1

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

FINAL REGULATION ORDER 

“LEV III” AMENDMENTS TO THE CALIFORNIA GREENHOUSE GAS AND 

CRITERIA POLLUTANT EXHAUST AND EVAPORATIVE EMISSION

STANDARDS AND TEST PROCEDURES AND TO THE ON-BOARD 

DIAGNOSTIC SYSTEM REQUIREMENTS FOR PASSENGER CARS, LIGHTDUTY TRUCKS, AND MEDIUM-DUTY VEHICLES, AND TO THE EVAPORATIVE 

EMISSION REQUIREMENTS FOR HEAVY-DUTY VEHICLES 

Note: Set forth below are the proposed amendments to title 13 of the California 

Code of Regulations. Amendments to existing section proposed and subject to 

comment in this rulemaking are shown in underline to indicate additions and 

strikeout to indicate deletions. Subsections for which no changes are proposed 

in this rulemaking are indicated with [No change] or “* * * *”. 

Note: The entire text of section 1961.2 and 1961.3 set forth below is new 

language and is shown in “normal type” proposed to be added to the California 

Code of Regulations. 

Amend Sections 1900, 1956.8, 1960.1, 1961, 1961.1, 1965, 1968.2, 1968.5, 

1976, 1978, 2037, 2038, 2062, 2112, 2139, 2140, 2145, 2147, 2235, and 2317, 

and Adopt new Sections 1961.2 and 1961.3, Title 13, California Code of 

Regulations to read as follows: 

§ 1900. Definitions.

* * * * 

 (b) In addition to the definitions incorporated under subdivision (a), the 

following definitions shall govern the provisions of this chapter. 

* * * * 

 (9) “Intermediate volume manufacturer” means any pre-2001 model year 

manufacturer with California sales between 3,001 and 60,000 new light- and 

medium-duty vehicles per model year based on the average number of vehicles 

sold by the manufacturer each model year from 1989 to 1993; any 2001 through 

2002 model year manufacturer with California sales between 4,501 and 60,000 

new light- and medium-duty vehicles per model year based on the average 

number of vehicles sold by the manufacturer each model year from 1989 to 

1993; and any 2003 and subsequent through 2017 model year manufacturer with 

California sales between 4,501 and 60,000 new light- and medium-duty vehicles 
2

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

based on the average number of vehicles sold for the three previous consecutive 

model years for which a manufacturer seeks certification; and any 2018 and 

subsequent model year manufacturer with California sales between 4,501 and 

20,000 new light- and medium-duty vehicles based on the average number of 

vehicles sold for the three previous consecutive model years for which a 

manufacturer seeks certification. For a manufacturer certifying for the first time in 

California, model year sales shall be based on projected California sales. A 

manufacturer’s California sales shall consist of all vehicles or engines produced 

by the manufacturer and delivered for sale in California, except that vehicles or 

engines produced by the manufacturer and marketed in California by another 

manufacturer under the other manufacturer’s nameplate shall be treated as 

California sales of the marketing manufacturer. 

 

For purposes of applying the 2005 and subsequent through 2017 model year 

zero-emission vehicle requirements for intermediate-volume manufacturers 

under section 1962(b) or 1962.1(b), as applicable, the annual sales from different 

firms shall be aggregated in the case of (1) vehicles produced by two or more 

firms, each one of which either has a greater than 50% equity ownership in 

another or is more than 50% owned by another; or (2) vehicles produced by any 

two or more firms if a third party has equity ownership of greater than 50% in 

each firm. 

For purposes of applying the 2009 and subsequent through 2016 model year 

Greenhouse Gas requirements for intermediate volume manufacturers under 

section 1961.1, the annual sales from different firms shall be aggregated in the 

following situations: (1) vehicles produced by two or more firms, each one of 

which either has a greater than 10% equity ownership in another or is more than 

10% owned by another; or (2) vehicles produced by any two or more firms if a 

third party has equity ownership of greater than 10% in each firm. 

For the 2018 and subsequent model years, the annual sales from different firms 

shall be aggregated in the following situations: (1) vehicles produced by two or 

more firms, one of which is 33.4% or greater part owned by another; or (2) 

vehicles produced by any two or more firms if a third party has equity ownership 

of 33.4% or more in each of the firms; or (3) vehicles produced by two or more 

firms having a common corporate officer(s) who is (are) responsible for the 

overall direction of the companies; or (4) vehicles imported or distributed by any 

firms where the vehicles are manufactured by the same entity and the importer or 

distributor is an authorized agent of the entity. 

* * * * 

(22) “Small volume manufacturer” means, with respect to the 2001 and 

subsequent model-years, a manufacturer with California sales less than 4,500 

new passenger cars, light-duty trucks, medium-duty vehicles, heavy-duty 

vehicles and heavy-duty engines based on the average number of vehicles sold 
3

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

for the three previous consecutive model years for which a manufacturer seeks 

certification as a small volume manufacturer; however, for manufacturers 

certifying for the first time in California model-year sales shall be based on 

projected California sales. A manufacturer’s California sales shall consist of all 

vehicles or engines produced by the manufacturer and delivered for sale in 

California, except that vehicles or engines produced by the manufacturer and 

marketed in California by another manufacturer under the other manufacturer’s 

nameplate shall be treated as California sales of the marketing manufacturer. 

Except as provided in the next paragraph, beginning with for the 2009 through 

2017 model years, the annual sales from different firms shall be aggregated in 

the following situations: (1) vehicles produced by two or more firms, one of which 

is 10% or greater part owned by another; or (2) vehicles produced by any two or 

more firms if a third party has equity ownership of 10% or more in each of the 

firms; or (3) vehicles produced by two or more firms having a common corporate 

officer(s) who is (are) responsible for the overall direction of the companies; or 

(4) vehicles imported or distributed by all any firms where the vehicles are 

manufactured by the same entity and the importer or distributor is an authorized 

agent of the entity. Notwithstanding the provisions of this paragraph, upon 

application to the Executive Officer, a manufacturer may be classified as a “small 

volume manufacturer” for the 2015 through 2017 model years if the Executive 

Officer determines that it is operationally independent of the firm that owns 10% 

or more of the applicant or has a greater than 10% equity ownership in the 

applicant based on the criteria provided in the last paragraph of this subsection 

(b)(22). 

 

For purposes of compliance with the zero-emission vehicle requirements, heavyduty vehicles and engines shall not be counted as part of a manufacturer’s sales. 

For purposes of applying the 2005 and subsequent through 2017 model year 

zero-emission vehicle requirements for small-volume manufacturers under 

sections 1962(b) and 1962.1(b), the annual sales from different firms shall be 

aggregated in the case of (1) vehicles produced by two or more firms, each one 

of which either has a greater than 50% equity ownership in another or is more 

than 50% owned by another; or (2) vehicles produced by any two or more firms if 

a third party has equity ownership of greater than 50% in each firm. 

Notwithstanding the provisions of this paragraph, upon application to the 

Executive Officer, a manufacturer may be classified as a “small volume 

manufacturer” for the 2015 through 2017 model years if the Executive Officer 

determines that it is operationally independent of the firm that owns 50% or more 

of the applicant or has a greater than 50% equity ownership in the applicant 

based on the criteria provided in the last paragraph of this subsection (b)(22). 

Except as provided in the next paragraph, for the 2018 and subsequent model 

years, the annual sales from different firms shall be aggregated in the following 

situations: (1) vehicles produced by two or more firms, one of which is 33.4% or 

greater part owned by another; or (2) vehicles produced by any two or more firms 

if a third party has equity ownership of 33.4% or more in each of the firms; or (3) 
4

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

vehicles produced by two or more firms having a common corporate officer(s) 

who is (are) responsible for the overall direction of the companies; or (4) vehicles 

imported or distributed by any firms where the vehicles are manufactured by the 

same entity and the importer or distributor is an authorized agent of the entity. 

Notwithstanding the provisions of this paragraph, upon application to the 

Executive Officer, a manufacturer may be classified as a “small volume 

manufacturer” for the 2018 and subsequent model years if the Executive Officer 

determines that it is operationally independent of the firm that owns 33.4% or 

more of the applicant or has a greater than 33.4% equity ownership in the 

applicant based on the criteria provided in the last paragraph of this subsection 

(b)(22). 

For the purposes of this paragraph, all manufacturers whose annual sales are 

aggregated together under the provisions of this subsection (b)(22) shall be 

defined as “related manufacturers.” Notwithstanding such aggregation, the 

Executive Officer may make a determination of operational independence if all of 

the following criteria are met for at least 24 months preceding the application 

submittal: (1) for the three years preceding the year in which the initial application 

is submitted, the average California sales for the applicant does not exceed 

4,500 vehicles per year; (2) no financial or other support of economic value is 

provided by related manufacturers for purposes of design, parts procurement, 

R&D and production facilities and operation, and any other transactions between 

related manufacturers are conducted under normal commercial arrangements 

like those conducted with other parties, at competitive pricing rates to the 

manufacturer; (3) related manufacturers maintain separate and independent 

research and development, testing, and production facilities; (4) related 

manufacturers do not use any vehicle powertrains or platforms developed or 

produced by related manufacturers; (5) patents are not held jointly with related 

manufacturers; (6) related manufacturers maintain separate business 

administration, legal, purchasing, sales, and marketing departments, as well as 

autonomous decision-making on commercial matters; (7) the overlap of the 

Board of Directors between related manufacturers is limited to 25% with no 

sharing of top operational management, including president, chief executive 

officer, chief financial officer, and chief operating officer, and provided that no 

individual overlapping director or combination of overlapping directors exercises 

exclusive management control over either or both companies; and (8) parts or 

components supply between related companies must be established through 

open market process, and to the extent that the manufacturer sells 

parts/components to non-related manufacturers, it does so through the open 

market a competitive pricing. Any manufacturer applying for operational 

independence must submit to ARB an Attestation Engagement from an 

independent certified public accountant or firm of such accountants verifying the 

accuracy of the information contained in the application, as defined by and in 

accordance with the procedures established in 40 C.F.R. §80.125, as last 

amended January 19, 2007, which is incorporated herein by reference. The 

applicant must submit information to update any of the above eight criteria as 
5

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

material changes to any of the criteria occur. If there are no material changes to 

any of the criteria, the applicant must certify that to the Executive Officer 

annually. With respect to any such changes, the Executive Officer may consider 

extraordinary conditions (e.g., changes to economic conditions, unanticipated 

market changes, etc.) and may continue to find the applicant to be operationally 

independent. In the event that a manufacturer loses eligibility as a “small volume 

manufacturer” after a material change occurs, the manufacturer must begin 

compliance with the primary emissions program in the third model year after the 

model year in which the manufacturer loses its eligibility. The Executive Officer 

may, in his or her discretion, re-establish lost “small volume manufacturer” status 

if the manufacturer shows that it has met the operational independence criteria 

for three consecutive years. 

 

* * * * 

NOTE: Authority cited: Sections 39600, 39601, 43013, 43018, 43101 and 43104, Health and 

Safety Code. Reference: Sections 39002, 39003, 39010, 39500, 40000, 43000, 43013, 43018.5, 

43100, 43101, 43101.5, 43102, 43103, 43104, 43106 and 43204, Health and Safety Code; and 

Section 27156, Vehicle Code.

 
6

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§ 1956.8. Exhaust Emission Standards and Test Procedures - 1985 and 

Subsequent Model Heavy-Duty Engines and Vehicles. 

* * * * 

(b) Test Procedures. The test procedures for determining compliance with 

standards applicable to 1985 and subsequent model heavy-duty diesel engines 

and vehicles and the requirements for participationg in the averaging, banking 

and trading programs, are set forth in the “California Exhaust Emission 

Standards and Test Procedures for 1985 through 2003 Model Heavy-Duty 

Diesel-Engines and Vehicles, “ adopted April 8, 1985, as last amended 

December 12, 2002, the “California Exhaust Emission Standards and Test 

Procedures for 2004 and Subsequent Model Heavy-Duty Diesel-Engines and 

Vehicles,”adopted December 12, 2002, as last amended December 22, 2011 

March 22, 2012, and the “California Interim Certification Procedures for 2004 and 

Subsequent Model Hybrid-Electric Vehicles, in the Urban Bus and Heavy-Duty 

Vehicle Classes,” adopted October 24, 2002, which are incorporated by 

reference herein. 

* * * * 

 (c)(1)(B) The exhaust emissions from new 2005 and subsequent 

model heavy-duty Otto-cycle engines, except for Otto-cycle medium- and heavyduty engines subject to the alternative standards in 40 CFR §86.005-10(f), shall 

not exceed: 
7

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

California Emission Standards for 2005 and Subsequent Model 

Heavy-Duty Otto-Cycle EnginesA

(in g/bhp-hr) 

Model Year Emission 

Category

NMHC + NOx NMHC NOx COFG HCHO PM 

Standards for Heavy-Duty Otto-Cycle Engines Used in 2005 through 2019 Model

Incomplete Medium-Duty Vehicles 8,501 to 10,000 14,000 pounds GVWB and 2005 and 

Subsequent Model Incomplete Medium-Duty Vehicles 10,001 to 14,000 pounds GVWC

2005 through 

2007 

ULEV 1.0C,E n/a n/a 14.4 0.05 n/a 

SULEV 0.5 n/a n/a 7.2 0.025 n/a 

2008 and 

subsequent

ULEV n/a 0.14E

 0.20E 14.4 0.01 0.01 

SULEV n/a 0.07E 0.10E 7.2 0.005 0.005

Standards for Heavy-Duty Otto-Cycle Engines Used In

Heavy-Duty Vehicles Over 14,000 pounds GVW 

2005 through 

2007 

n/a 1.0C,ED,F n/a n/a 37.1 0.05DEn/a 

2008 and 

subsequent 

n/a n/a 0.14E 0.20E 14.4 0.01 0.01 

A

 These standards apply to petroleum-fueled, alcohol-fueled, liquefied petroleum gas-fueled and 

natural gas-fueled Otto-cycle engines. 

B

 For the 2020 and subsequent model years, medium-duty vehicles 8,501 to 10,000 pounds GVW 

must certify to the primary emission standards and test procedures for complete vehicles specified in section 

1961.2, title 13, CCR. 

B.C A manufacturer of engines used in incomplete medium-duty vehicles may choose to comply with 

these standards as an alternative to the primary emission standards and test procedures for complete 

vehicles specified in section 1961 or 1961.2, title 13, CCR. A manufacturer that chooses to comply with 

these optional heavy-duty engine standards and test procedures shall specify, in the Part I application for 

certification, an in-use compliance test procedure, as provided in section 2139(c), title 13 CCR. 

CD A manufacturer may request to certify to the Option 1 or Option 2 federal NMHC + NOx standards 

as set forth in 40 CFR § 86.005-10(f). However, for engines used in medium-duty vehicles, the 

formaldehyde level must meet the standard specified above. 

DE This standard only applies to methanol-fueled Otto-cycle engines. 

EF A manufacturer may elect to include any or all of its medium- and heavy-duty Otto-cycle engine 

families in any or all of the emissions ABT programs for HDEs, within the restrictions described in section 

I.15 of the “California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model 

Heavy-Duty Otto-Cycle Engines,” incorporated by reference in section 1956.8(d). For engine families 

certified to the Option 1 or 2 federal standards, the FEL must not exceed 1.5 g/bhp-hr. If a manufacturer 

elects to include engine families certified to the 2005 and subsequent model year standards, the NOx plus 

NMHC FEL must not exceed 1.0 g/bhp-hr. For engine families certified to the 2008 and subsequent model 

year standards, the FEL is the same as set forth in 40 CFR 86.008-10(a)(1). 

FG Idle carbon monoxide: For all Otto-cycle heavy-duty engines utilizing aftertreatment technology, 

and not certified to the on-board diagnostics requirements of section 1968, et seq, as applicable, the CO 

emissions shall not exceed 0.50 percent of exhaust gas flow at curb idle. 

______________________________________________________________________________ 

* * * * 
8

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(3) Optional Standards for Complete Heavy-Duty Vehicles that Use 

Heavy-Duty Otto-Cycle Engines. Manufacturers may request to group complete 

heavy-duty Otto-cycle vehicles into the same test group as Otto-cycle vehicles 

certifying to the LEV III exhaust emission standards and test procedures 

specified in title 13, CCR, §1961.2, so long as those complete heavy-duty Ottocycle vehicles meet the most stringent LEV III standards to which any vehicle 

within that test group certifies. 

* * * * 

(d) The test procedures for determining compliance with standards applicable 

to 1987 and subsequent model heavy-duty Otto-cycle engines and vehicles are 

set forth in the “California Exhaust Emission Standards and Test Procedures for 

1987 through 2003 Model Heavy-Duty Otto-Cycle Engines and Vehicles,” 

adopted April 25, 1986, as last amended December 27, 2000, the “California 

Exhaust Emission Standards and Test Procedures for 2004 and Subsequent 

Model Heavy-Duty Otto-Cycle Engines,” adopted December 27, 2000, as last 

amended September 27, 2010 March 22, 2012, the “California Non-Methane 

Organic Gas Test Procedures,” adopted July 12, 1991, as last amended July 30, 

2002 March 22, 2012, and the “California Interim Certification Procedures for 

2004 and Subsequent Model Hybrid-Electric Vehicles, in the Urban Bus and 

Heavy-Duty Vehicle Classes,” adopted October 24, 2002, which are incorporated 

by reference herein. 

* * * * 

(h) The exhaust emissions from new: 

* * * * 

 (2) 1992 and subsequent model diesel engines used in medium-duty lowemission vehicles, ultra-low-emission vehicles and super-ultra-low-emission 

vehicles shall not exceed: 
9

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

________________________________________________________________ 

Exhaust Emission Standards for Engines Used in 1992 through 2004 Model 

Incomplete Otto-Cycle Medium-Duty Low-Emission Vehicles, Ultra-LowEmission Vehicles, and Super Ultra-Low-Emission Vehicles, and for 1992 

and Subsequent Model Diesel Engines Used in 

Medium-Duty Low-Emission Vehicles, Ultra-Low-Emission Vehicles, and 

Super Ultra-Low-Emission VehiclesA,F

(grams per brake horsepower-hour) 

Model 

Year 

Vehicle 

Emissions 

CategoryB

Carbon 

Monoxide 

NMHC + 

NOx C

Non-Methane 

Hydrocarbons 

Oxides of 

Nitrogen 

Formaldehyde ParticulatesD

1992E - 2001 LEV 14.4 3.5 K n/a n/a 0.050 0.10 K

2002-2003E LEV 14.4 3.0 K n/a n/a 0.050 0.10 K

1992-2003E,H ULEV 14.4 2.5 K n/a n/a 0.050 0.10 K

2004-2006 

and 

subsequent L

ULEV - 

Opt A 

14.4 2.5 I,J,K n/a n/a 0.050 0.10 J,K 

2004-2006 

and 

subsequent L 

ULEV - 

Opt. B 

14.4 2.4 I,J,K n/a n/a 0.050 0.10 J,K

2007 and 

subsequent D

(diesel only) 

ULEV 15.5 n/a 0.14 0.20 0.050 0.01 

1992-2006 

and 

subsequent L

SULEV 7.2 2.0 K n/a n/a 0.025 0.05 K

2007 and 

subsequent D 

(diesel only) 

SULEV 7.7 n/a 0.07 0.10 0.025 0.005 

A

 This set of standards is optional. For the 1992 through 2019 model years, mManufacturers of 

engines used in incomplete medium-duty vehicles or diesel engines used in medium-duty 

vehicles from 8501-10,000 14,000 pounds gross vehicle weight rating may choose to comply 

with these standards as an alternative to the primary emission standards and test procedures 

specified in section 1960.1, or section 1961, or section 1961.2, Title 13, California Code of 

Regulations. For the 1992 and subsequent model years, manufacturers of engines used in 

incomplete medium-duty vehicles or diesel engines used in medium-duty vehicles from 

10,001-14,000 pounds gross vehicle weight rating may choose to comply with these 

standards as an alternative to the primary emission standards and test procedures specified 

in section 1960.1, section 1961, or section 1961.2, Title 13, California Code of Regulations. 

For the 2020 and subsequent model years, both incomplete medium-duty vehicles and 
10

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

medium-duty vehicles that use a diesel engine 8,501 to 10,000 pounds GVW must certify to 

the primary emission standards and test procedures for complete vehicles specified in 

section 1961.2, title 13, CCR. Manufacturers that choose to comply with these optional 

heavy-duty standards and test procedures shall specify, in the application for certification, an 

in-use compliance test procedure, as provided in section 2139(c), Title 13, California Code of 

Regulations. 

B

 "LEV" means low-emission vehicle. 

"ULEV" means ultra-low-emission vehicle. 

"SULEV" means super ultra-low-emission vehicle. 

C

 This standard is the sum of the individual non-methane hydrocarbon emissions and oxides of 

nitrogen emissions. For methanol-fueled engines, non-methane hydrocarbons shall mean 

organic material hydrocarbon equivalent ("OMHCE"). 

D

 These standards apply only to diesel engines and vehicles. 

E

 Manufacturers may certify engines used in incomplete medium-duty vehicles or diesel 

engines used in medium-duty vehicles to these standards to meet the requirements of 

section 1956.8(g), Title 13, California Code of Regulations. 

F

 In-use compliance testing shall be limited to vehicles or engines with fewer than 90,000 

miles. 

G

 [Reserved] 

H

 For engines certified to the 3.5 grams per brake horsepower-hour (g/bhp-hr) LEV standards, 

the in-use compliance standard shall be 3.7 g/bhp-hr for the first two model years of 

introduction. For engines certified to the 2002 and 2003 model year LEV standards, the inuse compliance standard shall be 3.2 g/bhp-hr. For engines certified to the 1992 through 

2003 model year ULEV standards, the in-use compliance standard shall be 2.7 g/bhp-hr for 

the first two model years of introduction. For engines certified to the 1992 and subsequent 

SULEV standards, the in-use compliance standard shall be 2.2 g/bhp-hr for the first two 

model years of introduction. 

I

 Manufacturers have the option of certifying to either option A or B. Manufacturers electing to 

certify to Option A must demonstrate that the NMHC emissions do not exceed 0.5 g/bhp-hr. 

J

 Emissions averaging may be used to meet these standards for diesel engines, using the 

requirements for participation in averaging, banking and trading programs, as set forth in the 

“California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent 

Model Heavy-Duty Diesel Engines and Vehicles,” incorporated by reference in section 1956.8 

(b), above. 

K

 Engines of 1998 and subsequent model years may be eligible to generate averaging, banking 

and trading credits based on these standards according to the requirements of the averaging, 

banking and trading programs described in the “California Exhaust Emission Standards and 

Test Procedures for 1985 through 2003 Model Heavy-Duty Engines and Vehicles” and the 

“California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent 

Model Heavy-Duty Diesel Engines and Vehicles,” incorporated by reference in section 

1956.8(b), above. 

L For the 2005 and 2006 model years, these emission standards only apply to diesel engines 

and vehicles. For 2007 and subsequent model year diesel engines used in medium-duty 

vehicles, these emission standards are not applicable. 

_____________________________________________________________________________ 

* * * * 

 (5) Optional Standards for Complete Heavy-Duty Vehicles that Use 

Heavy-Duty Diesel Engines. Manufacturers may request to group complete 

heavy-duty diesel vehicles into the same test group as medium-duty diesel 

vehicles certifying to the LEV III exhaust emission standards and test procedures 

specified in title 13, CCR, §1961.2, so long as those complete heavy-duty diesel 
11

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

vehicles meet the most stringent LEV III standards to which any vehicle within 

that test group certifies. 

NOTE: Authority cited: Sections 39500, 39600, 39601, 43013, 43018, 43100, 43101, 43102, 

43104, 43105, 43106, 43107 and 43806, Health and Safety Code; and Section 28114, Vehicle 

Code. Reference: Sections 39002, 39003, 39500, 39667, 43000, 43009.5, 43013, 43017, 43018, 

43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43107, 43202, 43204, 43205, 43205.5, 

43206, 43210, 43211, 43212, 43213 and 43806, Health and Safety Code; and Section 28114, 

Vehicle Code. 
12

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§ 1960.1. Exhaust Emission Standards and Test Procedures - 1981 through 

2006 Model Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.

* * * * 

 (r) 4000-Mile Supplemental FTP Emission Standards. The 

Supplemental Federal Test Procedure (SFTP) standards in this section are 

represent the maximum SFTP exhaust emissions at 4,000 miles + 250 miles or 

at the mileage determined by the manufacturer for emission-data vehicles in 

accordance with the “California Exhaust Emission Standards and Test 

Procedures for 1988 Through 2000 Model Passenger Cars, Light-Duty Trucks, 

and Medium-Duty Vehicles,” as incorporated by reference in section 1960.1(k), 

and with the “California 2001 through 2014 Model Criteria Pollutant Exhaust 

Emission Standards and Test Procedures and for 2001 2009 through 2016 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” 

as incorporated by reference in section 1961(d). The SFTP exhaust emission 

levels from new 2001 through 2020 and subsequent model low-emission 

vehicles, ultra-low-emission vehicles and super-ultra-low-emission vehicles in the 

passenger car and light-duty truck class certifying to the LEV II exhaust emission 

standards in section 1961, and new 2003 through 2020 model and subsequent 

low-emission vehicles, ultra-low-emission vehicles, and super-ultra-low-emission 

vehicles in the medium-duty class certifying to the LEV II exhaust emission 

standards in section 1961, shall not exceed: 
13

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

________________________________________________________________ 

SFTP EXHAUST EMISSION STANDARDS 

FOR LOW-EMISSION VEHICLES, ULTRA-LOW-EMISSION VEHICLES, AND 

SUPER-ULTRA-LOW-EMISSION VEHICLES IN THE PASSENGER CAR, 

LIGHT-DUTY TRUCK, AND MEDIUM-DUTY VEHICLE CLASSES 

(grams per mile) 5,6,7,8,9,10,11

Vehicle 

Type1

Gross Vehicle 

Weight Rating 

(lbs.) 

Loaded Vehicle

Test Weight 

(lbs.)2

US06 Test1 A/C Test1,45

NMHC34 + NOx1 CO1 NMHC34 + NOx1 CO1

PC All All 

Vehicles in this 

category are tested 

at their loaded 

vehicle weight (curb 

weight plus 300 

lbs.)

0.14 8.0 0.20 2.7 

LDT 

LDT < 6,000 lbs. 

0-3750 

Vehicles in this 

category are tested 

at their loaded 

vehicle weight (curb 

weight plus 300 

lbs.)

0.14 8.0 0.20 2.7 

3751-5750 

Vehicles in this 

category are tested 

at their loaded 

vehicle weight (curb 

weight plus 300 

lbs.)

0.25 10.5 0.27 3.5 

MDV 

MDV 

6,001-8,500 

lbs.2

3751-5750 

Vehicles in this 

category are tested 

at their adjusted 

loaded vehicle 

weight (average of 

curb weight and 

GVWR)

0.40 10.5 0.31 3.5 

5751-85003

Vehicles in this 

category are tested 

at their adjusted 

loaded vehicle 

weight (average of 

curb weight and 

GVWR)

0.60 11.8 0.44 4.0 

1

Abbreviations and Definitions. For the purposes of this SFTP standards table only, the 

following abbreviations and definitions apply: 

“PC” means passenger car. 

“LDT” means light-duty truck, defined as any motor vehicle rated at 6,000 pounds gross 

vehicle weight or less, which is designed primarily for purposes of transportation of property 
14

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

or is a derivative of such a vehicle, or is available with special features enabling off-street or 

off-highway operation and use. 

“MDV” means medium-duty truck, defined as any motor vehicle having a manufacturer’s 

gross vehicle weight rating of greater than 6,000 pounds and less than 14,001 pounds, 

except passenger cars. 

“NMHC+NOx” means non-methane hydrocarbon plus oxides of nitrogen emissions. 

“CO” means carbon monoxide emissions. 

“US06” means the test cycle designed to evaluate emissions during aggressive and 

microtransient driving. 

“A/C” means air-conditioning. 

2

 For MDVs, “Loaded Vehicle Weight” shall mean “Test Weight,” which is the average of the 

vehicle’s curb weight and gross vehicle weight. 

23 Vehicles with a gross vehicle weight rating over 8,500 pounds are exempted from the 

requirements of this subsection. 

34 Non-Methane Hydrocarbon Emissions. Hydrocarbon emissions shall be measured in 

accordance with Part B (Determination of Non-Methane Hydrocarbon Mass Emissions by 

Flame Ionization Detection) of the “California Non-Methane Organic Gas Test Procedures” as 

incorporated by reference in section 1960.1(g)(1), note (3). For alcohol-fueled vehicles 

certifying to these standards, including flexible-fuel vehicles when certifying on methanol or 

ethanol, “Non-Methane Hydrocarbons” shall mean “Organic Material Non-Methane 

Hydrocarbon Equivalent.” 

45 A/C-on Specific Calibrations. A/C-on specific calibrations (e.g. air to fuel ratio, spark timing, 

and exhaust gas recirculation), may be used which differ from A/C-off calibrations for given 

engine operating conditions (e.g., engine speed, manifold pressure, coolant temperature, air 

charge temperature, and any other parameters). Such calibrations must not unnecessarily 

reduce the NMHC+NOx emission control effectiveness during A/C-on operation when the 

vehicle is operated under conditions which may reasonably be expected to be encountered 

during normal operation and use. If reductions in control system NMHC+NOx effectiveness 

do occur as a result of such calibrations, the manufacturer shall, in the Application for 

Certification, specify the circumstances under which such reductions do occur, and the 

reason for the use of such calibrations resulting in such reductions in control system 

effectiveness. 

A/C-on specific “open-loop” or “commanded enrichment” air-fuel enrichment strategies (as 

defined below), which differ from A/C-off “open-loop” or “commanded enrichment” air-fuel 

enrichment strategies, may not be used, with the following exceptions: cold-start and warmup conditions, or, subject to Executive Officer approval, conditions requiring the protection of 

the vehicle, occupants, engine, or emission control hardware. Other than these exceptions, 

such strategies which are invoked based on manifold pressure, engine speed, throttle 

position, or other engine parameters shall use the same engine parameter criteria for the 

invoking of this air-fuel enrichment strategy and the same degree of enrichment regardless of 

whether the A/C is on or off. 

“Open-loop” or “commanded” air-fuel enrichment strategy is defined as enrichment of the air 

to fuel ratio beyond stoichiometry for the purposes of increasing engine power output and the 

protection of engine or emissions control hardware. However, “closed-loop biasing,” defined 

as small changes in the air-fuel ratio for the purposes of optimizing vehicle emissions or 

driveability, shall not be considered an “open-loop” or “commanded” air-fuel enrichment 

strategy. In addition, “transient” air-fuel enrichment strategy (or “tip-in” and “tip-out” 

enrichment), defined as the temporary use of an air-fuel ratio rich of stoichiometry at the 

beginning or duration of rapid throttle motion, shall not be considered an “open-loop” or 

“commanded” air-fuel enrichment strategy. 

56 SFTP. SFTP means the additional test procedure designed to measure emissions during 

aggressive and microtransient driving, as described in section 86.159-00, Title 40, Code of 
15

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Federal Regulations, as adopted October 22, 1996, over the US06 cycle, and also the test 

procedure designed to measure urban driving emissions while the vehicle’s air conditioning 

system is operating, as described in section 86.160-00, Title 40, Code of Federal 

Regulations, as adopted October 22, 1996, over the SC03 cycle, except the test weight shall 

be that specified in this subsection 1960.1(r), regardless of what may be specified in the 

Code of Federal Regulations. These sections of the Code of Federal Regulations are 

incorporated herein by reference. 

67 Applicability to Alternative Fuel Vehicles. These SFTP standards do not apply to vehicles 

certified on fuels other than gasoline and diesel fuel, but the standards do apply to the 

gasoline and diesel fuel operation of flexible-fuel vehicles and dual-fuel vehicles. 

78 Air to Fuel Ratio Requirement. With the exception of cold-start conditions, warm-up 

conditions and rapid-throttle motion conditions (“tip-in” or “tip-out” conditions), the air to fuel 

ratio shall not be richer at any time than, for a given engine operating condition (e.g., engine 

speed, manifold pressure, coolant temperature, air charge temperature, and any other 

parameters), the leanest air to fuel mixture required to obtain maximum torque (lean best 

torque), with a tolerance of six percent of the fuel consumption. The Executive Officer may 

approve a manufacturer’s request for approval to use additional enrichment in subsequent 

testing if the manufacturer demonstrates that additional enrichment is needed to protect the 

vehicle, occupants, engine, or emission control hardware. 

89 “Lean-On-Cruise” Calibration Strategies. In the Application for Certification, the manufacturer 

shall state whether any “lean-on-cruise” strategies are incorporated into the vehicle design. A 

“lean-on-cruise” air-fuel calibration strategy is defined as the use of an air-fuel ratio 

significantly greater than stoichiometry, during non-deceleration conditions at speeds above 

40 mph. “Lean-on-cruise” air-fuel calibration strategies shall not be employed during vehicle 

operation in normal driving conditions, including A/C-usage, unless at least one of the 

following conditions is met: 

1. Such strategies are substantially employed during the FTP or SFTP, or 

2. Such strategies are demonstrated not to significantly reduce vehicle NMHC+NOx 

emission control effectiveness over the operating conditions in which they are employed, 

or 

3. Such strategies are demonstrated to be necessary to protect the vehicle, occupants, 

engine, or emission control hardware. 

If the manufacturer proposes to use a “lean-on-cruise” calibration strategy, the manufacturer 

shall specify the circumstances under which such a calibration would be used, and the 

reason or reasons for the proposed use of such a calibration. 

The above provisions shall not apply to vehicles powered by “lean-burn” engines or Dieselcycle engines. A “lean-burn” engine is defined as an Otto-cycle engine designed to run at an 

air-fuel ratio significantly greater than stoichiometry during the large majority of its operation. 

910 Phase-In Requirements. For the purposes of this 1960.1(r) section only, each manufacturer’s 

PC and LDT fleet shall be defined as the total projected number of low-emission and ultralow-emission PCs and LDTs from 0-5750 pounds loaded vehicle weight sold in California. 

Each manufacturer’s MDV fleet shall be defined as the total projected number of lowemission, ultra-low-emission, and super-ultra-low-emission MDVs less than 8501 pounds 

gross vehicle weight rating sold in California. 

a. For the 2001 through 2014 model years, mManufacturers of PCs, LDTs, and MDVs, 

except small volume manufacturers, shall certify a minimum percentage of their PC and 

LDT fleet, and a minimum percentage of their MDV fleet, according to the following 

phase-in schedule. 
16

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Percentage 

Model Year PC, LDT MDV 

2001 25 NA 

2002 50 NA 

2003 85 25 

2004 100 50 

2005 through 2014 and 

subsequent 

100 100 

b. Manufacturers may use an “Alternative or Equivalent Phase-in Schedule” to comply with 

the phase-in requirements. An “Alternative Phase-in” is one that achieves at least 

equivalent emission reductions by the end of the last model year of the scheduled phasein. Model-year emission reductions shall be calculated by multiplying the percent of 

vehicles (based on the manufacturer’s projected California sales volume of the applicable 

vehicle fleet) meeting the new requirements per model year by the number of model 

years implemented prior to and including the last model year of the scheduled phase-in. 

The “cumulative total” is the summation of the model-year emission reductions (e.g., a 

four model-year 25/50/85/100 percent phase-in schedule would be calculated as: (25%*4 

years) + (50%*3 years) + (85%*2 years) + (100%*1 year) = 520). Any alternative phasein that results in an equal or larger cumulative total than the required cumulative total by 

the end of the last model year of the scheduled phase-in shall be considered acceptable 

by the Executive Officer under the following conditions: 1) all vehicles subject to the 

phase-in shall comply with the respective requirements in the last model year of the 

required phase-in schedule and 2) if a manufacturer uses the optional phase-in 

percentage determination in section 1960.1(q) note (9), the cumulative total of modelyear emission reductions as determined only for PCs and LDTs certified to this section 

1960.1(r) must also be equal to or larger than the required cumulative total by end of the 

2004 model year. Manufacturers shall be allowed to include vehicles introduced before 

the first model year of the scheduled phase-in (e.g., in the previous example, 10 percent 

introduced one year before the scheduled phase-in begins would be calculated as: 

(10%*5 years) and added to the cumulative total). 

c. Small volume manufacturers of PCs, LDTs, and MDVs shall certify 100% of their PC and 

LDT fleet in the 2004 through 2014 and subsequent model years, and 100% of their MDV 

fleet in the 2005 through 2014 and subsequent model years. 

101 Single-Roll Electric Dynamometer Requirement. For all vehicles certified to the SFTP 

standards, a single-roll electric dynamometer or a dynamometer which produces equivalent 

results, as set forth in the “California Exhaust Emission Standards and Test Procedures for 

1988 Through 2000 and Subsequent Model Passenger Cars, Light-Duty Trucks, and 

Medium-Duty Vehicles” as incorporated by reference in section 1960.1(k) or the “California 

2001 through 2014 Model Criteria Pollutant Exhaust Emission Standards and Test 

Procedures and 2009 through 2016 Model Greenhouse Gas Exhaust Emission Standards 

and Test Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” as 

incorporated by reference in section 1961(d), as applicable, must be used for all types of 

emission testing to determine compliance with the associated emission standards. 

________________________________________________________________ 

NOTE: Authority cited: Sections 39600, 39601, 43013, 43018, 43101, 43104 and 43105, Health 

and Safety Code. Reference: Sections 39002, 39003, 39667, 43000, 43009.5, 43013, 43018, 

43100, 43101, 43101.5, 43102, 43103, 43104, 43105, 43106, 43107 and 43204-43205.5, Health 

and Safety Code.
17

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§ 1961. Exhaust Emission Standards and Test Procedures - 2004 through 

2019 and Subsequent Model Passenger Cars, Light-Duty Trucks, and 

Medium-Duty Vehicles.

Introduction. This section 1961 contains the California “LEV II” exhaust emission 

standards for 2004 through 2019 and subsequent model passenger cars, lightduty trucks and medium-duty vehicles. A manufacturer must demonstrate 

compliance with the exhaust standards in section 1961(a) applicable to specific 

test groups, and with the composite phase-in requirements in section 1961(b) 

applicable to the manufacturer’s entire fleet. Section 1961(b) also includes the 

manufacturer’s fleet-wide composite phase-in requirements for the 2001 - 2003 

model years. 

* * * * 

 (a) Exhaust Emission Standards.

(1) “LEV II” Exhaust Standards. The following standards are represent 

the maximum exhaust emissions for the intermediate and full useful life from new 

2004 through 2019 and subsequent model-year “LEV II” LEVs, ULEVs, and 

SULEVs, including fuel-flexible, bi-fuel and dual fuel vehicles when operating on 

the gaseous or alcohol fuel they are designed to use.: 2015 – 2019 model-year 

LEV II LEV vehicles may be certified to the NMOG+NOx numerical values for 

LEV160, LEV395, or LEV630, as applicable, in subsection 1961.2(a)(1) and the 

corresponding NMOG+NOx numerical values in subsection 1961.2(a)(4), in lieu 

of the separate NMOG and NOx exhaust emission standards in this subsection 

(a)(1) and subsection (a)(4); LEV II ULEV vehicles may be certified to the 

NMOG+NOx numerical values for ULEV125, ULEV340, or ULEV570, as 

applicable, in subsection 1961.2(a)(1) and the corresponding NMOG+NOx 

numerical values in subsection 1961.2(a)(4), in lieu of the separate NMOG and 

NOx exhaust emission standards in this subsection (a)(1) and the corresponding 

NMOG+NOx numerical values in subsection (a)(4); and LEV II SULEV vehicles 

may be certified to the NMOG+NOx numerical values for SULEV30, SULEV170, 

or SULEV230, as applicable, in subsection 1961.2(a)(1) and the corresponding 

NMOG+NOx numerical values in subsection 1961.2(a)(4), in lieu of the separate 

NMOG and NOx exhaust emission standards in this subsection (a)(1) and the 

corresponding NMOG+NOx numerical values in subsection (a)(4). 
18

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

LEV II Exhaust Mass Emission Standards for New 2004 through 2019 and 

Subsequent Model 

LEVs, ULEVs, and SULEVs 

in the Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes

Vehicle Type Durability 

Vehicle 

Basis (mi) 

Vehicle 

Emission 

Category 

NMOG 

(g/mi) 

Carbon 

Monoxide 

(g/mi) 

Oxides 

of 

Nitrogen 

(g/mi) 

Formaldehyde

(mg/mi) Particulates 

(g/mi) 

All PCs; 

LDTs 8500 lbs. GVWR 

or less 

Vehicles in this category 

are tested at their 

loaded vehicle weight 

50,000 LEV 0.075 3.4 0.05 15 n/a 

LEV, 

Option 1 

0.075 3.4 0.07 15 n/a 

ULEV 0.040 1.7 0.05 8 n/a 

120,000 LEV 0.090 4.2 0.07 18 0.01 

LEV, 

Option 1 

0.090 4.2 0.10 18 0.01 

ULEV 0.055 2.1 0.07 11 0.01 

SULEV 0.010 1.0 0.02 4 0.01 

150,000 

(Optional) 

LEV 0.090 4.2 0.07 18 0.01 

LEV, 

Option 1 

0.090 4.2 0.10 18 0.01 

ULEV 0.055 2.1 0.07 11 0.01 

SULEV 0.010 1.0 0.02 4 0.01 

MDVs 

8501 - 10,000 lbs. 

GVWR 

Vehicles in this category 

are tested at their 

adjusted loaded vehicle 

weight 

120,000 LEV 0.195 6.4 0.2 32 0.12 

ULEV 0.143 6.4 0.2 16 0.06 

SULEV 0.100 3.2 0.1 8 0.06 

150,000 

(Optional) 

LEV 0.195 6.4 0.2 32 0.12 

ULEV 0.143 6.4 0.2 16 0.06 

SULEV 0.100 3.2 0.1 8 0.06 

MDVs 

10,001-14,000 lbs. 

GVWR 

Vehicles in this category 

are tested at their 

adjusted loaded vehicle 

weight 

120,000 LEV 0.230 7.3 0.4 40 0.12 

ULEV 0.167 7.3 0.4 21 0.06 

SULEV 0.117 3.7 0.2 10 0.06 

150,000 

(Optional) 

LEV 0.230 7.3 0.4 40 0.12 

ULEV 0.167 7.3 0.4 21 0.06 

SULEV 0.117 3.7 0.2 10 0.06
19

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

* * * * 

(3) LEV II NMOG Standards for Bi-Fuel, Fuel-Flexible and Dual-Fuel 

Vehicles Operating on Gasoline. For fuel-flexible, bi-fuel, and dual-fuel PCs, 

LDTs and MDVs, compliance with the NMOG exhaust mass emission standards 

shall be based on exhaust emission tests both when the vehicle is operated on 

the gaseous or alcohol fuel it is designed to use, and when the vehicle is 

operated on gasoline. A manufacturer must demonstrate compliance with the 

applicable exhaust mass emission standards for NMOG, CO, NOx, and 

formaldehyde set forth in the table in section 1961(a)(1) when certifying the 

vehicle for operation on the gaseous or alcohol fuel. 

The following standards are represent the maximum NMOG emissions when the 

vehicle is operating on gasoline. A manufacturer shall not apply a reactivity 

adjustment factor to the exhaust NMOG mass emission result when operating on 

gasoline. A manufacturer may measure NMHC in lieu of NMOG when fuelflexible, bi-fuel, and dual-fuel vehicles are operated on gasoline, in accordance 

with the test procedures incorporated by reference in section 1961(d). Testing at 

50o

F is not required for fuel-flexible, bi-fuel, and dual-fuel vehicles when 

operating on gasoline. The applicable CO, NOx, and formaldehyde standards 

are set forth in section 1961(a)(1). 

LEV II NMOG Standards for Bi-Fuel, Fuel-Flexible, and 

Dual-Fuel Vehicles 

Operating on Gasoline 

(g/mi) 

Vehicle Type Vehicle 

Emission 

Category 

Durability Vehicle Basis 

50,000 mi 120,000 

mi 

All PCs; 

LDTs, 0-8500 lbs. GVWR 

LEV 0.125 0.156 

ULEV 0.075 0.090 

SULEV 0.010 0.040 

MDVs, 8501-10,000 lbs. 

GVWR 

LEV n/a 0.230 

ULEV n/a 0.167 

SULEV n/a 0.117 

MDVs, 10,001-14,000 

lbs. GVWR 

LEV n/a 0.280 

ULEV n/a 0.195 

SULEV n/a 0.143 
20

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(4) LEV II 50°F Exhaust Emission Standards. All LEV II light- and 

medium-duty LEVs, ULEVs, and SULEVs must demonstrate compliance with the 

following exhaust emission standards for NMOG and formaldehyde (HCHO) 

measured on the FTP (40 CFR, Part 86, Subpart B) conducted at a nominal test 

temperature of 50°F, as modified by Part II, Section C of the “California 2001 

through 2014 Model Criteria Pollutant Exhaust Emission Standards and Test 

Procedures and for 2001 2009 through 2016 and Subsequent Model 

Greenhouse Gas Exhaust Emission Standards and Test Procedures for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles” incorporated by 

reference in section 1961(d). The NMOG mass emission result shall be 

multiplied by the applicable reactivity adjustment factor, if any, prior to comparing 

to the applicable adjusted 50,000 mile certification standards set forth below. A 

manufacturer may demonstrate compliance with the NMOG and HCHO 

certification standards contained in this subparagraph by measuring NMHC 

exhaust emissions or issuing a statement of compliance for HCHO in accordance 

with Section D.1, subparagraph (p) and Section G.3.1.2, respectively, of the 

“California 2001 through 2014 Model Criteria Pollutant Exhaust Emission 

Standards and Test Procedures and for 2001 2009 through 2016 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles” 

incorporated by reference in section 1961(d). Emissions of CO and NOx 

measured at 50°F shall not exceed the standards set forth in §1961(a)(1) 

applicable to vehicles of the same emission category and vehicle type subject to 

a cold soak and emission test at 68° to 86°F. Natural gas and diesel-fueled 

vehicles are exempt from the 50°F test requirements. 

Vehicle Weight 

Class 

 Vehicle Emission Category (g/mi) 

LEV ULEV SULEV 

NMOG HCHO NMOG HCHO NMOG HCHO

PCs; LDTs 0-8500 

lbs. GVWR 

0.150 0.030 0.080 0.016 0.020 0.008 

MDVs 8501-10,000 lbs. 

GVWR

0.390 0.064 0.286 0.032 0.200 0.016 

MDVs 10,001-14,000 lbs. 

GVWR

0.460 0.080 0.334 0.042 0.234 0.020 
21

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(5) LEV II Cold CO Standard. The following standards are represent 

the 50,000 mile cold temperature exhaust carbon monoxide emission levels from 

new 2001 through 2019 and subsequent model-year LEV II passenger cars, 

light-duty trucks, and medium-duty vehicles: 

2001 THROUGH 2019 AND SUBSEQUENT MODEL-YEAR COLD 

TEMPERATURE 

CARBON MONOXIDE EXHAUST EMISSIONS STANDARDS FOR LEV II 

PASSENGER CARS, LIGHT-DUTY TRUCKS, AND MEDIUM-DUTY VEHICLES

(grams per mile) 

Vehicle Type Carbon 

Monoxide 

All PCs, LDTs 0-3750 lbs. LVW; 10.0 

LDTs, 3751 lbs. LVW - 8500 lbs. GVWR; 

LEV I and Tier 1 MDVs 8500 lbs. GVWR 

and less 

 12.5 

These standards are applicable to vehicles tested at a nominal temperature of 

20oF (-7oC) in accordance with 40 CFR Part 86 Subpart C, as amended by the 

“California 2001 through 2014 Model Criteria Pollutant Exhaust Emission 

Standards and Test Procedures and for 2001 2009 through 2016 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles” 

incorporated by reference in section 1961(d). Natural gas, diesel-fueled, and 

zero-emission vehicles are exempt from these standards. 

* * * * 

(7) Supplemental Federal Test Procedure (SFTP) Off-Cycle Emission 

Standards. The SFTP exhaust emission levels from new 2004 through 2019 and 

subsequent model LEV II LEVs, ULEVs, and SULEVs shall not exceed the 

standards set forth in section 1960.1(r). 

(8) Requirements for Vehicles Certified to the Optional 150,000 Mile 

Standards.

* * * * 

(B) Requirement to Generate a Partial ZEV Allowance. A vehicle that 

is certified to the 150,000 mile SULEV standards shall also generate a partial 

ZEV allocation according to the criteria set forth in section C.3 of the “California 

Exhaust Emission Standards and Test Procedures for 2005 through 2008 and 
22

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Subsequent Model Zero-Emission Vehicles, and 2001 through 2008 and 

Subsequent Model Hybrid Electric Vehicles, in the Passenger Car, Light-Duty 

Truck, and Medium-Duty Vehicle Classes,” incorporated by reference in section 

1962, the “California Exhaust Emission Standards and Test Procedures for 2009 

through 2017 Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the 

Passenger Car, Light-Duty Truck, and Medium-Duty Vehicle Classes,” 

incorporated by reference in section 1962.1, or the “California Exhaust Emission 

Standards and Test Procedures for 2018 and Subsequent Model Zero-Emission 

Vehicles and Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck, 

and Medium-Duty Vehicle Classes,” incorporated by reference in section 

1962.2,as applicable. 

* * * * 

 (14) When a Federally-Certified Vehicle Model is Required in California. 

(A) General Requirement. Whenever a manufacturer federally-certifies 

a 2004 through 2014 or subsequent model-year passenger car, light-duty truck or 

medium-duty vehicle model to the standards for a particular emissions bin that 

are more stringent than the standards for an applicable California emission 

category, the equivalent California model may only be certified to (i) the 

California standards for a vehicle emissions category that are at least as 

stringent as the standards for the corresponding federal emissions bin, or (ii) the 

exhaust emission standards to which the federal model is certified. However, 

where the federal exhaust emission standards for the particular emissions bin 

and the California standards for a vehicle emissions category are equally 

stringent, the California model may only be certified to either the California 

standards for that vehicle emissions category or more stringent California 

standards. The federal emission bins are those contained in Tables S04-1 and 

S04-2 of 40 CFR §86.1811-04(c) as adopted February 10, 2000. The criteria for 

applying this requirement are set forth in Part I. Section H.1 of the “California 

2001 through 2014 Model Criteria Pollutant Exhaust Emission Standards and 

Test Procedures and for 2001 2009 through 2016 and Subsequent Model 

Greenhouse Gas Exhaust Emission Standards and Test Procedures for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” as incorporated 

by reference in section 1961(d). 

* * * * 

(b) Emission Standards Phase-In Requirements for Manufacturers.
23

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(1) Fleet Average NMOG Requirements for Passenger Cars and LightDuty Trucks. 

(A) The fleet average non-methane organic gas exhaust mass 

emission values from the passenger cars and light-duty trucks certified to the Tier 

1, LEV I, and LEV II standards that are produced and delivered for sale in 

California each model year from 2001 through 2014 by a manufacturer other than 

a small volume manufacturer or an independent low volume manufacturer shall 

not exceed: 

FLEET AVERAGE NON-METHANE ORGANIC GAS 

EXHAUST MASS EMISSION REQUIREMENTS FOR 

LIGHT-DUTY VEHICLE WEIGHT CLASSES

(50,000 mile Durability Vehicle Basis) 

Model Year Fleet Average NMOG (grams per mile) 

All PCs; 

LDTs 0-3750 lbs. 

LVW 

LDTs 

 3751 lbs. LVW - 8500 lbs. 

GVW 

2001 0.070 0.098 

2002 0.068 0.095 

2003 0.062 0.093 

2004 0.053 0.085 

2005 0.049 0.076 

2006 0.046 0.062 

2007 0.043 0.055 

2008 0.040 0.050 

2009 0.038 0.047 

2010 through 

20141 + 

0.035 0.043 

1

For the 2014 model year only, a manufacturer may comply with the fleet average NMOG+NOx 

values in subsection 1961.2(b)(1)(A) in lieu of complying with the NMOG fleet average values in 

this table. A manufacturer must either comply with the NMOG+NOx fleet average requirements 

for both its PC/LDT1 fleet and its LDT2/MDPV fleet or comply with the NMOG fleet average 

requirements for both its PC/LDT1 fleet and its LDT2/MDPV fleet. A manufacturer must calculate 

its fleet average NMOG+NOx values using the applicable full useful life standards. 

 (B) Calculation of Fleet Average NMOG Value.

1. Basic Calculation. 

* * * * 
24

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

c. The applicable emission standards to be used in the above 

equations are as follows: 

Model Year Emission 

Category 

Emission Standard Value 

All PCs; 

LDTs 0-3750 lbs. 

LVW 

LDTs 

3751-5750 lbs. 

LVW 

2001 through 2014 and 

subsequent (§1960.5 “AB 

965” vehicles only) 

All Federal Emission 

Standard to which 

Vehicle is Certified 

Federal Emission 

Standard to 

which Vehicle is 

Certified 

2001 - 2003 

(§1960.1(f)(2)) 

Tier 1 0.25 0.32 

2001 - 2006 model year 

vehicles certified to the 

“LEV I” standards in 

§1960.1(g)(1) (For TLEVs, 

2001 - 2003 model years 

only) 

TLEVs 0.125 0.160 

LEVs 0.075 0.100 

ULEVs 0.040 0.050 

Model Year Emission 

Category 

All PCs; 

LDTs 0-3750 lbs. 

LVW 

LDTs 3751 lbs. 

LVW - 8500 lbs. 

GVW 

2004 through 2014 and 

subsequent model year 

vehicles certified to the 

“LEV II” standards in 

§1961(a)(1) 

LEVs 0.075 0.075 

ULEVs 0.040 0.040 

SULEVs 0.01 0.01 

2004 through 2014 and 

subsequent model year 

vehicles certified to the 

optional 150,000 mile 

“LEV II” standards for PCs 

and LDTs in 1961(a)(1) 

LEVs 0.064 0.064 

ULEVs 0.034 0.034 

SULEVs 0.0085 0.0085 

* * * * 

3. Federally-Certified Vehicles. A vehicle certified to the 

federal standards for a federal exhaust emissions bin in accordance with Section 

H.1 of the “California 2001 through 2014 Model Criteria Pollutant Exhaust 

Emission Standards and Test Procedures and for 2001 2009 through 2016 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” 

as incorporated by reference in section 1961(d), shall use the corresponding 
25

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

intermediate useful life NMOG standard to which the vehicle is deemed certified 

in the fleet average calculation. 

(C) Requirements for Small Volume Manufacturers. 

1. In 2001 through 2006 model years, a small volume

manufacturer shall not exceed a fleet average NMOG value of 0.075 g/mi for 

PCs and LDTs from 0-3750 lbs. LVW or 0.100 g/mi for LDTs from 3751-5750 lbs. 

LVW calculated in accordance with section 1961(b)(1)(B). In 2007 through 2014 

and subsequent model years, a small volume manufacturer shall not exceed a 

fleet average NMOG value of 0.075 for PCs and LDTs from 0-3750 lbs. LVW or 

0.075 for LDTs from 3751 lbs. LVW - 8500 lbs. GVW calculated in accordance 

with section 1961(b)(1)(B). 

* * * * 

 (D) Phase-in Requirements for Independent Low Volume 

Manufacturers. In 2001 through 2006 model years, an independent low volume 

manufacturer shall not exceed a fleet average NMOG value of 0.075 g/mi for 

PCs and LDTs from 0-3750 lbs. LVW or 0.100 g/mi for LDTs from 3751-5750 lbs. 

LVW calculated in accordance with section 1961(b)(1)(B). In 2007 through 2014 

and subsequent model years, an independent low volume manufacturer shall not 

exceed a fleet average NMOG value of 0.060 for PCs and LDTs from 0-3750 lbs. 

LVW or 0.065 g/mi for LDTs from 3751 lbs. LVW - 8500 lbs. GVW calculated in 

accordance with section 1961(b)(1)(B). 

* * * * 

(3) Medium-Duty Vehicle Phase-In Requirements. 

(A) A manufacturer of MDVs, other than a small volume manufacturer, 

shall certify an equivalent percentage of its MDV fleet according to the following 

phase-in schedule: 
26

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Model 

Year 

Vehicles Certified to 

§1960.1(h)(1), (h)(2), 

and §1961(a)(1) (%) 

Vehicles Certified to 

§1956.8(g) or (h) 

(%) 

LEV ULEV Tier 1 LEV ULEV

2001 80 20 100 0 0 

2002 70 30 0 100 0 

2003 60 40 0 100 0 

2004 

through 

2014 + 

40 60 0 0 100 

(B) Phase-In Requirements for LEV II MDVs. For the 2004 through 

2006 model years, a manufacturer, other than a small volume manufacturer must 

phase-in at least one test group per model year to the MDV LEV II standards. All 

2007 through 2014 and subsequent model year MDVs, including those produced 

by a small volume manufacturer, are subject to the LEV II MDV standards. 

Beginning in the 2005 model year, all medium-duty engines certified to the 

optional medium-duty engine standards in title 13, CCR §1956.8(c) or (h), 

including those produced by a small volume manufacturer, must meet the 

standards set forth in title 13, CCR §1956.8(c) or (h), as applicable. A 

manufacturer that elects to certify to the Option 1 or Option 2 federal standards 

as set forth in 40 CFR §86.005-10(f) is not subject to these phase-in 

requirements. 

(C) Identifying a Manufacturer's MDV Fleet. For the 2001 through 2014 

and subsequent model years, each manufacturer’s MDV fleet shall be defined as 

the total number of California-certified MDVs produced and delivered for sale in 

California. The percentages shall be applied to the manufacturers’ total 

production of California-certified medium-duty vehicles delivered for sale in 

California. For the 2005 through 2014 and subsequent model years, a 

manufacturer that elects to certify to the optional medium-duty engine standards 

in title 13, CCR, §1956.8(c) or (h) shall not count those engines in the 

manufacturer’s total production of California-certified medium-duty vehicles for 

purposes of this subsection. 

* * * * 

 (E) For a manufacturer that elects to certify to the optional mediumduty engine standards in title 13, CCR §1956.8(c) or (h), all such 2005 through 

2014 and subsequent model year MDVs, including those produced by a small 

volume manufacturer, shall be subject to the emissions averaging provisions 

applicable to heavy-duty diesel or Otto-cycle engines as set forth in the 
27

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

“California Exhaust Emission Standards and Test Procedures for 2004 and 

Subsequent Model Heavy-Duty Otto-Cycle Engines,” or the “California Exhaust 

Emission Standards and Test Procedures for 2004 and Subsequent Model 

Heavy-Duty Diesel Engines, incorporated by reference in §1956.8(b) or (d), as 

applicable. 

(c) Calculation of NMOG Credits/Debits

 (1) Calculation of NMOG Credits for Passenger Cars and Light-Duty 

Trucks. In 2001 through 2014 and subsequent model years, a manufacturer that 

achieves fleet average NMOG values lower than the fleet average NMOG 

requirement for the corresponding model year shall receive credits in units of 

g/mi NMOG determined as: 

 

[(Fleet Average NMOG Requirement) - (Manufacturer’s Fleet Average NMOG 

Value)] x 

(Total No. of Vehicles Produced and Delivered for Sale in California, Including 

ZEVs and HEVs). 

A manufacturer with 2001 through 2014 and subsequent model year fleet 

average NMOG values greater than the fleet average requirement for the 

corresponding model year shall receive debits in units of g/mi NMOG equal to the 

amount of negative credits determined by the aforementioned equation. For the 

2001 through 2014 and subsequent model years, the total g/mi NMOG credits or 

debits earned for PCs and LDTs 0-3750 lbs. LVW, for LDTs 3751-5750 lbs. LVW 

and for LDTs 3751 lbs. LVW - 8500 lbs. GVW shall be summed together. The 

resulting amount shall constitute the g/mi NMOG credits or debits accrued by the 

manufacturer for the model year. 

(2) Calculation of Vehicle Equivalent NMOG Credits for Medium-Duty 

Vehicles. 

(A) In 2001 through 2014 and subsequent model years, a manufacturer 

that produces and delivers for sale in California MDVs in excess of the equivalent 

requirements for LEVs, ULEVs and/or SULEVs certified to the exhaust emission 

standards set forth in section 1961(a)(1) or to the exhaust emission standards set 

forth in Title 13, CCR, Section 1956.8(h) shall receive “Vehicle-Equivalent 

Credits” (or “VECs”) calculated in accordance with the following equation, where 

the term “produced” means produced and delivered for sale in California: 

* * * * 

(3) Procedure for Offsetting Debits.

(A) A manufacturer shall equalize emission debits by earning g/mi 

NMOG emission credits or VECs in an amount equal to the g/mi NMOG debits or 
28

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

VEDs, or by submitting a commensurate amount of g/mi NMOG credits or VECs 

to the Executive Officer that were earned previously or acquired from another 

manufacturer. For 2001 through 2003 and for 2007 through 2014 and 

subsequent model years, manufacturers shall equalize emission debits by the 

end of the following model year. For 2004 through 2006 model years, a 

manufacturer shall equalize NMOG debits for PCs and LDTs and LEV II MDVs 

within three model years and prior to the end of the 2007 model year. If emission 

debits are not equalized within the specified time period, the manufacturer shall 

be subject to the Health and Safety Code section 43211 civil penalty applicable 

to a manufacturer which 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 emission debits are not equalized by the 

end of the specified time period. For the purposes of Health and Safety Code 

section 43211, the number of passenger cars and light-duty trucks not meeting 

the state board’s emission standards shall be determined by dividing the total 

amount of g/mi NMOG emission debits for the model year by the g/mi NMOG 

fleet average requirement for PCs and LDTs 0-3750 lbs. LVW applicable for the 

model year in which the debits were first incurred and the number of mediumduty vehicles not meeting the state board’s emission standards shall be equal to 

the amount of VEDs incurred. 

* * * * 

 (d) Test Procedures. The certification requirements and test procedures 

for determining compliance with the emission standards in this section are set 

forth in the “California 2001 through 2014 Model Criteria Pollutant Exhaust 

Emission Standards and Test Procedures and for 2001 2009 through 2016 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” 

as amended September 27, 2010 March 22, 2012, and the “California NonMethane Organic Gas Test Procedures,” as amended July 30, 2002 March 22, 

2012, which are incorporated herein by reference. In the case of hybrid electric 

vehicles and on-board fuel-fired heaters, the certification requirements and test 

procedures for determining compliance with the emission standards in this 

section are set forth in the “California Exhaust Emission Standards and Test 

Procedures for 2005 through 2008 Model Zero-Emission Vehicles, and 2001 

through 2008 Model Hybrid Electric Vehicles, in the Passenger Car, Light-Duty 

Truck and Medium-Duty Vehicle Classes,” incorporated by reference in section 

1962, and the “California Exhaust Emission Standards and Test Procedures for 

2009 through 2017 and Subsequent Model Zero-Emission Vehicles and Hybrid 

Electric Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty 

Vehicle Classes,” incorporated by reference in section 1962.1, and the “California 

Exhaust Emission Standards and Test Procedures for 2018 and Subsequent 

Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the Passenger 

Car, Light-Duty Truck and Medium-Duty Vehicle Classes” incorporated by 

reference in section 1962.2. 
29

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

* * * * 

NOTE: Authority cited: Sections 39500, 39600, 39601, 43013, 43018, 43101, 43104, and 

43105, and 43106, Health and Safety Code. Reference: Sections 39002, 39003, 39667, 43000, 

43009.5, 43013, 43018, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43204 and 43205, 

Health and Safety Code. 

 
30

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§ 1961.1. Greenhouse Gas Exhaust Emission Standards and Test 

Procedures - 2009 through 2016 and Subsequent Model Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Vehicles.

(a) Greenhouse Gas Emission Requirements. The greenhouse gas 

emission levels from new 2009 through 2016 and subsequent model year 

passenger cars, light-duty trucks, and medium-duty passenger vehicles shall not 

exceed the following requirements. Light-duty trucks from 3751 lbs. LVW – 8500 

lbs. GVW that are certified to the Option 1 LEV II NOx Standard in section 

1961(a)(1) are exempt from these greenhouse gas emission requirements, 

however, passenger cars, light-duty trucks 0-3750 lbs. LVW, and medium-duty 

passenger vehicles are not eligible for this exemption. 

(1) Fleet Average Greenhouse Gas Requirements for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Passenger Vehicles.

(A)(i) The fleet average greenhouse gas exhaust mass emission 

values from passenger cars, light-duty trucks, and medium-duty passenger 

vehicles that are produced and delivered for sale in California each model year 

by a large volume manufacturer shall not exceed: 
31

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

FLEET AVERAGE GREENHOUSE GAS 

EXHAUST MASS EMISSION REQUIREMENTS FOR 

PASSENGER CAR, LIGHT-DUTY TRUCK, AND MEDIUMDUTY PASSENGER VEHICLE WEIGHT CLASSES1

(4,000 mile Durability Vehicle Basis) 

Model Year 

Fleet Average Greenhouse Gas Emissions 

 

(grams per mile CO2-equivalent) 

All PCs; 

LDTs 0-3750 lbs. 

LVW 

LDTs 

 3751 lbs. LVW - 8500 

lbs. GVW; MDPVs 

2009 323 439 

2010 301 420 

2011 267 390 

2012 233 361 

2013 227 355 

2014 222 350 

2015 213 341 

2016+ 205 332 

1

 Each manufacturer shall demonstrate compliance with these values in accordance with section 

1961.1(a)(1)(B). 

 1. For each model year, a manufacturer must demonstrate 

compliance with the fleet average requirements in this section 1961.1(a)(1)(A) 

based on one of two options applicable throughout the model year, either: 

Option 1: the total number of passenger cars, light-duty trucks, and 

medium-duty passenger vehicles that are certified to the California exhaust 

emission standards in this section 1961.1, and are produced and delivered for 

sale in California; or 

Option 2: the total number of passenger cars, light-duty trucks, and 

medium-duty passenger vehicles that are certified to the California exhaust 

emission standards in this section 1961.1, and are produced and delivered for 

sale in California, the District of Columbia, and all states that have adopted 

California's greenhouse gas emission standards for that model year pursuant to 

Section 177 of the federal Clean Air Act (42 U.S.C. § 7507). 

a. For the 2009 and 2010 model years, a manufacturer that 

selects compliance Option 2 must notify the Executive Officer of that selection, in 

writing, within 30 days of the effective date of the amendments to this section 

(a)(1)(A)1 or must comply with Option 1. 
32

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

b. For the 2011 through 2016 and later model years, a 

manufacturer that selects compliance Option 2 must notify the Executive Officer 

of that selection, in writing, prior to the start of the applicable model year or must 

comply with Option 1. 

c. When a manufacturer is demonstrating compliance using 

Option 2 for a given model year, the term "in California" as used in subsections 

1961.1(a)(1)(B)3. and 1961.1 (b) means California, the District of Columbia, and 

all states that have adopted California's greenhouse gas emission standards for 

that model year pursuant to Section 177 of the federal Clean Air Act (42 U.S.C. § 

7507). 

d. A manufacturer that selects compliance Option 2 must 

provide to the Executive Officer separate values for the number of vehicles 

produced and delivered for sale in the District of Columbia and for each individual 

state within the average. 

(A)(ii) For the 2012 through 2016 model years, a manufacturer 

may elect to demonstrate compliance with this section 1961.1 by demonstrating 

compliance with the 2012 through 2016 MY National greenhouse gas program as 

follows: 

1. A manufacturer that selects compliance with this option 

1961.1(a)(1)(A)(ii) must notify the Executive Officer of that selection, in writing, 

prior to the start of the applicable model year or must comply with 

1961.1(a)(1)(A)(i).; 

2. The manufacturer must submit to ARB a copy of the Model 

Year CAFE report that it submitted to EPA as required under 40 CFR §86.1865-

12 (May 7, 2010) (as proposed at 74 Fed. Reg. 49454, 49760 (September 28, 

2009) and adopted by EPA on April 1, 2010, 75 Fed. Reg. [insert page] (April 

[insert date], 2010), for demonstrating compliance with the 2012 through 2016 

MY National greenhouse gas program and the EPA determination of compliance. 

These must be submitted within 30 days of receipt of the EPA determination of 

compliance, for each model year that a manufacturer selects compliance with 

this option 1961.1(a)(1)(A)(ii);. and 

3. The manufacturer must provide to the Executive Officer 

separate values for the number of vehicles produced and delivered for sale in 

California, the District of Columbia, and each individual state that has adopted 

California's greenhouse gas emission standards for that model year pursuant to 

Section 177 of the federal Clean Air Act (42 U.S.C. § 7507); and 
33

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

34. If a manufacturer has outstanding greenhouse gas debits at 

the end of the 2011 model year, as calculated in accordance with 1961.1(b), the 

manufacturer must submit to the Executive Officer a plan for offsetting all 

outstanding greenhouse gas debits by using greenhouse gas credits earned 

under the 2012 through 2016 MY National greenhouse gas program before 

applying those credits to offset any 2012 through 2016 MY National greenhouse 

gas program debits. Upon approval of the plan by the Executive Officer, the 

manufacturer may demonstrate compliance with this section 1961.1 by 

demonstrating compliance with the 2012 through 2016 MY National greenhouse 

gas program. Any California debits not offset by the end of the 2016 model year 

National greenhouse gas program reporting period are subject to penalties as 

provided in this Section 1961.1. 

* * * * 

 (C) Requirements for Intermediate Volume Manufacturers.

* * * * 

3. In the 2016 and subsequent model years, an intermediate 

volume manufacturer shall either: 

a. not exceed a fleet average greenhouse gas emissions value 

of 233 g/mi for PCs and LDT1s and 361 g/mi for LDT2s and MDPVs, or 

b. not exceed a fleet average greenhouse gas value of 0.75 

times the baseline fleet average greenhouse gas value for PCs and LDT1s and 

0.82 times the baseline fleet average greenhouse gas value for LDT2s and 

MDPVs, as calculated in section 1961.1(a)(1)(C)2. 

* * * * 

 (D) Requirements for Small Volume Manufacturers and 

Independent Low Volume Manufacturers. 

* * * * 

3. In the 2016 and subsequent model years, a small volume 

manufacturer and an independent low volume manufacturer shall either: 

a. not exceed the fleet average greenhouse gas emissions 

value calculated for each GHG vehicle test group for which a comparable vehicle 

is sold by a large volume manufacturer, in accordance with section 

1961.1(a)(1)(D)2; or 

b. not exceed a fleet average greenhouse gas emissions value 

of 233 g/mi for PCs and LDT1s and 361 g/mi for LDT2s and MDPVs; or 
34

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

c. upon approval of the Executive Officer, if a small volume 

manufacturer demonstrates a vehicle model uses an engine, transmission, and 

emission control system that is identical to a configuration certified for sale in 

California by a large volume manufacturer, those small volume manufacturer 

vehicle models are exempt from meeting the requirements in paragraphs 3.a. 

and b. of this section. 

* * * * 

 (b) Calculation of Greenhouse Gas Credits/Debits. 

(1) Calculation of Greenhouse Gas Credits for Passenger Cars, LightDuty Trucks, and Medium-Duty Passenger Vehicles. 

* * * * 

 (B) In 2009 through 2016 and subsequent model years, a 

manufacturer that achieves fleet average Greenhouse Gas values lower than the 

fleet average Greenhouse Gas requirement for the corresponding model year 

shall receive credits in units of g/mi Greenhouse Gas determined as: 

 

[(Fleet Average Greenhouse Gas Requirement) - (Manufacturer’s Fleet 

Average 

Greenhouse Gas Value)] x (Total No. of Vehicles Produced and Delivered 

for Sale in California, Including ZEVs and HEVs). 

(2) A manufacturer with 2009 through 2016 and subsequent model 

year fleet average Greenhouse Gas values greater than the fleet average 

requirement for the corresponding model year shall receive debits in units of g/mi 

Greenhouse Gas equal to the amount of negative credits determined by the 

aforementioned equation. For the 2009 through 2016 and subsequent model 

years, the total g/mi Greenhouse Gas credits or debits earned for PCs and 

LDT1s and for LDT2s and MDPVs shall be summed together. The resulting 

amount shall constitute the g/mi Greenhouse Gas credits or debits accrued by 

the manufacturer for the model year. 

(3) Procedure for Offsetting Greenhouse Gas Debits.

* * * * 

 (B) Greenhouse Gas emission credits earned in the 2000 through 

2008 model years shall be treated as if they were earned in the 2011 model year 

and shall retain full value through the 2012 model year. Greenhouse Gas 

emission credits earned in the 2009 through 2016 and subsequent model years 

shall retain full value through the fifth model year after they are earned. The 

value of any credits earned in the 2000 through 2008 model years that are not 
35

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

used to equalize debits accrued in the 2009 through 2012 model years shall be 

discounted by 50% at the beginning of the 2013 model year, shall be discounted 

to 25% of its original value if not used by the beginning of the 2014 model year, 

and will have no value if not used by the beginning of the 2015 model year. Any 

credits earned in the 2009 through 2016 and subsequent model years that are 

not used by the end of the fifth model year after they are accrued shall be 

discounted by 50% at the beginning of the sixth model year after being earned, 

shall be discounted to 25% of its original value if not used by the beginning of the 

seventh model year after being earned, and will have no value if not used by the 

beginning of the eighth model year after being earned. 

(c) Test Procedures. The certification requirements and test procedures 

for determining compliance with the emission standards in this section are set 

forth in the “California 2001 through 2014 Model Criteria Pollutant Exhaust 

Emission Standards and Test Procedures and for 2001 2009 through 2016 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” 

incorporated by reference in section 1961(d). In the case of hybrid electric 

vehicles and on-board fuel-fired heaters, the certification requirements and test 

procedures for determining compliance with the emission standards in this 

section are set forth in the “California Exhaust Emission Standards and Test 

Procedures for 2009 through 2017 2005 and Subsequent Model Zero-Emission 

Vehicles, and 2001 and Subsequent Model Hybrid Electric Vehicles, in the 

Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes,” 

incorporated by reference in section 1962.1. 

* * * * 

 (e) Definitions Specific to this Section. The following definitions apply to 

this section 1961.1: 

* * * * 

 (7) “2012 through 2016 MY National greenhouse gas program” means 

the national program that applies to new 2012 through 2016 model year 

passenger cars, light-duty trucks, and medium-duty passenger vehicles as 

proposed by the U.S. Environmental Protection Agency at 74 Fed.Reg. 49454 

(September 28, 2009) and adopted by the U.S. Environmental Protection Agency 

at EPA on April 1, 2010, 75 Fed.Reg. 25324 [insert page], (May 7, 2010) April 

[insert date], 2010, as incorporated in and amended by the " California 2001 

through 2014 Model Criteria Pollutant Exhaust Emission Standards and Test 

Procedures and for 2001 2009 through 2016 and Subsequent Model 

Greenhouse Gas Exhaust Emission Standards and Test Procedures for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 
36

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

* * * * 

 (9) “Optional GHG Test Vehicle Configuration” means any GHG 

vehicle configuration that is selected for testing by the manufacturer as allowed 

by section G.2.3 of the “California 2001 through 2014 Model Criteria Pollutant 

Exhaust Emission Standards 4and Test Procedures and for 2001 2009 through 

2016 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and 

Test Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty 

Vehicles,” other than the worst-case configuration.

* * * * 

NOTE: Authority cited: Sections 39500, 39600, 39601, 43013, 43018, 43018.5, 43101, 43104 

and 43105, Health and Safety Code. Reference: Sections 39002, 39003, 39667, 43000, 

43009.5, 43013, 43018, 43018.5, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43204, 

43205 and 43211, Health and Safety Code. 

 
37

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Note: The entire text of section 1961.2 set forth below is new language and is 

shown in “normal type” proposed to be added to the California Code of 

Regulations. 

Adopt new Sections 1961.2, Title 13, California Code of Regulations to read 

as follows: 

§ 1961.2. Exhaust Emission Standards and Test Procedures - 2015 and 

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

Vehicles.

Introduction. This section 1961.2 contains the California “LEV III” exhaust 

emission standards for 2015 and subsequent model year passenger cars, lightduty trucks, and medium-duty vehicles. A manufacturer must demonstrate 

compliance with the exhaust standards in subsection (a) applicable to specific 

test groups, and with the composite phase-in requirements in subsection (b) 

applicable to the manufacturer’s entire fleet. 

Before the 2015 model year, a manufacturer that produces vehicles that meet the 

standards in subsection (a) has the option of certifying the vehicles to those 

standards, in which case the vehicles will be treated as LEV III vehicles for 

purposes of the fleet-wide phase-in requirements. Similarly, 2015 - 2019 modelyear vehicles may be certified to the “LEV II” exhaust emission standards in 

subsection 1961(a)(1), in which case the vehicles will be treated as LEV II 

vehicles for purposes of the fleet-wide phase-in requirements. 

A manufacturer has the option of certifying engines used in incomplete and 

diesel medium-duty vehicles with a gross vehicle weight rating of greater than 

10,000 lbs. GVW to the heavy-duty engine standards and test procedures set 

forth in title 13, CCR, subsections 1956.8(c) and (h). All medium-duty vehicles 

with a gross vehicle weight rating of less than or equal to 10,000 lbs. GVW, 

including incomplete otto-cycle medium-duty vehicles and medium-duty vehicles 

that use diesel cycle engines, must be certified to the LEV III chassis standards 

and test procedures set forth in this section 1961.2. 

Pooling Provision. 

For each model year, a manufacturer must demonstrate compliance with this 

section 1961.2 based on one of two options applicable throughout the model 

year, either: 

Option 1: the total number of passenger cars, light-duty trucks, and 

medium-duty vehicles that are certified to the California exhaust emission 

standards in subsection (a) and subsection 1961(a)(1), and are produced and 

delivered for sale in California; or 
38

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Option 2: the total number of passenger cars, light-duty trucks, and 

medium-duty vehicles that are certified to the California exhaust emission 

standards in subsection (a) and subsection 1961(a)(1), and are produced and 

delivered for sale in California, the District of Columbia, and all states that have 

adopted California's criteria pollutant emission standards set forth in this section 

1961.2 for that model year pursuant to section 177 of the federal Clean Air Act 

(42 U.S.C. § 7507). 

A manufacturer that selects compliance Option 2 must notify the Executive Officer 

of that selection in writing prior to the start of the applicable model year or must 

comply with Option 1. Once a manufacturer has selected compliance Option 2, 

that selection applies unless the manufacturer selects Option 1 and notifies the 

Executive Officer of that selection in writing before the start of the applicable model 

year. 

When a manufacturer is demonstrating compliance using Option 2 for a given 

model year, the term "in California" as used in this section 1961.2 means 

California, the District of Columbia, and all states that have adopted California's 

criteria pollutant emission standards set forth in this section 1961.2 for that model 

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

(a) Exhaust Emission Standards.

(1) “LEV III” Exhaust Standards. The following standards are the 

maximum exhaust emissions for the full useful life from new 2015 and 

subsequent model year “LEV III” passenger cars, light-duty trucks, and mediumduty vehicles, including fuel-flexible, bi-fuel and dual-fuel vehicles when operating 

on the gaseous or alcohol fuel they are designed to use. 2015 – 2019 modelyear LEV II LEV vehicles may be certified to the NMOG+NOx numerical values 

for LEV160, LEV395, or LEV630, as applicable, in this subsection (a)(1) and the 

corresponding NMOG+NOx numerical values in subsection (a)(4), in lieu of the 

separate NMOG and NOx exhaust emission standards in subsections 1961(a)(1) 

and 1961(a)(4); LEV II ULEV vehicles may be certified to the NMOG+NOx 

numerical values for ULEV125, ULEV340, or ULEV570, as applicable, in this 

subsection (a)(1) and the corresponding NMOG+NOx numerical values in 

subsection (a)(4), in lieu of the separate NMOG and NOx exhaust emission 

standards in subsections 1961(a)(1) and 1961(a)(4); and LEV II SULEV vehicles 

may be certified to the NMOG+NOx numerical values for SULEV30, SULEV170, 

or SULEV230, as applicable, in subsection (a)(1) and the corresponding 

NMOG+NOx numerical values in subsection (a)(4), in lieu of the separate NMOG 

and NOx exhaust emission standards in subsections 1961(a)(1) and 1961(a)(4). 

Such vehicles will be treated as LEV II vehicles for purposes of the fleet-wide 

phase-in requirements. 
39

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

LEV III Exhaust Mass Emission Standards for New 2015 and Subsequent 

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

Vehicle Type 

Durability 

Vehicle 

Basis 

(mi) 

Vehicle 

Emission 

Category2

NMOG + 

Oxides of 

Nitrogen 

(g/mi) 

Carbon 

Monoxide 

(g/mi) 

Formaldehyde 

(mg/mi) 

Particulates1

(g/mi) 

All PCs; 

LDTs 8500 lbs. GVWR 

or less; 

MDPVs 

Vehicles in this category 

are tested at their 

loaded vehicle weight 

150,000 

LEV160 0.160 4.2 4 0.01

ULEV125 0.125 2.1 4 0.01

ULEV70 0.070 1.7 4 0.01

ULEV50 0.050 1.7 4 0.01

SULEV30 0.030 1.0 4 0.01 

SULEV20 0.020 1.0 4 0.01 

MDVs 

8501 - 10,000 lbs. 

GVWR 

Vehicles in this category 

are tested at their 

adjusted loaded vehicle 

weight 

150,000 

LEV395 0.395 6.4 6 0.12 

ULEV340 0.340 3.2 6 0.06 

ULEV250 0.250 2.6 6 0.06

ULEV200 0.200 2.6 6 0.06

SULEV170 0.170 1.5 6 0.06

SULEV150 0.150 1.5 6 0.06

MDVs 

10,001-14,000 lbs. 

GVWR 

Vehicles in this category 

are tested at their 

adjusted loaded vehicle 

weight 

150,000 

LEV630 0.630 7.3 6 0.12

ULEV570 0.570 3.7 6 0.06

ULEV400 0.400 3.0 6 0.06

ULEV270 0.270 3.0 6 0.06

SULEV230 0.230 1.7 6 0.06

SULEV200 0.200 1.7 6 0.06

1

 These standards shall apply only to vehicles not included in the phase-in of the particulate standards set 

forth in subsection (a)(2). 

2

 The numeric portion of the category name is the NMOG+NOx value in thousandths of grams per mile. 

(2) “LEV III” Particulate Standards.

(A) Particulate Standards for Passenger Cars, Light-Duty Trucks, 

and Medium-Duty Passenger Vehicles. Beginning in the 2017 model year, a 

manufacturer, except a small volume manufacturer, shall certify a percentage 

of its passenger car, light-duty truck, and medium-duty vehicle fleet to the 

following particulate standards according to the following phase-in schedule. 

These standards are the maximum particulate emissions allowed at full useful 

life. All vehicles certifying to these particulate standards must certify to the 

LEV III exhaust emission standards set forth in subsection (a)(1). 
40

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

LEV III Particulate Emission Standard Values 

and Phase-in for Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Passenger Vehicles 

Model 

Year 

% of vehicles 

certified to a 

3 mg/mi 

standard 

% of vehicles 

certified to a 

1 mg/mi 

standard 

2017 10 0 

2018 20 0 

2019 40 0 

2020 70 0 

2021 100 0 

2022 100 0 

2023 100 0 

2024 100 0 

2025 75 25 

2026 50 50 

2027 25 75 

2028 and 

subsequent

0 100 

 (B) Particulate Standards for Medium-Duty Vehicles Other than 

Medium-Duty Passenger Vehicles. 

1. Beginning in the 2017 model year, a manufacturer, except a 

small volume manufacturer, shall certify a percentage of its medium-duty 

vehicle fleet to the following particulate standards. These standards are 

the maximum particulate emissions allowed at full useful life. All vehicles 

certifying to these particulate standards must certify to the LEV III exhaust 

emission standards set forth in subsection (a)(1). This subsection 

(a)(2)(B)1 shall not apply to medium-duty passenger vehicles. 

LEV III Particulate Emission Standard 

Values for Medium-Duty Vehicles, Other 

than Medium-Duty Passenger Vehicles

Vehicle Type1 Particulates

(mg/mi)

MDVs 

8501 - 10,000 lbs. GVWR, 

excluding MDPVs 

8 

MDVs 

10,001 - 14,000 lbs. GVWR 10 

1

 Vehicles in these categories are tested at their adjusted loaded vehicle weight. 
41

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

2. A manufacturer of medium-duty vehicles, except a small volume 

manufacturer, shall certify at least the following percentage of its mediumduty vehicle fleet to the particulate standards in subsection (a)(2)(B)1 

according to the following phase-in schedule. This subsection (a)(2)(B)2 

shall not apply to medium-duty passenger vehicles. 

LEV III Particulate Emission Standard Phase-in for MediumDuty Vehicles, Other than Medium-Duty Passenger Vehicles

Model Year

Total % of MDVs certified to the 8 mg/mi 

PM Standard or to the 10 mg/mi PM 

Standard, as applicable 

2017 10 

2018 20 

2019 40 

2020 70 

2021 and subsequent 100 

 (C) Particulate Standards for Small Volume Manufacturers. In the 

2021 through 2027 model years, a small volume manufacturer shall certify 

100 percent of its passenger car, light-duty truck, and medium-duty 

passenger vehicle fleet to the 3 mg/mi particulate standard. In the 2028 and 

subsequent model years, a small volume manufacturer shall certify 100 

percent of its passenger car, light-duty truck, and medium-duty passenger 

vehicle fleet to the 1 mg/mi particulate standard. In the 2021 and subsequent 

model years, a small volume manufacturer shall certify 100 percent of its 

medium-duty vehicles 8501 - 10,000 lbs. GVWR, excluding MDPVs, to the 8 

mg/mi particulate standard. In the 2021 and subsequent model years, a small 

volume manufacturer shall certify 100 percent of its medium-duty vehicles 

10,001 - 14,000 lbs. GVWR to the 10 mg/mi particulate standard. These 

standards are the maximum particulate emissions allowed at full useful life. 

All vehicles certifying to these particulate standards must certify to the LEV III 

exhaust emission standards set forth in subsection (a)(1). 

(D) Alternative Phase-in Schedule for Particulate Standards. 

1. Alternative Phase-in Schedules for the 3 mg/mi Particulate 

Standard for Passenger Cars, Light-Duty Trucks, and Medium-Duty 

Passenger Vehicles. A manufacturer may use an alternative phase-in 

schedule to comply with the 3 mg/mi particulate standard phase-in 

requirements as long as equivalent PM emission reductions are achieved 

by the 2021 model year from passenger cars, light-duty trucks, and 

medium-duty passenger vehicles. Model year emission reductions shall 

be calculated by multiplying the percent of PC+LDT+MDPV vehicles 

meeting the 3 mg/mi particulate standard in a given model year (based on 
42

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

a manufacturer's projected sales volume of vehicles in each category) by 

5 for the 2017 model year, 4 for the 2018 model year, 3 for the 2019 

model year, 2 for the 2020 model year, and 1 for the 2021 model year. 

The yearly results for PC+LDT+MDPV vehicles shall be summed together 

to determine a cumulative total for PC+LDT+MDPV vehicles. The 

cumulative total must be equal to or greater than 490 in the 2021 model 

year to be considered equivalent. A manufacturer may add vehicles 

introduced before the 2017 model year (e.g., the percent of vehicles 

introduced in 2016 would be multiplied by 5) to the cumulative total. 

2. Alternative Phase-in Schedules for the 1 mg/mi Particulate 

Standard for Passenger Cars, Light-Duty Trucks, and Medium-Duty 

Passenger Vehicles. A manufacturer may use an alternative phase-in 

schedule to comply with the 1 mg/mi particulate standard phase-in 

requirements as long as equivalent PM emission reductions are achieved 

by the 2028 model year from passenger cars, light-duty trucks, and 

medium-duty passenger vehicles. Model year emission reductions shall 

be calculated by multiplying the percent of PC+LDT+MDPV vehicles 

meeting the 1 mg/mi particulate standard in a given model year (based on 

a manufacturer's projected sales volume of vehicles in each category) by 

4 for the 2025 model year, 3 for the 2026 model year, 2 for the 2027 

model year, and 1 for the 2028 model year. The yearly results for 

PC+LDT+MDPV vehicles shall be summed together to determine a 

cumulative total for PC+LDT+MDPV vehicles. The cumulative total must 

be equal to or greater than 500 in the 2028 model year to be considered 

equivalent. A manufacturer may add vehicles introduced before the 2025 

model year (e.g., the percent of vehicles introduced in 2024 would be 

multiplied by 4) to the cumulative total. 

3. Alternative Phase-in Schedules for the Particulate Standards for 

Medium-Duty Vehicles Other than Medium-Duty Passenger Vehicles. A 

manufacturer may use an alternative phase-in schedule to comply with the 

particulate standard phase-in requirements as long as equivalent PM 

emission reductions are achieved by the 2021 model year from mediumduty vehicles other than medium-duty passenger vehicles. Model year 

emission reductions shall be calculated by multiplying the total percent of 

MDVs certified to the 8 mg/mi PM standard or to the 10 mg/mi PM 

standard, as applicable, in a given model year (based on a manufacturer's 

projected sales volume of vehicles in each category) by 5 for the 2017 

model year, 4 for the 2018 model year, 3 for the 2019 model year, 2 for 

the 2020 model year, and 1 for the 2021 model year. The yearly results 

for MDVs shall be summed together to determine a cumulative total for 

MDVs. The cumulative total must be equal to or greater than 490 in the 

2021 model year to be considered equivalent. A manufacturer may add 

vehicles introduced before the 2017 model year (e.g., the percent of 
43

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

vehicles introduced in 2016 would be multiplied by 5) to the cumulative 

total. 

(3) NMOG+NOx Standards for Bi-Fuel, Fuel-Flexible, and Dual-Fuel 

Vehicles. For fuel-flexible, bi-fuel, and dual-fuel PCs, LDTs and MDVs, 

compliance with the NMOG+NOx exhaust mass emission standards must be 

based on exhaust emission tests both when the vehicle is operated on the 

gaseous or alcohol fuel it is designed to use, and when the vehicle is operated on 

gasoline. A manufacturer must demonstrate compliance with the applicable 

exhaust mass emission standards for NMOG+NOx, CO, and formaldehyde set 

forth in the table in subsection (a)(1) when certifying the vehicle for operation on 

the gaseous or alcohol fuel, as applicable, and on gasoline or diesel, as 

applicable. 

A manufacturer may measure NMHC in lieu of NMOG when fuel-flexible, bi-fuel 

and dual-fuel vehicles are operated on gasoline, in accordance with the 

“California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission 

Standards and Test Procedures and 2017 and Subsequent Model Greenhouse 

Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Vehicles.” Testing at 50o

F is not required 

for fuel-flexible, bi-fuel, and dual-fuel vehicles when operating on gasoline. 

(4) 50°F Exhaust Emission Standards. All passenger cars, light-duty 

trucks, and medium-duty vehicles, other than natural gas and diesel-fueled 

vehicles, must demonstrate compliance with the following exhaust emission 

standards for NMOG+NOx and formaldehyde (HCHO) measured on the FTP (40 

CFR, Part 86, Subpart B) conducted at a nominal test temperature of 50°F, as 

modified by Part II, Section C of the “California 2015 and Subsequent Model 

Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 

and Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 

A manufacturer may demonstrate compliance with the NMOG+NOx and HCHO 

certification standards contained in this subparagraph by measuring NMHC 

exhaust emissions or issuing a statement of compliance for HCHO in accordance 

with Section D.1, subparagraph (p) and Section G.3.1.2, respectively, of the 

“California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission 

Standards and Test Procedures and 2017 and Subsequent Model Greenhouse 

Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Vehicles.” Emissions of CO measured at 

50° F shall not exceed the standards set forth in subsection (a)(1) applicable to 

vehicles of the same emission category and vehicle type subject to a cold soak 

and emission test at 68° to 86° F. 
44

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(A) Standards for Passenger Cars, Light-Duty Trucks, and MediumDuty Passenger Vehicles Certified to the LEV III Standards. 

50oF Exhaust Emission Standards for LEV III Passenger 

Cars, Light-Duty Trucks, and Medium-Duty Passenger 

Vehicles

Vehicle Emission 

Category 

NMOG + NOx 

(g/mi) 

HCHO 

(g/mi) 

 Gasoline Alcohol 

Fuel 

Both Gasoline 

and Alcohol Fuel

LEV160 0.320 0.320 0.030 

ULEV125 0.250 0.250 0.016 

ULEV70 0.140 0.250 0.016 

ULEV50 0.100 0.140 0.016 

SULEV30 0.060 0.125 0.008 

SULEV20 0.040 0.075 0.008 
45

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(B) Standards for Medium-Duty Vehicles (Excluding MDPVs) 

Certified to the LEV III Standards. 

50oF Exhaust Emission Standards for LEV III Medium-Duty 

Vehicles (Excluding MDPVs)

Vehicle Emission 

Category 

NMOG + NOx 

(g/mi) 

HCHO 

(g/mi) 

 Gasoline Alcohol 

Fuel 

Both Gasoline and 

Alcohol Fuel 

LEV395 0.790 0.790 0.064 

ULEV340 0.680 0.680 0.032 

ULEV250 0.500 0.500 0.032 

ULEV200 0.400 0.500 0.016 

SULEV170 0.340 0.425 0.016 

SULEV150 0.300 0.375 0.016 

 

LEV630 1.260 1.260 0.080 

ULEV570 1.140 1.140 0.042 

ULEV400 0.800 0.800 0.042 

ULEV270 0.540 0.675 0.020 

SULEV230 0.460 0.575 0.020 

SULEV200 0.400 0.500 0.020 

(5) Cold CO Standard. The following standards are the 50,000 mile 

cold temperature exhaust carbon monoxide emission levels from new 2015 and 

subsequent model-year passenger cars, light-duty trucks, and medium-duty 

passenger vehicles: 
46

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

2015 AND SUBSEQUENT MODEL-YEAR COLD TEMPERATURE 

CARBON MONOXIDE EXHAUST EMISSIONS STANDARDS FOR 

PASSENGER 

CARS, LIGHT-DUTY TRUCKS, AND MEDIUM-DUTY PASSENGER VEHICLES

(grams per mile) 

Vehicle Type Carbon 

Monoxide 

All PCs, LDTs 0-3750 lbs. LVW; 10.0 

LDTs, 3751 lbs. LVW - 8500 lbs. GVWR; 

MDPVs 10000 lbs. GVWR and less 

 12.5 

These standards apply to vehicles tested at a nominal temperature of 20o

F (-7oC) 

in accordance with 40 CFR Part 86 Subpart C, as amended by the “California 

2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and 

Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Vehicles.” Natural gas, diesel-fueled and zeroemission vehicles are exempt from these standards. 

(6) Highway NMOG + NOx Standard. The maximum emissions of nonmethane organic gas plus oxides of nitrogen measured on the federal Highway 

Fuel Economy Test (HWFET; 40 CFR 600 Subpart B), as modified by the 

“California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission 

Standards and Test Procedures and 2017 and Subsequent Model Greenhouse 

Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Vehicles,” must not be greater than the 

applicable LEV III NMOG+NOx standard set forth in subsection (a)(1). Both the 

sum of the NMOG+NOx emissions and the HWFET standard must be rounded in 

accordance with ASTM E29-67 to the nearest 0.001 g/mi before being compared. 

(7) Supplemental Federal Test Procedure (SFTP) Off-Cycle Emission 

Standards. 

(A) SFTP NMOG+NOx and CO Exhaust Emission Standards for

Passenger Cars, Light-Duty Trucks, and Medium-Duty Passenger Vehicles. 

Manufacturers shall certify 2015 and subsequent model year LEVs, ULEVs, and 

SULEVs in the PC, LDT, and MDPV classes to either the SFTP NMOG+NOx and 

CO Stand-Alone Exhaust Emission Standards set forth in subsection (a)(7)(A)1, 

or in accordance with the SFTP NMOG+NOx and CO Composite Exhaust 

Emission Standards and Fleet-Average Requirements set forth in subsection 

(a)(7)(A)2. A manufacturer may also certify 2014 model LEVs, ULEVs, or 

SULEVs in the PC, LDT, or MDPV classes to LEV III SFTP standards, in which 
47

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

case, the manufacturer shall be subject to the LEV III SFTP emission standards 

and requirements, including the sales-weighted fleet-average NMOG+NOx 

composite emission standard applicable to 2015 model vehicles if choosing to 

comply with the SFTP NMOG+NOx and CO Composite Exhaust Emission 

Standards and Fleet-Average Requirements set forth in subsection (a)(7)(A)2. 

The manufacturer shall notify the Executive Officer of its selected emission 

standard type in the Application for Certification of the first test group certifying to 

SFTP NMOG+NOx and CO emission standards on a 150,000 mile durability 

basis. Once an emission standard type for NMOG+NOx and CO is selected for a 

fleet, and the Executive Officer is notified of such selection, the selection must be 

kept through the 2025 model year for the entire fleet, which includes LEV II 

vehicles if selecting to comply with subsection (a)(7)(A)2. The manufacturer may 

not change its selection until the 2026 model year. Test groups not certifying to 

the 150,000-mile SFTP NMOG+NOx and CO emission standards pursuant to this 

subsection (a)(7)(A) shall be subject to the 4,000-mile SFTP NMOG+NOx and 

CO emission standards set forth in subsection 1960.1(r). 

1. SFTP NMOG+NOx and CO Exhaust Stand-Alone Emission 

Standards. The following standards are the maximum SFTP NMOG+NOx 

and CO exhaust emissions through full useful life from 2015 and subsequent 

model-year LEV III LEVs, ULEVs, and SULEVs when operating on the same 

gaseous or liquid fuel they use for FTP certification. In the case of fuelflexible vehicles, SFTP compliance shall be demonstrated using the LEV III 

certification gasoline specified in Part II, Section A.100.3.1.2 of the “California 

2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards 

and Test Procedures and 2017 and Subsequent Model Greenhouse Gas 

Exhaust Emission Standards and Test Procedures for Passenger Cars, LightDuty Trucks, and Medium-Duty Vehicles.” 
48

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

SFTP NMOG+NOx and CO Stand-Alone Exhaust Emission Standards for

2015 and Subsequent Model LEV III Passenger Cars, Light-Duty Trucks, and 

Medium-Duty Passenger Vehicles

Vehicle 

Type 

Durability 

Vehicle 

Basis 

(mi) 

Vehicle 

Emission 

Category1

US06 Test

(g/mi) 

SC03 Test

(g/mi) 

NMOG + 

NOx CO NMOG + NOx CO 

All PCs; 

LDTs 0- 8,500 lbs. 

GVWR; and 

MDPVs 

Vehicles in these 

categories are tested at 

their loaded vehicle 

weight (curb weight 

plus 300 pounds). 

150,000 

LEV 0.140 9.6 0.100 3.2 

ULEV 0.120 9.6 0.070 3.2 

SULEV 

(Option A)2 0.060 9.6 0.020 3.2 

SULEV 0.050 9.6 0.020 3.2 

1

 Vehicle Emission Category. Manufacturers must certify all vehicles, which are certifying to a LEV III FTP 

emission category on a 150,000-mile durability basis, to the emission standards of the equivalent, or a 

more stringent, SFTP emission category set forth on this table. That is, all LEV III LEVs certified to 

150,000-mile FTP emission standards shall comply with the SFTP LEV emission standards in this table, 

all LEV III ULEVs certified to 150,000-mile FTP emission standards shall comply with the SFTP ULEV 

emission standards in this table, and all LEV III SULEVs certified to 150,000-mile FTP emission standards 

shall comply with the SFTP SULEV emission standards in this table. 

2

 Optional SFTP SULEV Standards. A manufacturer may certify light-duty truck test groups from 6,001 to 

8,500 lbs. GVWR and MDPV test groups to the SULEV, option A, emission standards set forth in this 

table for the 2015 through 2020 model year, only if the vehicles in the test group are equipped with a

particulate filter and the manufacturer extends the particulate filter emission warranty mileage to 200,000 

miles. Passenger cars and light-duty trucks 0-6,000 lbs. GVWR are not eligible for this option. 

2. SFTP NMOG+NOx and CO Composite Exhaust Emission 

Standards. For the 2015 and subsequent model years, a manufacturer 

selecting this option must certify LEV II and LEV III LEVs, ULEVs, and 

SULEVs, such that the manufacturer’s sales-weighted fleet-average 

NMOG+NOx composite emission value does not exceed the applicable 

NMOG+NOx composite emission standard set forth in the following table. In 

addition, the CO composite emission value of any LEV III test group shall not 

exceed the CO composite emission standard set forth in the following table. 

SFTP compliance shall be demonstrated using the same gaseous or liquid 

fuel used for FTP certification. In the case of fuel-flexible vehicles, SFTP 

compliance shall be demonstrated using the LEV III certification gasoline 

specified in Part II, Section A.100.3.1.2 of the “California 2015 and 

Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test 

Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Vehicles.” 
49

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

For each test group subject to this subsection, manufacturers shall calculate a 

Composite Emission Value for NMOG+NOx and, for LEV III test groups, a 

separate Composite Emission Value for CO, using the following equation: 

Composite Emission Value = 0.28 x US06 + 0.37 x SC03 + 0.35 x FTP 

[Eq. 1] 

where “US06” = the test group’s NMOG+NOx or CO emission value, 

as applicable, determined through the US06 test; 

“SC03” = the test group’s NMOG+NOx or CO emission value, 

as applicable, determined through the SC03 test; and 

“FTP” = the test group’s NMOG+NOx or CO emission value, as 

applicable, determined through the FTP test. 

If no vehicles in a test group have air conditioning units, the FTP cycle 

emission value can be used in place of the SC03 cycle emission value in 

Equation 1. To determine compliance with the SFTP NMOG+NOx composite 

emission standard applicable to the model year, manufacturers shall use a 

sales-weighted fleet average of the NMOG+NOx composite emission values 

of every applicable test group. The sales-weighted fleet average shall be 

calculated using a combination of carry-over and new certification SFTP 

composite emission values (converted to NMOG+NOx, as applicable). LEV II 

test groups will use their emission values in the fleet average calculation but 

will not be considered LEV III test groups. Compliance with the CO 

composite emission standard cannot be demonstrated through fleet 

averaging. The NMOG+NOx sales-weighted fleet-average composite 

emission value for the fleet and the CO composite emission value for each 

test group shall not exceed: 

SFTP NMOG+NOx and CO Composite Emission Standards for 2015 and 

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

Passenger Vehicles 

(g/mi) 1

Model Year 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025+

All PCs; 

LDTs 8,500 

lbs. GVWR 

or less; and 

MDPVs3

Vehicles in 

this category 

are tested at 

their loaded 

vehicle 

weight (curb 

weight plus 

300 

pounds). 

Sales-Weighted Fleet Average NMOG+NOx Composite Exhaust Emission 

Standards2,4,5,6

0.140 0.110 0.103 0.097 0.090 0.083 0.077 0.070 0.063 0.057 0.050 

CO Composite Exhaust Emission Standard7

4.2

1 Mileage for Compliance. All test groups certifying to LEV III FTP emission standards on a 150,000-mile 

durability basis shall also certify to the SFTP on a 150,000-mile durability basis, as tested in accordance 
50

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

with the “California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and 

Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and 

Test Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 

2 Determining NMOG+NOx Composite Emission Values of LEV II Test Groups. For test groups certified 

to LEV II FTP emission standards, SFTP emission values shall be converted to NMOG+NOx and 

projected out to 120,000 miles or 150,000 miles (depending on LEV II FTP certification) using 

deterioration factors or aged components. NMHC emission values for the US06 and SC03 test cycles 

shall be converted to NMOG emission values by multiplying by a factor of 1.03. In lieu of deriving a 

deterioration factor specific to SFTP test cycles, carry-over test groups may use the applicable 

deterioration factor from the FTP cycle in order to determine the carry-over composite emission values

for the purpose of the NMOG+NOx sales-weighted fleet-average calculation. If an SFTP full-useful life

emission value is used to comply with SFTP 4k standards, that value may be used in the salesweighted fleet-average without applying an additional deterioration factor. 

3

 MDPVs are excluded from SFTP NMOG+NOx and CO emission standards and the sales-weighted fleet 

average until they are certified to LEV III FTP 150,000-mile NMOG+NOx and CO requirements.

4

 Test groups shall certify to bins in increments of 0.010 g/mi. Beginning with the 2018 model year, 

vehicles may not certify to bin values above a maximum of 0.180 g/mi. 

5 Calculating the sales-weighted average for NMOG+NOx. For each model year, the manufacturer shall 

calculate its sales-weighted fleet-average NMOG+NOx composite emission value as follows. 

( ) ( )

∑( )

∑

=

=













×

n

i

i

n

i

i i

number of vehicles in the test group

number of vehicles in the test group composite value of bin

1

1

where "n" = a manufacturer’s total number of PC, LDT, and, if applicable, MDPV certification bins, in 

a given model year including carry-over certification bins, certifying to SFTP composite emission 

standards in that model year; 

 “number of vehicles in the test group” = the number of vehicles produced and delivered for

sale in California in the certification test group; and 

 "Composite Value of Bin" = the numerical value selected by the manufacturer for the 

certification bin that serves as the emission standard for the vehicles in the test group with respect

to all testing for test groups certifying to SFTP on a 150,000-mile durability basis, and the SFTP 

carry-over composite emission value, as described in footnote 7 of this table, for carry-over LEV II 

test groups. 

6 Calculation of Fleet Average Total NMOG+NOx Credits or Debits. A manufacturer shall calculate the 

total NMOG+NOx credits or debits, as follows: 

[(NMOG+NOx Composite Emission Standard) – (Manufacturer’s Sales-Weighted FleetAverage Composite Emission Value)] 

x (Total Number of Vehicles Produced and Delivered for Sale in California in the 0-8,500 lbs 

GVWR plus MDPVs classes, if applicable) [Eq. 3] 

A negative number constitutes total NMOG+NOx debits, and a positive number constitutes total 

NMOG+NOx credits accrued by the manufacturer for the given model year. Total NMOG+NOx credits 

earned in a given model year retain full value through the fifth model year after they are earned. At the 

beginning of the sixth model year, the total NMOG+NOx credits have no value. A manufacturer may 

trade credits with other manufacturers 

 

A manufacturer shall equalize total NMOG+NOx debits within three model years after they have been 

incurred by earning NMOG+NOx credits in an amount equal to the total NMOG+NOx debits. If total 

NMOG+NOx debits are not equalized within the three model-year period, the manufacturer is subject to 

the Health and Safety Code section 43211 civil penalty applicable to a manufacturer which 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 total NMOG+NOx debits are not equalized by the 

end of the specified time period. For the purposes of Health and Safety Code section 43211, the 

number of vehicles not meeting the state board’s emission standards is determined by dividing the 

NMOG+NOx debits for the model year by the NMOG+NOx composite emission standard in effect 

during the model year in which the debits were incurred. 

[Eq. 2] 
51

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

7 Calculating the CO composite emission value. Composite emission values for CO shall be calculated in 

accordance with Equation 1 above. Unlike the NMOG+NOx composite emission standards,

manufacturers would not be able to meet the proposed CO composite emission standard through fleet 

averaging: each individual test group must comply with the standard. Test groups certified to 4,000-

mile SFTP emission standards are not subject to this CO emission standard. 

(B) SFTP PM Exhaust Emission Standards for Passenger Cars, LightDuty Trucks, and Medium-Duty Passenger Vehicles. The following standards 

are the maximum PM exhaust emissions through the full useful life from 2017 

and subsequent model-year LEV III LEVs, ULEVs, and SULEVs in the PC, LDT, 

and MDPV classes when operating on the same gaseous or liquid fuel they use 

for FTP certification. In the case of fuel-flexible vehicles, SFTP compliance shall 

be demonstrated using the LEV III certification gasoline specified in Part II, 

Section A.100.3.1.2 of the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 

Manufacturers must certify LEVs, ULEVs, and SULEVs in the PC, LDT, and 

MDPV classes, which are certifying to LEV III FTP PM emission standards in 

subsection (a)(2) on a 150,000-mile durability basis, to the SFTP PM Exhaust 

Emission Standards set forth in this subsection (a)(7)(B). 

SFTP PM Exhaust Emission Standards for 2017 and Subsequent 

Model LEV III Passenger Cars, Light-Duty Trucks, and Medium-Duty 

Passenger Vehicles1 

Vehicle Type Test Weight Mileage for 

Compliance 

Test 

Cycle 

PM 

(mg/mi)

All PCs; 

LDTs 0-6,000 lbs GVWR 

Loaded 

vehicle weight 150,000 US06 10

LDTs 6,001-8,500 lbs GVWR; 

MDPVs 

Loaded 

vehicle weight 150,000 US06 20

1 All PCs, LDTs, and MDPVs certified to LEV III FTP PM emission standards in subsection (a)(2) 

on a 150,000-mile durability basis shall comply with the SFTP PM Exhaust Emission Standards in 

this table. 

 

 (C) SFTP NMOG+NOx and CO Exhaust Emission Standards for

Medium-Duty Vehicles. The following standards are the maximum NMOG+NOx 

and CO composite emission values for full useful life of 2016 and subsequent 

model-year medium-duty LEV III ULEVs and SULEVs from 8,501 through 

14,000 pounds GVWR when operating on the same gaseous or liquid fuel they 

use for FTP certification. In the case of flex-fueled vehicles, SFTP compliance 

shall be demonstrated using the LEV III certification gasoline specified in Part II, 

Section A.100.3.1.2 of the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 
52

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

The following composite emission standards do not apply to MDPVs subject to 

the emission standards presented in subsections (a)(7)(A) and (a)(7)(B). 

SFTP NMOG+NOx and CO Composite Exhaust Emission Standards for 2016 and 

Subsequent Model ULEVs and SULEVs in the Medium-Duty Vehicle Class

Vehicle Type Mileage for 

Compliance

HP/GVWR2Test Cycle3,4,5

Vehicle 

Emission 

Category6

Composite Emission 

Standard1 

(g/mi)

NMOG + 

NOx 

Carbon 

Monoxide 

MDVs 8,501 - 

10,000 lbs 

GVWR

150,000

≤ 0.024 US06 Bag 2, 

SC03, FTP

ULEV 0.550 22.0 

SULEV 0.350 12.0 

> 0.024 Full US06, 

SC03, FTP

ULEV 0.800 22.0 

SULEV 0.450 12.0 

MDVs 10,001-

14,000 lbs 

GVWR

150,000

n/a 

Hot 1435 UC 

(Hot 1435 

LA92), SC03, 

FTP 

ULEV 0.550 6.0 

SULEV 0.350

4.0

1

 Manufacturers shall use Equation 1 in subsection (a)(7)(A)2 to calculate SFTP Composite Emission 

Values for each test group subject to the emission standards in this table. For MDVs 10,001-14,000 

lbs. GVWR, the emission results from the UC test shall be used in place of results from the US06 

test. 

2

Power to Weight Ratio. If all vehicles in a test group have a power to weight ratio at or below a 

threshold of 0.024, they may opt to run the US06 Bag 2 in lieu of the full US06 cycle. The cutoff is 

determined by using a ratio of the engine’s maximum rated horsepower, as established by the engine 

manufacturer in the vehicle’s Application for Certification, to the vehicle’s GVWR in pounds and does 

not include any horsepower contributed by electric motors in the case of hybrid electric or plug-in 

hybrid electric vehicles. Manufacturers may opt to test to the full cycle regardless of the calculated 

ratio; in such case, manufacturers shall meet the emission standards applicable to vehicles with 

power-to-weight ratios greater than 0.024. 

3

Test Weight. Medium-duty vehicles are tested at their adjusted loaded vehicle weight (average of 

curb weight and GVWR). 

4 Road Speed Fan. Manufacturers have the option to use a road speed modulated fan as specified in 

40-CFR § 86.107–96(d)(1) instead of a fixed speed fan for MDV SFTP testing. 

5

 If a manufacturer provides an engineering evaluation for a test group showing that SC03 emissions 

are equivalent to or lower than FTP emissions, the FTP emission value may be used in place of the 

SC03 emission value when determining the composite emission value for that test group. 

6

Vehicle Emission Categories. For MDVs 8,501-10,000 lbs. GVWR, for each model year, the 

percentage of MDVs certified to an SFTP emission category set forth in this section 1961.2 shall be 

equal to or greater than the total percentage certified to the FTP ULEV250, ULEV200, SULEV170, 

and SULEV150 emission categories; of these vehicles, the percentage of MDVs certified to an SFTP 

SULEV emission category shall be equal to or greater than the total percentage certified to both the 

FTP SULEV170 and SULEV150 emission categories. For MDVs 10,001-14,000 lbs. GVWR, for each 

model year, the percentage of MDVs certified to an SFTP emission category set forth in this section 

1961.2 shall be equal to or greater than the total percentage certified to the FTP ULEV400, ULEV270, 

SULEV230, and SULEV200 emission categories; of these vehicles, the percentage of MDVs certified 

to an SFTP SULEV emission category shall be equal to or greater than the total percentage certified 

to both the FTP SULEV230 and SULEV200 emission categories. 

 (D) SFTP PM Exhaust Emission Standards for Medium-Duty 

Vehicles. The following standards are the maximum PM composite emission 

values for the full useful life of 2017 and subsequent model-year LEV III LEVs, 

ULEVs, and SULEVs when operating on the same gaseous or liquid fuel they 

use for FTP certification. In the case of fuel-flexible vehicles, SFTP compliance 

shall be demonstrated using the LEV III certification gasoline specified in Part II, 
53

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Section A.100.3.1.2 of the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 

The following composite emission standards do not apply to MDPVs subject to 

the emission standards set forth in subsections (a)(7)(A) and (a)(7)(B). 

SFTP PM Exhaust Emission Standards for 2017 and Subsequent Model MediumDuty Vehicles1

Vehicle Type Test Weight Mileage for 

Compliance 

Hp/GVWR

2 Test Cycle3,4 PM 

(mg/mi)

MDVs 8,501-10,000 lbs 

GVWR 

Adjusted 

loaded vehicle 

weight 

150,000

≤ 0.024 US06 Bag 2 7 

>0.024 US06 10 

MDVs 10,001-14,000 lbs 

GVWR 

Adjusted 

loaded vehicle 

weight 

150,000 n/a 

Hot 1435 

UC (Hot 

1435 LA92) 

7 

1

 Except for MDPVs subject to the emission standards set forth in subsection (a)(7)(B), MDVs 

certified to 150,000-mile FTP PM emission standards in subsection (a)(2) shall comply with the SFTP 

PM Exhaust Emission Standards in this table. 

2

Power to Weight Ratio. If all vehicles in a test group have a power to weight ratio at or below a 

threshold of 0.024, they may opt to run the US06 Bag 2 in lieu of the full US06 cycle. The cutoff is 

determined by using a ratio of the engine’s horsepower to the vehicle’s GVWR in pounds and does 

not include any horsepower contributed by electric motors in the case of hybrid electric or plug-in 

hybrid electric vehicles. Manufacturers may opt to test to the full cycle regardless of the calculated 

ratio; in such case, manufacturers shall meet the emission standards applicable to vehicles with 

power-to-weight ratios greater than 0.024.

3 Road Speed Fan. Manufacturers have the option to use a road speed modulated fan as specified in 

40-CFR § 86.107–96(d)(1) instead of a fixed speed fan for MDV SFTP testing.

4

 Manufacturers shall use Equation 1 above to calculate SFTP Composite PM Emission Values for 

each test group subject to the emission standards in this table. For MDVs 8,501-10,000 lbs. GVWR 

certifying to the US06 Bag 2 PM emission standard, the emission results from the US06 Bag 2 test 

shall be used in place of results from the full US06 test. For MDVs 10,001-14,000 lbs. GVWR, the 

emission results from the UC test shall be used in place of results from the US06 test. 

 (8) Interim In-Use Compliance Standards. 

(A) LEV III NMOG+NOx Interim In-Use Compliance Standards. 

The following interim in-use compliance standards shall apply for the first two 

model years that a test group is certified to the LEV III standards.

1. NMOG+NOx Interim In-Use Compliance Standards for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Passenger Vehicles. 

For the 2015 through 2019 model years, these standards shall apply. 
54

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Emission 

Category 

Durability 

Vehicle 

Basis 

(miles) 

LEV III PCs, 

LDTs, and 

MDPVs 

NMOG + NOx

(g/mi) 

LEV160 150,000 n/a 

ULEV125 150,000 n/a 

ULEV70 150,000 0.098 

ULEV50 150,000 0.070 

SULEV30 150,000 0.0421

SULEV20 150,000 0.0281

1

not applicable to test groups that receive PZEV credits 

2. NMOG+NOx Interim In-Use Compliance Standards for 

Medium-Duty Vehicles, Excluding Medium-Duty Passenger Vehicles. For the 

2015 through 2020 model years, these standards shall apply. 

Emission 

Category 

Durability 

Vehicle 

Basis 

(miles) 

LEV III MDVs 

(excluding MDPVs) 

8,501 - 10,000 lbs. 

GVW 

LEV III MDVs 

10,001 - 14,000 lbs. 

GVW

NMOG + NOx

(g/mi) 

NMOG + NOx

(g/mi)

LEV395 150,000 n/a n/a 

ULEV340 150,000 n/a n/a 

ULEV250 150,000 0.370 n/a 

ULEV200 150,000 0.300 n/a 

SULEV170 150,000 0.250 n/a 

SULEV150 150,000 0.220 n/a 

 

LEV630 150,000 n/a n/a 

ULEV570 150,000 n/a n/a 

ULEV400 150,000 n/a 0.600 

ULEV270 150,000 n/a 0.400 

SULEV230 150,000 n/a 0.340 

SULEV200 150,000 n/a 0.300 

 
55

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(B) LEV III Particulate Interim In-Use Compliance Standards. The 

following interim in-use compliance standards shall apply for the first two model 

years that a test group is certified to the LEV III standards. 

1. LEV III Particulate Interim In-Use Compliance Standards for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Passenger Vehicles. 

For the 2017 through 2020 model years, the interim in-use compliance 

standard for vehicles certifying to the 3 mg/mi particulate standard is 6 mg/mi. 

For the 2025 through 2028 model years, the interim in-use compliance 

standard for vehicles certifying to the 1 mg/mi particulate standard is 2 mg/mi. 

2. LEV III Particulate Interim In-Use Compliance Standards for 

Medium-Duty Vehicles, excluding Medium-Duty Passenger Vehicles. For the 

2017 through 2020 model years, the interim in-use compliance standard for 

vehicles certifying to the 8 mg/mi particulate standard shall be 16 mg/mi and 

the interim in-use compliance standard for vehicles certifying to the 10 mg/mi 

particulate standard shall be 20 mg/mi. 

(C) SFTP Interim In-Use Compliance Standards. 

1. Test groups certified prior to the 2020 model year may use 

an in-use compliance standard for NMOG+NOx for the first two model years 

that they are certified to new standards. 

a. For light-duty vehicle test groups and medium-duty 

passenger vehicle test groups certifying to the standards in subsection 

(a)(7)(A)1, in-use compliance emission standards for NMOG+NOx shall be 

1.4 times the applicable certification standard. 

b. For light-duty vehicle test groups and medium-duty 

passenger vehicle test groups certifying to the standards in subsection 

(a)(7)(A)2, in-use compliance emission standards for NMOG+NOx shall be 

1.4 times the Composite Value of the bin to which a test group is certified. 

c. For medium-duty vehicle tests groups certifying to the 

standards in subsection (a)(7)(C), in-use compliance emission standards 

for NMOG+NOx shall be 1.4 times the applicable certification standard. 

2. Test groups certified prior to the 2021 model year will be 

allowed an in-use compliance standard for PM for the first five model years 

that they are certified to the SFTP PM standard. 

a. For light-duty vehicle test groups and medium-duty 

passenger vehicle test groups certifying to SFTP PM exhaust emission 

standards in subsection (a)(7)(B), in-use compliance emission standards 

for PM shall be 5.0 mg/mi higher than the applicable certification standard. 
56

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

b. For medium-duty vehicle test groups certifying to SFTP PM 

Exhaust Emission Standards in subsection (a)(7)(D), in-use compliance 

emission standards for PM shall be 5.0 mg/mi higher than the applicable 

certification standard. 

 (9) Requirement to Generate Additional NMOG+NOx Fleet Average 

Credit. For a vehicle that is certified to the LEV III standards in subsection (a)(1), 

which does not generate a partial ZEV allocation according to the criteria set 

forth in section C.3 of the “California Exhaust Emission Standards and Test 

Procedures for 2009 through 2017 Model Zero-Emission Vehicles and Hybrid 

Electric Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty 

Vehicle Classes” and the “California Exhaust Emission Standards and Test 

Procedures for 2018 and Subsequent Model Zero-Emission Vehicles and Hybrid 

Electric Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty 

Vehicle Classes,” a manufacturer may subtract 5 mg/mi from the NMOG+NOx 

emission standards value set forth in subsection (b)(1)(B)1.c when calculating 

the manufacturer’s fleet average, provided that the manufacturer extends the 

performance and defects warranty period to 15 years or 150,000 miles, 

whichever occurs first. 

(10) Requirement to Generate a Partial ZEV Allowance. For the 2015 

through 2017 model years, a manufacturer that certifies to the LEV III SULEV30 

or the LEV III SULEV20 standards may also generate a partial ZEV allocation 

according to the criteria set forth in section C.3 of the “California Exhaust 

Emission Standards and Test Procedures for 2009 through 2017 Model ZeroEmission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, Light-Duty 

Truck and Medium-Duty Vehicle Classes.” 

 

(11) NMOG Credit for Direct Ozone Reduction Technology. A 

manufacturer that certifies vehicles equipped with direct ozone reduction 

technologies shall be eligible to receive NMOG credits that can be applied to the 

NMOG exhaust emissions of the vehicle when determining compliance with the 

standard. In order to receive credit, the manufacturer must submit the following 

information for each vehicle model for which it gets credit, including, but not 

limited to: 

(A) a demonstration of the airflow rate through the direct ozone 

reduction device and the ozone-reducing efficiency of the device over the range 

of speeds encountered in the Unified Cycle Driving Schedule contained in Part II 

G. of the “California 2015 and Subsequent Model Criteria Pollutant Emission 

Standards and Test Procedures for and 2017 and Subsequent Model 

Greenhouse Gas Exhaust Emission Standards and Test Procedures for 

Passenger Cars, Light-Duty trucks and Medium-duty Vehicles,” as adopted 

March 22, 2012; 
57

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(B) an evaluation of the durability of the device for the full useful life 

of the vehicle; and 

(C) a description of the on-board diagnostic strategy for monitoring 

the performance of the device in-use. 

Using the above information, the Executive Officer shall determine the value of 

the NMOG credit based on the calculated change in the one-hour peak ozone 

level using an approved airshed model. 

(12) When a Federally-Certified Vehicle Model is Required in California. 

(A) General Requirement. Whenever a manufacturer federallycertifies a 2015 or subsequent model-year passenger car, light-duty truck, or 

medium-duty vehicle model to the standards for a particular emissions bin that 

are more stringent than the standards for an applicable California emission 

category, the equivalent California model may only be certified to (i) the 

California standards for a vehicle emissions category that are at least as 

stringent as the standards for the corresponding federal emissions bin, or (ii) the 

exhaust emission standards to which the federal model is certified. However, 

where the federal exhaust emission standards for the particular emissions bin 

and the California standards for a vehicle emissions category are equally 

stringent, the California model may only be certified to either the California 

standards for that vehicle emissions category or more stringent California 

standards. The federal emission bins are those contained in Tables S04-1 and 

S04-2 of 40 CFR §86.1811-04(c) as adopted February 10, 2000. The criteria for 

applying this requirement are set forth in Part I. Section H.1 of the “California 

2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and 

Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Vehicles.” 

(B) Exception for clean fuel fleet vehicles. Subsection (a)(12)(A) 

does not apply in the case of a federally-certified vehicle model that is only 

marketed to fleet operators for applications that are subject to clean fuel fleet 

requirements established pursuant to section 246 of the federal Clean Air Act (42 

U.S.C. sec. 7586). In addition, the Executive Officer shall exclude from the 

requirement a federally-certified vehicle model where the manufacturer 

demonstrates to the Executive Officer’s reasonable satisfaction that the model 

will primarily be sold or leased to clean fuel fleet operators for such applications, 

and that other sales or leases of the model will be incidental to marketing to 

those clean fuel fleet operators. 

(13) Emission Standard for a Fuel-Fired Heater. Whenever a 

manufacturer elects to utilize an on-board fuel-fired heater on any passenger car, 

light-duty truck or medium-duty vehicle, the fuel-fired heater must meet ULEV125 
58

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

standards for passenger cars and light-duty trucks less than 8,500 pounds 

GVWR as set forth in subsection 1961(a)(1). The exhaust emissions from the 

fuel-fired heater shall be determined in accordance with the ““California Exhaust 

Emission Standards and Test Procedures for 2009 through 2017 Model ZeroEmission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, Light-Duty 

Truck and Medium-Duty Vehicle Classes” or the “California Exhaust Emission 

Standards and Test Procedures for 2018 and Subsequent Model Zero-Emission 

Vehicles and Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck 

and Medium-Duty Vehicle Classes,” as applicable. If the on-board fuel-fired 

heater is capable of operating at ambient temperatures above 40o

F, the 

measured emission levels of the on-board fuel-fired heater shall be added to the 

emissions measured on the FTP (40 CFR, Part 86, Subpart B), as amended by 

the “California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission 

Standards and Test Procedures and 2017 and Subsequent Model Greenhouse 

Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Vehicles” to determine compliance with the 

exhaust emission standards in subsection (a)(1). 

(b) Emission Standards Phase-In Requirements for Manufacturers.

(1) Fleet Average NMOG + NOx Requirements for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Passenger Vehicles. 

(A) The fleet average non-methane organic gas plus oxides of 

nitrogen exhaust mass emission values from the passenger cars, light-duty 

trucks, and medium-duty passenger vehicles that are produced and delivered for 

sale in California each model year by a manufacturer other than a small volume 

manufacturer shall not exceed: 
59

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

FLEET AVERAGE NON-METHANE ORGANIC GAS PLUS 

OXIDES OF NITROGEN 

EXHAUST MASS EMISSION REQUIREMENTS FOR 

PASSENGER CARS, LIGHT-DUTY TRUCKS, AND MEDIUMDUTY PASSENGER VEHICLES

(150,000 mile Durability Vehicle Basis) 

Model Year Fleet Average NMOG + NOx 

(grams per mile) 

All PCs; 

LDTs 0-3750 lbs. 

LVW 

LDTs 

 3751 lbs. LVW - 8500 lbs. 

GVWR; 

All MDPVs 

20141 0.107 0.128 

2015 0.100 0.119 

2016 0.093 0.110 

2017 0.086 0.101 

2018 0.079 0.092 

2019 0.072 0.083 

2020 0.065 0.074 

2021 0.058 0.065 

2022 0.051 0.056 

2023 0.044 0.047 

2024 0.037 0.038 

2025+ 0.030 0.030 

1

For the 2014 model year, a manufacturer may comply with the fleet average NMOG+NOx 

values in this table in lieu of complying with the NMOG fleet average values in subsection 

1961(a)(b)(1)(A). A manufacturer must either comply with the NMOG+NOx fleet average 

requirements for both its PC/LDT1 fleet and its LDT2/MDPV fleet or comply with the NMOG fleet 

average requirements for both its PC/LDT1 fleet and its LDT2/MDPV fleet. A manufacturer must 

calculate its fleet average NMOG+NOx values using the applicable full useful life standards. 

1. A manufacturer that selects compliance Option 2 must 

provide to the Executive Officer separate values for the number of vehicles in 

each test group produced and delivered for sale in the District of Columbia 

and for each individual state within the average. 

2. PZEV Anti-Backsliding Requirement. In the 2018 and 

subsequent model years, a manufacturer must produce and deliver for sale in 

California a minimum percentage of its passenger car and light-duty truck 

fleet that certifies to SULEV30 and SULEV20 standards. This minimum 

percentage must be equal to the average percentage of PZEVs produced and 
60

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

deliver for sale in California for that manufacturer for the 2015 through 2017 

model year. A manufacturer may calculate this average percentage using the 

projected sales for these model years in lieu of actual sales. 

(B) Calculation of Fleet Average NMOG + NOx Value.

1. Basic Calculation. 

a. Each manufacturer’s PC and LDT1 fleet average NMOG + 

NOx value for the total number of PCs and LDT1s produced and delivered 

for sale in California shall be calculated as follows: 

(Σ [Number of vehicles in a test group excluding off-vehicle charge capable 

hybrid electric vehicles x applicable emission standard] + 

Σ [Number of off-vehicle charge capable hybrid electric vehicles in a test group x 

HEV NMOG+NOx contribution factor]) ÷ 

Total Number of PCs plus LDT1s Produced and Delivered for sale in California, 

Including ZEVs and HEVs

b. Each manufacturer’s LDT2 and MDPV fleet average 

NMOG+NOx value for the total number of LDT2s and MDPVs produced 

and delivered for sale in California shall be calculated as follows: 

(Σ [Number of vehicles in a test group excluding off-vehicle charge capable 

hybrid electric vehicles x applicable emission standard] + 

Σ [Number of off-vehicle charge capable hybrid electric vehicles in a test group x 

HEV NMOG factor]) ÷

Total Number of LDT2s plus MDPVs Produced and Delivered for sale in 

California, Including ZEVs and HEVs 

c. The applicable emission standards to be used in the above 

equations are as follows: 
61

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Model Year Emission 

Category 

Emission Standard Value1

(g/mi) 

All PCs; 

LDTs 0-3750 lbs. LVW 

LDTs 

3751-5750 lbs. LVW; 

All MDPVs 

2015 and subsequent 

model year federallycertified vehicles All 

Sum of the full useful life 

NMOG and NOx Federal 

Emission Standards to 

which Vehicle is Certified 

Sum of the full useful life NMOG 

and NOx Federal Emission 

Standards to which Vehicle is 

Certified 

Model Year Emission 

Category 

All PCs; 

LDTs 0-3750 lbs. LVW 

LDTs

3751 lbs. LVW - 8500 lbs. 

GVWR; All MDPVs 

2015 through 2019 

model year vehicles 

certified to the “LEV 

II” standards in 

subsection 

1961(a)(1); 

2015 and subsequent 

model year vehicles 

certified to the “LEV 

III” standards in 

subsection 

1961.2(a)(1) 

LEV II LEVs; 

LEV160s 0.160 0.160 

LEV II ULEVs; 

LEV125s 0.125 0.125 

ULEV70s 0.070 0.070 

ULEV50s 0.050 0.050 

LEV II SULEVs; 

SULEV30s 0.030 0.030 

SULEV20s 0.020 0.020 

LEV II LEVs; 

LEV395s n/a 0.395 

LEV II ULEVs n/a 0.343 

ULEV340s n/a 0.340 

ULEV250s n/a 0.250 

ULEV200s n/a 0.200 

SULEV170s n/a 0.170 

SULEV150s n/a 0.150 

1 For LEV III vehicle test groups that meet the extended emission warranty requirements in 

subsection (a)(9), the applicable emission standard value shall be the emission standard value 

set forth in this table minus 5 mg/mi.

2. NMOG+NOx Contribution Factor for Off-vehicle Charge

Capable HEVs. The HEV NMOG+NOx contribution factor for light-duty offvehicle charge capable hybrid electric vehicles is calculated as follows: 
62

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

LEV160 HEV Contribution Factor = 0.160 - [(Zero-emission VMT Allowance) x 

0.035] 

ULEV125 HEV Contribution Factor = 0.125 - [(Zero-emission VMT Allowance) x 

0.055] 

ULEV70 HEV Contribution Factor = 0.070 - [(Zero-emission VMT Allowance) x 

0.020] 

ULEV50 HEV Contribution Factor = 0.050 - [(Zero-emission VMT Allowance) x 

0.020] 

SULEV30 HEV Contribution Factor = 0.030 - [(Zero-emission VMT Allowance) x 

0.010] 

SULEV20 HEV Contribution Factor = 0.020 - [(Zero-emission VMT Allowance) x 

0.020] 

Where the Zero-emission VMT Allowance for off-vehicle charge capable 

HEVs is determined in accordance with section C.3 of the “California Exhaust 

Emission Standards and Test Procedures for 2009 through 2017 Model ZeroEmission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, LightDuty Truck and Medium-Duty Vehicle Classes” and the “California Exhaust 

Emission Standards and Test Procedures for 2018 and Subsequent Model 

Zero-Emission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, 

Light-Duty Truck and Medium-Duty Vehicle Classes,” as applicable, except 

that for the purposes of this subsection (b)(1)(B)2, the maximum allowable 

Zero-emission VMT Allowance that may be used in these equations is 1.0. 

This subsection (b)(1)(B)2 shall only apply to off-vehicle charge capable 

HEVs certified to the LEV III standards set forth in subsection (a)(1).

(C) Phase-In Requirements for Small Volume Manufacturers. 

1. In the 2015 through 2021 model years, a small volume 

manufacturer shall not exceed a fleet average NMOG+NOx value of 0.160 

g/mi for PCs and LDTs from 0-3750 lbs. LVW or 0.160 g/mi for LDTs from 

3751-5750 lbs. LVW calculated in accordance with subsection (b)(1)(B). In 

2022 through 2024 model years, a small volume manufacturer shall not 

exceed a fleet average NMOG+NOx value of 0.125 g/mi for PCs and LDTs 

from 0-3750 lbs. LVW or 0.125 g/mi for LDTs from 3751 lbs. LVW - 8,500 lbs. 

GVW and MDPVs calculated in accordance with subsection (b)(1)(B). In 

2025 and subsequent model years, a small volume manufacturer shall not 

exceed a fleet average NMOG+NOx value of 0.070 g/mi for PCs and LDTs 

from 0-3750 lbs. LVW or 0.070 g/mi for LDTs from 3751 lbs. LVW - 8,500 lbs. 

GVW and MDPVs calculated in accordance with subsection (b)(1)(B). For the 

2015 through 2021 model years, a small volume manufacturer may certify its 

vehicles to the LEV II exhaust standards in section 1961. All vehicles certified 

by a small volume manufacturer for the 2022 and subsequent model years 

must meet the LEV III exhaust standards in this section 1961.2. 

2. If a manufacturer's average California sales exceeds 4500 

units of new PCs, LDTs, MDVs, heavy-duty vehicles, and heavy-duty engines 
63

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

based on the average number of vehicles sold for the three previous 

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

small volume manufacturer. If this is the first time the manufacturer exceeds 

the 4500 unit sales limit, the manufacturer must comply with the fleet average 

requirements applicable to a large volume manufacturer, as specified in 

subsection (b)(1)(A) beginning with the fourth model year after the last of the 

three consecutive model years. If during this four year lead time period the 

manufacturer’s sales drop below the 4500 unit sales limit and then increase 

again above the 4500 unit sales limit, the four year lead time period shall be 

calculated based on the first model year in which the manufacturer again 

exceeds the 4500 unit sales limit. Except as noted above – i.e., if this is not 

the first time the manufacturer has exceeded the 4500 unit sales limit – the 

manufacturer shall comply with the fleet average requirements applicable to 

larger manufacturers as specified in subsection (b)(1)(A) beginning with the 

following model year after the last of the three consecutive model years. 

3. If a manufacturer’s average California sales fall below 4500 

units of new PCs, LDTs, MDVs and heavy duty engines based on the 

average number of vehicles sold for the three previous consecutive model 

years, the manufacturer shall be treated as a small volume manufacturer and 

shall be subject to the requirements for small volume manufacturers 

beginning with the next model year. 

 (D) Treatment of ZEVs. ZEVs classified as LDTs (>3750 lbs. LVW) 

that have been counted toward the ZEV requirement for PCs and LDTs (0-3750 

lbs. LVW) as specified in sections 1962.1 and 1962.2 shall be included as LDT1s 

in the calculation of a fleet average NMOG value. 

(2) LEV III Phase-In Requirement for Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Passenger Vehicles. For the 2015 and 2016 model 

years, the LEV II SULEV emission standards set forth in section 1961(a)(1) that 

are applicable to PCs, LDTs, and MDPVs shall only apply to those PCs, LDT1s, 

LDT2s, and MDPVs that certify to SULEV emission standards using “carryover” 

of emission test data from a previous model year in accordance with U.S. EPA 

OMS Advisory Circular A/C No. 17F, issued November 16, 1982, and last 

amended January 21, 1988, incorporated herein by reference. Beginning in the 

2017 model year, the LEV II SULEV emission standards set forth in section 

1961(a)(1) that are applicable to PCs, LDTs, and MDPVs shall only apply to 

those PCs, LDT1s, LDT2s, and MDPVs that receive partial ZEV allowances in 

accordance with the “California Exhaust Emission Standards and Test 

Procedures for 2009 through 2017 Model Zero-Emission Vehicles and Hybrid 

Electric Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty 

Vehicle Classes.” A manufacturer, other than a small volume manufacturer, 

must certify 100 percent of its PC, LDT, and MDPV fleet to the LEV III standards 

in subsection (a)(1) in 2020 and subsequent model years. A small volume 
64

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

manufacturer must certify 100 percent of its PC, LDT, and MDPV fleet to the LEV 

III standards in subsection (a)(1) in 2022 and subsequent model years. 

(3) LEV III Phase-In Requirements for Medium-Duty Vehicles, Other 

than Medium-Duty Passenger Vehicles. 

(A) A manufacturer of MDVs, other than a small volume 

manufacturer, shall certify its MDV fleet according to the following phase-in 

schedule: 

Model 

Year 

Vehicles Certified to §1961.2(a)(1) 

(%)

Vehicles 

Certified to 

§1956.8(c) 

or (h) (%)

LEV II LEV; 

LEV III 

LEV395 or 

LEV630 

LEV II ULEV; 

LEV III 

ULEV340 or 

ULEV570 

LEV III 

ULEV250 or 

ULEV400 

LEV III 

SULEV170 or 

SULEV230 ULEV 

2015 40 60 0 0 100 

2016 20 60 20 0 100 

2017 10 50 40 0 100 

2018 0 40 50 10 100 

2019 0 30 40 30 100 

2020 0 20 30 50 100 

2021 0 10 20 70 100 

2022 + 0 0 10 90 100 

(B) Requirements for Small Volume Manufacturers. In the 2015 

through 2017 model years, a small volume manufacturer shall certify, produce, 

and deliver for sale in California vehicles or engines certified to the MDV LEV II 

LEV standards or to the LEV III LEV395 or LEV III LEV630 standards, as 

applicable, in a quantity equivalent to 100% of its MDV fleet. In the 2018 through 

2021 model years, a small volume manufacturer shall certify, produce, and 

deliver for sale in California vehicles or engines certified to the MDV LEV II ULEV 

standards or to the LEV III ULEV340 or LEV III ULEV570 standards, as 

applicable, in a quantity equivalent to 100% of its MDV fleet. In the 2022 and 

subsequent model years, a small volume manufacturer shall certify, produce, and 

deliver for sale in California vehicles or engines certified to the MDV LEV III 

ULEV250 or LEV III ULEV400 standards, as applicable, in a quantity equivalent 

to 100% of its MDV fleet. Engines certified to these MDV standards are not 

eligible for emissions averaging. 
65

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(C) Alternate Phase-In Schedules for LEV III MDVs. For the 2016 

and subsequent model years, a manufacturer that produces and delivers for sale 

in California four or fewer medium-duty test groups may comply with the following 

alternate phase-in schedule for LEV III medium-duty vehicles. 

1. A manufacturer that produces and delivers for sale in California 

four medium-duty test groups may comply with the following alternate phasein schedule for LEV III medium-duty vehicles. 

Model Year 

Number of Test Groups Certified to §1961.2(a)(1)

Vehicles 

Certified to 

§1956.8(c) 

or (h) (%)

LEV II LEV; 

LEV III 

LEV395 or 

LEV630 

LEV II ULEV; 

LEV III 

ULEV340 or 

ULEV570 

LEV III 

ULEV250 or 

ULEV400 

LEV III 

SULEV170 

or 

SULEV230 

ULEV 

2016-2017 1 2 1 0 100 

2018 0 2 2 0 100 

2019 0 1 2 1 100 

2020 0 1 1 2 100 

2021 0 0 1 3 100 

2022 + 0 0 0 4 100 

2. A manufacturer that produces and delivers for sale in California 

three medium-duty test groups may comply with the following alternate 

phase-in schedule for LEV III medium-duty vehicles.
66

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Model Year 

Number of Test Groups Certified to §1961.2(a)(1)

Vehicles 

Certified to 

§1956.8(c) 

or (h) (%)

LEV II LEV; 

LEV III 

LEV395 or 

LEV630 

LEV II ULEV; 

LEV III 

ULEV340 or 

ULEV570 

LEV III 

ULEV250 or 

ULEV400 

LEV III 

SULEV170 

or 

SULEV230 

ULEV 

2016 1 2 0 0 100 

2017 0 2 1 0 100 

2018 0 1 2 0 100 

2019-2020 0 1 1 1 100 

2021 0 0 1 2 100 

2022 + 0 0 0 3 100 

3. A manufacturer that produces and delivers for sale in California 

two medium-duty test groups may comply with the following alternate phasein schedule for LEV III medium-duty vehicles. 

Model Year 

Number of Test Groups Certified to §1961.2(a)(1)

Vehicles 

Certified to 

§1956.8(c) 

or (h) (%)

LEV II LEV; 

LEV III 

LEV395 or 

LEV630 

LEV II ULEV; 

LEV III 

ULEV340 or 

ULEV570 

LEV III 

ULEV250 or 

ULEV400 

LEV III 

SULEV170 

or 

SULEV230 

ULEV 

2016 1 1 0 0 100 

2017-2019 0 1 1 0 100 

2020-2021 0 0 1 1 100 

2022 + 0 0 0 2 100 

4. A manufacturer that produces and delivers for sale in California 

one medium-duty test groups may comply with the following alternate phasein schedule for LEV III medium-duty vehicles. 
67

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Model Year 

Number of Test Groups Certified to §1961.2(a)(1)

Vehicles 

Certified to 

§1956.8(c) 

or (h) (%)

LEV II LEV; 

LEV III 

LEV395 or 

LEV630 

LEV II ULEV; 

LEV III 

ULEV340 or 

ULEV570 

LEV III 

ULEV250 or 

ULEV400 

LEV III 

SULEV170 

or 

SULEV230 

ULEV 

2016-2018 0 1 0 0 100 

2019-2021 0 0 1 0 100 

2022 + 0 0 0 1 100 

(D) Identifying a Manufacturer's MDV Fleet. Each manufacturer’s 

MDV fleet shall be defined as the total number of California-certified MDVs 

produced and delivered for sale in California. The percentages shall be applied 

to the manufacturers’ total production of California-certified medium-duty vehicles 

delivered for sale in California. A manufacturer that elects to certify to the 

optional medium-duty engine standards in subsections 1956.8(c) or (h) shall not 

count those engines in the manufacturer’s total production of California-certified 

medium-duty vehicles for purposes of this subsection. 

(E) For a manufacturer that elects to certify to the optional mediumduty engine standards in title 13, CCR subsections 1956.8(c) or (h), all such 

MDVs, including those produced by a small volume manufacturer, shall be 

subject to the emissions averaging provisions applicable to heavy-duty diesel or 

Otto-cycle engines as set forth in the “California Exhaust Emission Standards 

and Test Procedures for 2004 and Subsequent Model Heavy-Duty Otto-Cycle 

Engines,” or the “California Exhaust Emission Standards and Test Procedures for 

2004 and Subsequent Model Heavy-Duty Diesel Engines, incorporated by 

reference in subsections 1956.8(b) or (d), as applicable. 

(4) SFTP Phase-In Requirements. 

(A) Phase-In Requirement for Passenger Cars, Light-Duty Trucks, 

and Medium-Duty Passenger Vehicles. A test group certifying to LEV III FTP 

emission categories on a 150,000-mile durability basis shall also certify to SFTP 

requirements on a 150,000-mile durability basis. 

Manufacturers shall have two options for phase in to the SFTP NMOG+NOx and 

CO emission standards. 

1. Under Option 1, beginning with the 2015 model year, a 

manufacturer shall certify its PCs, LDTs, and MDPVs to the SFTP 

NMOG+NOx and CO emission standards in subsection (a)(7)(A)1 when the 
68

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

vehicles are also certifying to a LEV III FTP emission category at 150,000-

mile durability. 

2. Under Option 2, for 2015 and subsequent model years, a 

manufacturer shall certify its fleet of PCs, LDTs, and MDPVs such that the 

manufacturer’s sales-weighted fleet-average NMOG+NOx composite 

emission value does not exceed the composite emission standard in effect for 

that model year. During the 150,000-mile durability phase-in, the salesweighted fleet-average NMOG+NOx composite emission value shall be 

calculated using a combination of carry-over values and new-certification 

values. Carry-over test groups shall convert values to NMOG+NOx and may 

use the applicable deterioration factor from the FTP cycle in lieu of deriving a 

deterioration factor specific to SFTP test cycles. Any vehicle certified to 

SFTP requirements on a 150,000-mile durability basis shall be subject to the 

applicable emission standards for the full useful life of that vehicle. 

Compliance with the CO composite emission standard cannot be 

demonstrated through fleet averaging. 

Beginning with the 2017 model year, a manufacturer shall certify its PCs, LDTs, 

and MDPVs certifying to LEV III FTP PM emission standards on a 150,000-mile 

durability basis to the SFTP PM emission standards in subsection (a)(7)(B). 

(B) Phase-In Requirements for Medium-Duty Vehicle 

Manufacturers. Phase-in for NMOG+NOx and CO emission standards begins 

with the 2016 model year. For MDVs 8,501-10,000 lbs. GVWR, for each model 

year, the percentage of MDVs certified to an SFTP emission category set forth in 

this section 1961.2 shall be equal to or greater than the total percentage certified 

to the FTP ULEV250, ULEV200, SULEV170, and SULEV150 emission 

categories; of these vehicles, the percentage of MDVs certified to an SFTP 

SULEV emission category shall be equal to or greater than the total percentage 

certified to both the FTP SULEV170 and SULEV150 emission categories. For 

MDVs 10,001-14,000 lbs. GVWR, for each model year, the percentage of MDVs 

certified to an SFTP emission category set forth in this section 1961.2 shall be 

equal to or greater than the total percentage certified to the FTP ULEV400, 

ULEV270, SULEV230, and SULEV200 emission categories; of these vehicles, 

the percentage of MDVs certified to an SFTP SULEV emission category shall be 

equal to or greater than the total percentage certified to both the FTP SULEV230 

and SULEV200 emission categories. 

In addition, 2017 and subsequent model MDVs certifying to LEV III FTP PM 

emission standards on a 150,000-mile durability basis must also certify to the 

SFTP emission standards set forth in subsection (a)(7)(D). 

(C) Identifying a Manufacturer's Medium-Duty Vehicle Fleet. For 

the 2016 and subsequent model years, each manufacturer's MDV fleet shall be 

defined as the total number of California-certified MDVs, other than MDPVs, 
69

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

produced and delivered for sale in California. For 2016 and subsequent model 

years, a manufacturer that elects to certify engines to the optional medium-duty 

engine emission standards in subsections 1956.8(c) or (h) shall not count those 

engines in the manufacturer’s total production of California-certified medium-duty 

vehicles for purposes of this subparagraph. 

 

(c) Calculation of NMOG + NOx Credits/Debits

(1) Calculation of NMOG+NOx Credits and Debits for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Passenger Vehicles. 

(A) In 2015 and subsequent model years, a manufacturer shall 

calculate its credits or debits using the following equation. 

 

[(Fleet Average NMOG+NOx Requirement) - (Manufacturer’s Fleet Average 

NMOG+NOx Value)] x 

(Total No. of Vehicles Produced and Delivered for Sale in California, Including 

ZEVs and HEVs). 

(B) In 2015 and subsequent model years, a manufacturer that 

achieves fleet average NMOG+NOx values lower than the fleet average 

NMOG+NOx requirement for the corresponding model year shall receive credits 

in units of g/mi NMOG + NOx . A manufacturer with 2015 and subsequent model 

year fleet average NMOG+NOx values greater than the fleet average 

requirement for the corresponding model year shall receive debits in units of g/mi 

NMOG + NOx equal to the amount of negative credits determined by the 

aforementioned equation. The total g/mi NMOG+NOx credits or debits earned 

for PCs and LDTs 0-3750 lbs. LVW, for LDTs 3751-5750 lbs. LVW and for LDTs 

3751 lbs. LVW - 8500 lbs. GVWR shall be summed together. The resulting 

amount shall constitute the g/mi NMOG+NOx credits or debits accrued by the 

manufacturer for the model year. 

(2) Calculation of Vehicle-Equivalent NMOG + NOx Credits for 

Medium-Duty Vehicles Other than MDPVs. 

(A) In 2016 and subsequent model years, a manufacturer that 

produces and delivers for sale in California MDVs, other than MDPVs, in excess 

of the equivalent requirements for LEV III vehicles certified to the exhaust 

emission standards set forth in subsection (a)(1), shall receive 

“Vehicle-Equivalent Credits” (or “VECs”) calculated in accordance with the 

following equation, where the term “produced” means produced and delivered for 

sale in California: 

(1.00) x {[(No. of LEV395s and LEV630s Produced excluding HEVs) + 

(No. of LEV395 HEVs x HEV VEC factor for LEV395s) +

(No. of LEV630 HEVs x HEV VEC factor for LEV630s)] – 
70

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(No. of LEV395s and LEV630s Required to be Produced)} + 

(1.14) x {[(No. of ULEV340s and ULEV570s Produced excluding HEVs) + 

(No. of ULEV340 HEVs x HEV VEC factor for ULEV340s) + 

(No. of ULEV570 HEVs x HEV VEC factor for ULEV570s)] – 

(No. of ULEV340s and ULEV570s Required to be Produced)} + 

(1.37) x {[(No. of ULEV250s and ULEV400s Produced excluding HEVs) + 

(No. of ULEV250 HEVs x HEV VEC factor for ULEV250s) + 

(No. of ULEV400 HEVs x HEV VEC factor for ULEV400s)] - 

(No. of ULEV250s and ULEV400s Required to be Produced)} + 

(1.49) x {[(No. of ULEV200s and ULEV270s Produced excluding HEVs) + 

(No. of ULEV200 HEVs x HEV VEC factor for ULEV200s) + 

(No. of ULEV270 HEVs x HEV VEC factor for ULEV270s)] - 

(No. of ULEV200s and ULEV270s Required to be Produced)} + 

(1.57) x {[(No. of SULEV170s and SULEV230s Produced excluding HEVs) 

+ 

(No. of SULEV170 HEVs x HEV VEC factor for SULEV170s) + 

(No. of SULEV230 HEVs x HEV VEC factor for SULEV230s)] - 

(No. of SULEV170s and SULEV230s Required to be Produced)} + 

(1.62) x {[(No. of SULEV150s and SULEV200s Produced excluding HEVs) 

+ 

(No. of SULEV150 HEVs x HEV VEC factor for SULEV150s) + 

(No. of SULEV200 HEVs x HEV VEC factor for SULEV200s)] - 

(No. of SULEV150s and SULEV200s Required to be Produced)} + 

[(2.00) x (No. of ZEVs Certified and Produced as MDVs)]. 

 (B) MDV HEV VEC factor. The MDV HEV VEC factor is calculated 

as follows: 

For LEV395s:

 1+

	

	

×


		
 

	

 !; 

For ULEV340s:

 1+

	

"	

×


		
 

	

 !; 

For ULEV250s:

 1+

"	

"	

×


		
 

"	

 !; 
71

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

 For ULEV200s: 

1+

"	

#$%	

×


		
 

"	

 !; 

 

For SULEV170s:

 1+

#$%	

#$	

×


		
 

#$%	

 !; 

 

For SULEV150s: 1+

#$	

	

×


		
 

#$	

 !; 

For LEV630s:

 1+

&	

%	

×


		
 

&	

 !; 

For ULEV570s:

 1+

%	

	

×


		
 

%	

 !; 

For ULEV400s:

 1+

	

"%	

×


		
 

	

 !; 

For ULEV270s:

 1+

"%	

#"	

×


		
 

"%	

 !; 

 

For SULEV230s:

 1+

#"	

#"	

×


		
 

#"	

 ! 

For SULEV200s: 1+

#"	

	

×


		
 

#"	

 ! 

where “Zero-emission VMT Allowance” for an HEV is determined in accordance 

with section C of the “California Exhaust Emission Standards and Test 

Procedures for 2009 through 2017 Model Zero-Emission Vehicles and Hybrid 

Electric Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty 

Vehicle Classes,” incorporated by reference in section 1962.1, or the “California 

Exhaust Emission Standards and Test Procedures for 2018 and Subsequent 

Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the Passenger 

Car, Light-Duty Truck and Medium-Duty Vehicle Classes,” incorporated by 

reference in section 1962.2, as applicable, except that for the purposes of this 
72

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

subsection (c)(2)(B), the maximum allowable Zero-emission VMT Allowance that 

may be used in these equations is 1.0. 

 (C) A manufacturer that fails to produce and deliver for sale in 

California the equivalent quantity of MDVs certified to LEV III exhaust emission 

standards, shall receive “Vehicle-Equivalent Debits” (or “VEDs”) equal to the 

amount of negative VECs determined by the equation in subsection (c)(2)(A). 

(D) Only ZEVs certified as MDVs and not used to meet the ZEV 

requirement shall be included in the calculation of VECs. 

(3) Procedure for Offsetting Debits.

(A) A manufacturer shall equalize emission debits by earning g/mi 

NMOG+NOx emission credits or VECs in an amount equal to the g/mi 

NMOG+NOx debits or VEDs, or by submitting a commensurate amount of g/mi 

NMOG+NOx credits or VECs to the Executive Officer that were earned 

previously or acquired from another manufacturer. A manufacturer shall equalize 

NMOG+NOx debits for PCs, LDTs, and MDPVs and VEC debits for MDVs within 

three model years. If emission debits are not equalized within the specified time 

period, the manufacturer shall be subject to the Health and Safety Code §43211 

civil penalty applicable to a manufacturer which 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 emission debits are not 

equalized by the end of the specified time period. A manufacturer demonstrating 

compliance under Option 2 in subsection (b)(1)(A)1.a, must calculate the 

emission debits that are subject to a civil penalty under Health and Safety Code 

section 43211 separately for California, the District of Columbia, and for each 

individual state that is included in the fleet average greenhouse gas requirements 

in subsection (b)(1)(A)1.a. The manufacturer must calculate these emission 

debits separately for California, the District of Columbia, and each individual state 

using the formula in subsections (c)(1) and (c)(2), except that the “Total No. of 

Vehicles Produced and Delivered for Sale in California, Including ZEVs and 

HEVs” shall be calculated separately for the District of Columbia and each 

individual state. 

For the purposes of Health and Safety Code §43211, the number of passenger 

cars, light-duty trucks, and medium-duty passenger vehicles not meeting the 

state board's emission standards shall be determined by dividing the total 

amount of g/mi NMOG+NOx emission debits for the model year by the g/mi 

NMOG+NOx fleet average requirement for PCs and LDTs 0-3750 lbs. LVW and 

for LDTs 3751 lbs. LVW - 8500 lbs. GVW and MDPVs applicable for the model 

year in which the debits were first incurred; and the number of medium-duty 

vehicles not meeting the state board's emission standards shall be equal to the 

amount of VEDs incurred. 
73

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(B) The emission credits earned in any given model year shall 

retain full value through five subsequent model years. Credits will have no value 

if not used by the beginning of the sixth model year after being earned. 

(4) Changing NMOG Credits and Debits to NMOG+NOx Credits and 

Debits. The value of any emission credits that have not been used prior to the 

start of the 2015 model year and any emission debits that have not been 

equalized prior to the start of the 2015 model year earned shall be converted to 

NMOG+NOx credits at the start of the 2015 model year by multiplying their 

values by a factor of 3.0. These credits and debits are subject to the provisions 

in subsection 1961(c)(3). 

(d) Test Procedures. The certification requirements and test 

procedures for determining compliance with the emission standards in this 

section are set forth in the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” 

as adopted March 22, 2012, the “California Non-Methane Organic Gas Test 

Procedures,” as amended March 22, 2012, which are incorporated herein by 

reference. In the case of hybrid electric vehicles and on-board fuel-fired 

heaters, the certification requirements and test procedures for determining 

compliance with the emission standards in this section are set forth in the 

“California Exhaust Emission Standards and Test Procedures for 2009 through 

2017 Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the 

Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes,” 

incorporated by reference in section 1962.1, and the “California Exhaust 

Emission Standards and Test Procedures for 2018 and Subsequent Model 

Zero-Emission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, 

Light-Duty Truck and Medium-Duty Vehicle Classes,” incorporated by reference 

in section 1962.2. 

(e) Abbreviations. The following abbreviations are used in this section 

1961.2: 

“ALVW” means adjusted loaded vehicle weight. 

“ASTM” means American Society of Testing and Materials. 

“CO” means carbon monoxide. 

“FTP” means Federal Test Procedure. 

“g/mi” means grams per mile. 

“GVW” means gross vehicle weight. 

“GVWR” means gross vehicle weight rating. 

“HEV” means hybrid-electric vehicle. 

“LDT” means light-duty truck. 

“LDT1” means a light-duty truck with a loaded vehicle weight of 0-3750 pounds. 
74

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

“LDT2” means a light-duty truck with a loaded vehicle weight of 3751 pounds to a 

gross vehicle weight rating of 8500 pounds. 

“LEV” means low-emission vehicle. 

“LPG” means liquefied petroleum gas. 

“LVW” means loaded vehicle weight. 

“MDPV” means medium-duty passenger vehicle. 

“MDV” means medium-duty vehicle. 

“NMHC” means non-methane hydrocarbons. 

“mg/mi” means milligrams per mile. 

“NMHC” means non-methane hydrocarbons. 

“Non-Methane Organic Gases” or “NMOG” means the total mass of oxygenated 

and non-oxygenated hydrocarbon emissions. 

“NOx” means oxides of nitrogen. 

“PC” means passenger car. 

 “SULEV” means super-ultra-low-emission vehicle. 

“ULEV” means ultra-low-emission vehicle. 

 “VEC” means vehicle-equivalent credits. 

 “VED” means vehicle-equivalent debits. 

 “VMT” means vehicle miles traveled. 

“ZEV” means zero-emission vehicle. 

(f) Severability. Each provision of this section is severable, and in the event 

that any provision of this section is held to be invalid, the remainder of both this 

section and this article remains in full force and effect. 

Note: Authority cited: Sections 39500, 39600, 39601, 43013, 43018, 43101, 43104, 43105 

and 43106, Health and Safety Code. Reference: Sections 39002, 39003, 39667, 43000, 

43009.5, 43013, 43018, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43204 and 

43205, Health and Safety Code. 

 
75

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Note: The entire text of section 1961.3 set forth below is new language and is 

shown in “normal type” proposed to be added to the California Code of 

Regulations. 

Adopt new Section 1961.3, Title 13, California Code of Regulations to read 

as follows: 

§ 1961.3. Greenhouse Gas Exhaust Emission Standards and Test 

Procedures - 2017 and Subsequent Model Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Vehicles.

Introduction. This section 1961.3 sets the greenhouse gas emission 

levels from new 2017 and subsequent model year passenger cars, light-duty 

trucks, and medium-duty passenger vehicles. Light-duty trucks from 3751 lbs. 

LVW – 8500 lbs. GVW that are certified to the Option 1 LEV II NOx Standard in 

section 1961(a)(1) are exempt from these greenhouse gas emission 

requirements, however, passenger cars, light-duty trucks 0-3750 lbs. LVW, and 

medium-duty passenger vehicles are not eligible for this exemption. 

Emergency vehicles may be excluded from these greenhouse gas 

emission requirements. The manufacturer must notify the Executive Officer that 

they are making such an election, in writing, prior to the start of the applicable 

model year or must comply with this section 1961.3. 

(a) Greenhouse Gas Emission Requirements. 

(1) Fleet Average Carbon Dioxide Requirements for Passenger 

Cars, Light-Duty Trucks, and Medium-Duty Passenger Vehicles. For the purpose 

of determining compliance with this subsection (a)(1), the applicable fleet 

average CO2 mass emission standards for each model year is the salesweighted average of the calculated CO2 exhaust mass emission target values for 

each manufacturer. For each model year, the sales-weighted fleet average CO2

mass emissions value shall not exceed the sales-weighted average of the 

calculated CO2 exhaust mass emission target values for that manufacturer. 

(A) Fleet Average Carbon Dioxide Target Values for Passenger 

Cars. The fleet average CO2 exhaust mass emission target values for 

passenger cars that are produced and delivered for sale in California each 

model year shall be determined as follows: 

1. For passenger cars with a footprint of less than or equal to 

41 square feet, the gram per mile CO2 target value shall be selected for 

the appropriate model year from the following table: 
76

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Model Year CO2 Target Value 

(grams/mile) 

2017 195.0 

2018 185.0 

2019 175.0 

2020 166.0 

2021 157.0 

2022 150.0 

2023 143.0 

2025 137.0 

2025 and subsequent 131.0 

2. For passenger cars with a footprint of greater than 56 square 

feet, the gram per mile CO2 target value shall be selected for the 

appropriate model year from the following table: 

Model Year CO2 Target Value 

(grams/mile) 

2017 263.0 

2018 250.0 

2019 238.0 

2020 226.0 

2021 215.0 

2022 205.0 

2023 196.0 

2025 188.0 

2025 and subsequent 179.0 

3. For passenger cars with a footprint that is greater than 41 

square feet and less than or equal to 56 square feet, the gram per mile 

CO2 target value shall be calculated using the following equation and 

rounded to the nearest 0.1 grams/mile: 

 Target gCO2/mile = [a x f] + b

Where: f is the vehicle footprint and 

coefficients a and b are selected from the following table for the 

applicable model year. 
77

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Model year a b 

2017 4.53 8.9 

2018 4.35 6.5 

2019 4.17 4.2 

2020 4.01 1.9 

2021 3.84 -0.4 

2022 3.69 -1.1 

2023 3.54 -1.8 

2024 3.4 -2.5 

2025 and 

subsequent 

3.26 -3.2 

(B) Fleet Average Carbon Dioxide Target Values for Light-Duty 

Trucks and Medium-Duty Passenger Vehicles. The fleet average CO2

exhaust mass emission target values for light-duty trucks and medium-duty 

passenger vehicles that are produced and delivered for sale in California 

each model year shall be determined as follows: 

1. For light-duty trucks and medium-duty passenger vehicles 

with a footprint of less than or equal to 41 square feet, the gram per mile 

CO2 target value shall be selected from the following table: 

Model Year CO2 Target Value 

(grams/mile) 

2017 238.0 

2018 227.0 

2019 220.0 

2020 212.0 

2021 195.0 

2022 186.0 

2023 176.0 

2025 168.0 

2025 and subsequent 159.0 

2. For light-duty trucks and medium-duty passenger vehicles 

with a footprint of greater than 41 square feet and less than or equal to the 

maximum footprint value specified in the table below for each model year, 

the gram/mile CO2 target value shall be calculated using the following 

equation and rounded to the nearest 0.1 grams/mile:
78

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

 Target gCO2/mile = [a x f] + b

Where: f is the vehicle footprint and 

coefficients a and b are selected from the following table for the 

applicable model year. 

Model year Maximum 

Footprint a b 

2017 50.7 4.87 38.3 

2018 60.2 4.76 31.6 

2019 66.4 4.68 27.7 

2020 68.3 4.57 24.6 

2021 73.5 4.28 19.8 

2022 74.0 4.09 17.8 

2023 74.0 3.91 16.0 

2024 74.0 3.74 14.2 

2025 and subsequent 74.0 3.58 12.5 

3. For light-duty trucks and medium-duty passenger vehicles 

with a footprint that is greater than the minimum footprint value specified in 

the table below and less than or equal to the maximum footprint value 

specified in the table below for each model year, the gram/mile CO2 target 

value shall be calculated using the following equation and rounded to the 

nearest 0.1 grams/mile: 

 Target gCO2/mile = [a x f] + b

Where: f is the vehicle footprint and 

coefficients a and b are selected from the following table for the 

applicable model year. 

Model year 

Minimum 

Footprint 

Maximum 

Footprint a b 

2017 50.7 66.0 4.04 80.5 

2018 60.2 66.0 4.04 75.0 

4. For light-duty trucks and medium-duty passenger vehicles 

with a footprint that is greater than the minimum value specified in the 
79

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

table below for each model year, the gram/mile CO2 target value shall be 

selected for the applicable model year from the following table: 

Model year Minimum 

Footprint 

CO2 target 

value 

(grams/mile) 

2017 66.0 347.0 

2018 66.0 342.0 

2019 66.4 339.0 

2020 68.3 337.0 

2021 73.5 335.0 

2022 74.0 321.0 

2023 74.0 306.0 

2024 74.0 291.0 

2025 and 

subsequent 

74.0 277.0 

(C) Calculation of Manufacturer-Specific Carbon Dioxide Fleet 

Average Standards. For each model year, each manufacturer must comply 

with fleet average CO2 standards for passenger cars and for light-duty trucks 

plus medium-duty passenger vehicles, as applicable, calculated for that 

model year as follows. For each model year, a manufacturer must calculate 

separate fleet average CO2 values for its passenger car fleet and for its 

combined light-duty truck plus medium-duty passenger vehicle fleet using the 

CO2 target values in subsection (a)(A). These calculated CO2 values are the 

manufacturer-specific fleet average CO2 standards for passenger cars and for 

light-duty trucks plus medium-duty passenger vehicles, as applicable, which 

apply for that model year. 

1. A CO2 target value shall be calculated in accordance with 

subparagraph (a)(1)(A) or (a)(1)(B), as applicable, for each unique 

combination of model type and footprint value. 

2. Each CO2 target value, determined for each unique 

combination of model type and footprint value, shall be multiplied by the 

total production of that model type/footprint combination for the applicable 

model year. 
80

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

3. The resulting products shall be summed, and that sum shall 

be divided by the total production of passenger cars or total combined 

production of light-duty trucks and medium-duty passenger vehicles, as 

applicable, in that model year. The result shall be rounded to the nearest 

whole gram per mile. This result shall be the applicable fleet average CO2

standard for the manufacturer’s passenger car fleet or its combined lightduty truck and medium-duty passenger vehicle fleet, as applicable. 

(2) Nitrous Oxide (N2O) and Methane (CH4) Exhaust Emission 

Standards for Passenger Cars, Light-Duty Trucks, and Medium-Duty Passenger 

Vehicles. Each manufacturer’s fleet of combined passenger automobile, lightduty trucks, and medium-duty passenger vehicles must comply with N2O and 

CH4 standards using either the provisions of subsection (a)(2)(A), subsection 

(a)(2)(B), or subsection (a)(2)(C). Except with prior approval of the Executive 

Officer, a manufacturer may not use the provisions of both subsection (a)(2)(A) 

and subsection (a)(2)(B) in the same model year. For example, a manufacturer 

may not use the provisions of subsection (a)(2)(A) for their passenger automobile 

fleet and the provisions of subsection (a)(2)(B) for their light-duty truck and 

medium-duty passenger vehicle fleet in the same model year. The manufacturer 

may use the provisions of both subsections (a)(2)(A) and (a)(2)(C) in the same 

model year. For example, a manufacturer may meet the N2O standard in 

subsection (a)(2)(A)1 and an alternative CH4 standard determined under 

subsection (a)(2)(C). 

(A) Standards Applicable to Each Test Group. 

1. Exhaust emissions of N2O shall not exceed 0.010 grams per 

mile at full useful life, as measured on the FTP (40 CFR, Part 86, Subpart 

B), as amended by the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and 

Test Procedures for Passenger Cars, Light Duty Trucks, and Medium Duty 

Vehicles.” Manufacturers may optionally determine an alternative N2O 

standard under subsection (a)(2)(C). 

2. Exhaust emissions of CH4 shall not exceed 0.030 grams per 

mile at full useful life, as measured on the FTP (40 CFR, Part 86, Subpart 

B), as amended by the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and 

Test Procedures for Passenger Cars, Light-Duty Trucks, and MediumDuty Vehicles.” Manufacturers may optionally determine an alternative 

CH4 standard under subsection (a)(2)(C). 

(B) Including N2O and CH4 in Fleet Averaging Program. 

Manufacturers may elect to not meet the emission standards in subsection 
81

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(a)(2)(A). Manufacturers making this election shall measure N2O and CH4

emissions for each unique combination of model type and footprint value on 

both the FTP test cycle and the Highway Fuel Economy test cycle at full 

useful life, multiply the measured N2O emissions value by 298 and the 

measured CH4 emissions value by 25, and include both of these adjusted 

N2O and CH4 full useful life values in the fleet average calculations for 

passenger automobiles and light-duty trucks plus medium-duty passenger 

vehicles, as calculated in accordance with subsection (a)(2)(A)(D). 

(C) Optional Use of Alternative N2O and/or CH4 Standards. 

Manufacturers may select an alternative standard applicable to a test group, 

for either N2O or CH4, or both. For example, a manufacturer may choose to 

meet the N2O standard in subsection (a)(2)(A)1 and an alternative CH4

standard in lieu of the standard in subsection (a)(2)(A)2. The alternative 

standard for each pollutant must be less stringent than the applicable exhaust 

emission standard specified in subsection (a)(2)(A). Alternative N2O and CH4

standards apply to emissions as measured on the FTP (40 CFR, Part 86, 

Subpart B), as amended by the “California 2015 and Subsequent Model 

Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 

and Subsequent Model Greenhouse Gas Exhaust Emission Standards and 

Test Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty 

Vehicles,” for the full useful life, and become the applicable certification and 

in-use emission standard(s) for the test group. Manufacturers using an 

alternative standard for N2O and/or CH4 must calculate emission debits 

according to the provisions of subsection (a)(2)(D) for each test 

group/alternative standard combination. Debits must be included in the 

calculation of total credits or debits generated in a model year as required 

under subsection (b)(1)(B). Flexible fuel vehicles (or other vehicles certified 

for multiple fuels) must meet these alternative standards when tested on all 

applicable test fuel type. 

(D) CO2-Equivalent Debits. CO2-equivalent debits for test 

groups using an alternative N2O and/or CH4 standard as determined under 

(a)(2)(C) shall be calculated according to the following equation and rounded 

to the nearest whole gram per mile: 

Debits = GWP × (Production) × (AltStd - Std) 

Where: 

Debits = N2O or CH4 CO2-equivalent debits for a test group using 

an alternative N2O or CH4 standard; 

GWP = 25 if calculating CH4 debits and 298 if calculating N2O 

debits; 

Production = The number of vehicles of that test group produced 

and delivered for sale in California; 
82

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

AltStd = The alternative standard (N2O or CH4) selected by the 

manufacturer under (a)(2)(C); and 

Std = The exhaust emission standard for N2O or CH4 specified in 

(a)(2)(A). 

(3) Alternative Fleet Average Standards for Manufacturers with 

Limited U.S. Sales. Manufacturers meeting the criteria in this subsection (a)(3) 

may request that the Executive Officer establish alternative fleet average CO2

standards that would apply instead of the standards in subsection (a)(1). 

(A) Eligibility for Alternative Standards. Eligibility as 

determined in this subsection (a)(3) shall be based on the total sales of 

combined passenger cars, light-duty trucks, and medium-duty passenger 

vehicles. The terms “sales” and “sold” as used in this subsection (a)(3) shall 

mean vehicles produced and delivered for sale (or sold) in the states and 

territories of the United States. For the purpose of determining eligibility the 

sales of related companies shall be aggregated according to the provisions of 

section 1900. To be eligible for alternative standards established under this 

subsection (a)(3), the manufacturer's average sales for the three most recent 

consecutive model years must remain below 5,000. If a manufacturer's 

average sales for the three most recent consecutive model years exceeds 

4,999, the manufacturer will no longer be eligible for exemption and must 

meet applicable emission standards as follows. 

1. If a manufacturer's average sales for three consecutive 

model years exceeds 4,999, and if the increase in sales is the result of 

corporate acquisitions, mergers, or purchase by another manufacturer, the 

manufacturer shall comply with the emission standards described in 

subsections (a)(1) and (a)(2), as applicable, beginning with the first model 

year after the last year of the three consecutive model years. 

2. If a manufacturer's average sales for three consecutive 

model years exceeds 4,999 and is less than 50,000, and if the increase in 

sales is solely the result of the manufacturer's expansion in vehicle 

production (not the result of corporate acquisitions, mergers, or purchase 

by another manufacturer), the manufacturer shall comply with the 

emission standards described in subsections (a)(1) and (a)(2), as 

applicable, beginning with the second model year after the last year of the 

three consecutive model years. 

(B) Requirements for New Entrants into the U.S. Market. New 

entrants are those manufacturers without a prior record of automobile sales in 

the United States and without prior certification to (or exemption from, under 

40 CFR §86.1801-12(k)) greenhouse gas emission standards in 40 CFR 

§86.1818-12 or greenhouse gas standards in section 1961.1. In addition to 
83

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

the eligibility requirements stated in subsection (a)(3)(A), new entrants must 

meet the following requirements: 

1. In addition to the information required under subsection 

(a)(3)(D), new entrants must provide documentation that shows a clear 

intent by the company to actually enter the U.S. market in the years for 

which alternative standards are requested. Demonstrating such intent 

could include providing documentation that shows the establishment of a 

U.S. dealer network, documentation of work underway to meet other U.S. 

requirements (e.g., safety standards), or other information that reasonably 

establishes intent to the satisfaction of the Executive Officer. 

2. Sales of vehicles in the U.S. by new entrants must remain 

below 5,000 vehicles for the first two model years in the U.S. market and 

the average sales for any three consecutive years within the first five 

years of entering the U.S. market must remain below 5,000 vehicles. 

Vehicles sold in violation of these limits will be considered not covered by 

the certificate of conformity and the manufacturer will be subject to 

penalties on an individual-vehicle basis for sale of vehicles not covered by 

a certificate. In addition, violation of these limits will result in loss of 

eligibility for alternative standards until such point as the manufacturer 

demonstrates two consecutive model years of sales below 5,000 

automobiles. 

3. A manufacturer with sales in the most recent model year of 

less than 5,000 automobiles, but where prior model year sales were not 

less than 5,000 automobiles, is eligible to request alternative standards 

under subsection (a)(3). However, such a manufacturer will be 

considered a new entrant and subject to the provisions regarding new 

entrants in this subsection (a)(3), except that the requirement to 

demonstrate an intent to enter the U.S. market in subsection (a)(3)(B)(1) 

shall not apply. 

(C) How to Request Alternative Fleet Average Standards. 

Eligible manufacturers may petition for alternative standards for up to five 

consecutive model years if sufficient information is available on which to base 

such standards. 

1. To request alternative standards starting with the 2017 

model year, eligible manufacturers must submit a completed application 

no later than July 30, 2013. 

2. To request alternative standards starting with a model after 

2017, eligible manufacturers must submit a completed application no later 

than 36 months prior to the start of the first model year to which the 

alternative standards would apply. 
84

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

3. The application must contain all the information required in 

subsection (a)(3)(D), and must be signed by a chief officer of the 

company. If the Executive Officer determines that the content of the 

request is incomplete or insufficient, the manufacturer will be notified and 

given an additional 30 days to amend the request. 

(D) Data and Information Submittal Requirements. Eligible 

manufacturers requesting alternative standards under subsection (a)(3) must 

submit the following information to the California Air Resources Board. The 

Executive Officer may request additional information as s/he deems 

appropriate. The completed request must be sent to the California Air 

Resources Board at the following address: Chief, Mobile Source Operations 

Division, California Air Resources Board, 9480 Telstar Avenue, Suite 4, El 

Monte, California 91731. 

1. Vehicle Model and Fleet Information. 

a. The model years to which the requested alternative 

standards would apply, limited to five consecutive model years. 

b. Vehicle models and projections of production volumes for 

each model year. 

c. Detailed description of each model, including the vehicle 

type, vehicle mass, power, footprint, and expected pricing. 

d. The expected production cycle for each model, including 

new model introductions and redesign or refresh cycles. 

2. Technology Evaluation Information. 

a. The CO2 reduction technologies employed by the 

manufacturer on each vehicle model, including information regarding 

the cost and CO2 -reducing effectiveness. Include technologies that

improve air conditioning efficiency and reduce air conditioning system 

leakage, and any “off-cycle” technologies that potentially provide 

benefits outside the operation represented by the FTP and the 

HWFET. 

b. An evaluation of comparable models from other 

manufacturers, including CO2 results and air conditioning credits 

generated by the models. Comparable vehicles should be similar, but 

not necessarily identical, in the following respects: vehicle type, 

horsepower, mass, power-to-weight ratio, footprint, retail price, and 

any other relevant factors. For manufacturers requesting alternative 

standards starting with the 2017 model year, the analysis of 
85

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

comparable vehicles should include vehicles from the 2012 and 2013 

model years, otherwise the analysis should at a minimum include 

vehicles from the most recent two model years. 

c. A discussion of the CO2-reducing technologies employed 

on vehicles offered outside of the U.S. market but not available in the 

U.S., including a discussion as to why those vehicles and/or 

technologies are not being used to achieve CO2 reductions for vehicles 

in the U.S. market. 

d. An evaluation, at a minimum, of the technologies

projected by the California Air Resources Board in the “Staff Report: 

Initial Statement of Reasons for Proposed Rulemaking, Public Hearing 

to Consider the “LEV III” Amendments to The California Greenhouse 

Gas and Criteria Pollutant Exhaust and Evaporative Emission 

Standards and Test Procedures and to the On-Board Diagnostic 

System Requirements for Passenger Cars, Light-Duty Trucks, and 

Medium-Duty Vehicles, and to the Evaporative Emission Requirements 

for Heavy-Duty Vehicles” and the appendices to this report, released 

on December 7, 2011, as those technologies likely to be used to meet 

greenhouse gas emission standards and the extent to which those 

technologies are employed or projected to be employed by the 

manufacturer. For any technology that is not projected to be fully 

employed, the manufacturer must explain why this is the case. 

3. Information Supporting Eligibility. 

a. U.S. sales for the three previous model years and 

projected sales for the model years for which the manufacturer is 

seeking alternative standards. 

b. Information regarding ownership relationships with other 

manufacturers, including details regarding the application of the 

provisions of 40 CFR §86.1838–01(b)(3) and section 1900 regarding 

the aggregation of sales of related companies. 

(E) Alternative Standards. Upon receiving a complete 

application, the Executive Officer will review the application and determine 

whether an alternative standard is warranted. If the Executive Officer judges 

that an alternative standard is warranted, the following standards shall apply. 

For the purposes of this subsection (a)(3)(E), an “ultra-small volume 

manufacturer” shall mean a manufacturer that meets the requirements of 

subsection (a)(3). 

1. At the beginning of the model year that is three model years 

prior to the model year for which an alternative standard is requested, 
86

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

each ultra-small volume manufacturer shall identify all vehicle models from 

the model year that is four model years prior to the model year for which 

an alternative standard is requested, certified by a large volume 

manufacturer that are comparable to that small volume manufacturer’s 

vehicle models for the model year for which an alternative standard is 

requested, based on model type and footprint value. The ultra-small 

volume manufacturer shall demonstrate to the Executive Officer the 

appropriateness of each comparable vehicle model selected. Upon 

approval of the Executive Officer, s/he shall provide to the ultra-small 

volume manufacturer the target grams CO2 per mile for each vehicle 

model type and footprint value that is approved. The ultra-small volume 

manufacturer shall calculate its fleet average CO2 standard in accordance 

with subsection (a)(1)(C) based on these target grams CO2 per mile 

values provided by the Executive Officer. 

2. In the 2017 and subsequent model years, an ultra-small 

volume manufacturer shall either: 

a. not exceed its fleet average CO2 standard calculated in 

accordance with subsection (a)(1)(C) based on the target grams CO2

per mile values provided by the Executive Officer; or 

b. upon approval of the Executive Officer, if an ultra-small 

volume manufacturer demonstrates a vehicle model uses an engine, 

transmission, and emission control system and has a footprint value 

that are identical to a configuration certified for sale in California by a 

large volume manufacturer, those ultra-small volume manufacturer 

vehicle models are exempt from meeting the requirements in 

paragraph 2.a of this subsection. 

(F) Restrictions on Credit Trading. Manufacturers subject to 

alternative standards approved by the Executive Officer under this subsection 

(a)(3) may not trade credits to another manufacturer. Transfers of credits 

between a manufacturer’s car and truck fleets are allowed. 

(4) Greenhouse Gas Emissions Values for Electric Vehicles, “PlugIn” Hybrid Electric Vehicles, and Fuel Cell Vehicles. 

(A) Electric Vehicle Calculations. 

1. For each unique combination of model type and footprint 

value, a manufacturer shall calculate the City CO2 Value using the 

following formula: 

City CO2 Value = (270 gCO2e/kWh) * EEV – 0.25 * CO2 target 
87

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Where EEV is measured directly from each cycle for each test vehicle of 

battery electric vehicle technology in units of kilowatt-hours per mile (per 

SAE J1634, incorporated herein by reference). 

 

2. For each unique combination of model type and footprint 

value, a manufacturer shall calculate the Highway CO2 Value using the 

following formula: 

Highway CO2 Value = (270 gCO2e/kWh) * EEV – 0.25 * CO2 target 

Where EEV is measured directly from each cycle for each test vehicle of 

battery electric vehicle technology in units of kilowatt-hours per mile (per 

SAE J1634, incorporated herein by reference). 

 

(B) “Plug-In” Hybrid Electric Vehicle Calculations. For each 

unique combination of model type and footprint value, a manufacturer shall 

calculate the City CO2 Value and the Highway CO2 Value using the following 

formulas: 

City CO2 Value = GHGurban

and 

Highway CO2 Value = GHGhighway

Where GHGurban and GHGhighway are measured in accordance with section 

G.12 of the “California Exhaust Emission Standards and Test Procedures 

for 2009 through 2017 Model Zero-Emission Vehicles and Hybrid Electric 

Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty 

Vehicle Classes” or the “California Exhaust Emission Standards and Test 

Procedures for 2018 and Subsequent Model Zero-Emission Vehicles and 

Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck and 

Medium-Duty Vehicle Classes,” as applicable. 

(C) Fuel Cell Vehicle Calculations. For each unique combination 

of model type and footprint value, a manufacturer shall calculate the City CO2

Value and the Highway CO2 Value using the following formulas: 

City CO2 = GHGFCV = (9132 gCO2e/kg H2) * HFCV – Gupstream

and 

Highway CO2 = GHGFCV = (9132 gCO2e/kg H2) * HFCV – Gupstream

Where HFCV means hydrogen consumption in kilograms of hydrogen per 

mile, measured for the applicable test cycle, in accordance with SAE 

J2572 (published October 2008), incorporated herein by reference. 
88

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(5) Calculation of Fleet Average Carbon Dioxide Value. 

(A) For each unique combination of model type and footprint 

value, a manufacturer shall calculate a combined city/highway CO2 exhaust 

emission value as follows: 

0.55 x City CO2 Value + 0.45 x Highway CO2 Value 

“City” CO2 exhaust emissions shall be measured using the FTP test cycle (40 

CFR, Part 86, Subpart B), as amended by the “California 2015 and 

Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test 

Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light Duty 

Trucks, and Medium Duty Vehicles.” “Highway” CO2 exhaust emission shall 

be measured using the using the Highway Fuel Economy Test (HWFET; 40 

CFR 600 Subpart B). 

(B) Each combined city/highway CO2 exhaust emission, 

determined for each unique combination of model type and footprint value, 

shall be multiplied by the total production of that model type/footprint 

combination for the applicable model year. 

(C) The resulting products shall be summed, and that sum shall 

be divided by the total production of passenger cars or total combined 

production of light-duty trucks and medium-duty passenger vehicles, as 

applicable, in that model year. The result shall be rounded to the nearest 

whole gram per mile. This result shall be the manufacturer’s actual salesweighted fleet average CO2 value for the manufacturer’s passenger car fleet 

or its combined light-duty truck and medium-duty passenger vehicle fleet, as 

applicable. 

(D) For each model year, a manufacturer must demonstrate 

compliance with the fleet average requirements in section (a)(1) based on 

one of two options applicable throughout the model year, either: 

Option 1: the total number of passenger cars, light-duty 

trucks, and medium-duty passenger vehicles that are certified to 

the California exhaust emission standards in section 1961.3, and 

are produced and delivered for sale in California; or 

Option 2: the total number of passenger cars, light-duty 

trucks, and medium-duty passenger vehicles that are certified to 

the California exhaust emission standards in this section 1961.3, 

and are produced and delivered for sale in California, the District of 

Columbia, and all states that have adopted California's greenhouse 

gas emission standards for that model year pursuant to Section 177 

of the federal Clean Air Act (42 U.S.C. § 7507). 
89

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

1. A manufacturer that selects compliance Option 2 must 

notify the Executive Officer of that selection, in writing, prior to the start 

of the applicable model year or must comply with Option 1. Once a 

manufacturer has selected compliance Option 2, that selection applies 

unless the manufacturer selects Option 1 and notifies the Executive 

Officer of that selection in writing before the start of the applicable 

model year. 

2. When a manufacturer is demonstrating compliance using 

Option 2 for a given model year, the term "in California" as used in 

section 1961.3 means California, the District of Columbia, and all 

states that have adopted California's greenhouse gas emission 

standards for that model year pursuant to Section 177 of the federal 

Clean Air Act (42 U.S.C. § 7507). 

3. A manufacturer that selects compliance Option 2 must 

provide to the Executive Officer separate values for the number of 

vehicles in each model type and footprint value produced and 

delivered for sale in the District of Columbia and for each individual 

state within the average and the City CO2 Value and Highway CO2

exhaust emission values that apply to each model type and footprint 

value. 

(6) Credits for Reduction of Air Conditioning Direct Emissions. 

Manufacturers may generate A/C Direct Emissions Credits by implementing 

specific air conditioning system technologies designed to reduce air conditioning 

direct emissions over the useful life of their vehicles. A manufacturer may only 

use an A/C Direct Emissions Credit for vehicles within a model type upon 

approval of the A/C Direct Emissions Credit for that model type by the Executive 

Officer. The conditions and requirements for obtaining approval of an A/C Direct 

Emissions Credit are described in (A) through (F), below. 

(A) Applications for approval of an A/C Direct Emissions Credit 

must be organized by model type. The applications must also include: 

• vehicle make and 

• number of vehicles within the model type that will be equipped with the 

air conditioning system to which the leakage credit shall apply. 

Separate applications must be submitted for any two configurations of an A/C 

system with differences other than dimensional variation. 

(B) To obtain approval of the A/C Direct Emissions Credit, the 

manufacturer must demonstrate through an engineering evaluation that the 

A/C system under consideration reduces A/C direct emissions. The 

demonstration must include all of the following elements: 
90

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

• the amount of A/C Direct Emissions Credit requested, in grams of CO2-

equivalent per mile (gCO2e/mi); 

• the calculations identified in section (a)(6)(C) justifying that credit 

amount; 

• schematic of the A/C system; 

• specifications of the system components with sufficient detail to allow 

reproduction of the calculation; and 

• an explanation describing what efforts have been made to minimize 

the number of fittings and joints and to optimize the components in 

order to minimize leakage. 

Calculated values must be carried to at least three significant figures 

throughout the calculations, and the final credit value must be rounded to one 

tenth of a gram of CO2-equivalent per mile (gCO2e/mi). 

(C) The calculation of A/C Direct Emissions Credit depends on 

the refrigerant or type of system, and is specified in paragraphs 1, 2, and 3 of 

this subsection. 

1. HFC-134a vapor compression systems 

For A/C systems that use HFC-134a refrigerant, the A/C Direct Emissions 

Credit is calculated using the following formula: 

/ 1( )

Avg LR

LR A C Direct Credit = Direct Credit Baseline× −

Where: 

Direct Credit Baseline = 12.6 gCO2e/mi for passenger cars; 

Direct Credit Baseline = 15.6 gCO2e/mi for light-duty trucks and 

medium-duty passenger vehicles; 

Avg LR = 16.6 grams/year for passenger cars; 

Avg LR = 20.7 grams/year for light-duty trucks and medium-duty 

passenger vehicles; 

LR = the larger of SAE LR or Min LR; 

Where: 

SAE LR = initial leak rate evaluated using SAE International’s 

Surface Vehicle Standard SAE J2727 (Revised August 

2008), incorporated by reference, herein; 

Min LR = 8.3 grams/year for passenger car A/C systems with 

belt-driven compressors; 

Min LR = 10.4 grams/year for light-duty truck and medium-duty 

passenger vehicle A/C systems with belt-driven 

compressors; 
91

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Min LR = 4.1 grams/year for passenger car A/C systems with 

electric compressors; 

Min LR = 5.2 grams/year for light-duty truck and medium-duty 

passenger vehicle A/C systems with electric compressors. 

Note: Initial leak rate is the rate of refrigerant leakage from a newly 

manufactured A/C system in grams of refrigerant per year. The Executive 

Officer may allow a manufacturer to use an updated version of the August 

2008 version of SAE J2727 or an alternate method if s/he determines that 

the updated SAE J2727 or the alternate method provides more accurate 

estimates of the initial leak rate of A/C systems than the August 2008 

version of SAE J2727 does. 

 

2. Low-GWP vapor compression systems 

For A/C systems that use a refrigerant having a GWP of 150 or less, the 

A/C Direct Emissions Credit shall be calculated using the following 

formula: 

A/C Direct Credit = Low GWPCredit − High Leak Penalty

Where: 

)

430,1

1(

GWP Low GWP Credit = Max Low GWP Credit × − , 

and 















≤

< ≤

−

−

×

>

=

,0 if .

if, ;

, if ;

SAE LR Min LR

Min LR SAE LR Avg LR

AvgLR Min LR

SAE LR Min LR Max HighLeak Penalty

Max HighLeak Penalty SAE LR Avg LR

HighLeak Penalty

Where: 

Max Low GWP Credit = 13.8 gCO2e/mi for passenger cars; 

Max Low GWP Credit = 17.2 gCO2e/mi for light-duty trucks 

and medium-duty passenger vehicles; 

GWP = the global warming potential of the refrigerant over a 

100-year horizon, as specified in section (a)(6)(F); 

Max High Leak Penalty = 1.8 gCO2e/mi for passenger cars; 

Max High Leak Penalty = 2.1 gCO2e/mi for light-duty trucks 

and medium-duty passenger vehicles; 

Avg LR = 13.1 g/yr for passenger cars; 
92

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Avg LR = 16.6 g/yr for light-duty trucks and medium-duty 

passenger vehicles; 

and where: 

SAE LR = initial leak rate evaluated using SAE 

International’s Surface Vehicle Standard SAE J2727 (Revised 

August 2008); 

Min LR = 8.3 g/yr for passenger cars; 

Min LR = 10.4 g/yr for light-duty trucks and medium-duty 

passenger vehicles. 

Note: Initial leak rate is the rate of refrigerant leakage from a newly 

manufactured A/C system in grams of refrigerant per year. The Executive 

Officer may allow a manufacturer to use an updated version of SAE J2727 

or an alternate applicable test method if s/he finds the update or the 

alternate method provides more accurate estimates of the initial leak rate 

of A/C systems than the August 2008 version of SAE J2727 does. 

3. Other A/C systems 

For an A/C system that uses a technology other than vapor compression 

cycles, an A/C Direct Emissions Credit may be approved by the Executive 

Officer. The amount of credit requested must be based on demonstration 

of the reduction of A/C direct emissions of the technology using an 

engineering evaluation that includes verifiable laboratory test data, and 

cannot exceed 13.8 gCO2e/mi for passenger cars and 17.2 gCO2e/mi for 

light-duty trucks and medium-duty passenger vehicles. 

(D) The total leakage reduction credits generated by the air 

conditioning system shall be calculated separately for passenger cars, and for 

light-duty trucks and medium-duty passenger vehicles, according to the 

following formula: 

Total Credits (g/mi) = A/C Direct Credit × Production 

Where: 

A/C Direct Credit is calculated as specified in subsection 

(a)(6)(C). 

Production = The total number of passenger cars or lightduty trucks plus medium-duty passenger vehicles, whichever is 

applicable, produced and delivered for sale in California, with the 

air conditioning system to which the A/D Direct Credit value from 

subsection (a)(6)(C) applies. 
93

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(E) The results of subsection (a)(6)(D), rounded to the nearest 

whole gram per mile, shall be included in the manufacturer's credit/debit totals 

calculated in subsection (b)(1)(B). 

(F) The following values for refrigerant global warming potential 

(GWP), or alternative values as determined by the Executive Officer, shall be 

used in the calculations of this subsection (a)(6). The Executive Officer shall 

determine values for refrigerants not included in this subsection (a)(6)(F) 

upon request by a manufacturer, based on findings by the Intergovernmental 

Panel on Climate Change (IPCC) or from other applicable research studies. 

Refrigerant GWP 

HFC–134a 1,430 

HFC–152a 124 

HFO–1234yf 4 

CO2 1 

(7) Credits for Improving Air Conditioning System Efficiency. 

Manufacturers may generate CO2 credits by implementing specific air 

conditioning system technologies designed to reduce air conditioning-related 

CO2 emissions over the useful life of their passenger cars, light-duty trucks, 

and/or medium-duty passenger vehicles. Credits shall be calculated according to 

this subsection (a)(7) for each air conditioning system that the manufacturer is 

using to generate CO2 credits. The eligibility requirements specified in 

subsection (a)(7)(E) must be met before an air conditioning system is allowed to 

generate credits. 

(A) Air conditioning efficiency credits are available for the 

following technologies in the gram per mile amounts indicated for each 

vehicle category in the following table: 
94

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Air Conditioning Technology 

Passenger 

Cars 

(g/mi) 

Light-Duty 

Trucks and 

Medium-Duty 

Passenger 

Vehicles 

(g/mi) 

Reduced reheat, with externally-controlled, variabledisplacement compressor (e.g. a compressor that controls 

displacement based on temperature setpoint and/or cooling 

demand of the air conditioning system control settings inside the 

passenger compartment). 

1.5 2.2 

Reduced reheat, with externally-controlled, fixed-displacement or 

pneumatic variable displacement compressor (e.g. a compressor 

that controls displacement based on conditions within, or internal 

to, the air conditioning system, such as head pressure, suction 

pressure, or evaporator outlet temperature). 

1.0 1.4 

Default to recirculated air with closed-loop control of the air 

supply (sensor feedback to control interior air quality) whenever 

the ambient temperature is 75 °F or higher: Air conditioning 

systems that operated with closed-loop control of the air supply 

at different temperatures may receive credits by submitting an 

engineering analysis to the Administrator for approval. 

1.5 2.2 

Default to recirculated air with open-loop control air supply (no 

sensor feedback) whenever the ambient temperature is 75 °F or 

higher. Air conditioning systems that operate with open-loop 

control of the air supply at different temperatures may receive 

credits by submitting an engineering analysis to the Administrator 

for approval. 

1.0 1.4 

Blower motor controls which limit wasted electrical energy (e.g. 

pulse width modulated power controller). 

0.8 1.1 

Internal heat exchanger (e.g. a device that transfers heat from 

the high-pressure, liquid-phase refrigerant entering the 

evaporator to the low-pressure, gas-phase refrigerant exiting the 

evaporator). 

1.0 1.4 

Improved condensers and/or evaporators with system analysis 

on the component(s) indicating a coefficient of performance 

improvement for the system of greater than 10% when compared 

to previous industry standard designs). 

1.0 1.4 

Oil separator. The manufacturer must submit an engineering 

analysis demonstrating the increased improvement of the system 

relative to the baseline design, where the baseline component for 

comparison is the version which a manufacturer most recently 

had in production on the same vehicle design or in a similar or 

related vehicle model. The characteristics of the baseline 

component shall be compared to the new component to

demonstrate the improvement. 

0.5 0.7 

(B) Air conditioning efficiency credits are determined on an air 

conditioning system basis. For each air conditioning system that is eligible for 

a credit based on the use of one or more of the items listed in subsection 

(a)(7)(A), the total credit value is the sum of the gram per mile values listed in 
95

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

subsection (a)(7)(A) for each item that applies to the air conditioning system. 

However, the total credit value for an air conditioning system may not be 

greater than 5.0 grams per mile for any passenger car or 7.2 grams per mile 

for any light-duty truck or medium-duty passenger vehicle. 

(C) The total efficiency credits generated by an air conditioning 

system shall be calculated separately for passenger cars and for light-duty 

trucks plus medium-duty passenger vehicles according to the following 

formula: 

Total Credits (g/mi) = Credit × Production 

Where: 

Credit = the CO2 efficiency credit value in grams per mile 

determined in subsection (a)(7)(B) or (a)(7)(E), whichever is 

applicable. 

Production = The total number of passenger cars or lightduty trucks plus medium-duty passenger vehicles, whichever is 

applicable, produced and delivered for sale in California, with the 

air conditioning system to which to the efficiency credit value from 

subsection (a)(7)(B) applies. 

(D) The results of subsection (a)(7)(C), rounded to the nearest 

whole gram per mile, shall be included in the manufacturer’s credit/debit totals 

calculated in subsection (b)(1)(B). 

(E) For the purposes of this subsection (a)(7)(E), the AC17 Test 

Procedure shall mean the AC17 Air Conditioning Efficiency Test Procedure 

set forth in the “California 2015 and Subsequent Model Criteria Pollutant 

Exhaust Emission Standards and Test Procedures and 2017 and Subsequent 

Model Greenhouse Gas Exhaust Emission Standards and Test Procedures 

for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 

1. For each air conditioning system selected by the

manufacturer to generate air conditioning efficiency credits, the 

manufacturer shall perform the AC17 Test Procedure.

2. Using good engineering judgment, the manufacturer must 

select the vehicle configuration to be tested that is expected to result in 

the greatest increased CO2 emissions as a result of the operation of the 

air conditioning system for which efficiency credits are being sought. If the 

air conditioning system is being installed in passenger cars, light-duty 

trucks, and medium-duty passenger vehicles, a separate determination of 

the quantity of credits for passenger cars and for light-duty trucks and 

medium-duty passenger vehicles must be made, but only one test vehicle 
96

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

is required to represent the air conditioning system, provided it represents 

the worst-case impact of the system on CO2 emissions. 

3. For each air conditioning system selected by the

manufacturer to generate air conditioning efficiency credits, the 

manufacturer shall perform the AC17 Test Procedure according to the 

following requirements. Each air conditioning system shall be tested as 

follows: 

a. Perform the AC17 test on a vehicle that incorporates the 

air conditioning system with the credit-generating technologies. 

b. Perform the AC17 test on a vehicle which does not 

incorporate the credit-generating technologies. The tested vehicle 

must be similar to the vehicle tested under subsection (a)(7)(E)(3)a. 

c. Subtract the CO2 emissions determined from testing 

under subsection (a)(7)(E)(3)a from the CO2 emissions determined 

from testing under subsection (a)(7)(E)(3)b and round to the nearest 

0.1 grams/mile. If the result is less than or equal to zero, the air 

conditioning system is not eligible to generate credits. If the result is 

greater than or equal to the total of the gram per mile credits 

determined under subsection (a)(7)(B), then the air conditioning 

system is eligible to generate the maximum allowable value 

determined under subsection (a)(7)(B). If the result is greater than zero 

but less than the total of the gram per mile credits determined under 

subsection (a)(7)(B), then the air conditioning system is eligible to 

generate credits in the amount determined by subtracting the CO2

emissions determined from testing under subsection (a)(7)(E)(3)a from 

the CO2 emissions determined from testing under subsection

(a)(7)(E)(3)b and rounding to the nearest 0.1 grams/mile. 

4. For the first model year for which an air conditioning system 

is expected to generate credits, the manufacturer must select for testing 

the highest-selling subconfiguration within each vehicle platform that uses 

the air conditioning system. Credits may continue to be generated by the 

air conditioning system installed in a vehicle platform provided that: 

a. The air conditioning system components and/or control 

strategies do not change in any way that could be expected to cause a 

change in its efficiency; 

b. The vehicle platform does not change in design such that 

the changes could be expected to cause a change in the efficiency of 

the air conditioning system; and 
97

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

c. The manufacturer continues to test at least one subconfiguration within each platform using the air conditioning system, in 

each model year, until all sub-configurations within each platform have 

been tested. 

5. Each air conditioning system must be tested and must meet 

the testing criteria in order to be allowed to generate credits. Using good 

engineering judgment, in the first model year for which an air conditioning 

system is expected to generate credits, the manufacturer must select for 

testing the highest-selling subconfiguration within each vehicle platform 

using the air conditioning system. Credits may continue to be generated 

by an air conditioning system in subsequent model years if the 

manufacturer continues to test at least one sub-configuration within each 

platform on annually, as long as the air conditioning system and vehicle 

platform do not change substantially. 

(8) Off-Cycle Credits. Manufacturers may generate credits for CO2-

reducing technologies where the CO2 reduction benefit of the technology is not 

adequately captured on the FTP and/or the HWFET. These technologies must 

have a measurable, demonstrable, and verifiable real-world CO2 reduction that 

occurs outside the conditions of the FTP and the HWFET. These optional credits 

are referred to as “off-cycle” credits. Off-cycle technologies used to generate 

emission credits are considered emission-related components subject to 

applicable requirements, and must be demonstrated to be effective for the full 

useful life of the vehicle. Unless the manufacturer demonstrates that the 

technology is not subject to in-use deterioration, the manufacturer must account 

for the deterioration in their analysis. The manufacturer must use one of the 

three options specified in this subsection (a)(8) to determine the CO2 gram per 

mile credit applicable to an off-cycle technology. The manufacturer should notify 

the Executive Officer in its pre-model year report of its intention to generate any 

credits under this subsection (a)(8). 

(A) Credit available for certain off-cycle technologies. 

1. The manufacturer may generate a CO2 gram/mile credit for 

certain technologies as specified in the following table, provided that each 

technology is applied to the minimum percentage of the manufacturer’s 

total U.S. production of passenger cars, light-duty trucks, and mediumduty passenger vehicles specified in the table in each model year for 

which credit is claimed. Technology definitions are in subsection (e). 
98

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Off-Cycle 

Technology 

Passenger 

Cars (g/mi) 

Light-Duty 

Trucks and 

Medium-Duty 

Passenger 

Vehicles (g/mi) 

Minimum Total 

Percent of U.S. 

Production 

Active 

aerodynamics 0.6 1.0 10 

High efficiency 

exterior lighting 1.1 1.1 10 

Engine heat 

recovery 

0.7 per 100W of 

capacity 

0.7 per 100W of 

capacity 10 

Engine startstop (idle-off) 2.9 4.5 10 

Active 

transmission 

warm-up 

1.8 1.8 10 

Active engine 

warm-up 

1.8 1.8 10 

Electric heater 

circulation pump 1.0 1.5 n/a 

Solar roof 

panels 3.0 3.0 n/a 

Thermal control ≤3.0 ≤4.3 n/a 

a. Credits may also be accrued for thermal control 

technologies as defined in subsection (e) in the amounts shown in the 

following table: 

Thermal Control 

Technology 

Credit value: 

Passenger Cars 

(g/mi) 

Credit Value: Light-Duty 

Trucks and MediumDuty Passenger Vehicles 

(g/mi) 

Glass or glazing ≤2.9 ≤3.9 

Active seat 

ventilation 1.0 1.3 

Solar reflective 

paint 0.4 0.5 

Passive cabin 

ventilation 1.7 2.3 

Active cabin 

ventilation 2.1 2.8 

b. The maximum credit allowed for thermal control 

technologies is limited to 3.0 g/mi for passenger cars and to 4.3 g/mi 

for light-duty trucks and medium-duty passenger vehicles. The 

maximum credit allowed for glass or glazing is limited to 2.9 g/mi for 

passenger cars and to 3.9 g/mi for light-duty trucks and medium-duty 

passenger vehicles. 
99

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

c. Glass or glazing credits are calculated using the following 

equation: 

Credit = ./ ×01 × 2

2




3$

4

Where: 

Credit = the total glass or glazing credits, in grams per mile, 

for a vehicle, which may not exceed 3.0 g/mi for passenger cars or 

4.3 g/mi for light-duty trucks and medium-duty passenger vehicles; 

Z = 0.3 for passenger cars and 0.4 for light-duty trucks and 

medium-duty passenger vehicles; 

Gi = the measured glass area of window i, in square meters 

and rounded to the nearest tenth; 

G = the total glass area of the vehicle, in square meters and 

rounded to the nearest tenth; 

Ti = the estimated temperature reduction for the glass area 

of window i, determined using the following formula: 

1 = 0.3987 × 1;<=
−1;<


Where: 

Ttsnew = the total solar transmittance of the glass, measured 

according to ISO 13837:2008, “Safety glazing materials – Method 

for determination of solar transmittance” (incorporated by reference, 

herein). 

Ttsbase = 62 for the windshield, side-front, side-rear, rearquarter, and backlite locations, and 40 for rooflite locations. 

 

2. The maximum allowable decrease in the manufacturer’s 

combined passenger car and light-duty truck plus medium-duty passenger 

vehicle fleet average CO2 emissions attributable to use of the default 

credit values in subsection (a)(8)(A)1 is 10 grams per mile. If the total of 

the CO2 g/mi credit values from the table in subsection (a)(8)(A)1 does not 

exceed 10 g/mi for any passenger automobile or light truck in a 

manufacturer’s fleet, then the total off-cycle credits may be calculated 

according to subsection (a)(8)(D). If the total of the CO2 g/mi credit values 

from the table in subsection (a)(8)(A)1 exceeds 10 g/mi for any passenger 

car, light-duty truck, or medium-duty passenger vehicle in a 

manufacturer’s fleet, then the gram per mile decrease for the combined 

passenger car and light-duty truck plus medium-duty passenger vehicle 

fleet must be determined according to subsection (a)(8)(A)2.a to 

determine whether the 10 g/mi limitation has been exceeded. 

 
100

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

a. Determine the gram per mile decrease for the combined 

passenger car and light-duty truck plus medium-duty passenger 

vehicle fleet using the following formula: 

Decrease = C
×$,,

EFGHIJ×$,"&KFGHIL×"",M&N

Where: 

Credits = The total of passenger car and light-duty truck plus 

medium-duty passenger vehicles credits, in Megagrams, 

determined according to subsection (a)(8)(D) and limited to those 

credits accrued by using the default gram per mile values in 

subsection (a)(8)(A)1. 

ProdC = The number of passenger cars produced by the 

manufacturer and delivered for sale in the U.S. 

ProdT = The number of light-duty trucks and medium-duty 

passenger vehicles produced by the manufacturer and delivered for 

sale in the U.S. 

b. If the value determined in subsection (a)(8)(A)2.a is 

greater than 10 grams per mile, the total credits, in Megagrams, that 

may be accrued by a manufacturer using the default gram per mile 

values in subsection (a)(8)(A)1 shall be determined using the following 

formula: 

Credit	Megagrams =

R10 × TProdW × 195,264 + Prod] × 225,865^_

1,000,000

Where: 

ProdC = The number of passenger cars produced by the 

manufacturer and delivered for sale in the U.S. 

ProdT = The number of light-duty trucks and medium-duty 

passenger vehicles produced by the manufacturer and delivered for 

sale in the U.S. 

c. If the value determined in subsection (a)(8)(A)2.a is not 

greater than 10 grams per mile, then the credits that may be accrued 

by a manufacturer using the default gram per mile values in subsection 

(a)(8)(A)1 do not exceed the allowable limit, and total credits may be 

determined for each category of vehicles according to subsection 

(a)(8)(D). 

 

d. If the value determined in subsection (a)(8)(A)2.a is 

greater than 10 grams per mile, then the combined passenger car and 

light-duty truck plus medium-duty passenger vehicle credits, in 

Megagrams, that may be accrued using the calculations in subsection 

(a)(8)(D) must not exceed the value determined in subsection 
101

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(a)(8)(A)2.b. This limitation should generally be done by reducing the 

amount of credits attributable to the vehicle category that caused the 

limit to be exceeded such that the total value does not exceed the 

value determined in subsection (a)(8)(A)2.b. 

3. In lieu of using the default gram per mile values specified in 

subsection (a)(8)(A)1 for specific technologies, a manufacturer may 

determine an alternative value for any of the specified technologies. An 

alternative value must be determined using one of the methods specified 

in subsection (a)(8)(B) or subsection (a)(8)(C). 

(B) Technology demonstration using EPA 5-cycle methodology. 

To demonstrate an off-cycle technology and to determine a CO2 credit using 

the EPA 5-cycle methodology, the manufacturer shall determine the off-cycle 

city/highway combined carbon-related exhaust emissions benefit by using the 

EPA 5-cycle methodology described in 40 CFR Part 600. Testing shall be 

performed on a representative vehicle, selected using good engineering 

judgment, for each model type for which the credit is being demonstrated. 

The emission benefit of a technology is determined by testing both with and 

without the off-cycle technology operating. Multiple off-cycle technologies 

may be demonstrated on a test vehicle. The manufacturer shall conduct the 

following steps and submit all test data to the Executive Officer. 

1. Testing without the off-cycle technology installed and/or 

operating. Determine carbon-related exhaust emissions over the FTP, the 

HWFET, the US06, the SC03, and the cold temperature FTP test 

procedures according to the test procedure provisions specified in 40 CFR 

part 600 subpart B and using the calculation procedures specified in 

§600.113–08 of this chapter. Run each of these tests a minimum of three 

times without the off-cycle technology installed and operating and average 

the per phase (bag) results for each test procedure. Calculate the 5-cycle 

weighted city/highway combined carbon-related exhaust emissions from 

the averaged per phase results, where the 5-cycle city value is weighted 

55% and the 5-cycle highway value is weighted 45%. The resulting 

combined city/highway value is the baseline 5-cycle carbon-related 

exhaust emission value for the vehicle. 

 

2. Testing with the off-cycle technology installed and/or 

operating. Determine carbon-related exhaust emissions over the US06, 

the SC03, and the cold temperature FTP test procedures according to the 

test procedure provisions specified in 40 CFR part 600 subpart B and 

using the calculation procedures specified in 40 CFR §600.113–08. Run 

each of these tests a minimum of three times with the off-cycle technology 

installed and operating and average the per phase (bag) results for each 

test procedure. Calculate the 5-cycle weighted city/highway combined 

carbon-related exhaust emissions from the averaged per phase results, 

where the 5-cycle city value is weighted 55% and the 5-cycle highway 
102

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

value is weighted 45%. Use the averaged per phase results for the FTP 

and HWFET determined in subsection (a)(8)(B)1 for operation without the 

off-cycle technology in this calculation. The resulting combined 

city/highway value is the 5-cycle carbon-related exhaust emission value 

showing the off-cycle benefit of the technology but excluding any benefit of 

the technology on the FTP and HWFET. 

 

3. Subtract the combined city/highway value determined in 

subsection (a)(8)(B)1 from the value determined in subsection (a)(8)(B)2. 

The result is the off-cycle benefit of the technology or technologies being 

evaluated. If this benefit is greater than or equal to three percent of the 

value determined in subsection (a)(8)(B)1 then the manufacturer may use 

this value, rounded to the nearest tenth of a gram per mile, to determine 

credits under subsection (a)(8)(C). 

 

4. If the value calculated in subsection (a)(8)(B)3 is less than 

two percent of the value determined in subsection (a)(8)(B)1, then the 

manufacturer must repeat the testing required under subsections 

(a)(8)(B)1 and (a)(8)(B)2, except instead of running each test three times 

they shall run each test two additional times. The off-cycle benefit of the 

technology or technologies being evaluated shall be calculated as in 

subsection (a)(8)(B)3 using all the tests conducted under subsections 

(a)(8)(B)1, (a)(8)(B)2, and (a)(8)(B)4. If the value calculated in subsection 

(a)(8)(B)3 is less than two percent of the value determined in subsection 

(a)(8)(B)1, then the manufacturer must verify the emission reduction 

potential of the off-cycle technology or technologies using the EPA Vehicle 

Simulation Tool, and if the results support a credit value that is less than 

two percent of the value determined in subsection (a)(8)(B)1 then the 

manufacturer may use the off-cycle benefit of the technology or 

technologies calculated as in subsection (a)(8)(B)3 using all the tests 

conducted under subsections (a)(8)(B)1, (a)(8)(B)2, and (a)(8)(B)4, 

rounded to the nearest tenth of a gram per mile, to determine credits 

under subsection (a)(8)(C). 

(C) Review and approval process for off-cycle credits. 

 

1. Initial steps required. 

 

a. A manufacturer requesting off-cycle credits under the 

provisions of subsection (a)(8)(B) must conduct the testing and/or 

simulation described in that paragraph. 

 

b. A manufacturer requesting off-cycle credits under 

subsection (a)(8)(B) must conduct testing and/or prepare engineering 

analyses that demonstrate the in-use durability of the technology for 

the full useful life of the vehicle. 
103

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

 

2. Data and information requirements. The manufacturer 

seeking off-cycle credits must submit an application for off-cycle credits 

determined under subsection (a)(8)(B). The application must contain the 

following: 

a. A detailed description of the off-cycle technology and 

how it functions to reduce CO2 emissions under conditions not 

represented on the FTP and HWFET. 

b. A list of the vehicle model(s) which will be equipped with 

the technology. 

c. A detailed description of the test vehicles selected and an 

engineering analysis that supports the selection of those vehicles for 

testing. 

 

d. All testing and/or simulation data required under 

subsection (a)(8)(B), as applicable, plus any other data the 

manufacturer has considered in the analysis. 

 

e. An estimate of the off-cycle benefit by vehicle model and 

the fleetwide benefit based on projected sales of vehicle models 

equipped with the technology. 

 

f. An engineering analysis and/or component durability 

testing data or whole vehicle testing data demonstrating the in-use 

durability of the off-cycle technology components. 

 

3. Review of the off-cycle credit application. Upon receipt of an 

application from a manufacturer, the Executive Officer will do the 

following: 

a. Review the application for completeness and notify the 

manufacturer within 30 days if additional information is required. 

b. Review the data and information provided in the 

application to determine if the application supports the level of credits 

estimated by the manufacturer. 

4. Decision on off-cycle application. The Executive Officer will 

notify the manufacturer in writing of its decision to approve or deny the 

application within 60 days of receiving a complete application, and if 

denied, the Executive Officer will provide the reasons for the denial. 
104

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(D) Calculation of total off-cycle credits. Total off-cycle credits in 

grams per mile of CO2 (rounded to the nearest tenth of a gram per mile) shall 

be calculated separately for passenger cars and light-duty trucks plus 

medium-duty passenger vehicles according to the following formula: 

Total Credits (g/mi) = Credit × Production 

Where: 

Credit = the credit value in grams per mile determined in subsection 

(a)(8)(A) or subsection (a)(8)(B). 

Production = The total number of passenger cars or light-duty trucks 

plus medium-duty passenger vehicles, whichever is applicable, produced 

and delivered for sale in California, produced with the off-cycle technology 

to which to the credit value determined in subsection (a)(8)(A) or 

subsection (a)(8)(B) applies. 

(9) Credits for certain full-size pickup trucks. Full-size pickup trucks 

may be eligible for additional credits based on the implementation of hybrid 

technologies or on exhaust emission performance, as described in this 

subsection (a)(9). Credits may be generated under either subsection (a)(9)(A) or 

subsection (a)(9)(B) for a qualifying pickup truck, but not both. 

 

(A) Credits for implementation of gasoline-electric hybrid 

technology. Full-size pickup trucks that implement hybrid gasoline-electric 

technologies may be eligible for an additional credit under this subsection 

(a)(9)(A). Pickup trucks using the credits under this subsection (a)(9)(A) may 

not use the credits described in subsection (a)(9)(B). 

 1. Full-size pickup trucks that are mild hybrid gasoline-electric 

vehicles and that are produced in the 2017 through 2021 model years are 

eligible for a credit of 10 grams/mile. To receive this credit, the manufacturer 

must produce a quantity of mild hybrid full-size pickup trucks such that the 

proportion of production of such vehicles, when compared to the 

manufacturer’s total production of full-size pickup trucks, is not less than the 

amount specified in the table below for each model year. 

Model year Required minimum percent of 

full-size pickup trucks 

2017 30% 

2018 40% 

2019 55% 

2020 70% 

2021 80% 

2. Full-size pickup trucks that are strong hybrid gasolineelectric vehicles and that are produced in the 2017 through 2025 model 

years are eligible for a credit of 20 grams/mile. To receive this credit, the 

manufacturer must produce a quantity of strong hybrid full-size pickup 
105

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

trucks such that the proportion of production of such vehicles, when 

compared to the manufacturer’s total production of full-size pickup trucks, 

is not less than 10 percent for each model year. 

(B) Credits for emission reduction performance. 2017 through 

2021 model year full-size pickup trucks that achieve carbon-related exhaust 

emission values below the applicable target value determined in subsection 

(a)(1)(B) may be eligible for an additional credit. Pickup trucks using the 

credits under this subsection (a)(9)(B) may not use the credits described in 

subsection (a)(9)(A). 

1. Full-size pickup trucks that achieve carbon-related exhaust 

emissions less than or equal to the applicable target value determined in 

subsection (a)(1)(B) multiplied by 0.85 (rounded to the nearest gram per 

mile) and greater than the applicable target value determined in 

subsection (a)(1)(B) multiplied by 0.80 (rounded to the nearest gram per 

mile) in a model year are eligible for a credit of 10 grams/mile. A pickup 

truck that qualifies for this credit in a model year may claim this credit for 

subsequent model years through the 2021 model year if the carbonrelated exhaust emissions of that pickup truck do not increase relative to 

the emissions in the model year in which the pickup truck qualified for the 

credit. To qualify for this credit in each model year, the manufacturer must 

produce a quantity of full-size pickup trucks that meet the emission 

requirements of this subsection (a)(9)(B)1 such that the proportion of 

production of such vehicles, when compared to the manufacturer’s total 

production of full-size pickup trucks, is not less than the amount specified 

in the table below for each model year. 

Model year 

Required minimum 

percent of full-size 

pickup trucks 

2017 15% 

2018 20% 

2019 28% 

2020 35% 

2021 40% 

2. Full-size pickup trucks that achieve carbon-related exhaust 

emissions less than or equal to the applicable target value determined in 

subsection (a)(1)(B) multiplied by 0.80 (rounded to the nearest gram per 

mile) in a model year are eligible for a credit of 20 grams/mile. A pickup 

truck that qualifies for this credit in a model year may claim this credit for a 

maximum of five subsequent model years if the carbon-related exhaust 

emissions of that pickup truck do not increase relative to the emissions in 

the model year in which the pickup truck first qualified for the credit. This 
106

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

credit may not be claimed in any model year after 2025. To qualify for this 

credit, the manufacturer must produce a quantity of full-size pickup trucks 

that meet the emission requirements of subsection (a)(9)(B)1 such that the 

proportion of production of such vehicles, when compared to the 

manufacturer’s total production of full-size pickup trucks, is not less than 

10 percent in each model year. 

 

(C) Calculation of total full-size pickup truck credits. Total credits 

in grams per mile of CO2 (rounded to the nearest whole gram per mile) shall

be calculated for qualifying full-size pickup trucks according to the following 

formula: 

Total	Credits	g/mi	=	10	x	Production	10	+	20	x	Production20	

Where: 

Production10 = The total number of full-size pickup trucks produced 

and delivered for sale in California with a credit value of 10 grams per mile 

from subsection (a)(9)(A) and subsection (a)(9)(B).

Production20 = The total number of full-size pickup trucks produced 

and delivered for sale in California with a credit value of 20 grams per mile 

from subsection (a)(9)(A) and subsection (a)(9)(B).

(10) Greenhouse Gas In-Use Compliance Standards. The in-use 

exhaust CO2 emission standard shall be the combined city/highway exhaust 

emission value calculated according to the provisions of subsection (a)(5)(A) for 

the vehicle model type and footprint value multiplied by 1.1 and rounded to the 

nearest whole gram per mile. For vehicles that are capable of operating on 

multiple fuels, a separate value shall be determined for each fuel that the vehicle 

is capable of operating on. These standards apply to in-use testing performed by 

the manufacturer pursuant to the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 

(b) Calculation of Greenhouse Gas Credits/Debits. Credits that are 

earned as part of the 2012 through 2016 MY National greenhouse gas program 

shall not be applicable to California’s greenhouse gas program. Debits that are 

earned as part of the 2012 through 2016 MY National greenhouse gas program 

shall not be applicable to California’s greenhouse gas program. 

(1) Calculation of Greenhouse Gas Credits for Passenger Cars, 

Light-Duty Trucks, and Medium-Duty Passenger Vehicles. 
107

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(A) A manufacturer that achieves fleet average CO2 values 

lower than the fleet average CO2 requirement for the corresponding model 

year shall receive credits for each model year in units of g/mi. A 

manufacturer that achieves fleet average CO2 values higher than the fleet 

average CO2 requirement for the corresponding model year shall receive 

debits for each model year in units of g/mi. Manufacturers must calculate 

greenhouse gas credits and greenhouse gas debits separately for passenger 

cars and for combined light-duty trucks and medium-duty passenger vehicles 

as follows: 

CO2 Credits or Debits = (CO2 Standard - Manufacturer’s Fleet Average 

CO2 Value) × (Total No. of Vehicles Produced and Delivered for Sale in California, 

Including ZEVs and HEVs). 

Where: 

CO2 Standard = the applicable standard for the model year as 

determined in subsection (a)(1)(C); 

Manufacturer’s Fleet Average CO2 Value = average calculated 

according to subsection (a)(5); 

(B) A manufacturer’s total Greenhouse Gas credits or debits 

generated in a model year shall be the sum of its CO2 credits or debits and 

any of the following credits or debits, if applicable. The manufacturer shall 

calculate, maintain, and report Greenhouse Gas credits or debits separately 

for its passenger car fleet and for its light-duty truck plus medium-duty 

passenger vehicle fleet. 

1. Air conditioning leakage credits earned according to the 

provisions of subsection (a)(6); 

2. Air conditioning efficiency credits earned according to the 

provisions of subsection (a)(7); 

3. Off-cycle technology credits earned according to the 

provisions of subsection (a)(8). 

4. CO2-equivalent debits earned according to the provisions of 

subsection (a)(2)(D). 

 
108

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(2) A manufacturer with 2017 and subsequent model year fleet 

average Greenhouse Gas values greater than the fleet average CO2 standard 

applicable for the corresponding model year shall receive debits in units of g/mi 

Greenhouse Gas equal to the amount of negative credits determined by the 

aforementioned equation. For the 2017 and subsequent model years, the total 

g/mi Greenhouse Gas credits or debits earned for passenger cars and for lightduty trucks and medium-duty passenger vehicles shall be summed together. 

The resulting amount shall constitute the g/mi Greenhouse Gas credits or debits 

accrued by the manufacturer for the model year. 

(3) Procedure for Offsetting Greenhouse Gas Debits.

(A) A manufacturer shall equalize Greenhouse Gas emission 

debits by earning g/mi Greenhouse Gas emission credits in an amount equal to 

the g/mi Greenhouse Gas debits, or by submitting a commensurate amount of 

g/mi Greenhouse Gas credits to the Executive Officer that were earned 

previously or acquired from another manufacturer. A manufacturer shall equalize 

combined Greenhouse Gas debits for passenger cars, light-duty trucks, and 

medium-duty passenger vehicles within five model years after they are earned. If 

emission debits are not equalized within the specified time period, the 

manufacturer shall be subject to the Health and Safety Code section 43211 civil 

penalty applicable to a manufacturer which 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 emission debits are not 

equalized by the end of the specified time period. For a manufacturer 

demonstrating compliance under Option 2 in subsection (a)(5)(D), the emission 

debits that are subject to a civil penalty under Health and Safety Code section 

43211 shall be calculated separately for California, the District of Columbia, and 

each individual state that is included in the fleet average greenhouse gas 

requirements in subsection (a)(1). These emission debits shall be calculated for 

each individual state using the formula in subsections (b)(1) and (b)(2), except 

that the “Total No. of Vehicles Produced and Delivered for Sale in California, 

including ZEVs and HEVs” shall be calculated separately for the District of 

Columbia and each individual state. 

For the purposes of Health and Safety Code section 43211, the number of 

passenger cars not meeting the state board’s emission standards shall be 

determined by dividing the total amount of g/mi Greenhouse Gas emission debits 

for the model year calculated for California by the g/mi Greenhouse Gas fleet 

average requirement for passenger car applicable for the model year in which the 

debits were first incurred. For the purposes of Health and Safety Code section 

43211, the number of light-duty trucks and medium-duty passenger vehicles not 

meeting the state board’s emission standards shall be determined by dividing the 

total amount of g/mi Greenhouse Gas emission debits for the model year 

calculated for California by the g/mi Greenhouse Gas fleet average requirement 
109

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

for light-duty trucks and medium-duty passenger vehicles, applicable for the 

model year in which the debits were first incurred.

(B) Greenhouse Gas emission credits earned in the 2017 and 

subsequent model years shall retain full value through the fifth model year after 

they are earned, and will have no value if not used by the beginning of the sixth 

model year after being earned. 

(4) Use of Greenhouse Gas Emission Credits to Offset a 

Manufacturer’s ZEV Obligations.

(A) For a given model year, a manufacturer that has

Greenhouse Gas credits remaining after equalizing all of its Greenhouse Gas 

debits may use those Greenhouse Gas credits to comply with its ZEV obligations 

for that model year, in accordance with the provisions set forth in the “California 

Exhaust Emission Standards and Test Procedures for 2009 through 2017 Model 

Zero-Emission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, 

Light-Duty Truck and Medium-Duty Vehicle Classes,” incorporated by reference 

in section 1962.1, or the “California Exhaust Emission Standards and Test 

Procedures for 2018 and Subsequent Model Zero-Emission Vehicles and Hybrid 

Electric Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty 

Vehicle Classes,” incorporated by reference in section 1962.2. 

(B) Any Greenhouse Gas credits used by a manufacturer to 

comply with its ZEV obligations shall retain no value for the purposes of 

complying with this section 1961.3. 

(5) Credits and debits that are earned as part of the 2012 through 2016 

MY National Greenhouse Gas Program, shall have no value for the purpose of 

complying with this section 1961.3. 

(c) Test Procedures. The certification requirements and test procedures 

for determining compliance with the emission standards in this section are set 

forth in the “California 2015 and Subsequent Model Criteria Pollutant Exhaust 

Emission Standards and Test Procedures and 2017 and Subsequent Model 

Greenhouse Gas Exhaust Emission Standards and Test Procedures for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” incorporated by 

reference in section 1961.2. In the case of hybrid electric vehicles, the 

certification requirements and test procedures for determining compliance with 

the emission standards in this section are set forth in the “California Exhaust 

Emission Standards and Test Procedures for 2009 through 2017 Model ZeroEmission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, Light-Duty 

Truck and Medium-Duty Vehicle Classes,” incorporated by reference in section 

1962.1, or the “California Exhaust Emission Standards and Test Procedures for 

2018 and Subsequent Model Zero-Emission Vehicles and Hybrid Electric 
110

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty Vehicle 

Classes,” incorporated by reference in section 1962.2, as applicable. 

(d) Abbreviations. The following abbreviations are used in this section 

1961.3: 

“CFR” means Code of Federal Regulations. 

"CH4" means methane. 

"CO2" means carbon dioxide. 

“FTP” means Federal Test Procedure. 

"GHG" means greenhouse gas. 

“g/mi” means grams per mile. 

“GVW” means gross vehicle weight. 

“GVWR” means gross vehicle weight rating. 

“GWP” means the global warming potential. 

“HEV” means hybrid-electric vehicle. 

“HWFET” means Highway Fuel Economy Test (HWFET; 40 CFR 600 Subpart 

B). 

“LDT” means light-duty truck. 

“LVW” means loaded vehicle weight. 

“MDPV” means medium-duty passenger vehicle. 

“mg/mi” means milligrams per mile. 

“MY” means model year. 

“NHTSA” means National Highway Traffic Safety Administration. 

“N2O” means nitrous oxide. 

“ZEV” means zero-emission vehicle. 

(e) Definitions Specific to this Section. The following definitions apply to this 

section 1961.3: 

 (1) “A/C Direct Emissions” means any refrigerant released from a 

motor vehicle's air conditioning system. 

(2) “Active Aerodynamic Improvements” means technologies that are 

activated only at certain speeds to improve aerodynamic efficiency by a minimum 

of three percent, while preserving other vehicle attributes or functions. 

(3) “Active Cabin Ventilation” means devices that mechanically move 

heated air from the cabin interior to the exterior of the vehicle. 

(4) “Active Transmission Warmup” means a system that uses waste 

heat from the exhaust system to warm the transmission fluid to an operating 

temperature range quickly using a heat exchanger in the exhaust system, 

increasing the overall transmission efficiency by reducing parasitic losses 

associated with the transmission fluid, such as losses related to friction and fluid 

viscosity. 
111

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(5) “Active Engine Warmup” means a system using waste heat from 

the exhaust system to warm up targeted parts of the engine so that it reduces 

engine friction losses and enables the closed-loop fuel control to activate more 

quickly. It allows a faster transition from cold operation to warm operation, 

decreasing CO2 emissions. 

(6) “Active Seat Ventilation” means a device that draws air from the 

seating surface which is in contact with the occupant and exhausts it to a location 

away from the seat. 

(7) “Blower motor controls which limit waste energy” means a method 

of controlling fan and blower speeds that does not use resistive elements to 

decrease the voltage supplied to the motor. 

(8) “Default to recirculated air mode” means that the default position of 

the mechanism which controls the source of air supplied to the air conditioning 

system shall change from outside air to recirculated air when the operator or the 

automatic climate control system has engaged the air conditioning system (i.e., 

evaporator is removing heat), except under those conditions where 

dehumidification is required for visibility (i.e., defogger mode). In vehicles 

equipped with interior air quality sensors (e.g., humidity sensor, or carbon dioxide 

sensor), the controls may determine proper blend of air supply sources to 

maintain freshness of the cabin air and prevent fogging of windows while 

continuing to maximize the use of recirculated air. At any time, the vehicle 

operator may manually select the non-recirculated air setting during vehicle 

operation but the system must default to recirculated air mode on subsequent 

vehicle operations (i.e., next vehicle start). The climate control system may delay 

switching to recirculation mode until the interior air temperature is less than the 

outside air temperature, at which time the system must switch to recirculated air 

mode. 

(9) “Electric Heater Circulation Pump” means a pump system installed 

in a stop-start equipped vehicle or in a hybrid electric vehicle or plug-in hybrid 

electric vehicle that continues to circulate hot coolant through the heater core 

when the engine is stopped during a stop-start event. This system must be 

calibrated to keep the engine off for 1 minute or more when the external ambient 

temperature is 30 deg F. 

 

(10) “Emergency Vehicle” means a motor vehicle manufactured 

primarily for use as an ambulance or combination ambulance-hearse or for use 

by the United States Government or a State or local government for law 

enforcement. 

(11) “Engine Heat Recovery” means a system that captures heat that 

would otherwise be lost through the exhaust system or through the radiator and 
112

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

converting that heat to electrical energy that is used to meet the electrical 

requirements of the vehicle. Such a system must have a capacity of at least 

100W to achieve 0.7 g/mi of credit. Every additional 100W of capacity will result 

in an additional 0.7 g/mi of credit. 

 

(12) “Engine Start-Stop” means a technology which enables a vehicle to 

automatically turn off the engine when the vehicle comes to a rest and restart the 

engine when the driver applies pressure to the accelerator or releases the brake. 

(13) “EPA Vehicle Simulation Tool" means the "EPA Vehicle Simulation 

Tool" as incorporated by reference in 40 CFR §86.1 in the Notice of Proposed 

Rulemaking for EPA’s 2017 and subsequent MY National Greenhouse Gas 

Program, as proposed November 16, 2011 [Insert Federal Register for the 2017 

and subsequent MY National Greenhouse Gas Final Rule as proposed at 76 

Fed. Reg. 74854, 75357 (December 1, 2011)]. 

(14) “Executive Officer” means the Executive Officer of the California Air 

Resources Board. 

(15) “Footprint” means the product of average track width (rounded to 

the nearest tenth of an inch) and wheelbase (measured in inches and rounded to 

the nearest tenth of an inch), divided by 144 and then rounded to the nearest 

tenth of a square foot, where the average track width is the average of the front 

and rear track widths, where each is measured in inches and rounded to the 

nearest tenth of an inch. 

 (16) “Federal Test Procedure” or “FTP” means 40 CFR, Part 86, 

Subpart B, as amended by the “California 2015 and Subsequent Model Criteria 

Pollutant Exhaust Emission Standards and Test Procedures and 2017 and 

Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test 

Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles.” 

(17) “Full-size pickup truck” means a light-duty truck that has a 

passenger compartment and an open cargo box and which meets the following 

specifications: 

1. A minimum cargo bed width between the wheelhouses of 48 

inches, measured as the minimum lateral distance between the limiting 

interferences (pass-through) of the wheelhouses. The measurement shall 

exclude the transitional arc, local protrusions, and depressions or pockets, 

if present. An open cargo box means a vehicle where the cargo box does 

not have a permanent roof. Vehicles sold with detachable covers are 

considered “open” for the purposes of these criteria. 

2. A minimum open cargo box length of 60 inches, where the 

length is defined by the lesser of the pickup bed length at the top of the 

body and the pickup bed length at the floor, where the length at the top of 

the body is defined as the longitudinal distance from the inside front of the 
113

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

pickup bed to the inside of the closed endgate as measured at the cargo 

floor surface along vehicle centerline, and the length at the floor is defined 

as the longitudinal distance from the inside front of the pickup bed to the 

inside of the closed endgate as measured at the cargo floor surface along 

vehicle centerline. 

3. A minimum towing capability of 5,000 pounds, where minimum 

towing capability is determined by subtracting the gross vehicle weight 

rating from the gross combined weight rating, or a minimum payload 

capability of 1,700 pounds, where minimum payload capability is 

determined by subtracting the curb weight from the gross vehicle weight 

rating. 

 (18) “Greenhouse Gas” means the following gases: carbon dioxide, 

methane, nitrous oxide, and hydrofluorocarbons. 

(19) “GWP” means the global warming potential of the refrigerant over a 

100-year horizon, as specified in Intergovernmental Panel on Climate Change 

(IPCC) 2007: Climate Change 2007 – The Physical Science Basis. S. Solomon 

et al. (editors), Contribution of Working Group I to the Fourth Assessment Report 

of the Intergovernmental Panel on Climate Change, Cambridge University Press, 

Cambridge, UK and New York, NY, USA, ISBN 0-521-70596-7, or determined by 

ARB if such information is not available in the IPCC Fourth Assessment Report. 

(20) “High Efficiency Exterior Lighting” means a lighting technology that, 

when installed on the vehicle, is expected to reduce the total electrical demand of 

the exterior lighting system by a minimum of 60 watts when compared to 

conventional lighting systems. To be eligible for this credit the high efficiency 

lighting must be installed in the following components: parking/position, front and 

rear turn signals, front and rear side markers, stop/brake lights (including the 

center-mounted location), taillights, backup/reverse lights, and license plate 

lighting. 

(21) “Improved condensers and/or evaporators” means that the 

coefficient of performance (COP) of air conditioning system using improved 

evaporator and condenser designs is 10 percent higher, as determined using the 

bench test procedures described in SAE J2765 ‘‘Procedure for Measuring 

System COP of a Mobile Air Conditioning System on a Test Bench,’’ when 

compared to a system using standard, or prior model year, component designs. 

SAE J2765 is incorporated by reference herein. The manufacturer must submit 

an engineering analysis demonstrating the increased improvement of the system 

relative to the baseline design, where the baseline component(s) for comparison 

is the version which a manufacturer most recently had in production on the same 

vehicle design or in a similar or related vehicle model. The dimensional 

characteristics (e.g., tube configuration/thickness/spacing, and fin density) of the 

baseline component(s) shall be compared to the new component(s) to 

demonstrate the improvement in coefficient of performance. 
114

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(22) “Mild hybrid gasoline-electric vehicle” means a vehicle that has 

start/stop capability and regenerative braking capability, where the recaptured 

braking energy over the FTP is at least 15 percent but less than 75 percent of the 

total braking energy, where the percent of recaptured braking energy is 

measured and calculated according to 40 CFR §600.108(g). 

(23) “Model Type” means a unique combination of car line, basic 

engine, and transmission class. 

(24) “2012 through 2016 MY National Greenhouse Gas Program” 

means the national program that applies to new 2012 through 2016 model year 

passenger cars, light-duty-trucks, and medium-duty passenger vehicles as 

adopted by the U.S. Environmental Protection Agency on April 1, 2010 (75 Fed. 

Reg. 25324, 25677 (May 7, 2010)). 

 

(25) “Oil separator” means a mechanism that removes at least 50 

percent of the oil entrained in the oil/refrigerant mixture exiting the compressor 

and returns it to the compressor housing or compressor inlet, or a compressor 

design that does not rely on the circulation of an oil/refrigerant mixture for 

lubrication. 

(26) “Passive Cabin Ventilation” means ducts or devices which utilize 

convective airflow to move heated air from the cabin interior to the exterior of the 

vehicle. 

(27) “Plug-in Hybrid Electric Vehicle” means “off-vehicle charge capable 

hybrid electric vehicle” as defined in the “California Exhaust Emission Standards 

and Test Procedures for 2018 and Subsequent Model Zero-Emission Vehicles 

and Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck and 

Medium-Duty Vehicle Classes.” 

(28) “Reduced reheat, with externally controlled, fixed-displacement or 

pneumatic variable displacement compressor” means a system in which the 

output of either compressor is controlled by cycling the compressor clutch offand-on via an electronic signal, based on input from sensors (e.g., position or 

setpoint of interior temperature control, interior temperature, evaporator outlet air 

temperature, or refrigerant temperature) and air temperature at the outlet of the 

evaporator can be controlled to a level at 41°F, or higher. 

(29) “Reduced reheat, with externally-controlled, variable displacement 

compressor” means a system in which compressor displacement is controlled via 

an electronic signal, based on input from sensors (e.g., position or setpoint of 

interior temperature control, interior temperature, evaporator outlet air 

temperature, or refrigerant temperature) and air temperature at the outlet of the 

evaporator can be controlled to a level at 41°F, or higher. 
115

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(30) “SC03” means the SC03 test cycle as set forth in the “California 

2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and 

Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light Duty Trucks, 

and Medium Duty Vehicles.” 

 (31) “Solar Reflective Paint” means a vehicle paint or surface coating 

which reflects at least 65 percent of the impinging infrared solar energy, as 

determined using ASTM standards E903-96 (Standard Test Method for Solar 

Absorptance, Reflectance, and Transmittance of Materials Using Integrating 

Spheres, DOI: 10.1520/E0903-96 (Withdrawn 2005)), E1918-06 (Standard Test 

Method for Measuring Solar Reflectance of Horizontal and Low-Sloped Surfaces 

in the Field, DOI: 10.1520/E1918-06), or C1549-09 (Standard Test Method for 

Determination of Solar Reflectance Near Ambient Temperature Using a Portable 

Solar Reflectometer, DOI: 10.1520/C1549-09). These ASTM standards are 

incorporated by reference, herein. 

(32) “Solar Roof Panels” means the installation of solar panels on an 

electric vehicle or a plug-in hybrid electric vehicle such that the solar energy is 

used to provide energy to the electric drive system of the vehicle by charging the 

battery or directly providing power to the electric motor with the equivalent of at 

least 50 Watts of rated electricity output. 

(33) “Strong hybrid gasoline-electric vehicle” means a vehicle that has 

start/stop capability and regenerative braking capability, where the recaptured 

braking energy over the Federal Test Procedure is at least 75 percent of the total 

braking energy, where the percent of recaptured braking energy is measured and 

calculated according to 40 CFR §600.108(g). 

 

 (34) “Subconfiguration” means a unique combination within a vehicle 

configuration of equivalent test weight, road load horsepower, and any other 

operational characteristics or parameters which is accepted by USEPA. 

 

 (35) “US06” means the US06 test cycle as set forth in the “California 

2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and 

Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light Duty Trucks, 

and Medium Duty Vehicles.” 

(36) “Worst-Case” means the vehicle configuration within each test 

group that is expected to have the highest CO2-equivalent value, as calculated in 

section (a)(5). 
116

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(f) Severability. Each provision of this section is severable, and in the event 

that any provision of this section is held to be invalid, the remainder of both this 

section and this article remains in full force and effect. 

Note: Authority cited: Sections 39500, 39600, 39601, 43013, 43018, 43018.5, 43101, 43104 and 

43105, Health and Safety Code. Reference: Sections 39002, 39003, 39667, 43000, 43009.5, 

43013, 43018, 43018.5, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43204, 43205 and 

43211, Health and Safety Code. 

 
117

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§1965. Emission Control, Smog Index, and Environmental Performance 

Labels - 1979 and Subsequent Model-Year Motor Vehicles. 

In addition to all other requirements, emission control labels are required 

by the California certification procedures contained in the “California Motor 

Vehicle Emission Control and Smog Index Label Specifications for 1978 through 

2003 Model Year Motorcycles, Light-, Medium- And Heavy-Duty Engines And 

Vehicles,” adopted March 1, 1978, as last amended September 5, 2003, which is 

incorporated herein by reference, the “California 2001 through 2014 Model 

Criteria Pollutant Exhaust Emission Standards and Test Procedures and for 2001 

2009 through 2016 and Subsequent Model Greenhouse Gas Exhaust Emission 

Standards and Test Procedures for Passenger Cars, Light-Duty Trucks, and 

Medium-Duty Vehicles,” incorporated by reference in §1961(d), the “California 

2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and 

Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Vehicles,” incorporated by reference in §1961.2(d), 

the “California Exhaust Emission Standards and Test Procedures for 2004 and 

Subsequent Model Heavy-Duty Diesel-Engines and Vehicles,” incorporated by 

reference in §1956.8(b), the “California Interim Certification Procedures for 2004 

and Subsequent Model Hybrid-Electric Vehicles, in the Urban Bus and HeavyDuty Vehicle Classes,” incorporated by reference in §1956.8(b) and (d), and the 

“California Exhaust Emission Standards and Test Procedures for 2004 and 

Subsequent Model Heavy-Duty Otto-Cycle Engines,” incorporated by reference 

in §1956.8(d). Smog index labels for passenger cars and light-duty trucks shall 

conform to the “California Smog Index Label Specifications for 2004 through 

2009 Model Year Passenger Cars and Light-Duty Trucks,” adopted September 5, 

2003, as last amended May 2, 2008, which is incorporated herein by reference. 

Environmental Performance labels for passenger cars, light-duty trucks, and 

medium-duty passenger vehicles shall conform to the “California Environmental 

Performance Label Specifications for 2009 and Subsequent Model Year 

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

adopted May 2, 2008, as last amended March 22, 2012, which is incorporated 

herein by reference. Motorcycles shall meet the requirements of Title 40 Code of 

Federal Regulations section 86.413-78, as last amended October 28, 1977, 

which is incorporated herein by reference. 

NOTE: Authority cited: Sections 39600, 39601, 43200 and 43200.1, Health and Safety Code. 

Reference: Sections 39002, 39003, 43000, 43013, 43018.5, 43100, 43101, 43102, 43104, 

43107, 43200 and 43200.1, Health and Safety Code. 
118

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§1968.2. Malfunction and Diagnostic System Requirements – 2004 and 

Subsequent Model-Year Passenger Cars, Light-Duty Trucks, and MediumDuty Vehicles and Engines. 

* * * * 

(c) Definitions. 

* * * * 

“Calculated load value” refers to an indication of the percent engine 

capacity that is being used and is defined in Society of Automotive Engineers 

(SAE) J1979 "E/E Diagnostic Test Modes – Equivalent to ISO/DIS 15031-

5:April 30, 2002", April 2002 (SAE J1979), incorporated by reference (section 

(g)(1.4)1). For diesel applications, in lieu of the definition in SAE J1979, the 

calculated load value is may alternatively be determined by the ratio of 

current output torque to maximum output torque at current engine speed as 

defined by suspect parameter number (SPN) 92 of SAE J1939 

“Recommended Practice for a Serial Control and Communications Vehicle 

Network” (SAE J1939), incorporated by reference. 

* * * * 

“Fueled engine operation” is the state where any fuel is introduced into the 

engine for the purpose of combustion. 

* * * * 

“Hybrid vehicle” refers to a vehicle (including a plug-in hybrid electric 

vehicle) that can draw propulsion energy from either or 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. 

* * * * 

 “Plug-in hybrid electric vehicle” refers to a hybrid vehicle that has 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. 

* * * * 

“Propulsion system active” is the state where the powertrain (e.g., engine, 

electric machine) is enabled by the driver (e.g., after ignition on for 

conventional vehicles, after power button pushed for some hybrid vehicles, or 

after remote start activation) such that the vehicle is ready to be used (e.g., 
119

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

vehicle is ready to be driven, ready to be shifted from “park” to “drive”, 

heating, ventilation, and air conditioning (HVAC) turned on to condition cabin 

prior to driving). For purposes of this definition, “the state where the 

powertrain is enabled” does not include activations that are not driver-initiated 

(e.g., conditions where portions of the vehicle system wake up to perform 

OBD II monitoring or off-board charging). 

* * * * 

“Warm-up cycle” means a driving cycle with sufficient vehicle operation 

such that the coolant temperature has risen by at least 40 degrees Fahrenheit 

from engine starting and reaches a minimum temperature of at least 160 

degrees Fahrenheit (140 degrees Fahrenheit for applications with diesel 

engines). Alternatively, manufacturers may define warm-up cycle as a driving 

cycle with vehicle operation in which the criteria specified in sections 

(d)(2.5.2)(B)(iii)a., b., and c. are met. 

* * * * 

(d) General Requirements. 

Section (d) sets forth the general requirements of the OBD II system. Specific 

performance requirements for components and systems that shall be 

monitored are set forth in sections (e) and (f) below. 

* * * * 

(2) MIL and Fault Code Requirements. 

* * * * 

(2.5) Erasing a permanent fault code. The OBD system shall erase a 

permanent fault code under the following conditions: 

(2.5.1) If the OBD II system is commanding the MIL on, the OBD II system 

shall erase a permanent fault code only if the OBD II system itself 

determines that the malfunction that caused the permanent fault 

code to be stored is no longer present and is not commanding the 

MIL on, pursuant to the requirements of section (d)(2.3) (which for 

purposes of this section shall apply to all monitors). Erasure of the 

permanent fault code shall occur in conjunction with extinguishing 

the MIL or no later than the start of the first driving cycle that begins 

with the MIL commanded off. 

(2.5.2) If all fault information in the on-board computer other than the 

permanent fault code has been cleared (i.e., through the use of a 

scan tool or battery disconnect) and the OBD II system is not 

commanding the MIL on: 

(A) Except as provided for in sections (d)(2.5.2)(C) through (E), if the 

monitor of the malfunction that caused the permanent fault code to 

be stored is subject to the minimum ratio requirements of section 

(d)(3.2) (e.g., catalyst monitor, comprehensive component input 

component rationality monitors), the OBD II system shall erase the 
120

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

permanent fault code at the end of a driving cycle if the monitor has 

run and made one or more determinations during a driving cycle 

that the malfunction of the component or the system is not present 

and has not made any determinations within the same driving cycle 

that the malfunction is present. 

(B) Except as provided for in sections (d)(2.5.2)(D) and (E), if the 

monitor of the malfunction that caused the permanent fault code to 

be stored is not subject to the minimum ratio requirements of 

section (d)(3.2) (e.g., gasoline misfire monitor, fuel system monitor, 

comprehensive component circuit continuity monitors), the OBD II 

system shall erase the permanent fault code at the end of a driving 

cycle if: 

(i) The monitor has run and made one or more determinations 

during a driving cycle that the malfunction of the component or 

the system is not present and has not made any determinations 

within the same driving cycle that the malfunction is present; 

(ii) The monitor has not made any determinations that the 

malfunction is present subsequent to the most recent driving 

cycle in which the criteria of section (d)(2.5.2)(B)(i) are met; and 

(iii) The following criteria are satisfied on any single driving cycle 

(which may be a different driving cycle than that in which the 

criteria of section (d)(2.5.2)(B)(i) are satisfied): 

a. Except as provided in section (d)(2.5.2)(B)(iii)f. below, 

cCumulative time since engine start is greater than or equal 

to 600 seconds; 

b. Except as provided in section (d)(2.5.2)(B)(iii)e. below, 

cumulative vehicle operation at or above 25 miles per hour 

occurs for greater than or equal to 300 seconds (mediumduty vehicles with diesel engines certified on an engine 

dynamometer may use cumulative operation at or above 

1150 rpm in lieu of at or above 25 miles per hour for 

purposes of this criteria); 

c. Continuous vehicle operation at idle (i.e., accelerator pedal 

released by driver and either vehicle speed less than or 

equal to one mile per hour or engine speed less than or 

equal to 200 rpm above normal warmed-up idle (as 

determined in the drive position for vehicles equipped with 

an automatic transmission)) for greater than or equal to 30 

seconds; and 

d. For 2013 and subsequent model year engines, the monitor 

has not made any determination that the malfunction is 

present. 

e. For 2004 through 2012 model year medium-duty vehicles 

with diesel engines certified on an engine dynamometer, 

manufacturers may use diesel engine operation at or above 
121

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

15 percent calculated load in lieu of 1150 rpm for the criterion 

in section (d)(2.5.2)(B)(iii)b. above. 

f. For hybrid vehicles, manufacturers shall use “cumulative 

propulsion system active time” in lieu of “cumulative time since 

engine start” for the criterion in section (d)(2.5.2)(B)(iii)a. 

(iv) Monitors required to use “similar conditions” as defined in 

section (c) to store and erase pending and confirmed fault 

codes may not require that the similar conditions be met prior to 

erasure of the permanent fault code. 

(C) For monitors subject to section (d)(2.5.2)(A), the manufacturer may 

choose to erase the permanent fault code using the criteria under 

section (d)(2.5.2)(B) in lieu of the criteria under section 

(d)(2.5.2)(A). 

(D) For 2009 and 2010 model year vehicles meeting the permanent 

fault code requirements of section (d)(2.2.5), manufacturers may 

request Executive Officer approval to use alternate criteria to erase 

the permanent fault code. The Executive Officer shall approve 

alternate criteria that: 

(i) Will not likely require driving conditions that are longer and more 

difficult to meet than those required under section (d)(2.5.2)(B), 

and 

(ii) Do not require access to enhanced scan tools (i.e., tools that are 

not generic SAE J1978 scan tools) to determine conditions 

necessary to erase the permanent fault code. 

(E) If alternate criteria to erase the permanent fault code are approved 

by the Executive Officer under section (d)(2.5.2)(D), a manufacturer 

may continue to use the approved alternate criteria for 2011 model 

year vehicles previously certified in the 2009 or 2010 model year to 

the alternate criteria and carried over to the 2011 model year. 

* * * * 

(3) Monitoring Conditions.

Section (d)(3) sets forth the general monitoring requirements while 

sections (e) and (f) set forth the specific monitoring requirements as well 

as identify which of the following general monitoring requirements in 

section (d)(3) are applicable for each monitored component or system 

identified in sections (e) and (f). 

* * * * 

(3.2) As specifically provided for in sections (e) and (f), manufacturers shall 

define monitoring conditions in accordance with the criteria in sections 

(d)(3.2.1) through (3.2.3). The requirements of section (d)(3.2) shall be 

phased in as follows: 30 percent of all 2005 model year vehicles, 60 

percent of all 2006 model year vehicles, and 100 percent of all 2007 

and subsequent model year vehicles. Manufacturers may use an 

alternate phase-in schedule in lieu of the required phase-in schedule if 

the alternate phase-in schedule provides for equivalent compliance 
122

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

volume as defined in section (c) with the exception that 100 percent of 

2007 and subsequent model year vehicles shall comply with the 

requirements. Small volume manufacturers shall meet the 

requirements on 100 percent of 2007 and subsequent model year 

vehicles but shall not be required to meet the specific phase-in 

requirements for the 2005 and 2006 model years. 

(3.2.1) Manufacturers shall define monitoring conditions that, in addition to 

meeting the criteria in section (d)(3.1), ensure that the monitor 

yields an in-use performance ratio (as defined in section (d)(4)) that 

meets or exceeds the minimum acceptable in-use monitor 

performance ratio on in-use vehicles. For purposes of this 

regulation, except as provided below in section (d)(3.2.1)(D), the 

minimum acceptable in-use monitor performance ratio is: 

(A) 0.260 for secondary air system monitors and other cold start 

related monitors utilizing a denominator incremented in accordance 

with section (d)(4.3.2)(E); 

(B) For evaporative system monitors: 

(i) 0.260 for monitors designed to detect malfunctions identified in 

section (e)(4.2.2)(C) (i.e., 0.020 inch leak detection); and 

(ii) 0.520 for monitors designed to detect malfunctions identified in 

section (e)(4.2.2)(A) and (B) (i.e., purge flow and 0.040 inch 

leak detection); 

(C) 0.336 for catalyst, oxygen sensor, EGR, VVT system, and all other 

monitors specifically required in sections (e) and (f) to meet the 

monitoring condition requirements of section (d)(3.2); 

(D) For introductory years: 

(i) through the 2007 model year, for the first three years a vehicle is 

certified to the in-use performance ratio monitoring requirements 

of section (d)(3.2), 0.100 for all monitors specified in section 

(d)(3.2.1)(A) through (C) above. For example, the 0.100 ratio 

shall apply to the 2004, 2005, and 2006 model years for 

vehicles first certified in the 2004 model year and to the 2007, 

2008, and 2009 model years for vehicles first certified in the 

2007 model year. 

(ii) through the 2014 model year, for fuel system air-fuel ratio 

cylinder imbalance monitors, 0.100; 

(iii) through the 2011 model year, for secondary exhaust gas sensor 

monitors specified in (e)(7.2.2)(C), 0.100; 

(iv) through the 2012 model year, for vehicles subject to the 

monitoring requirements of section (f), 0.100 for all monitors 

specified in section (d)(3.2.1)(C) above.; 

(v) through the 2016 model year for plug-in hybrid electric vehicles, 

0.100 for all monitors specifically required in sections (e) and (f) 

to meet the monitoring condition requirements of section (d)(3.2) 

and that are for systems or components that require engine 

operation. 
123

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

* * * * 

(4) In-Use Monitor Performance Ratio Definition. 

* * * * 

(4.3) Denominator Specifications 

* * * * 

(4.3.2) Specifications for incrementing: 

* * * * 

(B) Except as provided for in sections (d)(4.3.2)(H), (J), and (K), tThe 

denominator for each monitor shall be incremented within ten 

seconds if and only if the following criteria are satisfied on a single 

driving cycle: 

(i) Cumulative time since engine start is greater than or equal to 

600 seconds while at an elevation of less than 8,000 feet above 

sea level and at an ambient temperature of greater than or 

equal to 20 degrees Fahrenheit; 

(ii) Except as provided in section (d)(4.3.2)(B)(iv) below, cumulative 

vehicle operation at or above 25 miles per hour occurs for 

greater than or equal to 300 seconds while at an elevation of 

less than 8,000 feet above sea level and at an ambient 

temperature of greater than or equal to 20 degrees Fahrenheit 

(medium-duty vehicles with diesel engines certified on an 

engine dynamometer may use cumulative operation at or above 

1150 rpm in lieu of at or above 25 miles per hour for purposes of 

this criteria); 

(iii) Continuous vehicle operation at idle (i.e., accelerator pedal 

released by driver and either vehicle speed less than or equal to 

one mile per hour or engine speed less than or equal to 200 rpm 

above normal warmed-up idle (as determined in the drive 

position for vehicles equipped with an automatic transmission)) 

for greater than or equal to 30 seconds while at an elevation of 

less than 8,000 feet above sea level and at an ambient 

temperature of greater than or equal to 20 degrees Fahrenheit. 

(iv) For 2004 through 2012 model year medium-duty vehicles with 

diesel engines certified on an engine dynamometer, 

manufacturers may use diesel engine operation at or above 15 

percent calculated load in lieu of 1150 rpm for the criterion in 

section (d)(4.3.2)(B)(ii) above. 

* * * * 

(D) Except as provided for in sections (d)(4.3.2)(D)(iv) and 

(d)(4.3.2)(L), In addition to the requirements of section (d)(4.3.2)(B) 

above, the evaporative system monitor denominator(s) shall be 

incremented if and only if: 

(i) The requirements of section (d)(4.3.2)(B) have been met 

Cumulative time since engine start is greater than or equal to 

600 seconds while at an ambient temperature of greater than or 

equal to 40 degrees Fahrenheit but less than or equal to 95 
124

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

degrees Fahrenheit; and; 

(ii) Cumulative time since engine start is greater than or equal to 

600 seconds while at an ambient temperature of greater than or 

equal to 40 degrees Fahrenheit but less than or equal to 95 

degrees Fahrenheit; and Engine cold start occurs with engine 

coolant temperature at engine start greater than or equal to 40 

degrees Fahrenheit but less than or equal to 95 degrees 

Fahrenheit and less than or equal to 12 degrees Fahrenheit 

higher than ambient temperature at engine start. 

(iii) Engine cold start occurs with engine coolant temperature at 

engine start greater than or equal to 40 degrees Fahrenheit but 

less than or equal to 95 degrees Fahrenheit and less than or 

equal to 12 degrees Fahrenheit higher than ambient 

temperature at engine start. 

(iv) For plug-in hybrid electric vehicles, manufacturers may choose 

to increment the evaporative system denominator(s) using the 

criteria under section (d)(4.3.2)(L) in lieu of the criteria under 

sections (d)(4.3.2)(D)(i) through (iii) above. 

* * * * 

(F) In addition to the requirements of section (d)(4.3.2)(B) above, the 

denominator(s) for the following monitors of output components 

(except those operated only at engine start-up and subject to the 

requirements of the previous section (d)(4.3.2)(E)) shall be 

incremented if and only if the component is commanded to function 

(e.g., commanded “on”, “open”, “closed”, “locked”, etc.) on two or 

more occasions for greater than two seconds during the driving 

cycle or for a cumulative time greater than or equal to ten seconds, 

whichever occurs first: 

(i) Air conditioning system (section (e)(12)) 

(ii) Variable valve timing and/or control system (sections (e)(13) and 

(f)(13)) 

(iii) “Other emission control or source device” (sections (e)(16) and 

(f)(16)) 

(iv) Comprehensive component output component (sections (e)(15) 

and (f)(15)) (e.g., turbocharger waste-gates, variable length 

manifold runners, torque converter clutch lock-up solenoids, 

etc.) 

(v) PM sensor heater (section (f)(5.2.4)(A)) 

* * * * 

(H) For monitors of the following components, the manufacturer may 

request Executive Officer approval to use alternate or additional 

criteria to that set forth in section (d)(4.3.2)(B) above for 

incrementing the denominator. Executive Officer approval of the 

proposed criteria shall be based on the equivalence of the 

proposed criteria in measuring the frequency of monitor operation 

relative to the amount of vehicle operation in accordance with the 
125

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

criteria in section (d)(4.3.2)(B) above: 

(i) Engine cooling system input components (sections (e)(10) and 

(f)(11)) 

(ii) Air conditioning system input components (section (e)(12)) 

(iii) Direct ozone reduction systems (section (e)(14)) 

(iv) “Other emission control or source devices” (sections (e)(16) and 

(f)(16)) 

(v) Comprehensive component input components that require 

extended monitoring evaluation (sections (e)(15) and (f)(15)) 

(e.g., stuck fuel level sensor rationality) 

(vi) Comprehensive component input component temperature 

sensor rationality monitors (sections (e)(15) and (f)(15)) (e.g, 

intake air temperature sensor, ambient temperature sensor, fuel 

temperature sensor) 

(vii) PM filter frequent regeneration (section (f)(9.2.2)) 

(viii) PM sensor monitoring capablity monitor (section (f)(5.2.2)(D)) 

* * * * 

(J) For hybrid vehicles, vehicles that employ alternate engine start 

hardware or strategies (e.g., integrated starter and generators), or 

alternate fuel vehicles (e.g., dedicated, bi-fuel, or dual-fuel 

applications), the manufacturer may request Executive Officer 

approval to use alternate criteria to that set forth in section 

(d)(4.3.2)(B) above for incrementing the denominator. In general, 

the Executive Officer shall not approve alternate criteria for vehicles 

that only employ engine shut off at or near idle/vehicle stop 

conditions. Executive Officer approval of the alternate criteria shall 

be based on the equivalence of the alternate criteria to determine 

the amount of vehicle operation relative to the measure of 

conventional vehicle operation in accordance with the criteria in 

section (d)(4.3.2)(B) above. 

(K) For 2014 and subsequent model year hybrid vehicles, in lieu of the 

criteria in section (d)(4.3.2)(B) above, the denominator for each 

monitor shall be incremented within ten seconds if and only if the 

following criteria are satisfied on a single driving cycle: 

(i) Cumulative propulsion system active time is greater than or 

equal to 600 seconds while at an elevation of less than 8,000 

feet above sea level and at an ambient temperature of greater 

than or equal to 20 degrees Fahrenheit; 

(ii) Cumulative vehicle operation at or above 25 miles per hour 

occurs for greater than or equal to 300 seconds while at an 

elevation of less than 8,000 feet above sea level and at an 

ambient temperature of greater than or equal to 20 degrees 

Fahrenheit (medium-duty vehicles with diesel engines certified 

on an engine dynamometer may use cumulative operation at or 

above 1150 rpm in lieu of at or above 25 miles per hour for 

purposes of this criteria); 
126

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(iii) Continuous vehicle operation at idle (i.e., accelerator pedal 

released by driver and either vehicle speed less than or equal to 

one mile per hour or engine speed less than or equal to 200 rpm 

above normal warmed-up idle (as determined in the drive 

position for vehicles equipped with an automatic transmission)) 

for greater than or equal to 30 seconds while at an elevation of 

less than 8,000 feet above sea level and at an ambient 

temperature of greater than or equal to 20 degrees Fahrenheit; 

and 

(iv) Cumulative fueled engine operation for greater than or equal to 

10 seconds while at an elevation of less than 8,000 feet above 

sea level and at an ambient temperature of greater than or 

equal to 20 degrees Fahrenheit. 

(L) For 2015 and subsequent model year plug-in hybrid electric 

vehicles, in addition to the requirements of sections (d)(4.3.2)(K)(i) 

through (iii) above, the evaporative system monitor denominator(s) 

shall be incremented if and only if: 

(i) Cumulative propulsion system active time is greater than or 

equal to 600 seconds while at an ambient temperature of 

greater than or equal to 40 degrees Fahrenheit but less than or 

equal to 95 degrees Fahrenheit; 

(ii) Engine coolant temperature at the start of propulsion system 

active is greater than or equal to 40 degrees Fahrenheit but less 

than or equal to 95 degrees Fahrenheit; and 

(iii) Continuous time while the vehicle is not in the state of 

‘propulsion system active’ during the period immediately 

preceding the start of the driving cycle is greater than or equal 

to 6 hours. 

* * * * 

(5) Standardized tracking and reporting of monitor performance. 

* * * * 

(5.5) Ignition cycle counter 

(5.5.1) Definition: 

(A) The ignition cycle counter is defined as a counter that indicates the 

number of ignition cycles a vehicle has experienced as defined in 

section(s) (d)(5.5.2)(B) and (C). 

(B) Except as required in section (d)(5.5.1)(C) below, the OBD II 

system shall report one ignition cycle counter (as defined in section 

(d)(5.5.2)(B)) The ignition cycle counter shall be reported in 

accordance with the specifications in section (g)(5.2.1). 

(C) For 2014 and subsequent model year plug-in hybrid electric 

vehicles, the OBD II system shall report two ignition cycle counters 

(as defined in sections (d)(5.5.2)(B) and (C)). 

(D) The ignition cycle counter(s) shall be reported in accordance with 

the specifications in section (g)(5.2.1). 

(5.5.2) Specifications for incrementing: 
127

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(A) The ignition cycle counter(s), when incremented, shall be 

incremented by an integer of one. The ignition cycle counter(s) 

may not be incremented more than once per driving cycle. 

(B) The ignition cycle counter shall be incremented within ten seconds 

if and only if the following criteria are met: 

(i) Except as required in section (d)(5.5.2)(B)(ii) below, the vehicle 

meets the engine start definition (see section (c)) for at least two 

seconds plus or minus one second. 

(ii) For hybrid vehicles, the vehicle meets the propulsion system 

active definition (see section (c)) for at least two seconds plus or 

minus one second. 

(C) In addition to the counter described in section (d)(5.5.2)(B) above, 

2014 and subsequent model year plug-in hybrid electric vehicles 

shall track and report a second ignition cycle counter that shall be 

incremented within ten seconds if and only if the vehicle has met 

the fueled engine operation definition (see section (c)) for at least 

two seconds plus or minus one second The OBD II system shall 

disable further incrementing of the ignition cycle counter within ten 

seconds if a malfunction of any component used to determine if 

the criteria in section (d)(5.5.2)(B) are satisfied (i.e., engine speed 

or time of operation) has been detected and the corresponding 

pending fault code has been stored. The ignition cycle counter 

may not be disabled from incrementing for any other condition. 

Incrementing of the ignition cycle counter shall resume within ten 

seconds when the malfunction is no longer present (e.g., pending 

code erased through self-clearing or by a scan tool command). 

(D) The OBD II system shall disable further incrementing of the ignition 

cycle counter(s) within ten seconds if a malfunction of any 

component used to determine if the criteria in section (d)(5.5.2)(B) 

and (C) are satisfied (e.g., engine speed or time of operation) has 

been detected and the corresponding pending fault code has been 

stored. The ignition cycle counter(s) may not be disabled from 

incrementing for any other condition. Incrementing of the ignition 

cycle counter(s) shall resume within ten seconds when the 

malfunction is no longer present (e.g., pending code erased 

through self-clearing or by a scan tool command). 

* * * * 

(e) Monitoring Requirements for Gasoline/Spark-Ignited Engines. 

* * * * 

(3) Misfire Monitoring 

* * * * 

(3.3) Monitoring Conditions: 

(3.3.1) Manufacturers shall continuously monitor for misfire under the 

following conditions: 
128

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(A) Except as provided in section (e)(3.3.6) below, fFrom no later than 

the end of the second crank shaft revolution after engine start, 

* * * * 

(3.3.6) For engines that employ engine shutoff strategies that do not 

require the vehicle operator to restart the engine to continue driving 

(e.g., hybrid vehicle with engine shutoff at idle), a manufacturer 

shall request Executive Officer approval of the monitoring 

conditions under which misfire monitoring occurs after engine 

fueling begins for the initial start and after each time fueling 

resumes. Executive Officer approval of the monitoring conditions 

shall be based on the equivalence of the conditions to those 

specified in section (e)(3.3.1)(A) above. 

* * * * 

(f) Monitoring Requirements for Diesel/Compression-Ignition Engines. 

(1) Non-Methane Hydrocarbon (NMHC) Converting Catalyst Monitoring 

* * * * 

(1.2) Malfunction Criteria: 

* * * * 

(1.2.3) Other Aftertreatment Assistance Functions. Additionally, for 2010 

and subsequent model year vehicles, the catalyst(s) shall be 

monitored for other aftertreatment assistance functions: 

* * * * 

(B) For 20105 and subsequent model year passenger cars, light-duty 

trucks, and MDPVs certified to a chassis dynamometer tailpipe 

emission standard and 20135 and subsequent model year mediumduty vehicles (including MDPVs) certified to an engine 

dynamometer tailpipe emission standard, for catalysts used to 

generate a feedgas constituency to assist SCR systems (e.g., to 

increase NO2 concentration upstream of an SCR system), the 

OBD II system shall detect a malfunction when the catalyst is 

unable to generate the necessary feedgas constituents for proper 

SCR system operation. 

* * * * 

(9) Particulate Matter (PM) Filter Monitoring 

* * * * 

(9.2) Malfunction Criteria: 

* * * * 

(9.2.4) NMHC conversion: For 20105 and subsequent model year 

passenger cars, light-duty trucks, and MDPVs certified to a chassis 

dynamometer tailpipe emission standard and 20135 and 

subsequent model year medium-duty vehicles (including MDPVs) 

certified to an engine dynamometer tailpipe emission standard with 

catalyzed PM filters that convert NMHC emissions, the OBD II 

system shall monitor the catalyst function of the PM filter and 
129

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

detect a malfunction when the NMHC conversion capability 

decreases to the point that NMHC emissions exceed the 

applicable emission levels specified in section (f)(9.2.2)(A). If no 

failure or deterioration of the NMHC conversion capability could 

result in a vehicle’s NMHC emissions exceeding these emission 

levels, the OBD II system shall detect a malfunction when the 

system has no detectable amount of NMHC conversion capability. 

* * * * 

(15) Comprehensive Component Monitoring 

* * * * 

(15.2) Malfunction Criteria: 

* * * * 

(15.2.2) Output Components/Systems: 

* * * * 

(F) For 20132015 and subsequent model year vehicles that utilize fuel 

control system components (e.g., injectors, fuel pump) that have 

tolerance compensation features implemented in hardware or 

software during production or repair procedures (e.g., individually 

coded injectors for flow characteristics that are programmed into an 

electronic control unit to compensate for injector to injector 

tolerances, fuel pumps that use in-line resistors to correct for 

differences in fuel pump volume output), the components shall be 

monitored to ensure the proper compensation is being used. The 

system shall detect a fault if the compensation being used by the 

control system does not match the compensation designated for 

the installed component (e.g., the flow characteristic coding 

designated on a specific injector does not match the compensation 

being used by the fuel control system for that injector). If a 

manufacturer demonstrates that a single component (e.g., injector) 

using the wrong compensation cannot cause a measurable 

increase in emissions during any reasonable driving condition, the 

manufacturer shall detect a malfunction for the minimum number of 

components using the wrong compensation needed to cause an 

emission increase. Further, the stored fault code shall identify the 

specific component that does not match the compensation. 

* * * * 

(17) Exceptions to Monitoring Requirements 

(17.1) Except as provided in sections (f)(17.1.1) through (17.1.4) below, upon 

request of a manufacturer or upon the best engineering judgment of 

the ARB, the Executive Officer may revise the emission threshold for a 

malfunction on any diagnostic required in section (f) for medium-duty 

vehicles if the most reliable monitoring method developed requires a 

higher threshold to prevent significant errors of commission in 

detecting a malfunction. Additionally, for 2007 through 20092013 

model year light-duty vehicles and 2007 through 2012 2013 model 

year medium-duty vehicles, the Executive Officer may revise the PM 
130

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

filter malfunction criteria of section (f)(9.2.1) to exclude detection of 

specific failure modes (e.g., combined failure of partially melted and 

partially cracked substrates) if the most reliable monitoring method 

developed requires the exclusion of specific failure modes to prevent 

significant errors of commission in detecting a malfunction. 

* * * * 

(g) Standardization Requirements 

(1) Reference Documents: 

The following Society of Automotive Engineers (SAE) and International 

Organization for Standardization (ISO) documents are incorporated by 

reference into this regulation: 

* * * * 

(1.4) SAE J1979 "E/E Diagnostic Test Modes", May 2007 (SAE J1979). 

(1.4.1) SAE J1979-DA, “Digital Annex of E/E Diagnostic Test Modes”, 

October 2011. 

* * * * 

(4) Required Emission Related Functions: 

The following standardized functions shall be implemented in accordance 

with the specifications in SAE J1979 to allow for access to the required 

information by a scan tool meeting SAE J1978 specifications: 

* * * * 

(4.2) Data Stream: The following signals shall be made available on demand 

through the standardized data link connector in accordance with SAE 

J1979 specifications. The actual signal value shall always be used 

instead of a default or limp home value. 

* * * * 

(4.2.6) Additionally, for all 2013 and subsequent model year vehicles so 

equipped: 

(A) EGR temperature, variable geometry turbo control status (e.g., 

open loop, closed loop), reductant level (e.g., urea tank fill level), 

alcohol fuel percentage, type of fuel currently being used, NOx 

adsorber regeneration status, NOx adsorber deSOx status, hybrid 

battery pack remaining charge; and 

(B) PM sensor output and distance traveled while low/empty SCR 

reductant driver warning/inducement active. 

(4.2.7) Additionally, for all 2015 and subsequent model year vehicles: type 

of fuel currently being used. 

 (4.3) Freeze Frame. 

* * * * 

(4.3.2) “Freeze frame” conditions must include the fault code which caused 

the data to be stored and all of the signals required in section 

(g)(4.2.1) except number of stored confirmed fault codes, OBD 

requirements to which the engine is certified, MIL status, and 

absolute throttle position in accordance with (g)(4.3.3). Freeze 

frame conditions shall also include all of the signals required on the 
131

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

vehicle in sections (g)(4.2.2) through (g)(4.2.5)(D), (g)(4.2.5)(F), 

and (g)(4.2.6)(A), and (g)(4.2.7) that are used for diagnostic or 

control purposes in the specific diagnostic or emission-critical 

powertrain control unit that stored the fault code except: oxygen 

sensor output, air/fuel ratio sensor output, catalyst temperature, 

evaporative system vapor pressure, glow plug lamp status, PM 

sensor output, NOx sensor output, monitor status since last engine 

shut off, distance traveled while MIL activated, distance traveled 

since fault memory last cleared, and number of warm-up cycles 

since fault memory last cleared. 

* * * * 

(k) Deficiencies 

* * * * 

(2) Manufacturers of non-complying systems are subject to fines pursuant to 

section 43016 of the California Health and Safety Code. Except as 

allowed in section (k)(7) for light-duty and medium-duty diesel vehicles, 

the specified fines apply to the third and subsequently identified 

deficiencies, with the exception that fines shall apply to all monitoring 

system deficiencies wherein a required monitoring strategy is completely 

absent from the OBD system. 

* * * * 

(4) Manufacturers must re-apply for Executive Officer approval of a deficiency 

each model year. In considering the request to carry-over a deficiency, 

the Executive Officer shall consider the factors identified in section (k)(1) 

including the manufacturer’s progress towards correcting the deficiency. 

For all deficiencies except for deficiencies associated with PM filter 

monitoring section (f)(9.2.1)(A), tThe Executive Officer may not allow 

manufacturers to carry over monitoring system deficiencies for more than 

two model years unless it can be demonstrated that substantial vehicle 

hardware modifications and additional lead time beyond two years would 

be necessary to correct the deficiency, in which case the Executive Officer 

shall allow the deficiency to be carried over for three model years. For 

deficiencies associated with PM filter monitoring section (f)(9.2.1)(A), if the 

manufacturer can demonstrate that substantial vehicle hardware 

modifications and additional lead time would be necessary to correct the 

deficiency, the Executive shall allow the deficiency to be carried over up to 

and including the 2013 model year. 

* * * * 

(7) Exceptions to Fines Requirements. 

(7.1) For 2007 through 2009 model year light-duty and 2007 through 2012 

model year medium-duty diesel vehicles, in cases where one or more 

of the deficiencies is for the aftertreatment monitoring requirements of 

sections (f)(1), (2), (8), or (9) and the deficient monitor is properly able 

to detect all malfunctions prior to emissions exceeding twice the 

required monitor threshold (e.g., before emissions exceed 10 times the 
132

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

standard for NMHC if the threshold is 5.0 times the standard for 

NMHC), the specified fines shall apply to the fourth and subsequently 

identified deficiencies in lieu of the third and subsequently identified 

deficiencies. If none of the deficiencies are for the requirements of 

sections (f)(1), (2), (8), or (9) or if the deficient aftertreatment monitor 

exceeds twice the required monitor threshold, the specified fines shall 

apply to the third and subsequently identified deficiencies. In all cases, 

the exception that fines shall apply to all monitoring system 

deficiencies wherein a required monitoring strategy is completely 

absent from the OBD system still applies. 

(7.2) For 2013 through 2014 model year light-duty and medium-duty diesel 

vehicles that utilize PM sensors for PM filter filtering performance 

monitoring (section (f)(9.2.1)(A)), in cases where the deficiency is for a 

monitor required to detect malfunctions of the PM filter filtering 

performance (section (f)(9.2.1)(A)), the PM sensor (section (f)(5.2.2)), 

or the PM sensor heater (section (f)(5.2.4)), the deficiency shall be 

exempt from the specified fines of section (k)(3) and the deficiency 

shall not be included in the count of deficiencies used in (k)(2) to 

determine the number of deficiencies subject to fines. 

* * * * 

NOTE: Authority cited: Sections 39600, 39601, 43000.5, 43013, 43018, 43100, 43101, 43104, 

43105, 43105.5 and 43106, Health and Safety Code. Reference: Sections 39002, 39003, 39010, 

39018, 39021.5, 39024, 39024.5, 39027, 39027.3, 39028, 39029, 39031, 39032, 39032.5, 39033, 

39035, 39037.05, 39037.5, 39038, 39039, 39040, 39042, 39042.5, 39046, 39047, 39053, 39054, 

39058, 39059, 39060, 39515, 39600-39601, 43000, 43000.5, 43004, 43006, 43013, 43016, 

43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43150, 43151, 43152, 43153, 

43154, 43155, 43156, 43204, 43211 and 43212, Health and Safety Code. 
133

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§1968.5. Enforcement of Malfunction and Diagnostic System Requirements 

for 2004 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks, 

and Medium-Duty Vehicles and Engines. 

* * * * 

(b) Testing Procedures

* * * * 

(6) Finding of Nonconformance after Enforcement Testing. 

After conducting enforcement testing pursuant to section (b)(4) above, 

the Executive Officer shall make a finding of nonconformance of the 

OBD II system in the identified motor vehicle class if: 

* * * * 

(B) OBD II Ratio Testing. 

(i) For monitors specified in sections (b)(6)(B)(i)a. through e. below, 

the data collected from the vehicles in the test sample indicate 

either that the average in-use monitor performance ratio for one 

or more of the monitors in the test sample group is less than 

0.100 or that 66.0 percent or more of the vehicles in the test 

sample group have an in-use monitor performance ratio of less 

than 0.100 for the same monitor: 

a. monitors on 2004 through 20142016 model year vehicles 

certified to a ratio of 0.100 in accordance with title 13, CCR 

section 1968.2(d)(3.2.1) (D), 

b. monitors specified in title 13, CCR section 1968.2(e) on 2007 

through 2012 model year vehicles for the first three model 

years the monitor is certified to the in-use performance ratio 

monitoring requirements of title 13, CCR sections 

1968.2(d)(3.2.1)(A) through (C), 

c. the fuel system air-fuel ratio cylinder imbalance monitor 

specified in title 13, CCR section 1968.2(e)(6.2.1)(C) on 

2015 through 2017 model year vehicles, 

d. the secondary exhaust gas sensor monitor specified in title 

13, CCR section 1968.2(e)(7.2.2)(C) on 2012 through 2014 

model year vehicles, and 

e. monitors specified in title 13, CCR section 1968.2(f) on 2013 

through 2015 model year vehicles. 

(ii) For monitors that are certified to the ratios in title 13, CCR 

sections 1968.2(d)(3.2.1)(A) through (C) and are not described 

in sections (b)(6)(B)(i)b. through e. above, the data collected 

from the vehicles in the test sample indicate either that 66.0 

percent or more of the vehicles in the test sample group have 
134

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

an in-use monitor performance ratio of less than the required 

minimum ratio defined in title 13, CCR section 1968.2(d)(3.2.1) 

for the same monitor or that the average in-use monitor 

performance ratio for one or more of the monitors in the motor 

vehicle class is less than the required minimum ratio defined in 

title 13, CCR section 1968.2(d)(3.2.1) as defined by determining 

the average in-use monitor performance ratio for one or more of 

the monitors in the test sample group is less than:

a. 0.230 for secondary air system monitors and other cold start 

related monitors utilizing a denominator incremented in 

accordance with title 13, CCR section 1968.2(d)(4.3.2)(E) 

(e.g., cold start strategy monitors, etc.); 

b. For evaporative system monitors: 

1. 0.230 for monitors designed to detect malfunctions 

identified in title 13, CCR section 1968.2(e)(4.2.2)(C) 

(i.e., 0.020 inch leak detection); 

2. 0.460 for monitors designed to detect malfunctions 

identified in title 13, CCR section 1968.2(e)(4.2.2)(A) and 

(B) (i.e., purge flow and 0.040 inch leak detection); 

c. 0.297 for catalyst, oxygen sensor, EGR, VVT system, and all 

other monitors specifically required in section title 13, CCR 

sections 1968.2(e) and (f) to meet the monitoring condition 

requirements of title 13, CCR section 1968.2(d)(3.2). 

* * * * 

(c) Remedial Action 

* * * * 

(3) Ordered Remedial Action-Mandatory Recall. 

(A) Except as provided in sections (c)(3)(B) below, the Executive 

Officer shall order the recall and repair of all vehicles in a motor 

vehicle class that have been determined to be equipped with a 

nonconforming OBD II system if enforcement testing conducted 

pursuant to section (b) above or information received from the 

manufacturer indicates that: 

(i) For monitors on 2007 and subsequent model year vehicles 

certified to the ratios in title 13, CCR sections 

1968.2(d)(3.2.1)(A) through (C), the average in-use monitor 

performance ratio for one or more of the major monitors in the 

test sample group is less than or equal to 33.0 percent of the 

applicable required minimum ratio established in title 13, CCR 

section 1968.2(d)(3.2.1) (e.g., if the required ratio is 0.336, less 

than or equal to a ratio of 0.111) or 66.0 percent or more of the 

vehicles in the test sample group have an in-use monitor 
135

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

performance ratio of less than or equal to 33.0 percent of the 

applicable required minimum ratio established in title 13, CCR 

section 1968.2(d)(3.2.1) for the same major monitor. For 

monitors on 2004 through 20142016 model year vehicles 

certified to the 0.100 ratio in title 13, CCR section 

1968.2(d)(3.2.1)(D), the Executive Officer shall determine the 

remedial action for nonconformances regarding the in-use 

monitor performance ratio in accordance with section (c)(4) 

below. 

* * * * 

NOTE: Authority cited: Sections 39600, 39601, 43000.5, 43013, 43016, 43018, 43100, 43101, 

43104, 43105, 43105.5 43106, 43154, 43211 and 43212, Health and Safety Code. Reference: 

Sections 39002, 39003, 39010, 39018, 39021.5, 39024, 39024.5, 39027, 39027.3, 39028, 39029, 

39031, 39032, 39032.5, 39033, 39035, 39037.05, 39037.5, 39038, 39039, 39040, 39042, 

39042.5, 39046, 39047, 39053, 39054, 39058, 39059, 39060, 39515, 39600-39601, 43000, 

43000.5, 43004, 43006, 43013, 43016, 43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 

43106, 43150, 43151, 43152, 43153, 43154, 43155, 43156, 43204, 43211 and 43212, Health 

and Safety Code. 
136

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§ 1976. Standards and Test Procedures for Motor Vehicle Fuel Evaporative 

Emissions.

(a) [Fuel evaporative emission standards for 1970 through 1977 model 

passenger cars and light-duty trucks. No change.]

 (b)(1) Evaporative emissions for 1978 and subsequent model 

gasoline-fueled, 1983 and subsequent model liquefied petroleum gas-fueled, and 

1993 and subsequent model alcohol-fueled motor vehicles and hybrid electric 

vehicles subject to exhaust emission standards under this article, except 

petroleum-fueled diesel vehicles, compressed natural gas-fueled vehicles, hybrid 

electric vehicles that have sealed fuel systems which can be demonstrated to 

have no evaporative emissions, and motorcycles, shall not exceed the following 

standards: 

(A) [Evaporative emission standards for 1978 through 1994 model 

motor vehicles. No change.] 

 

(B) [Evaporative emission standards on the three-day diurnal test 

for 1995 through 2005 model motor vehicles. No change.] 

(C) [Evaporative emission standards on the supplemental two-day 

diurnal test for 1995 through 2005 model motor vehicles. No change.]

(D) [Zero-emission vehicle evaporative requirements. No change.] 

(E) For 2001 through 2014 model year vehicles, Tthe optional zerofuel evaporative emission standards for the three-day and two-day diurnal-plushot-soak tests are 0.35 grams per test for passenger cars, 0.50 grams per test 

for light-duty trucks 6,000 lbs. GVWR and under, and 0.75 grams per test for 

light-duty trucks from 6,001 to 8,500 lbs. GVWR, to account for vehicle non-fuel 

evaporative emissions (resulting from paints, upholstery, tires, and other vehicle 

sources). Vehicles demonstrating compliance with these evaporative emission 

standards shall also have zero (0.0) grams of fuel evaporative emissions per test 

for the three-day and two-day diurnal-plus-hot-soak tests. The “useful life” shall 

be 15 years or 150,000 miles, whichever occurs first. In lieu of demonstrating 

compliance with the zero (0.0) grams of fuel evaporative emissions per test over 

the three-day and two-day diurnal-plus-hot-soak tests, the manufacturer may 

submit for advance Executive Officer approval a test plan to demonstrate that the 

vehicle has zero (0.0) grams of fuel evaporative emissions throughout its useful 

life. 

Additionally, in the case of a SULEV vehicle for which a manufacturer is seeking 

a partial ZEV credit, the manufacturer may prior to certification elect to have 

measured fuel evaporative emissions reduced by a specified value in all 

certification and in-use testing of the vehicle as long as measured mass exhaust 
137

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

emissions of NMOG for the vehicle are increased in all certification and in-use 

testing. The measured fuel evaporative emissions shall be reduced in 

increments of 0.1 gram per test, and the measured mass exhaust emissions of 

NMOG from the vehicle shall be increased by a gram per mile factor, to be 

determined by the Executive Officer, for every 0.1 gram per test by which the 

measured fuel evaporative emissions are reduced. For the purpose of this 

calculation, the evaporative emissions shall be measured, in grams per test, to a 

minimum of three significant figures. 

(F) For the 2004 and subsequent through 2014 model motor 

vehicles identified below, tested in accordance with the test procedures 

described in Title 40, Code of Federal Regulations, sections 86.130-78 through 

86.143-90 as they existed July 1, 1989 and as modified by the “California 

Evaporative Emission Standards and Test Procedures for 2001 and Subsequent 

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

evaporative emission standards are: 

________________________________________________________________ 

Vehicle Type Hydrocarbon1

 Standards2 3 4

Running Loss 

(grams per 

mile) 

Three Day Diurnal 

+ Hot Soak 

(grams per test) 

Two-Day Diurnal 

+ Hot Soak 

(grams per test) 

Passenger cars 0.05 0.50 0.65 

Light-duty trucks (under 8,501 lbs. GVWR) 

 6,000 lbs. GVWR and 

under 0.05 0.65 0.85 

 6,001 - 8,500 lbs. 

GVWR 0.05 0.90 1.15 

Medium-duty vehicles 

(8,501 - 14,000 lbs. 

GVWR) 

0.05 1.00 1.25 

Heavy-duty vehicles 

(over 14,000 lbs. GVWR) 0.05 1.00 1.25 

1

 Organic Material Hydrocarbon Equivalent for alcohol-fueled vehicles. 

2

 For all vehicles certified to these standards, the “useful life” shall be 15 years or 150,000 

miles, whichever first occurs. Approval of vehicles which are not exhaust emission tested 

using a chassis dynamometer pursuant to section 1960.1 or 1961, title 13, California Code of 

Regulations shall be based on an engineering evaluation of the system and data submitted 

by the applicant. 

3

 (a) These evaporative emission standards shall be phased-in beginning with the 2004 model 

year. Each manufacturer, except small volume manufacturers, shall certify at a minimum the 

specified percentage of its vehicle fleet to the evaporative emission standards in this table or 

the optional zero-evaporative emission standards in section 1976(b)(1)(E) according to the 

schedule set forth below. For purposes of this paragraph (a), each manufacturer’s vehicle 
138

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

fleet consists of the total projected California sales of the manufacturer’s gasoline-fueled, 

liquefied petroleum-fueled and alcohol-fueled passenger cars, light-duty trucks, medium-duty 

vehicles, and heavy-duty vehicles. 

Model Year Minimum Percentage of Vehicles 

Certified to the Standards in 

§§1976(b)(1)(F) and (b)(1)(E) 

2004 40 

2005 80 

2006 and 

subsequent 

100 

A small volume manufacturer shall certify 100 percent of its 2006 and subsequent model 

vehicle fleet to the evaporative emission standards in the table or the optional zeroevaporative emission standards in section 1976(b)(1)(E). 

All 2004 through 2005 model-year motor vehicles which are not subject to these 

standards or the standards in section 1976(b)(1)(E) pursuant to the phase-in schedule 

shall comply with the requirements of sections 1976(b)(1)(B) and (C). 

(b) A manufacturer may use an “Alternative or Equivalent Phase-in Schedule” to comply with 

the phase-in requirements. An “Alternative Phase-in” is one that achieves at least 

equivalent emission reductions by the end of the last model year of the scheduled phasein. Model-year emission reductions shall be calculated by multiplying the percent of 

vehicles (based on the manufacturer’s projected California sales volume of the applicable 

vehicle fleet) meeting the new requirements per model year by the number of model 

years implemented prior to and including the last model year of the scheduled phase-in. 

The “cumulative total” is the summation of the model-year emission reductions (e.g., the 

three model-year 40/80/100 percent phase-in schedule would be calculated as: (40%*3 

years) + (80%*2 years) + (100%*1 year) =380). The required cumulative total for the 

phase-in of these standards is 380 emission reductions. Any alternative phase-in that 

results in an equal or larger cumulative total than the required cumulative total by the end 

of the last model year of the scheduled phase-in shall be considered acceptable by the 

Executive Officer only if all vehicles subject to the phase-in comply with the respective 

requirements in the last model year of the required phase-in schedule. A manufacturer 

shall be allowed to include vehicles introduced before the first model year of the 

scheduled phase-in (e.g., in the previous example, 10 percent introduced one year before 

the scheduled phase-in begins would be calculated as: (10%*4 years)=40) and added to 

the cumulative total. 

(c) These evaporative emission standards do not apply to zero-emission vehicles. 

4

 In-use compliance whole vehicle testing shall not begin until the motor vehicle is at least one 

year from the production date and has accumulated a minimum of 10,000 miles. For vehicles 

introduced prior to the 2007 model year, in-use compliance standards of 1.75 times the 

“Three-Day Diurnal + Hot-Soak” and “Two-Day Diurnal + Hot-Soak” gram per test standards 

shall apply for only the first three model years of an evaporative family certified to a new 

standard. 

(G) For 2015 and subsequent model motor vehicles, the following 

evaporative emission requirements apply: 
139

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

1. A manufacturer must certify all vehicles subject to this 

section to the emission standards specified in either Option 1 or Option 2 

below. 

a Option 1. The evaporative emissions from 2015 and 

subsequent model motor vehicles, tested in accordance with the test 

procedure sequence described in the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles,” incorporated by reference in section 1976(c), shall not exceed: 

Vehicle Type Hydrocarbon(1) Emission Standards(2)

Running Loss

(grams per 

mile) 

Three-Day Diurnal + Hot Soak and 

Two-Day Diurnal + Hot Soak 

Whole Vehicle 

(grams per test) 

Fuel Only(3)

(grams per test) 

Passenger cars 0.05 0.350 0.0 

Light-duty trucks 

6,000 lbs. GVWR and under 

0.05 0.500 0.0 

Light-duty trucks 

6,001 - 8,500 lbs. GVWR 

0.05 0.750 0.0 

Medium-duty passenger 

vehicles 

0.05 0.750 0.0 

Medium-duty vehicles 

(8,501 - 14,000 lbs. GVWR) 

0.05 0.750 0.0 

Heavy-duty vehicles 

(over 14,000 lbs. GVWR) 

0.05 0.750 0.0 

1

 Organic Material Hydrocarbon Equivalent for alcohol-fueled vehicles. 

2

 For all vehicles certified to these standards, the “useful life” shall be 15 years or 150,000 

miles, whichever occurs first. Approval of vehicles that are not exhaust emission tested using 

a chassis dynamometer pursuant to section 1961, title 13, California Code of Regulations 

shall be based on an engineering evaluation of the system and data submitted by the 

applicant. 

3

 In lieu of demonstrating compliance with the fuel-only emission standard (0.0 grams per test) 

over the three-day and two-day diurnal plus hot soak tests, a manufacturer may, with 

advance Executive Officer approval, demonstrate compliance through an alternate test plan. 

b Option 2. The evaporative emissions from 2015 and 

subsequent model motor vehicles, tested in accordance with the test 
140

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

procedure sequence described in the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles,” incorporated by reference in section 1976(c), shall not exceed: 

Vehicle Type Hydrocarbon(1) Emission Standards(2)

Running 

Loss 

(grams per 

mile) 

Highest Whole 

Vehicle Diurnal + 

Hot Soak(3)(4)(5)

(grams per test)

Canister 

Bleed(6)

(grams per 

test)

Passenger cars; and 

Light-duty trucks 

6,000 lbs. GVWR and under, and 

0 - 3,750 lbs. LVW 

0.05 0.300 0.020 

Light-duty trucks 

6,000 lbs. GVWR and under, and 

3,751 – 5,750 lbs. LVW 

0.05 0.400 0.020 

Light-duty trucks 

6,001 - 8,500 lbs. GVWR; and 

Medium-duty passenger vehicles 

0.05 0.500 0.020 

Medium-duty vehicles 

(8,501 - 14,000 lbs. GVWR); and 

Heavy-duty vehicles 

(over 14,000 lbs. GVWR) 

0.05 0.600 0.030 

1

 Organic Material Hydrocarbon Equivalent for alcohol-fueled vehicles. 

2

 For vehicles certified to the running loss and the highest whole vehicle diurnal plus hot soak 

emission standards, the “useful life” shall be 15 years or 150,000 miles, whichever occurs 

first. Approval of vehicles that are not exhaust emission tested using a chassis dynamometer 

pursuant to section 1961, title 13, California Code of Regulations shall be based on an 

engineering evaluation of the system and data submitted by the applicant. The canister 

bleed emission standard does not have a useful life requirement. 

3 The manufacturer shall determine compliance by selecting the highest whole vehicle diurnal 

plus hot soak emission value of the Three-Day Diurnal Plus Hot Soak Test and of the TwoDay Diurnal Plus Hot Soak Test. 

4

Fleet-Average Option for the Highest Whole Vehicle Diurnal Plus Hot Soak Emission 

Standard Within Each Emission Standard Category. A manufacturer may optionally comply 

with the highest whole vehicle diurnal plus hot soak emission standards by using fleetaverage hydrocarbon emission values. To participate, a manufacturer must utilize the fleetaverage option for all of its emission standard categories and calculate a separate fleetaverage hydrocarbon emission value for each emission standard category. The emission 

standard categories are as follows: (1) passenger cars and light-duty trucks 6,000 pounds 

GVWR and under, and 0 - 3,750 pounds LVW; (2) light-duty trucks 6,000 pounds GVWR and 
141

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

under, and 3,751 – 5,750 pounds LVW; (3) light-duty trucks 6,001 - 8,500 pounds GVWR and 

medium-duty passenger vehicles; and (4) medium-duty and heavy-duty vehicles. The fleetaverage hydrocarbon emission value for each emission standard category shall be calculated 

as follows: 

 n 

∑ [(number of vehicles in the evaporative family)i X (family emission limit)i ] ÷ 

 i = 1 

 n 

∑ (number of vehicles in the evaporative family)i 

 i = 1 

where "n" = a manufacturer’s total number of Option 2 certification evaporative families 

within an emission standard category for a given model year; 

“number of vehicles in the evaporative family” = the number of vehicles produced and 

delivered for sale in California in the evaporative family; 

"family emission limit" = the numerical value selected by the manufacturer for the 

evaporative family that serves as the emission standard for the evaporative 

family with respect to all testing, instead of the emission standard specified in this 

section 1976 (b)(1)(G)1.b. The family emission limit shall not exceed 0.500 

grams per test for passenger cars; 0.650 grams per test for light duty trucks 

6,000 pounds GVWR and under; 0.900 grams per test for light-duty trucks 6,001 

- 8,500 pounds GVWR; and 1.000 grams for medium-duty passenger vehicles, 

medium-duty vehicles, and heavy-duty vehicles. In addition, the family emission 

limit shall be set in increments of 0.025 grams per test. 

5 Calculation of Hydrocarbon Credits or Debits for the Fleet-Average Option. 

 (1) Calculation of Hydrocarbon Credits or Debits. For each emission standard category in the 

model year, a manufacturer shall calculate the hydrocarbon credits or debits, as follows: 

[(Applicable Hydrocarbon Emission Standard for the Emission Standard Category) – 

(Manufacturer’s Fleet-Average Hydrocarbon Emission Value for the Emission Standard 

Category)] X (Total Number of Affected Vehicles) 

where “Total Number of Affected Vehicles” = the total number of vehicles in the 

evaporative families participating in the fleet-average option, which are 

produced and delivered for sale in California, for the emission standard category 

of the given model year. 

A negative number constitutes hydrocarbon debits, and a positive number constitutes 

hydrocarbon credits accrued by the manufacturer for the given model year. Hydrocarbon 

credits earned in a given model year shall retain full value through the fifth model year after 

they are earned. At the beginning of the sixth model year, the hydrocarbon credits will have 

no value. 

(2) Procedure for Offsetting Hydrocarbon Debits. A manufacturer shall offset hydrocarbon 

debits with hydrocarbon credits for each emission standard category within three model years 

after the debits have been incurred. If total hydrocarbon debits are not equalized within three 

model years after they have been incurred, the manufacturer shall be subject to the Health 

and Safety Code section 43211 civil penalties applicable to a manufacturer which 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 hydrocarbon debits are not 
142

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

equalized by the end of the specified time period. For the purposes of Health and Safety 

Code section 43211, the number of vehicles not meeting the state board’s emission 

standards shall be determined by dividing the total amount of hydrocarbon debits for the 

model year in the emission standard category by the applicable hydrocarbon emission 

standard for the model year in which the debits were first incurred. 

Additionally, to equalize the hydrocarbon debits that remain at the end of the three model 

year offset period: (1) hydrocarbon credits may be exchanged between passenger cars and 

light-duty trucks 6,000 pounds GVWR and under and 0-3,750 pounds LVW, and light-duty 

trucks 6,000 pounds GVWR and under and 3,751-5,750 pounds LVW and (2) hydrocarbon 

credits may be exchanged between light-duty trucks 6,001-8,500 pounds GVWR and 

medium-duty passenger vehicles, and medium-duty vehicles and heavy-duty vehicles. 

6

Vehicle Canister Bleed Emission. Compliance with the canister bleed emission standard 

shall be determined based on the Bleed Emission Test Procedure described in the “California 

Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles,” incorporated by reference in section 1976(c), and demonstrated on a stabilized 

canister system. Vehicles with a non-integrated refueling canister-only system are exempt 

from the canister bleed emission standard. 

2. Phase-In Schedule. For each model year, a manufacturer 

shall certify, at a minimum, the specified percentage of its vehicle fleet to the 

evaporative emission standards set forth in section 1976(b)(1)(G)1.a. or 

section 1976(b)(1)(G)1.b., according to the schedule set forth below. For the 

purpose of this section 1976(b)(1)(G)2., the manufacturer's vehicle fleet 

consists of the vehicles produced and delivered for sale by the manufacturer 

in California that are subject to the emission standards in section 

1976(b)(1)(G)1. All 2015 through 2022 model motor vehicles that are not 

subject to these standards pursuant to the phase-in schedule shall comply 

with the requirements for 2004 through 2014 model motor vehicles, as 

described in section 1976(b)(1)(F). 

Model Years Minimum Percentage of Vehicle Fleet (1)(2)

2015, 2016, and 2017 Average of vehicles certified to section 1976(b)(1)(E) in 

model years 2012, 2013, and 2014(3)(4)

2018 and 2019 60 

2020 and 2021 80 

2022 and subsequent 100 

1

 For the 2018 through 2022 model years only, a manufacturer may use an alternate phase-in 

schedule to comply with the phase-in requirements. An alternate phase-in schedule must 

achieve equivalent compliance volume by the end of the last model year of the scheduled 

phase-in (2022). The compliance volume is the number calculated by multiplying the percent 

of vehicles (based on the manufacturer’s projected sales volume of all vehicles) meeting the 

new requirements in each model year by the number of years implemented prior to and 

including the last model year of the scheduled phase-in, then summing these yearly results to 
143

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

determine a cumulative total. The cumulative total of the five year (60/60/80/80/100) 

scheduled phase-in set forth above is calculated as follows: (60*5 years) + (60*4 years) + 

(80*3 years) + (80*2 years) + (100*1 year) = 1040. Accordingly, the required cumulative total 

for any alternate phase-in schedule of these emission standards is 1040. The Executive 

Officer shall consider acceptable any alternate phase-in schedule that results in an equal or 

larger cumulative total by the end of the last model year of the scheduled phase-in (2022). 

2

 Small volume manufacturers are not required to comply with the phase-in schedule set forth 

in this table. Instead, they shall certify 100 percent of their 2022 and subsequent model year 

vehicle fleet to the evaporative emission standards set forth in section 1976(b)(1)(G)1.a. or 

section 1976(b)(1)(G)1.b. 

3

 The percentage of vehicle fleet averaged across the 2015, 2016, and 2017 model years shall 

be used to determine compliance with this requirement. 

4

 The minimum percentage required in the 2015, 2016, and 2017 model years is determined by 

averaging the percentage of vehicles certified to the emission standards in section 

1976(b)(1)(E) in each of the manufacturer’s 2012, 2013, and 2014 model year vehicle fleets. 

For the purpose of calculating this average, a manufacturer shall use the percentage of 

vehicles produced and delivered for sale in California for the 2012, 2013, and 2014 model 

years. A manufacturer may calculate this average percentage using the projected sales for 

these model years in lieu of actual sales. 

3. Carry-Over of 2014 Model-Year Evaporative Families 

Certified to the Zero-Fuel Evaporative Emission Standards. A manufacturer 

may carry over 2014 model motor vehicles certified to the zero-fuel (0.0 

grams per test) evaporative emission standards set forth in section 

1976(b)(1)(E) through the 2018 model year and be considered compliant with 

the requirements of section 1976(b)(1)(G)1. If the manufacturer chooses to 

participate in the fleet-average option for the highest whole vehicle diurnal 

plus hot soak emission standard, the following family emission limits are 

assigned to these evaporative families for the calculation of the 

manufacturer’s fleet-average hydrocarbon emission value. 
144

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Vehicle Type Highest Whole Vehicle 

Diurnal + Hot Soak 

(grams per test) 

Passenger cars 0.300 

Light-duty trucks 

6,000 lbs. GVWR and under, 

and 0 - 3,750 lbs. LVW 

0.300 

Light-duty trucks 

6,000 lbs. GVWR and under, 

and 3,751 – 5,750 lbs. LVW 

0.400 

Light-duty trucks 

6,001 - 8,500 lbs. GVWR 

0.500 

4. Pooling Provision. The following pooling provision applies to 

the fleet-average option for the Highest Whole Vehicle Diurnal Plus Hot Soak 

Emission Standard in section 1976(b)(1)(G)1.b. and to the phase-in 

requirements in section 1976(b)(1)(G)2. 

a For the fleet-average option set forth in section

1976(b)(1)(G)1.b., a manufacturer must demonstrate compliance, for each 

model year, based on one of two options applicable throughout the model 

year, either: 

 Pooling Option 1: the total number of passenger cars, 

light-duty trucks, medium-duty passenger vehicles, mediumduty vehicles, and heavy-duty vehicles that are certified to the 

California evaporative emission standards in section 

1976(b)(1)(G)1.b., and are produced and delivered for sale in 

California; or 

 Pooling Option 2: the total number of passenger cars, 

light-duty trucks, medium-duty passenger vehicles, mediumduty vehicles, and heavy-duty vehicles that are certified to the 

California evaporative emission standards in section 

1976(b)(1)(G)1.b., and are produced and delivered for sale in 

California, the District of Columbia, and all states that have 

adopted California's evaporative emission standards set forth in 

section 1976(b)(1)(G)1. for that model year pursuant to section 

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

b For the phase-in requirements in section 1976(b)(1)(G)2., a 

manufacturer must demonstrate compliance, for each model year, based 

on one of two options applicable throughout the model year, either: 
145

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Pooling Option 1: the total number of passenger cars, 

light-duty trucks, medium-duty passenger vehicles, mediumduty vehicles, and heavy-duty vehicles that are certified to the 

California evaporative emission standards in section 

1976(b)(1)(G)1., and are produced and delivered for sale in 

California; or 

Pooling Option 2: the total number of passenger cars, 

light-duty trucks, medium-duty passenger vehicles, mediumduty vehicles, and heavy-duty vehicles that are certified to the 

California evaporative emission standards in section 

1976(b)(1)(G)1., and are produced and delivered for sale in 

California, the District of Columbia, and all states that have 

adopted California's evaporative emission standards set forth in 

section 1976(b)(1)(G)1. for that model year pursuant to section 

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

c A manufacturer that selects Pooling Option 2 must notify the 

Executive Officer of that selection in writing before the start of the 

applicable model year or must comply with Pooling Option 1. Once a 

manufacturer has selected Pooling Option 2, that selection applies unless 

the manufacturer selects Option 1 and notifies the Executive Officer of that 

selection in writing before the start of the applicable model year. 

d When a manufacturer is demonstrating compliance using 

Pooling Option 2 for a given model year, the term "in California" as used in 

section 1976(b)(1)(G) means California, the District of Columbia, and all 

states that have adopted California's evaporative emission standards for 

that model year pursuant to Section 177 of the federal Clean Air Act (42 

U.S.C. § 7507). 

e A manufacturer that selects Pooling Option 2 must provide to 

the Executive Officer separate values for the number of vehicles in each 

evaporative family produced and delivered for sale in the District of 

Columbia and for each individual state within the average. 

5. Optional Certification for 2014 Model Motor Vehicles. A 

manufacturer may optionally certify its 2014 model motor vehicles to the 

evaporative emission standards set forth in section 1976(b)(1)(G)1. 

 (b)(2) [Evaporative emission standards for gasoline-fueled

motorcycles. No change.]
146

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(c) The test procedures for determining compliance with the standards in 

subsection (b) above applicable to 1978 through 2000 model year vehicles are 

set forth in “California Evaporative Emission Standards and Test Procedures for 

1978-2000 Model Motor Vehicles,” adopted by the state board on April 16, 1975, 

as last amended August 5, 1999, which is incorporated herein by reference. The 

test procedures for determining compliance with standards applicable to 2001 

and subsequent model year vehicles are set forth in the “California Evaporative 

Emission Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles,” adopted by the state board on August 5, 1999, and as last amended 

September 27, 2010 March 22, 2012, which is incorporated herein by reference. 

(d) [Motorcycle requirements. No change.]

(e) [Motorcycle requirements. No change.]

(f) Definitions Specific to this Section. 

(1) and (2) [No change].

(3) “Non-integrated refueling emission control system” is defined in 40 

Code of Federal Regulations §86.1803-01.

(4) “Non-integrated refueling canister-only system” means a subclass of a 

non-integrated refueling emission control system, where other non-refueling 

related evaporative emissions from the vehicle are stored in the fuel tank, instead 

of in a vapor storage unit(s). 

Note: Authority cited: Sections 39500, 39600, 39601, 39667, 43013, 43018, 43101, 43104, 

43105, 43106 and 43107, Health and Safety Code. Reference: Sections 39002, 39003, 

39500, 39667, 43000, 43009.5, 43013, 43018, 43100, 43101, 43101.5, 43102, 43104, 

43105, 43106, 43107, 43204 and 43205 Health and Safety Code.

 
147

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§1978. Standards and Test Procedures for Vehicle Refueling Emissions. 

(a)(1) Vehicle refueling emissions for 1998 and subsequent model 

gasoline-fueled, alcohol-fueled, diesel-fueled, liquefied petroleum gas-fueled, 

fuel-flexible, and hybrid electric passenger cars, light-duty trucks, and mediumduty vehicles with a gross vehicle weight rating less than 8501 pounds, shall not 

exceed the following standards. and 2015 and subsequent model gasolinefueled, alcohol-fueled, diesel-fueled, liquefied petroleum gas-fueled, fuel-flexible, 

and hybrid electric medium-duty vehicles with a gross vehicle weight rating 

between 8,501 and 14,000 pounds, shall not exceed the following standards. 

Natural gas-fueled vehicles are exempt from meeting these refueling standards, 

but the refueling receptacles on natural gas-fueled vehicles must comply with the 

receptacle provisions of the American National Standards Institute/American Gas 

Association Standard for Compressed Natural Gas Vehicle Fueling Connection 

Devices, ANSI/AGA NGV1 standard-1994, which is incorporated herein by 

reference. The standards apply equally to certification and in-use vehicles. 

Hydrocarbons (for gasoline-fueled, diesel-fueled, and hybrid electric vehicles): 

0.20 grams per gallon of fuel dispensed. 

Organic Material Hydrocarbon Equivalent (for alcohol-fueled, fuel-flexible, and 

hybrid electric vehicles): 0.20 grams per gallon of fuel dispensed. 

Hydrocarbons (for liquefied petroleum gas-fueled vehicles): 0.15 gram per gallon 

of fuel dispensed. 

(2) Vehicles powered by diesel fuel are not required to conduct testing to 

demonstrate compliance with the refueling emission standards set forth above, 

provided that all of the following provisions are met: 

(A) The manufacturer can attest to the following evaluation: “Due to the 

low vapor pressure of diesel fuel and the vehicle tank temperatures, hydrocarbon 

vapor concentrations are low and the vehicle meets the 0.20 grams/gallon 

refueling emission standard without a control system.” 

(B) The certification requirement described in paragraph (A) is 

provided in writing and applies for the full useful life of the vehicle, as defined in 

section 2112. 

In addition to the above provisions, the ARB reserves the authority to require 

testing to enforce compliance and to prevent noncompliance with the refueling 

emission standard. 

Vehicles certified to the refueling emission standard under this provision shall not 

be counted in the phase-in sales percentage compliance determinations. 
148

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

(3) Through model year 2014, theThe manufacturer shall adhere to the 

following phase-in schedule, as determined by projected vehicle sales throughout 

the United States, with the exception of small volume manufacturers. 

 ORVR Model Year Phase-In Schedule 

Class of Vehicle 40% Fleet 80% Fleet 100% Fleet 

Passenger Cars 1998 1999 2000 

Light-Duty Trucks 

0-6,000 lbs. GVWR 

2001 2002 2003 

Light-Duty Trucks/ 

Medium-Duty 

Vehicles (6,001-8,500 

lbs. GVWR) 

2004 2005 2006 

(A) Prior to the 2001 model year, small volume manufacturers are 

defined for purposes of this section as any vehicle manufacturer with California 

actual sales less than or equal to 3000 new vehicles per model year based on 

the average number of vehicles sold by the manufacturer in the previous three 

consecutive years. 

(B) Small volume manufacturers of passenger cars, as defined in 

subsection (a)(3)(A), are exempt from the implementation schedule in subsection 

(a)(3) for model year 1998 and 1999. For small volume manufacturers of 

passenger cars, the standards of subsection (a)(1), and the associated test 

procedures, shall not apply until model year 2000, when 100 percent compliance 

with the standards of this section is required. Small volume manufacturers of 

light-duty trucks and medium-duty vehicles are not exempt from the 

implementation schedule in subsection (a)(3). 

(4) Beginning with model year 2015, all vehicles subject to the refueling 

emission standards in section 1978(a)(1) shall demonstrate compliance except 

incomplete vehicles of 14,000 pounds gross vehicle weight rating or less that are 

certified as incomplete vehicles for the purposes of evaporative emissions testing 

as set forth in the “California Evaporative Emission Standards and Test 

Procedures for 2001 and Subsequent Model Motor Vehicles,” incorporated by 

reference in section 1976. 

(5) Carry-Over of 2014 Model Year Families: 2014 model year motor 

vehicles certified to the refueling emission standards of section 1978(a)(1) may 

carry over to the 2015 through 2018 model years and be considered compliant. 

(b) The test procedures for determining compliance with standards applicable 

to 1998 through 2000 gasoline, alcohol, diesel, and hybrid electric passenger 

cars, light-duty trucks, and medium-duty vehicles are set forth in the “California 
149

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

Refueling Emission Standards and Test Procedures for 1998-2000 Model Year 

Motor Vehicles,” as amended August 5, 1999, which is incorporated herein by 

reference. The test procedures for determining compliance with standards 

applicable to 2001 and subsequent gasoline, alcohol, diesel, and hybrid electric 

passenger cars, light-duty trucks, and medium-duty vehicles are set forth in the 

“California Refueling Emission Standards and Test Procedures for 2001 and 

Subsequent Model Motor Vehicles,” adopted August 5, 1999, and last amended 

September 27, 2010 March 22, 2012, which is incorporated herein by reference. 

NOTE: Authority cited: Sections 39500, 39600, 39601, 39667, 43013, 43018, 43101, 43104, 

43105 and 43106, Health and Safety Code. Reference: Sections 39002, 39003, 39500, 39667, 

43000, 43009.5, 43013, 43018, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43204 and 

43205, Health and Safety Code. 

 
150

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2037. Defects Warranty Requirements for 1990 and Subsequent Model 

Passenger Cars, Light-Duty Trucks, Medium-Duty Vehicles, and Motor 

Vehicle Engines Used in Such Vehicles. 

* * * * 

 (g) Prior to the 2001 model year, each manufacturer shall submit the 

documents required by sections (c)(5), (e), and (f) with the manufacturer’s 

preliminary application for new vehicle or engine certification for approval by the 

Executive Officer. For 2001 and subsequent model years, each manufacturer 

shall submit the documents required by section (c)(5), (e), and (f) with the Part 2 

Application for Certification pursuant to the “California 2001 through 2014 Model 

Criteria Pollutant Exhaust Emission Standards and Test Procedures and for 2001 

2009 through 2016 and Subsequent Model Greenhouse Gas Exhaust Emission 

Standards and Test Procedures for Passenger Cars, Light-Duty Trucks, and 

Medium-Duty Vehicles,” incorporated by reference in title 13, CCR section 

1961(d), or the “California 2015 and Subsequent Model Criteria Pollutant 

Exhaust Emission Standards and Test Procedures and 2017 and Subsequent 

Model Greenhouse Gas Exhaust Emission Standards and Test Procedures for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” incorporated by 

reference in title 13, CCR section 1961.2(d), as applicable. The Executive 

Officer may reject or require modification of any of the documents required by 

sections (c), (e), and (f) for, among other reasons, incompleteness and lack of 

clarity. Approval by the Executive Officer of the documents required by sections 

(c), (e), and (f) shall be a condition of certification. The Executive Officer shall 

approve or disapprove the documents required by sections (c), (e), and (f) within 

90 days of the date such documents are received from the manufacturer. Any 

disapproval shall be accompanied by a statement of the reasons thereof. In the 

event of disapproval, the manufacturer may petition the Board to review the 

decision of the Executive Officer. 

* * * * 

NOTE: Authority cited: Sections 39600 and 39601, Health and Safety Code. Reference: Sections 

43106, 43204, 43205, 44004, 44010, 44011, 44012, 44015, and 44017, Health and Safety Code. 

 
151

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2038. Performance Warranty Requirements for 1990 and Subsequent 

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

Motor Vehicle Engines Used in Such Vehicles 

* * * * 

 (c) Written Instructions. 

* * * * 

 (3) For 2001 and subsequent model years, each vehicle or engine 

manufacturer shall submit the documents required by section (c)(1) with the Part 

2 Application for Certification pursuant to the “California 2001 through 2014 

Model Criteria Pollutant Exhaust Emission Standards and Test Procedures and 

for 2001 2009 through 2016 and Subsequent Model Greenhouse Gas Exhaust 

Emission Standards and Test Procedures for Passenger Cars, Light-Duty 

Trucks, and Medium-Duty Vehicles,” incorporated by reference in title 13, CCR 

section 1961(d), or the “California 2015 and Subsequent Model Criteria Pollutant 

Exhaust Emission Standards and Test Procedures and 2017 and Subsequent 

Model Greenhouse Gas Exhaust Emission Standards and Test Procedures for 

Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles,” incorporated by 

reference in title 13, CCR section 1961.2(d), as applicable. 

* * * * 

NOTE: Authority cited: Sections 39600 and 39601, Health and Safety Code. Reference: Sections 

43106, 43204, 43205, 44004, 44010, 44011, 44012, 44014, and 44015, Health and Safety Code. 
152

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2062. Assembly-Line Test Procedures - 1998 and Subsequent Model 

Years. 

New 1998 through 2000 model-year passenger cars, light-duty trucks, and 

medium-duty vehicles, subject to certification and manufactured for sale in 

California, except for zero-emission vehicles and medium-duty vehicles certified 

according to the optional standards and test procedures of Section 1956.8, Title 

13, California Code of Regulations, shall be tested in accordance with the 

“California Assembly-Line Test Procedures for 1998 through 2000 Model-Year 

Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles,” adopted June 

24, 1996, as last amended August 5, 1999, which is incorporated herein by 

reference. New 2001 and subsequent model-year passenger cars, light-duty 

trucks, and medium-duty vehicles, subject to certification and manufactured for 

sale in California, except for zero-emission vehicles and medium-duty vehicles 

certified according to the optional standards and test procedures of Section 

1956.8, Title 13, California Code of Regulations, shall be tested in accordance 

with the “California Assembly-Line Test Procedures for 2001 and Subsequent 

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

adopted August 5, 1999, which is incorporated herein by reference. These test 

procedures shall also apply to federally certified light-duty motor vehicles, except 

as provided in “Guidelines for Certification of 1983 and Subsequent Through 

2002 Model-Year Federally Certified Light-Duty Motor Vehicles for Ssale in 

California,” adopted July 20, 1982, as last amended July 21, 1991 July 30, 2002, 

and the “Guidelines for Certification of 2003 and Subsequent Model-Year 

Federally Certified Light-Duty Motor Vehicles for sale in California,” adopted July 

30, 2002, which is are incorporated herein by reference. 

NOTE: Authority cited: Sections 39515, 39600, 39601, 43013, 43018, 43101, 43104 and 43210, 

Health and Safety Code. Reference: Sections 39002, 39003, 39500, 43000, 43013, 43018, 

43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43204, 43210, 43211 and 43212, Health 

and Safety Code. 
153

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2112. Definitions. 

* * * * 

 (b) “Correlation factor” means a pollutant-specific multiplicative factor 

calculated by a manufacturer for an engine family or test group which establishes 

a relationship between chassis exhaust emission data, as determined from the 

test procedures specified in section 1960.1, or 1961, or 1961.2, Title 13, 

California Code of Regulations, and engine exhaust emission data, as 

determined from the test procedures specified in section 1956.8, Title 13, 

California Code of Regulations. 

* * * * 

(l)(9) For 2001 and subsequent- through 2019 model year medium-duty 

low-emission, ultra-low-emission and super-ultra-low-emission vehicles certified 

to the primary standards in section 1961(a)(1), and motor vehicle engines used in 

such vehicles, a period of use of ten years or 120,000 miles, whichever occurs 

first. For 2001 and subsequent through 2019 medium-duty low-emission, ultralow-emission and super-ultra-low-emission vehicles certified to the optional 

150,000 mile standards in section 1961(a)(1), and motor vehicle engines used in 

such vehicles, a period of use of fifteen years or 150,000 miles, whichever occurs 

first. For all other 1995 and subsequent model-year medium-duty vehicles, and 

motor vehicle engines used in such vehicles, and 1992 through 1994 model-year 

medium-duty low-emission, and ultra-low-emission vehicles certified to the 

standards in Section 1960.1(h)(2), and motor vehicle engines used in such 

vehicles, a period of use of eleven years or 120,000 miles, whichever occurs first. 

* * * * 

(l)(18) For those passenger cars, light-duty trucks, and medium-duty 

vehicles certified to the standards in section 1961.2 or 1961.3, the useful life shall 

be fifteen years or 150,000 miles, whichever occurs first. 

[renumber subsections (l)(18) through (l)(23) as (l)(19) through (l)(24)] 

* * * * 

NOTE: Authority cited: Sections 39600, 39601, 43013, 43018, 43101, 43104, 43105 and 43806, 

Health and Safety Code; and Section 28114, Vehicle Code. Reference: Sections 39002, 39003, 

39500, 43000, 43009.5, 43013, 43018, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 

43107, 43202, 43204-43205.5, 43206, 43210, 43211, 43212, 43213 and 43806, Health and 

Safety Code; and Section 28114, Vehicle Code. 
154

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2139. Testing. 

After the vehicles have been accepted and restorative maintenance, if 

any, has been performed, the ARB or its designated laboratory shall perform the 

applicable emission tests pursuant to the following: 

(a) For passenger cars and light-duty trucks, in-use compliance emission 

tests shall be performed pursuant to section 1960.1, or 1961, 1961.2, or 1961.3, 

Title 13, California Code of Regulations, as applicable. 

(b) For medium-duty vehicles certified according to the chassis standards and 

test procedures specified in section 1960.1, or 1961, 1961.2, or 1961.3, Title 13, 

California Code of Regulations and the documents incorporated by reference 

therein, in-use compliance emission tests shall be performed pursuant to section 

1960.1, or 1961, 1961.2, or 1961.3, Title 13, California Code of Regulations, as 

applicable. 

 (c) For medium-duty engines and vehicles certified according to the optional 

engine test procedures specified in section 1956.8, Title 13, California Code of 

Regulations and the documents incorporated by reference therein, in-use 

compliance emission tests shall be performed pursuant to one of the following 

procedures: 

* * * * 

 (2) Medium-duty vehicles may be tested according to the chassis test 

procedures specified in section 1960.1(k), or 1961, or 1961.2, as applicable, if a 

manufacturer develops correlation factors which establish the relationship 

between engine and chassis testing for each engine family or test group and 

submits these correlation factors within one year after the beginning of 

production. The correlation factors shall be applied to the measured in-use 

engine exhaust emission data to determine the in-use engine exhaust emission 

levels. All correlation factors and supporting data included in a manufacturer’s 

application must be submitted to and approved by the Executive Officer in 

advance of their use by a manufacturer. Correlation factors intended to apply to 

a specific engine family or test group shall be applicable for each vehicle model 

incorporating that specific engine. Manufacturers shall submit test data 

demonstrating the applicability of the correlation factors for vehicle models 

comprising a minimum of 80 percent of their engine sales for that specific engine 

family or test group. The correlation factors for the remaining fleet may be 

determined through an engineering evaluation based upon a comparison with 

similar vehicle models. The Executive Officer shall approve a submitted 

correlation factor if it accurately corresponds to other established empirical and 

theoretical correlation factors and to emission test data available to the Executive 

Officer. 
155

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

A manufacturer may choose to use the results from the chassis in-use 

testing as a screening test. If an engine family or test group does not 

demonstrate compliance with any of the applicable in-use engine standards, as 

determined from the chassis test data and the applied correlation factors, the 

manufacturer shall be subject to the requirements and cost of in-use compliance 

engine testing, as specified in section 2139(c)(1). The manufacturer shall be 

subject to engine testing for any non-complying engine family or test group for 

each subsequent year until compliance with the engine emission standards is 

demonstrated. 

Subsequent to approval of the correlation factors, the Executive Officer 

may make a determination that the original correlation factors are not valid. Such 

a determination may be based upon in-use emission data, including chassis and 

engine testing. Upon determination that the correlation factors for a specific 

engine family or test group are not valid, the manufacturer of the engine family or 

test group shall be subject to the enforcement testing requirements and costs of 

in-use compliance engine testing, as specified in section 2139(c)(1). 

* * * * 

NOTE: Authority cited: Sections 39600, 39601, 43013, 43018, 43101, 43104 and 43105, Health 

and Safety Code. Reference: Sections 39002, 39003, 43000, 43009.5, 43013, 43018, 43100, 

43101, 43101.5, 43102, 43103, 43104, 43105, 43106, 43107, 43204-43205.5 and 43211-43213, 

Health and Safety Code. 
156

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2140. Notification and Use of Test Results.

* * * * 

 (b) If the results of the in-use vehicle emission tests conducted pursuant 

to Section 2139 indicate that the average emissions of the test vehicles for any 

pollutant exceed the applicable emission standards specified in Title 13, 

California Code of Regulations, Section 1960.1, 1961, 1961.2, 1961.3, 1956.8, 

1958, 2412, 2423 or 2442, the entire vehicle population so represented shall be 

deemed to exceed such standards. The Executive Officer shall notify the 

manufacturer of the test results and upon receipt of the notification, the 

manufacturer shall have 45 days to submit an influenced recall plan in 

accordance with Sections 2113 through 2121, Title 13, California Code of 

Regulations. If no such recall plan is submitted, the Executive Officer may order 

corrective action including recall of the affected vehicles in accordance with 

Sections 2122 through 2135, Title 13, California Code of Regulations. 

NOTE: Authority cited: Sections 39600, 39601, 43013, 43018 and 43105, Health and Safety 

Code. Reference: Sections 43000, 43009.5, 43013, 43018, 43101, 43104, 43105, 43106, 43107, 

43204-43205.5 and 43211-43213, Health and Safety Code. 
157

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2145. Field Information Report. 

* * * * 

(b) All field information reports shall be submitted to the Chief, Mobile 

Source Operations Division, 9528 Telstar Avenue, El Monte, CA 91731, and shall 

contain the following information in substantially the format outlined below: 

* * * * 

(3) A description of each class or category of California-certified vehicles 

or engines affected including make, model, model-year, engine family or test 

group and such other information as may be required to identify the vehicles or 

engines affected. The description shall include those engine families or test 

groups related to the affected engine family or test group through common 

certification test data allowed under Title 40, Code of Federal Regulations, 

Section 86.085-24(f), as amended December 10, 1984 or Title 40 Code of 

Federal Regulations, Section 86.1839-01, as adopted May 4, 1999 amended 

January 17, 2006 (“carry-over” and “carry-across” engine families or test groups). 

* * * * 

NOTE: Authority cited: Sections 39600, 39601 and 43105, Health and Safety Code. Reference: 

Sections 43000, 43009.5, 43018, 43101, 43104, 43105, 43106, 43107 and 43204-43205.5, 

Health and Safety Code. 
158

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§2147. Demonstration of Compliance with Emission Standards. 

* * * * 

 (b) A manufacturer may test properly maintained in-use vehicles with the 

failed emission-related component pursuant to the applicable certification 

emission tests specified in Title 13, California Code of Regulations, Section 

1960.1, or 1961, 1961.2, or 1961.3, as applicable, for passenger cars, light-duty 

trucks, and medium-duty vehicles, Section 1956.8 for heavy-duty engines and 

vehicles, Section 1958 for motorcycles, and Section 2442 for sterndrive/inboard 

marine engines. The emissions shall be projected to the end of the vehicle’s or 

engine’s useful life using in-use deterioration factors. The in-use deterioration 

factors shall be chosen by the manufacturer from among the following: 

* * * * 

(3) subject to approval by the Executive Officer, a manufacturer-generated 

deterioration factor. The Executive Officer shall approve such deterioration factor 

if it is based on in-use data generated from certification emission tests performed 

on properly maintained and used vehicles in accordance with the procedures set 

forth in Section 1960.1, or 1961, or 1961.2 of Title 13 of the California Code of 

Regulations, as applicable, for passenger cars, light-duty trucks, and mediumduty vehicles; Section 1956.8 of Title 13 of the California Code of Regulations for 

heavy duty vehicles and engines; and Section 1958 of Title 13 of the California 

Code of Regulations for motorcycles, and if the vehicles from which it was 

derived are representative of the in-use fleet with regard to emissions 

performance and are equipped with similar emission control technology as 

vehicles with the failed component. 

* * * * 

NOTE: Authority cited: Sections 39600, 39601 and 43105, Health and Safety Code. Reference: 

Sections 43000, 43009.5, 43018, 43101, 43104, 43105, 43106, 43107 and 43204-43205.5, 

Health and Safety Code. 
159

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§ 2235. Requirements.

New 1977 and subsequent through 2014 model-year gasoline-fueled 

motor vehicles and 1993 and subsequent through 2014 model-year methanolfueled passenger cars, light-duty trucks, medium-duty vehicles and heavy-duty 

vehicles shall not be sold, offered for sale or registered in California unless such 

vehicles comply with the Air Resources Board's "Specifications for Fill Pipes and 

Openings of 1977 through 2014 Model Motor Vehicle Fuel Tanks," dated March 

19, 1976 as last amended January 22, 1990 March 22, 2012, which is 

incorporated by reference herein or, in the case of motorcycles, are exempted 

pursuant to Chapter 1, Article 2, Section 1976(b). New 2015 and subsequent 

model-year gasoline and alcohol fueled passenger cars, light trucks, mediumduty vehicles, and heavy-duty vehicles shall not be sold, offered for sale, or 

registered in California unless such vehicles comply with the “Specifications for 

Fill Pipes and Openings of 2015 and Subsequent Model Motor Vehicle Fuel 

Tanks,” adopted March 22, 2012, which is incorporated by reference. 

Motorcycles are exempted pursuant to Chapter 1, Article 2, Section 1976(b). 

NOTE: Authority cited: Sections 39600, 39601, 43013, 43018, 43101, 43104, 43107 and 43835, 

Health and Safety Code. Reference: Sections 39003, 43000, 43013, 43018, 43101, 43104, 

43106, 43204 and 43835, Health and Safety Code; and Sections 28111 and 28112, Vehicle 

Code. 
160

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

§ 2317. Satisfaction of Designated Clean Fuels Requirements with a 

Substitute Fuel.

(a) Any person may petition the state board to designate by regulation a 

substitute fuel which may be used instead of a primary designated clean fuel to 

satisfy any requirements in this chapter pertaining to a designated clean fuel. The 

state board shall designate such a substitute fuel if it is satisfied that the 

petitioner has demonstrated all of the following: 

(1) That use of the fuel in low-emission vehicles certified on the primary 

designated clean fuel will result in emissions of NMOG (on a reactivity-adjusted 

basis), NOx, and CO no greater than the corresponding emissions from such 

vehicles fueled with the primary designated clean fuel, as determined pursuant to 

the procedures set forth in the “California Test Procedure for Evaluating 

Substitute Fuels and New Clean Fuels through 2014,” as adopted November 2, 

1993 amended March 22, 2012 or the “California Test Procedure for Evaluating 

Substitute Fuels and New Clean Fuels in 2015 and Subsequent Years,” as 

adopted March 22, 2012, as applicable, which is are incorporated herein by 

reference. 

(2) That use of the fuel in low-emission vehicles certified on the primary 

designated clean fuel will result in potential health risks from exposure to 

benzene, 1,3-butadiene, formaldehyde, and acetadehyde in the aggregate no 

greater than the corresponding potential health risks for such vehicles fueled with 

the primary designated clean fuel, as determined pursuant to the procedures set 

forth in the “California Test Procedure for Evaluating Substitute Fuels and New 

Clean Fuels through 2014” or the “California Test Procedure for Evaluating 

Substitute Fuels and New Clean Fuels in 2015 and Subsequent Years,” as 

applicable,”as adopted November 2, 1993, which is are incorporated herein by 

reference. 

(3) That if the proposed substitute fuel may be used to fuel any motor 

vehicle other than low-emission vehicles certified on the primary designated 

clean fuel: 

(A) Use of the substitute fuel in such other motor vehicles would not 

increase emissions of NMOG (on a reactivity-adjusted basis), NOx, and CO as 

determined pursuant to the procedures set forth in the “California Test Procedure 

for Evaluating the Emission Impacts of Substitute Fuels or and New Clean Fuels

through 2014” or the “California Test Procedure for Evaluating Substitute Fuels 

and New Clean Fuels in 2015 and Subsequent Years,” as applicable,” as 

adopted November 2, 1993, which is are incorporated herein by reference; and 

(B) Use of the substitute fuel in such other motor vehicles would 

result in potential health risks from exposure to benzene, 1,3-butadiene, 

formaldehyde, and acetadehyde in the aggregate no greater than the 
161

 As Amended: March 22, 2012 

Date of Hearing: January 26-27, 2012

corresponding potential health risk from the emissions from such vehicles when 

operating on their customary fuel, as determined pursuant to the procedures set 

forth in the “California Test Procedure for Evaluating the Emission Impacts of 

Substitute Fuels or and New Clean Fuels through 2014” or the “California Test 

Procedure for Evaluating Substitute Fuels and New Clean Fuels in 2015 and 

Subsequent Years,” as applicable,” as adopted November 2, 1993, which is are 

incorporated herein by reference; and 

(C) Use of the substitute fuel in such other motor vehicles would not 

result in increased deterioration of the emission control system on the vehicle 

and would not void the warranties of any such vehicles. 

* * * * 

NOTE: Authority cited: Sections 39600, 39601, 39667, 43013, 43018 and 43101, Health and 

Safety Code; and Western Oil and Gas Ass'n. v. Orange County Air Pollution Control District , 14 

Cal. 3d 411, 121 Cal. Rptr. 249 (1975). Reference: Sections 39000, 39001, 39002, 39003, 39500, 

39515, 39516, 39667, 43000, 43013, 43018 and 43101, Health and Safety Code; and Western 

Oil and Gas Ass'n. v. Orange County Air Pollution Control District , 14 Cal. 3d 411, 121 Cal. Rptr. 

249 (1975).