California Environmental Protection Agency 

 AIR RESOURCES BOARD 

 CALIFORNIA EXHAUST EMISSION STANDARDS AND TEST PROCEDURES FOR 

2009 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

 Adopted: December 17, 2008 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 

TABLE OF CONTENTS

Section Page 

No.

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

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

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

1. ZEV Emission Standard......................................................................... C-1 

2. Percentage ZEV Requirements. ............................................................ C-3 

3. Partial ZEV Allowance Vehicles (PZEVs) .............................................. C-7 

4. Qualification for ZEV Multipliers and Credits ....................................... C-11 

5. [Reserved] ........................................................................................... C-15 

6. [Reserved] ........................................................................................... C-15 

7. Generation and Use of ZEV Credits; Calculation of Penalties............. C-15 

8. Severability .......................................................................................... C-21 

9. Public Disclosure ................................................................................. C-21 

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

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

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

3. ZEV Reporting Requirements................................................................ D-2 

E. Test Procedures ...................................................................................................E-1 

1. Electric Dynamometer ............................................................................E-1

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

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

4. Determination of Battery Specific Energy for ZEVs ................................E-3 

5. Determination of the Emissions of the Fuel-fired Heater ........................E-3 

6. Hybrid Electric Vehicle FTP Emission Test Provisions ...........................E-4 

7. Hybrid Electric Vehicle Highway Emission Test Provisions ....................E-9 

8. Hybrid Electric Vehicle SFTP Emission Test Provisions.......................E-11 

9. State-of-Charge Net Change Tolerances .............................................E-16 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 A,B-1

 CALIFORNIA EXHAUST EMISSION STANDARDS AND TEST PROCEDURES FOR 

2009 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 

A. Applicability

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

2009 and subsequent model-year zero-emission passenger cars, light-duty trucks and 

medium-duty vehicles, and 2001 and subsequent model-year hybrid electric passenger 

cars, light-duty trucks and medium-duty vehicles. The general procedures and 

requirements necessary to certify a vehicle for sale in California are contained in the 

“California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent 

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

by reference in title 13 CCR Section 1961(d) (hereinafter “LDV/MDV TPs”), and apply 

except as amended herein. A manufacturer may elect to certify a 2000 model-year 

hybrid electric vehicle under these standards and test procedures and the LDV/MDV 

TPs. 

B. Definitions

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

definitions and abbreviations set forth in the Title 40 Code of Federal Regulations § 

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

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

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

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

multiplier. 

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

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

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

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

procedures). 

“Auxiliary power unit” means a device that converts consumable fuel energy 

into mechanical or electrical energy. Some examples of auxiliary power units are 

internal combustion engines, gas turbines, or fuel cells. 

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

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

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

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

operation. 

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

consisting of any number of individual battery modules or cells that is used to propel a 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 A,B-2

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

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

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

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

“Charge-depleting” means that the battery of a hybrid electric vehicle ultimately 

fully discharges and impairs vehicle operation as the vehicle continuously operates over 

a given driving cycle when no off-vehicle charging is performed and the consumable 

fuel is regularly replenished. Hybrid electric vehicles are required to be classified as 

either charge-sustaining or charge-depleting over each driving cycle (i.e. UDDS, 

HFEDS, US06, or SC03). 

“Charge depletion range actual or Rcda” means the distance achieved by a 

hybrid electric vehicle on a specified driving cycle at the point when the zero emission 

energy storage device is depleted of off-vehicle charge and regenerative braking 

derived energy. 

“Charge-sustaining” means that the battery of a hybrid electric vehicle 

ultimately does not fully discharge and impair vehicle operation as the vehicle 

continuously operates over a given driving cycle when no off-vehicle charging is 

performed and the consumable fuel is regularly replenished. Hybrid electric vehicles 

are required to be classified as either charge-sustaining or charge-depleting over each 

driving cycle (i.e. UDDS, HFEDS, US06, or SC03). 

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

energy when consumed by an auxiliary power unit. 

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

electronics which provide acceleration torque to the drive wheels sometime during 

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

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

application. 

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

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

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

“Enhanced AT PZEV” means any PZEV that has an allowance of 1.0 or greater 

per vehicle without multipliers and makes use of a ZEV fuel

“Equivalent all electric range” means the charge depletion range multiplied by 

the electric range fraction (EAER = Rcd x ERF). 

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

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

the propulsion of the vehicle. 

“HFEDS” means highway fuel economy driving schedule. See 40 CFR 

600.109(b). 

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

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

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

flywheel. 

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

the definition of “low-speed vehicle” either in section 385.5 of the Vehicle Code or in 49 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 B-3

CFR 571.500 (as it existed on July 1, 2000), and is certified to zero-emission vehicle 

standards. 

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

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

vehicle in any manner while the vehicle is being driven. 

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

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

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

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

qualifies for a partial ZEV allowance of at least 0.2. 

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

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

device. 

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

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

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

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

validating an emission test. See section D.8 of these procedures for tolerance 

specifications. 

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

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

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

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

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

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

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

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

C.4.4(a). 

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

Appendix I of 40 CFR Part 86. 

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

40 CFR Part 86. 

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

standards. 

“Zero-emission VMT” means the vehicle miles traveled with zero exhaust 

emissions of any criteria pollutant (or precursor pollutant). 

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

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

compressed air. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-1 

C. Zero-Emission Vehicle Standards.

 

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

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

ZEVs if the vehicles produce zero exhaust emissions of any criteria pollutant (or 

precursor pollutant) under any and all possible operational modes and conditions. 

2. Percentage ZEV Requirements 

2.1 General Percentage ZEV Requirement. 

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

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

LDT2s to the extent required by section C.2.2(c), produced by the manufacturer and 

delivered for sale in California that must be ZEVs, subject to the conditions in section 

C.2.2. 

Model Years Minimum ZEV Requirement 

2009 through 2011 11 % 

2012 through 2014 12 % 

2015 through 2017 14 % 

2018 and subsequent 16 % 

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

Requirement is Applied. For the 2009 through 2011 model years, a manufacturer’s 

production volume of PCs and LDT1s, and LDT2s as applicable, produced and 

delivered for sale in California will be based on the three-year average of the 

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

delivered for sale in California in the 2003 through 2005 model years. For 2012 and 

subsequent model years, a manufacturer’s production volume for the given model year 

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

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

prior fourth, fifth and sixth years [for example, 2013 model-year ZEV requirements will 

be based on California production volumes of PCs and LDT1s, and LDT2s as 

applicable, for the 2007 to 2009 model years]. This production averaging is used to 

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

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

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

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

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

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

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

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

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

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

produced by the marketing manufacturer (Manufacturer B). 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-2 

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

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

included in determining the manufacturer’s overall ZEV requirement under section 

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

2009 2010 2011 2012+ 

51% 68% 85% 100% 

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

calculating, for purposes of sections C.2.1(b) and (c), the volume of PCs, LDT1s and 

LDT2s a manufacturer has produced and delivered for sale in California, the 

manufacturer shall exclude the number of ZEVs produced by the manufacturer, or by a 

subsidiary in which the manufacturer has a greater than 50 percent ownership interest, 

and delivered for sale in California. 

2.2 Requirements for Large Volume Manufacturers. 

(a) Primary Requirements for Large Volume Manufacturers through Model 

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

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

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

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

using PZEVs or credits generated by such vehicles. 

(b) Alternative Requirements for Large Volume Manufacturers.

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

 

(A) [RESERVED] 

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

the alternative compliance requirements during model years 2009 through 2011 must 

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

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

period from model years 2003 through 2005, though production, delivery for sale, and 

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

each ZEV Type compared to a Type III prescribed in the table below, or submit an 

equivalent number of credits generated by such vehicles. 

ZEV Types Credit Substitution Ratio 

Type I 2 

Type I.5 1.6 

Type II 1.33 

Type IV 0.8 

Type V 0.57 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-3 

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

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

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

4 ZEV credits. 

(C) [RESERVED]

(D) [RESERVED] 

 (E) [RESERVED]

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

credits for transportation systems generated in accordance with section C.7.5 shall not 

be counted towards compliance with this section C.2.2(b)(1)(B). 

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

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

the 2009 through 2011 minimum floor requirement specified in section C.2.2(b)(1)(B) 

provided that the value of these carryover credits shall be based on the model year in 

which the credits are used. Beginning with the 2012 model year, these credits may no 

longer be used to meet the ZEV requirement; they may be used as Enhanced AT 

PZEV, AT PZEV, or PZEV credits. ZEV credits earned in model year 2009 and 

subsequent would be allowed to be carried forward for two years for application to the 

ZEV requirement. For example, ZEV credit earned in the 2010 model year would retain 

full flexibility through the 2012 model year, at which time that credit could only be used 

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

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

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

that, after electing the alternative requirements in section C.2.2(b) for any model year 

from 2009 through 2011, fails to meet the requirement in section C.2.2(b)(1)(B) by the 

end of the 2011 model year, shall be treated as subject to the primary requirements in 

section C.2.1(a) for the 2009 through 2011 model years. 

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

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

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

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

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

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

vehicles. ZEV credits generated for compliance with the alternative requirements 

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

ZEVs, AT PZEVs, Enhanced AT PZEVs, or credits generated from such vehicles, but 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-4 

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

PZEVs or credits generated from such vehicles. 

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

alternative requirements in section C.2.2(b) are not available after the 2011 model year. 

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

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

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

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

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

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

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

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

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

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

elect the alternative compliance requirements for the 2009 through 2011 model years 

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

that period in section C.2.2(b)(1)(B). 

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

through 2017. 

(1) 2012 through 2014 Requirements. A manufacturer must meet the total 

ZEV obligation with ZEVs or ZEV credits generated by such vehicles, excluding NEVs 

and Type 0 ZEVs, equal to at least 0.79% of its annual sales, using either production 

volume determination method described in section C.2.1(b) No more than 50% of the 

total obligation may be met with PZEVs, No more than 75% of the total obligation may 

be met with AT PZEVs. No more than 93.4% may be met with Enhanced AT PZEVs, 

Type 0 ZEVs, and NEVs, other than limits described in section C.7.6. The entire 

requirement may be met solely with ZEVs. 

(2) 2015 through 2017 Requirements. A manufacturer must meet its ZEV 

obligation with ZEVs or ZEV credits generated by such vehicles, excluding NEVs and 

Type 0 ZEVs, equal to at least 3% of its annual sales, using either production volume 

determination method described in section C.2.1(b). No more than 42.8% of the total 

obligation may be met with PZEVs, No more than 57.1% of the total obligation may be 

met with AT PZEVs. No more than 78.5% may be met with Enhanced AT PZEVs, Type 

0 ZEVs, and NEVs, other than limits described in section C.7.6. The entire requirement 

may be met solely with ZEVs. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-5 

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

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

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

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

Years 

Total ZEV 

Percent 

Requirement

Minimum 

ZEV floor 

Enhanced 

AT PZEVs, 

Type 0s,or 

NEVs 

AT PZEVs PZEVs 

2012 – 2014 12 0.79 2.21 3.0 6.0 

2015 – 2017 14 3.0 3.0 2.0 6.0 

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

credits for transportation systems generated in accordance with section C.7.5 may be 

used to meet up to one tenth of the portion of the ZEV obligation which must be met 

with ZEVs, specified in section C.2.2(d).

(e) Requirements for Large Volume Manufacturers in Model Year 2018 and 

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

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

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

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

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

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

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

manufacturer’s remaining ZEV requirement. 

2.3 Requirements for Intermediate Volume Manufacturers. In 2009 and 

subsequent model years, an intermediate volume manufacturer may meet its ZEV 

requirement with up to 100 percent PZEVs or credits generated by such vehicles. 

2.4 Requirements for Small Volume Manufacturers and Independent Low 

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

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

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

market credits for the ZEVs or PZEVs it produces and delivers for sale in California. 

2.5 Counting ZEVs and PZEVs in Fleet Average NMOG Calculations. For 

purposes of calculating a manufacturer’s fleet average NMOG value and NMOG credits 

under sections 1961(b) and (c), title 13, CCR, a vehicle certified as a ZEV is counted as 

one ZEV, and a PZEV is counted as one SULEV certified to the 150,000 mile 

standards, regardless of any ZEV or PZEV multipliers. 

2.6 [RESERVED]. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-6 

2.7 Changes in Small Volume, Independent Low Volume, and 

Intermediate Volume Manufacturer Status. 

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

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

4,500 units of new PCs, LDTs, and MDVs based on the average number of vehicles 

produced and delivered for sale for the three previous consecutive model years, or if an 

independent low volume manufacturer’s average California production volume exceeds 

10,000 units of new PCs, LDTs, and MDVs based on the average number of vehicles 

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

manufacturer shall no longer be treated as a small volume, or independent low volume 

manufacturer, as applicable, and shall comply with the ZEV requirements for 

intermediate volume manufacturers, as applicable, beginning with the sixth model year 

after the last of the three consecutive model years. 

If an intermediate volume manufacturer’s average California production volume 

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

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

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

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

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

model years, comply with all ZEV requirements for large volume manufacturers. 

Requirements will begin in the fourth model year rather than the sixth model year 

when a manufacturer ceases to be a small or intermediate volume manufacturer in 

2003 or subsequent years due to the aggregation requirements in majority ownership 

situations, except that if the majority ownership in the manufacturer was acquired prior 

to the 2001 model year, the manufacturer must comply with the stepped-up ZEV 

requirements starting in the 2010 model year. 

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

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

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

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

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

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

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

the next model year. 

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

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

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

starting with the next model year. The manufacturer’s small or intermediate volume 

manufacturer status for the next model year shall be based on the average California 

production volume in the three previous consecutive model years of those 

manufacturers whose production volumes must be aggregated for that next model year. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-7 

For example, where a change of ownership during the 2010 model year results in a 

requirement that the production volume of Manufacturer A be aggregated with the 

production volume of Manufacturer B, Manufacturer A’s status for the 2011 model year 

will be based on the production volumes of Manufacturers A and B in the 2008-2010 

model years. Where the production volume of Manufacturer A must be aggregated with 

the production volumes of Manufacturers B and C for the 2010 model year, and during 

that model year a change in ownership eliminates the requirement that 

Manufacturer B’s production volume be aggregated with Manufacturer A’s, 

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

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

lead time provisions in sections C2.7(a) and (b) will apply. 

3. Partial ZEV Allowance Vehicles (PZEVs).

3.1 Introduction. This section C.3 sets forth the criteria for identifying 

vehicles delivered for sale in California as PZEVs. A PZEV is a vehicle that cannot be 

certified as a ZEV but qualifies for a PZEV allowance of at least 0.2. 

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

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

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

0.2. 

(a) SULEV Standards. Certify the vehicle to the 150,000-mile SULEV 

exhaust emission standards for PCs and LDTs in section 1961(a)(1), title 13, CCR. 

Bi-fuel, fuel-flexible and dual-fuel vehicles must certify to the applicable 150,000-mile 

SULEV exhaust emission standards when operating on both fuels; 

(b) Evaporative Emissions. Certify the vehicle to the evaporative emission 

standards in section 1976(b)(1)(E), title 13, CCR zero-fuel evaporative emissions 

standards); 

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

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

150,000 miles; and 

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

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

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

storage device used for traction power (such as a battery, ultracapacitor, or other 

electric storage device). 

 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-8 

3.3 Zero-Emission VMT PZEV Allowance.

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

requirements of section C.3.2 and has zero-emission vehicle miles traveled (“VMT”) 

capability will generate an additional zero emission VMT PZEV allowance, calculated as 

follows: 

Range Zero-emission VMT Allowance 

EAER < 10 miles 0.0 

EAER >=10 miles 

and 

Rcda = 10 miles to 40 miles 

EAER x (1 – UFRcda)/11.028 

Rcda >40 miles EAER40/ 29.63 

The urban equivalent all-electric range (EAER) and urban charge 

depletion range actual (Rcda) shall be determined in accordance with section E.3.2.1 of 

these test procedures. The utility factor (UF) based on the charge depletion range 

actual (Rcda) shall be determined according to SAE J2841 PropDft 2008. 

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

manufacturer may submit for Executive Officer approval an alternative procedure for 

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

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

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

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

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

(c) [RESERVED].

 

3.4 PZEV Allowance for Advanced ZEV Componentry. A vehicle that 

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

PZEV allowance as provided in this section 3.4. 

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

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

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

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

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

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

cryogenic temperatures, shall instead qualify for an advanced componentry PZEV 

allowance of 0.3. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-9 

 (b) Use of a Qualifying HEV Electric Drive System

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

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

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

table. 

Characteristics Type C Type D Type E Type F Type G 

Electric Drive 

System Peak 

Power Output 

≥ 10 kW ≥ 10 kW ≥ 50 kW 

Zero Emission 

VMT 

allowance; ≥

10 mile 

all-electric 

range (UDDS 

drive cycle) 

Zero-Emission 

VMT allowance; 

≥ 10 mile 

all-electric range 

(US06 drive 

cycle) 

Traction Drive 

System Voltage < 60 Volts ≥ 60 Volts 

≥ 60 

volts ≥ 60 volts ≥ 60 volts 

Traction Drive 

Boost Yes Yes Yes Yes Yes 

Regenerative 

Braking Yes Yes Yes Yes Yes 

Idle Start/Stop Yes Yes Yes Yes Yes 

(2) [RESERVED]. 

(3) [RESERVED]. 

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

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

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

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

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

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

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

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

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

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

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

2015 and subsequent model years. 

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

reasonable satisfaction of the Executive Officer meets all of the criteria for a Type E 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-10 

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

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

2015 and subsequent model years. 

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

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

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

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

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

subsequent model years. 

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

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

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

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

years, 0.9 in the 2012 through 2014 model years, and 0.8 in the 2015 and subsequent 

model years. 

(9) Severability. In the event that all or part of section C.3.4(b)(1)-(8) is found 

invalid, the remainder of these standards and test procedures, including the remainder 

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

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

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

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

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

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

the vehicle (on a grams/mile basis) are lower than or equal to 0.01 grams/mile. Fuelcycle emissions must be calculated based on near-term production methods and 

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

3.6 Calculation of PZEV Allowance.

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

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

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

phase-in multiplier listed in section C.3.7, subject to the cap in section C.3.6(b). 

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

vehicles meeting the criteria in section C.3.2; 

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

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

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

componentry PZEV allowance, if any, determined in accordance with section C.3.4; and 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-11 

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

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

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

(1) Cap for 2009 and Subsequent Model-Year Vehicles. The maximum value 

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

allowance, is 3.0. 

(2) [RESERVED].

3.7 PZEV Multipliers

(a) [RESERVED]. 

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

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

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

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

qualifies for a phase-in multiplier of 1.25. 

4. Qualification for ZEV Multipliers and Credits. 

4.1 [RESERVED]. 

4.2 [RESERVED]. 

4.3 [RESERVED]. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-12 

4.4 ZEV Credits for 2009 and Subsequent Model Years. 

(a) ZEV Tiers for Credit Calculations. ZEV credits from a particular 

ZEV are based on the assignment of a given ZEV into one of the 

following eight ZEV tiers: 

ZEV Tier UDDS ZEV 

Range (miles) 

Fast Refueling Capability 

NEV No minimum N/A 

Type 0 < 50 N/A 

Type I ≥ 50, <75 N/A 

Type I.5 ≥ 75, <100 N/A 

Type II ≥ 100 N/A 

≥ 100 

Must be capable of 

replacing 95 miles (UDDS 

ZEV range) in ≤ 10 minutes 

per section C.4.4(b) 

Type III 

≥ 200 N/A 

Type IV ≥ 200 

Must be capable of 

replacing 190 miles (UDDS 

ZEV range) in ≤ 15 minutes 

per section C.4.4(b) 

Type V ≥ 300 

Must be capable of 

replacing 285 miles (UDDS 

ZEV range) in ≤ 15 minutes 

per section C.4.4(b) 

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

subsequent model-year Type III, IV, or V ZEV in section C.4.4.(a) will be considered 

met if the Type III ZEV has the capability to accumulate at least 95 miles of UDDS 

range in 10 minutes or less and the Type IV or V ZEV has the capability to accumulate 

at least 190 or 285 miles, respectively, in 15 minutes or less. For ZEVs that utilize more 

than one ZEV fuel, such as plug-in fuel cell vehicles, the Executive Officer may choose 

to waive these section C.4.4.(b) fast fueling requirements and base the amount of credit 

earned on UDDS ZEV range, as specified in section C.4.4.(a). 

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

subsequent model-year ZEV, other than a NEV or Type 0, earns 1 ZEV credit when it is 

produced and delivered for sale in California. A 2009 and subsequent model-year ZEV 

earns additional credits based on the earliest year in which the ZEV is placed in service 

(not earlier than the ZEV’s model year). The following table identifies the total credits 

that a ZEV in each of the eight ZEV tiers will earn, including the credit not contingent on 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-13 

placement in service, if it is placed in service in the specified calendar year or by 

June 30 after the end of the specified calendar year. 

Total Credit Earned by ZEV Type and Model Year for 

Production and Delivery for Sale and for Placement 

Tier Calendar Year in Which ZEV is Placed in Service 

 2009-2017 2018+

NEV 0.30 0.30 

Type 0 1 1 

Type I 2 2 

Type I.5 2.5 2.5 

Type II 3 3 

Type III 4 3 

Type IV 5 3 

Type V 7 3 

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

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

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

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

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

(1) Provisions for 2009 Model Year. 

 (A) ZEVs, excluding NEVs and Type 0 ZEVs, that are either certified to the 

California ZEV standards or approved as part of an advanced technology 

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

counted towards compliance with the California percentage ZEV requirements in 

section C.2, including the requirements in section C.2.2(b), as if they were delivered for 

sale and placed in service in California. 

 

(B) ZEVs, excluding NEVs and Type 0 ZEVs, that are certified to the 

California ZEV standards or approved as part of an advanced technology 

demonstration program and are placed in service in California may be counted towards 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-14 

the percentage ZEV requirements of any section 177 state, including requirements 

based on section C.2.2(b). 

(2) Provisions for 2010 and Subsequent Model Years. Specified model year 

ZEVs, excluding NEVs and Type 0 ZEVs, that are either certified to the California ZEV 

standards applicable for the ZEV’s model year or approved as part of an advanced 

technology demonstration program and are placed in service in California or in a 

section 177 state may be counted towards compliance in California and in all section 

177 states, with the percentage ZEV requirements in section C.2, provided that the 

credits are multiplied by the ratio of an LVM’s applicable production volume for a model 

year, as specified in section C.2.1(b) in the state receiving credit to the LVM’s 

applicable production volume (hereafter, “proportional value”), as specified in section 

C.2.1(b) for the same model year in California. Credits generated in a section 177 state 

will be earned at the proportional value in the section 177 state, and earned in 

California at the full value specified in section C.4.4(c). However, credits generated by 

2010 and 2011 model-year vehicles produced, delivered for sale, and placed in service, 

or as part of an advanced technology demonstration program in California to meet any 

section 177 state’s requirements that implement section C.2.2(b) requirements are 

exempt from proportional value, with the maximum number of credits allowed to be 

counted towards compliance in a section 177 state being limited to the number of 

credits needed to satisfy a manufacturer’s section 177 state’s requirements to 

implement section C.2.2(b)(1)(B). The table below specifies the qualifying model years 

for each ZEV type that may be counted towards compliance in all section 177 states. 

 

Vehicle Type Model Years: 

Type I, I.5, or II ZEV 2009 – 2014 

Type III, IV, or V ZEV 2009 – 2017 

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

credit amount in section C.4.4.(c), NEVs must meet the following specifications and 

requirements in this section C.4.4(f):

(1) Specifications. A 2010 and subsequent model-year NEV, earns credit 

when it meets all the following specifications: 

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

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

50% state of charge. 

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

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

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

with 49 CFR 571.500 (68 FR 43972, July 25, 2003). 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-15 

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

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

battery at 100% state of charge. 

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

maintenance-free batteries. 

(3) Warranty Requirement. A 2010 and subsequent model year NEV drive 

train, including battery packs, must be covered for a period of at least 24 months. At 

least 6 months of the first 12 months of the NEV warranty period must be covered by a 

full warranty; the remainder of the first 12 months and all of the second 12 months of 

the warranty period may be optional extended warranties (available for purchase) and 

may be prorated. If the extended warranty is prorated, the percentage of the battery 

pack's original value to be covered or refunded must be at least as high as the 

percentage of the prorated coverage period still remaining. For the purpose of this 

computation, the age of the battery pack must be expressed in intervals no larger than 

three months. Alternatively, a manufacturer may cover 50 percent of the original value 

of the battery pack for the full period of the extended warranty. 

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

manufacturer provide copies of representative vehicle and battery warranties. 

5. [Reserved] 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

year 2011. 

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

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

California ZEVs or PZEVs in a given model year exceeding the manufacturer’s ZEV 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-16 

requirement set forth in section C.2 shall earn ZEV credits in accordance with this 

section C.7. 

7.2 ZEV Credit Calculations. 

(a) Credits from ZEVs. The amount of g/mi ZEV credits earned by a 

manufacturer in a given model year from ZEVs shall be expressed in units of g/mi 

NMOG, and shall be equal to the number of credits from ZEVs produced and delivered 

for sale in California that the manufacturer applies towards meeting the ZEV 

requirements for the model year subtracted from the number of ZEVs produced and 

delivered for sale in California by the manufacturer in the model year and then 

multiplied by the NMOG fleet average requirement for PCs and LDT1s, or LDT2s as 

applicable, for that model year. 

(b) Credits from PZEVs. The amount of g/mi ZEV credits from PZEVs earned 

by a manufacturer in a given model year shall be expressed in units of g/mi NMOG, and 

shall be equal to the total number of PZEV allowances from PZEVs produced and 

delivered for sale in California that the manufacturer applies towards meeting its ZEV 

requirement for the model year subtracted from the total number of PZEV allowances 

from PZEVs produced and delivered for sale in California by the manufacturer in the 

model year and then multiplied by the NMOG fleet average requirement for PCs and 

LDT1s, or LDT2s as applicable, for that model year. 

(c) Separate Credit Accounts. The number of credits from a manufacturer’s 

[i] ZEVs, [ii] enhanced AT PZEVs, [iii] AT PZEVs, [iv] all other PZEVs, and [v] NEVs 

shall each be maintained separately. 

7.3 ZEV Credits for MDVs and LDTs Other Than LDT1s. ZEVs and PZEVs 

classified as MDVs or as LDTs other than LDT1s may be counted toward the ZEV 

requirement for PCs, LDT1s and LDT2s as applicable, and included in the calculation of 

ZEV credits as specified in this section C.7 if the manufacturer so designates. 

7.4 ZEV Credits for Advanced Technology Demonstration Programs. In 

model years 2009 through 2014, ZEVs and Enhanced AT PZEVs, excluding NEVs, 

placed in a California advanced technology demonstration program for a period of two 

or more years, may earn ZEV credits even if it is not “delivered for sale” or registered 

with the California Department of Motor Vehicles (DMV). To earn such credits, the 

manufacturer must demonstrate to the reasonable satisfaction of the Executive Officer 

that the vehicles will be regularly used in applications appropriate to evaluate issues 

related to safety, infrastructure, fuel specifications or public education, and that for 50 

percent or more of the first two years of placement the vehicle will be operated in 

California. Such a vehicle is eligible to receive the same allowances and credits that it 

would have earned if placed in service. To determine vehicle credit, the model-year 

designation for a demonstration vehicle shall be consistent with the model-year 

designation for conventional vehicles placed in the same timeframe. Manufacturers 

may earn credit for as many as 25 vehicles per model, per ZEV state, per year under 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-17 

this section C.7.4. A manufacturer’s vehicles in excess of the 25-vehicle cap will not be 

eligible for advanced technology demonstration program credits. 

7.5 ZEV Credits for Transportation Systems. 

(a) General. In model years 2009 and subsequent, a ZEV placed, for two or 

more years, as part of a transportation system may earn additional ZEV credits, which 

may be used in the same manner as other credits earned by vehicles of that category, 

except as provided in section C.7.5(c) below. In model years 2009 through 2011, an 

Enhanced AT PZEV, AT PZEV or PZEV placed as part of a transportation system may 

earn additional ZEV credits, which may be used in the same manner as other credits 

earned by vehicles of that category, except as provided in section C.7.5(c) below. A 

NEV is not eligible to earn credit for transportation systems. To earn such credits, the 

manufacturer must demonstrate to the reasonable satisfaction of the Executive Officer 

that the vehicle will be used as a part of a project that uses an innovative transportation 

system as described in section C.7.5(b) below. 

(b) Credits Earned. In order to earn additional credit under this section C.7.5, 

a project must at a minimum demonstrate [i] shared use of ZEVs, Enhanced AT 

PZEVs, AT PZEVs or PZEVs, and [ii] the application of “intelligent” new technologies 

such as reservation management, card systems, depot management, location 

management, charge billing and real-time wireless information systems. If, in addition 

to factors [i] and [ii] above, a project also features linkage to transit, the project may 

receive further additional credit. For ZEVs only, not including NEVs, a project that 

features linkage to transit, such as dedicated parking and charging facilities at transit 

stations, but does not demonstrate shared use or the application of intelligent new 

technologies, may also receive additional credit for linkage to transit. The maximum 

credit awarded per vehicle shall be determined by the Executive Officer, based upon an 

application submitted by the manufacturer and, if appropriate, the project manager. 

The maximum credit awarded shall not exceed the following: 

Type of 

Vehicle 

Model Year Shared Use, 

Intelligence 

Linkage to 

Transit 

PZEV through 2011 2 1 

AT PZEV through 2011 4 2 

Enhanced AT 

PZEV 

2009 through 2011 4 2 

ZEV 2009 through 2011 6 3 

Enhanced AT 

PZEV 

2012 and 

subsequent 

1 1 

ZEV 2012 and 

subsequent 

2 1 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-18 

(c) Cap on Use of Credits. 

(1) ZEVs. Credits earned or allocated by ZEVs pursuant to this section C.7.5, 

not including all credits earned by the vehicle itself, may be used to satisfy up to onetenth of a manufacturer’s ZEV obligation in any given model year, and may be used to 

satisfy up to one-tenth of a manufacturer’s ZEV obligation which must be met with 

ZEVs, as specified in section C.2.2(d)(3). 

(2) Enhanced AT PZEVs. Credits earned or allocated by Enhanced AT 

PZEVs pursuant to this section C.7.5, not including all credits earned by the vehicle 

itself, may be used to satisfy up to one-tenth of a manufacturer’s ZEV obligation in any 

given model year, but may only be used in the same manner as other credits earned by 

vehicles of that category. 

(3) AT PZEVs. Credits earned or allocated by AT PZEVs pursuant to this 

section C.7.5, not including all credits earned by the vehicle itself, may be used to 

satisfy up to one-twentieth of a manufacturer’s ZEV obligation in any given model year, 

but may only be used in the same manner as other credits earned by vehicles of that 

category. 

(4) PZEVs. Credits earned or allocated by PZEVs pursuant to this section 

C.7.5, not including all credits earned by the vehicle itself, may be used to satisfy up to 

one-fiftieth of the manufacturer’s ZEV obligation in any given model year, but may only 

be used in the same manner as other credits earned by vehicles of that category. 

(d) Allocation of Credits. Credits shall be assigned by the Executive Officer to 

the project manager or, in the absence of a separate project manager, to the vehicle 

manufacturers upon demonstration that a vehicle has been placed in a project. Credits 

shall be allocated to vehicle manufacturers by the Executive Officer in accordance with 

a recommendation submitted in writing by the project manager and signed by all 

manufacturers participating in the project, and need not be allocated in direct proportion 

to the number of vehicles placed. 

7.6 Use of ZEV Credits. A manufacturer may meet the ZEV requirements in 

any given model year by submitting to the Executive Officer a commensurate amount of 

g/mi ZEV credits, consistent with section C.2. Credits in each of the categories may be 

used to meet the requirement for that category as well as the requirements for lesser 

credit earning ZEV categories, but shall not be used to meet the requirement for a 

greater credit earning ZEV category. For example, credits produced from Enhanced AT 

PZEVs may be used to comply with AT PZEV requirements, but not with the portion 

that must be satisfied by ZEVs. These credits may be earned previously by the 

manufacturer or acquired from another party. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-19 

(a) NEVs. Credits earned from NEVs offered for sale or placed in service in 

model years 2001 through 2005 cannot be used to satisfy more than the percentage 

limits described in the following table:

Model 

Years ZEV Obligation that: 

Percent limit for NEVs 

allowed to meet each 

Obligation: 

2009 – 

2011 Must be met with ZEVs 50% 

2009 75% 

2010 – 

2011 

May be met with AT PZEVs but not PZEVs 

50% 

2009 – 

2011 May be met with PZEVs No Limit 

Must be met with ZEVs 0% 

May be met with Enhanced AT PZEVs and 

AT PZEVs 50% 2012 – 

2014 

May be met with PZEVs No Limit 

Additionally, credits earned from NEVs offered for sale or placed in service in model 

years 2006 or later can be used to satisfy the percentage limits described in the 

following table: 

Model 

Years ZEV Obligation that: 

Percent Limit for NEVs 

allowed to meet each 

Obligation: 

May be met through compliance with 

Primary Requirements No Limit 

May be met through compliance with 

Alternative Requirements, and must be met 

with ZEVs 

2009 - 0% 

2011 

May be met through compliance Alternative 

Requirements, and may be met with AT 

PZEVs or PZEVs 

No Limit 

Must be met with ZEVs 0% 

2012 – 

2014 May be met with Enhanced AT PZEVs, AT 

PZEVs, or PZEVs No Limit 

This limitation applies to credits earned by the same manufacturer or earned by another 

manufacturer and acquired. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-20 

 (b) Carry forward provisions for Large Volume Manufacturers. ZEV credits 

generated from excess production in model years 2009 and subsequent, including 

those acquired from another party, may be carried forward and applied to the ZEV 

minimum floor requirement specified in sections C.2.2(b)(1)(B) and (d) for two 

subsequent model years. Beginning with the third subsequent model year, those 

earned ZEV credits may no longer be used to satisfy the manufacturer’s percentage 

ZEV obligation that may only be satisfied by credits from ZEVs, but may be used to 

satisfy the manufacturer’s percentage ZEV obligation that may be satisfied by credits 

from Enhanced AT PZEVs, AT PZEVs, or PZEVs. For example, ZEV credit earned in 

2010 would retain full flexibility through 2012, after which time that credit could only be 

used as Enhanced AT PZEV, AT PZEV, or PZEV credits. 

 (c) Carry forward provisions for manufacturers other than Large Volume 

Manufacturers. ZEV credits generated from 2009 and subsequent model year 

production by manufacturers that are not large volume manufacturers may be carried 

forward by the manufacturer producing the ZEV credit until the manufacturer becomes 

subject to the large volume manufacturer requirements, after the transition period 

permitted in section C.2.7(a). When subject to the large volume manufacturer 

requirements, a manufacturer must comply with the provisions of section C.7.6(b). 

ZEV credits traded by a manufacturer other than a large volume manufacturer to any 

other manufacturer, including a large volume manufacturer, are subject to section 

C.7.6(b), beginning in the model year in which they were produced (e.g., a 2009 model 

year ZEV credit traded in calendar year 2010 can only be applied towards the portion of 

the manufacturer’s requirement that must be met with ZEVs through model year 2011; 

beginning in model year 2012, the credit can only be applied to the portion of the 

manufacturer’s requirement that may be met with Enhanced AT PZEVs, AT PZEVs, or 

PZEVs). 

 

7.7 Requirement to Make Up a ZEV Deficit. 

 (a) General. A manufacturer that produces and delivers for sale in California 

fewer ZEVs than required in a given model year shall make up the deficit by the end of 

the third model year by submitting to the Executive Officer a commensurate amount of 

g/mi ZEV credits. The amount of g/mi ZEV credits required to be submitted shall be 

calculated by [i] adding the number of ZEVs produced and delivered for sale in 

California by the manufacturer for the model year to the number of ZEV allowances 

from partial ZEV allowance vehicles produced and delivered for sale in California by the 

manufacturer for the model year (for a large volume manufacturer, not to exceed that 

permitted under section C.2.2), [ii] subtracting that total from the number of ZEVs 

required to be produced and delivered for sale in California by the manufacturer for the 

model year, and [iii] multiplying the resulting value by the fleet average requirements for 

PCs and LDT1s for the model year in which the deficit is incurred. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 C-21 

7.8 Penalty for Failure to Meet ZEV Requirements. Any manufacturer that 

fails to produce and deliver for sale in California the required number of ZEVs and 

submit an appropriate amount of g/mi ZEV credits and does not make up ZEV deficits 

within the specified time allowed by section C.7.7(a) shall be subject to the Health and 

Safety Code section 43211 civil penalty applicable to a manufacturer that sells a new 

motor vehicle that does not meet the applicable emission standards adopted by the 

state board. The cause of action shall be deemed to accrue when the ZEV deficits are 

not balanced by the end of the specified time allowed by section C.7.7(a). For the 

purposes of Health and Safety Code section 43211, the number of vehicles not meeting 

the state board’s standards shall be calculated according to the following equation, 

provided that the percentage of a large volume manufacturer’s ZEV requirement for a 

given model year that may be satisfied with PZEV allowance vehicles or credits from 

such vehicles may not exceed the percentages permitted under section C.2.2(a): 

(No. of ZEVs required to be produced and delivered for sale in California for the 

model year) - (No. of ZEVs produced and delivered for sale in California for the 

model year) - (No. of ZEV allowances from partial ZEV allowance vehicles 

produced and delivered for sale in California for the model year) - [(Amount of 

ZEV credits submitted for the model year) / (the fleet average requirement for 

PCs and LDT1s for the model year)] 

8. Severability. Each provision of these standards and test procedures is 

severable, and in the event that any provision of these standards and test procedures is 

held to be invalid, the remainder of the standards and test procedures remains in full 

force and effect. 

 9. Public Disclosure. Records in the Board’s possession for the vehicles

subject to the requirements of section C shall be subject to disclosure as public records 

as follows: 

(a) Each manufacturer’s annual production data and the corresponding 

credits per vehicle earned for ZEVs (including ZEV type), Enhanced AT PZEVs, AT 

PZEVs, and PZEVs for the 2009 and subsequent model years; and 

(b) Each manufacturer’s annual credit balances for 2010 and subsequent 

years for: 

 

 (1) Each type of vehicle: ZEVs (minus NEVs), NEVs, Enhanced AT PZEVs, 

AT PZEVs, and PZEVs; and 

(2) Advanced technology demonstration programs; and

(3) Transportation systems; and 

(4) Credits earned under section C.4.4(c), including credits acquired from, or 

transferred to, another party.
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 D-1

D. Certification Requirements 

1. Durability and Emission Testing Requirements. All ZEVs are exempt 

from all mileage and service accumulation, durability-data vehicle, and emission-data 

vehicle testing requirements. 

2. Information Requirements: Application for Certification. Except as 

noted below, the Part I (40 CFR § 86.1843-01(c)) certification application shall include 

the following: 

2.1 Identification and description of the vehicle(s) covered by the application. 

2.2 Identification of the vehicle weight category to which the vehicle is 

certifying: PC, LDT 0-3750 lbs. LVW, LDT 3751-5750 lbs. LVW, LDT 3751 lbs. LVW - 

8500 lbs. GVW, or MDV (state test weight range), and the curb weight and gross 

vehicle weight rating of the vehicle. 

2.3 Identification and description of the propulsion system for the vehicle. 

2.4 Identification and description of the climate control system used on the 

vehicle. 

2.5 Projected number of vehicles produced and delivered for sale in 

California, and projected California sales. 

2.6 Identification of the energy usage in kilowatt-hours per mile from: 

(a) the battery output (DC energy) (to be submitted with the Part II 

certification application (40 CFR § 86.1843-01(d)); 

(b) the point when electricity is introduced from the electrical outlet 

(AC energy); and 

(c) the operating range in miles of the vehicle when tested in accordance with 

the All-Electric Range Test set forth in section E, below. 

2.7 For those ZEVs and HEVs that use fuel-fired heaters, the manufacturer 

shall provide: 

(a) a description of the control system logic of the fuel-fired heater, including 

an evaluation of the conditions under which the fuel-fired heater can be 

operated and an evaluation of the possible operational modes and 

conditions under which evaporative emissions can exist; 

(b) the exhaust emissions value per mile produced by the auxiliary fuel-fired 

heater operated between 68o

F and 86oF; and 

(c) the test plan which describes the procedure used to determine the mass 

emissions of the fuel-fired heater. 

2.8 All information necessary for proper and safe operation of the vehicle, 

including information on the safe handling of the battery system, emergency procedures 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 D-2

to follow in the event of battery leakage or other malfunctions that may affect the safety 

of the vehicle operator or laboratory personnel. 

2.9 Method for determining battery state-of-charge, battery charging capacity 

and recharging procedures, and any other relevant information as determined by the 

Executive Officer. 

2.10 Battery specific energy data and calculations as specified in section E.4 of 

these procedures including the weight of the battery system and the three hour 

discharge rate (C/3) energy capacity. 

2.11 Vehicle and battery break-in period as specified in section E.2 of these 

test procedures. 

2.12 Labeling shall conform with the requirements specified in section 1965, 

title 13, CCR and the California Motor Vehicle Emission Control and Smog Index Label 

Specifications. 

2.13 For a ZEV, extended range HEV or PZEV that qualifies to receive one or 

more multipliers under sections C.3 - C.7, the manufacturer shall provide all information 

relevant to the vehicle’s qualification for, and the estimated value of, the multiplier(s). 

The Executive Officer may request additional information needed to appropriately 

characterize the vehicle. Based on the submitted information and other relevant data, 

the Executive Officer shall assign to the vehicle the highest multiplier(s) for which the 

manufacturer has demonstrated the vehicle qualifies at that time. 

2.14 Where a manufacturer plans to require any scheduled maintenance for a 

PZEV before 150,000 miles, the manufacturer must submit information demonstrating 

the need for each scheduled maintenance item before 150,000 miles, including actual 

in-use data, engineering evaluation of the durability of the part, or other relevant 

information. The manufacturer may require such maintenance for a PZEV only upon 

the Executive Officer’s determination, prior to certification, the manufacturer has 

demonstrated the need for the scheduled maintenance; this determination may not 

unreasonably be denied.

3. ZEV Reporting Requirements. In order to verify the status of each 

manufacturer’s compliance with the ZEV requirements for a given calendar year, each 

manufacturer shall submit a report to the Executive Officer at least annually, by May 1 

of the calendar year following the close of the model year, that identifies the necessary 

delivery and placement data of all vehicles generating ZEV credits or allowances, and 

all transfers and acquisitions of ZEV credits. The manufacturer may update the report 

by September 1 to cover activities occurring between April 1 and June 30. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-1 

E. Test Procedures 

The “as adopted or amended dates” of the 40 CFR Part 86 regulations 

referenced by this document are the dates identified in the “California Exhaust Emission 

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, 

Light-Duty Trucks and Medium-Duty Vehicles” incorporated by reference in section 

1961(d), title 13, CCR. 

1. Electric Dynamometer. All ZEVs must be tested using a 48-inch single 

roll electric dynamometer meeting the requirements of 40 CFR Subpart B, 

§ 86.108-00(b)(2). 

2. Vehicle and Battery Break-In Period. A manufacturer shall use good 

engineering judgment in determining the proper stabilized emissions mileage test point 

and report same according to the requirements of section D.2.11 above. 

3. All-Electric Range Test. All 2001 and subsequent ZEVs and only offvehicle charge capable hybrid electric vehicles shall be subject to the All-Electric Range 

Test specified below for the purpose of determining the energy efficiency and operating 

range of a ZEV or of an off-vehicle charge capable hybrid electric vehicle operating 

without the use of its auxiliary power unit. For hybrid electric vehicles, the manufacturer 

may elect to conduct the All-Electric Range Test prior to vehicle preconditioning in the 

exhaust and evaporative emission test sequence specified in the “California 

Evaporative Emission Standards and Test Procedures for 2001 and Subsequent Model 

Motor Vehicles” as incorporated by reference in section 1976, Title 13, CCR. 

3.1 Cold soak. The vehicle shall be stored at an ambient temperature not 

less than 68°F (20°C) and not more than 86°F (30°C) for 12 to 36 hours. During this 

time, the vehicle’s battery shall be charged to a full state-of-charge. 

3.2 Driving schedule. 

3.2.1 Determination of All-Electric Range-Urban.

(a) At the end of the cold soak period, the vehicle shall be placed, either driven 

or pushed, onto a dynamometer and operated through successive Urban Dynamometer 

Driving Schedules (UDDS), 40 CFR, Part 86, Appendix I, which is incorporated herein 

by reference. A 10-minute soak shall follow each UDDS cycle. 

(b) For vehicles with a maximum speed greater than or equal to the maximum 

speed on the UDDS cycle, this test sequence shall be repeated until the vehicle is no 

longer able to maintain either the speed or time tolerances in 40 CFR § 86.115-00 

(b)(1) and (2), or the manufacturer determines that the test should be terminated for 

safety reasons, e.g. excessively high battery temperature, abnormally low battery 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-2 

voltage, etc. For off-vehicle charge capable hybrid electric vehicles, this determination 

shall be performed without the use of the auxiliary power unit. 

(c) For vehicles with a maximum speed less than the maximum speed on the 

UDDS cycle, the vehicle shall be operated at maximum available power (or full throttle) 

when the vehicle cannot achieve the speed trace within the speed and time tolerances 

specified in 40 CFR § 86.115-00(b)(1) and (2). The test shall be terminated when the 

vehicle speed when operated at maximum available power (or full throttle) falls below 

95 percent of the maximum speed initially achieved on the UDDS cycle or when the 

battery state-of-charge is depleted to the lowest level allowed by the manufacturer, or 

the manufacturer determines that the test should be terminated for safety reasons, e.g. 

excessively high battery temperature, abnormally low battery voltage, etc., whichever 

occurs first. For off-vehicle charge capable hybrid electric vehicles, this determination 

shall be performed without the use of the auxiliary power unit. 

3.2.2 Determination of All-Electric Range-Highway. 

(a) At the end of the cold soak period, the vehicle shall be placed, either driven 

or pushed, onto a dynamometer and operated through two successive Highway Fuel 

Economy Driving Schedules (HFEDS), 40 CFR, Part 600, Appendix I [May 4, 1999], 

which is incorporated herein by reference. There shall be a 15 second zero speed with 

key on and brake depressed between two cycles and a 10-minute soak following the 

two HFEDS cycles. 

(b) For vehicles with a maximum speed greater than or equal to the maximum 

speed on the HFEDS cycle, this test sequence shall be repeated until the vehicle is no 

longer able to maintain either the speed or time tolerances in 40 CFR § 86.115-00 

(b)(1) and (2), or the manufacturer determines that the test should be terminated for 

safety reasons, e.g. excessively high battery temperature, abnormally low battery 

voltage, etc. For off-vehicle charge capable hybrid electric vehicles, this determination 

is optional and shall be performed without the use of the auxiliary power unit. 

(c) For vehicles with a maximum speed less than the maximum speed on the 

HFEDS cycle, the vehicle shall be operated at maximum available power (or full 

throttle) when the vehicle cannot achieve the speed trace within the speed and time 

tolerances specified in 40 CFR § 86.115-00(b)(1) and (2). The test shall be terminated 

when the vehicle speed when operated at maximum available power (or full throttle) 

falls below 95 percent of the maximum speed initially achieved on the HFEDS cycle or 

when the battery state-of-charge is depleted to the lowest level allowed by the 

manufacturer, or the manufacturer determines that the test should be terminated for 

safety reasons, e.g. excessively high battery temperature, abnormally low battery 

voltage, etc., whichever occurs first. For off-vehicle charge capable hybrid electric 

vehicles, this determination shall be performed without the use of the auxiliary power 

unit. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-3 

(d) NEVs are exempt from the all-electric range highway test. 

3.2.3 Recording requirements. Once the vehicle is no longer able to maintain 

the speed and time requirements specified in 40 CFR § 86.115-00(b)(2), or once the 

auxiliary power unit turns on, in the case of an off-vehicle charge capable hybrid electric 

vehicle, the vehicle shall be brought to an immediate stop and the following data 

recorded: 

(a) mileage accumulated during the All-Electric Range Test; 

(b) Net DC energy from the battery that was expended during the All-Electric 

Range Test (may be reported as the total DC battery energy output and the total 

DC battery energy input during the All-Electric Range Test); 

(c) AC energy required to fully charge the battery after the All-Electric Range 

Test from the point where electricity is introduced from the electric outlet to the battery 

charger; and 

(d) DC energy required to fully charge the battery after the All-Electric Range 

Test from the point where electricity is introduced from the battery charger to the 

battery. 

Battery charging shall begin within 1 hour after terminating the All-Electric Range 

Test. 

3.2.4 Regenerative braking. Regenerative braking systems may be utilized 

during the range test. The braking level, if adjustable, shall be set according to the 

manufacturer’s specifications prior to the commencement of the test. The driving 

schedule speed and time tolerances specified in 40 CFR § 86.115-00(b)(2) shall not be 

exceeded due to the operation of the regenerative braking system. 

4. Determination of Battery Specific Energy for ZEVs

Determine the specific energy of batteries used to power a ZEV in accordance 

with the U.S. Advanced Battery Consortium’s Electric Vehicle Battery Procedure 

Manual (January 1996), Procedure No. 2, “Constant Current Discharge Test Series,” 

using the C/3 rate. The weight calculation must reflect a completely functional battery 

system as defined in the Appendix of the Manual, including pack(s), required support 

ancillaries (e.g., thermal management), and electronic controller. 

5. Determination of the Emissions of the Fuel-fired Heater

The exhaust emissions result of the fuel-fired heater shall be determined by 

operating at a maximum heating capacity with a cold start between 68o

F and 86oF for a 

period of 20 minutes and dividing the grams of emissions by 20. The resulting grams 

per minute shall be multiplied by 3.0 minutes per mile for a grams-per-mile value. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-4 

6. Hybrid Electric Vehicle FTP Emission Test Provisions

Alternative procedures may be used if shown to yield equivalent results and if 

approved in advance by the Executive Officer of the Air Resources Board. 

6.1 Vehicle Preconditioning

To be conducted pursuant to the “California Evaporative Emission Standards 

and Test Procedures for 2001 and Subsequent Model Motor Vehicles” as incorporated 

by reference at title 13 CCR Section 1976 with the following supplemental 

requirements: 

6.1.1 Battery state-of-charge shall be set prior to initial fuel drain and fill before 

vehicle preconditioning. 

6.1.2 For hybrid electric vehicles that do not allow manual activation of the 

auxiliary power unit, battery state-of-charge shall be set at a level that causes the hybrid 

electric vehicle to operate the auxiliary power unit for the maximum possible cumulative 

amount of time during the preconditioning drive. 

6.1.3 For hybrid electric vehicles that allow manual activation of the auxiliary 

power unit, battery state-of-charge shall be set at a level that satisfies one of the 

following conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the UDDS, 

battery state-of-charge shall be set at the lowest level allowed by the 

manufacturer. 

(ii) If the hybrid electric vehicle is charge-depleting over the UDDS, 

battery state-of-charge shall be set at the level recommended by the 

manufacturer for activating the auxiliary power unit when operating in 

urban driving conditions. 

6.1.4 After setting battery state-of-charge, the hybrid electric vehicle shall be 

pushed or towed to a work area for fuel drain and fill according to sections D.1.1. and 

D.1.2. of the “California Evaporative Emission Standards and Test Procedures for 2001 

and Subsequent Model Motor Vehicles” as incorporated by reference at title 13 CCR 

Section 1976. 

6.1.5 Following fuel drain and fill, the vehicle shall be pushed or towed into 

position on a dynamometer and preconditioned. If the auxiliary power unit is capable of 

being manually activated, the auxiliary power unit shall be manually activated at the 

beginning of and operated throughout the preconditioning drive. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-5 

6.1.6 Within five minutes of completing preconditioning drive, battery state-ofcharge shall be set at a level that satisfies one of the following conditions: 

(i) If the hybrid electric vehicle does not allow manual activation of the 

auxiliary power unit and is charge-sustaining over the UDDS, then set 

battery state-of-charge to a level such that the SOC Criterion (see section 

B., Definitions, of these procedures) would be satisfied for the 

dynamometer procedure (section 6.2 of these procedures). If off-vehicle 

charging is required to increase battery state-of-charge for proper setting, 

off-vehicle charging shall occur during 12 to 36 hour soak period. 

(ii) If the hybrid electric vehicle does not allow manual activation of the 

auxiliary power unit and is charge-depleting over the UDDS, then no 

battery state-of-charge adjustment is permissible. 

(iii) If the hybrid electric vehicle does allow manual activation of the 

auxiliary power unit, then set battery state-of-charge to manufacturer 

recommended level for activating the auxiliary power unit when the hybrid 

electric vehicle is operating in urban driving conditions. 

6.2 Dynamometer Procedure

To be conducted pursuant to 40 CFR § 86.135-00 with the following 

revisions: 

6.2.1 Amend subparagraph (a): Overview. The dynamometer run 

consists of two tests, a “cold” start test, after a minimum 12-hour and a maximum 

36-hour soak pursuant to the provisions of the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles” as incorporated by reference at title 13 CCR Section 1976, and a “hot” 

start test following the “cold” start test by 10 minutes. Vehicle startup (with all 

accessories turned off), operation over the UDDS and vehicle shutdown make a 

complete cold start test. Vehicle startup and operation over the UDDS and 

vehicle shutdown make a complete hot start test. The exhaust emissions are 

diluted with ambient air in the dilution tunnel as shown in Figure B94-5 and 

Figure B94-6 of the above-referenced document. A dilution tunnel is not 

required for testing vehicles waived from the requirement to measure 

particulates. Four particulate samples are collected on filters for weighing; the 

first sample plus backup is collected during the cold start test (including 

shutdown); the second sample plus backup is collected during the hot start test 

(including shutdown). Continuous proportional samples of gaseous emissions 

are collected for analysis during each test. For hybrid electric vehicles with 

gasoline-fueled, natural gas-fueled and liquefied petroleum gas-fueled Otto-cycle 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-6 

auxiliary power units, the composite samples collected in bags are analyzed for 

THC, CO, CO2, CH4 and NOx. For hybrid electric vehicles with petroleum-fueled 

diesel-cycle auxiliary power units (optional for natural gas-fueled, liquefied 

petroleum gas-fueled and methanol-fueled diesel-cycle vehicles), THC is 

sampled and analyzed continuously pursuant to the provisions of § 86.110. 

Parallel samples of the dilution air are similarly analyzed for THC, CO, CO2, CH4

and NOx. For hybrid electric vehicles with natural gas-fueled, liquefied petroleum 

gas-fueled and methanol-fueled auxiliary power units, bag samples are collected 

and analyzed for THC (if not sampled continuously), CO, CO2, CH4 and NOx. 

For hybrid electric vehicles with methanol-fueled auxiliary power units, methanol 

and formaldehyde samples are taken for both exhaust emissions and dilution air 

(a single dilution air formaldehyde sample, covering the total test period may be 

collected). Parallel bag samples of dilution air are analyzed for THC, CO, CO2, 

CH4 and NOx. 

6.2.2 Delete subparagraph (d). 

6.2.3 Amend subparagraph (h): The driving distance, as measured by 

counting the number of dynamometer roll or shaft revolutions, shall be 

determined for the cold start test and hot start test. The revolutions shall be 

measured on the same roll or shaft used for measuring the vehicle’s speed. 

6.3 Dynamometer Test Run, Gaseous and Particulate Emissions

To be conducted pursuant to 40 CFR § 86.137-96 with the following 

revisions: 

6.3.1 Amend subparagraph (a): General. The dynamometer run 

consists of two tests, a cold start test, after a minimum 12-hour and a maximum 

36-hour soak pursuant to the provisions of the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles” as incorporated by reference at title 13 CCR Section 1976, and a hot 

start test following the cold start test by 10 minutes. The vehicle shall be stored 

prior to the emission test in such a manner that precipitation (e.g., rain or dew) 

does not occur on the vehicle. The complete dynamometer test consists of a 

cold start drive of 7.5 miles (12.1 km) and a hot start drive of 7.5 miles (12.1 km). 

 The vehicle is allowed to stand on the dynamometer during the 10 minute time 

period between the cold and hot start tests. 

6.3.2 Amend subparagraph (b)(9): Start the gas flow measuring device, 

position the sample selector valves to direct the sample flow into the exhaust 

sample bag, the methanol exhaust sample, the formaldehyde exhaust sample, 

the dilution air sample bag, the methanol dilution air sample and the 

formaldehyde dilution air sample (turn on the petroleum-fueled diesel-cycle 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-7 

THC analyzer system integrator, mark the recorder chart, start particulate sample 

pump No. 1, and record both gas meter or flow measurement instrument 

readings, if applicable), and turn the key on. If the auxiliary power unit is capable 

of being manually activated, the auxiliary power unit shall be activated at the 

beginning of and operated throughout the UDDS. 

6.3.2 Delete subparagraph (13). 

6.3.3 Amend subparagraph (14): Turn the vehicle off 2 seconds after the 

end of the last deceleration (at 1,369 seconds). 

6.3.4 Amend subparagraph (15): Five seconds after the vehicle is 

shutdown, simultaneously turn off gas flow measuring device No. 1 and if 

applicable, turn off the hydrocarbon integrator No. 1, mark the hydrocarbon 

recorder chart, turn off the No. 1 particulate sample pump and close the valves 

isolating particulate filter No. 1, and position the sample selector valves to the 

“standby” position. Record the measured roll or shaft revolutions (both gas 

meter or flow measurement instrumentation readings), and reset the counter. As 

soon as possible, transfer the exhaust and dilution air samples to the analytical 

system and process the samples pursuant to § 86.140, obtaining a stabilized 

reading of the exhaust bag sample on all analyzers within 20 minutes of the end 

of the sample collection phase of the test. Obtain methanol and formaldehyde 

sample analyses, if applicable, within 24 hours of the end of the sample period. 

(If it is not possible to perform analysis on the methanol and formaldehyde 

samples within 24 hours, the samples should be stored in a dark cold (4oC to 

10oC) environment until analysis. The samples should be analyzed within 

fourteen days.) If applicable, carefully remove both pairs of particulate sample 

filters from their respective holders, and place each in a separate petri dish, and 

cover. 

6.3.3 Amend subparagraph (18): Repeat the steps in paragraphs (b)(2) 

through (b)(17) of this section for the hot start test. The step in paragraph (b)(9) 

of this section shall begin between 9 and 11 minutes after the end of the sample 

period for the cold start test. 

6.3.4 Delete subparagraph (19). 

6.3.5 Delete subparagraph (20). 

6.3.6 Amend subparagraph (21): As soon as possible, and in no case 

longer than one hour after the end of the hot start phase of the test, transfer the 

four particulate filters to the weighing chamber for post-test conditioning, if 

applicable. For hybrid electric vehicles that do not allow manual activation of the 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-8 

auxiliary power unit and are charge-sustaining over the UDDS, a valid test shall 

satisfy the SOC Criterion (see Definitions, section B of these procedures). 

6.3.7 Amend subparagraph (24): Vehicles to be tested for evaporative 

emissions will proceed pursuant to the “California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor 

Vehicles” as incorporated by reference at title 13 CCR Section 1976. 

6.4 Calculations - Exhaust Emissions

To be conducted pursuant to 40 CFR § 86.144-94 with the following 

revisions: 

6.4.1 Amend subparagraph (a): For light-duty vehicles and light duty 

trucks: 

Ywm = 0.43 * Yc + 0.57 * Yh

 Dc Dh

Where: 

(1) Ywm = Weighted mass emissions of each pollutant, i.e., THC, 

CO, THCE, NMHC, NMHCE, CH4, NOx, or CO2, in grams per vehicle mile. 

(2) Yc = Mass emissions as calculated from the cold start test, in 

grams per test. 

(3) Yh = Mass emissions as calculated from the hot start test, in 

grams per test. 

(4) Dc = The measured driving distance from the cold start test, in 

miles. 

(5) Dh = The measured driving distance from the hot start test, in 

miles. 

6.5 Calculations - Particulate Emissions

To be conducted pursuant to 40 CFR § 86.145-82 with the following 

revisions: 

6.5.1 Amend subparagraph (a): The final reported test results for the 

mass particulate (Mp) in grams/mile shall be computed as follows: 

Mp = 0.43 * Mpc + 0.57 *Mph

 Dc Dh 

Where: 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-9 

(1) Mpc = Mass of particulate determined from the cold start test, in 

grams per vehicle mile. (See § 86.110-94 for determination.) 

(2) Mph = Mass of particulate determined from the hot start test, in 

grams per vehicle mile. (See § 86.110-94 for determination.) 

(3) Dc = The measured driving distance from the cold start test, in 

miles. 

(4) Dh = The measured driving distance from the hot start test, in 

miles. 

7. Hybrid Electric Vehicle Highway Emission Test Provisions

To be conducted pursuant to 40 CFR § 600.111-93 [May 4, 1999] with the 

following revisions: 

7.1 Amend subparagraph (b)(2): The highway fuel economy test is 

designated to simulate non-metropolitan driving with an average speed of 48.6 mph 

and a maximum speed of 60 mph. The cycle is 10.2 miles long with 0.2 stop per mile 

and consists of warmed-up vehicle operation on a chassis dynamometer through a 

specified driving cycle. A proportional part of the diluted exhaust emission is collected 

continuously for subsequent analysis of THC, CO, CO2, and NOx using a constant 

volume (variable dilution) sampler. Diesel dilute exhaust is continuously analyzed for 

hydrocarbons using a heated sample line and analyzer. Methanol and formaldehyde 

samples are collected and individually analyzed for methanol-fueled vehicles. 

7.2 Amend subparagraph (f)(3): Only one exhaust sample and one 

background sample are collected and analyzed for THC (except diesel hydrocarbons 

which are analyzed continuously), CO, CO2, and NOx . Methanol and formaldehyde 

samples (exhaust and dilution air) are collected and analyzed for methanol-fueled 

vehicles. 

7.3 Add subparagraph (f)(5): Battery state-of-charge shall be set prior to 

performing the HFEDS preconditioning cycle. For hybrid electric vehicles that do not 

allow manual activation of the auxiliary power unit, battery state-of-charge shall be set 

at a level that causes the hybrid electric vehicle to operate the auxiliary power unit for 

the maximum possible cumulative amount of time during the HFEDS preconditioning 

cycle. For hybrid electric vehicles that allow manual activation of the auxiliary power 

unit, battery state-of-charge shall be set at a level that satisfies one of the following 

conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the HFEDS, 

battery state-of-charge shall be set at the lowest level allowed by the 

manufacturer. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-10 

(ii) If the hybrid electric vehicle is charge-depleting over the HFEDs, 

battery state-of-charge shall be set at the level recommended by the 

manufacturer for activating the auxiliary power unit when operating in highway 

driving conditions. 

7.4 Amend subparagraph (h)(5): Operate the vehicle over one HFEDS 

preconditioning cycle according to the dynamometer driving schedule specified in 

40 CFR § 600.109-78(b) [September 12, 1977]. If the auxiliary power unit is capable of 

being manually activated, the auxiliary power unit shall be manually activated at the 

beginning of and operated throughout the HFEDS preconditioning cycle. 

7.5 Amend subparagraph (h)(6): When the vehicle reaches zero speed at the 

end of the HFEDS preconditioning cycle, the driver has 17 seconds to prepare for the 

HFEDS emission measurement cycle of the test. Reset and enable the roll revolution 

counter. During the idle period, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-sustaining over the HFEDS, the vehicle 

shall be momentarily turned off for 5 seconds and turned back on during the idle 

period. The battery state-of-charge shall be recorded after the hybrid electric 

vehicle has fully turned on. 

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-depleting over the HFEDS, the vehicle 

shall remain turned on during the idle period. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be 

manually activated, the vehicle shall remain turned on with the auxiliary power 

unit operating during the idle period. 

7.6 Add subparagraph (h)(9): At the conclusion of the HFEDS emission test, 

one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-sustaining over the HFEDS, record the 

battery state-of-charge to determine if the SOC Criterion (see Definitions, section 

B of these procedures) is satisfied. If the SOC Criterion is not satisfied, then 

repeat dynamometer test run from subparagraph (h)(6). A total of three highway 

emission tests shall be allowed to satisfy the SOC Criterion. Manufacturers may 

elect to repeat dynamometer test run from subparagraph (h)(6) if battery energy 

level increased significantly relative to the initial battery state-of-charge set at the 

beginning of the HFEDS emission test. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-11 

(ii) For hybrid electric vehicles that do not allow the auxiliary power unit 

to be manually activated and are charge-depleting over the HFEDS, the 

emission test is completed. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit to be 

manually activated, the emission test is completed.

 

8. Hybrid Electric Vehicle SFTP Emission Test Provisions

8.1 US06 Vehicle Preconditioning

To be conducted pursuant to 40 CFR § 86.132-00 with the following 

revisions: 

8.1.1 Amend subparagraph (n): Aggressive Driving Test (US06) 

Preconditioning. (1) If the US06 test follows the exhaust emission FTP or 

evaporative testing, the refueling step may be deleted and the vehicle may be 

preconditioned using the fuel remaining in the tank (see paragraph (c)(2)(ii) of 

this section). The test vehicle may be pushed or driven onto the test 

dynamometer provided that battery state-of-charge has not been set; otherwise, 

if battery state-of-charge is set prior to securing vehicle on dynamometer, vehicle 

shall be pushed or towed into position on dynamometer. Battery state-of-charge 

shall be set prior to performing the US06 preconditioning cycle. For hybrid 

electric vehicles that do not allow manual activation of the auxiliary power unit, 

battery state-of-charge shall be set at a level that causes the hybrid electric 

vehicle to operate the auxiliary power unit for the maximum possible cumulative 

amount of time during the US06 preconditioning drive. For hybrid electric 

vehicles that allow manual activation of the auxiliary power unit, battery state-ofcharge shall be set at a level that satisfies one of the following conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the 

US06, battery state-of-charge shall be set at the lowest level allowed by 

the manufacturer. The auxiliary power unit shall be manually activated at 

the beginning of and operated throughout the US06 preconditioning cycle. 

(ii) If the hybrid electric vehicle is charge-depleting over the 

US06, battery state-of-charge shall be set at the level recommended by 

the manufacturer for activating the auxiliary power unit when operating in 

highway driving conditions. The auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the US06 

preconditioning cycle. 

8.1.2 Delete subparagraphs (n)(1)(i) and (n)(1)(ii). 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-12 

8.2 US06 Emission Test

To be conducted pursuant to 40 CFR § 86.159-00 with the following 

revisions: 

8.2.1 Amend subparagraph (a): Overview. The dynamometer operation 

consists of a single, 600 second test on the US06 driving schedule, as described 

in appendix I, paragraph (g), of this part. The hybrid electric vehicle is 

preconditioned in accordance with § 86.132-00, to bring it to a warmed-up 

stabilized condition. This preconditioning is followed by a 1 to 2 minute idle 

period that proceeds directly into the US06 driving schedule during which 

continuous proportional samples of gaseous emissions are collected for analysis. 

 If engine stalling should occur during testing, follow the provisions of § 

86.136-90 (engine starting and restarting). For hybrid electric vehicles with 

gasoline-fueled Otto-cycle auxiliary power units, the composite samples collected 

in bags are analyzed for THC, CO, CO2, CH4 and NOx. For hybrid electric 

vehicles with petroleum-fueled diesel-cycle auxiliary power units, THC is 

sampled and analyzed continuously according to the provisions of § 86.110. 

Parallel bag samples of dilution air are analyzed for THC, CO, CO2, CH4 and 

NOx. 

8.2.2 Amend subparagraph (b)(2): Position (vehicle shall be pushed or 

towed if battery state-of-charge is set prior to securing to dynamometer 

otherwise vehicle may be driven as well) the test vehicle on the dynamometer 

and restrain. 

8.2.3 Amend subparagraph (d): Practice runs over the prescribed driving 

schedule may be performed at test point, provided that battery state-of-charge 

setting is conducted after practice and an emission sample is not taken, for the 

purpose of finding the appropriate throttle action to maintain the proper speedtime relationship, or to permit sampling system adjustment. 

8.2.4 Amend subparagraph (f)(2)(i): Immediately after completion of the 

US06 preconditioning cycle, idle the vehicle. The idle period is not to be less 

than one minute or not greater than two minutes. During the idle period, one of 

the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

US06, the vehicle shall be momentarily turned off for 5 seconds and 

turned back on during the idle period. The battery state-of-charge shall be 

recorded after the hybrid electric vehicle has fully turned on. 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-13 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

US06, the vehicle shall remain turned on during the idle period. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, the vehicle shall remain turned on with the 

auxiliary power unit operating during the idle period. 

8.2.5 Amend subparagraph (f)(2)(ix): At the conclusion of the US06 

emission test, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow manual 

activation of the auxiliary power unit and are charge-sustaining over the 

US06, record the battery state-of-charge to determine if the SOC Criterion 

(see Definitions, section B of these procedures) is satisfied. If the SOC 

Criterion is not satisfied, then repeat dynamometer test run from 

subparagraph (f)(2)(i). A total of three US06 emission tests shall be 

allowed to satisfy the SOC Criterion. Manufacturers may elect to repeat 

dynamometer test run from subparagraph (f)(2)(i) if battery energy level 

increased significantly relative to the initial battery state-of-charge set at 

the beginning of US06 emission test. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

US06, turn off vehicle 2 seconds after the end of the last deceleration. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, turn off vehicle 2 seconds after the end of the 

last deceleration. 

8.3 SC03 Vehicle Preconditioning

To be conducted pursuant to 40 CFR § 86.132-00 with the following 

revisions: 

8.3.1 Amend subparagraph (o): Air Conditioning Test (SC03) 

Preconditioning. (1) If the SC03 test follows the exhaust emission FTP or 

evaporative testing, the refueling step may be deleted and the vehicle may be 

preconditioned using the fuel remaining in the tank (see paragraph (c)(2)(ii) of 

this section). The test vehicle may be pushed or driven onto the test 

dynamometer provided that battery state-of-charge has not been set; otherwise, 

if battery state-of-charge is set prior to securing vehicle on dynamometer, vehicle 

shall be pushed or towed into position on dynamometer. Battery state-of-charge 

shall be set prior to performing the SC03 preconditioning cycle. For hybrid 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-14 

electric vehicles that do not allow manual activation of the auxiliary power unit, 

battery state-of-charge shall be set at a level that causes the hybrid electric 

vehicle to operate the auxiliary power unit for the maximum possible cumulative 

amount of time during the SC03 preconditioning drive. For hybrid electric 

vehicles that allow manual activation of the auxiliary power unit, battery state-ofcharge shall be set at a level that satisfies one of the following conditions: 

(i) If the hybrid electric vehicle is charge-sustaining over the 

SC03, battery state-of-charge shall be set at the lowest level allowed by 

the manufacturer. The auxiliary power unit shall be manually activated at 

the beginning of and operated throughout the SC03 preconditioning cycle. 

(ii) If the hybrid electric vehicle is charge-depleting over the 

SC03, battery state-of-charge shall be set at the level recommended by 

the manufacturer for activating the auxiliary power unit when operating in 

highway driving conditions. The auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 

preconditioning cycle. 

8.3.2 Delete subparagraphs (o)(1)(i) and (o)(1)(ii). 

8.4 SC03 Emission Test

To be conducted pursuant to 40 CFR § 86.160-00 with the following 

revisions: 

8.4.1 Amend subparagraph (a): Overview. The dynamometer 

operation consists of a single, 594 second test on the SC03 driving schedule, as 

described in appendix I, paragraph (h), of this part. The hybrid electric vehicle is 

preconditioned in accordance with § 86.132-00 of this subpart, to bring the 

vehicle to a warmed-up stabilized condition. This preconditioning is followed by 

a 10 minute vehicle soak (vehicle turned off) that proceeds directly into the SC03 

driving schedule, during which continuous proportional samples of gaseous 

emissions are collected for analysis. The entire test, including the SC03 

preconditioning cycle, vehicle soak, and SC03 emission test, is either conducted 

in an environmental test facility or under test conditions that simulates testing in 

an environmental test cell (see Sec. 86.162-00 (a) for a discussion of simulation 

procedure approvals). The environmental test facility must be capable of 

providing the following nominal ambient test conditions of: 95o

F air temperature, 

100 grains of water/pound of dry air (approximately 40 percent relative humidity), 

a solar heat load intensity of 850 W/m2, and vehicle cooling air flow proportional 

to vehicle speed. Section 86.161-00 discusses the minimum facility 

requirements and corresponding control tolerances for air conditioning ambient 

test conditions. The vehicle’s air conditioner is operated or appropriately 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-15 

simulated for the duration of the test procedure (except for the 10 minute vehicle 

soak), including the preconditioning. If engine stalling should occur during 

testing, follow the provisions of § 86.136-90 (engine starting and restarting). For 

hybrid electric vehicles with gasoline-fueled Otto-cycle auxiliary power units, the 

composite samples collected in bags are analyzed for THC, CO, CO2, CH4 and 

NOx. For hybrid electric vehicles with petroleum-fueled diesel-cycle auxiliary 

power units, THC is sampled and analyzed continuously according to the 

provisions of § 86.110. Parallel bag samples of dilution air are analyzed for 

THC, CO, CO2, CH4 and NOx. 

8.4.2 Amend subparagraph (b)(2): Position (vehicle shall be pushed or 

towed if battery state-of-charge is set prior to securing to dynamometer 

otherwise vehicle may be driven as well) the test vehicle on the dynamometer 

and restrain. 

8.4.3 Amend subparagraph (c)(9): Start vehicle (with air conditioning 

system also running). If the auxiliary power unit of the hybrid electric vehicle is 

capable of being manually activated, the auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 emission test. 

Fifteen seconds after the vehicle starts, begin the initial vehicle acceleration of 

the driving schedule. 

8.4.4 Amend subparagraph (c)(12): Turn the vehicle off 2 seconds after 

the end of the last deceleration. 

8.4.5 Amend subparagraph (d)(7): Start vehicle (with air conditioning 

system also running). If the auxiliary power unit of the hybrid electric vehicle is 

capable of being manually activated, the auxiliary power unit shall be manually 

activated at the beginning of and operated throughout the SC03 emission test. 

Fifteen seconds after the vehicle starts, begin the initial vehicle acceleration of 

the driving schedule. 

8.4.6 Amend subparagraph (d)(10): At the conclusion of the US06 

emission test, one of the following conditions shall apply: 

(i) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-sustaining over the 

SC03, record the battery state-of-charge to determine if the SOC Criterion 

(see Definitions, section B of these procedures) is satisfied. If the 

SOC Criterion is not satisfied, then turn off cooling fan(s), allow vehicle to 

soak in the ambient conditions of paragraph (c)(5) of this section for 10 

minutes, and repeat dynamometer test run from subparagraph (d). A total 

of three SC03 emission tests shall be attempted to satisfy the SOC 

Criterion. Manufacturers may elect to repeat dynamometer test run from 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-16 

subparagraph (d) following a 10 minute soak in the ambient conditions of 

paragraph (c)(5) of this section if battery energy level increased 

significantly relative to the initial battery state-of-charge set at the 

beginning of SC03 emission test. 

(ii) For hybrid electric vehicles that do not allow the auxiliary 

power unit to be manually activated and are charge-depleting over the 

SC03, turn off vehicle 2 seconds after the end of the last deceleration. 

(iii) For hybrid electric vehicles that allow the auxiliary power unit 

to be manually activated, turn off vehicle 2 seconds after the end of the 

last deceleration. 

9. State-of-Charge Net Change Tolerances

9.1 For hybrid electric vehicles that use a battery as an energy storage 

device, the following state-of-charge net change tolerance shall apply: 

(Amp-hrfinal)max = (Amp-hrinitial) + 0.01 * (NHVfuel * mfuel) 

 (Vsystem * K1) 

(Amp-hrfinal)min = (Amp-hrinitial) – 0.01 * (NHVfuel * mfuel) 

 (Vsystem * K1) 

Where: 

(Amp-hrfinal)max = Maximum allowed Amp-hr stored in battery at the end 

of the test 

(Amp-hrfinal)min = Minimum allowed Amp-hr stored in battery at the end 

of the test 

(Amp-hrinitial) = Battery Amp-hr stored at the beginning of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg

K1 = Conversion factor, 3600 seconds/hour 

Vsystem = Battery DC bus voltage (open circuit) 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-17 

9.2 For hybrid electric vehicles that use a capacitor as an energy storage 

device, the following state-of-charge net change tolerance shall apply: 

(Vfinal)max = (Vinitial)

2

 + 0.01 * (2*NHVfuel*mfuel) 

 √ C 

(Vfinal)min = (Vinitial)

2 – 0.01 * (2*NHVfuel*mfuel) 

 √ C 

Where: 

(Vfinal)max = The stored capacitor voltage allowed at the end of the test 

(Vfinal)min = The stored capacitor voltage allowed at the end of the test 

(Vinitial)

2

 = The square of the capacitor voltage stored at the beginning 

of the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

C = Rated capacitance of the capacitor, in Farads 
Final Regulation Order – Part 6 

Hearing Date: 03/27/08 

Adopted: 12/17/08 E-18 

9.3 For hybrid electric vehicles that use an electro-mechanical flywheel as an 

energy storage device, the following state-of-charge net change tolerance shall apply: 

(rpmfinal)max = (rpminitial)

2

 + 0.01 * (2*NHVfuel * mfuel) 

 √ (1*K3) 

(rpmfinal)min = (rpminitial)

2

 – 0.01 * (2*NHVfuel * mfuel) 

 √ (1*K3) 

Where: 

(rpmfinal)max = The maximum flywheel rotational speed allowed at the end 

of the test 

(rpmfinal)min = The minimum flywheel rotational speed allowed at the end of 

the test 

(rpminitial)

2

 = The squared flywheel rotational speed at the beginning of 

the test 

NHVfuel = Net heating value of consumable fuel, in Joules/kg 

mfuel = Total mass of fuel consumed during test, in kg 

K3 = Conversion factor, 4

2

/(3600 sec2-rpm2) 

I = Rated moment of inertia of the flywheel, in kg-m2