zero (0) grams/mile CO2 to the first 300,000 combined
electric vehicles, plug-in hybrid electric vehicles, and fuel cell
vehicles produced and delivered for sale by a manufacturer in the 2012
through 2016 model years.
    (2) Model years 2017 through 2021: For electric vehicles, plug-in
hybrid electric vehicles, and fuel cell vehicles produced for U.S.
sale, where ``U.S.'' means the states and territories of the United
States, in the 2017 through 2021 model years, such use of zero (0)
grams/mile CO2 is unrestricted.
    (3) Model years 2022 through 2025: The use of zero (0) grams/mile
CO2 is limited to the first 200,000 combined electric
vehicles, plug-in hybrid electric vehicles, and fuel cell vehicles
produced for U.S. sale by a manufacturer in the 2022 through 2025 model
years, except that a manufacturer that produces for U.S. sale 300,000
or more such vehicles in the 2019 through 2021 model years shall be
subject to a limitation on the use of zero (0) grams/mile
CO2 to the first 600,000 combined electric vehicles, plug-in
hybrid electric vehicles, and fuel cell vehicles produced for U.S. sale
by a manufacturer in the 2022 through 2025 model years. Vehicles
produced for U.S. sale in excess of these limitations will account for
greenhouse gas emissions according to Sec.  600.113(n).
    (b) For electric vehicles, plug-in hybrid electric vehicles, fuel
cell vehicles, dedicated natural gas vehicles, and dual-fuel natural
gas vehicles as those terms are defined in Sec.  86.1803-01, that are
certified and produced for U.S. sale in the 2017 through 2021 model
years and that meet the additional specifications in this section, the
manufacturer may use the production multipliers in this paragraph (b)
when determining the manufacturer's fleet average carbon-related
exhaust emissions under Sec.  600.512 of this chapter. Full size pickup
trucks eligible for and using a production multiplier are not eligible
for the performance-based credits described in Sec.  86.1870-12(b).
    (1) The production multipliers, by model year, for electric
vehicles and fuel cell vehicles are as follows:

------------------------------------------------------------------------
             Model year                     Production multiplier
------------------------------------------------------------------------
                   2017                                  2.0
                   2018                                  2.0
                   2019                                  2.0
                   2020                                 1.75
                   2021                                  1.5
------------------------------------------------------------------------

    (2)(i) The production multipliers, by model year, for plug-in
hybrid electric vehicles, dedicated natural gas vehicles, and dual-fuel
natural gas vehicles are as follows:

------------------------------------------------------------------------
             Model year                     Production multiplier
------------------------------------------------------------------------
                   2017                                  1.6
                   2018                                  1.6
                   2019                                  1.6
                   2020                                 1.45
                   2021                                  1.3
------------------------------------------------------------------------

    (ii) The minimum all-electric driving range that a plug-in hybrid
electric vehicle must have in order to qualify for use of a production
multiplier is 10.2 miles on its nominal storage capacity of electricity
when operated on the highway fuel economy test cycle. Alternatively, a
plug-in hybrid electric vehicle may qualify for use of a production
multiplier by having an equivalent all-electric driving range greater
than or equal to 10.2 miles during its actual charge-depleting range as
measured on the highway fuel economy test cycle and tested according to
the requirements of SAE J1711, Recommended Practice for Measuring the
Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles,
Including Plug-In Hybrid Vehicles (incorporated by reference in Sec.
86.1). The equivalent all-electric range of a PHEV is determined from
the following formula:

EAER = RCDA x ((CO2CS - CO2CD/
CO2CS))

Where:

EAER = the equivalent all-electric range attributed to charge-
depleting operation of a plug-in hybrid electric vehicle on the
highway fuel economy test cycle.

RCDA = The actual charge-depleting range determined
according to SAE J1711, Recommended Practice for Measuring the
Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles,
Including Plug-In Hybrid Vehicles (incorporated by reference in
Sec.  86.1).
CO2CS = The charge-sustaining CO2 emissions in
grams per mile on the highway fuel economy test determined according
to SAE J1711, Recommended Practice for Measuring the Exhaust
Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including
Plug-In Hybrid Vehicles (incorporated by reference in Sec.  86.1).
CO2CD = The charge-depleting CO2 emissions in
grams per mile on the highway fuel economy test determined according
to SAE J1711, Recommended Practice for Measuring the Exhaust
Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including
Plug-In Hybrid Vehicles (incorporated by reference in Sec.  86.1).

    (3) The actual production of qualifying vehicles may be multiplied
by the applicable value according to the model year, and the result,
rounded to the nearest whole number, may be used to represent the
production of qualifying vehicles when calculating average carbon-
related exhaust emissions under Sec.  600.512 of this chapter.

0
20. Section 86.1867-12 is revised to read as follows:

Sec.  86.1867-12  CO[bdi2] credits for reducing leakage of air
conditioning refrigerant.

    Manufacturers may generate credits applicable to the CO2
fleet average program described in Sec.  86.1865-12 by implementing
specific air conditioning system technologies designed to reduce air
conditioning refrigerant leakage over the useful life of their
passenger automobiles and/or light trucks. Credits shall be calculated
according to this section for each air conditioning system that the
manufacturer is using to generate CO2 credits. Manufacturers
may also generate early air conditioning refrigerant leakage credits
under this section for the 2009 through 2011 model years according to
the provisions of Sec.  86.1871-12(b).
    (a) The manufacturer shall calculate an annual rate of refrigerant
leakage from an air conditioning system in grams per year according to
the procedures specified in SAE J2727 (incorporated by reference in
Sec.  86.1). In doing so, the refrigerant permeation rates for hoses
shall be determined using the procedures specified in SAE J2064
(incorporated by reference in Sec.  86.1) The annual rate of
refrigerant leakage from an air conditioning system shall be rounded to
the nearest tenth of a gram per year. The procedures of SAE J2727 may
be used to determine leakage rates for HFC-134a and HFO-1234yf;
manufacturers should contact EPA regarding procedures for other
refrigerants. The annual rate of refrigerant leakage from an air
conditioning system shall be rounded to the nearest tenth of a gram per
year.
    (b) The CO2-equivalent gram per mile leakage reduction
used to calculate the total leakage credits generated by an air
conditioning system shall be determined according to this paragraph
(b), separately for passenger automobiles and light trucks, and rounded
to the nearest tenth of a gram per mile:
    (1) Passenger automobile leakage credit for an air conditioning
system:
[GRAPHIC] [TIFF OMITTED] TR15OC12.038

    Where:

    MaxCredit is 12.6 (grams CO2-equivalent/mile) for air
conditioning systems using HFC-134a, and 13.8 (grams CO2-
equivalent/mile) for air conditioning systems using a refrigerant
with a lower global warming potential.
    LeakScore means the annual refrigerant leakage rate determined
according to the procedures in SAE J2727 (incorporated by reference
in Sec.  86.1), where the refrigerant permeation rates for hoses
shall be determined using the procedures specified in SAE J2064
(incorporated by reference in Sec.  86.1). If the calculated rate is
less than 8.3 grams/year (or 4.1 grams/year for systems using only
electric compressors), the rate for the purpose of this formula
shall be 8.3 grams/year (or 4.1 grams/year for systems using only
electric compressors).
    GWPREF means the global warming potential of the
refrigerant as indicated in paragraph (e) of this section or as
otherwise determined by the Administrator;
    HiLeakDis means the high leak disincentive, which is zero for
model years 2012 through 2016, and for 2017 and later model years is
determined using the following equation, except that if
GWPREF is greater than 150 or if the calculated result of
the equation is less than zero, HiLeakDis shall be set equal to
zero, or if the calculated result of the equation is greater than
1.8 g/mi, HiLeakDis shall be set to 1.8 g/mi:
[GRAPHIC] [TIFF OMITTED] TR15OC12.039

Where,

LeakThreshold = 11.0 for air conditioning systems with a refrigerant
capacity less than or equal to 733 grams; or
LeakThreshold = [Refrigerant Capacity x 0.015] for air conditioning
systems with a refrigerant capacity greater than 733 grams, where
RefrigerantCapacity is the maximum refrigerant capacity specified
for the air conditioning system, in grams.

    (2) Light truck leakage credit for an air conditioning system:
    [GRAPHIC] [TIFF OMITTED] TR15OC12.040

Where:

MaxCredit is 15.6 (grams CO2-equivalent/mile) for air
conditioning systems using HFC-134a, and 17.2 (grams CO2-
equivalent/mile) for air conditioning systems using a refrigerant
with a lower global warming potential.
LeakScore means the annual refrigerant leakage rate determined
according to the provisions of SAE J2727 (incorporated by reference
in Sec.  86.1),, where the refrigerant permeation rates for hoses
shall be determined using the procedures specified in SAE J2064
(incorporated by reference in Sec.  86.1). If the calculated rate is
less than 10.4 grams/year (or 5.2 grams/year for systems using only
electric compressors), the rate for the purpose of this formula
shall be 10.4 grams/year (or 5.2 grams/year for systems using only
electric compressors).

GWPREF means the global warming potential of the
refrigerant as indicated in paragraph (e) of this section or as
otherwise determined by the Administrator;
HiLeakDis means the high leak disincentive, which is zero for model
years 2012 through 2016, and for 2017 and later model years is
determined using the following equation, except that if
GWPREF is greater than 150 or if the calculated result of
the equation is less than zero, HiLeakDis shall be set equal to
zero, or if the calculated result of the equation is greater than
2.1 g/mi, HiLeakDis shall be set to 2.1 g/mi:
[GRAPHIC] [TIFF OMITTED] TR15OC12.041

Where:

LeakThreshold = 11.0 for air conditioning systems with a refrigerant
capacity less than or equal to 733 grams; or
LeakThreshold = [Refrigerant Capacity x 0.015] for air conditioning
systems with a refrigerant capacity greater than 733 grams, where
RefrigerantCapacity is the maximum refrigerant capacity specified
for the air conditioning system, in grams.

    (c) The total leakage reduction credits generated by the air
conditioning system shall be calculated separately for passenger
automobiles and light trucks according to the following formula:

Total Credits (Megagrams) = (Leakage x Production x VLM) / 1,000,000

Where:

Leakage = the CO2-equivalent leakage credit value in
grams per mile determined in paragraph (b)(1) or (b)(2) of this
section, whichever is applicable.

Production = The total number of passenger automobiles or light
trucks, whichever is applicable, produced with the air conditioning
system to which to the leakage credit value from paragraph (b)(1) or
(b)(2) of this section applies.
VLM = vehicle lifetime miles, which for passenger automobiles shall
be 195,264 and for light trucks shall be 225,865.

    (d) The results of paragraph (c) of this section, rounded to the
nearest whole number, shall be included in the manufacturer's credit/
debit totals calculated in Sec.  86.1865-12(k)(5).
    (e) The following values for refrigerant global warming potential
(GWPREF), or alternative values as determined by the
Administrator, shall be used in the calculations of this section. The
Administrator will determine values for refrigerants not included in
this paragraph (e) upon request by a manufacturer.
    (1) For HFC-134a, GWPREF = 1430;
    (2) For HFC-152a, GWPREF = 124;
    (3) For HFO-1234yf, GWPREF = 4;
    (4) For CO2, GWPREF = 1.

0
21. Section 86.1868-12 is added to read as follows:

Sec.  86.1868-12  CO[bdi2] credits for improving the efficiency of air
conditioning systems.

    Manufacturers may generate credits applicable to the CO2
fleet average program described in Sec.  86.1865-12 by implementing
specific air conditioning system technologies designed to reduce air
conditioning-related CO2 emissions over the useful life of
their passenger automobiles and/or light trucks. Credits shall be
calculated according to this section for each air conditioning system
that the manufacturer is using to generate CO2 credits.
Manufacturers may also generate early air conditioning efficiency
credits under this section for the 2009 through 2011 model years
according to the provisions of Sec.  86.1871-12(b). For model years
2012 and 2013 the manufacturer may determine air conditioning
efficiency credits using the requirements in paragraphs (a) through (d)
of this section. For model years 2014 through 2016 the eligibility
requirements specified in either paragraph (e) or (f) of this section
must be met before an air conditioning system is allowed to generate
credits. For model years 2017 and later the eligibility requirements
specified in paragraph (g) of this section must be met before an air
conditioning system is allowed to generate credits.
    (a)(1) 2012 through 2016 model year air conditioning efficiency
credits are available for the following technologies in the gram per
mile amounts indicated in the following table:

------------------------------------------------------------------------
                                                                 Credit
                 Air conditioning technology                   value  (g/
                                                                  mi)
------------------------------------------------------------------------
Reduced reheat, with externally-controlled, variable-                1.7
 displacement compressor (e.g. a compressor that controls
 displacement based on temperature setpoint and/or cooling
 demand of the air conditioning system control settings
 inside the passenger compartment)...........................
Reduced reheat, with externally-controlled, fixed-                   1.1
 displacement or pneumatic variable displacement compressor
 (e.g. a compressor that controls displacement based on
 conditions within, or internal to, the air conditioning
 system, such as head pressure, suction pressure, or
 evaporator outlet temperature)..............................
Default to recirculated air with closed-loop control of the          1.7
 air supply (sensor feedback to control interior air quality)
 whenever the ambient temperature is 75 [deg]F or higher: Air
 conditioning systems that operated with closed-loop control
 of the air supply at different temperatures may receive
 credits by submitting an engineering analysis to the
 Administrator for approval..................................
Default to recirculated air with open-loop control air supply        1.1
 (no sensor feedback) whenever the ambient temperature is 75
 [deg]F or higher. Air conditioning systems that operate with
 open-loop control of the air supply at different
 temperatures may receive credits by submitting an
 engineering analysis to the Administrator for approval......
Blower motor controls which limit wasted electrical energy           0.9
 (e.g. pulse width modulated power controller)...............
Internal heat exchanger (e.g. a device that transfers heat           1.1
 from the high-pressure, liquid-phase refrigerant entering
 the evaporator to the low-pressure, gas-phase refrigerant
 exiting the evaporator).....................................
Improved condensers and/or evaporators with system analysis          1.1
 on the component(s) indicating a coefficient of performance
 improvement for the system of greater than 10% when compared
 to previous industry standard designs)......................
Oil separator. The manufacturer must submit an engineering           0.6
 analysis demonstrating the increased improvement of the
 system relative to the baseline design, where the baseline
 component for comparison is the version which a manufacturer
 most recently had in production on the same vehicle design
 or in a similar or related vehicle model. The
 characteristics of the baseline component shall be compared
 to the new component to demonstrate the improvement.........
------------------------------------------------------------------------

     (2) 2017 and later model year air conditioning efficiency credits
are available for the following technologies in the gram per mile
amounts indicated for each vehicle category in the following table:

------------------------------------------------------------------------
                                                    Passenger
                                                     automo-     Light
           Air conditioning technology             biles  (g/    trucks
                                                       mi)       (g/mi)
------------------------------------------------------------------------
Reduced reheat, with externally-controlled,               1.5        2.2
 variable-displacement compressor (e.g. a
 compressor that controls displacement based on
 temperature setpoint and/or cooling demand of
 the air conditioning system control settings
 inside the passenger compartment)...............
Reduced reheat, with externally-controlled, fixed-        1.0        1.4
 displacement or pneumatic variable displacement
 compressor (e.g. a compressor that controls
 displacement based on conditions within, or
 internal to, the air conditioning system, such
 as head pressure, suction pressure, or
 evaporator outlet temperature)..................
Default to recirculated air with closed-loop              1.5        2.2
 control of the air supply (sensor feedback to
 control interior air quality) whenever the
 ambient temperature is 75 [deg]F or higher: Air
 conditioning systems that operated with closed-
 loop control of the air supply at different
 temperatures may receive credits by submitting
 an engineering analysis to the Administrator for
 approval........................................
Default to recirculated air with open-loop                1.0        1.4
 control air supply (no sensor feedback) whenever
 the ambient temperature is 75 [deg]F or higher.
 Air conditioning systems that operate with open-
 loop control of the air supply at different
 temperatures may receive credits by submitting
 an engineering analysis to the Administrator for
 approval........................................
Blower motor controls which limit wasted                  0.8        1.1
 electrical energy (e.g. pulse width modulated
 power controller)...............................
Internal heat exchanger (e.g. a device that               1.0        1.4
 transfers heat from the high-pressure, liquid-
 phase refrigerant entering the evaporator to the
 low-pressure, gas-phase refrigerant exiting the
 evaporator).....................................
Improved condensers and/or evaporators with               1.0        1.4
 system analysis on the component(s) indicating a
 coefficient of performance improvement for the
 system of greater than 10% when compared to
 previous industry standard designs).............
Oil separator. The manufacturer must submit an            0.5        0.7
 engineering analysis demonstrating the increased
 improvement of the system relative to the
 baseline design, where the baseline component
 for comparison is the version which a
 manufacturer most recently had in production on
 the same vehicle design or in a similar or
 related vehicle model. The characteristics of
 the baseline component shall be compared to the
 new component to demonstrate the improvement....
------------------------------------------------------------------------

    (b) Air conditioning efficiency credits are determined on an air
conditioning system basis. For each air conditioning system that is
eligible for a credit based on the use of one or more of the items
listed in paragraph (a) of this section, the total credit value is the
sum of the gram per mile values for the appropriate model year listed
in paragraph (a) of this section for each item that applies to the air
conditioning system.
    (1) In the 2012 through 2016 model years the total credit value for
an air conditioning system for passenger automobiles or light trucks
may not be greater than 5.7 grams per mile.
    (2) In the 2017 and later model years the total credit value for an
air conditioning system may not be greater than 5.0 grams per mile for
any passenger automobile or 7.2 grams per mile for any light truck.
    (c) The total efficiency credits generated by an air conditioning
system shall be calculated separately for passenger automobiles and
light trucks according to the following formula:

Total Credits (Megagrams) = (Credit x Production x VLM) / 1,000,000

Where:

Credit = the CO2 efficiency credit value in grams per
mile determined in paragraph (b) or (e) of this section, whichever
is applicable.
Production = The total number of passenger automobiles or light
trucks, whichever is applicable, produced with the air conditioning
system to which to the efficiency credit value from paragraph (b) of
this section applies.
VLM = vehicle lifetime miles, which for passenger automobiles shall
be 195,264 and for light trucks shall be 225,865.

    (d) The results of paragraph (c) of this section, rounded to the
nearest whole number, shall be included in the manufacturer's credit/
debit totals calculated in Sec.  86.1865-12(k)(5).
    (e) For the 2014 through 2016 model years, manufacturers must
validate air conditioning credits by using the Air Conditioning Idle
Test Procedure according to the provisions of this paragraph (e) or,
alternatively, by using the AC17 reporting requirements specified in
paragraph (f) of this section. The Air Conditioning Idle Test Procedure
is not applicable after the 2016 model year.
    (1) For each air conditioning system selected by the manufacturer
to generate air conditioning efficiency credits, the manufacturer shall
perform the Air Conditioning Idle Test Procedure specified in Sec.
86.165-12 of this part.
    (2) Using good engineering judgment, the manufacturer must select
the vehicle configuration to be tested that is expected to result in
the greatest increased CO2 emissions as a result of the
operation of the air conditioning system for which efficiency credits
are being sought. If the air conditioning system is being installed in
passenger automobiles and light trucks, a separate determination of the
quantity of credits for passenger automobiles and light trucks must be
made, but only one test vehicle is required to represent the air
conditioning system, provided it represents the worst-case impact of
the system on CO2 emissions.
    (3) The manufacturer shall determine an idle test threshold (ITT)
for the tested vehicle configuration. A comparison of this threshold
value with the CO2 emissions increase recorded over the Air
Conditioning Idle Test Procedure in Sec.  86.165-12 determines the
total credits that may be generated by an air conditioning system. The
manufacturer may choose one of the following idle test threshold (ITT)
values for an air conditioning system:
    (i) 14.9 grams per minute; or
    (ii) The value determined from the following equation, rounded to
the nearest tenth of a gram per minute:
[GRAPHIC] [TIFF OMITTED] TR15OC12.042

Where:
Displacement = the engine displacement of the test vehicle,
expressed in liters and rounded to the nearest one tenth of a liter.

    (4)(i) If the CO2 emissions value determined from the
Idle Test Procedure in Sec.  86.165-12 is less than or equal to the
idle test threshold (ITT) determined in paragraph (e)(3) of this
section, the total CO2 efficiency credit value (Credit) for
use in paragraph (c) of this section shall be the applicable value
determined in paragraph (b) of this section.
    (ii) If the CO2 emissions value determined from the Idle
Test Procedure in Sec.  86.165-12 is greater than the idle test
threshold (ITT) determined in paragraph (e)(3) of this section, the
total CO2 efficiency credit value (Credit) for use in
paragraph (c) of this section shall be determined using the following
formula:
[GRAPHIC] [TIFF OMITTED] TR15OC12.043

Where:

Credit = The CO2 efficiency credit value (Credit) that
must be used in paragraph (c) of this section to calculate the total
credits (in Megagrams) of air conditioning efficiency credits;
TCV = The total CO2 efficiency credit value determined
according to paragraph (b) of this section; and
ITP = the increased CO2 emissions determined from the
Idle Test Procedure in Sec.  86.165-14.
ITT = the idle test threshold determined in paragraph (e)(3) of this
section and rounded to the nearest one tenth of a gram per minute:

    (iii) Air conditioning systems that record an increased
CO2 emissions value on the Idle Test Procedure in Sec.
86.165-14 that is greater than or equal to the idle test threshold
(ITT) determined in paragraph (e)(3) of this section plus 6.4 grams per
minute are not eligible for an air conditioning efficiency credit.
    (5) Air conditioning systems with compressors that are solely
powered by electricity shall submit Air Conditioning Idle Test
Procedure data to be eligible to generate credits in the 2014 and later
model years, but such systems are not required to meet a specific
threshold to be eligible to generate such credits, as long as the
engine remains off for a period of at least 2 minutes during the air
conditioning on portion of the Idle Test Procedure in Sec.  86.165-
12(d).
    (f) AC17 reporting requirements. Manufacturers may use the
provisions of this paragraph (f) as an alternative to the use of the
Air Conditioning Idle Test to demonstrate eligibility to generate air
conditioning efficiency credits for the 2014 through 2016 model years.
This paragraph (f) is required for the 2017 through 2019 model years.
    (1) The manufacturer shall perform the AC17 test specified in Sec.
86.167-17 of this part on each unique air conditioning system design
and vehicle platform combination for which the manufacturer intends to
accrue air conditioning efficiency credits. The manufacturer must test
at least one unique air conditioning system within each vehicle
platform in a model year, unless all unique air conditioning systems
within a vehicle platform have been previously tested. A unique air
conditioning system design is a system with unique or substantially
different component designs or types and/or system control strategies
(e.g., fixed-displacement vs. variable displacement compressors,
orifice tube vs. thermostatic expansion valve, single vs. dual
evaporator, etc.). In the first year of such testing, the tested
vehicle configuration shall be the highest production vehicle
configuration within each platform. In subsequent model years the
manufacturer must test other unique air conditioning systems within the
vehicle platform, proceeding from the highest production untested
system until all unique air conditioning systems within the platform
have been tested, or until the vehicle platform experiences a major
redesign. Whenever a new unique air conditioning system is tested, the
highest production configuration using that system shall be the vehicle
selected for testing. Air conditioning system designs which have
similar cooling capacity, component types, and control strategies, yet
differ in terms of compressor pulley ratios or condenser or evaporator
surface areas will not be considered to be unique system designs. The
test results from one unique system design may represent all variants
of that design. Manufacturers must use good engineering judgment to
identify the unique air conditioning system designs which will require
AC17 testing in subsequent model years. Results must be reported
separately for all four phases (two phases with air conditioning off
and two phases with air conditioning on) of the test to the
Environmental Protection Agency, and the results of the calculations
required in Sec.  86.167 paragraphs (m) and (n) must also be reported.
In each subsequent model year additional air conditioning system
designs, if such systems exist, within a vehicle platform that is
generating air conditioning credits must be tested using the AC17
procedure. When all unique air conditioning system designs within a
platform have been tested, no additional testing is required within
that platform, and credits may be carried over to subsequent model
years until there is a significant change in the platform design, at
which point a new sequence of testing must be initiated. No more than
one vehicle from each credit-generating platform is required to be
tested in each model year.
    (2) The manufacturer shall also report the following information
for each vehicle tested: the vehicle class, model type, curb weight,
engine displacement, transmission class and configuration, interior
volume, climate control system type and characteristics, refrigerant
used, compressor type, and evaporator/condenser characteristics.
    (g) AC17 validation testing and reporting requirements. For the
2020 and later model years, manufacturers must validate air
conditioning credits by using the AC17 Test Procedure according to the
provisions of this paragraph (g).
    (1) For each air conditioning system selected by the manufacturer
to generate air conditioning efficiency credits, the manufacturer shall
perform the AC17 Air Conditioning Efficiency Test Procedure specified
in Sec.  86.167-17 of this part, according to the requirements of this
paragraph (g).
    (2) Complete the following testing and calculations:
    (i) Perform the AC17 test on a vehicle that incorporates the air
conditioning system with the credit-generating technologies.
    (ii) Perform the AC17 test on a vehicle which does not incorporate
the credit-generating technologies. The tested vehicle must be similar
to the vehicle tested under paragraph (g)(2)(i) of this section and
selected using good engineering judgment. The tested vehicle may be
from an earlier design generation. If the manufacturer cannot identify
an appropriate vehicle to test under this paragraph (g)(2)(ii), they
may submit an engineering analysis that describes why an appropriate
vehicle is

not available or not appropriate, and includes data and information
supporting specific credit values, using good engineering judgment.
    (iii) Subtract the CO2 emissions determined from testing
under paragraph (g)(1)(i) of this section from the CO2
emissions determined from testing under paragraph (g)(1)(ii) of this
section and round to the nearest 0.1 grams/mile. If the result is less
than or equal to zero, the air conditioning system is not eligible to
generate credits. If the result is greater than or equal to the total
of the gram per mile credits determined in paragraph (b) of this
section, then the air conditioning system is eligible to generate the
maximum allowable value determined in paragraph (b) of this section. If
the result is greater than zero but less than the total of the gram per
mile credits determined in paragraph (b) of this section, then the air
conditioning system is eligible to generate credits in the amount
determined by subtracting the CO2 emissions determined from
testing under paragraph (g)(1)(i) of this section from the
CO2 emissions determined from testing under paragraph
(g)(1)(ii) of this section and rounding to the nearest 0.1 grams/mile.
    (3) For the first model year for which an air conditioning system
is expected to generate credits, the manufacturer must select for
testing the projected highest-selling configuration within each
combination of vehicle platform and unique air conditioning system. The
manufacturer must test at least one unique air conditioning system
within each vehicle platform in a model year, unless all unique air
conditioning systems within a vehicle platform have been previously
tested. A unique air conditioning system design is a system with unique
or substantially different component designs or types and/or system
control strategies (e.g., fixed-displacement vs. variable displacement
compressors, orifice tube vs. thermostatic expansion valve, single vs.
dual evaporator, etc.). In the first year of such testing, the tested
vehicle configuration shall be the highest production vehicle
configuration within each platform. In subsequent model years the
manufacturer must test other unique air conditioning systems within the
vehicle platform, proceeding from the highest production untested
system until all unique air conditioning systems within the platform
have been tested, or until the vehicle platform experiences a major
redesign. Whenever a new unique air conditioning system is tested, the
highest production configuration using that system shall be the vehicle
selected for testing. Credits may continue to be generated by the air
conditioning system installed in a vehicle platform provided that:
    (i) The air conditioning system components and/or control
strategies do not change in any way that could be expected to cause a
change in its efficiency;
    (ii) The vehicle platform does not change in design such that the
changes could be expected to cause a change in the efficiency of the
air conditioning system; and
    (iii) The manufacturer continues to test at least one unique air
conditioning system within each platform using the air conditioning
system, in each model year, until all unique air conditioning systems
within each platform have been tested.
    (4) Each air conditioning system must be tested and must meet the
testing criteria in order to be allowed to generate credits. Credits
may continue to be generated by an air conditioning system in
subsequent model years if the manufacturer continues to test at least
one unique air conditioning system within each platform on an annual
basis, unless all systems have been previously tested, as long as the
air conditioning system and vehicle platform do not change
substantially.
    (h) The following definitions apply to this section:
    (1) Reduced reheat, with externally-controlled, variable
displacement compressor means a system in which compressor displacement
is controlled via an electronic signal, based on input from sensors
(e.g., position or setpoint of interior temperature control, interior
temperature, evaporator outlet air temperature, or refrigerant
temperature) and air temperature at the outlet of the evaporator can be
controlled to a level at 41 [deg]F, or higher.
    (2) Reduced reheat, with externally-controlled, fixed-displacement
or pneumatic variable displacement compressor means a system in which
the output of either compressor is controlled by cycling the compressor
clutch off-and-on via an electronic signal, based on input from sensors
(e.g., position or setpoint of interior temperature control, interior
temperature, evaporator outlet air temperature, or refrigerant
temperature) and air temperature at the outlet of the evaporator can be
controlled to a level at 41 [deg]F, or higher.
    (3) Default to recirculated air mode means that the default
position of the mechanism which controls the source of air supplied to
the air conditioning system shall change from outside air to
recirculated air when the operator or the automatic climate control
system has engaged the air conditioning system (i.e., evaporator is
removing heat), except under those conditions where dehumidification is
required for visibility (i.e., defogger mode). In vehicles equipped
with interior air quality sensors (e.g., humidity sensor, or carbon
dioxide sensor), the controls may determine proper blend of air supply
sources to maintain freshness of the cabin air and prevent fogging of
windows while continuing to maximize the use of recirculated air. At
any time, the vehicle operator may manually select the non-recirculated
air setting during vehicle operation but the system must default to
recirculated air mode on subsequent vehicle operations (i.e., next
vehicle start). The climate control system may delay switching to
recirculation mode until the interior air temperature is less than the
outside air temperature, at which time the system must switch to
recirculated air mode.
    (4) Blower motor controls which limit waste energy means a method
of controlling fan and blower speeds which does not use resistive
elements to decrease the voltage supplied to the motor.
    (5) Improved condensers and/or evaporators means that the
coefficient of performance (COP) of air conditioning system using
improved evaporator and condenser designs is 10 percent higher, as
determined using the bench test procedures described in SAE J2765
``Procedure for Measuring System COP of a Mobile Air Conditioning
System on a Test Bench,'' when compared to a system using standard, or
prior model year, component designs (SAE J2765 is incorporated by
reference in Sec.  86.1). The manufacturer must submit an engineering
analysis demonstrating the increased improvement of the system relative
to the baseline design, where the baseline component(s) for comparison
is the version which a manufacturer most recently had in production on
the same vehicle design or in a similar or related vehicle model. The
dimensional characteristics (e.g., tube configuration/thickness/
spacing, and fin density) of the baseline component(s) shall be
compared to the new component(s) to demonstrate the improvement in
coefficient of performance.
    (6) Oil separator means a mechanism which removes at least 50
percent of the oil entrained in the oil/refrigerant mixture exiting the
compressor and returns it to the compressor housing or compressor
inlet, or a compressor design which does not rely on the circulation of
an oil/refrigerant mixture for lubrication.

0
22. Section 86.1869-12 is added to read as follows:

Sec.  86.1869-12  CO[bdi2] credits for off-cycle CO2-reducing
technologies.

    (a) Manufacturers may generate credits for CO2-reducing
technologies where the CO2 reduction benefit of the
technology is not adequately captured on the Federal Test Procedure
and/or the Highway Fuel Economy Test. These technologies must have a
measurable, demonstrable, and verifiable real-world CO2
reduction that occurs outside the conditions of the Federal Test
Procedure and the Highway Fuel Economy Test. These optional credits are
referred to as ``off-cycle'' credits. Off-cycle technologies used to
generate emission credits are considered emission-related components
subject to applicable requirements, and must be demonstrated to be
effective for the full useful life of the vehicle. Unless the
manufacturer demonstrates that the technology is not subject to in-use
deterioration, the manufacturer must account for the deterioration in
their analysis. Durability evaluations of off-cycle technologies may
occur at any time throughout a model year, provided that the results
can be factored into the data provided in the model year report. Off-
cycle credits may not be approved for crash-avoidance technologies,
safety critical systems or systems affecting safety-critical functions,
or technologies designed for the purpose of reducing the frequency of
vehicle crashes. Off-cycle credits may not be earned for technologies
installed on a motor vehicle to attain compliance with any vehicle
safety standard or any regulation set forth in Title 49 of the Code of
Federal Regulations. The manufacturer must use one of the three options
specified in this section to determine the CO2 gram per mile
credit applicable to an off-cycle technology. Note that the option
provided in paragraph (b) of this section applies only to the 2014 and
later model years. The manufacturer should notify EPA in their pre-
model year report of their intention to generate any credits under this
section.
    (b) Credit available for certain off-cycle technologies. The
provisions of this paragraph (b) are applicable only to 2014 and later
model year vehicles. EPA may request data, engineering analyses, or
other information that supports a manufacturer's use of the credits in
this paragraph (b).
    (1) The manufacturer may generate a CO2 gram/mile credit
for certain technologies as specified in this paragraph (b)(1).
Technology definitions are in paragraph (b)(4) of this section.
Calculated credit values shall be rounded to the nearest 0.1 grams/
mile.
    (i) Waste heat recovery. The credit shall be calculated using the
following formula, rounded to the nearest 0.1 grams/mile:
[GRAPHIC] [TIFF OMITTED] TR15OC12.044

Where:

ELR = the electrical load reduction of the waste heat recovery
system, in Watts, calculated as an average over 5-cycle testing.

    (ii) High efficiency exterior lights. Credits may be accrued for
high efficiency lighting as defined in paragraph (b)(4) of this section
based on the lighting locations with such lighting installed. Credits
for high efficiency lighting are the sum of the credits for the
applicable lighting locations in the following table (rounded to the
nearest 0.1 grams/mile), or, if all lighting locations in the table are
equipped with high efficiency lighting, the total credit for high
efficiency lighting shall be 1.0 grams/mile. Lighting components that
result in credit levels less than those shown in the following table
are not eligible for credits.

------------------------------------------------------------------------
                                                          Credit  (grams/
                   Lighting Component                          mile)
------------------------------------------------------------------------
Low beam................................................            0.38
High beam...............................................            0.05
Parking/position........................................            0.10
Turn signal, front......................................            0.06
Side marker, front......................................            0.06
Tail....................................................            0.10
Turn signal, rear.......................................            0.06
Side marker, rear.......................................            0.06
License plate...........................................            0.08
------------------------------------------------------------------------

    (iii) Solar panels. (A) Credits for solar panels used solely for
charging the battery of an electric vehicle, plug-in hybrid electric
vehicle, or hybrid electric vehicle shall be calculated using the
following equation, and rounded to the nearest 0.1 grams/mile:
[GRAPHIC] [TIFF OMITTED] TR15OC12.045

Where:

Ppanel is the is the rated power of the solar panel, in
Watts, determined under the standard test conditions of 1000 Watts
per meter squared direct solar irradiance at a panel temperature of
25 degrees Celsius (+/-2 degrees) with an air mass spectrum of 1.5
(AM1.5).

    (B) Credits for solar panels used solely for active vehicle
ventilation systems are those specified in paragraph (b)(1)(viii)(E).
    (C) Credits for solar panels used both for active cabin ventilation
and for charging the battery of an electric vehicle, plug-in hybrid
electric vehicle, or hybrid electric vehicle shall be calculated using
the following equation, and rounded to the nearest 0.1 grams/mile:
[GRAPHIC] [TIFF OMITTED] TR15OC12.046

Where:

Cvent is the credit attributable to active cabin
ventilation from paragraph (b)(1)(viii)(E) of this section;
    Ppanel is the is the rated power of the solar panel,
in Watts, determined under the standard test conditions of 1000
Watts per meter squared direct solar irradiance at a panel
temperature of 25 degrees Celsius (+/-2 degrees) with an air mass
spectrum of 1.5 (AM1.5); and
Pvent is the amount of power, in Watts, required to run
the active cabin ventilation system.

    (iv) Active aerodynamic improvements. (A) The credit for active
aerodynamic improvements for passenger automobiles shall be calculated
using the following equation, and rounded to the nearest 0.1 grams/
mile:
[GRAPHIC] [TIFF OMITTED] TR15OC12.047

Where:

CDreduced is the percent reduction in the coefficient of
drag (Cd), shown as a value from 0 to 1. The coefficient
of drag shall be determined using good engineering

judgment consistent with standard industry test methods and
practices.

    (B) The credit for active aerodynamic improvements for light trucks
shall be calculated using the following equation, and rounded to the
nearest 0.1 grams/mile:
[GRAPHIC] [TIFF OMITTED] TR15OC12.048

Where:

CDreduced is the percent reduction in the coefficient of
drag (Cd), shown as a value from 0 to 1. The coefficient
of drag shall be determined using good engineering judgment
consistent with standard industry test methods and practices.

    (v) Engine idle start-stop.
    (A) The passenger automobile credit for engine idle start-stop
systems is 2.5 grams/mile, provided that the vehicle is equipped with
an electric heater circulation system (or a technology that provides a
similar function). For vehicles not equipped with such systems the
credit is 1.5 grams/mile.
    (B) The light truck credit for engine idle start-stop systems is
4.4 grams/mile, provided that the vehicle is equipped with an electric
heater circulation system (or a technology that provides a similar
function). For vehicles not equipped with such systems the credit is
2.9 grams/mile.
    (vi) Active transmission warm-up. Systems using a single heat-
exchanging loop that serves both transmission and engine warm-up
functions are eligible for the credits in either paragraph (b)(1)(vi)
or (b)(1)(vii) of this section, but not both.
    (A) The passenger automobile credit is 1.5 grams/mile.
    (B) The light truck credit is 3.2 grams/mile.
    (vii) Active engine warm-up. Systems using a single heat-exchanging
loop that serves both transmission and engine warm-up functions are
eligible for the credits in either paragraph (b)(1)(vi) or (b)(1)(vii)
of this section, but not both.
    (A) The passenger automobile credit is 1.5 grams/mile.
    (B) The light truck credit is 3.2 grams/mile.
    (viii) Thermal control technologies. The maximum credit allowed for
thermal control technologies is limited to 3.0 g/mi for passenger
automobiles and to 4.3 g/mi for light trucks.
    (A) Glass or glazing. Glass or glazing credits are calculated using
the following equation, and rounded to the nearest 0.1 grams/mile:
[GRAPHIC] [TIFF OMITTED] TR15OC12.049

Where:

Credit = the total glass or glazing credits, in grams per mile
rounded to the nearest 0.1 grams/mile. The credit may not exceed 2.9
g/mi for passenger automobiles or 3.9 g/mi for light trucks;
Z = 0.3 for passenger automobiles and 0.4 for light trucks;
Gi = the measured glass area of window i, in square
meters and rounded to the nearest tenth;
G = the total glass area of the vehicle, in square meters and
rounded to the nearest tenth;
Ti = the estimated temperature reduction for the glass area of
window i, determined using the following formula:

Ti = 0.3987 x (Ttsbase - Ttsnew)

Where:

Ttsnew = the total solar transmittance of the glass,
measured according to ISO 13837, ``Safety glazing materials--Method
for determination of solar transmittance'' (incorporated by
reference in Sec.  86.1).
Ttsbase = 62 for the windshield, side-front, side-rear,
rear-quarter, and backlite locations, and 40 for rooflite locations.

    (B) Active seat ventilation. The passenger automobile credit is 1.0
grams/mile. The light truck credit is 1.3 grams/mile.
    (C) Solar reflective surface coating. The passenger automobile
credit is 0.4 grams/mile. The light truck credit is 0.5 grams/mile.
    (D) Passive cabin ventilation. The passenger automobile credit is
1.7 grams/mile. The light truck credit is 2.3 grams/mile.
    (E) Active cabin ventilation. The passenger automobile credit is
2.1 grams/mile. The light truck credit is 2.8 grams/mile.
    (2) The maximum allowable decrease in the manufacturer's combined
passenger automobile and light truck fleet average CO2
emissions attributable to use of the default credit values in paragraph
(b)(1) of this section is 10 grams per mile. If the total of the
CO2 g/mi credit values from the paragraph (b)(1) of this
section does not exceed 10 g/mi for any passenger automobile or light
truck in a manufacturer's fleet, then the total off-cycle credits may
be calculated according to paragraph (f) of this section. If the total
of the CO2 g/mi credit values from the table in paragraph
(b)(1) of this section exceeds 10 g/mi for any passenger automobile or
light truck in a manufacturer's fleet, then the gram per mile decrease
for the combined passenger automobile and light truck fleet must be
determined according to paragraph (b)(2)(i) of this section to
determine whether the 10 g/mi limitation has been exceeded.
    (i) Determine the gram per mile decrease for the combined passenger
automobile and light truck fleet using the following formula:
[GRAPHIC] [TIFF OMITTED] TR15OC12.050

Where:

Credits = The total of passenger automobile and light truck credits,
in Megagrams, determined according to paragraph (f) of this section
and limited to those credits accrued by using the default gram per
mile values in paragraph (b)(1) of this section.
ProdC = The number of passenger automobiles produced by
the manufacturer and delivered for sale in the U.S.
ProdT = The number of light trucks produced by the
manufacturer and delivered for sale in the U.S.

    (ii) If the value determined in paragraph (b)(2)(i) of this section
is greater than 10 grams per mile, the total credits, in Megagrams,
that may be accrued by a manufacturer using the default gram per mile
values in paragraph (b)(1) of this section shall be determined using
the following formula:
[GRAPHIC] [TIFF OMITTED] TR15OC12.051

Where:

ProdC = The number of passenger automobiles produced by
the manufacturer and delivered for sale in the U.S.
ProdT = The number of light trucks produced by the
manufacturer and delivered for sale in the U.S.

    (iii) If the value determined in paragraph (b)(2)(i) of this
section is not greater than 10 grams per mile, then the credits that
may be accrued by a manufacturer using the default gram per mile values
in paragraph (b)(1) of this section do not exceed the allowable limit,
and total credits may be determined for each category of vehicles
according to paragraph (f) of this section.
    (iv) If the value determined in paragraph (b)(2)(i) of this section
is greater than 10 grams per mile, then the combined passenger
automobile and light truck credits, in Megagrams, that may be accrued
using the calculations in paragraph (f) of this section must not exceed
the value determined in paragraph (b)(2)(ii) of this section. This
limitation should generally be done by reducing the amount of credits
attributable to the vehicle category that caused the limit to be
exceeded such that the total value does not exceed the value determined
in paragraph (b)(2)(ii) of this section.
    (3) In lieu of using the default gram per mile values specified in
paragraph (b)(1) of this section for specific technologies, a
manufacturer may determine an alternative value for any of the
specified technologies. An alternative value must be determined using
one of the methods specified in paragraph (c) or (d) of this section.
    (4) Definitions for the purposes of this paragraph (b) are as
follows:
    (i) Active aerodynamic improvements means technologies that are
automatically activated under certain conditions to improve aerodynamic
efficiency (e.g., lowering of the coefficient of drag, or Cd), while
preserving other vehicle attributes or functions.
    (ii) High efficiency exterior lighting means a lighting technology
that, when installed on the vehicle, is expected to reduce the total
electrical demand of the exterior lighting system when compared to
conventional lighting systems. To be eligible for this credit, the high
efficiency lighting must be installed in one or more of the following
lighting components: low beam, high beam, parking/position, front and
rear turn signals, front and rear side markers, taillights, backup/
reverse lights, and/or license plate lighting.
    (iii) Engine idle start-stop means a technology which enables a
vehicle to automatically turn off the engine when the vehicle comes to
a rest and restarts the engine when the driver applies pressure to the
accelerator or releases the brake. Off-cycle engine start-stop credits
will only be allowed for a vehicle if the Administrator has made a
determination under the testing and calculation provisions in 40 CFR
Part 600 that engine start-stop is the predominant operating mode for
that vehicle.
    (iv) Solar panels means the external installation of horizontally-
oriented solar panels, with direct and unimpeded solar exposure to an
overhead sun, on an electric vehicle, a plug-in hybrid electric
vehicle, a fuel cell vehicle, or a hybrid electric vehicle, such that
the solar energy is used to provide energy to the electric drive system
of the vehicle by charging the battery or directly providing power to
the electric motor or to essential vehicle systems (e.g., cabin heating
or cooling/ventilation). The rated power of the solar panels used to
determine the credit value must be determined under the standard test
conditions of 1,000 W/m\2\ direct solar irradiance at a panel
temperature of 25 +/-2[deg] C with an air mass of 1.5 spectrum (AM1.5).
    (v) Active transmission warmup means a system that uses waste heat
from the vehicle to quickly warm the transmission fluid to an operating
temperature range using a heat exchanger, increasing the overall
transmission efficiency by reducing parasitic losses associated with
the transmission fluid, such as losses related to friction and fluid
viscosity.
    (vi) Active engine warmup means a system that uses waste heat from
the vehicle to warm up targeted parts of the engine so that it reduces
engine friction losses and enables the closed-loop fuel control more
quickly. It allows a faster transition from cold operation to warm
operation, decreasing CO2 emissions, and increasing fuel
economy.
    (vii) Waste heat recovery means a system that captures heat that
would otherwise be lost through the engine, exhaust system, or the
radiator or other sources and converting that heat to electrical energy
that is used to meet the electrical requirements of the vehicle or used
to augment the warming of other load reduction technologies (e.g.,
cabin warming, active engine or transmission warm-up technologies). The
amount of energy recovered is the average value over 5-cycle testing.
    (viii) Active seat ventilation means a device which draws air,
pushes or forces air, or otherwise transfers heat from the seating
surface which is in contact with the seat occupant and exhausts it to a
location away from the seat. At a minimum, the driver and front
passenger seat must utilize this technology for a vehicle to be
eligible for credit.
    (ix) Solar reflective surface coating means a vehicle paint or
other surface coating which reflects at least 65 percent of the
impinging infrared solar energy, as determined using ASTM standards
E903, E1918-06, or C1549-09 (incorporated by reference in Sec.  86.1).
The coating must be applied at a minimum to all of the approximately
horizontal surfaces of the vehicle that border the passenger and
luggage compartments of the vehicle, (e.g., the rear deck lid and the
cabin roof).
    (x) Passive cabin ventilation means ducts, devices, or methods
which utilize convective airflow to move heated air from the cabin
interior to the exterior of the vehicle.
    (xi) Active cabin ventilation means devices which mechanically move
heated air from the cabin interior to the exterior of the vehicle.
    (xii) Electric heater circulation system means a system installed
in a vehicle equipped with an engine idle start-stop system that
continues to circulate heated air to the cabin when the engine is
stopped during a stop-start event. This system must be calibrated to
keep the engine off for a minimum of one minute when the external
ambient temperature is 30 [deg]F and when cabin heating is enabled.
    (c) Technology demonstration using EPA 5-cycle methodology. To
demonstrate an off-cycle technology and to determine a CO2
credit using the EPA 5-cycle methodology, the manufacturer shall
determine the off-cycle city/highway combined carbon-related exhaust
emissions benefit by using the EPA 5-cycle methodology described in 40
CFR Part 600. This method may not be used for technologies that include
elements (e.g., driver-selectable systems) that require additional
analyses, data collection, projections, or modeling, or other
assessments to determine a national average benefit of the technology.
Testing shall be performed on a representative vehicle, selected using
good engineering judgment, for each model type for which the credit is
being demonstrated. The emission benefit of a technology is determined
by testing both with and without the off-cycle technology operating. If
a specific technology is not expected to change emissions on one of the
five test procedures, the manufacturer may submit an engineering
analysis to the EPA that demonstrates that the

technology has no effect. If EPA concurs with the analysis, then
multiple tests are not required using that test procedure; instead,
only one of that test procedure shall be required--either with or
without the technology installed and operating--and that single value
will be used for all of the 5-cycle weighting calculations. Multiple
off-cycle technologies may be demonstrated on a test vehicle. The
manufacturer shall conduct the following steps and submit all test data
to the EPA.
    (1) Testing without the off-cycle technology installed and/or
operating. Determine carbon-related exhaust emissions over the FTP, the
HFET, the US06, the SC03, and the cold temperature FTP test procedures
according to the test procedure provisions specified in 40 CFR part 600
subpart B and using the calculation procedures specified in Sec.
600.113-12 of this chapter. Run each of these tests a minimum of three
times without the off-cycle technology installed and operating and
average the per phase (bag) results for each test procedure. Calculate
the 5-cycle weighted city/highway combined carbon-related exhaust
emissions from the averaged per phase results, where the 5-cycle city
value is weighted 55% and the 5-cycle highway value is weighted 45%.
The resulting combined city/highway value is the baseline 5-cycle
carbon-related exhaust emission value for the vehicle.
    (2) Testing with the off-cycle technology installed and/or
operating. Determine carbon-related exhaust emissions over the US06,
the SC03, and the cold temperature FTP test procedures according to the
test procedure provisions specified in 40 CFR part 600 subpart B and
using the calculation procedures specified in Sec.  600.113-12 of this
chapter. Run each of these tests a minimum of three times with the off-
cycle technology installed and operating and average the per phase
(bag) results for each test procedure. Calculate the 5-cycle weighted
city/highway combined carbon-related exhaust emissions from the
averaged per phase results, where the 5-cycle city value is weighted
55% and the 5-cycle highway value is weighted 45%. Use the averaged per
phase results for the FTP and HFET determined in paragraph (c)(1) of
this section for operation without the off-cycle technology in this
calculation. The resulting combined city/highway value is the 5-cycle
carbon-related exhaust emission value including the off-cycle benefit
of the technology but excluding any benefit of the technology on the
FTP and HFET.
    (3) Subtract the combined city/highway value determined in
paragraph (c)(1) of this section from the value determined in paragraph
(c)(2) of this section and round to the nearest 0.1 grams/mile. The
result is the off-cycle benefit of the technology or technologies being
evaluated, subject to EPA approval.
    (4) Submit all test values to EPA, and include an engineering
analysis describing the technology and how it provides off-cycle
emission benefits. EPA may request additional testing if we determine
that additional testing would be likely to provide significantly
greater confidence in the estimates of off-cycle technology benefits.
    (d) Technology demonstration using alternative EPA-approved
methodology. (1) This option may be used only with EPA approval, and
the manufacturer must be able to justify to the Administrator why the
5-cycle option described in paragraph (c) of this section
insufficiently characterizes the effectiveness of the off-cycle
technology. In cases where the EPA 5-cycle methodology described in
paragraph (c) of this section cannot adequately measure the emission
reduction attributable to an off-cycle technology, the manufacturer may
develop an alternative approach. Prior to a model year in which a
manufacturer intends to seek these credits, the manufacturer must
submit a detailed analytical plan to EPA. The manufacturer may seek EPA
input on the proposed methodology prior to conducting testing or
analytical work, and EPA will provide input on the manufacturer's
analytical plan. The alternative demonstration program must be approved
in advance by the Administrator and should:
    (i) Use modeling, on-road testing, on-road data collection, or
other approved analytical or engineering methods;
    (ii) Be robust, verifiable, and capable of demonstrating the real-
world emissions benefit with strong statistical significance;
    (iii) Result in a demonstration of baseline and controlled
emissions over a wide range of driving conditions and number of
vehicles such that issues of data uncertainty are minimized;
    (iv) Result in data on a model type basis unless the manufacturer
demonstrates that another basis is appropriate and adequate.
    (2) Notice and opportunity for public comment. The Administrator
will publish a notice of availability in the Federal Register notifying
the public of a manufacturer's proposed alternative off-cycle credit
calculation methodology. The notice will include details regarding the
proposed methodology, but will not include any Confidential Business
Information. The notice will include instructions on how to comment on
the methodology. The Administrator will take public comments into
consideration in the final determination, and will notify the public of
the final determination. Credits may not be accrued using an approved
methodology until the first model year for which the Administrator has
issued a final approval.
    (3) With respect to fuel consumption improvement values applicable
to the determination of average fuel economy under 600.510-12(c)(3) for
the 2017 and later model years, EPA will consult with the U.S.
Department of Transportation, National Highway Traffic Safety
Administration, prior to making a decision on a manufacturer's
application submitted under the requirements of this paragraph (d).
    (e) Review and approval process for off-cycle credits. (1) Initial
steps required. (i) A manufacturer requesting off-cycle credits under
the provisions of paragraph (c) of this section must conduct the
testing and/or simulation described in that paragraph.
    (ii) A manufacturer requesting off-cycle credits under the
provisions of paragraph (d) of this section must develop a methodology
for demonstrating and determining the benefit of the off-cycle
technology, and carry out any necessary testing and analysis required
to support that methodology.
    (iii) A manufacturer requesting off-cycle credits under paragraphs
(b), (c), or (d) of this section must conduct testing and/or prepare
engineering analyses that demonstrate the in-use durability of the
technology for the full useful life of the vehicle.
    (2) Data and information requirements. The manufacturer seeking
off-cycle credits must submit an application for off-cycle credits
determined under paragraphs (c) and (d) of this section. The
application must contain the following:
    (i) A detailed description of the off-cycle technology and how it
functions to reduce CO2 emissions under conditions not
represented on the FTP and HFET.
    (ii) A list of the vehicle model(s) which will be equipped with the
technology.
    (iii) A detailed description of the test vehicles selected and an
engineering analysis that supports the selection of those vehicles for
testing.
    (iv) All testing and/or simulation data required under paragraph
(c) or (d) of this section, as applicable, plus any other data the
manufacturer has considered in the analysis.

    (v) For credits under paragraph (d) of this section, a complete
description of the methodology used to estimate the off-cycle benefit
of the technology and all supporting data, including vehicle testing
and in-use activity data.
    (vi) An estimate of the off-cycle benefit by vehicle model and the
fleetwide benefit based on projected sales of vehicle models equipped
with the technology.
    (vii) An engineering analysis and/or component durability testing
data or whole vehicle testing data demonstrating the in-use durability
of the off-cycle technology components.
    (3) EPA review of the off-cycle credit application. Upon receipt of
an application from a manufacturer, EPA will do the following:
    (i) Review the application for completeness and notify the
manufacturer within 30 days if additional information is required.
    (ii) Review the data and information provided in the application to
determine if the application supports the level of credits estimated by
the manufacturer.
    (iii) For credits under paragraph (d) of this section, EPA will
make the application available to the public for comment, as described
in paragraph (d)(2) of this section, within 60 days of receiving a
complete application. The public review period will be specified as 30
days, during which time the public may submit comments. Manufacturers
may submit a written rebuttal of comments for EPA consideration or may
revise their application in response to comments. A revised application
should be submitted after the end of the public review period, and EPA
will review the application as if it was a new application submitted
under this paragraph (e)(3).
    (4) EPA decision. (i) For credits under paragraph (c) of this
section, EPA will notify the manufacturer of its decision within 60
days of receiving a complete application.
    (ii) For credits under paragraph (d) of this section, EPA will
notify the manufacturer of its decision after reviewing and evaluating
the public comments. EPA will make the decision and rationale available
to the public.
    (iii) EPA will notify the manufacturer in writing of its decision
to approve or deny the application, and will provide the reasons for
the decision. EPA will make the decision and rationale available to the
public.
    (f) Calculation of total off-cycle credits. Total off-cycle credits
in Megagrams of CO2 (rounded to the nearest whole number)
shall be calculated separately for passenger automobiles and light
trucks according to the following formula:

Total Credits (Megagrams) = (Credit x Production x VLM) / 1,000,000

Where:

Credit = the credit value in grams per mile determined in paragraph
(d)(1), (d)(2) or (d)(3) of this section.
Production = The total number of passenger automobiles or light
trucks, whichever is applicable, produced with the off-cycle
technology to which to the credit value determined in paragraph (b),
(c), or (d) of this section applies.
VLM = vehicle lifetime miles, which for passenger automobiles shall
be 195,264 and for light trucks shall be 225,865.

0
23. Section 86.1870-12 is revised to read as follows:

Sec.  86.1870-12  CO2 credits for qualifying full-size
pickup trucks.

    Full-size pickup trucks may be eligible for additional credits
based on the implementation of hybrid technologies or on exhaust
emission performance, as described in this section. Credits may be
generated under either paragraph (a) or (b) of this section for a
qualifying pickup truck, but not both.
    (a) Credits for implementation of hybrid electric technology. Full
size pickup trucks that implement hybrid electric technologies may be
eligible for an additional credit under this paragraph (a). Pickup
trucks earning the credits under this paragraph (a) may not earn the
credits described in paragraph (b) of this section. To claim this
credit the manufacturer must measure the recovered energy over the
Federal Test Procedure according to Sec.  600.116-12(c) to determine
whether a vehicle is a mild or strong hybrid electric vehicle. To
provide for EPA testing, the vehicle must be able to broadcast battery
pack voltage via an on-board diagnostics parameter ID channel.
    (1) Full size pickup trucks that are mild hybrid electric vehicles
and that are produced in the 2017 through 2021 model years are eligible
for a credit of 10 grams/mile. To receive this credit in a model year,
the manufacturer must produce a quantity of mild hybrid electric full
size pickup trucks such that the proportion of production of such
vehicles, when compared to the manufacturer's total production of full
size pickup trucks, is not less than the amount specified in the table
below for that model year.

------------------------------------------------------------------------
                                                               Required
                                                               minimum
                                                              percent of
                         Model year                           full size
                                                                pickup
                                                                trucks
                                                              (percent)
------------------------------------------------------------------------
2017.......................................................           20
2018.......................................................           30
2019.......................................................           55
2020.......................................................           70
2021.......................................................           80
------------------------------------------------------------------------

    (2) Full size pickup trucks that are strong hybrid electric
vehicles and that are produced in the 2017 through 2025 model years are
eligible for a credit of 20 grams/mile. To receive this credit in a
model year, the manufacturer must produce a quantity of strong hybrid
electric full size pickup trucks such that the proportion of production
of such vehicles, when compared to the manufacturer's total production
of full size pickup trucks, is not less than 10 percent in that model
year.
    (b) Credits for emission reduction performance. Full size pickup
trucks that achieve carbon-related exhaust emission values below the
applicable target value determined in Sec.  86.1818-12(c)(3) may be
eligible for an additional credit. For the purposes of this paragraph
(b), carbon-related exhaust emission values may include any applicable
air conditioning leakage and/or efficiency credits as determined in
Sec.  86.1867 and Sec.  86.1868. Pickup trucks earning the credits
under this paragraph (b) may not earn credits described in paragraph
(a) of this section and may not earn credits based on the production
multipliers described in Sec.  86.1866-12(b).
    (1) Full size pickup trucks that are produced in the 2017 through
2021 model years and that achieve carbon-related exhaust emissions less
than or equal to the applicable target value determined in Sec.
86.1818-12(c)(3) multiplied by 0.85 (rounded to the nearest gram/mile)
and greater than the applicable target value determined in Sec.
86.1818-12(c)(3) multiplied by 0.80 (rounded to the nearest gram/mile)
in a model year are eligible for a credit of 10 grams/mile. A pickup
truck that qualifies for this credit in a model year may claim this
credit for subsequent model years through the 2021 model year if the
carbon-related exhaust emissions of that pickup truck do not increase
relative to the emissions in the model year in which the pickup truck
qualified for the credit. To qualify for this credit in a model year,
the manufacturer must produce a quantity of full size pickup trucks
that meet the initial emission eligibility requirements

of this paragraph (b)(1) such that the proportion of production of such
vehicles, when compared to the manufacturer's total production of full
size pickup trucks, is not less than the amount specified in the table
below for that model year.

------------------------------------------------------------------------
                                                               Required
                                                               minimum
                                                              percent of
                         Model year                           full size
                                                                pickup
                                                                truck
                                                              (percent)
------------------------------------------------------------------------
2017.......................................................           15
2018.......................................................           20
2019.......................................................           28
2020.......................................................           35
2021.......................................................           40
------------------------------------------------------------------------

    (2) Full size pickup trucks that are produced in the 2017 through
2025 model years and that achieve carbon-related exhaust emissions less
than or equal to the applicable target value determined in Sec.
86.1818-12(c)(3) multiplied by 0.80 (rounded to the nearest gram/mile)
in a model year are eligible for a credit of 20 grams/mile. A pickup
truck that qualifies for this credit in a model year may claim this
credit for a maximum of four subsequent model years (a total of five
consecutive model years) if the carbon-related exhaust emissions of
that pickup truck do not increase relative to the emissions in the
model year in which the pickup truck first qualified for the credit.
This credit may not be claimed in any model year after 2025. To qualify
for this credit in a model year, the manufacturer must produce a
quantity of full size pickup trucks that meet the emission requirements
of this paragraph (b)(2) such that the proportion of production of such
vehicles, when compared to the manufacturer's total production of full
size pickup trucks, is not less than 10 percent in that model year. A
pickup truck that qualifies for this credit in a model year and is
subject to a major redesign in a subsequent model year such that it
qualifies for the credit in the model year of the redesign may be
allowed to qualify for an additional five years (not to go beyond the
2025 model year) with the approval of the Administrator. Use good
engineering judgment to determine whether a pickup truck has been
subject to a major redesign.
    (c) Calculation of total full size pickup truck credits. Total
credits in Megagrams of CO2 (rounded to the nearest whole
number) shall be calculated for qualifying full size pickup trucks
according to the following formula:

Total Credits (Megagrams) = ([(10 x ProductionMHEV) + (10 x
ProductionT15) + (20 x ProductionSHEV) + (20 x
ProductionT20)] x 225,865) / 1,000,000

Where:

ProductionMHEV = The total number of mild hybrid electric
full size pickup trucks produced with a credit value of 10 grams per
mile from paragraph (a)(1) of this section.
ProductionT15 = The total number of full size pickup
trucks produced with a performance-based credit value of 10 grams
per mile from paragraph (b)(1) of this section.
ProductionSHEV = The total number of strong hybrid
electric full size pickup trucks produced with a credit value of 20
grams per mile from paragraph (a)(2) of this section.
ProductionT20 = The total number of full size pickup
trucks produced with a performance-based credit value of 20 grams
per mile from paragraph (b)(2) of this section.

0
24. Section 86.1871-12 is added to read as follows:

Sec.  86.1871-12  Optional early CO2 credit programs.

    Manufacturers may optionally generate CO2 credits in the
2009 through 2011 model years for use in the 2012 and later model years
subject to EPA approval and to the provisions of this section.
Manufacturers may generate early fleet average credits, air
conditioning leakage credits, air conditioning efficiency credits,
early advanced technology credits, and early off-cycle technology
credits. Manufacturers generating any credits under this section must
submit an early credits report to the Administrator as required in this
section. The terms ``sales'' and ``sold'' as used in this section shall
mean vehicles produced for U.S. sale, where ``U.S.'' means the states
and territories of the United States.
    (a) Early fleet average CO2 reduction credits.
Manufacturers may optionally generate credits for reductions in their
fleet average CO2 emissions achieved in the 2009 through
2011 model years. To generate early fleet average CO2
reduction credits, manufacturers must select one of the four pathways
described in paragraphs (a)(1) through (4) of this section. The
manufacturer may select only one pathway, and that pathway must remain
in effect for the 2009 through 2011 model years. Fleet average credits
(or debits) must be calculated and reported to EPA for each model year
under each selected pathway. Early credits are subject to five year
carry-forward restrictions based on the model year in which the credits
are generated.
    (1) Pathway 1. To earn credits under this pathway, the manufacturer
shall calculate an average carbon-related exhaust emission value to the
nearest one gram per mile for the classes of motor vehicles identified
in this paragraph (a)(1), and the results of such calculations will be
reported to the Administrator for use in determining compliance with
the applicable CO2 early credit threshold values.
    (i) An average carbon-related exhaust emission value calculation
will be made for the combined LDV/LDT1 averaging set, where the terms
LDV and LDT1 are as defined in Sec.  86.1803.
    (ii) An average carbon-related exhaust emission value calculation
will be made for the combined LDT2/HLDT/MDPV averaging set, where the
terms LDT2, HLDT, and MDPV are as defined in Sec.  86.1803.
    (iii) Average carbon-related exhaust emission values shall be
determined according to the provisions of Sec.  600.510-12 of this
chapter, except that:
    (A) [Reserved]
    (B) The average carbon-related exhaust emissions for alcohol fueled
model types shall be calculated according to the provisions of Sec.
600.510-12(j)(2)(ii)(B) of this chapter, without the use of the 0.15
multiplicative factor.
    (C) The average carbon-related exhaust emissions for natural gas
fueled model types shall be calculated according to the provisions of
Sec.  600.510-12(j)(2)(iii)(B) of this chapter, without the use of the
0.15 multiplicative factor.
    (D) The average carbon-related exhaust emissions for alcohol dual
fueled model types shall be the value measured using gasoline or diesel
fuel, as applicable, and shall be calculated according to the
provisions of Sec.  600.510-12(j)(2)(vi) of this chapter, without the
use of the 0.15 multiplicative factor and with F = 0. For the 2010 and
2011 model years only, if the California Air Resources Board has
approved a manufacturer's request to use a non-zero value of F, the
manufacturer may use such an approved value.
    (E) The average carbon-related exhaust emissions for natural gas
dual fueled model types shall be the value measured using gasoline or
diesel fuel, as applicable, and shall be calculated according to the
provisions of Sec.  600.510-12(j)(2)(vii) of this chapter, without the
use of the 0.15 multiplicative factor and with F = 0. For the 2010 and
2011 model years only, if

the California Air Resources Board has approved a manufacturer's
request to use a non-zero value of F, the manufacturer may use such an
approved value.
    (F) Carbon-related exhaust emission values for electric, fuel cell,
and plug-in hybrid electric model types shall be included in the fleet
average determined under paragraph (a)(1) of this section only to the
extent that such vehicles are not being used to generate early advanced
technology vehicle credits under paragraph (c) of this section.
    (iv) Fleet average CO2 credit threshold values.

------------------------------------------------------------------------
                                                              LDT2/HLDT/
                    Model year                      LDV/LDT1     MDPV
------------------------------------------------------------------------
2009.............................................        323         439
2010.............................................        301         420
2011.............................................        267         390
------------------------------------------------------------------------

    (v) Credits are earned on the last day of the model year.
Manufacturers must calculate, for a given model year, the number of
credits or debits it has generated according to the following equation,
rounded to the nearest megagram:

CO2 Credits or Debits (Mg) = [(CO2 Credit
Threshold - Manufacturer's Sales Weighted Fleet Average CO2
Emissions) x (Total Number of Vehicles Sold) x (Vehicle Lifetime
Miles)] / 1,000,000

Where:

CO2 Credit Threshold = the applicable credit threshold
value for the model year and vehicle averaging set as determined by
paragraph (a)(1)(iv) of this section;
Manufacturer's Sales Weighted Fleet Average CO2 Emissions
= average calculated according to paragraph (a)(1)(iii) of this
section;
Total Number of Vehicles Sold = The number of vehicles domestically
sold as defined in Sec.  600.511-80 of this chapter; and
Vehicle Lifetime Miles is 195,264 for the LDV/LDT1 averaging set and
225,865 for the LDT2/HLDT/MDPV averaging set.

    (vi) Deficits generated against the applicable CO2
credit threshold values in paragraph (a)(1)(iv) of this section in any
averaging set for any of the 2009-2011 model years must be offset using
credits accumulated by any averaging set in any of the 2009-2011 model
years before determining the number of credits that may be carried
forward to the 2012. Deficit carry forward and credit banking
provisions of Sec.  86.1865-12 apply to early credits earned under this
paragraph (a)(1), except that deficits may not be carried forward from
any of the 2009-2011 model years into the 2012 model year, and credits
earned in the 2009 model year may not be traded to other manufacturers.
    (2) Pathway 2. To earn credits under this pathway, manufacturers
shall calculate an average carbon-related exhaust emission value to the
nearest one gram per mile for the classes of motor vehicles identified
in paragraph (a)(1) of this section, and the results of such
calculations will be reported to the Administrator for use in
determining compliance with the applicable CO2 early credit
threshold values.
    (i) Credits under this pathway shall be calculated according to the
provisions of paragraph (a)(1) of this section, except credits may only
be generated by vehicles sold in a model year in California and in
states with a section 177 program in effect in that model year. For the
purposes of this section, ``section 177 program'' means State
regulations or other laws that apply to vehicle emissions from any of
the following categories of motor vehicles: Passenger automobiles,
light-duty trucks up through 6,000 pounds GVWR, and medium-duty
vehicles from 6,001 to 14,000 pounds GVWR, as these categories of motor
vehicles are defined in the California Code of Regulations, Title 13,
Division 3, Chapter 1, Article 1, Section 1900.
    (ii) A deficit in any averaging set for any of the 2009-2011 model
years must be offset using credits accumulated by any averaging set in
any of the 2009-2011 model years before determining the number of
credits that may be carried forward to the 2012 model year. Deficit
carry forward and credit banking provisions of Sec.  86.1865-12 apply
to early credits earned under this paragraph (a)(1), except that
deficits may not be carried forward from any of the 2009-2011 model
years into the 2012 model year, and credits earned in the 2009 model
year may not be traded to other manufacturers.
    (3) Pathway 3. Pathway 3 credits are those credits earned under
Pathway 2 as described in paragraph (a)(2) of this section in
California and in the section 177 states determined in paragraph
(a)(2)(i) of this section, combined with additional credits earned in
the set of states that does not include California and the section 177
states determined in paragraph (a)(2)(i) of this section and calculated
according to this paragraph (a)(3).
    (i) Manufacturers shall earn additional credits under Pathway 3 by
calculating an average carbon-related exhaust emission value to the
nearest one gram per mile for the classes of motor vehicles identified
in this paragraph (a)(3). The results of such calculations will be
reported to the Administrator for use in determining compliance with
the applicable CO2 early credit threshold values.
    (ii) An average carbon-related exhaust emission value calculation
will be made for the passenger automobile averaging set. The term
``passenger automobile'' shall have the meaning given by the Department
of Transportation at 49 CFR 523.4 for the specific model year for which
the calculation is being made.
    (iii) An average carbon-related exhaust emission value calculation
will be made for the light truck averaging set. The term ``light
truck'' shall have the meaning given by the Department of
Transportation at 49 CFR 523.5 for the specific model year for which
the calculation is being made.
    (iv) Average carbon-related exhaust emission values shall be
determined according to the provisions of Sec.  600.510-12 of this
chapter, except that:
    (A) Vehicles sold in California and the section 177 states
determined in paragraph (a)(2)(i) of this section shall not be
included.
    (B) The average carbon-related exhaust emissions for alcohol fueled
model types shall be calculated according to the provisions of Sec.
600.510-12(j)(2)(ii)(B) of this chapter, without the use of the 0.15
multiplicative factor.
    (C) The average carbon-related exhaust emissions for natural gas
fueled model types shall be calculated according to the provisions of
Sec.  600.510-12(j)(2)(iii)(B) of this chapter, without the use of the
0.15 multiplicative factor.
    (D) The average carbon-related exhaust emissions for alcohol dual
fueled model types shall be calculated according to the provisions of
Sec.  600.510-12(j)(2)(vi) of this chapter, without the use of the 0.15
multiplicative factor and with F = 0.
    (E) The average carbon-related exhaust emissions for natural gas
dual fueled model types shall be calculated according to the provisions
of Sec.  600.510-12(j)(2)(vii) of this chapter, without the use of the
0.15 multiplicative factor and with F = 0.
    (F) Electric, fuel cell, and plug-in hybrid electric model type
carbon-related exhaust emission values shall be included in the fleet
average determined under paragraph (a)(1) of this section only to the
extent that such vehicles are not being used to generate early advanced
technology vehicle credits under paragraph (c) of this section.
    (v) Pathway 3 fleet average CO2 credit threshold values.
    (A) For 2009 and 2010 model year passenger automobiles, the fleet
average

CO2 credit threshold value is 323 grams/mile.
    (B) For 2009 model year light trucks the fleet average
CO2 credit threshold value is 381 grams/mile, or, if the
manufacturer chose to optionally meet an alternative manufacturer-
specific light truck fuel economy standard calculated under 49 CFR
533.5 for the 2009 model year, the gram per mile fleet average
CO2 credit threshold shall be the CO2 value
determined by dividing 8887 by that alternative manufacturer-specific
fuel economy standard and rounding to the nearest whole gram per mile.
    (C) For 2010 model year light trucks the fleet average
CO2 credit threshold value is 376 grams/mile, or, if the
manufacturer chose to optionally meet an alternative manufacturer-
specific light truck fuel economy standard calculated under 49 CFR
533.5 for the 2010 model year, the gram per mile fleet average
CO2 credit threshold shall be the CO2 value
determined by dividing 8887 by that alternative manufacturer-specific
fuel economy standard and rounding to the nearest whole gram per mile.
    (D) For 2011 model year passenger automobiles the fleet average
CO2 credit threshold value is the value determined by
dividing 8887 by the manufacturer-specific passenger automobile fuel
economy standard for the 2011 model year determined under 49 CFR 531.5
and rounding to the nearest whole gram per mile.
    (E) For 2011 model year light trucks the fleet average
CO2 credit threshold value is the value determined by
dividing 8887 by the manufacturer-specific light truck fuel economy
standard for the 2011 model year determined under 49 CFR 533.5 and
rounding to the nearest whole gram per mile.
    (vi) Credits are earned on the last day of the model year.
Manufacturers must calculate, for a given model year, the number of
credits or debits it has generated according to the following equation,
rounded to the nearest megagram:

CO2 Credits or Debits (Mg) = [(CO2 Credit
Threshold - Manufacturer's Sales Weighted Fleet Average CO2
Emissions) x (Total Number of Vehicles Sold) x (Vehicle Lifetime
Miles)] / 1,000,000

Where:

CO2 Credit Threshold = the applicable credit threshold
value for the model year and vehicle averaging set as determined by
paragraph (a)(3)(v) of this section.
Manufacturer's Sales Weighted Fleet Average CO2 Emissions
= average calculated according to paragraph (a)(3)(iv) of this
section.
Total Number of Vehicles Sold = The number of vehicles domestically
sold as defined in Sec.  600.511 of this chapter except that
vehicles sold in California and the section 177 states determined in
paragraph (a)(2)(i) of this section shall not be included.
Vehicle Lifetime Miles is 195,264 for the LDV/LDT1 averaging set and
225,865 for the LDT2/HLDT/MDPV averaging set.

    (vii) Deficits in any averaging set for any of the 2009-2011 model
years must be offset using credits accumulated by any averaging set in
any of the 2009-2011 model years before determining the number of
credits that may be carried forward to the 2012. Deficit carry forward
and credit banking provisions of Sec.  86.1865-12 apply to early
credits earned under this paragraph (a)(3), except that deficits may
not be carried forward from any of the 2009-2011 model years into the
2012 model year, and credits earned in the 2009 model year may not be
traded to other manufacturers.
    (4) Pathway 4. Pathway 4 credits are those credits earned under
Pathway 3 as described in paragraph (a)(3) of this section in the set
of states that does not include California and the section 177 states
determined in paragraph (a)(2)(i) of this section and calculated
according to paragraph (a)(3) of this section. Credits may only be
generated by vehicles sold in the set of states that does not include
California and the section 177 states determined in paragraph (a)(2)(i)
of this section.
    (b) Early air conditioning leakage and efficiency credits. (1)
Manufacturers may optionally generate air conditioning refrigerant
leakage credits according to the provisions of Sec.  86.1867 and/or air
conditioning efficiency credits according to the provisions of Sec.
86.1868 in model years 2009 through 2011. The early credits are subject
to five year carry forward limits based on the model year in which the
credits are generated. Credits must be tracked by model type and model
year.
    (2) Manufacturers must be participating in one of the early fleet
average credit pathways described in paragraphs (a)(1), (2), or (3) of
this section in order to generate early air conditioning credits for
vehicles sold in California and the section 177 states as determined in
paragraph (a)(2)(i) of this section. Manufacturers that select Pathway
4 as described in paragraph (a)(4) of this section may not generate
early air conditioning credits for vehicles sold in California and the
section 177 states as determined in paragraph (a)(2)(i) of this
section. Manufacturers not participating in one of the early fleet
average credit pathways described in this section may generate early
air conditioning credits only for vehicles sold in states other than in
California and the section 177 states as determined in paragraph
(a)(2)(i) of this section.
    (c) Early advanced technology vehicle incentive. Vehicles eligible
for this incentive are electric vehicles, fuel cell vehicles, and plug-
in hybrid electric vehicles, as those terms are defined in Sec.
86.1803-01. If a manufacturer chooses to not include electric vehicles,
fuel cell vehicles, and plug-in hybrid electric vehicles in their fleet
averages calculated under any of the early credit pathways described in
paragraph (a) of this section, the manufacturer may generate early
advanced technology vehicle credits pursuant to this paragraph (c).
    (1) The manufacturer shall record the sales and carbon-related
exhaust emission values of eligible vehicles by model type and model
year for model years 2009 through 2011 and report these values to the
Administrator under paragraph (e) of this section.
    (2) Manufacturers may use the 2009 through 2011 eligible vehicles
in their fleet average calculations starting with the 2012 model year,
subject to a five-year carry-forward limitation.
    (i) Eligible 2009 model year vehicles may be used in the
calculation of a manufacturer's fleet average carbon-related exhaust
emissions in the 2012 through 2014 model years.
    (ii) Eligible 2010 model year vehicles may be used in the
calculation of a manufacturer's fleet average carbon-related exhaust
emissions in the 2012 through 2015 model years.
    (iii) Eligible 2011 model year vehicles may be used in the
calculation of a manufacturer's fleet average carbon-related exhaust
emissions in the 2012 through 2016 model years.
    (3)(i) To use the advanced technology vehicle incentive, the
manufacturer will apply the 2009, 2010, and/or 2011 model type sales
volumes and their model type emission levels to the manufacturer's
fleet average calculation.
    (ii) The early advanced technology vehicle incentive must be used
to offset a deficit in one of the 2012 through 2016 model years, as
appropriate under paragraph (c)(2) of this section.
    (iii) The advanced technology vehicle sales and emission values may
be included in a fleet average calculation for passenger automobiles or
light trucks, but may not be used to generate credits in the model year
in which they are included or in the averaging set in which they are
used. Use of early

advanced technology vehicle credits is limited to offsetting a deficit
that would otherwise be generated without the use of those credits.
Manufacturers shall report the use of such credits in their model year
report for the model year in which the credits are used.
    (4) Manufacturers may use zero grams/mile to represent the carbon-
related exhaust emission values for the electric operation of 2009
through 2011 model year electric vehicles, fuel cell vehicles, and
plug-in hybrid electric vehicles subject to the limitations in Sec.
86.1866. The 2009 through 2011 model year vehicles using zero grams per
mile shall count against the 200,000 or 300,000 caps on use of this
credit value, whichever is applicable under Sec.  86.1866.
    (d) Early off-cycle technology credits. Manufacturers may
optionally generate credits for the implementation of certain
CO2-reducing technologies according to the provisions of
Sec.  86.1869 in model years 2009 through 2011. The early credits are
subject to five year carry forward limits based on the model year in
which the credits are generated. Credits must be tracked by model type
and model year.
    (e) Early credit reporting requirements. Each manufacturer shall
submit a report to the Administrator, known as the early credits
report, that reports the credits earned in the 2009 through 2011 model
years under this section.
    (1) The report shall contain all information necessary for the
calculation of the manufacturer's early credits in each of the 2009
through 2011 model years.
    (2) The early credits report shall be in writing, signed by the
authorized representative of the manufacturer and shall be submitted no
later than 90 days after the end of the 2011 model year.
    (3) Manufacturers using one of the optional early fleet average
CO2 reduction credit pathways described in paragraph (a) of
this section shall report the following information separately for the
appropriate averaging sets (e.g. LDV/LDT1 and LDT2/HLDT/MDPV averaging
sets for pathways 1 and 2; LDV, LDT/2011 MDPV, LDV/LDT1 and LDT2/HLDT/
MDPV averaging sets for Pathway 3; LDV and LDT/2011 MDPV averaging sets
for Pathway 4):
    (i) The pathway that they have selected (1, 2, 3, or 4).
    (ii) A carbon-related exhaust emission value for each model type of
the manufacturer's product line calculated according to paragraph (a)
of this section.
    (iii) The manufacturer's average carbon-related exhaust emission
value calculated according to paragraph (a) of this section for the
applicable averaging set and region and all data required to complete
this calculation.
    (iv) The credits earned for each averaging set, model year, and
region, as applicable.
    (4) Manufacturers calculating early air conditioning leakage and/or
efficiency credits under paragraph (b) of this section shall report the
following information for each model year separately for passenger
automobiles and light trucks and for each air conditioning system used
to generate credits:
    (i) A description of the air conditioning system.
    (ii) The leakage and efficiency credit values and all the
information required to determine these values.
    (iii) The total credits earned for each averaging set, model year,
and region, as applicable.
    (5) Manufacturers calculating early advanced technology vehicle
credits under paragraph (c) of this section shall report, for each
model year and separately for passenger automobiles and light trucks,
the following information:
    (i) The number of each model type of eligible vehicle produced.
    (ii) The carbon-related exhaust emission value by model type and
model year.
    (6) Manufacturers calculating early off-cycle technology credits
under paragraph (d) of this section shall report, for each model year
and separately for passenger automobiles and light trucks, all test
results and data required for calculating such credits.

PART 600--FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF
MOTOR VEHICLES

0
25. The authority citation for part 600 continues to read as follows:

    Authority:  49 U.S.C. 32901-23919q, Pub. L. 109-58.

Subpart A--General Provisions

0
26. Section 600.002 is amended as follows:
0
a. By revising the definition for ``base tire.''
0
b. By revising the definition for ``combined fuel economy.''
0
c. By adding a definition for ``emergency vehicle'' in alphabetical
order.
0
d. By revising the definition for ``fuel economy.''
    The revisions and addition read as follows:

Sec.  600.002  Definitions.

* * * * *
    Base tire means the tire size specified as standard equipment by
the manufacturer on each unique combination of a vehicle's footprint
and model type. Standard equipment is defined in 40 CFR 86.1803-01.
* * * * *
    Emergency vehicle means a motor vehicle manufactured primarily for
use as an ambulance or combination ambulance-hearse or for use by the
United States Government or a State or local government for law
enforcement.
* * * * *
    Combined fuel economy means:
    (1) The fuel economy value determined for a vehicle (or vehicles)
by harmonically averaging the city and highway fuel economy values,
weighted 0.55 and 0.45, respectively.
    (2) For electric vehicles, for the purpose of calculating average
fuel economy pursuant to the provisions of part 600, subpart F, the
term means the equivalent petroleum-based fuel economy value as
determined by the calculation procedure promulgated by the Secretary of
Energy. For the purpose of labeling pursuant to the provisions of part
600, subpart D, the term means the fuel economy value as determined by
the procedures specified in Sec.  600.116-12.
* * * * *
    Fuel economy means:
    (1) The average number of miles traveled by an automobile or group
of automobiles per volume of fuel consumed as calculated in this part;
or
    (2) For the purpose of calculating average fuel economy pursuant to
the provisions of part 600, subpart F, fuel economy for electrically
powered automobiles means the equivalent petroleum-based fuel economy
as determined by the Secretary of Energy in accordance with the
provisions of 10 CFR 474. For the purpose of labeling pursuant to the
provisions of part 600, subpart D, the term means the fuel economy
value as determined by the procedures specified in Sec.  600.116-12.
* * * * *

Subpart B--Fuel Economy and Carbon-Related Exhaust Emission Test
Procedures

0
27. Section 600.111-08 is amended by revising the introductory text to
read as follows:

Sec.  600.111-08  Test procedures.

    This section provides test procedures for the FTP, highway, US06,
SC03, and the cold temperature FTP tests. Testing

shall be performed according to test procedures and other requirements
contained in this part 600 and in part 86 of this chapter, including
the provisions of part 86, subparts B, C, and S. Test hybrid electric
vehicles using the procedures of SAE J1711 (incorporated by reference
in Sec.  600.011). For FTP testing, this generally involves emission
sampling over four phases (bags) of the UDDS (cold-start, transient,
warm-start, transient); however, these four phases may be combined into
two phases (phases 1 + 2 and phases 3 + 4). Test plug-in hybrid
electric vehicles using the procedures of SAE J1711 (incorporated by
reference in Sec.  600.011) as described in Sec.  600.116-12. Test
electric vehicles using the procedures of SAE J1634 (incorporated by
reference in Sec.  600.011) as described in Sec.  600.116-12.
* * * * *

0
28. Section 600.113-12 is amended by revising paragraphs (g)(2)(iv)(C)
and (j) through (n) to read as follows:

Sec.  600.113-12  Fuel economy, CO2 emissions, and carbon-related
exhaust emission calculations for FTP, HFET, US06, SC03 and cold
temperature FTP tests.

* * * * *
    (g) * * *
    (2) * * *
    (iv) * * *
    (C) For the 2012 through 2016 model years only, manufacturers may
use an assigned value of 0.010 g/mi for N2O FTP and HFET
test values. This value is not required to be adjusted by a
deterioration factor.
* * * * *
    (j)(1) For methanol-fueled automobiles and automobiles designed to
operate on mixtures of gasoline and methanol, the fuel economy in miles
per gallon of methanol is to be calculated using the following
equation:

mpg = (CWF x SG x 3781.8)/((CWFexHC x HC) + (0.429 x CO) +
(0.273 x CO2) + (0.375 x CH3OH) + (0.400 x HCHO))

Where:

CWF = Carbon weight fraction of the fuel as determined in paragraph
(f)(2)(ii) of this section and rounded according to paragraph (g)(3)
of this section.
SG = Specific gravity of the fuel as determined in paragraph
(f)(2)(i) of this section and rounded according to paragraph (g)(3)
of this section.
CWFexHC = Carbon weight fraction of exhaust hydrocarbons
= CWF as determined in paragraph (f)(2)(ii) of this section and
rounded according to paragraph (g)(3) of this section (for M100
fuel, CWFexHC = 0.866).
HC = Grams/mile HC as obtained in paragraph (g)(1) of this section.
CO = Grams/mile CO as obtained in paragraph (g)(1) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(1) of this section.
CH3OH = Grams/mile CH3OH (methanol) as
obtained in paragraph (g)(1) of this section.
HCHO = Grams/mile HCHO (formaldehyde) as obtained in paragraph
(g)(1) of this section.

    (2)(i) For 2012 and later model year methanol-fueled automobiles
and automobiles designed to operate on mixtures of gasoline and
methanol, the carbon-related exhaust emissions in grams per mile while
operating on methanol is to be calculated using the following equation
and rounded to the nearest 1 gram per mile:

CREE = (CWFexHC/0.273 x HC) + (1.571 x CO) + (1.374 x
CH3OH) + (1.466 x HCHO) + CO2

Where:

CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CWFexHC = Carbon weight fraction of exhaust hydrocarbons
= CWF as determined in paragraph (f)(2)(ii) of this section and
rounded according to paragraph (g)(3) of this section (for M100
fuel, CWFexHC = 0.866).
    HC = Grams/mile HC as obtained in paragraph (g)(2) of this
section.
    CO = Grams/mile CO as obtained in paragraph (g)(2) of this
section.
    CO2 = Grams/mile CO2 as obtained in
paragraph (g)(2) of this section.
    CH3OH = Grams/mile CH3OH (methanol) as
obtained in paragraph (g)(2) of this section.
    HCHO = Grams/mile HCHO (formaldehyde) as obtained in paragraph
(g)(2) of this section.

    (ii) For manufacturers complying with the fleet averaging option
for N2O and CH4 as allowed under Sec.  86.1818 of
this chapter, the carbon-related exhaust emissions in grams per mile
for 2012 and later model year methanol-fueled automobiles and
automobiles designed to operate on mixtures of gasoline and methanol
while operating on methanol is to be calculated using the following
equation and rounded to the nearest 1 gram per mile:

CREE = [(CWFexHC/0.273) x NMHC] + (1.571 x CO) + (1.374 x
CH3OH) + (1.466 x HCHO) + CO2 + (298 x
N2O) + (25 x CH4)

Where:

CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CWFexHC = Carbon weight fraction of exhaust hydrocarbons
= CWF as determined in paragraph (f)(2)(ii) of this section and
rounded according to paragraph (g)(3) of this section (for M100
fuel, CWFexHC = 0.866).
NMHC = Grams/mile HC as obtained in paragraph (g)(2) of this
section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.
CH3OH = Grams/mile CH3OH (methanol) as
obtained in paragraph (g)(2) of this section.
HCHO = Grams/mile HCHO (formaldehyde) as obtained in paragraph
(g)(2) of this section.
N2O = Grams/mile N2O as obtained in paragraph
(g)(2) of this section.
CH4 = Grams/mile CH4 as obtained in paragraph
(g)(2) of this section.

    (k)(1) For automobiles fueled with natural gas and automobiles
designed to operate on gasoline and natural gas, the fuel economy in
miles per gallon of natural gas is to be calculated using the following
equation:
[GRAPHIC] [TIFF OMITTED] TR15OC12.052

Where:

mpge = miles per gasoline gallon equivalent of natural
gas.
CWFHC/NG = carbon weight fraction based on the
hydrocarbon constituents in the natural gas fuel as obtained in
paragraph (f)(3) of this section and rounded according to paragraph
(g)(3) of this section.
DNG = density of the natural gas fuel [grams/ft\3\ at
68[emsp14][deg]F (20 [deg]C) and 760 mm Hg (101.3 kPa)] pressure as
obtained in paragraph (g)(3) of this section.
CH4, NMHC, CO, and CO2 = weighted mass exhaust
emissions [grams/mile] for methane, non-methane HC, carbon monoxide,
and carbon dioxide as obtained in paragraph (g)(2) of this section.
CWFNMHC = carbon weight fraction of the non-methane HC
constituents in the fuel as determined from the speciated fuel
composition per paragraph (f)(3) of this section and rounded
according to paragraph (g)(3) of this section.
CO2NG = grams of carbon dioxide in the natural gas fuel
consumed per mile of travel.
CO2NG = FCNG x DNG x
WFCO2

Where:

[GRAPHIC] [TIFF OMITTED] TR15OC12.053

= cubic feet of natural gas fuel consumed per mile

Where:

CWFNG = the carbon weight fraction of the natural gas
fuel as calculated in paragraph (f)(3) of this section.
WFCO2 = weight fraction carbon dioxide of the natural gas
fuel calculated using the mole fractions and molecular weights of
the natural gas fuel constituents per ASTM D 1945 (incorporated by
reference in Sec.  600.011).

    (2)(i) For automobiles fueled with natural gas and automobiles
designed to operate on gasoline and natural gas, the carbon-related
exhaust emissions in grams per mile while operating on natural gas is
to be calculated for 2012 and later model year vehicles using the
following equation and rounded to the nearest 1 gram per mile:

CREE = 2.743 x CH4 + CWFNMHC/0.273 x NMHC + 1.571
x CO + CO2

Where:

CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CH4 = Grams/mile CH4 as obtained in paragraph
(g)(2) of this section.
NMHC = Grams/mile NMHC as obtained in paragraph (g)(2) of this
section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.
CWFNMHC = carbon weight fraction of the non-methane HC
constituents in the fuel as determined from the speciated fuel
composition per paragraph (f)(3) of this section and rounded
according to paragraph (f)(3) of this section.

    (ii) For manufacturers complying with the fleet averaging option
for N2O and CH4 as allowed under Sec.  86.1818 of
this chapter, the carbon-related exhaust emissions in grams per mile
for 2012 and later model year automobiles fueled with natural gas and
automobiles designed to operate on gasoline and natural gas while
operating on natural gas is to be calculated using the following
equation and rounded to the nearest 1 gram per mile:

CREE = (25 x CH4) + [(CWFNMHC/0.273) x NMHC] +
(1.571 x CO) + CO2 + (298 x N2O)

Where:

CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CH4 = Grams/mile CH4 as obtained in paragraph
(g)(2) of this section.
NMHC = Grams/mile NMHC as obtained in paragraph (g)(2) of this
section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.
CWFNMHC = carbon weight fraction of the non-methane HC
constituents in the fuel as determined from the speciated fuel
composition per paragraph (f)(3) of this section and rounded
according to paragraph (f)(3) of this section.
N2O = Grams/mile N2O as obtained in paragraph
(g)(2) of this section.

    (l)(1) For ethanol-fueled automobiles and automobiles designed to
operate on mixtures of gasoline and ethanol, the fuel economy in miles
per gallon of ethanol is to be calculated using the following equation:

mpg = (CWF x SG x 3781.8)/((CWFexHC x HC) + (0.429 x CO) +
(0.273 x CO2) + (0.375 x CH3OH) + (0.400 x HCHO)
+ (0.521 x C2H5OH) + (0.545 x
C2H4O))

Where:

CWF = Carbon weight fraction of the fuel as determined in paragraph
(f)(4) of this section and rounded according to paragraph (f)(3) of
this section.
SG = Specific gravity of the fuel as determined in paragraph (f)(4)
of this section and rounded according to paragraph (f)(3) of this
section.
CWFexHC = Carbon weight fraction of exhaust hydrocarbons
= CWF as determined in paragraph (f)(4) of this section and rounded
according to paragraph (f)(3) of this section.
HC = Grams/mile HC as obtained in paragraph (g)(1) of this section.
CO = Grams/mile CO as obtained in paragraph (g)(1) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(1) of this section.
CH3OH = Grams/mile CH3OH (methanol) as
obtained in paragraph (g)(1) of this section.
HCHO = Grams/mile HCHO (formaldehyde) as obtained in paragraph
(g)(1) of this section.
C2H5OH = Grams/mile
C2H5OH (ethanol) as obtained in paragraph
(g)(1) of this section.
C2H4O = Grams/mile C2H4O
(acetaldehyde) as obtained in paragraph (g)(1) of this section.

    (2)(i) For 2012 and later model year ethanol-fueled automobiles and
automobiles designed to operate on mixtures of gasoline and ethanol,
the carbon-related exhaust emissions in grams per mile while operating
on ethanol is to be calculated using the following equation and rounded
to the nearest 1 gram per mile:

CREE = (CWFexHC/0.273 x HC) + (1.571 x CO) + (1.374 x
CH3OH) + (1.466 x HCHO) + (1.911 x
C2H5OH) + (1.998 x C2H4O) +
CO2

Where:

CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CWFexHC = Carbon weight fraction of exhaust hydrocarbons
= CWF as determined in paragraph (f)(4) of this section and rounded
according to paragraph (f)(3) of this section.
HC = Grams/mile HC as obtained in paragraph (g)(2) of this section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.
CH3OH = Grams/mile CH3OH (methanol) as
obtained in paragraph (g)(2) of this section.
HCHO = Grams/mile HCHO (formaldehyde) as obtained in paragraph
(g)(2) of this section.
C2H5OH = Grams/mile
C2H5OH (ethanol) as obtained in paragraph
(g)(2) of this section.
C2H4O = Grams/mile C2H4O
(acetaldehyde) as obtained in paragraph (g)(2) of this section.

    (ii) For manufacturers complying with the fleet averaging option
for N2O and CH4 as allowed under Sec.  86.1818 of
this chapter, the carbon-related exhaust emissions in grams per mile
for 2012 and later model year ethanol-fueled automobiles and
automobiles designed to operate on mixtures of gasoline and ethanol
while operating on ethanol is to be calculated using the following
equation and rounded to the nearest 1 gram per mile:

CREE = [(CWFexHC/0.273) x NMHC] + (1.571 x CO) + (1.374 x
CH3OH) + (1.466 x HCHO) + (1.911 x
C2H5OH) + (1.998 x C2H4O) +
CO2 + (298 x N2O) + (25 x CH4)

Where:

CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CWFexHC = Carbon weight fraction of exhaust hydrocarbons
= CWF as determined in paragraph (f)(4) of this section and rounded
according to paragraph (f)(3) of this section.
NMHC = Grams/mile HC as obtained in paragraph (g)(2) of this
section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.
CH3OH = Grams/mile CH3OH (methanol) as
obtained in paragraph (g)(2) of this section.
HCHO = Grams/mile HCHO (formaldehyde) as obtained in paragraph
(g)(2) of this section.
C2H5OH = Grams/mile
C2H5OH (ethanol) as obtained in paragraph
(g)(2) of this section.
C2H4O = Grams/mile C2H4O
(acetaldehyde) as obtained in paragraph (g)(2) of this section.
N2O = Grams/mile N2O as obtained in paragraph
(g)(2) of this section.

CH4 = Grams/mile CH4 as obtained in paragraph
(g)(2) of this section.

    (m)(1) For automobiles fueled with liquefied petroleum gas and
automobiles designed to operate on gasoline and liquefied petroleum
gas, the fuel economy in miles per gallon of liquefied petroleum gas is
to be calculated using the following equation:
[GRAPHIC] [TIFF OMITTED] TR15OC12.054

Where:

mpge = miles per gasoline gallon equivalent of liquefied
petroleum gas.
CWFfuel = carbon weight fraction based on the hydrocarbon
constituents in the liquefied petroleum gas fuel as obtained in
paragraph (f)(3) of this section and rounded according to paragraph
(g)(3) of this section.
SG = Specific gravity of the fuel as determined in paragraph (f)(4)
of this section and rounded according to paragraph (f)(3) of this
section.
3781.8 = Grams/mile of H2O per gallon conversion factor.
CWFHC = Carbon weight fraction of exhaust hydrocarbons =
CWFfuel as determined in paragraph (f)(4) of this section
and rounded according to paragraph (f)(3) of this section.
HC = Grams/mile HC as obtained in paragraph (g)(2) of this section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.

    (2)(i) For automobiles fueled with liquefied petroleum gas and
automobiles designed to operate on gasoline and liquefied petroleum
gas, the carbon-related exhaust emissions in grams per mile while
operating on liquefied petroleum gas is to be calculated for 2012 and
later model year vehicles using the following equation and rounded to
the nearest 1 gram per mile:

CREE = (CWFHC/0.273 x HC) + (1.571 x CO) + CO2

Where:
CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CWFHC = Carbon weight fraction of exhaust hydrocarbons =
CWFfuel as determined in paragraph (f)(2)(ii) of this
section and rounded according to paragraph (g)(3) of this section
(for M100 fuel, CWFexHC = 0.866).
HC = Grams/mile HC as obtained in paragraph (g)(2) of this section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.

    (ii) For manufacturers complying with the fleet averaging option
for N2O and CH4 as allowed under Sec.  86.1818 of
this chapter, the carbon-related exhaust emissions in grams per mile
for 2012 and later model year methanol-fueled automobiles and
automobiles designed to operate on mixtures of gasoline and methanol
while operating on methanol is to be calculated using the following
equation and rounded to the nearest 1 gram per mile:

CREE = [(CWFexHC/0.273) x NMHC] + (1.571 x CO) +
CO2 + (298 x N2O) + (25 x CH4)

Where:
CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002.
CWFHC = Carbon weight fraction of exhaust hydrocarbons =
CWFfuel as determined in paragraph (f)(2)(ii) of this
section and rounded according to paragraph (g)(3) of this section.
NMHC = Grams/mile HC as obtained in paragraph (g)(2) of this
section.
CO = Grams/mile CO as obtained in paragraph (g)(2) of this section.
CO2 = Grams/mile CO2 as obtained in paragraph
(g)(2) of this section.
N2O = Grams/mile N2O as obtained in paragraph
(g)(2) of this section.
CH4 = Grams/mile CH4 as obtained in paragraph
(g)(2) of this section.

    (n) Manufacturers shall determine CO2 emissions and
carbon-related exhaust emissions for electric vehicles, fuel cell
vehicles, and plug-in hybrid electric vehicles according to the
provisions of this paragraph (n). Subject to the limitations on the
number of vehicles produced and delivered for sale as described in
Sec.  86.1866 of this chapter, the manufacturer may be allowed to use a
value of 0 grams/mile to represent the emissions of fuel cell vehicles
and the proportion of electric operation of a electric vehicles and
plug-in hybrid electric vehicles that is derived from electricity that
is generated from sources that are not onboard the vehicle, as
described in paragraphs (n)(1) through (3) of this section. For
purposes of labeling under this part, the CO2 emissions for
electric vehicles shall be 0 grams per mile. Similarly, for purposes of
labeling under this part, the CO2 emissions for plug-in
hybrid electric vehicles shall be 0 grams per mile for the proportion
of electric operation that is derived from electricity that is
generated from sources that are not onboard the vehicle. For
manufacturers no longer eligible to use 0 grams per mile to represent
electric operation, and for all 2026 and later model year electric
vehicles, fuel cell vehicles, and plug-in hybrid electric vehicles, the
provisions of this paragraph (m) shall be used to determine the non-
zero value for CREE for purposes of meeting the greenhouse gas emission
standards described in Sec.  86.1818 of this chapter.
    (1) For electric vehicles, but not including fuel cell vehicles,
the carbon-related exhaust emissions in grams per mile is to be
calculated using the following equation and rounded to the nearest one
gram per mile:

CREE = CREEUP - CREEGAS

Where:

CREE means the carbon-related exhaust emission value as defined in
Sec.  600.002, which may be set equal to zero for eligible 2012
through 2025 model year electric vehicles for a limited number of
vehicles produced and delivered for sale as described in Sec.
86.1866-12(a) of this chapter.
[GRAPHIC] [TIFF OMITTED] TR15OC12.055

Where:

EC = The vehicle energy consumption in watt-hours per mile, for
combined FTP/HFET operation, determined according to procedures
established by the Administrator under Sec.  600.116-12.
GRIDLOSS = 0.93 for the 2012 through 2016 model years, and 0.935 for
the 2017 and later model years (to account for grid transmission
losses).
AVGUSUP = 0.642 for the 2012 through 2016 model years, and 0.534 for
the 2017 and later model years (the nationwide average electricity
greenhouse gas emission rate at the powerplant, in grams per watt-
hour).
2478 is the estimated grams of upstream greenhouse gas emissions per
gallon of gasoline.
8887 is the estimated grams of CO2 per gallon of
gasoline.
TargetCO2 = The CO2 Target Value for the fuel
cell or electric vehicle determined according to Sec.  86.1818 of
this chapter for the appropriate model year.

    (2) For plug-in hybrid electric vehicles the carbon-related exhaust
emissions in grams per mile is to be calculated according to the
provisions of Sec.  600.116, except that the CREE for charge-depleting
operation shall be the sum of the CREE associated with gasoline
consumption and the net upstream CREE determined according to paragraph
(n)(1)(i) of this section, rounded to the nearest one gram per mile.
    (3) For 2012 and later model year fuel cell vehicles, the carbon-
related exhaust emissions in grams per mile shall be calculated using
the method specified in paragraph (n)(1) of this section, except that
CREEUP shall be determined according to procedures
established by the Administrator under Sec.  600.111-08(f). As
described in Sec.  86.1866 of this chapter the value of CREE may be set
equal to zero for a certain number of 2012 through 2025 model year fuel
cell vehicles.

0
29. Section 600.116-12 is amended as follows:
0
a. By revising the heading.
0
b. By revising paragraph (a) introductory text.
0
c. By adding paragraph (c).
    The revisions and addition read as follows:

Sec.  600.116-12  Special procedures related to electric vehicles,
hybrid electric vehicles, and plug-in hybrid electric vehicles.

    (a) Determine fuel economy values for electric vehicles as
specified in Sec. Sec.  600.210 and 600.311 using the procedures of SAE
J1634 (incorporated by reference in Sec.  600.011), with the following
clarifications and modifications:
* * * * *
    (c) Determining the proportion of recovered energy for hybrid
electric vehicles. Testing of hybrid electric vehicles under this part
may include a determination of the proportion of energy recovered over
the FTP relative to the total available braking energy required over
the FTP. This determination is required for pickup trucks accruing
credits for implementation of hybrid technology under Sec.  86.1870-12,
and requires the measurement of electrical current (in amps) flowing
into the hybrid system battery for the duration of the test. Hybrid
electric vehicles are tested for fuel economy and GHG emissions using
the 4-bag FTP as required by Sec.  600.114(c). Alternative measurement
and calculation methods may be used with prior EPA approval.
    (1) Calculate the theoretical maximum amount of energy that could
be recovered by a hybrid electric vehicle over the FTP test cycle,
where the test cycle time and velocity points are expressed at 10 Hz,
and the velocity (miles/hour) is expressed to the nearest 0.01 miles/
hour, as follows:
    (i) For each time point in the 10 Hz test cycle (i.e., at each 0.1
seconds):
    (A) Determine the road load power in kilowatts using the following
equation:
[GRAPHIC] [TIFF OMITTED] TR15OC12.056

Where:

Proadload is the road load power in kilowatts, where road
load is negative because it always represents a deceleration (i.e.,
resistive) force on the vehicle;
A, B, and C are the vehicle-specific dynamometer road load
coefficients in lb-force, lb-force/mph, and lb-force/mph\2\,
respectively;
Vmph = velocity in miles/hour, expressed to the nearest
0.01 miles/hour;
0.44704 converts speed from miles/hour to meters/second;
4.448 converts pound force to Newtons; and
1,000 converts power from Watts to kilowatts.

    (B) Determine the applied deceleration power at each sampling point
in time, t, in kilowatts, using the following equation. Positive values
indicate acceleration and negative values indicate deceleration.
[GRAPHIC] [TIFF OMITTED] TR15OC12.057

Where:

ETW = the vehicle Equivalent Test Weight (lbs);
Vt = velocity in miles/hour, rounded to the nearest 0.01
miles/hour, at each sampling point;
Vt-1 = the velocity in miles/hour at the previous time
point in the 10 Hz speed vs. time table, rounded to the nearest 0.01
miles/hour;