs, TZEVs, AT PZEVs, or PZEVs it produces and delivers for 

sale in California. 

2.5 [Reserved] Counting ZEVs and PZEVs in Fleet Average NMOG 

Calculations. For purposes of calculating a manufacturer’s fleet average NMOG value 

and NMOG credits under sections 1961(b) and (c), title 13, CCR, a vehicle certified as a 

ZEV is counted as one ZEV, and a PZEV is counted as one SULEV certified to the 

150,000 mile standards, regardless of any ZEV or PZEV multipliers. 

2.6 [Reserved]

2.7 Changes in Small Volume, Independent Low Volume, and 

Intermediate Volume Manufacturer Status. 

(a) Increases in California Production Volume. In 2009 and subsequent through 

2017 model years, if a small volume manufacturer’s average California production 

volume exceeds 4,500 units of new PCs, LDTs, and MDVs based on the average 

number of vehicles produced and delivered for sale for the three previous consecutive 

model years, or if an independent low volume manufacturer’s average California 

production volume exceeds 10,000 units of new PCs, LDTs, and MDVs based on the 

average number of vehicles produced and delivered for sale for the three previous 

consecutive model years, the manufacturer shall no longer be treated as a small 

volume, or independent low volume manufacturer, as applicable, and shall comply with 

the ZEV requirements for intermediate volume manufacturers, as applicable, beginning 

with the sixth model year after the last of the three consecutive model years. 
C-7 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

If an intermediate volume manufacturer’s average California production volume 

exceeds 60,000 units of new PCs, LDTs, and MDVs based on the average number of 

vehicles produced and delivered for sale for the three previous consecutive model years 

(i.e., total production volume exceeds 180,000 vehicles in a three year period), the 

manufacturer shall no longer be treated as an intermediate volume manufacturer and 

shall, beginning with the sixth model year after the last of the three consecutive model 

years, or in model year 2018 (whichever occurs first), comply with all ZEV requirements 

for large volume manufacturers 

Requirements will begin in the sixth model year, or in model year 2018 

(whichever occurs first) when a manufacturer ceases to be an intermediate volume 

manufacturer in 2003 or subsequent years due to the aggregation requirements in 

majority ownership situation. 

 (b) Decreases in California Production Volume. If a manufacturer’s average 

California production volume falls below 4,500, 10,000 or 60,000 units of new PCs, 

LDTs, and MDVs, as applicable, based on the average number of vehicles produced 

and delivered for sale for the three previous consecutive model years, the manufacturer 

shall be treated as a small volume, independent low volume, or intermediate volume 

manufacturer, as applicable, and shall be subject to the requirements for a small 

volume, independent low volume, or intermediate volume manufacturer beginning with 

the next model year. 

(c) Calculating California Production Volume in Change of Ownership Situations.

Where a manufacturer experiences a change in ownership in a particular model year, 

the change will affect application of the aggregation requirements on the manufacturer 

starting with the next model year. When a manufacturer is simultaneously producing 

two model years of vehicles at the time of a change of ownership, the basis of 

determining next model year must be the earlier model year. The manufacturer’s small, 

independent low, or intermediate volume manufacturer status for the next model year 

shall be based on the average California production volume in the three previous 

consecutive model years of those manufacturers whose production volumes must be 

aggregated for that next model year. For example, where a change of ownership during 

the 2010 calendar year occurs and the manufacturer is producing both 2010 and 2011 

model year vehicles results in a requirement that the production volume of Manufacturer 

A be aggregated with the production volume of Manufacturer B, Manufacturer A’s status 

for the 2011 model year will be based on the production volumes of Manufacturers A 

and B in the 2008-2010 model years. Where the production volume of Manufacturer A 

must be aggregated with the production volumes of Manufacturers B and C for the 2010 

model year, and during that model year a change in ownership eliminates the 

requirement that Manufacturer B’s production volume be aggregated with Manufacturer 

A’s, Manufacturer A’s status for the 2011 model year will be based on the production 

volumes of Manufacturers A and C in the 2008-2010 model years. In either case, the 

lead time provisions in sectionsubdivisions C2.7(a) and (b) will apply. 
C-8 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

3. Partial ZEV Allowance Vehicles (PZEVs).

3.1 Introduction. This sectionsubdivisions C.3 sets forth the criteria for 

identifying vehicles delivered for sale in California as PZEVs. A PZEV is a vehicle that 

cannot be certified as a ZEV but qualifies for a PZEV allowance of at least 0.2. 

3.2 Baseline PZEV Allowance. In order for a vehicle to be eligible to receive 

a PZEV allowance, the manufacturer must demonstrate compliance with all of the 

following requirements. A qualifying vehicle will receive a baseline PZEV allowance of 

0.2. 

(a) SULEV Standards. For 2009 through 2013 model years, Ccertify the 

vehicle to the 150,000-mile SULEV exhaust emission standards for PCs and LDTs in 

sectionsubdivision 1961(a)(1), title 13, CCR. Bi-fuel, fuel-flexible and dual-fuel vehicles 

must certify to the applicable 150,000-mile SULEV exhaust emission standards when 

operating on both fuels. For 2014 through 2017 model years, certify the vehicle to the 

150,000-mile SULEV 20 or 30 exhaust emission standards for PCs and LDTs in 

subdivision 1961.2(a)(1). Bi-fuel, fuel flexible and dual-fuel vehicles must certify to the 

applicable 150,000-mile SULEV 20 or 30 exhaust emission standards when operating 

on both fuels; 

(b) Evaporative Emissions. For 2009 through 2014 model years, Ccertify the 

vehicle to the evaporative emission standards in sectionsubdivision 1976(b)(1)(E), title 

13, CCR (zero-fuel evaporative emissions standards). For 2014 through 2017 model 

years, certify the vehicle to the evaporative emission standards in subdivision 

1976(b)(1)(G) or subdivision 1976(b)(1)(E); 

(c) OBD. Certify that the vehicle will meet the applicable on-board diagnostic 

requirements in sections 1968.1 or 1968.2, title 13, CCR, as applicable, for 150,000 

miles; and 

(d) Extended Warranty. Extend the performance and defects warranty period 

set forth in sectionssubdivisions 2037(b)(2) and 2038(b)(2) to 15 years or 150,000 

miles, whichever occurs first, except that the time period is to be 10 years for a zero 

emission energy storage device used for traction power (such as a battery, 

ultracapacitor, or other electric storage device). 

 

3.3 Zero-Emission VMT PZEV Allowance.

(a) Calculation of Zero Emission VMT Allowance. A vehicle that meets the 

requirements of sectionsubdivision C.3.2 and has zero-emission vehicle miles traveled 

(“VMT”) capability will generate an additional zero emission VMT PZEV allowance, 

calculated as follows: 

 
C-9 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Range Zero-emission VMT Allowance 

EAERu < 10 miles 0.0 

EAERu ≥10 miles to 40 miles 

and 

Rcda = 10 miles to 40 miles 

EAERu x (1 – UFRcda)/11.028 

Rcda EAERu > 40 miles 

EAERu40/ 29.63 

(EAERu40) x [1 – 

(UF40*Rcda/EAERu)]/ 

11.028 

Where, 

UF40= utility factor at 40 miles 

EAERu40= 40 miles 

A vehicle cannot generate more than 1.39 zero-emission VMT PZEV 

allowance. 

The urban equivalent all-electric range (EAERu) and urban charge depleting depletion 

actual range actual (urban cycle) (Rcda) shall be determined in accordance with section 

F.12G.5.4 and F.5.5G.11.9, respectively, of these test procedures. The utility Factor 

(UF) based on the charge depleting actual range (urban cycle) (Rcda) shall be 

determined according to Section 4.5.2 Equation 6 and the “Fleet UF” Utility Factor 

Equation Coefficients in Section 4.5.2, Table 3 of SAE J2841 March 2009. 

(b) Alternative Procedures. As an alternative to determining the zeroemission VMT allowance in accordance with the preceding section C.3.3(a), a 

manufacturer may submit for Executive Officer approval an alternative procedure for 

determining the zero-emission VMT potential of the vehicle as a percent of total VMT, 

along with an engineering evaluation that adequately substantiates the zero-emission 

VMT determination. For example, an alternative procedure may provide that a vehicle 

with zero-emissions of one regulated pollutant (e.g., NOx) and not another (e.g., 

NMOG) will qualify for a zero-emission VMT allowance of 1.5. 

(c) [RESERVED].

 

3.4 PZEV Allowance for Advanced ZEV Componentry. A vehicle that 

meets the requirements of sectionsubdivision C.3.2 may qualify for an advanced 

componentry PZEV allowance as provided in this section 3.4. 

(a) Use of High Pressure Gaseous Fuel or Hydrogen Storage System. A 

vehicle equipped with a high pressure gaseous fuel storage system capable of refueling 

at 3600 pounds per square inch or more and operating exclusively on this gaseous fuel 

shall qualify for an advanced componentry PZEV allowance of 0.2. A vehicle capable of 
C-10 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

operating exclusively on hydrogen stored in a high pressure system capable of refueling 

at 5000 pounds per square inch or more, stored in nongaseous form, or at cryogenic 

temperatures, shall instead qualify for an advanced componentry PZEV allowance of 

0.3. 

 (b) Use of a Qualifying HEV Electric Drive System

(1) Classification of HEVs. HEVs qualifying for additional advanced 

componentry PZEV allowance or allowances that may be used in the AT PZEV category 

are classified in one of fivefour types of HEVs based on the criteria in the following 

table. 

Characteristics Type C Type D Type E Type F Type G 

Electric Drive 

System Peak 

Power Output 

≥ 10 kW ≥ 10 kW ≥ 50 kW 

Zero Emission 

VMT 

allowance; ≥

10 mile 

all-electric 

range (UDDS 

drive 

cycle)range 

Zero-Emission 

VMT allowance; 

≥ 10 mile 

all-electric range 

(US06 drive 

cycle) range 

Traction Drive 

System Voltage < 60 Volts ≥ 60 Volts 

≥ 60 

volts ≥ 60 volts ≥ 60 volts 

Traction Drive 

Boost Yes Yes Yes Yes Yes 

Regenerative 

Braking Yes Yes Yes Yes Yes 

Idle Start/Stop Yes Yes Yes Yes Yes 

(2) [Reserved]. 

(3) [Reserved]. 

(4) [Reserved].Type C HEVs. A PZEV that the manufacturer demonstrates to 

the reasonable satisfaction of the Executive Officer meets all of the criteria for a Type C 

HEV, and that is equipped with an advanced traction energy storage system – such as 

lithium ion batteries, nickel metal-hydride batteries, ultracapacitors, or other similar 

systems – with a design lifetime of at least 10 years, qualifies for an additional 

advanced componentry allowance of 0.2 in the 2009 through 2011 model years, 0.15 in 

the 2012 through 2014 model years, and 0.1 in the 2015 and subsequent model years. 
C-11 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

 (5) Type D HEVs. A PZEV that the manufacturer demonstrates to the 

reasonable satisfaction of the Executive Officer meets all of the criteria for a Type D 

HEV qualifies for an additional advanced componentry allowance of 0.4 in the 2009 

through 2011 model years, 0.35 in the 2012 through 2014 model years, and 0.25 in the 

2015 and subsequent model yearsthrough 2017 model years. 

(6) Type E HEVs. A PZEV that the manufacturer demonstrates to the 

reasonable satisfaction of the Executive Officer meets all of the criteria for a Type E 

HEV qualifies for an additional advanced componentry allowance of 0.5 in the 2009 

through 2011 model years, 0.45 in the 2012 through 2014 model years, and 0.35 in the 

2015 and subsequent model yearsthrough 2017 model years. 

(7) Type F HEVs. A PZEV that the manufacturer demonstrates to the 

reasonable satisfaction of the Executive Officer meets all of the criteria for a Type F 

HEV, including achieving 10 miles or more of all-electric UDDS range, qualifies for an 

additional advanced componentry allowance of 0.72 in the 2009 through 2011 model 

years, 0.67 in the 2012 through 2014 model years, and 0.57 in the 2015 and 

subsequent model yearsthrough 2017 model years. 

(8) Type G HEVs. A PZEV that the manufacturer demonstrates to the 

reasonable satisfaction of the Executive Officer meets all of the criteria for a Type G 

HEV, including achieving 10 miles or more of all-electric US06 range, qualifies for an 

additional advanced componentry allowance of 0.95 in the 2009 through 2011 model 

years, 0.89 in the 2012 through 2014 model years, and 0.78 in the 2015 and 

subsequent model yearsthrough 2017 model years. 

(9) Severability. In the event that all or part of sectionsubdivision C.3.4(b)(1)-

(8) is found invalid, the remainder of these standards and test procedures, including the 

remainder of section C.3.4(b)(1)-(8), remains in full force and effect. 

3.5 PZEV Allowance for Low Fuel-Cycle Emissions. A vehicle that makes 

exclusive use of fuel(s) with very low fuel-cycle emissions shall receive a PZEV 

allowance of 0.3. In order to receive the PZEV low fuel-cycle emissions allowance, a 

manufacturer must demonstrate to the Executive Officer, using peer-reviewed studies or 

other relevant information, that NMOG emissions associated with the fuel(s) used by the 

vehicle (on a grams/mile basis) are lower than or equal to 0.01 grams/mile. Fuel-cycle 

emissions must be calculated based on near-term production methods and 

infrastructure assumptions, and the uncertainty in the results must be quantified. 

3.6 Calculation of PZEV Allowance.

(a) Calculation of Combined PZEV Allowance for a Vehicle. The combined 

PZEV allowance for a qualifying vehicle in a particular model year is the sum of the 

PZEV allowances listed in this sectionsubdivision C.3.6, multiplied by any PZEV 

introduction phase-in multiplier listed in sectionsubdivision C.3.7, subject to the cap in 

sectionsubdivision C.3.6(b). 
C-12 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(1) Baseline PZEV Allowance. The baseline PZEV allowance of 0.2 for 

vehicles meeting the criteria in sectionsubdivision C.3.2; 

(2) Zero Emission VMT PZEV Allowance. The zero-emission VMT PZEV 

allowance, if any, determined in accordance with sectionsubdivision C.3.3.; 

(3) Advanced ZEV Componentry PZEV Allowance. The advanced ZEV 

componentry PZEV allowance, if any, determined in accordance with sectionsubdivision 

C.3.4; and 

(4) Fuel-cycle Emissions PZEV Allowance. The fuel-cycle emissions PZEV 

allowance, if any, determined in accordance with sectionsubdivision C.3.5. 

(b) Caps on the Value of an AT PZEV Allowance. 

(1) Cap for 2009 and Subsequentthrough 2017 Model-Year Vehicles. The 

maximum value an AT PZEV may earn before phase-in multipliers, including the 

baseline PZEV allowance, is 3.0. 

(2) [Reserved].

3.7 PZEV Multipliers 

(a) [Reserved]. 

(b) Introduction Phase-In Multiplier for PZEVs That Earn a Zero Emission 

VMT Allowance. Each 2009 through 2011 model year PZEV that earns a zeroemission VMT allowance under section C.3.3 and is sold to a California motorist or is 

leased for three or more years to a California motorist who is given the option to 

purchase or re-lease the vehicle for two years or more at the end of the first lease term, 

qualifies for a phase-in multiplier of 1.25. This subdivision C.3.7(b) multiplier will no 

longer be available after model year 2011. 

4. Qualification for ZEV Multipliers and Credits. 

4.1 [Reserved]. 

4.2 [Reserved]. 

4.3 [Reserved]. 

4.4 ZEV Credits for 2009 through 2017and Subsequent Model Years 

ZEVs. 

(a) ZEV Tiers for Credit Calculations. ZEV cCredits from a particular ZEV are 
C-13 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

based on the assignment of a given ZEV into one of the following eight ZEV tiers: 

ZEV Tier UDDS ZEV 

Range (miles) 

Fast Refueling Capability 

NEV No minimum N/A 

Type 0 < 50 N/A 

Type I ≥ 50, <75 N/A 

Type I.5 ≥ 75, <100 N/A 

Type II ≥ 100 N/A 

Type III 

≥ 100 

Must be capable of replacing 

95 miles (UDDS ZEV range) 

in ≤ 10 minutes per section 

C.4.4(b) 

≥ 200 N/A 

Type IV ≥ 200 

Must be capable of replacing 

190 miles (UDDS ZEV 

range) in ≤ 15 minutes per 

section C.4.4(b) 

Type V ≥ 300 

Must be capable of replacing 

285 miles (UDDS ZEV 

range) in ≤ 15 minutes per 

section C.4.4(b) 

Type I.5x and Type IIx vehicles are defined in subdivision C.4.5(g) and 

C.9.10. 

(b) Fast Refueling. The “fast refueling capability” requirement for a 2009 and 

subsequentthrough 2017 model year Type III, IV, or V ZEV in sectionsubdivision 

C.4.4.(a) will be considered met if the Type III ZEV has the capability to accumulate at 

least 95 miles of UDDS range in 10 minutes or less and the Type IV or V ZEV has the 

capability to accumulate at least 190 or 285 miles, respectively, in 15 minutes or less. 

For ZEVs that utilize more than one ZEV fuel, such as plug-in fuel cell vehicles, the 

Executive Officer may choose to waive these sectionsubdivision C.4.4.(b) fast fueling 

requirements and base the amount of credit earned on UDDS ZEV range, as specified 

in sectionsubdivision C.4.4.(a). 

(c) ZEV Credits for 2009 and Subsequent through 2017 Model-Year ZEVs. A 

2009 and subsequentthrough 2017 model-year ZEV, other than a NEV or Type 0, earns 

1 ZEV credit when it is produced and delivered for sale in California. A 2009 and 

subsequentthrough 2017 model-year ZEV earns additional credits based on the earliest 

year in which the ZEV is placed in service (not earlier than the ZEV’s model year). The 

vehicle must be delivered for sale and placed in service in a Section 177 state or in 

California in order to earn the total credit amount. The total credit amount will be earned 

in the state (i.e. California or a Section 177 state) in which the vehicle was delivered for 
C-14 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

sale. The following table identifies the total credits that a ZEV in each of the eight ZEV 

tiers will earn, including the credit not contingent on placement in service, if it is placed 

in service in the specified calendar year or by June 30 after the end of the specified 

calendar year. A vehicle is not eligible to receive credits if it is placed in service after 

December 31, five calendar years after the model year. For example, if a vehicle is 

produced in 2012, but does not get placed until January 1, 2018, the vehicle would no 

longer be eligible for ZEV credits. 

Total Credit Earned by ZEV Type and Model Year for 

Production and Delivery for Sale and for Placement 

Tier Calendar Year in Which ZEV is Placed in Service 

2009-20171 2012 - 20172018+

NEV 0.30 0.30 

Type 0 1 1 

Type I 2 2 

Type I.5 2.5 2.5 

Type I.5x n/a 2.5 

Type II 3 3 

Type IIx n/a 3 

Type III 4 34 

Type IV 5 35 

Type V 7 32012-2014: 7 

2015-2017: 9 

 (d) Multiplier for Certain ZEVs. 2009 through 2011 model-year ZEVs, 

excluding NEVs or Type 0 ZEVs, shall qualify for a multiplier of 1.25 if it is either sold to 

a motorist or is leased for three or more years to a motorist who is given the option to 

purchase or re-lease the vehicle for two years or more at the end of the first lease term. 

This subdivision C.4.4(d) multiplier will no longer be available after model year 2011.

 (e) Counting Specified ZEVs Placed in a Section 177 State and in California. 

(1) Provisions for 2009 Model Year. 
C-15 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

 (A) Large volume manufacturers and intermediate volume manufacturers with 

credits earned from ZEVs, excluding NEVs and Type 0 ZEVs, that are either certified to 

the California ZEV standards or approved as part of an advanced technology 

demonstration program and are placed in service in a section 177 state, may be 

counted towards compliance with the California percentage ZEV requirements in 

sectionsubdivision C.2, including the requirements in sectionsubdivision C.2.2(b), as if 

they were delivered for sale and placed in service in California. 

 

(B) Large volume manufacturers and intermediate volume manufacturers with 

credits earned from ZEVs, excluding NEVs and Type 0 ZEVs that are certified to the 

California ZEV standards or approved as part of an advanced technology demonstration 

program and are placed in service in California may be counted towards compliance 

with the percentage ZEV requirements of anyall section 177 state, including 

requirements based on sectionsubdivision C.2.2(B). 

(2) Provisions for 2010 and Subsequent Model Years. Large volume 

manufacturers and intermediate volume manufacturers with credits earned from 

Specified model year ZEVs, including Type I.5xs and Type IIxs, and excluding NEVs 

and Type 0 ZEVs, that are either certified to the California ZEV standards applicable for 

the ZEV’s model year or approved as part of an advanced technology demonstration 

program and are placed in service in California or in a section 177 state may be counted 

towards compliance in California and in all section 177 states, with the percentage ZEV 

requirements in sectionsubdivision C.2, provided that the credits are multiplied by the 

ratio of an LVM’smanufacturer’s applicable production volume for a model year, as 

specified in sectionsubdivision C.2.1(b) in the state receiving credit to the 

LVM’smanufacturer’s applicable production volume (hereafter, “proportional value”), as 

specified in sectionsubdivision C.2.1(b) for the same model year in California. Credits 

generated in a section 177 state will be earned at the proportional value in the section 

177 state, and earned in California at the full value specified in sectionsubdivision 

C.4.5(d) However, credits generated by 2010 and 2011 model-year vehicles produced, 

delivered for sale, and placed in service, or as part of an advanced technology 

demonstration program in California to meet any section 177 state’s requirements that 

implement sectionsubdivision C.2.2(b) requirements are exempt from proportional 

value, with the maximum number of credits allowed to be counted towards compliance 

in a section 177 state being limited to the number of credits needed to satisfy a 

manufacturer’s section 177 state’s requirements to implement sectionsubdivision 

C.2.2(b)(1)(B). The table below specifies the qualifying model years for each ZEV type 

that may be counted towards compliance in all section 177 states. 

 

Vehicle Type Model Years: 

Type I, I.5, or II ZEV 2009 – 20142017 

Type III, IV, or V ZEV 2009 – 2017 

Type I.5x or Type IIx 2012 – 2017 

 (3) Optional Section 177 State Compliance Path. Large volume 
C-16 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

manufacturers and intermediate volume manufacturers that choose to elect the optional 

section 177 state compliance path must notify the Executive Officer and each section 

177 state in writing no later than September 1, 2014. 

(A) Additional 2016 and 2017 Model Year ZEV Requirements. Large volume 

manufacturers and intermediate volume manufacturers that elect the optional section 

177 state compliance path must generate additional 2012 through 2017 model year 

ZEV credits, including no more than 50% Type 1.5x and Type IIx vehicle credits and 

excluding all NEV and Type 0 ZEV credits, in each section 177 state equal to the 

following percentages of their sales volume determined under subdivision 

C.4.5(e)(3)(A)1.: 

Model 

Years 

Additional Section 177 

State ZEV Requirements 

2016 0.75% 

2017 1.50% 

Subdivision C.4.5(e)(2) shall not apply to any ZEV credits used to meet a 

manufacturer’s additional 2016 and 2017 model year ZEV requirements under this 

subdivision C.4.5(e)(3)(A). ZEVs produced to meet a manufacturer’s additional 2016 

and 2017 model year ZEV requirements under this subdivision C.4.5(e)(3)(A) must be 

placed in service in the section 177 states no later than June 30, 2018. 

1. Trading and Transferring ZEV Credits within the West 

Region Pool and East Region Pool. Manufacturers may trade or 

transfer specified model year ZEV credits used to meet the same 

model year requirements in subdivision C.4.5(e)(3)(C), within the 

West Region pool, and will incur no premium on their credit values. 

 For example, for a manufacturer to make up a 2016 model year 

shortfall of 100 credits in State X, the manufacturer may transfer 

100 (2016 model year) ZEV credits, from State Y, within the West 

Region pool. Manufacturers may trade or transfer specified model 

year ZEV credits, used to meet the same model year requirements 

in subdivision C.4.5(e)(3)(C), within the East Region pool, and will 

incur no premium on their credit values. For example, for a 

manufacturer to make up a 2016 model year shortfall of 100 credits 

in State W, the manufacturer may transfer 100 (2016 model year) 

ZEV credits from State Z, within the East Region pool. 

2. Trading and Transferring ZEV Credits between the West 

Region Pool and East Region Pool. Manufacturers may trade or 

transfer specific model year ZEV credits used to meet the same 

model year requirements in subdivision C.4.5(e)(3)(C) between the 

West Region pool and the East Region pool; however, any credits 

traded or transferred will incur a premium of 30% of their value. For 

example, in order for a manufacturer to make up a 2016 model year 
C-17 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

shortfall of 100 credits in the West Region Pool, the manufacturer 

may transfer 130 (2016 model year) ZEV credits from the East 

Region Pool. No credits may be traded or transferred to the East 

Region pool or West Region pool from a manufacturer’s California 

ZEV bank, or from the East Region pool or West Region pool to a 

manufacturer’s California ZEV bank. 

 (B) Reduced TZEV Percentages. Large volume manufacturers and 

intermediate volume manufacturers that elect the optional section 177 state compliance 

path and that fully comply with the additional 2016 and 2017 model year ZEV 

requirements in this subdivision C.4.5(e)(3)(A). are allowed to meet TZEV percentages 

reduced from the allowed TZEV percentages in subdivision C.2.2(d)(2) and (3) in 2015 

through 2017 model year in each section 177 state as enumerated below: 

Model Year 2015 2016 2017 

Existing TZEV Percentage 3.00% 3.00% 3.00% 

Section 177 State Adjustment for Optional 

Compliance Path for TZEVs 75.00% 80.00% 85.00% 

New Section 177 State Optional 

Compliance Path TZEV Percentage 2.25% 2.40% 2.55% 

Manufacturers may meet the reduced TZEV percentages above with credits from ZEVs 

or credits from TZEVs. These reduced TZEV percentages also reduce the total ZEV 

percent requirement, as illustrated in subdivision C.4.5(e)(3)(C). 

1. Trading and Transferring TZEV Credits within the West 

Region Pool and East Region Pool. Manufacturers may trade or 

transfer specified TZEV credits to meet the same model year 

subdivision C.4.5(e)(3)(C) percentages within the West Region 

pool, and will incur no premium on their credit values. For example, 

for a manufacturer to make up a 2016 shortfall of 100 credits in 

State X, the manufacturer may transfer 100 (2016 model year) 

TZEV credits from State Y, within the West Region pool. 

Manufacturers may trade or transfer TZEV credits to meet the 

same model year subdivision C.4.5(e)(3)(C) within the East Region 

pool, and will incur no premium on their credit values. For example, 

for a manufacturer to make up a 2016 model year shortfall of 100 

credits in State W, the manufacturer may transfer 100 (2016 model 

year) TZEV credits from State Z, within the East Region pool. 

2. Trading and Transferring TZEV Credit between the West 

Region Pool and East Region Pool. Manufacturers may trade or 

transfer specified TZEV credits used to meet the same model year 

percentages in subdivision C.4.5(e)(3)(C) between the West 
C-18 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Region pool and the East Region pool; however, any credits 

transferred will incur a premium of 30% of their value. For 

example, in order for a manufacturer to make up a 2016 model year 

shortfall of 100 credits in the West Region Pool, the manufacturer 

may transfer 130 (2016 model year) TZEV credits from the East 

Region Pool. No credits may be traded or transferred to the East 

Region pool or West Region pool from a manufacturer’s California 

ZEV bank, or from the East Region pool or West Region pool to a 

manufacturer’s California ZEV bank. 

(C) Total Requirement Percentages. Requirements for the minimum ZEV 

floor, and allowed percentages for AT PZEVs and PZEVs in subdivision C.2 remain in 

effect for large and intermediate volume manufacturers choosing the optional section 

177 state compliance path in each section 177 state. However, the optional section 177 

compliance path requires manufacturers to meet additional ZEV requirements and 

allows manufacturers to meet reduced TZEV percentages as described above in 

subdivision C.4.5(e)(3)(A) and (B). The table below enumerates the total annual 

percentage obligation in each section 177 state for the 2015 through 2017 model years 

if the manufacturer elects the optional section 177 state compliance path and produces 

the minimum number of credits required to meet its minimum ZEV floor and the 

maximum percentage allowed to be met with credits from TZEVs, AT PZEVs and 

PZEVs.

Years Total ZEV 

Percent 

Requirement 

for Optional 

Compliance 

Path 

Minimum 

ZEV Floor 

for Optional 

Compliance 

Path 

TZEVs for 

Optional 

Compliance 

Path 

AT PZEVs 

(no change) 

PZEVs 

(no change) 

2015 13.25% 3.00% 2.25% 2.00% 6.00% 

2016 14.15% 3.75% 2.40% 2.00% 6.00% 

2017 15.05% 4.50% 2.55% 2.00% 6.00% 

d. Reporting Requirements. On an annual basis, by May 1st of the 

calendar year following the close of a model year, each manufacturer that elects the 

optional section 177 state compliance path shall submit, in writing, to the Executive 

Officer and each section 177 state a report, including an itemized list, that demonstrates 

the manufacturer has met the requirements of this subdivision C.4.5(e)(3)(C) in each 

section 177 state as well as in the East Region pool and in the West Region pool. The 

itemized list shall include the following: 

i. The manufacturer’s total applicable volume of PCs and LDTs 

delivered for sale in each section 177 state within the pool, as 

determined under subdivision C.2.1(b). 
C-19 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

ii. Make, model, vehicle identification number, credit earned, 

and section 177 state where delivery for sale and placement in 

service for ZEV occurred to meet the manufacturer’s additional ZEV 

obligation under subdivision C.4.5(e)(3)(A) 

iii. Make, model, vehicle identification number, credit earned, 

and section 177 state where delivery for sale of each TZEV 

occurred and section 177 state where delivery for sale and 

placement in service of each ZEV occurred to meet manufacturer’s 

requirements under subdivision C.4.5(e)(3)(C) 

e. Failure to Meet Optional Section 177 State Compliance Path 

Requirements. A manufacturer that elects the optional section 177 state compliance 

path and does not meet the requirements in subdivision C.4.5(e)(3)(A) by June 30, 2018 

in all section 177 states within an applicable pool shall be treated as subject to the total 

ZEV percentage requirements in section C.2 for the 2015 through 2017 model years in 

each section 177 state and the pooling provisions in subdivision C.4.5(e)(3)(A) shall not 

apply. Any transfers of ZEV credits between section 177 states will be null and void, and 

ZEV credits will return to the section 177 state in which the credits were earned. A 

manufacturer that elects the optional section 177 state compliance path and does not 

meet the percentages in subdivision C.4.5(e)(3)(B) in a model year or make up their 

deficit within the specified time and with the specified credits allowed by subdivision 

C.7.7(a) in all section 177 states within an applicable pool shall be treated as subject to 

the ZEV percentage requirements in section C.2 for the 2015 through 2017 model years 

and the pooling provisions in subdivision C.4.5(e)(3)(B) shall not apply. Any transfers of 

TZEV credits between section 177 states will be null and void if a manufacturer fails to 

comply, and TZEV credits will return to the section 177 state in which the credits were 

earned. Penalties shall be calculated separately by each section 177 state where a 

manufacturer fails to make up the ZEV deficits by the end of the 2018 model year. 

 f. The provisions in section C shall apply to a manufacturer electing the 

optional section 177 state compliance path, except as specifically modified by this 

subdivision C.4.5(e)(3). 

 (f) NEV Test Procedures. Beginning in 2010 model year, to be eligible for the 

credit amount in sectionsubdivision C.4.4.(c), NEVs must meet the following 

specifications and requirements in this sectionsubdivision C.4.4(f):

(1) Specifications. A 2010 through 2017and subsequent model-year NEV, 

earns credit when it meets all the following specifications: 

(A) Acceleration. The vehicle has a 0-20 mph acceleration of 6.0 seconds or 

less when operating with a payload of 332 pounds and starting with the battery at a 50% 

state of charge. 

(B) Top Speed. The vehicle has a minimum top speed of 20 mph when 
C-20 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

operating with a payload of 332 pounds and starting with the battery at a 50% state of 

charge. The vehicle’s top speed shall not exceed 25 mph when tested in accordance 

with 49 CFR 571.500 (68 FR 43972, July 25, 2003). 

(C) Constant Speed Range. The vehicle has a minimum 25 mile range when 

operating at constant top speed with a payload of 332 pounds and starting with the 

battery at 100% state of charge. 

(2) Battery Requirement. A qualifying NEV must be equipped with sealed, 

maintenance-free batteries. 

(3) Warranty Requirement. A 2010 through 2017and subsequent model year 

NEV drive train, including battery packs, must be covered for a period of at least 24 

months. At least The first 6 months of the first 12 months of the NEV warranty period 

must be covered by a full warranty; the remainder of the first 12 months and all of the 

second 12 months of the remaining warranty period may be optional extended 

warranties (available for purchase) and may be prorated. If the extended warranty is 

prorated, the percentage of the battery pack's original value to be covered or refunded 

must be at least as high as the percentage of the prorated coverage period still 

remaining. For the purpose of this computation, the age of the battery pack must be 

expressed in intervals no larger than three months. Alternatively, a manufacturer may 

cover 50 percent of the original value of the battery pack for the full period of the 

extended warranty. 

(4) Prior to allowance approval, the Executive Officer may request that the 

manufacturer provide copies of representative vehicle and battery warranties. 

 (5) NEV Charging Requirements. Model year 2014 through 2017 NEVs must 

meet charging connection standard portion of the requirements specified in subdivision 

1962.3(c)(2). 

 (g) Type I.5x and Type IIx Vehicles. Beginning in 2012 model year, to be 

eligible for the credit amount in subdivision C.4.4(c), Type I.5x and Type IIx vehicles 

must meet the following specifications and requirements: 

 (1) PZEV Requirements. Type I.5x and Type IIx vehicles must meet all 

PZEV requirements, specified in subdivision C.3.2 (a) through (d). 

 (2) Type G Requirements. Type I.5x and Type IIx vehicles must meet the 

requirements for Type G advanced componentry allowance, specified in subdivision 

C.3.4(b). 

(3) APU Operation. The vehicle’s UDDS range after the APU first starts and 

enters “charge sustaining hybrid operation” must be less than or equal to the vehicle’s 

UDDS all-electric test range prior to APU start. The vehicle’s APU cannot start under 

any user-selectable driving mode unless the energy storage system used for traction 
C-21 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

power is fully depleted. 

(4) Minimum Zero Emission Range Requirements. 

Vehicle Category Zero Emission UDDS Range 

Type I.5x ≥ 75 miles, < 100 miles 

Type IIx ≥ 100 miles 

5. [Reserved] 

6. Extended Service Multiplier for 1997-2003 Model-Year ZEVs and 

PZEVs With  10 Mile Zero Emission Range. Except in the case of a NEV, an 

additional ZEV or PZEV multiplier will be earned by the manufacturer of a 1997 through 

2003 model-year ZEV, or PZEV with  10 mile zero emission range for each full year it 

is registered for operation on public roads in California beyond its first three years of 

service, in the 2009 through 2011 calendar years. For additional years of service 

starting earlier than April 24, 2003, the manufacturer will receive 0.1 times the ZEV 

credit that would be earned by the vehicle if it were leased or sold new in that year, 

including multipliers, on a year-by-year basis beginning in the fourth year after the 

vehicle is initially placed in service. For additional years of service starting 

April 24, 2003 or later, the manufacturer will receive 0.2 times the ZEV credit that would 

be earned by the vehicle if it were leased or sold new in that year, including multipliers, 

on a year-by-year basis beginning in the fourth year after the vehicle is initially placed in 

service. The extended service multiplier is reported and earned in the year following 

each continuous year of service. Additional credit cannot be earned after model year 

2011. 

7. Generation and Use of ZEV Credits; Calculation of Penalties

7.1 Introduction. A manufacturer that produces and delivers for sale in 

California ZEVs or PZEVs in a given model year exceeding the manufacturer’s ZEV 

requirement set forth in sectionsubdivision C.2 shall earn ZEV credits in accordance 

with this sectionsubdivision C.7. 

7.2 ZEV Credit Calculations. 

(a) Credits from ZEVs. For model years 2009 through 2014, Tthe amount of 

g/mi ZEV credits earned by a manufacturer in a given model year from ZEVs shall be 

expressed in units of g/mi NMOG, and shall be equal to the number of credits from 

ZEVs produced and delivered for sale in California that the manufacturer applies 

towards meeting the ZEV requirements for the model year subtracted from the number 

of ZEVs produced and delivered for sale in California by the manufacturer in the model 

year and then multiplied by the NMOG fleet average requirement for PCs and LDT1s, or 

LDT2s as applicable, for 2009 through 2011 model years , and for PCs and LDT1s for 

2012 through 2014 that model years. 
C-22 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

For model years 2015 through 2017, the amount of credits earned by a 

manufacturer in a given model year from ZEVs shall be expressed in units of credits, 

and shall be equal to the number of credits from ZEVs produced and delivered for sale 

in California that the manufacturer applies towards meeting the ZEV requirements, or, if 

applicable, requirements specified under subdivision C.4.5(e)(3) for the model year 

subtracted from the number of ZEV credits produced and delivered for sale in California 

by the manufacturer in the model year or model years. 

(b) Credits from PZEVs. For model years 2009 through 2014, Tthe amount of 

g/mi ZEV credits from PZEVs earned by a manufacturer in a given model year shall be 

expressed in units of g/mi NMOG, and shall be equal to the total number of PZEVs 

produced and delivered for sale in California that the manufacturer applies towards 

meeting its ZEV requirement for the model year subtracted from the total number of 

PZEV allowances from PZEVs produced and delivered for sale in California by the 

manufacturer in the model year and then multiplied by the NMOG fleet average 

requirement for PCs and LDT1s, or LDT2s as applicable, for 2009 through 2011 model 

years , and for PCs and LDT1s for 2012 through 2014 that model years. 

For model years 2015 through 2017, the amount of credits earned by a 

manufacturer in a given model year from PZEVs shall be expressed in units of credits, 

and shall be equal to the number of credits from PZEVs produced and delivered for sale 

in California that the manufacturer applies towards meeting the ZEV requirements, or, if 

applicable, requirements specified under subdivision C.4.5(e)(3), for the model year 

subtracted from the number of PZEV credits produced and delivered for sale in 

California by the manufacturer in the model year or model years. 

(c) Separate Credit Accounts. The number of credits from a manufacturer’s 

[i] ZEVs, [ii] Type I.5x and Type IIx vehicles, [iiiii] Enhanced AT PZEVsTZEVs, [iiiiv] AT 

PZEVs, [iv] all other PZEVs, and [vi] NEVs shall each be maintained separately. 

(d) Rounding Credits. For model year 2012 through 2014, ZEV credits and 

debits shall be rounded to the nearest 1/1000th only on the final credit and debit totals 

using the conventional rounding method. For model year 2015 through 2017, ZEV 

credits and debits shall be rounded to the nearest 1/100th only on the final credit and 

debit totals using the conventional rounding method. 

(e) Converting g/mi NMOG ZEV Credit to ZEV Credits. After model year 

2014 compliance, all manufacturer ZEV, Type I.5x and Type IIx, TZEV, AT PZEV, 

PZEV, and NEV accounts will be converted from g/mi NMOG to credits. Each g/mi 

NMOG account balance will be divided by 0.035. Starting in model year 2015, credits 

will no longer be expressed in terms of g/mi credits, but only as credits. 

(f) Converting PZEV and AT PZEV Credits after Model Year 2017. After 

model year 2017 compliance, a manufacturer’s PZEV and AT PZEV credit accounts will 

be converted to be used for compliance with requirements specified in subdivision C.2. 

For LVMs, PZEV accounts will be discounted 93.25%, and AT PZEV accounts will be 
C-23 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

discounted 75%. For IVMs, PZEV accounts and AT PZEV accounts will be discounted 

75%. This will be a one time calculation after model year 2017 compliance is complete. 

 

7.3 ZEV Credits for MDVs and LDTs Other Than LDT1s. ZEVs and PZEVs 

classified as MDVs or as LDTs other than LDT1s may be counted toward the ZEV 

requirement for PCs, LDT1s and LDT2s as applicable, and included in the calculation of 

ZEV credits as specified in this sectionsubdivision C.4 if the manufacturer so 

designates. 

7.4 ZEV Credits for Advanced Technology Demonstration Programs. 

(a) TZEVs. In model years For 2009 through 2014 model years, ZEVs and 

Enhanced AT PZEVs, excluding NEVs, TZEVs placed in a California advanced 

technology demonstration program for a period of two or more years, may earn ZEV 

credits even if it is not “delivered for sale” or registered with the California Department of 

Motor Vehicles (DMV). To earn such credits, the manufacturer must demonstrate to the 

reasonable satisfaction of the Executive Officer that the vehicles will be regularly used 

in applications appropriate to evaluate issues related to safety, infrastructure, fuel 

specifications or public education, and that for 50 percent or more of the first two years 

of placement the vehicle will be operated in California. Such a vehicle is eligible to 

receive the same allowances and credits that it would have earned if placed in service. 

To determine vehicle credit, the model-year designation for a demonstration vehicle 

shall be consistent with the model-year designation for conventional vehicles placed in 

the same timeframe. Manufacturers may earn credit for as many as 25 vehicles per 

model, per ZEV state, per year under this section C.7.4. A manufacturer’s vehicles in 

excess of the 25-vehicle cap will not be eligible for advanced technology demonstration 

program credits. 

(b) ZEVs. In model years 2009 through 2017, ZEVs, including Type I.5x and 

IIx vehicles, excluding NEVs and Type 0 ZEVs, placed in a California advanced 

technology demonstration program for a period of two or more years, may earn ZEV 

credits even if it is not “delivered for sale” or registered with the California DMV. To 

earn such credits, the manufacturer must demonstrate to the reasonable satisfaction of 

the Executive Officer that the vehicles will be regularly used in applications appropriate 

to evaluate issues related to safety, infrastructure, fuel specifications or public 

education, and that for 50 percent or more of the first two years of placement the vehicle 

will be operated in California. Such a vehicle is eligible to receive the same allowances 

and credits that it would have earned if placed in service. To determine vehicle credit, 

the model year designation for a demonstration vehicle shall be consistent with the 

model year designation for conventional vehicles placed in the same timeframe. 

Manufacturers may earn credit for as many as 25 vehicles per model, per ZEV state, 

per year under this subdivision C.7.4. A manufacturer’s vehicles in excess of the 25-

vehicle cap will not be eligible for advanced technology demonstration program credits. 

 
C-24 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

7.5 ZEV Credits for Transportation Systems. 

(a) General. In model years 2009 through 2011, a ZEV placed, for two or 

more years, as part of a transportation system may earn additional ZEV credits, which 

may be used in the same manner as other credits earned by vehicles of that category, 

except as provided in subdivision C.7.5(c) below. In model years 201209 and 

subsequent through 2017, a ZEV, Type I.5x and Type IIx vehicles, or TZEV placed, for 

two or more years, as part of a transportation system may earn additional ZEV credits, 

which may be used in the same manner as other credits earned by vehicles of that 

category, except as provided in subdivision C.4.5(e)(2) and as provided in 

sectionsubdivision C.7.5(c) below. In model years 2009 through 2011, an Enhanced AT 

PZEV, AT PZEV or PZEV placed as part of a transportation system may earn additional 

ZEV credits, which may be used in the same manner as other credits earned by 

vehicles of that category, except as provided in sectionsubdivision C.7.5(c) below. A 

NEV is not eligible to earn credit for transportation systems. To earn such credits, the 

manufacturer must demonstrate to the reasonable satisfaction of the Executive Officer 

that the vehicle will be used as a part of a project that uses an innovative transportation 

system as described in sectionsubdivision C.7.5(b) below. 

(b) Credits Earned. In order to earn additional credit under this section C.7.5, 

a project must at a minimum demonstrate [i] shared use of ZEVs Type I.5x and Type IIx 

vehicles, Enhanced AT PZEVsTZEV, AT PZEVs or PZEVs, and [ii] the application of 

“intelligent” new technologies such as reservation management, card systems, depot 

management, location management, charge billing and real-time wireless information 

systems. If, in addition to factors [i] and [ii] above, a project also features linkage to 

transit, the project may receive further additional credit. For ZEVs only, not including 

NEVs, a project that features linkage to transit, such as dedicated parking and charging 

facilities at transit stations, but does not demonstrate shared use or the application of 

intelligent new technologies, may also receive additional credit for linkage to transit. 

The maximum credit awarded per vehicle shall be determined by the Executive Officer, 

based upon an application submitted by the manufacturer and, if appropriate, the 

project manager. The maximum credit awarded shall not exceed the following: 
C-25 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Type of 

Vehicle 

Model Year Shared Use, 

Intelligence 

Linkage to 

Transit 

PZEV through 2011 2 1 

AT PZEV through 2011 4 2 

Enhanced AT 

PZEV 

2009 through 2011 4 2 

ZEV 2009 through 2011 6 3 

Enhanced AT 

PZEV 

TZEV 

2012 and 

subsequentthroug

h 2017 

10.5 10.5 

ZEV and Type 

I.5x and Type 

IIx vehicles 

2012 and 

subsequentthroug

h 2017 

20.75 10.75 

(c) Cap on Use of Credits. 

(1) ZEVs. Credits earned or allocated by ZEVs ZEVs or Type I.5x and 

Type IIx vehicles pursuant to this sectionsubdivision C.7.5, not including all credits 

earned by the vehicle itself, may be used to satisfy up to one-tenth of a manufacturer’s 

ZEV obligation in any given model year, and may be used to satisfy up to one-tenth of a 

manufacturer’s ZEV obligation which must be met with ZEVs, as specified in 

sectionsubdivision C.2.2(d)(3). 

(2) Enhanced AT PZEVsTZEVs. Credits earned or allocated by Enhanced AT 

PZEVsTZEVs pursuant to this sectionsubdivision C.7.5, not including all credits earned 

by the vehicle itself, may be used to satisfy up to one-tenth of a manufacturer’s ZEV 

obligation in any given model year, or, if applicable, requirements specified under 

subdivision 4.5(e)(3), but may only be used in the same manner as other credits earned 

by vehicles of that category. 

(3) AT PZEVs. Credits earned or allocated by AT PZEVs pursuant to this 

sectionsubdivision C.7.5, not including all credits earned by the vehicle itself, may be 

used to satisfy up to one-twentieth of a manufacturer’s ZEV obligation in any given 

model year, but may only be used in the same manner as other credits earned by 

vehicles of that category. 

(4) PZEVs. Credits earned or allocated by PZEVs pursuant to this 

sectionsubdivision C.7.5, not including all credits earned by the vehicle itself, may be 

used to satisfy up to one-fiftieth of the manufacturer’s ZEV obligation in any given model 

year, but may only be used in the same manner as other credits earned by vehicles of 

that category. 
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Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(d) Allocation of Transportation System Credits. Credits shall be assigned by 

the Executive Officer to the project manager or, in the absence of a separate project 

manager, to the vehicle manufacturers upon demonstration that a vehicle has been 

placed in a project for the time specified in subdivision C.7.5(a). Credits shall be 

allocated to vehicle manufacturers by the Executive Officer in accordance with a 

recommendation submitted in writing by the project manager and signed by all 

manufacturers participating in the project, and need not be allocated in direct proportion 

to the number of vehicles placed. Credits will no longer be allocated for vehicles placed 

in transportation systems after 2017 model year. 

7.6 Use of ZEV Credits. For model years 2009 through 2014, Aa 

manufacturer may meet the ZEV requirements in any given model year by submitting to 

the Executive Officer a commensurate amount of g/mi ZEV credits, consistent with 

sectionsubdivision C.2. For model years 2015 through 2017, a manufacturer may meet 

the ZEV requirements in any given model year by submitting to the Executive Officer a 

commensurate amount of ZEV credits, consistent with subdivision C.2. Credits in each 

of the categories may be used to meet the requirement for that category as well as the 

requirements for lesser credit earning ZEV categories, but shall not be used to meet the 

requirement for a greater credit earning ZEV category. For example, credits produced 

from Enhanced AT PZEVsTZEVs may be used to comply with AT PZEV requirements, 

but not with the portion that must be satisfied by ZEVs. These credits may be earned 

previously by the manufacturer or acquired from another party. 

(a) NEVs. Credits earned from NEVs offered for sale or placed in service in 

model years 2001 through 2005 cannot be used to satisfy more than the percentage 

limits described in the following table:

Model 

Years ZEV Obligation that: 

Percent limit for NEVs 

allowed to meet each 

Obligation1: 

2009 – 

2011 Must be met with ZEVs 50% 

2009 

May be met with AT PZEVs but not PZEVs 

75% 

2010 – 

2011 50% 

2009 – 

2011 May be met with PZEVs No Limit 

2012 – 

20142017 

Must be met with ZEVs 0% 

May be met with Enhanced AT 

PZEVsTZEVs and AT PZEVs 50% 

May be met with PZEVs No Limit 

1

 If applicable, obligation in this table means requirements specified under subdivision 4.5(e)(3). 

Additionally, credits earned from NEVs offered for sale or placed in service in model 
C-27 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

years 2006 through 2017 or later can be used to meet the percentage limits described 

in the following table: 

Model 

Years ZEV Obligation that: 

Percent Limit for NEVs 

allowed to meet each 

Obligation1: 

2009 - 

2011 

May be met through compliance with 

Primary Requirements No Limit 

May be met through compliance with 

Alternative Requirements, and must be met 

with ZEVs 

0% 

May be met through compliance Alternative 

Requirements, and may be met with AT 

PZEVs or PZEVs 

No Limit 

2012 –

20142017 

Must be met with ZEVs 0% 

May be met with Enhanced AT 

PZEVsTZEVs, AT PZEVs, or PZEVs No Limit 

1

 If applicable, obligation in this table means requirements specified under subdivision 4.5(e)(3). 

This limitation applies to credits earned by the same manufacturer or earned by another 

manufacturer and acquired. 

 (b) Carry forward provisions for Large Volume Manufacturers for 2009-2011 

Model Years. ZEV cCredits from ZEVs, excluding credits generated from NEVs 

generated from excess production in model years 2009 through 2011 model yearsand 

subsequent, including those acquired from another party, may be carried forward and 

applied to the ZEV minimum floor requirement specified in sectionsubdivisions 

C.2.2(b)(1)(B) and (d) for two subsequent model years. Beginning with the third 

subsequent model year, those earned ZEV credits may no longer be used to satisfy the 

manufacturer’s percentage ZEV obligation that may only be satisfied by credits from 

ZEVs, but may be used to satisfy the manufacturer’s percentage ZEV obligation that 

may be satisfied by credits from Enhanced AT PZEVsTZEVs, AT PZEVs, or PZEVs. 

For example, ZEV credit earned in 2010 would retain full flexibility through 2012, after 

which time that credit could only be used as Enhanced AT PZEVsTZEVs, AT PZEV, or 

PZEV credits. 

 (c) Carry forward provisions for manufacturers other than Large Volume 

Manufacturers for 2009-2011 Model Years. ZEV cCredits generated from ZEVs, 

excluding credits generated from NEVs, from 2009 through 2011and subsequent model 

year production by manufacturers that are not large volume manufacturers may be 

carried forward by the manufacturer producing the ZEV credit until the manufacturer 

becomes subject to the large volume manufacturer requirements, after the transition 

period permitted in sectionsubdivision C.2.7(a). When subject to the large volume 
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Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

manufacturer requirements, a manufacturer must comply with the provisions of 

sectionsubdivision C.7.6(b). 

ZEV cCredits traded by a manufacturer other than a large volume manufacturer to any 

other manufacturer, including a large volume manufacturer, are subject to 

sectionsubdivision C.7.6(b), beginning in the model year in which they were produced 

(e.g., a 2009 model year ZEV credit traded in calendar year 2010 can only be applied 

towards the portion of the manufacturer’s requirement that must be met with ZEVs 

through model year 2011; beginning in model year 2012, the credit can only be applied 

to the portion of the manufacturer’s requirement that may be met with Enhanced AT 

PZEVsTZEVs, AT PZEVs, or PZEVs). 

 (d) Type I.5x and Type IIx vehicles. Credits earned from Type I.5x and Type 

IIx vehicles offered for sale or placed in service may meet up to 50% of the portion of a 

manufacturer’s requirement that must be met with credits from ZEVs.

 

7.7 Requirement to Make Up a ZEV Deficit. 

(a) General. A manufacturer that produces and delivers for sale in 

California fewer ZEVs than required in a given model year shall make up the deficit by 

the end of the third model year by submitting to the Executive Officer a commensurate 

amount of g/mi ZEV credits generated by ZEVs, for model year 2009 through 2014, and 

the commensurate amount of credits generated by ZEVs for model year 2015 through 

2017. The amount of g/mi ZEV credits required to be submitted shall be calculated by 

[i] adding the number of credits from ZEVs produced and delivered for sale in California 

by the manufacturer for the model year to the number of ZEV allowances from partial 

ZEV allowance vehicles produced and delivered for sale in California by the 

manufacturer for the model year (for a large volume manufacturer, not to exceed that 

permitted under sectionsubdivision C.2.1), [ii] subtracting that total from the number of 

ZEVs credits required to be produced and delivered for sale in California by the 

manufacturer for the model year, and, for model year 2009 through 2014 compliance, 

[iii] multiplying the resulting value by the fleet average requirements for PCs and LDT1s 

for the model year in which the deficit is incurred. Credits earned by delivery for sale of 

Type I.5x and Type IIx vehicles, TZEV, NEV, AT PZEV, and PZEV are not allowed to be 

used to fulfill a manufacturer’s ZEV deficit; only credits from ZEVs may be used to fulfill 

a manufacturer’s ZEV deficit. 

7.8 Penalty for Failure to Meet ZEV Requirements. Any manufacturer that 

fails to produce and deliver for sale in California the required number of ZEVs and 

submit an appropriate amount of g/mi ZEV credits, for model years 2009 through 2014, 

and credits for model years 2015 through 2017, and does not make up ZEV deficits 

within the specified time allowed by sectionsubdivision C.7.7(a) shall be subject to the 

Health and Safety Code section 43211 civil penalty applicable to a manufacturer that 

sells a new motor vehicle that does not meet the applicable emission standards adopted 

by the state board. The cause of action shall be deemed to accrue when the ZEV 

deficits are not balanced by the end of the specified time allowed by sectionsubdivision 
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Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

C.7.7(a). For the purposes of Health and Safety Code section 43211, the number of 

vehicles not meeting the state board’s standards shall be the number of vehicles not 

meeting the state board’s standards shall be equal to the manufacturer’s credit deficit, 

rounded to the to the nearest 1/1000th for model years 2009 through 2014 and rounded 

to the nearest 1/100th for model years 2015 through 2017, calculated according to the 

following equation, provided that the percentage of a large volume manufacturer’s ZEV 

requirement for a given model year that may be satisfied with PZEV allowance vehicles 

or credits from such vehicles may not exceed the percentages permitted under 

sectionsubdivision C.2.1(a): 

For 2009 through 2014 model years: 

(No. of ZEVs credits required to be produced and delivered for sale in California 

generated for the model year) – (No. of ZEVs produced and delivered for sale in 

California for the model year) – (No. of ZEV allowances from partial ZEV 

allowance vehicles produced and delivered for sale in California for the model 

year) - [(Amount of ZEV credits submitted for compliance for the model year) / 

(the fleet average requirement for PCs and LDT1s for the model year)] 

For 2015 through 2017 model years: 

(No. of credits required to be generated for the model year) – (Amount of credits 

submitted for compliance for the model year) 

8. Severability. Each provision of these standards and test procedures is 

severable, and in the event that any provision of these standards and test procedures is 

held to be invalid, the remainder of the standards and test procedures remains in full 

force and effect. 

 9. Public Disclosure. Records in the Board’s possession for the vehicles 

subject to the requirements of section C shall be subject to disclosure as public records 

as follows: 

 (a) Each manufacturer’s annual production data and the corresponding 

credits per vehicle earned for ZEVs (including ZEV type), Enhanced AT PZEVs TZEVs, 

AT PZEVs, and PZEVs for the 2009 through 2017and subsequent model years; and 

(b) Each manufacturer’s annual credit balances for 2010 through 2017 and 

subsequent years for: 

 

 (1) Each type of vehicle: ZEVs (minus NEVs), Type I.5x, and Type IIx 

vehicles, NEVs, Enhanced AT PZEVsTZEVs, AT PZEVs, and PZEVs; and 

(2) Advanced technology demonstration programs; and 

(3) Transportation systems; and 
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Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(4) Credits earned under section C.4.4(c), including credits acquired from, or 

transferred to another party. 
D-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

D. Certification Requirements. 

1. Durability and Emission Testing Requirements. All ZEVs, excluding 

Type I.5x and Type IIx vehicles, are exempt from all mileage and service accumulation, 

durability-data vehicle, and emission-data vehicle testing requirements. 

2. Information Requirements: Application for Certification. Except as 

noted below, the Part I (40 CFR §86.1843-01(c)) certification application shall include 

the following: 

2.1 Identification and description of the vehicle(s) covered by the application. 

2.2 Identification of the vehicle weight category to which the vehicle is 

certifying: PC, LDT 0-3750 lbs. LVW, LDT 3751-5750 lbs. LVW, LDT 3751 lbs. LVW - 

8500 lbs. GVW, or MDV (state test weight range), and the curb weight and gross 

vehicle weight rating of the vehicle. 

2.3 Identification and description of the propulsion system for the vehicle. 

2.4 Identification and description of the climate control system used on the 

vehicle. 

2.5 Projected number of vehicles produced and delivered for sale in 

California, and projected California sales. 

2.6 Identification of the energy usage in kilowatt-hours per mile from: 

(a) the battery output (DC energy) (to be submitted with the Part II 

certification application (40 CFR §86.1843-01(d)); 

(b) the point when electricity is introduced from the electrical outlet (AC 

energy); and 

(c) the operating range in miles of the vehicle when tested in 

accordance with the All-Electric Range Test set forth in section EF, 

below. For off-vehicle charge capable hybrid electric vehicles 

certifying to section FG, the manufacturer shall provide the energy 

usage in kilowatt hours per mile from the Urban Equivalent AllElectric Range and the Highway Equivalent All-Electric Range. 

2.7 For those vehicles that use fuel-fired heaters, the manufacturer shall 

provide: 

(a) a description of the control system logic of the fuel-fired heater, 

including an evaluation of the conditions under which the fuel-fired 

heater can be operated and an evaluation of the possible 

operational modes and conditions under which evaporative 

emissions can exist; 
D-2 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(b) the exhaust emissions value per mile produced by the auxiliary fuelfired heater operated between 68o

F and 86oF; and 

(c) the test plan which describes the procedure used to determine the 

mass emissions of the fuel-fired heater. 

2.8 All information necessary for proper and safe operation of the vehicle, 

including information on the safe handling of the battery system, emergency procedures 

to follow in the event of battery leakage or other malfunctions that may affect the safety 

of the vehicle operator or laboratory personnel. 

2.9 Method for determining battery state-of-charge, battery charging capacity 

and recharging procedures, and any other relevant information as determined by the 

Executive Officer. 

2.10 Battery specific energy data and calculations as specified in section EF.4 

of these procedures including the weight of the battery system and the three hour 

discharge rate (C/3) energy capacity. 

2.11 Vehicle and battery break-in period, and the method used to determine 

them, as specified in sections EF.2 and FG.2 of these test procedures. 

2.12 Labeling shall conform with the requirements specified in section 1965, 

title 13, CCR and the “California Environmental Performance Label Specifications for 

2009 and Subsequent Model Year Passenger Cars, Light-Duty Trucks, and MediumDuty Passenger Vehicles” (incorporated by reference therein). 

2.13 For a ZEV, extended range HEV or PZEV that qualifies to receive one or 

more multipliers under sections C.3 - C.7, the manufacturer shall provide all information 

relevant to the vehicle’s qualification for, and the estimated value of, the multiplier(s). 

The Executive Officer may request additional information needed to appropriately 

characterize the vehicle. Based on the submitted information and other relevant data, 

the Executive Officer shall assign to the vehicle the highest multiplier(s) for which the 

manufacturer has demonstrated the vehicle qualifies at that time. 

2.14 When a manufacturer plans to require any scheduled maintenance for a 

PZEV before 150,000 miles, the manufacturer must submit information demonstrating 

the need for each scheduled maintenance item before 150,000 miles, including actual 

in-use data, engineering evaluation of the durability of the part, or other relevant 

information. The manufacturer may require such maintenance for a PZEV only upon 

the Executive Officer’s determination, prior to certification, the manufacturer has 

demonstrated the need for the scheduled maintenance; this determination may not 

unreasonably be denied.

2.15 For off-vehicle charge capable hybrid electric vehicles certifying to section 

F, the manufacturer shall provide the Urban Charge Depleting Cycle Range, the Urban 

Charge Depleting Actual Range, the Charge Depleting to Charge Sustaining Urban 
D-3 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Range, the Highway Charge Depleting Cycle Range, the Highway Charge Depleting 

Actual Range, the Charge Depleting to Charge Sustaining Highway Range, the Urban 

Equivalent All-Electric Range, the Highway Equivalent All-Electric Range, the Urban 

Electric Range Fraction, and the Highway Electric Range Fraction. 

3. ZEV Reporting Requirements. In order to verify the status of each 

manufacturer’s compliance with the ZEV requirements for a given calendar year, each 

manufacturer shall submit a report to the Executive Officer at least annually, by May 1 

of the calendar year following the close of the model year, that identifies the necessary 

delivery and placement data of all vehicles generating ZEV credits or allowances, and 

all transfers and acquisitions of ZEV credits. The manufacturer may update the report 

by September 1 to cover activities occurring between April 1 and June 30. If a 

manufacturer updates their annual California production numbers in their ZEV report, 

the annual NMOG production must also be updated. 
E-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

E. Determination of NEV Acceleration, Top Speed, and Constant Speed Range 

The acceleration and constant speed range for a NEV shall be determined as specified 

in “Implementation of SAE Standard J1666 May 93: Electric Vehicle Acceleration, 

Gradeability, and Deceleration Test Procedure,” ETA-NTP002 Revision 3, February 1, 

2008, and “Electric Vehicle Constant Speed Range Tests,” ETA-NTP004 Revision 3, 

February 1, 2008. 
F-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

EF. Test Procedures for 2012 through 2017and Subsequent Model ZeroEmission Vehicles (including Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles) 

and All 2012 through 2017and Subsequent Model Hybrid-Electric Vehicles, Except 

Off-Vehicle Charge Capable Hybrid Electric Vehicles. 

The “as adopted or amended dates” of the 40 CFR Part 86 regulations 

referenced by this document are the dates identified in the “California Exhaust Emission 

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, 

Light-Duty Trucks and Medium-Duty Vehicles.” Unless otherwise noted, these 

requirements shall apply to all ZEVs (including fuel cell vehicles and hybrid fuel cell 

vehicles) and all HEVs, except off-vehicle charge capable HEVs. A manufacturer may 

elect to certify a 2009, 2010, or 2011 model-year zero-emission vehicle or hybrid 

electric vehicle, except an off-vehicle charge capable hybrid electric vehicle, using this 

section EF. 

1. Electric Dynamometer. All ZEVs and HEVs must be tested using a 48-

inch single roll electric dynamometer meeting the requirements of 40 CFR Subpart B, 

§86.108-00(b)(2) [October 22, 1996]. 

2. Vehicle and Battery Break-In Period. A manufacturer shall use good 

engineering judgment in determining the proper stabilized emissions mileage test point 

and report same according to the requirements of section D.2.11 above. 

3. All-Electric Range Test for Zero-Emission Vehicles (including Fuel 

Cell Vehicles and Hybrid Fuel Cell Vehicles). All 2012 and subsequent ZEVs shall 

be subject to the All-Electric Range Test specified below for the purpose of determining 

the energy efficiency and operating range of the ZEV. 

3.1 Determination of Urban All-Electric Range for Zero-Emission 

Vehicles.

3.1.1 Determination of Urban All-Electric Range for Battery Electric 

Vehicles.

(a) Cold soak. The vehicle shall be stored at an ambient temperature not less 

than 68F (20C) and not more than 86F (30C) for 12 to 36 hours. During this time, 

the vehicle’s battery shall be charged to a full state-of-charge. Charge time shall not 

exceed soak time. 

(b) At the end of the cold soak period, the vehicle shall be placed or pushed, 

onto a dynamometer and operated through successive Urban Dynamometer Driving 

Schedules (UDDS), 40 CFR, Part 86, Appendix I [July 13, 2005], which is incorporated 

herein by reference. A 10-minute soak shall follow each UDDS. 
F-2 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(c) For vehicles with a maximum speed greater than or equal to the maximum 

speed on the UDDS, this test sequence shall be repeated until the vehicle is no longer 

able to maintain either the speed or time tolerances in 40 CFR §86.115-00 (b)(1) and 

(2) [October 22, 1996], or the manufacturer determines that the test should be 

terminated for safety reasons, e.g. excessively high battery temperature, abnormally low 

battery voltage, etc. 

(d) For vehicles with a maximum speed less than the maximum speed on the 

UDDS, the vehicle shall be operated at maximum available power (or full throttle) when 

the vehicle cannot achieve the speed trace within the speed and time tolerances 

specified in 40 CFR §86.115-00(b)(1) and (2) [October 22, 1996]. The test shall be 

terminated when the vehicle speed when operated at maximum available power (or full 

throttle) falls below 95 percent of the maximum speed initially achieved on the UDDS or 

when the battery state-of-charge is depleted to the lowest level allowed by the 

manufacturer, or the manufacturer determines that the test should be terminated for 

safety reasons, e.g. excessively high battery temperature, abnormally low battery 

voltage, etc., whichever occurs first. 

3.1.2 Determination of Urban All-Electric Range for Fuel Cell Vehicles and 

Hybrid Fuel Cell Vehicles.

(a) The urban all-electric range for a fuel cell vehicle and a hybrid fuel cell 

vehicle shall be determined in accordance with SAE J2572. As an option, a 

manufacturer may elect to determine the urban all-electric range for a fuel cell vehicle or 

a hybrid fuel cell vehicle in accordance with section FE.3.1.1 above. 

3.2 Determination of Highway All-Electric Range for Zero-Emission 

Vehicles and Range for Fuel Cell Vehicles and Hybrid Fuel Cell Vehicles. 

3.2.1 Determination of Highway All-Electric Range for Battery Electric 

Vehicles. 

(a) Cold soak. The vehicle shall be stored at an ambient temperature not less 

than 68F (20C) and not more than 86F (30C) for 12 to 36 hours. During this time, 

the vehicle’s battery shall be charged to a full state-of-charge. Charge time shall not 

exceed soak time. 

(b) At the end of the cold soak period, the vehicle shall be either placed or 

pushed onto a dynamometer and operated through Continuous Highway Test 

Schedules of the Highway Fuel Economy Driving Schedule (HFEDS). 

(c) For vehicles with a maximum speed greater than or equal to the maximum 

speed on the HFEDS, this test sequence shall be repeated until the vehicle is no longer 

able to maintain either the speed or time tolerances in 40 CFR §86.115-00 (b)(1) and 

(2) [October 22, 1996], or the manufacturer determines that the test should be 
F-3 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

terminated for safety reasons, e.g. excessively high battery temperature, abnormally low 

battery voltage, etc. 

(d) For vehicles with a maximum speed less than the maximum speed on the 

HFEDS, the vehicle shall be operated at maximum available power (or full throttle) when 

the vehicle cannot achieve the speed trace within the speed and time tolerances 

specified in 40 CFR §86.115-00(b)(1) and (2) [October 22, 1996]. The test shall be 

terminated when the vehicle speed when operated at maximum available power (or full 

throttle) falls below 95 percent of the maximum speed initially achieved on the HFEDS 

or when the battery state-of-charge is depleted to the lowest level allowed by the 

manufacturer, or the manufacturer determines that the test should be terminated for 

safety reasons, e.g. excessively high battery temperature, abnormally low battery 

voltage, etc., whichever occurs first. 

(e) NEVs are exempt from the all-electric range highway test. 

3.2.2 Determination of Highway All-Electric Range for Fuel Cell Vehicles 

and Hybrid Fuel Cell Vehicles. 

(a) The highway all-electric range for a fuel cell vehicle and a hybrid fuel cell 

vehicle shall be determined in accordance with SAE J2572. As an option, a 

manufacturer may elect to determine the highway all-electric range for a fuel cell vehicle 

or a hybrid fuel cell vehicle in accordance with section EF.3.2.1 above. 

3.3 Recording requirements. 

For all battery electric vehicles and hybrid electric vehicles, except offvehicle charge capable hybrid electric vehicles: Once the vehicle is no longer 

able to maintain the speed and time requirements specified in EF.3.1 or EF.3.2 

above, the vehicle shall be brought to an immediate stop and the following data 

shall be recorded: 

(a) mileage accumulated during the All-Electric Range Test; 

(b) Net DC energy from the battery that was expended during the AllElectric Range Test (may be reported as the total DC battery energy output and 

the total DC battery energy input during the All-Electric Range Test); 

(c) AC energy required to fully charge the battery after the All-Electric 

Range Test from the point where electricity is introduced from the electric outlet 

to the battery charger; 

(d) DC energy required to fully charge the battery after the All-Electric 

Range Test from the point where electricity is introduced from the battery charger 

to the battery; and 

(e) Measured AC and DC watt hours and amp hours shall be reported 

to the nearest hundredths of a kilowatt hour and tenths of an amp hour. 
F-4 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Battery charging shall begin within 1 hour after terminating the All-Electric Range 

Test. 

3.4 Regenerative braking. Regenerative braking systems may be utilized 

during the range test. The braking level, if adjustable, shall be set according to the 

manufacturer’s specifications for normal driving conditions prior to the commencement 

of the test. The driving schedule speed and time tolerances specified in EF.3.1 or 

EF.3.2 shall not be exceeded due to the operation of the regenerative braking system. 

3.5 Measurement Accuracy. For battery electric vehicles, the overall error in 

voltage and current recording instruments shall be NIST traceable and accurate to ±1% 

of the maximum value of the variable (AC/DC volts and amps) being measured. 

Suggested equipment: amp meter/power meter capable of sampling voltage and 

current. Voltage and current shall be sampled at a minimum rate of 20 hz. 

3.6 Watt Hour Calculation for Battery Electric Vehicles.

 

DC energy (watt-hours) shall be calculated as follows 

DC energy = ∫v(t) *i(t) dt 

Where v = vehicle DC main battery pack voltage 

i = vehicle DC main battery pack current 

AC energy (in watt-hours) shall be calculated as follows 

AC energy = ∫v(t) *i(t) dt in watt-hours 

Where v = AC instantaneous voltage 

i = AC instantaneous current 

3.7 Charger Requirements for Battery Electric Vehicles.

The standard charging apparatus (or equivalent) normally furnished with or 

specified for the vehicle shall be used for charging during vehicle testing. 

4. Determination of Battery Specific Energy for ZEVs. 

Determine the specific energy of batteries used to power a ZEV in accordance 

with the U.S. Advanced Battery Consortium’s Electric Vehicle Battery Procedure Manual 

(January 1996), Procedure No. 2, “Constant Current Discharge Test Series,” using the 

C/3 rate. The weight calculation must reflect a completely functional battery system as 

defined in the Appendix of the Manual, including pack(s), required support ancillaries 

(e.g., thermal management), and electronic controller. 

5. Determination of the Emissions of the Fuel-fired Heater for Vehicles 

Other Than ZEVs. 
F-5 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

The exhaust emissions result of the fuel-fired heater shall be determined by 

operating at a maximum heating capacity with a cold start between 68oF and 86oF for a 

period of 20 minutes and dividing the grams of emissions by 20. The resulting grams 

per minute shall be multiplied by 3.0 minutes per mile to obtain a grams per mile value. 

6. Urban Emission Test Provisions for All Hybrid Electric Vehicles, 

Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric 

Vehicles.

Alternative procedures may be used if shown to yield equivalent results and if 

approved in advance by the Executive Officer of the Air Resources Board. 

6.1 Vehicle Preconditioning.

To be conducted pursuant to the “California Evaporative Emission Standards and 

Test Procedures for 2001 and Subsequent Model Motor Vehicles” with the following 

supplemental requirements: 

6.1.1 For hybrid electric vehicles that do not allow manual activation of 

the auxiliary power unit, battery state-of-charge shall be set at a level that causes 

the hybrid electric vehicle to operate the auxiliary power unit for the maximum 

possible cumulative amount of time during the preconditioning drive. 

6.1.2 For hybrid electric vehicles that allow manual activation of the 

auxiliary power unit, battery state-of-charge shall be set at a level that satisfies 

one of the following conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the 

UDDS, battery state-of-charge shall be set at the lowest level allowed by 

the manufacturer. 

(ii) If the hybrid electric vehicle is charge-depleting over the 

UDDS, battery state-of-charge shall be set at the level recommended by 

the manufacturer for activating the auxiliary power unit when operating in 

urban driving conditions. 

6.1.3 After setting battery state-of-charge, the hybrid electric vehicle shall 

be pushed or towed to a work area for the initial fuel drain and fill according to 

section III.D.1.4. of the “California Evaporative Emission Standards and Test 

Procedures for 2001 and Subsequent Model Motor Vehicles.” 

6.1.4 Following the initial fuel drain and fill, the vehicle shall complete an 

initial soak period of a minimum of 6 hours. After completing the soak period, the 

vehicle shall be pushed or towed into position on a dynamometer and 

preconditioned. If the auxiliary power unit is capable of being manually activated, 
F-6 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

the auxiliary power unit shall be manually activated at the beginning of and 

operated throughout the preconditioning drive. 

6.1.5 Within five minutes of completing preconditioning drive, battery 

state-of-charge shall be set at a level that satisfies one of the following 

conditions: 

(i) If the hybrid electric vehicle does not allow manual activation 

of the auxiliary power unit and is charge-sustaining over the UDDS, then 

set battery state-of-charge to a level such that the SOC criterion in section 

FG.10 would be satisfied for the dynamometer procedure (section EF.6.2 

of these procedures). If off-vehicle charging is required to increase battery 

state-of-charge for proper setting, off-vehicle charging shall occur during 

the second soak period of 12 to 36 hours. 

(ii) If the hybrid electric vehicle does not allow manual activation 

of the auxiliary power unit and is charge-depleting over the UDDS, then no 

battery state-of-charge adjustment is permissible. 

(iii) If the hybrid electric vehicle does allow manual activation of 

the auxiliary power unit, then set battery state-of-charge to manufacturer 

recommended level for activating the auxiliary power unit when the hybrid 

electric vehicle is operating in urban driving conditions. 

6.2 Urban Dynamometer Procedure for All Hybrid Electric Vehicles, 

Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric 

Vehicles.

To be conducted pursuant to 40 CFR §86.135-00 [October 22, 1996] with 

the following revisions. References to §86.110-94 shall mean §86.110-94 as last 

amended June 30, 1995. 

6.2.1 Amend subparagraph (a). 

Overview. The dynamometer run shall consist of two tests, a “cold” 

start test, after a second fuel drain and fill and a 12 to 36 hour soak period 

performed pursuant to the provisions of the “California Evaporative 

Emission Standards and Test Procedures for 2001 and Subsequent Model 

Motor Vehicles” and a “hot” start test following the “cold” start test by 10 

minutes. Vehicle startup (with all accessories turned off), operation over 

the UDDS and vehicle shutdown make a complete cold start test. Vehicle 

startup and operation over the UDDS and vehicle shutdown make a 

complete hot start test. 

For all UDDS tests, the exhaust emissions are diluted with ambient 

air in the dilution tunnel as shown in Figure B94-5 and Figure B94-6 
F-7 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(§86.110-94). As an alternative, the bag mini-diluter may be used in-lieu 

of the constant volume sampling (CVS) method for exhaust emission 

measurement as described below. A dilution tunnel is not required for 

testing vehicles waived from the requirement to measure particulates. 

Four particulate samples are collected on filters for weighing; the first 

sample plus backup is collected during the cold start test (including 

shutdown); the second sample plus backup is collected during the hot 

start test (including shutdown). Part 1065 of the CFR may be used as an 

optional particulate sampling method. Continuous proportional samples of 

gaseous emissions are collected for analysis during each test. For hybrid 

electric vehicles with Otto-cycle auxiliary power units, the composite 

samples collected in bags are analyzed for THC, CO, CO2, CH4 and NOx. 

For hybrid electric vehicles that are not “off-vehicle charge capable,” and 

are equipped with petroleum-fueled diesel-cycle auxiliary power units 

(optional for natural gas-fueled, liquefied petroleum gas-fueled, and 

alcohol-fueled diesel-cycle vehicles), THC is sampled and analyzed 

continuously pursuant to the provisions of §86.110-94. Parallel samples 

of the dilution air are similarly analyzed for THC, CO, CO2, CH4 and NOx. 

For hybrid electric vehicles with natural gas-fueled, liquefied petroleum 

gas-fueled, and alcohol-fueled auxiliary power units, bag samples are 

collected and analyzed for THC (if not sampled continuously), CO, CO2, 

CH4 and NOx. For hybrid electric vehicles with alcohol-fueled auxiliary 

power units, alcohol and formaldehyde samples are taken for both 

exhaust emissions and dilution air (a single dilution air formaldehyde 

sample, covering the total test period may be collected). Parallel bag 

samples of dilution air are analyzed for THC, CO, CO2, CH4 and NOx. 

6.2.2 Subparagraphs (b) through (c). [No change.] 

6.2.3 Subparagraph (d). [No change.] 

6.2.4 Subparagraphs (e) through (g). [No change.] 

6.2.5 Amend subparagraph (h): The driving distance, as measured by 

counting the number of dynamometer roll or shaft revolutions, shall be 

determined for the cold start test and hot start test. The revolutions shall be 

measured on the same roll or shaft used for measuring the vehicle’s speed. 

6.2.6 Subparagraph (i). [No change.] 
F-8 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

6.3 Urban Dynamometer Test Run, Gaseous and Particulate Emissions 

for All Hybrid Electric Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle 

Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CFR §86.137-96 [March 24, 1993] with 

the following revisions: 

6.3.1 Amend subparagraph (a): General. The dynamometer run shall 

consist of two tests, a “cold” start test, after a second fuel drain and fill and a 12 

to 36 hour soak period performed pursuant to the provisions of the “California 

Evaporative Emission Standards and Test Procedures for 2001 and Subsequent 

Model Motor Vehicles” and a “hot” start test following the cold start test by 10 

minutes. The complete dynamometer test consists of a cold start drive of 

7.5 miles (12.1 km) and a hot start drive of 7.5 miles (12.1 km). The vehicle shall 

be stored prior to the emission test in such a manner that precipitation (e.g., rain 

or dew) does not occur on the vehicle. The vehicle is allowed to stand on the 

dynamometer during the 10 minute time period between each test. 

6.3.2 Amend subparagraph (b) as follows. 

6.3.2.1 Amend subparagraph (b)(9): Start the gas flow 

measuring device, position the sample selector valves to direct the sample 

flow into the exhaust sample bag, the alcohol exhaust sample, the 

formaldehyde exhaust sample, the dilution air sample bag, the alcohol 

dilution air sample and the formaldehyde dilution air sample (turn on the 

petroleum-fueled diesel-cycle THC analyzer system integrator, mark the 

recorder chart, start particulate sample pump No. 1, and record both gas 

meter or flow measurement instrument readings, if applicable), and turn 

the key on. If the auxiliary power unit is capable of being manually 

activated, the auxiliary power unit shall be activated at the beginning of 

and operated throughout the UDDS. 

6.3.2.2 Delete subparagraph (b)(13). 

6.3.2.3 Amend subparagraph (b)(14): Turn the vehicle off 2 

seconds after the end of the last deceleration (at 1,369 seconds). 

6.3.2.4 Amend subparagraph (b)(15): Five seconds after the 

vehicle is shutdown, simultaneously turn off gas flow measuring device 

No. 1 and if applicable, turn off the hydrocarbon integrator No. 1, mark the 

hydrocarbon recorder chart, turn off the No. 1 particulate sample pump 

and close the valves isolating particulate filter No. 1, and position the 

sample selector valves to the “standby” position. Record the measured 

roll or shaft revolutions (both gas meter or flow measurement 

instrumentation readings), and reset the counter. As soon as possible, 

transfer the exhaust and dilution air samples to the analytical system and 
F-9 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

process the samples pursuant to §86.140, obtaining a stabilized reading of 

the exhaust bag sample on all analyzers within 20 minutes of the end of 

the sample collection phase of the test. Obtain alcohol and formaldehyde 

sample analyses, if applicable, within 24 hours of the end of the sample 

period. (If it is not possible to perform analysis on the alcohol and 

formaldehyde samples within 24 hours, the samples should be stored in a 

dark cold (4C to 10C) environment until analysis. The samples should 

be analyzed within fourteen days.) If applicable, carefully remove both 

pairs of particulate sample filters from their respective holders, and place 

each in a separate petri dish, and cover. 

6.3.2.5 Amend subparagraph (b)(18): Repeat the steps in 

paragraphs (b)(2) through (b)(17) of this section for the hot start test. The 

step in paragraph (b)(9) of this section shall begin between 9 and 11 

minutes after the end of the sample period for the cold start test. 

6.3.2.6 Delete subparagraph (b)(19). 

6.3.2.7 Delete subparagraph (b)(20). 

6.3.2.8 Amend subparagraph (b)(21): As soon as 

possible, and in no case longer than one hour after the end of the hot start 

phase of the test, transfer the four particulate filters to the weighing 

chamber for post-test conditioning, if applicable. For hybrid electric 

vehicles that do not allow manual activation of the auxiliary power unit and 

are charge-sustaining over the UDDS, a valid test shall satisfy the SOC 

criterion in section FG.10. 

6.3.2.9 Amend subparagraph (b)(24): Vehicles to be tested 

for evaporative emissions will proceed pursuant to the “California 

Evaporative Emission Standards and Test Procedures for 2001 and 

Subsequent Model Motor Vehicles.” 

6.4 Calculations - Exhaust Emissions for All Hybrid Electric Vehicles, 

Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric 

Vehicles.

To be conducted pursuant to 40 CFR §86.144-94 [July 13, 2005] with the 

following revisions: 

6.4.1 Amend subparagraph (a): For light-duty vehicles and light duty 

trucks: 

Ywm = 0.43 * 















c

c

D

Y + 0.57 * 















h

h

D

Y

 
F-10 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Where: 

(1) Ywm = Weighted mass emissions of each pollutant, i.e., THC, 

CO, THCE, NMOG, NMHCE, CH4, NOx, or CO2, in grams per vehicle mile. 

(2) Yc = Mass emissions as calculated from the cold start test, in 

grams per test. 

(3) Yh = Mass emissions as calculated from the hot start test, in 

grams per test. 

(4) Dc = The measured driving distance from the cold start test, in 

miles. 

(5) Dh = The measured driving distance from the hot start test, in 

miles. 

6.4.2 Subparagraphs (b) through (e). [No change.] 

6.5 Calculations - Particulate Emissions for All Hybrid Electric Vehicles, 

Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric 

Vehicles.

To be conducted pursuant to 40 CFR §86.145-82 [November 2, 1982] with 

the following revisions. References to §86.110-94 shall mean §86.110-94 as last 

amended June 30, 1995. 

6.5.1 Amend subparagraph (a): The final reported test results for the 

mass particulate (Mp) in grams/mile shall be computed as follows: 

Mp = 0.43 * 















c

pc

D

M

 + 0.57 * 















h

ph

D

M

 

Where: 

(1) Mpc = Mass of particulate determined from the cold start test, in 

grams per vehicle mile. (See §86.110-94 for determination.) 

(2) Mph = Mass of particulate determined from the hot start test, in 

grams per vehicle mile. (See §86.110-94 for determination.) 

(3) Dc = The measured driving distance from the cold start test, in 

miles. 

(4) Dh = The measured driving distance from the hot start test, in 

miles. 

6.5.2 Subparagraph (b). [No change.] 
F-11 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

7. Highway Emission Test Provisions for All Hybrid Electric Vehicles, 

Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric 

Vehicles.

To be conducted pursuant to 40 CFR §600.111-08 [December 27, 2006] 

with the following revisions. 

7.1 Subparagraph (a). [not applicable - delete] 

7.2 Amend subparagraph (b) as follows: 

7.2.1 Amend subparagraph (b)(2): The highway fuel economy test is 

designated to simulate non-metropolitan driving with an average speed of 48.6 

mph and a maximum speed of 60 mph. The cycle is 10.2 miles long with 0.2 

stop per mile and consists of warmed-up vehicle operation on a chassis 

dynamometer through a specified driving cycle. A proportional part of the diluted 

exhaust emission is collected continuously for subsequent analysis of THC, CO, 

CO2, and NOx using a constant volume (variable dilution) sampler. Diesel dilute 

exhaust is continuously analyzed for hydrocarbons using a heated sample line 

and analyzer. Alcohol and formaldehyde samples are collected and individually 

analyzed for alcohol-fueled vehicles. 

7.2.2 Amend subparagraph (b)(7)(i): The dynamometer procedure shall 

consist of two cycles of the Highway Fuel Economy Driving Schedule 

(§600.109(b)) separated by 15 seconds of idle. The first cycle of the Highway 

Fuel Economy Driving Schedule is driven to precondition the test vehicle and the 

second is driven for the fuel economy measurement. 

7.2.3 Amend subparagraph (b)(7)(iii): Only one exhaust sample and one 

background sample shall be collected and analyzed for THC (except diesel 

hydrocarbons which are analyzed continuously), CO, CO2, and NOx. Alcohol and 

formaldehyde samples (exhaust and dilution air) are collected and analyzed for 

alcohol-fueled vehicles. 

7.2.4 Add subparagraph(b)(7)(v): For hybrid electric vehicles that do not 

allow manual activation of the auxiliary power unit, battery state-of-charge shall 

be set at a level that causes the hybrid electric vehicle to operate the auxiliary 

power unit for the maximum possible cumulative amount of time during the 

HFEDS preconditioning cycle. For hybrid electric vehicles that allow manual 

activation of the auxiliary power unit, battery state-of-charge shall be set at a 

level that satisfies one of the following conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the 

HFEDS, battery state-of-charge shall be set at the lowest level allowed by 

the manufacturer. 
F-12 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(ii) If the hybrid electric vehicle is charge-depleting over the 

HFEDs, battery state-of-charge shall be set at the level recommended by 

the manufacturer for activating the auxiliary power unit when operating in 

highway driving conditions. 

7.2.5 Amend subparagraph (b)(9)(v): Operate the vehicle over one 

HFEDS preconditioning cycle according to the dynamometer driving schedule 

specified in §600.109-08(b) [December 27, 2006]. If the auxiliary power unit is 

capable of being manually activated, the auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the HFEDS 

preconditioning cycle. 

7.2.6 Amend subparagraph (b)(9)(vi): When the vehicle reaches zero 

speed at the end of the HFEDS preconditioning cycle, the driver has 17 seconds 

to prepare for the HFEDS emission measurement cycle of the test. Reset and 

enable the roll revolution counter. During the idle period, one of the following 

conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

HFEDS, the vehicle shall be momentarily turned off for 5 seconds and 

turned back on during the idle period. The battery state-of-charge shall be 

recorded after the hybrid electric vehicle has fully turned on. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

HFEDS, the vehicle shall remain turned on during the idle period. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, the vehicle shall remain turned on with the 

auxiliary power unit operating during the idle period. 

7.2.7 Add subparagraph (b)(9)(viii): At the conclusion of the HFEDS 

emission test, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

HFEDS, record the battery state-of-charge to determine if the SOC 

criterion in section F.10 is satisfied. If the SOC criterion is not satisfied, 

then repeat dynamometer test run from subparagraph (b)(9)(vi) and 

(b)(9)(vii). A total of three highway emission tests shall be allowed to 

satisfy the SOC criterion. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

HFEDS, the emission test is completed. 
F-13 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, the emission test is completed. 

7.2.8 Delete subparagraph (b)(10). 

7.3 Delete subparagraphs (c) through (e). 

8. SFTP Emission Test Provisions for All Hybrid Electric Vehicles, 

Except Hybrid Fuel Cell Vehicles and Off-Vehicle Charge Capable Hybrid Electric 

Vehicles.

8.1 US06 Vehicle Preconditioning

To be conducted pursuant to 40 CFR §86.132-00 [October 22, 1996] with 

the following revisions. 

8.1.1 Subparagraphs (a) through (m). [No change.] 

8.1.2 Amend subparagraph (n): Aggressive Driving Test (US06) 

Preconditioning. 

8.1.2.1 Amend subparagraph (1) as follows: If the US06 

test follows the exhaust emission urban, highway, or evaporative testing, 

the refueling step may be deleted and the vehicle may be preconditioned 

using the fuel remaining in the tank (see paragraph (c)(2)(ii) of this 

section). The test vehicle may be pushed or driven onto the test 

dynamometer. For vehicles that allow manual activation of the auxiliary 

power unit, battery state-of-charge shall be set at according to the 

following conditions: 

If the hybrid electric vehicle is charge-sustaining over the US06, battery 

state-of-charge shall be set at the lowest level allowed by the 

manufacturer. The auxiliary power unit shall be manually activated at the 

beginning of and operated throughout the US06 preconditioning cycle. 

If the hybrid electric vehicle is charge-depleting over the US06, battery 

state-of-charge shall be set at the level recommended by the 

manufacturer for activating the auxiliary power unit when operating in 

highway driving conditions. The auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the US06 

preconditioning cycle. 

8.1.2.1.1 Subparagraphs (i) through (iv). [No change.] 

8.1.2.2 Subparagraph (2). [No change.] 
F-14 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

8.1.3 Subparagraph (o). [No change.] 

8.2 US06 Emission Test. 

To be conducted pursuant to 40 CFR §86.159-08 [December 27, 2006] 

with the following revisions. 

8.2.1 Amend subparagraph (a): Overview. The dynamometer operation 

consists of a single, 600 second test on the US06 driving schedule, as described 

in appendix I, paragraph (g), of this part. The hybrid electric vehicle is 

preconditioned in accordance with §86.132-00, to bring it to a warmed-up 

stabilized condition. This preconditioning is followed by a 1 to 2 minute idle 

period that proceeds directly into the US06 driving schedule during which 

continuous proportional samples of gaseous emissions are collected for analysis. 

 If engine stalling should occur during testing, follow the provisions of §86.136-90 

(engine starting and restarting). For hybrid electric vehicles with Otto-cycle 

auxiliary power units, the composite samples collected in bags are analyzed for 

THC, CO, CO2, CH4 and NOx. For hybrid electric vehicles with diesel-cycle 

auxiliary power units, THC is sampled and analyzed continuously according to 

the provisions of §86.110. Parallel bag samples of dilution air are analyzed for 

THC, CO, CO2, CH4 and NOx. The US06 cycle after the preconditioning cycle 

shall be used to calculate emissions and shall meet the state-of-charge net 

tolerances as calculated in section EF.9. 

 

8.2.2 Amend subparagraph (b) as follows. 

8.2.2.1 Amend subparagraph (b)(2): Position the test vehicle 

on the dynamometer and restrain. 

8.2.3 Subparagraph (c). [No change.] 

8.2.4 Amend subparagraph (d): Practice runs over the prescribed driving 

schedule may be performed at test point to permit sampling system adjustment. 

8.2.5 Subparagraph (e). [No change.] 

8.2.6 Amend subparagraph (f) as follows. 

8.2.6.1 Amend subparagraph (f)(2)(i): Immediately after 

completion of the US06 preconditioning cycle, idle the vehicle. The idle 

period is not to be less than one minute or not greater than two minutes. 

During the idle period, one of the following conditions shall apply: 
F-15 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

US06, the vehicle shall be momentarily turned off for 5 seconds and 

turned back on during the idle period. The battery state-of-charge shall be 

recorded after the hybrid electric vehicle has fully turned on. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

US06, the vehicle shall remain turned on during the idle period. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, the vehicle shall remain turned on with the 

auxiliary power unit operating during the idle period. 

8.2.6.2 Amend subparagraph (f)(2)(ix): At the conclusion of the 

US06 emission test, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow manual 

activation of the auxiliary power unit and are charge-sustaining over the 

US06, record the battery state-of-charge to determine if the SOC criterion 

in section F.10 is satisfied. If the SOC criterion is not satisfied, then 

repeat dynamometer test run from subparagraph (f)(2)(i) without the 

preconditioning cycle. A total of three US06 emission tests shall be 

allowed to satisfy the SOC criterion. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

US06, turn off vehicle 2 seconds after the end of the last deceleration. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, turn off vehicle 2 seconds after the end of the 

last deceleration. 

8.3 SC03 Vehicle Preconditioning.

To be conducted pursuant to 40 CFR §86.132-00 [October 22, 1996] with 

the following revisions. 

8.3.1 Subparagraphs (a) through (n). [No change.] 

8.3.2 Amend subparagraph (o): Air Conditioning Test (SC03) 

Preconditioning. 

8.3.2.1 Amend subparagraph (1) as follows: If the SC03 test 

follows the exhaust emission FTP or evaporative testing, the refueling step 

may be deleted and the vehicle may be preconditioned using the fuel 
F-16 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

remaining in the tank (see paragraph (c)(2)(ii) of this section). The test 

vehicle may be pushed or driven onto the test dynamometer. For hybrid 

electric vehicles that allow manual activation of the auxiliary power unit, 

battery state-of-charge shall be set at a level that satisfies one of the 

following conditions: 

If the hybrid electric vehicle is charge-sustaining over the SC03, battery 

state-of-charge shall be set at the lowest level allowed by the 

manufacturer. The auxiliary power unit shall be manually activated at the 

beginning of and operated throughout the SC03 preconditioning cycle. 

If the hybrid electric vehicle is charge-depleting over the SC03, battery 

state-of-charge shall be set at the level recommended by the 

manufacturer for activating the auxiliary power unit when operating in 

highway driving conditions. The auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 

preconditioning cycle. 

8.3.2.1.1 Subparagraphs (i) and (ii). [No change.] 

8.3.2.2 Subparagraphs (2) through (3). [No change.] 

8.4 SC03 Emission Test.

To be conducted pursuant to 40 CFR §86.160-00 [December 8, 2005] with 

the following revisions. 

8.4.1 Amend subparagraph (a): Overview. The dynamometer 

operation consists of a single, 594 second test on the SC03 driving schedule, as 

described in appendix I, paragraph (h), of this part. The hybrid electric vehicle is 

preconditioned in accordance with §86.132-00 of this subpart, to bring the vehicle 

to a warmed-up stabilized condition. This preconditioning is followed by a 10 

minute vehicle soak (vehicle turned off) that proceeds directly into the SC03 

driving schedule, during which continuous proportional samples of gaseous 

emissions are collected for analysis. The entire test, including the SC03 

preconditioning cycle, vehicle soak, and SC03 emission test, is either conducted 

in an environmental test facility or under test conditions that simulate testing in an 

environmental test cell (see §86.162-00 (a) for a discussion of simulation 

procedure approvals). The environmental test facility must be capable of 

providing the following nominal ambient test conditions of: 95o

F air temperature, 

100 grains of water/pound of dry air (approximately 40 percent relative humidity), 

a solar heat load intensity of 850 W/m2

, and vehicle cooling air flow proportional 

to vehicle speed. Section 86.161-00 discusses the minimum facility 

requirements and corresponding control tolerances for air conditioning ambient 

test conditions. The vehicle’s air conditioner is operated or appropriately 

simulated for the duration of the test procedure (except for the 10 minute vehicle 
F-17 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

soak), including the preconditioning. If engine stalling should occur during 

testing, follow the provisions of §86.136-90 (engine starting and restarting). For 

hybrid electric vehicles with Otto-cycle auxiliary power units, the composite 

samples collected in bags are analyzed for THC, CO, CO2, CH4 and NOx. For 

hybrid electric vehicles with diesel-cycle auxiliary power units, THC is sampled 

and analyzed continuously according to the provisions of §86.110. Parallel bag 

samples of dilution air are analyzed for THC, CO, CO2, CH4 and NOx. The SC03 

cycle after the preconditioning cycle shall be used to calculate emissions and 

shall meet the state-of-charge net tolerances as calculated in section EF. 9. 

8.4.2 Amend subparagraph (b) as follows. 

8.4.2.1 Amend subparagraph (b)(2): Position the test vehicle 

on the dynamometer and restrain. 

8.4.3 Amend subparagraph (c) as follows. 

8.4.3.1 Amend subparagraph (c)(9): Start vehicle (with air 

conditioning system also running). If the auxiliary power unit of the hybrid 

electric vehicle is capable of being manually activated, the auxiliary power 

unit shall be manually activated at the beginning of and operated 

throughout the SC03 emission test. Fifteen seconds after the vehicle 

starts, begin the initial vehicle acceleration of the driving schedule. 

8.4.4 Amend subparagraph (d) as follows. 

8.4.4.1 Amend subparagraph (d)(10): At the conclusion of 

the SC03 emission test, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

SC03, record the battery state-of-charge to determine if the SOC criterion 

in section F.10 is satisfied. If the SOC criterion is not satisfied, then turn 

off the cooling fan(s), allow the vehicle to soak in the ambient conditions of 

paragraph (c)(5) of this section for 10 ± 1 minutes, and repeat the 

dynamometer test run from subparagraph (d). Up to three SC03 emission 

tests shall be attempted to satisfy the SOC criterion. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

SC03, turn off the vehicle two seconds after the end of the last 

deceleration. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, turn off the vehicle two seconds after the end of 

the last deceleration. 
F-18 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

8.4.5 Subparagraph (e). [No change.] 

9. State-of-Charge Net Change Tolerances for All Hybrid Electric 

Vehicles, Except Hybrid Fuel Cell Vehicles and Off-Vehicle Capable Hybrid 

Electric Vehicles.

9.1 For hybrid electric vehicles that use a battery as an energy storage device, 

the following state-of-charge net change tolerance shall apply: 

(Amp-hrfinal)max = (Amp-hrinitial) + 0.01 





















V K1

NHV m

system

fuel fuel 

(Amp-hrfinal)min = (Amp-hrinitial) - 0.01 





















V K1

NHV m

system

fuel fuel 

Where: 

(Amp-hrfinal)max = Maximum allowed Amp-hr stored in battery at the end of 

the test 

(Amp-hrfinal)min = Minimum allowed Amp-hr stored in battery at the end of the 

test 

(Amp-hrinitial) = Battery Amp-hr stored at the beginning of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K1 = Conversion factor, 3600 seconds/hour 

Vsystem = Open circuit voltage (OCV) that corresponds to the SOC of 

the target SOC during charge sustaining operation. This 

value shall be submitted for testing purposes, and it shall 

be subject to confirmation by the Air Resources Board. 

9.2 For hybrid electric vehicles that use a capacitor as an energy storage 

device, the following state-of-charge net change tolerance shall apply: 

(Vfinal)max =  

C

NHV m

V fuel fuel

initial

 

 

2

0.01 2

(Vfinal)min =  

C

NHV m

V fuel fuel

initial

   2

0.01 2

Where: 

(Vfinal)max = The stored capacitor voltage allowed at the end of the test 

(Vfinal)min = The stored capacitor voltage allowed at the end of the test 
F-19 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

V2

initial = The square of the capacitor voltage stored at the beginning of 

the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

C = Rated capacitance of the capacitor, in Farads 

9.3 For hybrid electric vehicles that use an electro-mechanical flywheel as an 

energy storage device, the following state-of-charge net change tolerance shall apply: 

(rpmfinal)max =  

3

2 2

0.01

I K

NHV m

rpm fuel fuel

initial 

 

 

(rpmfinal)min =  

3

2 2

0.01

I K

NHV m

rpm fuel fuel

initial 

   

Where: 

(rpmfinal)max = The maximum flywheel rotational speed allowed at the end of 

the test 

(rpmfinal)min = The minimum flywheel rotational speed allowed at the end of 

the test 

rpm 2

initial = The squared flywheel rotational speed at the beginning of the 

test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K3 = Conversion factor, 2 2

2

3600sec

4

 rpm

 

I = Rated moment of inertia of the flywheel, in kg-m2
G-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

FG. Test Procedures for 2012 through 2017 and Subsequent Model OffVehicle Charge Capable Hybrid Electric Vehicles.

The “as adopted or amended dates” of the 40 CFR Part 86 regulations 

referenced by this document are the dates identified in the “California Exhaust Emission 

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, 

Light-Duty Trucks and Medium-Duty Vehicles,” unless otherwise noted. A manufacturer 

may elect to certify a 2009, 2010, or 2011 model-year off-vehicle charge capable hybrid 

electric vehicle using this section FG. 

1. Electric Dynamometer. 

All off-vehicle charge capable HEVs must be tested using a 48-inch single roll 

electric dynamometer meeting the requirements of 40 CFR Subpart B, §86.108-00(b)(2) 

[October 22, 1996]. 

2. Vehicle and Battery Break-In Period. 

A manufacturer shall use good engineering judgment in determining the proper 

stabilized emissions mileage test point and report same according to the requirements 

of section D.2.11 above. 

3. General Testing Requirements. 

3.1 Recording requirements. 

For off-vehicle charge capable hybrid electric vehicles: The following data 

shall be recorded for all tests and for each individual test cycle therein, except for 

the 20oF and 50oF tests, conducted in accordance with section FG.8: 

(a) mileage accumulated during the All-Electric Range portion of the 

test, where applicable; 

(b) Net DC energy from the battery that was expended during the test 

(may be reported as the total DC battery energy output and the total DC battery 

energy input); 

(c) AC energy required to fully charge the battery after a charge 

depleting or charge sustaining test from the point where electricity is introduced 

from the electric outlet to the battery charger; 

(d) DC energy required to fully charge the battery after a charge 

depleting or charge sustaining test from the point where electricity is introduced 

from the battery charger to the battery; 

(e) Net DC amp-hrs from the battery that was expended during the test 

(may be reported as the total DC amp-hrs output and the total DC amp-hrs 

input); and 

(f) Measured AC and DC watt hours and amp hours shall be reported 

to the nearest hundredths of a kilowatt hour and tenths of an amp hour. 
G-2 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

 

3.2 Regenerative braking. Regenerative braking systems may be utilized 

during the range test. The braking level, if adjustable, shall be set according to the 

manufacturer’s specifications for normal driving conditions prior to the commencement 

of the test. The driving schedule speed and time tolerances specified in this section FG 

shall not be exceeded due to the operation of the regenerative braking system. 

3.3 Measurement Accuracy. The overall error in voltage and current 

recording instruments shall be NIST traceable and accurate to ±1% of the maximum 

value of the variable (AC/DC volts and amps) being measured. Suggested equipment: 

amp meter/power meter capable of sampling voltage and current. Voltage and current 

shall be sampled at a minimum rate of 20 hz. 

3.4 Watt Hour Calculation.

 

DC energy (watt hours) shall be calculated as follows 

DC energy = ∫v(t) *i(t) dt 

Where v = vehicle DC main battery pack voltage 

i = vehicle DC main battery pack current 

AC energy (in watt-hours) shall be calculated as follows 

AC energy = ∫v(t) *i(t) dt in watt-hours 

Where v = AC instantaneous voltage 

i = AC instantaneous current 

 3.5 Charger Requirements

The standard charging apparatus (or equivalent) normally furnished with or 

specified for the vehicle shall be used for charging during vehicle testing. 

4. Determination of the Emissions of the Fuel-fired Heater. 

The exhaust emissions result of the fuel-fired heater shall be determined by 

operating at a maximum heating capacity with a cold start between 68o

F and 86oF for a 

period of 20 minutes and dividing the grams of emissions by 20. The resulting grams 

per minute shall be multiplied by 3.0 minutes per mile to obtain a grams per mile value. 

5. Urban Test Provisions for Off-Vehicle Charge Capable Hybrid Electric 

Vehicles. 

Alternative procedures may be used if shown to yield equivalent results and if 

approved in advance by the Executive Officer of the Air Resources Board. 
G-3 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

The criteria certification emissions for the Urban test shall be the worst case 

emissions of NMOG, CO, NOx, and PM from either the charge depleting or charge 

sustaining tests. The sum of NMOG + NOx emissions shall constitute the worst case 

for the urban charge sustaining or charge depleting modes of operation. 

Vehicles with more than one mode of operation of the auxiliary power unit (e.g., 

economy mode, performance mode, etc.) for a given charge depleting or charge 

sustaining test cycle must be tested in the mode(s) which represents the worst case 

emissions of the auxiliary power unit. Confirmatory testing may also be performed in 

any mode of operation to ensure compliance with emission standards. 

5.1 Vehicle Preconditioning.

To be conducted pursuant to the “California Evaporative Emission Standards and 

Test Procedures for 2001 and Subsequent Model Motor Vehicles” with the following 

supplemental requirements: 

5.1.1 For vehicles that do not allow manual activation of the auxiliary 

power unit, battery state-of-charge shall be set at a level that causes the vehicle 

to operate the auxiliary power unit for the maximum possible cumulative amount 

of time during the preconditioning drive. 

5.1.2 For vehicles that allow manual activation of the auxiliary power unit, 

battery state-of-charge shall be set at the lowest level allowed by the 

manufacturer. 

5.1.3 After setting battery state-of-charge, the vehicle shall be pushed or 

towed to a work area for the initial fuel drain and fill according to section III.D.1.4 

of the “California Evaporative Emission Standards and Test Procedures for 2001 

and Subsequent Model Motor Vehicles.” 

5.1.4 Following the initial fuel drain and fill, the vehicle shall complete an 

initial soak period of a minimum of 6 hours. 

5.1.5 After completing the soak period, the vehicle shall be pushed or 

towed into position on a dynamometer and preconditioned. 

5.1.6 If the auxiliary power unit is capable of being manually activated, 

the auxiliary power unit shall be manually activated at the beginning of and 

operated throughout the preconditioning drive. 

5.1.7 For the charge depleting range test and the charge sustaining 

emission test, the preconditioning cycle shall be the UDDS. The vehicle must be 

in charge sustaining operation during the preconditioning drive. To determine 

charge sustaining operation, the vehicle must meet the SOC criterion in section 
G-4 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

FG.10 from the start to the end of the two consecutive UDDSs. As an option, 

charge sustaining operation can be achieved for a single UDDS if data is 

provided showing that charge sustaining operation can consistently be 

maintained over one UDDS. The vehicle must meet the SOC criterion in section 

FG.10 from the start to the end of a single UDDS. Alternative procedures may 

be used to determine charge sustain operation for the precondition drive if the 

alternate procedure demonstrates charge sustaining operation based on section 

FG.10 and is approved in advance by the Executive Officer of the Air Resources 

Board. 

5.1.8 A fuel drain and fill shall be performed pursuant to the provisions of 

the “California Evaporative Emission Standards and Test Procedures for 2001 

and Subsequent Model Motor Vehicles.” 

5.1.9 The vehicle shall be soaked for 12-36 hours. During this soak 

period, canister preconditioning shall be performed pursuant to the provisions of 

the “California Evaporative Emission Standards and Test Procedures for 2001 

and Subsequent Model Motor Vehicles.” 

5.1.10 For the urban charge depleting range test, the highway charge 

depleting range test, and the cold start US06 range test, charge the vehicle to full 

state-of-charge as specified by the vehicle manufacturer. The vehicle must be 

turned off during charging and charge time shall not exceed soak time. 

5.2 Urban Dynamometer Procedure for Off-Vehicle Charge Capable 

Hybrid Electric Vehicles.

To be conducted pursuant to 40 CFR §86.135-00 [October 22, 1996] with 

the following revisions. References to §86.110-94 shall mean §86.110-94 as last 

amended June 30, 1995. 

5.2.1 Amend subparagraph (a). 

Overview. The charge depleting range test dynamometer run shall 

consist of a series of charge depleting UDDSs, each followed by a 10 minute 

key-off hot soak period until charge sustaining operation is achieved for two 

consecutive UDDSs. To determine charge sustaining operation, the vehicle must 

meet the SOC criterion in section FG.10 from the start of the first UDDS until the 

end of the second UDDS. As an option, charge sustaining operation may be 

achieved for a single UDDS if data is provided showing that charge sustaining 

operation can consistently be maintained over one UDDS. To determine charge 

sustaining operation, in this case, the vehicle shall meet SOC criterion in section 

FG.10 from the start to the end of a single UDDS. Emissions are measured for 

all UDDSs when the auxiliary power unit is operating. 
G-5 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

The vehicle shall be turned off and stored at an ambient temperature not less 

than 68F (20C) and not more than 86F (30C) for 12 to 36 hours. At the end 

of this cold soak period, the vehicle shall be placed or pushed onto a 

dynamometer. 

The charge sustaining emission test dynamometer run shall consist of two 

consecutive UDDSs with a 10 minute key-off hot soak in between. Vehicle 

emissions shall be measured over two UDDSs during charge sustaining 

operation, and the vehicle must meet the SOC criterion in section FG.10 from the 

start of the first UDDS until the end of the second UDDS. 

Vehicle charging shall be initiated within three hours after either the charge 

depleting range test or the charge sustaining emission test pursuant to section 

FG.5.4.2 or FG.5.4.3, as applicable. During charging, all requirements in section 

FG.3 must be met, and energy consumption shall be calculated pursuant to the 

requirements in section FG.11.7. 

For all exhaust emission tests, the exhaust emissions are diluted with ambient air 

in the dilution tunnel as shown in Figure B94-5 and Figure B94-6 (§86.110-94). 

As an alternative, the bag mini-diluter may be used in-lieu of the constant volume 

sampling (CVS) method for exhaust emission measurement as described below. 

 A dilution tunnel is not required for testing vehicles waived from the requirement 

to measure particulates. For UDDSs, particulate samples are collected on filters 

for weighing during each UDDS. Each sample plus backup is collected during 

each UDDS (including shutdown). Part 1065 of the CFR may be used as an 

optional particulate sampling method. Continuous proportional samples of 

gaseous emissions are collected for analysis during each UDDS. For vehicles 

with Otto-cycle auxiliary power units, the composite samples collected in bags 

are analyzed for THC, CO, CO2, CH4 and NOx. For vehicles with 

petroleum-fueled diesel-cycle auxiliary power units (optional for natural 

gas-fueled, liquefied petroleum gas-fueled, and alcohol-fueled diesel-cycle 

vehicles), THC is sampled and analyzed continuously pursuant to the provisions 

of §86.110-94. Parallel samples of the dilution air are similarly analyzed for THC, 

CO, CO2, CH4 and NOx. For vehicles with natural gas-fueled, liquefied petroleum 

gas-fueled, and alcohol-fueled auxiliary power units, bag samples are collected 

and analyzed for THC (if not sampled continuously), CO, CO2, CH4 and NOx. For 

vehicles with alcohol-fueled auxiliary power units, alcohol and formaldehyde 

samples are taken for both exhaust emissions and dilution air (a single dilution air 

formaldehyde sample, covering the total test period may be collected). Parallel 

bag samples of dilution air are analyzed for THC, CO, CO2, CH4 and NOx. 

5.2.2 Subparagraphs (b) through (c). [No change.] 

5.2.3 Subparagraph (d). [No change.] 

5.2.4 Subparagraphs (e) through (g). [No change.] 
G-6 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

5.2.5 Amend subparagraph (h): The driving distance, as measured by 

counting the number of dynamometer roll or shaft revolutions, shall be 

determined for all charge depleting and exhaust emission tests. The revolutions 

shall be measured on the same roll or shaft used for measuring the vehicle’s 

speed. 

5.2.6 Subparagraph (i). [No change.] 

5.3 Urban Dynamometer Test Run, Gaseous and Particulate Emissions 

for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CFR §86.137-96 [March 24, 1993] with 

the following revisions: 

5.3.1 Amend subparagraph (a): General. The dynamometer run shall 

consist of a series of UDDSs, after a second fuel drain and fill and a 12 to 36 

hour soak period performed pursuant to the provisions of the “California 

Evaporative Emission Standards and Test Procedures for 2001 and Subsequent 

Model Motor Vehicles.” The vehicle shall be stored prior to the emission test in 

such a manner that precipitation (e.g., rain or dew) does not occur on the vehicle. 

 The vehicle is allowed to stand on the dynamometer during the 10 minute time 

period between each UDDS. 

5.3.2 Amend subparagraph (b) as follows. 

5.3.2.1 Amend subparagraph (b)(9): Start the gas flow 

measuring device, direct the sample flow into the exhaust sample bag, the 

alcohol exhaust sample, the formaldehyde exhaust sample, the dilution air 

sample bag, the alcohol dilution air sample and the formaldehyde dilution 

air sample, and turn the key on. If the auxiliary power unit is capable of 

being manually activated, the auxiliary power unit shall be activated at the 

beginning of and operated throughout the UDDS. 

5.3.2.2 Delete subparagraph (b)(13). 

5.3.2.3 Subparagraph (b)(14). [No change.] 

5.3.2.4 Amend subparagraph (b)(15): Five seconds 

after the vehicle is shutdown, simultaneously turn off the gas flow 

measuring device and particulate sample pump. Record the measured 

roll or shaft revolutions (both gas meter or flow measurement 

instrumentation readings), and reset the counter. As soon as possible, 

transfer the exhaust and dilution air samples to the analytical system and 

process the samples pursuant to §86.140, obtaining a stabilized reading of 

the exhaust bag sample on all analyzers within 20 minutes of the end of 
G-7 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

the sample collection phase of the UDDS. Obtain alcohol and 

formaldehyde sample analyses, if applicable, within 24 hours of the end of 

the sample period. (If it is not possible to perform analysis on the alcohol 

and formaldehyde samples within 24 hours, the samples should be stored 

in a dark cold (4C to 10C) environment until analysis. The samples 

should be analyzed within fourteen days.) If applicable, carefully remove 

both pairs of particulate sample filters from their respective holders, and 

place each in a separate petri dish, and cover. 

5.3.2.5 Amend subparagraph (b)(18): Repeat the 

steps in paragraphs (b)(2) through (b)(17) of this section for the hot start 

UDDS. The steps in paragraph (b)(9) of this section shall begin between 

9 and 11 minutes after the end of the sample period for the cold start 

UDDS. 

5.3.2.6 Delete subparagraph (b)(19). 

5.3.2.7 Delete subparagraph (b)(20). 

5.3.2.8 Amend subparagraph (b)(21): As soon as 

possible, transfer the particulate filters to the weighing chamber for 

post-test conditioning, if applicable. For vehicles undergoing a cold start 

charge sustaining test, a valid test shall satisfy the SOC criterion in section 

FG.10. 

5.3.2.9 Amend subparagraph (b)(24): Vehicles to be 

tested for evaporative emissions will proceed pursuant to the “California 

Evaporative Emission Standards and Test Procedures for 2001 and 

Subsequent Model Motor Vehicles.” 

5.4 Determination of Urban All-Electric Range and Urban Equivalent AllElectric Range for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

5.4.1 The Urban All-Electric Range shall be shall be defined as the 

distance that the vehicle is driven from the start of Urban Charge Depleting 

Range Test until the internal combustion engine first starts. 

5.4.2 Urban Charge Depleting Range Test. 

(i) Vehicle preconditioning. The vehicle shall be 

preconditioned according to FG.5.1. 

 

(ii) Dynamometer run. At the end of the cold soak period, the 

vehicle shall be placed or pushed, onto a dynamometer and operated 

through the Continuous Urban Test Schedule until the SOC Net Change 

Tolerances (specified in section FG.10 of these test procedures) that 
G-8 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

indicate charge sustaining operation are met for two consecutive UDDSs, 

or a single UDDS if data is provided showing that charge sustaining 

operation can consistently be maintained in one UDDS. If there are no 

charge depleting hot start cycles, then use the next hot start cycle (after 

the cold start cycle) in the test sequence for the purpose of determining 

hot start emissions. For this case (no charge depleting hot start cycle), 

the manufacturer may optionally add one additional hot start cycle. 

The Alternative Continuous Urban Test Schedule may be substituted for 

the Continuous Urban Test Schedule if the test facility is unable to perform 

the Continuous Urban Test Schedule. Refer to sections FG.5.5, FG.5.6, 

and FG.11, for calculations of urban exhaust emissions, urban particulate 

emissions, and equivalent all-electric range, respectively. Emissions are 

measured for all test cycles when the auxiliary power unit is operating. 

For each test cycle for which emissions were not measured, the 

manufacturer must validate that the auxiliary power unit did not turn on at 

any time during the test cycle. 

(iii) Vehicle charging after testing. Vehicle charging shall 

begin within three hours after either the charge depleting range test or the 

charge sustaining emission test, and the vehicle shall be charged to the 

manufacturer specified full state-of-charge. During charging, all applicable 

requirements in FG.3 must be met, and energy consumption shall be 

calculated pursuant to the requirements in section FG.11.7. 

5.4.3 Urban Charge Sustaining Emission Test. The Urban Charge 

Sustaining Emission Test is conducted cold, and after charge sustaining 

operation has been reached, or an optional charge sustaining test mode has 

been activated, and no subsequent charge has been performed. 

(i) Vehicle preconditioning. If the Urban Charge Sustaining 

Emission Test is performed within 36 hours after the Urban Charge 

Depleting Range Test, the vehicle shall be preconditioned pursuant to 

section FG.5.1.9. If the Urban Charge Sustaining Emission Test is 

performed more than 36 hours after the Urban Charge Depleting Range 

Test, the vehicle shall be preconditioned pursuant to section FG.5.1, 

except for vehicle charging. Sections FG.5.1.1 through FG.5.1.4 may be 

omitted if previously performed. 
G-9 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(ii) Dynamometer run. At the end of the cold soak period, the 

vehicle shall be placed or pushed onto a dynamometer, and two UDDSs 

shall be performed during charge sustaining operation, each separated by 

a 10 minute key-off hot soak period. The vehicle must meet the SOC 

criterion in section FG.10 from the start of the first UDDS until the end of 

the second UDDS. If the SOC criterion is not satisfied, the test shall be 

stopped, the vehicle cold soak shall be conducted again, and the 

dynamometer test run shall be conducted again. 

(iii) Vehicle charging after testing. If the vehicle was not 

charged after the Urban Charge Depleting Range Test, then vehicle 

charging shall begin within three hours after the Urban Charge Sustaining 

Emission Test and the vehicle shall be charged to the manufacturer 

specified full state-of-charge. During charging, all requirements in FG.3 

must be met, and energy consumption shall be calculated pursuant to the 

requirements in section FG.11.7. 

5.5 Calculations - Urban Exhaust Emissions for Off-Vehicle Charge 

Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CFR §86.144-94 [July 13, 2005] with the 

following revisions: 

5.5.1 Amend subparagraph (a): 

Gaseous Emissions – Urban Charge Depleting Range Test. 

For light-duty vehicles and light duty trucks: 

Ywm = 



















  

















n

n

c

c

D

Y

D

Y 0.43 0.57

 

Where: 

Ywm = Weighted mass emissions of each pollutant, i.e., THC, CO, 

THCE, NMOG, NMHCE, CH4, NOx, or CO2, in grams per vehicle 

mile. 

Yc = Mass emissions as calculated from the cold start UDDS, in grams 

per test. 

Dc = The measured driving distance from the cold start UDDS, in 

miles. 

n = number of hot start UDDSs in Charge Depleting operation 

If there are no charge depleting hot start cycles, then use the next 

hot start cycle (after the cold start cycle) in the test sequence for 

the purpose of determining hot start emissions. For this case (no 

charge depleting hot start cycle), the manufacturer may optionally 

add one additional hot start cycle for an n=2. 
G-10 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Gaseous Emissions – Urban Charge Sustaining Emission Test. 

For light-duty vehicles and light-duty trucks: 

Ywm = 0.43 * 















c

c

D

Y + 0.57 * 















h

h

D

Y

 

Where: 

Ywm = Weighted mass emissions of each pollutant, i.e., THC, CO, 

THCE, NMOG, NMHCE, CH4, NOx, or CO2, in grams per vehicle 

mile. 

Yc = Mass emissions as calculated from the cold start UDDS, in grams 

per test. 

Yh = Mass emissions as calculated from the hot start UDDS, in grams 

per test. 

Dc = The measured driving distance from the cold start UDDS, in 

miles. 

Dh = The measured driving distance from the hot start UDDS, in miles. 

5.5.2 Subparagraphs (b) through (e). [No change.] 

5.6 Calculations - Urban Particulate Emissions for Off-Vehicle Charge 

Capable Hybrid Electric Vehicles.

To be conducted pursuant to 40 CFR §86.145-82 [November 2, 1982] with 

the following revisions. References to §86.110-94 shall mean §86.110-94 as last 

amended June 30, 1995. 

5.6.1 Amend subparagraph (a): 

Particulate Emissions – Urban Charge Depleting Range Test. 

The final reported test results for the mass particulate (Mp) in grams/mile 

shall be computed as follows: 

Mp = 0.43 * 















c

pc

D

M

 + 0.57 * 



















n

pn

D

M

Where: 

Mpc = Mass of particulate determined from the cold start UDDS, in 

grams per vehicle mile. (See §86.110-94 for determination.) 

Dc = The measured driving distance from the cold start UDDS, in 

miles. 
G-11 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

n = number of hot start UDDSs in Charge Depleting operation 

If there are no charge depleting hot start cycles, then use the next 

hot start cycle (after the cold start cycle) in the test sequence for 

the purpose of determining hot start emissions. For this case (no 

charge depleting hot start cycle), the manufacturer may optionally 

add one additional hot start cycle for an n=2. 

Particulate Emissions – Urban Charge Sustaining Emission Test. 

The final reported test results for the mass particulate (Mp) in grams/mile 

shall be computed as follows: 

Mp = 0.43 * 















c

pc

D

M

 + 0.57 * 















h

ph

D

M

 

Where: 

Mpc = Mass of particulate determined from the cold start UDDS, in 

grams per vehicle mile. (See §86.110-94 for determination.) 

Mph = Mass of particulate determined from the hot start UDDS, in grams 

per vehicle mile. (See §86.110-94 for determination.) 

Dc = The measured driving distance from the cold start UDDS, in 

miles. 

Dh = The measured driving distance from the hot start UDDS, in miles. 

5.6.2 Subparagraph (b). [No change.] 

5.6.3 Equivalent All-Electric Range shall be calculated in accordance 

with section FG.11 of these test procedures. 

6. Highway Test Provisions for Off-Vehicle Charge Capable Hybrid 

Electric Vehicles. 

Vehicles with more than one mode of operation of the auxiliary power unit (e.g., 

economy mode, performance mode, etc.) for a given charge depleting or charge 

sustaining test cycle must be tested in the mode(s) which represents the worst case 

emissions of the auxiliary power unit. Confirmatory testing may also be performed in 

any mode of operation to ensure compliance with emission standards. 

The third emission test HFEDS of the Highway Charge Sustaining Test shall be 

used to calculate highway NOx emissions and must be within the SOC criterion in 

section FG.10. As an option, the manufacturer may perform the Highway Charge 

Sustaining Test with two emission test HFEDSs provided that the second HFEDS meets 

the SOC criterion in section FG.10. In this case, the second HFEDS shall be used to 

calculate emissions. 
G-12 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Highway NOx emissions may be determined from the HFEDS in the Highway 

Charge Depleting Range Test that demonstrates charge sustaining operation. 

6.1 Vehicle Preconditioning.

If the Highway Charge Depleting Range Test is performed within 36 hours after 

completion of either the Urban Charge Depleting Range Test or the Urban Charge 

Sustaining Emission Test, the vehicle shall be preconditioned pursuant to sections 

FG.5.1.9 through FG.5.1.10, without canister preconditioning. If the Highway Charge 

Depleting Range Test is performed more than 36 hours after completion of either the 

Urban Charge Depleting Range Test or the Urban Charge Sustaining Emission Test, 

the vehicle shall be preconditioned pursuant to section FG.5.1, without canister 

preconditioning. Sections FG.5.1.1 through FG.5.1.4 may be omitted if previously 

performed. 

If the Highway Charge Sustaining Emission Test is performed within 36 hours after 

completion of either the Urban Charge Depleting Range Test, the Urban Charge 

Sustaining Emission Test, or the Highway Charge Depleting Range Test, the vehicle 

shall be preconditioned pursuant to section FG.5.1.9 without canister preconditioning. If 

the Highway Charge Sustaining Emissions Test is performed more than 36 hours after 

completion of either the Urban Charge Depleting Range Test, the Urban Charge 

Sustaining Emission Test, or the Highway Charge Depleting Range Test, the vehicle 

shall be preconditioned pursuant to section FG.5.1 without canister precondition and 

vehicle charging. Sections FG.5.1.1 through FG.5.1.4 may be omitted if previously 

performed. 

6.2 Highway Dynamometer Procedure for Off-Vehicle Charge Capable 

Hybrid Electric Vehicles.

To be conducted pursuant to 40 CFR §600.111-08 [December 27, 2006] 

with the following revisions. This section FG.6.2 shall apply during both charge 

sustaining and charge depleting operation. 

6.2.1 Subparagraph (a). [n/a] 

6.2.2 Amend subparagraph (b) as follows: 

6.2.2.1 Amend subparagraph (b)(2): The highway fuel economy test 

is designated to simulate non-metropolitan driving with an average speed of 48.6 

mph and a maximum speed of 60 mph. The cycle is 10.2 miles long with 0.2 

stop per mile and consists of warmed-up vehicle operation on a chassis 

dynamometer through a specified driving cycle. A proportional part of the diluted 

exhaust emission is collected continuously for subsequent analysis of THC, CO, 

CO2, and NOx using a constant volume (variable dilution) sampler. Diesel dilute 

exhaust is continuously analyzed for hydrocarbons using a heated sample line 
G-13 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

and analyzer. Alcohol and formaldehyde samples are collected and individually 

analyzed for alcohol-fueled vehicles. 

6.2.2.2 Replace subparagraph (b)(6) with: Cold soak: The vehicle 

shall be stored at an ambient temperature not less than 68o

F (20oC) and not 

more than 86oF (30oC) for 12 to 36 hours. At the end of the cold soak period, the 

vehicle shall be placed or pushed onto a dynamometer.

6.2.2.3 Amend subparagraph (b)(7)(i): The Highway Charge 

Sustaining Emission Test is conducted cold, and after charge sustaining 

operation has been reached, or an optional charge sustaining test mode has 

been activated, and no subsequent charge has been performed. 

 At the end of the cold soak period, the vehicle shall be placed or pushed onto a 

dynamometer. A cold start HFEDS followed by three emission measurement

HFEDSs, separated by a 15 second key-on hot soak period, shall be performed. 

 The vehicle must meet the SOC criterion in section FG.10 for the third emission 

measurement HFEDS. As an option the manufacturer may perform two 

emission measurement HFEDSs in lieu of three emission measurement 

HFEDSs, if the SOC criterion is satisfied for the second emission measurement 

HFEDS. If the SOC criterion is not satisfied, the test shall be stopped, and the 

procedure shall be repeated starting at section FG.6.2.2.2. 

6.2.2.4 Amend subparagraph (b)(7)(iii): One exhaust sample and 

one background sample per each HFEDS shall be collected and analyzed for 

THC (except diesel hydrocarbons which are analyzed continuously), CO, CO2, 

and NOx. Alcohol and formaldehyde samples (exhaust and dilution air) are 

collected and analyzed for alcohol-fueled vehicles. 

6.2.2.5 Add subparagraph (b)(7)(v): For vehicles that do not allow 

manual activation of the auxiliary power unit, battery state-of-charge shall be set 

at a level that causes the vehicle to operate the auxiliary power unit for the 

maximum possible cumulative amount of time during the HFEDS preconditioning 

cycle. For vehicles that allow manual activation of the auxiliary power unit, 

battery state-of-charge shall be set at the lowest level allowed by the 

manufacturer. 

6.2.2.6 Amend subparagraph (b)(9)(v): Operate the vehicle over the 

continuous highway test schedule, consisting of repeated HFEDSs according to 

the dynamometer driving schedule specified in §600.109-08(b) [December 27, 

2006]. If the auxiliary power unit is capable of being manually activated, the 

auxiliary power unit shall be manually activated at the beginning of and operated 

throughout the HFEDS preconditioning cycle. 

6.2.2.7 Amend subparagraph (b)(9)(vi): When the vehicle reaches 

zero speed between each HFEDS, the driver has 17 seconds to prepare for the 
G-14 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

HFEDS emission measurement cycle of the test. During the idle period, one of 

the following conditions shall apply: 

(a) For vehicles that do not allow the auxiliary power unit to be 

manually activated, the vehicle shall remain turned on during the idle 

period. 

(b) For vehicles that allow the auxiliary power unit to be 

manually activated, the vehicle shall remain turned on with the auxiliary 

power unit operating during the idle period. 

6.2.2.8 Add subparagraph (b)(9)(viii): At the conclusion of the 

HFEDS emission test, the following conditions shall apply: For vehicles that do 

not allow the auxiliary power unit to be manually activated and are chargesustaining over the HFEDS, record the battery state-of-charge to determine if the 

SOC criterion in section F.10 is satisfied. If the SOC criterion is not satisfied, 

then repeat the dynamometer test run from subparagraph (b)(9)(vi) and 

(b)(9)(vii). Up to three highway emission tests shall be allowed to satisfy the 

SOC criterion. 

6.2.2.9 Delete subparagraph (b)(10). 

6.2.3 Delete subparagraphs (c) through (e). 

6.3 Determination of Highway All-Electric Range and Highway Equivalent 

All-Electric Range for Off-Vehicle Charge Capable Hybrid Electric Vehicles.

6.3.1 The Highway All-Electric Range shall be defined as the distance 

that the vehicle is driven from the start of test until the internal combustion engine 

starts. 

6.3.2 Highway Charge Depleting Range Test. 

(i) Vehicle preconditioning. The vehicle shall be 

preconditioned pursuant to section FG.6.1. 
G-15 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(ii) Dynamometer run. At the end of the cold soak period, the 

vehicle shall be placed or pushed, onto a dynamometer and operated 

through the Continuous Highway Test Schedule until the State–of-Charge 

Net Change Tolerances (specified in section FG.10 of these test 

procedures) that indicate charge sustaining operation is met for one 

HFEDS. The Alternative Continuous Highway Test Schedule may be 

substituted for the Continuous Highway Test Schedule if the test facility is 

unable to perform the Continuous Highway Test Schedule. Refer to 

section FG.11, for calculations of highway exhaust emissions and 

equivalent all-electric range, respectively. Emissions are measured for all 

test cycles when the auxiliary power unit is operating. For each test cycle 

for which emissions were not measured, the manufacturer must validate 

that the auxiliary power unit did not turn on at any time during the test 

cycle. 

(iii) Vehicle charging after testing. Vehicle charging shall 

begin within three hours after the Highway Charge Depleting Range Test 

and the vehicle shall be charged to the manufacturer specified full stateof-charge. During charging, all applicable requirements in section FG.3 

must be met, and energy consumption shall be calculated according to the 

requirements in section FG.11.7. If the manufacturer provides 

supplemental data demonstrating that the energy required to charge the 

vehicle from highway charge sustaining operation to full charge is 

equivalent (within ± 1% of the AC energy) to the energy required to charge 

the vehicle from urban charge sustaining operation to full charge, then the 

energy required to charge the vehicle from urban charge sustaining 

operation to full charge may be used to determine highway energy 

consumption pursuant to section FG.11.7. Data shall be approved in 

advance by the Executive Officer of the Air Resources Board. 

6.3.3 Highway Charge Sustaining Emission Test. The Highway 

Charge Sustaining Emission Test is conducted cold, and after charge sustaining 

operation has been reached, or an optional charge sustaining test mode has 

been activated, and no subsequent charge has been performed: 

(i) Vehicle preconditioning. The vehicle shall be 

preconditioned pursuant to section FG.6.1. 

(ii) Dynamometer run. At the end of the cold soak period, the 

vehicle shall be placed or pushed onto a dynamometer. A cold start 

HFEDS followed by three emission measurement HFEDSs, separated by 

a 15 second key-on hot soak period, shall be performed. The vehicle 

must meet the SOC criterion in section FG.10 for the third emission 

measurement HFEDS. As an option, the manufacturer may perform two 

emission measurement HFEDSs in lieu of three emission measurement 

HFEDSs, if the SOC criterion is satisfied for the second HFEDS. If the 
G-16 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

SOC criterion is not satisfied, the test shall be stopped, and the procedure 

shall be repeated starting at section FG.6.3.3. 

6.3.4 Equivalent All-Electric Range shall be calculated in accordance 

with section FG.11 of these test procedures. 

7. SFTP Emission Test Provisions for Off-Vehicle Charge Capable Hybrid 

Electric Vehicles. 

Vehicles with more than one mode of operation of the auxiliary power unit (e.g., 

economy mode, performance mode, etc.) for a given charge depleting or charge 

sustaining test cycle must be tested in the mode(s) which represents the worst case 

emissions of the auxiliary power unit. Confirmatory testing may also be performed in 

any mode of operation to ensure compliance with emission standards. 

7.1 US06 Vehicle Preconditioning.

To be conducted pursuant to 40 CFR §86.132-00 [October 22, 1996] with 

the following revisions. This section FG.1 shall apply during charge sustaining 

operation or at an optional charge sustaining test mode that has been activated, 

if no subsequent charge has been performed. 

7.1.1 Subparagraphs (a) through (m). [No change.] 

7.1.2 Amend subparagraph (n) Aggressive Driving Test (US06) 

Preconditioning. as follows: 

7.1.2.1 Amend subparagraph (1) as follows: If the US06 test 

follows the exhaust emission urban, highway, or evaporative testing, the 

refueling step may be deleted and the vehicle may be preconditioned 

using the fuel remaining in the tank (see paragraph (c)(2)(ii) of this 

section). The test vehicle may be pushed or driven onto the test 

dynamometer. For vehicles that allow manual activation of the auxiliary 

power unit, battery state-of-charge shall be set at the lowest level allowed 

by the manufacturer, and the auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the US06 

preconditioning cycle. 

7.1.2.1.1 Subparagraphs (i) through (iv). [No change.] 

7.1.2.2 Subparagraph (2). [No change.] 

7.1.3 Subparagraph (o). [No change.] 
G-17 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

7.2 US06 Emission Test. 

To be conducted pursuant to 40 CFR §86.159-08 [December 27, 2006] 

with the following revisions. This section 7.2 shall apply during charge sustaining 

operation or at an optional charge sustaining test mode that has been activated, 

if no subsequent charge has been performed. 

7.2.1 Amend subparagraph (a): Overview. The dynamometer operation 

consists of a single, 600 second test on the US06 driving schedule, as described 

in appendix I, paragraph (g), of this part. The vehicle is preconditioned in 

accordance with §86.132-00, to bring it to a warmed-up stabilized condition. This 

preconditioning is followed by a 1 to 2 minute idle period that proceeds directly 

into the US06 driving schedule during which continuous proportional samples of 

gaseous emissions are collected for analysis. If engine stalling should occur 

during testing, follow the provisions of §86.136-90 (engine starting and 

restarting). For vehicles with Otto-cycle auxiliary power units, the composite 

samples collected in bags are analyzed for THC, CO, CO2, CH4 and NOx. For 

vehicles with diesel-cycle auxiliary power units, THC is sampled and analyzed 

continuously according to the provisions of §86.110. Parallel bag samples of 

dilution air are analyzed for THC, CO, CO2, CH4 and NOx. The US06 cycle after 

the preconditioning cycle shall be used to calculate emissions and shall meet the 

state-of-charge net tolerances as calculated in section FG.10. 

7.2.2 Amend subparagraph (b) as follows. 

7.2.2.1 Amend subparagraph (b)(2): Position the test vehicle 

on the dynamometer and restrain. 

7.2.3 Subparagraph (c). [No change.] 

7.2.4 Amend subparagraph (d): Practice runs over the prescribed driving 

schedule may be performed at test point to permit sampling system adjustment. 

7.2.5 Subparagraph (e). [No change.] 

7.2.6 Amend subparagraph (f) as follows. 

7.2.6.1 Amend subparagraph (f)(2)(i): Immediately after 

completion of the preconditioning cycle, idle the vehicle. The idle period is 

not to be less than one minute or not greater than two minutes. During the 

idle period, one of the following conditions shall apply: 

(i) For vehicles that do not allow the auxiliary power unit to be 

manually activated, the vehicle shall remain on during the idle period. 
G-18 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

 (ii) For vehicles that allow the auxiliary power unit to be 

manually activated, the vehicle shall remain turned on with the auxiliary 

power unit operating during the idle period. 

7.2.6.2 Amend subparagraph (f)(2)(ix): At the completion of 

the test US06 cycle, determine if the SOC criterion in section FG.10 is 

satisfied. If the SOC criterion is not satisfied, then repeat the 

dynamometer test run from subparagraph (f)(2)(i), without the 

preconditioning cycle. Up to three US06 emission tests shall be allowed to 

satisfy the SOC criterion. The idle period between multiple test cycles 

shall not to be less than one minute and not greater than two minutes. For 

the final test cycle, turn off the vehicle two seconds after the end of the 

last deceleration. During the idle period between multiple test cycles, one 

of the following conditions shall apply: 

(i) For vehicles that do not allow the auxiliary power unit 

to be manually activated, the vehicle shall remain on during the idle 

period. 

 (ii) For vehicles that allow the auxiliary power unit to be 

manually activated, the vehicle shall remain turned on with the 

auxiliary power unit operating during the idle period. 

7.3 SC03 Vehicle Preconditioning.

To be conducted pursuant to 40 CFR §86.132-00 [October 22, 1996] with 

the following revisions. This section 7.3 shall apply during charge sustaining 

operation or at an optional charge sustaining test mode that has been activated, 

if no subsequent charge has been performed. 

7.3.1 Subparagraphs (a) through (n). [No change.] 

7.3.2 Amend subparagraph (o): Air Conditioning Test (SC03) 

Preconditioning. 

7.3.2.1 Amend subparagraph (1) as follows: If the SC03 test 

follows the exhaust emission urban, highway, or evaporative testing, the 

refueling step may be deleted and the vehicle may be preconditioned 

using the fuel remaining in the tank (see paragraph (c)(2)(ii) of this 

section). The test vehicle may be pushed or driven onto the test 

dynamometer. For vehicles that allow manual activation of the auxiliary 

power unit, battery state-of-charge shall be set at the lowest level allowed 

by the manufacturer, and the auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 

preconditioning cycle. 
G-19 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

7.3.2.1.1 Subparagraphs (i) and (ii). [No change.] 

7.3.2.2 Subparagraphs (2) through (3). [No change.] 

7.4 SC03 Emission Test.

To be conducted pursuant to 40 CFR §86.160-00 [December 8, 2005] with 

the following revisions. This section 7.4 shall apply during charge sustaining 

operation or at an optional charge sustaining test mode that has been activated, 

if no subsequent charge has been performed. References to §86.162-03 shall 

mean §86.162-03 as adopted October 22, 1996. 

7.4.1 Amend subparagraph (a): Overview. The dynamometer 

operation consists of a single, 594 second test on the SC03 driving schedule, as 

described in appendix I, paragraph (h), of this part. The vehicle is preconditioned 

in accordance with §86.132-00 of this subpart, to bring the vehicle to a 

warmed-up stabilized condition. This preconditioning is followed by a 10 minute 

vehicle soak (vehicle turned off) that proceeds directly into the SC03 driving 

schedule, during which continuous proportional samples of gaseous emissions 

are collected for analysis. The entire test, including the SC03 preconditioning 

cycle, vehicle soak, and SC03 emission test, is either conducted in an 

environmental test facility or under test conditions that simulate testing in an 

environmental test cell (see §86.162-03 (a) for a discussion of simulation 

procedure approvals). The environmental test facility must be capable of 

providing the following nominal ambient test conditions of: 95o

F air temperature, 

100 grains of water/pound of dry air (approximately 40 percent relative humidity), 

a solar heat load intensity of 850 W/m2

, and vehicle cooling air flow proportional 

to vehicle speed. Section 86.161-00 discusses the minimum facility 

requirements and corresponding control tolerances for air conditioning ambient 

test conditions. The vehicle’s air conditioner is operated or appropriately 

simulated for the duration of the test procedure (except for the 10 minute vehicle 

soak), including the preconditioning. If engine stalling should occur during 

testing, follow the provisions of §86.136-90 (engine starting and restarting). For 

vehicles with Otto-cycle auxiliary power units, the composite samples collected in 

bags are analyzed for THC, CO, CO2, CH4 and NOx. For vehicles with 

diesel-cycle auxiliary power units, THC is sampled and analyzed continuously 

according to the provisions of §86.110. Parallel bag samples of dilution air are 

analyzed for THC, CO, CO2, CH4 and NOx. The SC03 cycle after the 

preconditioning cycle shall be used to calculate emissions and shall meet the 

state-of-charge net tolerances as calculated in section FG.10. 

7.4.2 Amend subparagraph (b) as follows. 

7.4.2.1 Amend subparagraph (b)(2): Position the test vehicle 

on the dynamometer and restrain. 
G-20 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

7.4.3 Amend subparagraph (c) as follows. 

7.4.3.1 Amend subparagraph (c)(9): Start vehicle (with air 

conditioning system also running). If the auxiliary power unit of the vehicle 

is capable of being manually activated, the auxiliary power unit shall be 

manually activated at the beginning of and operated throughout the SC03 

emission test. Fifteen seconds after the vehicle starts, begin the initial 

vehicle acceleration of the driving schedule. 

7.4.4 Amend subparagraph (d) as follows. 

7.4.4.1 Amend subparagraph (d)(10): At the conclusion of 

the SC03 emission test, one of the following conditions shall apply: 

(i) For vehicles that do not allow the auxiliary power unit to be 

manually activated and are charge-sustaining over the SC03 test, record 

the battery state-of-charge to determine if the SOC criterion in section 

FG.10 is satisfied. If the SOC criterion is not satisfied , then turn off the 

engine and the cooling fan(s), allow the vehicle to soak in the ambient 

conditions of paragraph (c)(5) of this section for 10 ± 1 minutes, and 

repeat the dynamometer test run from subparagraph (d). Up to three 

SC03 emission tests shall be attempted to satisfy the SOC criterion. 

(ii) For vehicles that allow the auxiliary power unit to be manually 

activated, turn off the vehicle two seconds after the end of the last 

deceleration. 

7.4.5 Subparagraph (e). [No change.] 

7.5 Optional Cold Start US06 Range Test.

7.5.1 Cold soak and vehicle charging. The vehicle shall be stored at 

an ambient temperature not less than 68o

F (20oC) and not more than 86oF 

(30o

C) for 12 to 36 hours. During this time, the vehicle battery shall be charged 

to a full state-of-charge. The vehicle must be turned off during charging. Charge 

time shall not exceed soak time. 

7.5.2 At the end of the cold soak period, the vehicle shall be placed or 

pushed onto a dynamometer, and shall be driven on a continuous US06 test 

cycle until either: 

(a) the auxiliary power unit starts, or 
G-21 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(b) the vehicle can no longer meet the speed trace limits of the 

US06 driving schedule as specified in CFR 86 Appendix I to within 2 mph 

higher than the highest point on the trace within 1 second for the upper 

limit or within 2 mph lower than the lowest point on the trace within 1 

second for the lower limit. 

When either of these conditions is met, the test shall be ended. The range for 

this test, in miles, shall be the distant driven from the start of the test to when 

condition (a) or (b) is met. Emission sampling is not required for this test. 

8. 50o

F and 20oF Test Provision for Off-Vehicle Charge Capable Hybrid 

Electric Vehicles. 

50 oF testing shall be conducted pursuant to section FG.5 with the 

modifications in Part II, Section C of the “California Exhaust Emission Standards 

and Test Procedures for 2001 and Subsequent Model Year Passenger Cars, Light 

Duty Trucks, and Medium Duty Vehicles” and the additional following revisions. 

20 oF testing shall be conducted pursuant to section FG.5 and shall include the 

temperature provisions in 40 CFR Part 86 Subpart C - Emission Regulations for 1994 

and Later Model Year Gasoline-Fueled New Light-Duty Vehicles, New Light-Duty 

Trucks and New Medium-Duty Passenger Vehicles; Cold Temperature Test 

Procedures. 

For 50 oF and 20 oF charge depleting testing, vehicle charging, prior to emissions 

testing, shall be performed during the soak period at 50 oF and 20 oF, respectively. 

8.1 To satisfy test requirements for the 50oF emission test, the vehicle shall be 

tested in the worst case (NMOG + NOx) of the urban charge depleting range test or 

urban charge sustaining emission test as defined in section FG.5. To satisfy test 

requirements for the 20oF emission test, the vehicle shall be tested in the worst case 

(CO) of the urban charge depleting range test or urban charge sustaining emission test 

as defined in section FG.5. For the 20o

F and 50oF emission tests, the vehicle is not 

required to meet SOC net tolerances. 

8.2 If the worst case for emissions is charge sustaining operation, the vehicle 

shall be preconditioned, and one of the following two emission test options must be 

performed. 

(i) A three phase test that includes phase one as the first 505 seconds 

of the UDDS, phase two as 506 seconds to the end of the UDDS, a 10 minute 

key-off soak period, and phase three the first 505 seconds of the UDDS. The 

first two phases test shall be counted as the first UDDS and the second and third 

phases will constitute the second UDDS. Emission weighting is as follows: 
G-22 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Ywm = 



















  





















2 3

2 3

1 2

1 2 0.43 0.57

D D

Y Y

D D

Y Y

Where: 

Ywm = Weighted mass emissions of each pollutant, i.e., THC, CO, 

THCE, NMOG, NMHCE, CH4, NOx, or CO2, in grams per 

vehicle mile. 

Y1 = Mass emissions as calculated from phase one of the three 

phase test. 

Y2 = Mass emissions as calculated from phase two of the three 

phase test. 

Y3 = Mass emissions as calculated from phase three of the three 

phase test. 

D1 = The measured driving distance from phase one of the three 

phase tests, in miles. 

D2 = The measured driving distance from phase two of the three 

phase tests, in miles. 

D3 = The measured driving distance from phase three of the three 

phase tests, in miles. 

(ii) A two phase test that includes phase one as a UDDS, a 10 minute keyoff soak period, and phase two as a UDDS. Emission weighting for the four 

phase test will follow the procedure outlined in section FG.5.5.1. 

8.3 If measurement of worst case emissions requires the urban charge 

depleting range test to be performed, the vehicle shall be preconditioned and fully 

charged. The continuous urban test schedule shall then be performed. The UDDS, in 

which the auxiliary power unit first starts, shall be the cold UDDS. Emissions shall be 

sampled according to one of the options in section FG.8.2. For the three phase test 

option, if the auxiliary power unit starts in phase two of the UDDS, phase one emissions 

are considered zero for emission calculation purposes. Emissions are weighted 

according to section FG.8.2. 

9. Additional Provisions. 

9.1 Confirmatory testing may be performed on all tests to establish if higher 

emissions occur at different states-of-charge in charge depleting mode. This is to 

ensure that cold start and other emissions standards are not exceeded at other 

operating SOCs. 

9.2 Confirmatory testing may be performed on the US06 test or the 

manufacturer may provide data to show that potential cold start off-cycle emissions are 

controlled to the extent that they are controlled for the UDDS. 

9.3 Confirmatory testing may be performed on vehicles equipped with an 

optional charge sustaining operation mode selector with selector set to simulate charge 
G-23 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

sustaining operation or in actual charge sustaining operation in accordance with section 

F of these test procedures. 

9.4 For an example of an off-vehicle charge capable hybrid electric vehicle 

with all-electric range and blended operation that has charge depleting actual range and 

charge depleting cycle range, please see section HI, Figure 1. 

9.5 For an example of charge depleting to charge sustaining range with and 

without transitional range and end of test conditions, please see section HI, Figure 2. 

9.6 When determining the SOC tolerance during testing, the current drive 

cycle may be aborted if the SOC tolerance is met for previous drive cycle. 

9.7 If the manufacturer determines there is insufficient fuel to run the 

subsequent test, the manufacturer may perform a fuel drain and fill or add fuel pursuant 

to the provisions of the “California Evaporative Emission Standards and Test 

Procedures for 2001 and Subsequent Model Motor Vehicles.” 

10. State-of-Charge Net Change Tolerances. 

10.1 For vehicles that use a battery as an energy storage device, the following 

state-of-charge net change tolerance shall apply: 

(Amp-hrfinal)max = (Amp-hrinitial) + 0.01 





















V K1

NHV m

system

fuel fuel 

(Amp-hrfinal)min = (Amp-hrinitial) - 0.01 





















V K1

NHV m

system

fuel fuel 

Where: 

(Amp-hrfinal)max = Maximum allowed Amp-hr stored in battery at the end 

of the test 

(Amp-hrfinal)min = Minimum allowed Amp-hr stored in battery at the end 

of the test 

(Amp-hrinitial) = Battery Amp-hr stored at the beginning of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K1 = Conversion factor, 3600 seconds/hour 

Vsystem = Open circuit voltage (OCV) that corresponds to the 

SOC of the target SOC during charge sustaining 

operation. This value shall be submitted for testing 

purposes, and it shall be subject to confirmation by 

the Air Resources Board. 
G-24 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

An alternate state-of-charge net tolerance may be used if shown to be technically 

necessary and if approved in advance by the Executive Officer of the Air Resources 

Board. 

10.2 For vehicles that use a capacitor as an energy storage device, the 

following state-of-charge net change tolerance shall apply: 

(Vfinal)max =  

C

NHV m

V fuel fuel

initial

 

 

2

0.01 2

(Vfinal)min =  

C

NHV m

V fuel fuel

initial

   2

0.01 2

Where: 

(Vfinal)max = The stored capacitor voltage allowed at the end of the test 

(Vfinal)min = The stored capacitor voltage allowed at the end of the test 

V2

initial = The square of the capacitor voltage stored at the beginning 

of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

C = Rated capacitance of the capacitor, in Farads 

10.3 For vehicles that use an electro-mechanical flywheel as an energy storage 

device, the following state-of-charge net change tolerance shall apply: 

(rpmfinal)max =  

3

2 2

0.01

I K

NHV m

rpm fuel fuel

initial 

 

 

(rpmfinal)min =  

3

2 2

0.01

I K

NHV m

rpm fuel fuel

initial 

   

Where: 

(rpmfinal)max = The maximum flywheel rotational speed allowed at the 

end of the test 

(rpmfinal)min = The minimum flywheel rotational speed allowed at the 

end of the test 

rpm 2

initial = The squared flywheel rotational speed at the beginning of 

the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 
G-25 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

K3 = Conversion factor, 2 2

2

3600sec

4

 rpm

 

I = Rated moment of inertia of the flywheel, in kg-m2

11. Calculations – Equivalent All-Electric Range for Off-Vehicle Charge 

Capable Hybrid Electric Vehicles. 

11.1 Charge Depleting CO2 Produced means the cumulative tailpipe CO2

emissions produced, Mcd, in grams per mile during the charge depleting cycle range. 

Mcd = Σ Yi

where: 

Yi = The sum of the CO2 grams per mile in the charge depleting mode 

from each test cycle (UDDS or HFEDS) 

i = Number (UDDS or HFEDS) of the test over the charge depleting 

cycle range, Rcdc 

 

11.2 Charge Sustaining CO2 Produced - urban means the cumulative tailpipe 

CO2 emissions produced, Mcs, in grams per mile, during the cold start charge sustaining 

urban test. 

Mcs =  



 



   

c

cdcu c

c h D

R D

Y Y

where: 

Rcdcu = Urban Charge Depleting Cycle Range, in miles 

Dc = The measured driving distance from the cold start UDDS, in 

miles 

Yc = Grams per mile CO2 emissions as calculated from the cold start 

UDDS 

Yh = Grams per mile CO2 emissions as calculated from the hot start 

UDDS 
G-26 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

11.3 Charge Sustaining CO2 Produced - highway means the grams per mile 

tailpipe CO2 emissions produced, Mcs, during the cold start charge sustaining highway 

test. 

Mcs = h

h

cdch Y

D

R

















where: 

Rcdch = Highway Charge Depleting Cycle Range, in miles 

Dh = The measured driving distance from the hot start HFEDS, in 

miles 

Yh = Grams per mile emissions as calculated from the hot start 

HFEDS 

 11.4 Urban Equivalent All-Electric Range (EAERu) shall be calculated as 

follows: 

EAERu = cdcu

cs

cs cd R

M

M M















 

where: 

Mcs is as defined in FG.11.2. 

Mcd is as defined in FG.11.1, using the UDDS test cycle. 

11.5 Highway Equivalent All-Electric Range (EAERh) shall be calculated as 

follows: 

 

EAERh = cdch

cs

cs cd R

M

M M





 



 

where: 

Mcs is as defined in FG.11.3. 

Mcd is as defined in FG.11.1, using the HFEDS test cycle. 

Rcdch is as defined in FG.11.3 

11.6 Electric Range Fraction (%). 

The Electric Range Fraction means fraction of the total miles driven 

electrically (with the engine off) for blended operation hybrid electric vehicles. 

The Urban Electric Range Fraction (ERFu) is calculated as follows: 
G-27 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

ERFu (%) = 100 















cda

u

R

EAER

The Highway Electric Range Fraction (ERFh) is calculated as follows: 

ERFh (%) = 100 















cdah

h

R

EAER

11.7 Equivalent All-Electric Range Energy Consumption. 

The Urban Equivalent All-Electric Range Energy Consumption (EAERECu) 

shall be calculated as follows: 

 

EAERECu (wh/mi) = 

u

cd

EAER

E

where: 

Ecd = Total electrical energy used to fully charge the vehicle battery 

from an external power source after the charge depleting test has been 

completed. This shall be calculated for both AC and DC energy. 

The Highway Equivalent All-Electric Range Energy Consumption 

(EAERECh) shall be calculated as follows: 

 

EAERECh (wh/mi) = 

h

cd

EAER

E

where: 

Ecd = Total electrical energy used to fully charge the vehicle battery 

from an external power source after the charge depleting test has been 

completed. This shall be calculated for both AC and DC energy. 

11.8 The Urban Charge Depleting Cycle Range, Rcdcu, (see section H for an 

illustration of Rcdcu) shall be defined as the distance traveled on the Urban Charge 

Depleting Procedure up to the UDDS prior to where the state-of-charge is above the 

lower bound state-of-charge tolerance for one test cycle given by: 

(Amp-hrfinal)min = (Amp-hrinitial) – 0.01 * 



















V K1

NHV m

system

fuel fuel

 

Where: 
G-28 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(Amp-hrfinal)min = Minimum allowed Amp-hr stored in battery at the end of the 

test 

(Amp-hrinitial) = Battery Amp-hr stored at the beginning of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K1 = Conversion factor, 3600 seconds/hour 

Vsystem = Open circuit voltage (OCV) that corresponds to the SOC of 

the target SOC during charge sustaining operation. This 

value shall be submitted for testing purposes, and it shall be 

subject to confirmation by the Air Resources Board. 

11.9 The Charge Depleting Actual Range, Rcda, shall be defined as the range at 

which the state-of-charge is first equal to the average state-of-charge of the one or two 

UDDSs used to end the Urban Charge Depleting Test. This range must be reported to 

the nearest 0.1 miles. For an illustration of Rcda see section HI. 

11.10 The Charge Depleting to Charge Sustaining Urban Range shall be defined 

as the distance driven in miles from the start of the Urban Charge Depleting Test 

through the UDDS preceding the one or two UDDSs used to end the Urban Charge 

Depleting Test. 

11.11 The Highway Charge Depleting Cycle Range, Rcdch, shall be defined as 

the sum of the distance traveled on the Highway Charge Depleting Test up to the 

HFEDS prior to where the state-of-charge is above the lower bound state-of-charge 

tolerance for one test cycle given by: 

(Amp-hrfinal)min = (Amp-hrinitial) – 0.01 * 



















V K1

NHV m

system

fuel fuel

Where: 

(Amp-hrfinal)min = Minimum allowed Amp-hr stored in battery at the end of the 

test 

(Amp-hrinitial) = Battery Amp-hr stored at the beginning of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K1 = Conversion factor, 3600 seconds/hour 

Vsystem = Open circuit voltage (OCV) that corresponds to the SOC of 

the target SOC during charge sustaining operation. This 

value shall be submitted for testing purposes, and it shall be 

subject to confirmation by the Air Resources Board. 

11.12 The Charge Depleting to Charge Sustaining Highway Range shall be 

defined as the distance driven in miles from the start of the Highway Charge Depleting 

Test through the HFEDS preceding the final HFEDS. 
G-29 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

11.13 The Urban Equivalent All Electric Range for vehicles with an urban charge 

depleting actual range greater than 40 miles, EAERu40, is determined through the 

following equation: 

EAERu40 (miles) = 



 



 

100

ERF 40mi u

12. The Calculations of the Combined Green House Gas Regulatory 

Rating of Off-vehicle Charge Capable Hybrid Electric Vehicles 

12.1 The combined Greenhouse Gas (GHG) emissions value is determined by 

the following equation. 

GHGPHEV, combined = 0.55 * (GHGurban) + 0.45 * (GHGhighway) (Eq. 1) 

12.2 The urban GHG emissions value for off-vehicle charge capable hybrid 

electric vehicles is calculated using the following equations. 

12.2.1 The urban GHG emissions value is determined by the following 

equation. 

     

      urban urban Nurban

i

upstream i cs urban

N

i

i

N

i

cd AC i

i

CD i

urban i GHG UF G UF Y

D

Y GHG UF 1

.

1 1

. .

. ( ) *( ) ( ) (1 ( ))*( )

 

(Eq. 2) 

 

Where, 

GHGurban = Rated urban GHG emissions for PHEV, in gCO2e/mile

i = Number of charge-depleting urban test cycle 

Nurban = Total number of urban test cycles in charge depleting to charge sustaining range (Rcdtcs)

UFi = Utility factor for urban test cycle i 

YCD.i = Mass emissions of CO2 in grams per vehicle mile, for the “i”th test 

in the charge depleting test 

D.i = Distance of the “i”th urban test cycle, in miles. 

GHGcd.AC.i = Rated GHG emissions for test cycle i, in gCO2e/mile 

Ycs.urban = Weighted mass emissions of CO2 in grams/mi of the charge sustaining test.

Gupstream = Gasoline upstream factor = 0.25 * GHGtarget. 

12.2.2 The Charge Depleting to Charge Sustaining Range (Rcdtcs) is the total 

number of cycles driven at least partially in charge depleting mode times the cycle 

distance. Cycles meets charge sustaining criterion are not included in the Rcdtcs. The 

Rcdtcs includes the transitional cycle, where the vehicle may have operated in both 

depleting and sustaining modes. 

12.2.3 The utility factors for urban and highway cycles are provided in the 

following table. 
G-30 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Utility factors for each PHEV drive cycle test with charge-depletion 

operation 

Test cycle 

number 

Test cycle utility factor 

Urban, UFi Highway, UFj

1 0.176 0.233 

2 0.141 0.172 

3 0.112 0.127 

4 0.091 0.095 

5 0.074 0.071 

6 0.059 0.054 

7 0.049 0.041 

8 0.039 0.032 

9 0.033 0.025 

10 0.027 0.020 

11 0.023 0.017 

12 0.019 0.013 

12.2.4 This charge-depleting GHG rate from electricity use in each test cycle is defined by the 

following equation:

GHGcd.AC.i = GHGgrid * Ecd.AC.i (Eq. 3) 

Where, 

GHGcd.AC.i = Rated GHG emissions for charge-depleting PHEV, in gCO2e/mile

Ecd.AC.i = Urban or highway charge depleting electricity use, in kWh/mile 

GHGgrid = Lifecycle California electricity GHG intensity, 270 gCO2e/kWh 

12.2.5 The urban or highway charge depleting electricity use is defined by the following 

formula: 

N cd AC total

i

cd DC i

cd DC i

cd AC i E

E

E E . .

1

. .

. .

. . *



 (Eq. 4) 

Where, 

N = Total number of test cycles in the charge depleting to charge 

sustaining range (Rcdtcs) of the urban or highway charge 

depleting test. 

Ecd.AC.i = AC kWh consumed in the “i”th cycle of the charge depleting 

test. 
G-31 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

Ecd.DC.i = Depleted DC energy for the “i”th cycle in the charge 

depleting test. It is defined in section F.3.4 of these test 

procedures. 

Ecd.AC.total = Charge-depleting net AC energy consumption is determined 

according to section F.3.4 of these test procedures. 

12.2.6 The Ycs.urban , which is the weighted CO2 mass emissions of the 

charge-sustaining test, is determined by the following equation, which can be found 

in section F.5.5 of these test procedures. 

H

H

C

C

CS Urban D

Y

D

Y

Y .  0.43*  0.57 * (Eq. 5) 

Where, 

YCS.Urban = Weighted mass emissions of CO2 in grams/mi of the 

charge sustaining test.

YC = Mass emissions as calculated from the cold start UDDS, in grams 

per cycle. 

YH = Mass emissions as calculated from the hot start UDDS, in grams 

per cycle. 

DC = The measured driving distance from the cold start UDDS, in 

miles. 

DH = The measured driving distance from the hot start UDDS, in miles. 

12.3 The highway GHG emissions value for off-vehicle charge capable hybrid 

electric vehicles is calculated using the following equation. 

     

     

highwayn highway Nhighway

j

upstream j cs highway

N

j

i

N

j

cd AC j

j

CD j

highway j GHG UF G UF Y

D

Y

GHG UF 1

.

1 1

. .

. ( }*( ) ( ) (1 ( )) *( )

 

(Eq. 7) 

Where,

GHGhighway= Rated highway GHG emissions for PHEV, in gCO2e/mile

j = Number of charge-depleting highway test cycle 

Nhighway = Total number of highway test cycles in charge depleting to charge sustaining range (Rcdtcs)

UFj = Utility factor for highway test cycle j (see Table 1)

YCD.j = Mass emissions of CO2 in grams per vehicle mile, for the “j”th test in the charge depleting 

test 

Dj = Distance of the HFEDS cycle, in miles. 

GHGcd.AC.j = Rated GHG emissions for test cycle j, in gCO2e/mile (see Eq. 3) 

Ycs.highway = Mass emissions of CO2 in grams/mi of the highway charge sustaining emission test, which 

can be found in section F.6.3.3 of these test procedures.

Gupstream = Gasoline upstream factor 0.25 * GHGtar 
H-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012 

GH. Off-Vehicle Charge Capable Hybrid Electric Vehicle Exhaust 

Emission Test Sequence.

[This page left intentionally blank for formatting purposes.] 
H-2 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012 

 Off-Vehicle Charge Capable HEV Exhaust Emissions 

Test Sequence 

* Equivalent to within ± 1% of AC energy used to charge battery to full state of charge 

12 – 36 hour cold soak, 

canister preconditioning 

12 – 36 hour cold soak

Highway Cold Start Charge Sustaining Emission Test

US06 Charge Sustaining Emission Test

SC03 Charge Sustaining Emission Test

Urban Charge Sustaining Emission Test

Highway Charge Depleting Range Test

Urban Charge Depleting Range Test

12 – 36 hour cold soak, charge, 

canister preconditioning 

Drain & Fuel

Vehicle Preconditioning: 1 CS UDDS minimum

Cold Soak 6 hours

Drain & Fuel

Start

Is CS Ecd Equivalent* to Urban CD range test ?

N

Y Charge and record energy

Discharge

12 – 36 hour cold soak, charge 

and record energy 
I-1 

Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012

HI. Examples of Off-Vehicle Charge Capable Hybrid Electric Vehicle Terminology.

[This page left intentionally blank for formatting purposes.] 
I-2 

Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012

SOC 

Charge Depleting 

 Cycle Range, 

Rcdc = 22.5 mi 

Charge Sustaining Operation 

UDDS 1 

-1% Fuel Energy Used for Lower Boundary (Cycles 4

UDDS 2 UDDS 3 UDDS 4 UDDS 5 

+1% Fuel Energy Used for Upper Boundary (Cy

End of Test 

Example of an Off-Vehicle Charge Capable HEV with 

AER and Blended Operation 

Undergoing the Urban Charge Depleting Range Test 

Charge Depleting 

 Actual Range, 

 Rcda = 18 mi Avg SOC 

(C

AER = 10 mi 

EAER = 13.7 mi 

Engine Start 

Figure 1
I-3 

Final Regulation Order Part 2 Date of Hearing: January 26-27, 2012 Amended: March 22, 2012

SOC 

Charge Depleting 

Cycle Range 

Charge Sustaining Operation 

Cycle 1 

Charge Depleting to Charge 

Sustaining Range 

-1% Fuel Energy Lower Boundary for Rcdc Determin

(Cycle 5) 

Cycle 2 Cycle 3 Cycle 4 Cycle Cycle 6 Cycle 

+1% Fuel Energy Used for 

Rcdc Determination (Cycle 5) 

End of Test 

SOC 

Charge Depleting 

 Cycle Range 

Charge Sustaining Operation 

Cycle 1 

Charge Depleting to Charge 

Sustaining Range 

-1% Fuel Energy Ufor Lower Boundar(Cycles 5-6) 

Cycle 2 Cycle 3 Cycle 4 Cycle Cycle 6 

+1% Fuel Energy Used for Upper Boundary (Cycles 5-6) 

End of Test 

Example of Urban End of Test Conditions for Off-Vehicle Charge Capable HE

 with Transitional Range 

+1% Fuel Energy Used  for Upper Boundary (Cycle 6-7) 

-1% Fuel Energy Used for Lower Boundary (Cycle 6

Example of Urban End of Test Conditions for Off-Vehicle Charge Capable HE

Transitional Range

Figure 
J-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

IJ. Test Procedures for 2009 through 2011 Model Zero-Emission 

Vehicles and Hybrid-Electric Vehicles. 

The “as adopted or amended dates” of the 40 CFR Part 86 regulations 

referenced by this document are the dates identified in the “California Exhaust Emission 

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, 

Light-Duty Trucks and Medium-Duty Vehicles.” 

1. Electric Dynamometer. All ZEVs must be tested using a 48-inch single 

roll electric dynamometer meeting the requirements of 40 CFR Subpart B, §86.108-

00(b)(2). 

2. Vehicle and Battery Break-In Period. A manufacturer shall use good 

engineering judgment in determining the proper stabilized emissions mileage test point 

and report same according to the requirements of section D.2.11 above. 

3. All-Electric Range Test. All 2009 through 2011 ZEVs and only offvehicle charge capable hybrid electric vehicles shall be subject to the All-Electric Range 

Test specified below for the purpose of determining the energy efficiency and operating 

range of a ZEV or of an off-vehicle charge capable hybrid electric vehicle operating 

without the use of its auxiliary power unit. For hybrid electric vehicles, the manufacturer 

may elect to conduct the All-Electric Range Test prior to vehicle preconditioning in the 

exhaust and evaporative emission test sequence specified in the “California Evaporative 

Emission Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles”. 

3.1 Cold soak. The vehicle shall be stored at an ambient temperature not 

less than 68F (20C) and not more than 86F (30C) for 12 to 36 hours. During this 

time, the vehicle’s battery shall be charged to a full state-of-charge. 

3.2 Driving schedule. 

3.2.1 Determination of Urban All-Electric Range.

(a) At the end of the cold soak period, the vehicle shall be placed, either driven 

or pushed, onto a dynamometer and operated through successive Urban Dynamometer 

Driving Schedules (UDDS), 40 CFR, Part 86, Appendix I, which is incorporated herein 

by reference. A 10-minute soak shall follow each UDDS cycle. 

(b) For vehicles with a maximum speed greater than or equal to the maximum 

speed on the UDDS cycle, this test sequence shall be repeated until the vehicle is no 

longer able to maintain either the speed or time tolerances in 40 CFR §86.115-00 (b)(1) 

and (2), or the manufacturer determines that the test should be terminated for safety 

reasons, e.g. excessively high battery temperature, abnormally low battery voltage, etc. 

 For off-vehicle charge capable hybrid electric vehicles, this determination shall be 

performed without the use of the auxiliary power unit. 
J-2 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(c) For vehicles with a maximum speed less than the maximum speed on the 

UDDS cycle, the vehicle shall be operated at maximum available power (or full throttle) 

when the vehicle cannot achieve the speed trace within the speed and time tolerances 

specified in 40 CFR § 86.115-00(b)(1) and (2). The test shall be terminated when the 

vehicle speed when operated at maximum available power (or full throttle) falls below 

95 percent of the maximum speed initially achieved on the UDDS cycle or when the 

battery state-of-charge is depleted to the lowest level allowed by the manufacturer, or 

the manufacturer determines that the test should be terminated for safety reasons, e.g. 

excessively high battery temperature, abnormally low battery voltage, etc., whichever 

occurs first. For off-vehicle charge capable hybrid electric vehicles, this determination 

shall be performed without the use of the auxiliary power unit. 

3.2.2 Determination of Highway All-Electric Range. 

(a) At the end of the cold soak period, the vehicle shall be placed, either driven 

or pushed, onto a dynamometer and operated through two successive Highway Fuel 

Economy Driving Schedules (HFEDS), 40 CFR, Part 600, Appendix I, which is 

incorporated herein by reference. There shall be a 15 second zero speed with key on 

and brake depressed between two cycles and a 10-minute soak following the two 

HFEDS cycles. 

(b) For vehicles with a maximum speed greater than or equal to the maximum 

speed on the HFEDS cycle, this test sequence shall be repeated until the vehicle is no 

longer able to maintain either the speed or time tolerances in 40 CFR § 86.115-00 (b)(1) 

and (2), or the manufacturer determines that the test should be terminated for safety 

reasons, e.g. excessively high battery temperature, abnormally low battery voltage, etc. 

 For off-vehicle charge capable hybrid electric vehicles, this determination is optional 

and shall be performed without the use of the auxiliary power unit. 

(c) For vehicles with a maximum speed less than the maximum speed on the 

HFEDS cycle, the vehicle shall be operated at maximum available power (or full throttle) 

when the vehicle cannot achieve the speed trace within the speed and time tolerances 

specified in 40 CFR § 86.115-00(b)(1) and (2). The test shall be terminated when the 

vehicle speed when operated at maximum available power (or full throttle) falls below 

95 percent of the maximum speed initially achieved on the HFEDS cycle or when the 

battery state-of-charge is depleted to the lowest level allowed by the manufacturer, or 

the manufacturer determines that the test should be terminated for safety reasons, e.g. 

excessively high battery temperature, abnormally low battery voltage, etc., whichever 

occurs first. For off-vehicle charge capable hybrid electric vehicles, this determination 

shall be performed without the use of the auxiliary power unit. 

(d) NEVs are exempt from the highway all-electric range test. 

3.2.3 Recording requirements. Once the vehicle is no longer able to maintain 

the speed and time requirements specified in (2) above, or once the auxiliary power unit 
J-3 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

turns on, in the case of an off-vehicle charge capable hybrid electric vehicle, the vehicle 

shall be brought to an immediate stop and the following data recorded: 

(a) mileage accumulated during the All-Electric Range Test; 

(b) Net DC energy from the battery that was expended during the All-Electric 

Range Test (may be reported as the total DC battery energy output and the total DC 

battery energy input during the All-Electric Range Test); 

(c) AC energy required to fully charge the battery after the All-Electric Range 

Test from the point where electricity is introduced from the electric outlet to the battery 

charger; and 

(d) DC energy required to fully charge the battery after the All-Electric Range 

Test from the point where electricity is introduced from the battery charger to the 

battery. 

Battery charging shall begin within 1 hour after terminating the All-Electric Range 

Test. 

3.2.4 Regenerative braking. Regenerative braking systems may be utilized 

during the range test. The braking level, if adjustable, shall be set according to the 

manufacturer’s specifications prior to the commencement of the test. The driving 

schedule speed and time tolerances specified in (2) shall not be exceeded due to the 

operation of the regenerative braking system. 

4. Determination of Battery Specific Energy for ZEVs.

Determine the specific energy of batteries used to power a ZEV in accordance 

with the U.S. Advanced Battery Consortium’s Electric Vehicle Battery Procedure Manual 

(January 1996), Procedure No. 2, “Constant Current Discharge Test Series,” using the 

C/3 rate. The weight calculation must reflect a completely functional battery system as 

defined in the Appendix of the Manual, including pack(s), required support ancillaries 

(e.g., thermal management), and electronic controller. 

5. Determination of the Emissions of the Fuel-fired Heater for Vehicles 

Other Than ZEVs.

The exhaust emissions result of the fuel-fired heater shall be determined by 

operating at a maximum heating capacity with a cold start between 68o

F and 86oF for a 

period of 20 minutes and dividing the grams of emissions by 20. The resulting grams 

per minute shall be multiplied by 3.0 minutes per mile for a grams per mile value. 

6. Hybrid Electric Vehicle FTP Emission Test Provisions.

Alternative procedures may be used if shown to yield equivalent results and if 

approved in advance by the Executive Officer of the Air Resources Board. 

6.1 Vehicle Preconditioning.
J-4 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

To be conducted pursuant to the “California Evaporative Emission Standards and 

Test Procedures for 2001 and Subsequent Model Motor Vehicles” with the following 

supplemental requirements: 

6.1.1 Battery state-of-charge shall be set prior to initial fuel drain and fill before 

vehicle preconditioning. 

6.1.2 For hybrid electric vehicles that do not allow manual activation of the 

auxiliary power unit, battery state-of-charge shall be set at a level that causes the hybrid 

electric vehicle to operate the auxiliary power unit for the maximum possible cumulative 

amount of time during the preconditioning drive. 

6.1.3 For hybrid electric vehicles that allow manual activation of the auxiliary 

power unit, battery state-of-charge shall be set at a level that satisfies one of the 

following conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the UDDS, 

battery state-of-charge shall be set at the lowest level allowed by the 

manufacturer. 

(ii) If the hybrid electric vehicle is charge-depleting over the UDDS, 

battery state-of-charge shall be set at the level recommended by the 

manufacturer for activating the auxiliary power unit when operating in 

urban driving conditions. 

6.1.4 After setting battery state-of-charge, the hybrid electric vehicle shall be 

pushed or towed to a work area for fuel drain and fill according to sections D.1.1. and 

D.1.2. of the “California Evaporative Emission Standards and Test Procedures for 2001 

and Subsequent Model Motor Vehicles”. 

6.1.5 Following fuel drain and fill, the vehicle shall be pushed or towed into 

position on a dynamometer and preconditioned. If the auxiliary power unit is capable of 

being manually activated, the auxiliary power unit shall be manually activated at the 

beginning of and operated throughout the preconditioning drive. 

6.1.6 Within five minutes of completing preconditioning drive, battery state-ofcharge shall be set at a level that satisfies one of the following conditions: 

(i) If the hybrid electric vehicle does not allow manual activation of the 

auxiliary power unit and is charge-sustaining over the UDDS, then set 

battery state-of-charge to a level such that the SOC Criterion (see section 

B., Definitions, of these procedures) would be satisfied for the 

dynamometer procedure (section 6.2 of these procedures). If off-vehicle 

charging is required to increase battery state-of-charge for proper setting, 

off-vehicle charging shall occur during 12 to 36 hour soak period. 
J-5 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(ii) If the hybrid electric vehicle does not allow manual activation of the 

auxiliary power unit and is charge-depleting over the UDDS, then no 

battery state-of-charge adjustment is permissible. 

(iii) If the hybrid electric vehicle does allow manual activation of the 

auxiliary power unit, then set battery state-of-charge to manufacturer 

recommended level for activating the auxiliary power unit when the hybrid 

electric vehicle is operating in urban driving conditions. 

6.2 Dynamometer Procedure

To be conducted pursuant to 40 CFR § 86.135-00 with the following 

revisions: 

6.2.1 Amend subparagraph (a): Overview. The dynamometer run 

consists of two tests, a “cold” start test, after a minimum 12-hour and a maximum 

36-hour soak pursuant to the provisions of the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles”, and a “hot” start test following the “cold” start test by 10 minutes. 

Vehicle startup (with all accessories turned off), operation over the UDDS and 

vehicle shutdown make a complete cold start test. Vehicle startup and operation 

over the UDDS and vehicle shutdown make a complete hot start test. The 

exhaust emissions are diluted with ambient air in the dilution tunnel as shown in 

Figure B94-5 and Figure B94-6. A dilution tunnel is not required for testing 

vehicles waived from the requirement to measure particulates. Four particulate 

samples are collected on filters for weighing; the first sample plus backup is 

collected during the cold start test (including shutdown); the second sample plus 

backup is collected during the hot start test (including shutdown). Continuous 

proportional samples of gaseous emissions are collected for analysis during each 

test. For hybrid electric vehicles with gasoline-fueled, natural gas-fueled and 

liquefied petroleum gas-fueled Otto-cycle auxiliary power units, the composite 

samples collected in bags are analyzed for THC, CO, CO2, CH4 and NOx. For 

hybrid electric vehicles with petroleum-fueled diesel-cycle auxiliary power units 

(optional for natural gas-fueled, liquefied petroleum gas-fueled and 

methanol-fueled diesel-cycle vehicles), THC is sampled and analyzed 

continuously pursuant to the provisions of § 86.110. Parallel samples of the 

dilution air are similarly analyzed for THC, CO, CO2, CH4 and NOx. For hybrid 

electric vehicles with natural gas-fueled, liquefied petroleum gas-fueled and 

methanol-fueled auxiliary power units, bag samples are collected and analyzed 

for THC (if not sampled continuously), CO, CO2, CH4 and NOx. For hybrid 

electric vehicles with methanol-fueled auxiliary power units, methanol and 

formaldehyde samples are taken for both exhaust emissions and dilution air (a 

single dilution air formaldehyde sample, covering the total test period may be 

collected). Parallel bag samples of dilution air are analyzed for THC, CO, CO2, 

CH4 and NOx. 
J-6 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

6.2.2 Subparagraph (d). [No change.] 

6.2.3 Amend subparagraph (h): The driving distance, as measured by 

counting the number of dynamometer roll or shaft revolutions, shall be 

determined for the cold start test and hot start test. The revolutions shall be 

measured on the same roll or shaft used for measuring the vehicle’s speed. 

6.3 Dynamometer Test Run, Gaseous and Particulate Emissions

To be conducted pursuant to 40 CFR § 86.137-96 with the following 

revisions: 

6.3.1 Amend subparagraph (a): General. The dynamometer run 

consists of two tests, a cold start test, after a minimum 12-hour and a maximum 

36-hour soak pursuant to the provisions of the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles” 

and a hot start test following the cold start test by 10 minutes. The vehicle shall 

be stored prior to the emission test in such a manner that precipitation (e.g., rain 

or dew) does not occur on the vehicle. The complete dynamometer test consists 

of a cold start drive of 7.5 miles (12.1 km) and a hot start drive of 7.5 miles (12.1 

km). The vehicle is allowed to stand on the dynamometer during the 10 minute 

time period between the cold and hot start tests. 

6.3.2 Amend subparagraph (b)(9): Start the gas flow measuring device, 

position the sample selector valves to direct the sample flow into the exhaust 

sample bag, the methanol exhaust sample, the formaldehyde exhaust sample, 

the dilution air sample bag, the methanol dilution air sample and the 

formaldehyde dilution air sample (turn on the petroleum-fueled diesel-cycle THC 

analyzer system integrator, mark the recorder chart, start particulate sample 

pump No. 1, and record both gas meter or flow measurement instrument 

readings, if applicable), and turn the key on. If the auxiliary power unit is capable 

of being manually activated, the auxiliary power unit shall be activated at the 

beginning of and operated throughout the UDDS. 

6.3.2 Delete subparagraph (13). 

6.3.3 Amend subparagraph (14): Turn the vehicle off 2 seconds after the 

end of the last deceleration (at 1,369 seconds). 

6.3.4 Amend subparagraph (15): Five seconds after the vehicle is 

shutdown, simultaneously turn off gas flow measuring device No. 1 and if 

applicable, turn off the hydrocarbon integrator No. 1, mark the hydrocarbon 

recorder chart, turn off the No. 1 particulate sample pump and close the valves 

isolating particulate filter No. 1, and position the sample selector valves to the 

“standby” position. Record the measured roll or shaft revolutions (both gas meter 
J-7 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

or flow measurement instrumentation readings), and reset the counter. As soon 

as possible, transfer the exhaust and dilution air samples to the analytical system 

and process the samples pursuant to § 86.140, obtaining a stabilized reading of 

the exhaust bag sample on all analyzers within 20 minutes of the end of the 

sample collection phase of the test. Obtain methanol and formaldehyde sample 

analyses, if applicable, within 24 hours of the end of the sample period. (If it is 

not possible to perform analysis on the methanol and formaldehyde samples 

within 24 hours, the samples should be stored in a dark cold (4C to 10C) 

environment until analysis. The samples should be analyzed within fourteen 

days.) If applicable, carefully remove both pairs of particulate sample filters from 

their respective holders, and place each in a separate petri dish, and cover. 

6.3.3 Amend subparagraph (18): Repeat the steps in paragraphs (b)(2) 

through (b)(17) of this section for the hot start test. The step in paragraph (b)(9) 

of this section shall begin between 9 and 11 minutes after the end of the sample 

period for the cold start test. 

6.3.4 Delete subparagraph (19). 

6.3.5 Delete subparagraph (20). 

6.3.6 Amend subparagraph (21): As soon as possible, and in no case 

longer than one hour after the end of the hot start phase of the test, transfer the 

four particulate filters to the weighing chamber for post-test conditioning, if 

applicable. For hybrid electric vehicles that do not allow manual activation of the 

auxiliary power unit and are charge-sustaining over the UDDS, a valid test shall 

satisfy the SOC Criterion (see Definitions, section B of these procedures). 

6.3.7 Amend subparagraph (24): Vehicles to be tested for evaporative 

emissions will proceed pursuant to the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles”. 

6.4 Calculations - Exhaust Emissions

To be conducted pursuant to 40 CFR §86.144-94 with the following 

revisions: 

6.4.1 Amend subparagraph (a): For light-duty vehicles and light duty 

trucks: 

Ywm = 0.43 * Yc + 0.57 * Yh

 Dc Dh

Where: 
J-8 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(1) Ywm = Weighted mass emissions of each pollutant, i.e., THC, 

CO, THCE, NMHC, NMHCE, CH4, NOx, or CO2, in grams per vehicle mile. 

(2) Yc = Mass emissions as calculated from the cold start test, in 

grams per test. 

(3) Yh = Mass emissions as calculated from the hot start test, in 

grams per test. 

(4) Dc = The measured driving distance from the cold start test, in 

miles. 

(5) Dh = The measured driving distance from the hot start test, in 

miles. 

6.5 Calculations - Particulate Emissions

To be conducted pursuant to 40 CFR §86.145-82 with the following 

revisions: 

6.5.1 Amend subparagraph (a): The final reported test results for the 

mass particulate (Mp) in grams/mile shall be computed as follows: 

Mp = 0.43 * Mpc + 0.57 *Mph

 Dc Dh 

Where: 

(1) Mpc = Mass of particulate determined from the cold start test, in 

grams per vehicle mile. (See § 86.110-94 for determination.) 

(2) Mph = Mass of particulate determined from the hot start test, in 

grams per vehicle mile. (See § 86.110-94 for determination.) 

(3) Dc = The measured driving distance from the cold start test, in 

miles. 

(4) Dh = The measured driving distance from the hot start test, in 

miles. 

7. Hybrid Electric Vehicle Highway Emission Test Provisions

To be conducted pursuant to 40 CFR § 600.111-93 with the following 

revisions: 

7.1 Amend subparagraph (b)(2): The highway fuel economy test is 

designated to simulate non-metropolitan driving with an average speed of 48.6 mph and 

a maximum speed of 60 mph. The cycle is 10.2 miles long with 0.2 stop per mile and 

consists of warmed-up vehicle operation on a chassis dynamometer through a specified 

driving cycle. A proportional part of the diluted exhaust emission is collected 

continuously for subsequent analysis of THC, CO, CO2, and NOx using a constant 

volume (variable dilution) sampler. Diesel dilute exhaust is continuously analyzed for 

hydrocarbons using a heated sample line and analyzer. Methanol and formaldehyde 

samples are collected and individually analyzed for methanol-fueled vehicles. 
J-9 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

7.2 Amend subparagraph (f)(3): Only one exhaust sample and one 

background sample are collected and analyzed for THC (except diesel hydrocarbons 

which are analyzed continuously), CO, CO2, and NOx . Methanol and formaldehyde 

samples (exhaust and dilution air) are collected and analyzed for methanol-fueled 

vehicles. 

7.3 Add subparagraph (f)(5): Battery state-of-charge shall be set prior to 

performing the HFEDS preconditioning cycle. For hybrid electric vehicles that do not 

allow manual activation of the auxiliary power unit, battery state-of-charge shall be set 

at a level that causes the hybrid electric vehicle to operate the auxiliary power unit for 

the maximum possible cumulative amount of time during the HFEDS preconditioning 

cycle. For hybrid electric vehicles that allow manual activation of the auxiliary power 

unit, battery state-of-charge shall be set at a level that satisfies one of the following 

conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the HFEDS, 

battery state-of-charge shall be set at the lowest level allowed by the 

manufacturer. 

(ii) If the hybrid electric vehicle is charge-depleting over the HFEDs, 

battery state-of-charge shall be set at the level recommended by the 

manufacturer for activating the auxiliary power unit when operating in highway 

driving conditions. 

7.4 Amend subparagraph (h)(5): Operate the vehicle over one HFEDS 

preconditioning cycle according to the dynamometer driving schedule specified in 

600.109(b). If the auxiliary power unit is capable of being manually activated, the 

auxiliary power unit shall be manually activated at the beginning of and operated 

throughout the HFEDS preconditioning cycle. 

7.5 Amend subparagraph (h)(6): When the vehicle reaches zero speed at the 

end of the HFEDS preconditioning cycle, the driver has 17 seconds to prepare for the 

HFEDS emission measurement cycle of the test. Reset and enable the roll revolution 

counter. During the idle period, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-sustaining over the HFEDS, the vehicle 

shall be momentarily turned off for 5 seconds and turned back on during the idle 

period. The battery state-of-charge shall be recorded after the hybrid electric 

vehicle has fully turned on. 

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-depleting over the HFEDS, the vehicle 

shall remain turned on during the idle period. 
J-10 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be 

manually activated, the vehicle shall remain turned on with the auxiliary power 

unit operating during the idle period. 

7.6 Add subparagraph (h)(9): At the conclusion of the HFEDS emission test, 

one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-sustaining over the HFEDS, record the 

battery state-of-charge to determine if the SOC Criterion (see Definitions, section 

B of these procedures) is satisfied. If the SOC Criterion is not satisfied, then 

repeat dynamometer test run from subparagraph (h)(6). A total of three highway 

emission tests shall be allowed to satisfy the SOC Criterion. Manufacturers may 

elect to repeat dynamometer test run from subparagraph (h)(6) if battery energy 

level increased significantly relative to the initial battery state-of-charge set at the 

beginning of the HFEDS emission test. 

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-depleting over the HFEDS, the emission 

test is completed. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be 

manually activated, the emission test is completed. 

8. Hybrid Electric Vehicle SFTP Emission Test Provisions

8.1 US06 Vehicle Preconditioning

To be conducted pursuant to 40 CFR § 86.132-00 with the following 

revisions: 

8.1.1 Amend subparagraph (n): Aggressive Driving Test (US06) 

Preconditioning. (1) If the US06 test follows the exhaust emission FTP or 

evaporative testing, the refueling step may be deleted and the vehicle may be 

preconditioned using the fuel remaining in the tank (see paragraph (c)(2)(ii) of 

this section). The test vehicle may be pushed or driven onto the test 

dynamometer provided that battery state-of-charge has not been set; otherwise, 

if battery state-of-charge is set prior to securing vehicle on dynamometer, vehicle 

shall be pushed or towed into position on dynamometer. Battery state-of-charge 

shall be set prior to performing the US06 preconditioning cycle. For hybrid 

electric vehicles that do not allow manual activation of the auxiliary power unit, 

battery state-of-charge shall be set at a level that causes the hybrid electric 

vehicle to operate the auxiliary power unit for the maximum possible cumulative 

amount of time during the US06 preconditioning drive. For hybrid electric 

vehicles that allow manual activation of the auxiliary power unit, battery state-ofcharge shall be set at a level that satisfies one of the following conditions: 
J-11 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

(i) If the hybrid electric vehicle is charge-sustaining over the 

US06, battery state-of-charge shall be set at the lowest level allowed by 

the manufacturer. The auxiliary power unit shall be manually activated at 

the beginning of and operated throughout the US06 preconditioning cycle. 

(ii) If the hybrid electric vehicle is charge-depleting over the 

US06, battery state-of-charge shall be set at the level recommended by 

the manufacturer for activating the auxiliary power unit when operating in 

highway driving conditions. The auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the US06 

preconditioning cycle. 

8.1.2 Delete subparagraphs (n)(1)(i) and (n)(1)(ii). 

8.2 US06 Emission Test

To be conducted pursuant to 40 CFR §86.159-00 with the following 

revisions: 

8.2.1 Amend subparagraph (a): Overview. The dynamometer operation 

consists of a single, 600 second test on the US06 driving schedule, as described 

in appendix I, paragraph (g), of this part. The hybrid electric vehicle is 

preconditioned in accordance with § 86.132-00, to bring it to a warmed-up 

stabilized condition. This preconditioning is followed by a 1 to 2 minute idle 

period that proceeds directly into the US06 driving schedule during which 

continuous proportional samples of gaseous emissions are collected for analysis. 

 If engine stalling should occur during testing, follow the provisions of § 

86.136-90 (engine starting and restarting). For hybrid electric vehicles with 

gasoline-fueled Otto-cycle auxiliary power units, the composite samples collected 

in bags are analyzed for THC, CO, CO2, CH4 and NOx. For hybrid electric 

vehicles with petroleum-fueled diesel-cycle auxiliary power units, THC is 

sampled and analyzed continuously according to the provisions of § 86.110. 

Parallel bag samples of dilution air are analyzed for THC, CO, CO2, CH4 and 

NOx. 

8.2.2 Amend subparagraph (b)(2): Position (vehicle shall be pushed or 

towed if battery state-of-charge is set prior to securing to dynamometer otherwise 

vehicle may be driven as well) the test vehicle on the dynamometer and restrain. 

8.2.3 Amend subparagraph (d): Practice runs over the prescribed driving 

schedule may be performed at test point, provided that battery state-of-charge 

setting is conducted after practice and an emission sample is not taken, for the 

purpose of finding the appropriate throttle action to maintain the proper speedtime relationship, or to permit sampling system adjustment. 
J-12 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

8.2.4 Amend subparagraph (f)(2)(i): Immediately after completion of the 

US06 preconditioning cycle, idle the vehicle. The idle period is not to be less 

than one minute or not greater than two minutes. During the idle period, one of 

the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

US06, the vehicle shall be momentarily turned off for 5 seconds and 

turned back on during the idle period. The battery state-of-charge shall be 

recorded after the hybrid electric vehicle has fully turned on. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

US06, the vehicle shall remain turned on during the idle period. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, the vehicle shall remain turned on with the 

auxiliary power unit operating during the idle period. 

8.2.5 Amend subparagraph (f)(2)(ix): At the conclusion of the US06 

emission test, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow manual 

activation of the auxiliary power unit and are charge-sustaining over the 

US06, record the battery state-of-charge to determine if the SOC Criterion 

(see Definitions, section B of these procedures) is satisfied. If the SOC 

Criterion is not satisfied, then repeat dynamometer test run from 

subparagraph (f)(2)(i). A total of three US06 emission tests shall be 

allowed to satisfy the SOC Criterion. Manufacturers may elect to repeat 

dynamometer test run from subparagraph (f)(2)(i) if battery energy level 

increased significantly relative to the initial battery state-of-charge set at 

the beginning of US06 emission test. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

US06, turn off vehicle 2 seconds after the end of the last deceleration. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, turn off vehicle 2 seconds after the end of the 

last deceleration. 

8.3 SC03 Vehicle Preconditioning

To be conducted pursuant to 40 CFR §86.132-00 with the following 

revisions: 
J-13 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

8.3.1 Amend subparagraph (o): Air Conditioning Test (SC03) 

Preconditioning. (1) If the SC03 test follows the exhaust emission FTP or 

evaporative testing, the refueling step may be deleted and the vehicle may be 

preconditioned using the fuel remaining in the tank (see paragraph (c)(2)(ii) of 

this section). The test vehicle may be pushed or driven onto the test 

dynamometer provided that battery state-of-charge has not been set; otherwise, 

if battery state-of-charge is set prior to securing vehicle on dynamometer, vehicle 

shall be pushed or towed into position on dynamometer. Battery state-of-charge 

shall be set prior to performing the SC03 preconditioning cycle. For hybrid 

electric vehicles that do not allow manual activation of the auxiliary power unit, 

battery state-of-charge shall be set at a level that causes the hybrid electric 

vehicle to operate the auxiliary power unit for the maximum possible cumulative 

amount of time during the SC03 preconditioning drive. For hybrid electric 

vehicles that allow manual activation of the auxiliary power unit, battery state-ofcharge shall be set at a level that satisfies one of the following conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the 

SC03, battery state-of-charge shall be set at the lowest level allowed by 

the manufacturer. The auxiliary power unit shall be manually activated at 

the beginning of and operated throughout the SC03 preconditioning cycle. 

(ii) If the hybrid electric vehicle is charge-depleting over the 

SC03, battery state-of-charge shall be set at the level recommended by 

the manufacturer for activating the auxiliary power unit when operating in 

highway driving conditions. The auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 

preconditioning cycle. 

8.3.2 Delete subparagraphs (o)(1)(i) and (o)(1)(ii). 

8.4 SC03 Emission Test

To be conducted pursuant to 40 CFR § 86.160-00 with the following 

revisions: 

8.4.1 Amend subparagraph (a): Overview. The dynamometer 

operation consists of a single, 594 second test on the SC03 driving schedule, as 

described in appendix I, paragraph (h), of this part. The hybrid electric vehicle is 

preconditioned in accordance with §86.132-00 of this subpart, to bring the vehicle 

to a warmed-up stabilized condition. This preconditioning is followed by a 10 

minute vehicle soak (vehicle turned off) that proceeds directly into the SC03 

driving schedule, during which continuous proportional samples of gaseous 

emissions are collected for analysis. The entire test, including the SC03 

preconditioning cycle, vehicle soak, and SC03 emission test, is either conducted 

in an environmental test facility or under test conditions that simulates testing in 

an environmental test cell (see Sec. 86.162-00 (a) for a discussion of simulation 
J-14 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

procedure approvals). The environmental test facility must be capable of 

providing the following nominal ambient test conditions of: 95oF air temperature, 

100 grains of water/pound of dry air (approximately 40 percent relative humidity), 

a solar heat load intensity of 850 W/m2

, and vehicle cooling air flow proportional 

to vehicle speed. Section 86.161-00 discusses the minimum facility 

requirements and corresponding control tolerances for air conditioning ambient 

test conditions. The vehicle’s air conditioner is operated or appropriately 

simulated for the duration of the test procedure (except for the 10 minute vehicle 

soak), including the preconditioning. If engine stalling should occur during 

testing, follow the provisions of §86.136-90 (engine starting and restarting). For 

hybrid electric vehicles with gasoline-fueled Otto-cycle auxiliary power units, the 

composite samples collected in bags are analyzed for THC, CO, CO2, CH4 and 

NOx. For hybrid electric vehicles with petroleum-fueled diesel-cycle auxiliary 

power units, THC is sampled and analyzed continuously according to the 

provisions of § 86.110. Parallel bag samples of dilution air are analyzed for THC, 

CO, CO2, CH4 and NOx. 

8.4.2 Amend subparagraph (b)(2): Position (vehicle shall be pushed or 

towed if battery state-of-charge is set prior to securing to dynamometer otherwise 

vehicle may be driven as well) the test vehicle on the dynamometer and restrain. 

8.4.3 Amend subparagraph (c)(9): Start vehicle (with air conditioning 

system also running). If the auxiliary power unit of the hybrid electric vehicle is 

capable of being manually activated, the auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 emission test. 

Fifteen seconds after the vehicle starts, begin the initial vehicle acceleration of 

the driving schedule. 

8.4.4 Amend subparagraph (c)(12): Turn the vehicle off 2 seconds after 

the end of the last deceleration. 

8.4.5 Amend subparagraph (d)(7): Start vehicle (with air conditioning 

system also running). If the auxiliary power unit of the hybrid electric vehicle is 

capable of being manually activated, the auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 emission test. 

Fifteen seconds after the vehicle starts, begin the initial vehicle acceleration of 

the driving schedule. 

8.4.6 Amend subparagraph (d)(10): At the conclusion of the SC03 

emission test, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

SC03, record the battery state-of-charge to determine if the SOC Criterion 

(see Definitions, section B of these procedures) is satisfied. If the SOC 

Criterion is not satisfied, then turn off cooling fan(s), allow vehicle to soak 
J-15 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

in the ambient conditions of paragraph (c)(5) of this section for 10 ± 1 

minutes, and repeat dynamometer test run from subparagraph (d). A total 

of three SC03 emission tests shall be attempted to satisfy the SOC 

Criterion. Manufacturers may elect to repeat dynamometer test run from 

subparagraph (d) following a 10 ± 1 minute soak in the ambient conditions 

of paragraph (c)(5) of this section if battery energy level increased 

significantly relative to the initial battery state-of-charge set at the 

beginning of SC03 emission test. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

SC03, turn off vehicle 2 seconds after the end of the last deceleration. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, turn off vehicle 2 seconds after the end of the 

last deceleration. 

9. State-of-Charge Net Change Tolerances

9.1 For hybrid electric vehicles that use a battery as an energy storage device, 

the following state-of-charge net change tolerance shall apply: 

(Amp-hrfinal)max = (Amp-hrinitial) + 0.01 * (NHVfuel * mfuel) 

 (Vsystem * K1) 

(Amp-hrfinal)min = (Amp-hrinitial) – 0.01 * (V K )

(NVH m )

system 1

fuel fuel





 

Where: 

(Amp-hrfinal)max = Maximum allowed Amp-hr stored in battery at the end of 

the test 

(Amp-hrfinal)min = Minimum allowed Amp-hr stored in battery at the end of the 

test 

(Amp-hrinitial) = Battery Amp-hr stored at the beginning of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K1 = Conversion factor, 3600 seconds/hour 

Vsystem = Open circuit voltage (OCV) that corresponds to the SOC of 

the target SOC during charge sustaining operation. This 

value shall be submitted for testing purposes, and it shall 

be subject to confirmation by the Air Resources Board. 
J-16 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

9.2 For hybrid electric vehicles that use a capacitor as an energy storage 

device, the following state-of-charge net change tolerance shall apply: 

(Vfinal)max = 

C

NHV m

V fuel fuel

initial

(2 ) ( ) 0.01 2 

 

(Vfinal)min = 

C

NHV m

V fuel fuel

initial

(2 ) ( ) 0.01 2   

Where: 

(Vfinal)max = The stored capacitor voltage allowed at the end of the test 

(Vfinal)min = The stored capacitor voltage allowed at the end of the test 

(Vinitial)

2

 = The square of the capacitor voltage stored at the beginning of 

the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

C = Rated capacitance of the capacitor, in Farads 
J-17 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

9.3 For hybrid electric vehicles that use an electro-mechanical flywheel as an 

energy storage device, the following state-of-charge net change tolerance shall apply: 

(rpmfinal)max = 

(1 K )

(2 NVH m ) (rpm ) 0.01

3

2 fuel fuel

initial 

 

 

(rpmfinal)min = 

(1 K )

(2 NVH m ) (rpm ) 0.01

3

2 fuel fuel

initial 

   

Where: 

(rpmfinal)max = The maximum flywheel rotational speed allowed at the end of the 

test 

(rpmfinal)min = The minimum flywheel rotational speed allowed at the end of the 

test 

(rpminitial)

2

 = The squared flywheel rotational speed at the beginning of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K3 = Conversion factor, 42

/(3600 sec2-rpm2) 

I = Rated moment of inertia of the flywheel, in kg-m2
 

K-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Adopted: March 22, 2012

K. Advanced Technology Demonstration Program data requirements. 

A vehicle placed in a California advanced technology demonstration program 

may earn ZEV credits even if it is not “delivered for sale” in accordance with the ZEV 

regulation section 1962.1(g)(4). Approval by the ARB’s Executive Officer is required for 

Advanced Technology Demonstration Program credits. The following data shall be 

provided in order to evaluate applications for an Executive Order: 

 1. Project Description 

(a) General description 

(b) Goal 

(c) Specific objectives (e.g. durability tests, customer marketability) 

(d) Location (include state, city, and agency/organization) 

2. Vehicle data 

(a) Model 

(b) Model year 

(c) Date placed in program 

(d) Vehicle Identification Number (VIN) 

3. Vehicle specifications 

(a) Passenger car (PC) or light duty truck (LDT)

(b) Curb weight – pounds (lbs)

(c) Payload (lbs)

(d) City/highway range – miles (mi)

(e) Estimated fuel economy or EPA fuel economy city/highway – miles per gallon 

(mpg)

(f) Fuel type

(g) Refueling time

(h) Electric motor output – kilowatts (kW)

(i) Hybrid energy storage; type, capacity and peak power

(j) For Fuel Cell Vehicles (FCVs), fuel cell stack: type, peak output, manufacturer 

and estimated design life.
 

L-1 

Final Regulation Order Part 2 

Date of Hearing: January 26-27, 2012 

Amended: March 22, 2012

L. Fast refueling capability 

The “fast refueling capability” criterion for a 2009 through 2017 model-year Type III, IV 

and V ZEV in CCR, Title 13, Section 1962.1(d)(5)(A), “ZEV Tiers for Credit 

Calculations,” will be considered met for a particular ZEV if the manufacturer declares 

that this ZEV can be fast refueled at an “ideal” or prototype refueling or charging station 

and provides the documentation described below. 

The fast refueling description shall include (but not necessarily be limited to): 

(a) Tank or battery specifications 

(b) Ambient and tank conditions prior to the qualifying fill/charge 

(c) Plot or table of kilograms (kg) (or kilowatt-hour (kw-hr)) versus time for this “ideal” 

fill or charge 

(d) A general description of the fill or charge type.