86.005-17, 86.007-17, 86.010-18, 86.1806-04, 86.1806-05.
    (28) SAE J1978, Revised April 2002, OBD II Scan Tool--Equivalent to
ISO/DIS 15031-4; December 14, 2001, IBR approved for Sec. Sec.  86.005-
17, 86.007-17, 86.010-18, 86.1806-04, 86.1806-05.
    (29) SAE J1979, July 1996, E/E Diagnostic Test Modes, IBR approved
for Sec. Sec.  86.099-17, 86.1806-01.
    (30) SAE J1979, Revised September 1997, E/E Diagnostic Test Modes,
IBR approved for Sec. Sec.  86.096-38, 86.004-38, 86.007-38, 86.010-38,
86.1808-01, 86.1808-07.
    (31) SAE J1979, Revised April 2002, E/E Diagnostic Test Modes--
Equivalent to ISO/DIS 15031-5; April 30, 2002, IBR approved for
Sec. Sec.  86.099-17, 86.005-17, 86.007-17, 86.1806-01, 86.1806-04,
86.1806-05.
    (32) SAE J1979, Revised May 2007, (R) E/E Diagnostic Test Modes,
IBR approved for Sec.  86.010-18, 86.010-38.
    (33) SAE J2012, July 1996, Recommended Practice for Diagnostic
Trouble Code Definitions, IBR approved for Sec. Sec.  86.099-17,
86.1806-01.
    (34) SAE J2012, Revised April 2002, (R) Diagnostic Trouble Code
Definitions Equivalent to ISO/DIS 15031-6: April 30, 2002, IBR approved
for Sec. Sec.  86.005-17, 86.007-17, 86.010-18, 86.1806-04, 86.1806-05.
    (35) SAE J2284-3, May 2001, High Speed CAN (HSC) for Vehicle
Applications at 500 KBPS, IBR approved for Sec. Sec.  86.096-38,
86.004-38, 86.007-38, 86.010-38, 86.1808-01, 86.1808-07.
    (36) SAE J2403, Revised August 2007, Medium/Heavy-Duty E/E Systems
Diagnosis Nomenclature--Truck and Bus, IBR approved for Sec. Sec.
86.007-17, 86.010-18, 86.010-38, 86.1806-05.
    (37) SAE J2534, February 2002, Recommended Practice for Pass-Thru
Vehicle Programming, IBR approved for Sec. Sec.  86.096-38, 86.004-38,
86.007-38, 86.010-38, 86.1808-01, 86.1808-07.
    (38) SAE J2534-1, Revised December 2004, (R) Recommended Practice
for Pass-Thru Vehicle Programming, IBR approved for Sec.  86.010-38.
    (39) SAE J2064, Revised December 2005, R134a Refrigerant Automotive
Air-Conditioned Hose, IBR approved for Sec.  86.166-12.
    (40) SAE J2765, October, 2008, Procedure for Measuring System COP
[Coefficient of Performance] of a Mobile Air Conditioning System on a
Test Bench, IBR approved for Sec.  86.1866-12.
    (41) SAE J1711, Recommended Practice for Measuring the Exhaust
Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-
In Hybrid Vehicles, June 2010, IBR approved for Sec.  86.1811-04(n).
    (42) SAE J1634, Electric Vehicle Energy Consumption and Range Test
Procedure, Cancelled October 2002, IBR approved for Sec.  86.1811-
04(n).
    (43) SAE J1100, November, 2009, Motor Vehicle Dimensions, IBR
approved for Sec.  86.1866-12(d).
    (44) SAE J2064, Revised December 2005, R134a Refrigerant Automotive
Air-Conditioned Hose, IBR approved for Sec.  86.166-12(d).
    (d) American National Standards Institute, 25 W 43rd Street, 4th
Floor, New York, NY 10036,<PHONE_NUMBER>, http://www.ansi.org.
    (1) ANSI/AGA NGV1-1994, Standard for Compressed Natural Gas Vehicle
(NGV) Fueling Connection Devices, IBR approved for Sec. Sec.  86.001-9,
86.004-9, 86.098-8, 86.099-8, 86.099-9, 86.1810-01.
    (2) [Reserved]
    (e) California Air Resources Board,<PHONE_NUMBER>, http://www.arb.ca.gov.
    (1) California Regulatory Requirements Applicable to the ``LEV II''
Program, including:
    (i) [Reserved]
    (ii) California Non-Methane Organic Gas Test Procedures, August 5,
1999, IBR approved for Sec. Sec.  86.1803-01, 86.1810-01, 86.1811-04.
    (2) California Regulatory Requirements Applicable to the National
Low Emission Vehicle Program, October 1996, IBR approved for Sec. Sec.
86.113-04, 86.612-97, 86.1012-97, 86.1702-99, 86.1708-99, 86.1709-99,
86.1717-99, 86.1735-99, 86.1771-99, 86.1775-99, 86.1776-99, 86.1777-99,
Appendix XVI, Appendix XVII.
    (3) California Regulatory Requirements known as On-board
Diagnostics II (OBD-II), Approved on April 21, 2003, Title 13,
California Code Regulations, Section 1968.2, Malfunction and Diagnostic
System Requirements for 2004 and Subsequent Model-Year Passenger Cars,
Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD-II), IBR
approved for Sec.  86.1806-05.
    (4) California Regulatory Requirements known as On-board
Diagnostics II (OBD-II), Approved on November 9, 2007, Title 13,
California Code Regulations, Section 1968.2, Malfunction and Diagnostic
System Requirements for 2004 and Subsequent Model-Year Passenger Cars,
Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD-II), IBR
approved for Sec. Sec.  86.007-17, 86.1806-05.
    (f) International Organization for Standardization, Case Postale
56, CH-1211 Geneva 20, Switzerland, 41-22-749-01-11, http://www.iso.org.
    (1) ISO 9141-2, February 1, 1994, Road vehicles--Diagnostic
systems--Part 2: CARB requirements for interchange of digital
information, IBR approved for Sec. Sec.  86.099-17, 86.005-17, 86.007-
17, 86.1806-01, 86.1806-04, 86.1806-05.
    (2) ISO 14230-4:2000(E), June 1, 2000, Road vehicles--Diagnostic
systems--

KWP 2000 requirements for Emission-related systems, IBR approved for
Sec. Sec.  86.099-17, 86.005-17, 86.007-17, 86.1806-01, 86.1806-04,
86.1806-05.
    (3) ISO 15765-4.3:2001, December 14, 2001, Road Vehicles--
Diagnostics on Controller Area Networks (CAN)--Part 4: Requirements for
emissions-related systems, IBR approved for Sec. Sec.  86.005-17,
86.007-17, 86.1806-04, 86.1806-05.
    (4) ISO 15765-4:2005(E), January 15, 2005, Road Vehicles--
Diagnostics on Controller Area Networks (CAN)--Part 4: Requirements for
emissions-related systems, IBR approved for Sec. Sec.  86.007-17,
86.010-18, 86.1806-05.
    (5) ISO 13837:2008, May 30, 2008, Road Vehicles--Safety glazing
materials. Method for the determination of solar transmittance, IBR
approved for Sec.  86.1866-12.
    (g) Government Printing Office, Washington, DC 20402, (202) 512-
1800 http://www.nist.gov.
    (1) NIST Special Publication 811, 1995 Edition, Guide for the Use
of the International System of Units (SI), IBR approved for Sec.
86.1901.
    (2) [Reserved]
    (h) Truck and Maintenance Council, 950 North Glebe Road, Suite 210,
Arlington, VA 22203-4181,<PHONE_NUMBER>.
    (1) TMC RP 1210B, Revised June 2007, WINDOWSTMCOMMUNICATION API,
IBR approved for Sec.  86.010-38.
    (2) [Reserved]
    (i) U.S. EPA, Office of Air and Radiation, 2565 Plymouth Road, Ann
Arbor, MI 48105, http://www.epa.gov:
    (1) EPA Vehicle Simulation Tool, Version x.x, November 2011; IBR
approved for Sec.  86.1866-12. The computer code for this model is
available as noted in paragraph (a) of this section. A working version
of this software is also available for download at http://www.epa.gov/otaq/climate/ldst.htm.
    (2) [Reserved]

Subpart B--[Amended]

    5. Section 86.111-94 is amended by revising paragraph (b)
introductory text to read as follows:

Sec.  86.111-94  Exhaust gas analytical system.

* * * * *
    (b) Major component description. The exhaust gas analytical system,
Figure B94-7, consists of a flame ionization detector (FID) (heated,
235 [deg]15[emsp14][deg]F (113 [deg]8 [deg]C)
for methanol-fueled vehicles) for the determination of THC, a methane
analyzer (consisting of a gas chromatograph combined with a FID) for
the determination of CH4,non-dispersive infrared analyzers
(NDIR) for the determination of CO and CO2, a
chemiluminescence analyzer (CL) for the determination of
NOX, and an analyzer meeting the requirements specified in
40 CFR 1065.275 for the determination of N2O. A heated flame
ionization detector (HFID) is used for the continuous determination of
THC from petroleum-fueled diesel-cycle vehicles (may also be used with
methanol-fueled diesel-cycle vehicles), Figure B94-5 (or B94-6). The
analytical system for methanol consists of a gas chromatograph (GC)
equipped with a flame ionization detector. The analysis for
formaldehyde is performed using high-pressure liquid chromatography
(HPLC) of 2,4-dinitrophenylhydrazine (DNPH) derivatives using
ultraviolet (UV) detection. The exhaust gas analytical system shall
conform to the following requirements:
* * * * *
    6. Section 86.135-12 is amended by revising paragraph (a) to read
as follows:

Sec.  86.135-12  Dynamometer procedure.

    (a) Overview. The dynamometer run consists of two tests, a ``cold''
start test, after a minimum 12-hour and a maximum 36-hour soak
according to the provisions of Sec. Sec.  86.132 and 86.133, and a
``hot'' start test following the ``cold'' start by 10 minutes. Engine
startup (with all accessories turned off), operation over the UDDS, and
engine shutdown make a complete cold start test. Engine startup and
operation over the first 505 seconds of the driving schedule complete
the hot start test. The exhaust emissions are diluted with ambient air
in the dilution tunnel as shown in Figure B94-5 and Figure B94-6. A
dilution tunnel is not required for testing vehicles waived from the
requirement to measure particulates. Six particulate samples are
collected on filters for weighing; the first sample plus backup is
collected during the first 505 seconds of the cold start test; the
second sample plus backup is collected during the remainder of the cold
start test (including shutdown); the third sample plus backup is
collected during the hot start test. Continuous proportional samples of
gaseous emissions are collected for analysis during each test phase.
For gasoline-fueled, natural gas-fueled and liquefied petroleum gas-
fueled Otto-cycle vehicles, the composite samples collected in bags are
analyzed for THC, CO, CO2, CH4, NOX,
and N2O. For petroleum-fueled diesel-cycle vehicles
(optional for natural gas-fueled, liquefied petroleum gas-fueled and
methanol-fueled diesel-cycle vehicles), THC is sampled and analyzed
continuously according to the provisions of Sec.  86.110-94. Parallel
samples of the dilution air are similarly analyzed for THC, CO,
CO2, CH4, NOX, and N2O. For
natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled
vehicles, bag samples are collected and analyzed for THC (if not
sampled continuously), CO, CO2, CH4,
NOX, and N2O. For methanol-fueled vehicles,
methanol and formaldehyde samples are taken for both exhaust emissions
and dilution air (a single dilution air formaldehyde sample, covering
the total test period may be collected). For ethanol-fueled vehicles,
methanol, ethanol, acetaldehyde, and formaldehyde samples are taken for
both exhaust emissions and dilution air (a single dilution air
formaldehyde sample, covering the total test period may be collected).
Parallel bag samples of dilution air are analyzed for THC, CO,
CO2, CH4, NOX, and N2O.
* * * * *
    7. Section 86.165-12 is amended by revising paragraphs (c)(1) and
(2) to read as follows:

Sec.  86.165-12  Air conditioning idle test procedure.

* * * * *
    (c) * * *
    (1) Ambient humidity within the test cell during all phases of the
test sequence shall be controlled to an average of 40-60 grains of
water/pound of dry air.
    (2) Ambient air temperature within the test cell during all phases
of the test sequence shall be controlled to 73-80[emsp14][deg]F on
average and 75  5[emsp14][deg]F as an instantaneous
measurement. Air temperature shall be recorded continuously at a
minimum of 30 second intervals.
* * * * *
    8. Section 86.166-12 is amended as follows:
    a. By revising paragraph (b) introductory text.
    b. By revising paragraph (b).
    c. By revising paragraph (d).

Sec.  86.166-12  Method for calculating emissions due to air
conditioning leakage.

* * * * *
    (b) Rigid pipe connections. For 2017 and later model years,
manufacturers may test the leakage of system connections by
pressurizing the system with Helium and using a mass spectrometer to
measure the leakage of the connections within the system. Connections
that are demonstrated to be free of leaks using Helium mass
spectrometry are considered to have a relative emission factor of 10
and are

accounted for separately in the equation in paragraph (b)(2) of this
section.
    (1) The following equation shall be used for the 2012 through 2016
model years, and for 2017 and later model years in cases where the
connections are not demonstrated to be leak-free using Helium mass
spectrometry:

Grams/YRRP = 0.00522 x [(125 x SO) + (75 x SCO) + (50 x MO)
+ (10 x SW) + (5 x SWO) + (MG)]

Where:

Grams/YRRP = Total emission rate for rigid pipe
connections in grams per year.
SO = The number of single O-ring connections.
SCO = The number of single captured O-ring connections.
MO = The number of multiple O-ring connections.
SW = The number of seal washer connections.
SWO = The number of seal washer with O-ring connections.
MG = The number of metal gasket connections.

    (2) For 2017 and later model years, manufacturers may test the
leakage of system connections by pressurizing the system with Helium
and using a mass spectrometer to measure the leakage of the connections
within the system. Connections that are demonstrated to be free of
leaks using Helium mass spectrometry are considered to have a relative
emission factor of 10 and are accounted for separately in the following
equation:

Grams/YRRP = 0.00522 x [(125 x SO) + (75 x SCO) + (50 x MO)
+ (10 x SW) + (10 x LTO) + (5 x SWO) + (MG)]

Where:

Grams/YRRP = Total emission rate for rigid pipe
connections in grams per year.
SO = The number of single O-ring connections.
SCO = The number of single captured O-ring connections.
MO = The number of multiple O-ring connections.
SW = The number of seal washer connections.
LTO = The total number of O-ring connections (single, single
captured, and multiple) that have demonstrated no leakage using
Helium mass spectrometry. Connections included here should not be
counted elsewhere in the equation, and all connections counted here
must be tested using Helium mass spectrometry and demonstrated as
free of leaks.
SWO = The number of seal washer with O-ring connections.
MG = The number of metal gasket connections.
* * * * *
    (d) Flexible hoses. Determine the permeation emission rate in grams
per year for each segment of flexible hose using the following
equation, and then sum the values for all hoses in the system to
calculate a total flexible hose emission rate for the system. Hose end
connections shall be included in the calculations in paragraph (b) of
this section.

Grams/YRFH = 0.00522 x (3.14159 x ID x L x ER)

Where:

Grams/YRFH = Emission rate for a segment of flexible hose
in grams per year.
ID = Inner diameter of hose, in millimeters.
L = Length of hose, in millimeters.
ER = Emission rate per unit internal surface area of the hose, in g/
mm\2\, selected from the following table, or, for 2017 and later
model years, calculated according to SAE J2064 ``R134a Refrigerant
Automotive Air-Conditioned Hose'' (incorporated by reference; see
86.1):
[GRAPHIC] [TIFF OMITTED] TP01DE11.280

* * * * *
    9. Section 86.167-17 is added to read as follows:

Sec.  86.167-17  AC17 Air Conditioning Efficiency Test Procedure.

    (a) Overview. The dynamometer operation consists of four elements:
a pre-conditioning cycle, a 30-minute soak period under simulated solar
heat, an SC03 drive cycle, and a Highway Fuel Economy Test (HFET) drive
cycle. The vehicle is preconditioned with the UDDS to bring the vehicle
to a warmed-up stabilized condition. This preconditioning is followed
by a 30 minute vehicle soak (engine off) that proceeds directly into
the SC03 driving schedule, during which continuous proportional samples
of gaseous emissions are collected for analysis. The SC03 driving
schedule is followed immediately by the HFET cycle, during which
continuous proportional samples of gaseous emissions are collected for
analysis. The entire test, including the preconditioning driving,
vehicle soak, and SC03 and HFET official test cycles, is conducted in
an environmental test facility. The environmental test facility must be
capable of providing the following nominal ambient test conditions of:
77[emsp14][deg]F air temperature, 50 percent relative humidity, a solar
heat load intensity of 850 W/m\2\, and vehicle cooling air flow
proportional to vehicle speed. Section 86.161-00 discusses the minimum
facility requirements and corresponding control tolerances for air
conditioning ambient test conditions. The entire test sequence is run
twice; with and without the vehicle's air conditioner operating during
the SC03 and HFET test cycles. For gasoline-fueled Otto-cycle vehicles,
the composite samples collected in bags are analyzed for THC, CO,
CO2, and CH4. For petroleum-fueled diesel-cycle
vehicles, THC is sampled and analyzed continuously according to the
provisions of Sec.  86.110. Parallel bag samples of dilution air are
analyzed for THC, CO, CO2, and CH4. The following
figure shows the basic sequence of the test procedure.
BILLING CODE 4910-59-P

[GRAPHIC] [TIFF OMITTED] TP01DE11.281

BILLING CODE 4910-59-C
    (b) Dynamometer requirements. (1) Tests shall be run on a large
single roll electric dynamometer or an equivalent dynamometer
configuration that satisfies the requirements of Sec.  86.108-00.
    (2) Position (vehicle can be driven) the test vehicle on the
dynamometer and restrain.
    (3) Required dynamometer inertia weight class selections are
determined by the test vehicle's test weight basis and corresponding
equivalent weight as listed in the tabular information of Sec.  86.129-
00(a) and discussed in Sec.  86.129-00(e) and (f).
    (4) Set the dynamometer test inertia weight and roadload horsepower
requirements for the test vehicle (see Sec.  86.129-00 (e) and (f)).
The dynamometer's horsepower adjustment settings shall be set such that
the force imposed during dynamometer operation matches actual road load
force at all speeds.
    (5) The vehicle speed as measured from the dynamometer rolls shall
be used. A speed vs. time recording, as evidence of dynamometer test
validity, shall be supplied at request of the Administrator.
    (6) The drive wheel tires may be inflated up to a gauge pressure of
45 psi (310 kPa), or the manufacturer's recommended pressure if higher
than 45 psi, in order to prevent tire damage. The drive wheel tire
pressure shall be reported with the test results.
    (7) The driving distance, as measured by counting the number of

dynamometer roll or shaft revolutions, shall be determined for the
test.
    (8) Four-wheel drive and all-wheel drive vehicles may be tested
either in a four-wheel drive or a two-wheel drive mode of operation. In
order to test in the two-wheel drive mode, four-wheel drive and all-
wheel drive vehicles may have one set of drive wheels disengaged; four-
wheel and all-wheel drive vehicles which can be shifted to a two-wheel
mode by the driver may be tested in a two-wheel drive mode of
operation.
    (c) Test cell ambient conditions. (1) Ambient air temperature. (i)
Ambient air temperature is controlled, within the test cell, during all
phases of the test sequence to 77 2[emsp14][deg]F on
average and 77 5[emsp14][deg]F as an instantaneous
measurement.
    (ii) Air temperature is recorded continuously at a minimum of 30
second intervals. Records of cell air temperatures and values of
average test temperatures are maintained by the manufacturer for all
certification related programs.
    (2) Ambient humidity. (i) Ambient humidity is controlled, within
the test cell, during all phases of the test sequence to an average of
69 5 grains of water/pound of dry air.
    (ii) Humidity is recorded continuously at a minimum of 30 second
intervals. Records of cell humidity and values of average test humidity
are maintained by the manufacturer for all certification related
programs.
    (3) Solar heat loading. The requirements of 86.161-00(d) regarding
solar heat loading specifications shall apply. The solar load of 850 W/
m\2\ is applied only during specified portions of the test sequence.
    (d) Interior temperature measurement. The interior temperature of
the vehicle shall be measured during the emission sampling phases of
the test(s).
    (1) Interior temperatures shall be measured by placement of
thermocouples at the following locations:
    (i) The outlet of the center duct on the dash.
    (ii) Behind the driver and passenger seat headrests. The location
of the temperature measuring devices shall be 30 mm behind each
headrest and 330 mm below the roof.
    (2) The temperature at each location shall be recorded a minimum of
every 5 seconds.
    (e) Air conditioning system settings. For the portion of the test
where the air conditioner is required to be operating the settings
shall be as follows:
    (1) Automatic systems shall be set to automatic and the temperature
control set to 72 deg F.
    (2) Manual systems shall be set at the start of the SC03 drive
cycle to full cool with the fan on the highest setting and the airflow
setting to ``recirculation.'' Within the first idle period of the SC03
drive cycle (186 to 204 seconds) the fan speed shall be reduced to the
setting closest to 6 volts at the motor, the temperature setting shall
be adjusted to provide 55 deg F at the center dash air outlet, and the
airflow setting changed to ``outside air.''
    (f) Vehicle and test activities. The AC17 air conditioning test in
an environmental test cell is composed of the following sequence of
activities.
    (1) Drain and fill the vehicle's fuel tank to 40 percent capacity
with test fuel. If a vehicle has gone through the drain and fuel
sequence less than 72 hours previously and has remained under
laboratory ambient temperature conditions, this drain and fill
operation can be omitted (see Sec.  86.132-00(c)(2)(ii)).
    (2)(i) Position the variable speed cooling fan in front of the test
vehicle with the vehicle's hood down. This air flow should provide
representative cooling at the front of the test vehicle (air
conditioning condenser and engine) during the driving cycles. See Sec.
86.161-00(e) for a discussion of cooling fan specifications.
    (ii) In the case of vehicles with rear engine compartments (or if
this front location provides inadequate engine cooling), an additional
cooling fan shall be placed in a position to provide sufficient air to
maintain vehicle cooling. The fan capacity shall normally not exceed
5300 cfm (2.50 m\3\/s). If, however, it can be demonstrated that during
road operation the vehicle receives additional cooling, and that such
additional cooling is needed to provide a representative test, the fan
capacity may be increased or additional fans used if approved in
advance by the Administrator.
    (3) Open all vehicle windows.
    (4) Connect the emission test sampling system to the vehicle's
exhaust tail pipe(s).
    (5) Set the environmental test cell ambient test conditions to the
conditions defined in paragraph (c) of this section, except that the
solar heat shall be off.
    (6) Set the air conditioning system controls to off.
    (7) Start the vehicle (with air conditioning system off) and
conduct a preconditioning EPA urban dynamometer driving cycle (Sec.
86.115).
    (i) If engine stalling should occur during any air conditioning
test cycle operation, follow the provisions of Sec.  86.136-90 (Engine
starting and restarting).
    (ii) For manual transmission vehicles, the vehicle shall be shifted
according the provisions of Sec.  86.128-00.
    (8) Following the preconditioning cycle, the test vehicle and
cooling fan(s) are turned off, all windows are rolled up, and the
vehicle is allowed to soak in the ambient conditions of paragraph
(c)(1) of this section for 30 1 minutes. The solar heat
system must be turned on and generating 850 W/m \2\ within 1 minute of
turning the engine off.
    (9) Air conditioning on test. (i) Start engine (with air
conditioning system also running). Fifteen seconds after the engine
starts, place vehicle in gear.
    (ii) Eighteen seconds after the engine starts, begin the initial
vehicle acceleration of the SC03 driving schedule.
    (iii) Operate the vehicle according to the SC03 driving schedule,
as described in appendix I, paragraph (h), of this part, while sampling
the exhaust gas.
    (iv) At the end of the deceleration which is scheduled to occur at
594 seconds, simultaneously switch the sample flows from the SC03 bags
and samples to the ``HFET'' bags and samples, switch off gas flow
measuring device No. 1, switch off the No. 1 petroleum-fueled diesel
hydrocarbon integrator, mark the petroleum-fueled diesel hydrocarbon
recorder chart, and start gas flow measuring device No. 2, and start
the petroleum-fueled diesel hydrocarbon integrator No. 2.
    (v) Allow the vehicle to idle for 14-16 seconds. Before the end of
this idle period, record the measured roll or shaft revolutions and
reset the counter or switch to a second counter. As soon as possible
transfer the SC03 exhaust and dilution air samples to the analytical
system and process the samples according to Sec.  86.140 obtaining a
stabilized reading of the bag exhaust sample on all analyzers within 20
minutes of the end of the sample collection phase of the test. Obtain
methanol and formaldehyde sample analyses, if applicable, within 24
hours of the end of the sample collection phase of the test.
    (vi) Operate the vehicle according to the HFET driving schedule, as
described in 40 CFR 600.109-08, while sampling the exhaust gas.
    (vii) Turn the engine off 2 seconds after the end of the last
deceleration.
    (viii) Five seconds after the engine stops running, simultaneously
turn off gas flow measuring device No. 2 and if applicable, turn off
the petroleum-fueled diesel hydrocarbon integrator No. 2, mark the
hydrocarbon recorder chart, and position the sample selector valves

to the ``standby'' position. Record the measured roll or shaft
revolutions (both gas meter or flow measurement instrumentation
readings), and re-set the counter. As soon as possible, transfer the
``HFET'' exhaust and dilution air samples to the analytical system and
process the samples according to Sec.  86.140, obtaining a stabilized
reading of the exhaust bag sample on all analyzers within 20 minutes of
the end of the sample collection phase of the test. Obtain methanol and
formaldehyde sample analyses, if applicable, within 24 hours of the end
of the sample period.
    (10) Air conditioning off test. The air conditioning off test is
identical to the steps identified in paragraphs (d)(1) through (9) of
this section, except that the air conditioning system and fan speeds
are set to complete off or the lowest. It is preferred that the air
conditioning off test be conducted sequentially after the air
conditioning on test, following a 10-15 minute soak.
    (g) Records required and reporting requirements. For each test the
manufacturer shall record the information specified in 86.142-90.
Emission results must be reported for each phase of the test. The
manufacturer must also report the following information for each
vehicle tested: vehicle class, model type, carline, curb weight engine
displacement, transmission class and configuration, interior volume,
climate control system type and characteristics, refrigerant used,
compressor type, and evaporator/condenser characteristics.

Subpart S--[Amended]

    10. Section 86.1801-12 is amended by revising paragraphs (b), (j),
and (k) introductory text to read as follows:

Sec.  86.1801-12  Applicability.

* * * * *
    (b) Clean alternative fuel conversions. The provisions of this
subpart apply to clean alternative fuel conversions as defined in 40
CFR 85.502, of all model year light-duty vehicles, light-duty trucks,
medium duty passenger vehicles, and complete Otto-cycle heavy-duty
vehicles.
    (j) Exemption from greenhouse gas emission standards for small
businesses. (1) Manufacturers that qualify as a small business under
the Small Business Administration regulations in 13 CFR part 121 are
exempt from the greenhouse gas emission standards specified in Sec.
86.1818-12 and in associated provisions in this part and in part 600 of
this chapter. This exemption applies to both U.S.-based and non-U.S.-
based businesses. The following categories of businesses (with their
associated NAICS codes) may be eligible for exemption based on the
Small Business Administration size standards in 13 CFR 121.201.
    (i) Vehicle manufacturers (NAICS code 336111).
    (ii) Independent commercial importers (NAICS codes 811111, 811112,
811198, 423110, 424990, and 441120).
    (iii) Alternate fuel vehicle converters (NAICS codes 335312,
336312, 336322, 336399, 454312, 485310, and 811198).
    (2) Effective for the 2014 and later model years, a manufacturer
that would otherwise be exempt under the provisions of paragraph (j)(1)
of this section may optionally comply with the greenhouse gas emission
standards specified in Sec.  86.1818. A manufacturer making this choice
is required to comply with all the applicable standards and provisions
in Sec.  86.1818 and in associated provisions in this part and in part
600 of this chapter. Manufacturers may optionally earn early credits in
the 2012 and/or 2013 model years by demonstrating CO2
emission levels below the fleet average CO2 standard that
would have been applicable in those model years if the manufacturer had
not been exempt. Manufacturers electing to earn these early credits
must comply with the model year reporting requirements in Sec.
600.512-12 for each model year.
    (k) Conditional exemption from greenhouse gas emission standards.
Manufacturers meeting the eligibility requirements described in
paragraphs (k)(1) and (2) of this section may request a conditional
exemption from compliance with the emission standards described in
Sec.  86.1818-12(c) through (e) and associated provisions in this part
and in part 600 of this chapter. A conditional exemption under this
paragraph (k) may be requested for the 2012 through 2016 model years.
The terms ``sales'' and ``sold'' as used in this paragraph (k) shall
mean vehicles produced and delivered for sale (or sold) in the states
and territories of the United States. For the purpose of determining
eligibility the sales of related companies shall be aggregated
according to the provisions of Sec.  86.1838-01(b)(3).
* * * * *
    11. Section 86.1803-01 is amended as follows:
    a. By revising the definition for ``footprint.''
    b. By adding a definition for ``good engineering judgment.''
    c. By adding a definition for ``gross combination weight rating.''
    d. By revising the definition for ``gross vehicle weight rating.''
    e. By adding a definition for ``platform.''
    The revisions and additions read as follows:

Sec.  86.1803-01  Definitions.

* * * * *
    Footprint is the product of average track width (rounded to the
nearest tenth of an inch) and wheelbase (measured in inches and rounded
to the nearest tenth of an inch), divided by 144 and then rounded to
the nearest tenth of a square foot, where the average track width is
the average of the front and rear track widths, where each is measured
in inches and rounded to the nearest tenth of an inch.
* * * * *
    Good engineering judgment has the meaning given in 40 CFR 1068.30.
See 40 CFR 1068.5 for the administrative process we use to evaluate
good engineering judgment.
    Gross combination weight rating (GCWR) means the value specified by
the vehicle manufacturer as the maximum weight of a loaded vehicle and
trailer, consistent with good engineering judgment.
* * * * *
    Gross vehicle weight rating (GVWR) means the value specified by the
manufacturer as the maximum design loaded weight of a single vehicle,
consistent with good engineering judgment.
* * * * *
    Platform means a group of vehicles with common body floor plan and
construction, chassis construction and components, basic engine, and
transmission class. Platform does not consider any level of
d[eacute]cor or opulence, or characteristics such as roof line, number
of doors, seats, or windows. A single platform may include multiple
fuel economy label classes or car lines, and may include both cars and
trucks.
* * * * *
    12. Section 86.1818-12 is amended as follows:
    a. By adding paragraph (b)(4).
    b. By revising paragraphs (c)(2)(i)(A) through (C).
    c. By revising paragraphs (c)(3)(i)(A) through (C).
    d. By adding paragraph (c)(3)(i)(D).
    e. By adding paragraph (c)(4).
    f. By revising paragraph (f) introductory text.
    g. By revising paragraph (f)(3).
    h. By adding paragraph (g).
    i. By adding paragraph (h).
    The additions and revisions read as follows:

Sec.  86.1818-12  Greenhouse gas emission standards for light-duty
vehicles, light-duty trucks, and medium-duty passenger vehicles.

* * * * *
    (b) * * *
    (4) 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.
    (c) * * *
    (2) * * *
    (i) * * *
    (A) For passenger automobiles with a footprint of less than or
equal to 41 square feet, the gram/mile CO2 target value
shall be selected for the appropriate model year from the following
table:
[GRAPHIC] [TIFF OMITTED] TP01DE11.700

    (B) For passenger automobiles with a footprint of greater than 56
square feet, the gram/mile CO2 target value shall be
selected for the appropriate model year from the following table:
[GRAPHIC] [TIFF OMITTED] TP01DE11.701

BILLING CODE 4910-59-C
    (C) For passenger automobiles with a footprint that is greater than
41 square feet and less than or equal to 56 square feet, the gram/mile
CO2 target value shall be calculated using the following
equation and rounded to the nearest 0.1 grams/mile:

Target CO2 = [a x f ] + b

Where:
f is the vehicle footprint, as defined in Sec.  86.1803; and
a and b are selected from the following table for the appropriate
model year:

[GRAPHIC] [TIFF OMITTED] TP01DE11.704

* * * * *
    (3) * * *
    (i) * * *
    (A) For light trucks with a footprint of less than or equal to 41
square feet, the gram/mile CO2 target value shall be
selected for the appropriate model year from the following table:

[GRAPHIC] [TIFF OMITTED] TP01DE11.705

    (B) For light trucks with a footprint that is greater than 41
square feet and less than or equal to the maximum footprint value
specified in the table below for each model year, the gram/mile
CO2 target value shall be calculated using the following
equation and rounded to the nearest 0.1 grams/mile:

Target CO2 = (a x f) + b

Where:

f is the footprint, as defined in Sec.  86.1803; and
a and b are selected from the following table for the appropriate
model year:

[GRAPHIC] [TIFF OMITTED] TP01DE11.706

    (C) For light trucks with a footprint that is greater than the
minimum footprint value specified in the table below and less than or
equal to the maximum footprint value specified in the table below for
each model year, the gram/mile CO2 target value shall be
calculated using the following equation and rounded to the nearest 0.1
grams/mile:

Target CO2 = (a x f) + b

Where:
f is the footprint, as defined in Sec.  86.1803; and
a and b are selected from the following table for the appropriate
model year:

[GRAPHIC] [TIFF OMITTED] TP01DE11.708

    (D) For light trucks with a footprint greater than the minimum
value specified in the table below for each model year, the gram/mile
CO2 target value shall be selected for the appropriate model
year from the following table:

[GRAPHIC] [TIFF OMITTED] TP01DE11.709

* * * * *
    (4) Emergency vehicles. Emergency vehicles may be excluded from the
fleet average CO2 exhaust emission standards described in
paragraph (c) of this section. The manufacturer should notify the
Administrator that they are making such an election in the model year
reports required under Sec.  600.512 of this chapter. Such vehicles
should be excluded from both the calculation of the fleet average
standard for a manufacturer under this paragraph (c) and from the
calculation of the fleet average carbon-related exhaust emissions in
86.510-12.
* * * * *
    (f) Nitrous oxide (N2O) and methane (CH4)
exhaust emission standards for passenger automobiles and light trucks.
Each manufacturer's fleet of combined passenger automobile and light
trucks must comply with N2O and CH4 standards
using either the provisions of paragraph (f)(1), (2), or (3) of this
section. Except with prior EPA approval, a manufacturer may not use the
provisions of both paragraphs (f)(1) and (2) of this section in a model
year. For example, a manufacturer may not use the provisions of
paragraph (f)(1) of this section for their passenger automobile fleet
and the provisions of

paragraph (f)(2) for their light truck fleet in the same model year.
The manufacturer may use the provisions of both paragraphs (f)(1) and
(3) of this section in a model year. For example, a manufacturer may
meet the N2O standard in paragraph (f)(1)(i) of this section
and an alternative CH4 standard determined under paragraph
(f)(3) of this section.
* * * * *
    (3) Optional use of alternative N2O and/or
CH4 standards. Manufacturers may select an alternative
standard applicable to a test group, for either N2O or
CH4, or both. For example, a manufacturer may choose to meet
the N2O standard in paragraph (f)(1)(i) of this section and
an alternative CH4 standard in lieu of the standard in
paragraph (f)(1)(ii) of this section. The alternative standard for each
pollutant must be greater than the applicable exhaust emission standard
specified in paragraph (f)(1) of this section. Alternative
N2O and CH4 standards apply to emissions measured
according to the Federal Test Procedure (FTP) described in Subpart B of
this part for the full useful life, and become the applicable
certification and in-use emission standard(s) for the test group.
Manufacturers using an alternative standard for N2O and/or
CH4 must calculate emission debits according to the
provisions of paragraph (f)(4) of this section for each test group/
alternative standard combination. Debits must be included in the
calculation of total credits or debits generated in a model year as
required under Sec.  86.1865-12(k)(5). For flexible fuel vehicles (or
other vehicles certified for multiple fuels) you must meet these
alternative standards when tested on any applicable test fuel type.
* * * * *
    (g) Alternative fleet average standards for manufacturers with
limited U.S. sales. Manufacturers meeting the criteria in this
paragraph (g) may request that the Administrator establish alternative
fleet average CO2 standards that would apply instead of the
standards in paragraph (c) of this section. The provisions of this
paragraph (g) are applicable only to the 2017 and later model years.
    (1) Eligibility for alternative standards. Eligibility as
determined in this paragraph (g) shall be based on the total sales of
combined passenger automobiles and light trucks. The terms ``sales''
and ``sold'' as used in this paragraph (g) shall mean vehicles produced
and delivered for sale (or sold) in the states and territories of the
United States. For the purpose of determining eligibility the sales of
related companies shall be aggregated according to the provisions of
Sec.  86.1838-01(b)(3). To be eligible for alternative standards
established under this paragraph (g), the manufacturer's average sales
for the three most recent consecutive model years must remain below
5,000. If a manufacturer's average sales for the three most recent
consecutive model years exceeds 4,999, the manufacturer will no longer
be eligible for exemption and must meet applicable emission standards
starting with the model year according to the provisions in this
paragraph (g)(1).
    (i) If a manufacturer's average sales for three consecutive model
years exceeds 4,999, and if the increase in sales is the result of
corporate acquisitions, mergers, or purchase by another manufacturer,
the manufacturer shall comply with the emission standards described in
Sec.  86.1818-12(c) and (d), as applicable, beginning with the first
model year after the last year of the three consecutive model years.
    (ii) If a manufacturer's average sales for three consecutive model
years exceeds 4,999 and is less than 50,000, and if the increase in
sales is solely the result of the manufacturer's expansion in vehicle
production (not the result of corporate acquisitions, mergers, or
purchase by another manufacturer), the manufacturer shall comply with
the emission standards described in Sec.  86.1818-12(c) through (e), as
applicable, beginning with the second model year after the last year of
the three consecutive model years.
    (2) Requirements for new entrants into the U.S. market. New
entrants are those manufacturers without a prior record of automobile
sales in the United States and without prior certification to (or
exemption from, under Sec.  86.1801-12(k)) greenhouse gas emission
standards in Sec.  86.1818-12. In addition to the eligibility
requirements stated in paragraph (g)(1) of this section, new entrants
must meet the following requirements:
    (i) In addition to the information required under paragraph (g)(4)
of this section, new entrants must provide documentation that shows a
clear intent by the company to actually enter the U.S. market in the
years for which alternative standards are requested. Demonstrating such
intent could include providing documentation that shows the
establishment of a U.S. dealer network, documentation of work underway
to meet other U.S. requirements (e.g., safety standards), or other
information that reasonably establishes intent to the satisfaction of
the Administrator.
    (ii) Sales of vehicles in the U.S. by new entrants must remain
below 5,000 vehicles for the first two model years in the U.S. market
and the average sales for any three consecutive years within the first
five years of entering the U.S. market must remain below 5,000
vehicles. Vehicles sold in violation of these limits will be considered
not covered by the certificate of conformity and the manufacturer will
be subject to penalties on an individual-vehicle basis for sale of
vehicles not covered by a certificate. In addition, violation of these
limits will result in loss of eligibility for alternative standards
until such point as the manufacturer demonstrates two consecutive model
years of sales below 5,000 automobiles.
    (iii) A manufacturer with sales in the most recent model year of
less than 5,000 automobiles, but where prior model year sales were not
less than 5,000 automobiles, is eligible to request alternative
standards under this paragraph (g). However, such a manufacturer will
be considered a new entrant and subject to the provisions regarding new
entrants in this paragraph (g), except that the requirement to
demonstrate an intent to enter the U.S. market it paragraph (g)(2)(i)
of this section shall not apply.
    (3) How to request alternative fleet average standards. Eligible
manufacturers may petition for alternative standards for up to five
consecutive model years if sufficient information is available on which
to base such standards.
    (i) To request alternative standards starting with the 2017 model
year, eligible manufacturers must submit a completed application no
later than July 30, 2013.
    (ii) To request alternative standards starting with a model after
2017, eligible manufacturers must submit a completed request no later
than 36 months prior to the start of the first model year to which the
alternative standards would apply.
    (iii) The request must contain all the information required in
paragraph (g)(4) of this section, and must be signed by a chief officer
of the company. If the Administrator determines that the content of the
request is incomplete or insufficient, the manufacturer will be
notified and given an additional 30 days to amend the request.
    (4) Data and information submittal requirements. Eligible
manufacturers requesting alternative standards under this paragraph (g)
must submit the following information to the Environmental Protection
Agency. The Administrator may request additional information as she
deems appropriate. The completed request must be sent to

the Environmental Protection Agency at the following address: Director,
Compliance and Innovative Strategies Division, U.S. Environmental
Protection Agency, 2000 Traverwood Drive, Ann Arbor, Michigan 48105.
    (i) Vehicle model and fleet information. (A) The model years to
which the requested alternative standards would apply, limited to five
consecutive model years.
    (B) Vehicle models and projections of production volumes for each
model year.
    (C) Detailed description of each model, including the vehicle type,
vehicle mass, power, footprint, and expected pricing.
    (D) The expected production cycle for each model, including new
model introductions and redesign or refresh cycles.
    (ii) Technology evaluation information. (A) The CO2
reduction technologies employed by the manufacturer on each vehicle
model, including information regarding the cost and CO2-
reducing effectiveness. Include technologies that improve air
conditioning efficiency and reduce air conditioning system leakage, and
any ``off-cycle'' technologies that potentially provide benefits
outside the operation represented by the Federal Test Procedure and the
Highway Fuel Economy Test.
    (B) An evaluation of comparable models from other manufacturers,
including CO2 results and air conditioning credits generated
by the models. Comparable vehicles should be similar, but not
necessarily identical, in the following respects: vehicle type,
horsepower, mass, power-to-weight ratio, footprint, retail price, and
any other relevant factors. For manufacturers requesting alternative
standards starting with the 2017 model year, the analysis of comparable
vehicles should include vehicles from the 2012 and 2013 model years,
otherwise the analysis should at a minimum include vehicles from the
most recent two model years.
    (C) A discussion of the CO2-reducing technologies
employed on vehicles offered outside of the U.S. market but not
available in the U.S., including a discussion as to why those vehicles
and/or technologies are not being used to achieve CO2
reductions for vehicles in the U.S. market.
    (D) An evaluation, at a minimum, of the technologies projected by
the Environmental Protection Agency in a final rulemaking as those
technologies likely to be used to meet greenhouse gas emission
standards and the extent to which those technologies are employed or
projected to be employed by the manufacturer. For any technology that
is not projected to be fully employed, explain why this is the case.
    (iii) Alternative fleet average CO2 standards. (A) The
most stringent CO2 level estimated to be feasible for each
model, in each model year, and the technological basis for this
estimate.
    (B) For each model year, a projection of the lowest feasible sales-
weighted fleet average CO2 value, separately for passenger
automobiles and light trucks, and an explanation demonstrating that
these projections are reasonable.
    (C) A copy of any application, data, and related information
submitted to NHTSA in support of a request for alternative Corporate
Average Fuel Economy standards filed under 49 CFR Part 525.
    (iv) Information supporting eligibility. (A) U.S. sales for the
three previous model years and projected sales for the model years for
which the manufacturer is seeking alternative standards.
    (B) Information regarding ownership relationships with other
manufacturers, including details regarding the application of the
provisions of Sec.  86.1838-01(b)(3) regarding the aggregation of sales
of related companies,
    (5) Alternative standards. Upon receiving a complete application,
the Administrator will review the application and determine whether an
alternative standard is warranted. If the Administrator judges that an
alternative standard is warranted, the Administrator will publish a
proposed determination in the Federal Register to establish alternative
standards for the manufacturer that the Administrator judges are
appropriate. Following a 30 day public comment period, the
Administrator will issue a final determination establishing alternative
standards for the manufacturer. If the Administrator does not establish
alternative standards for an eligible manufacturer prior to 12 months
before the first model year to which the alternative standards would
apply, the manufacturer may request an extension of the exemption under
86.1801-12(k) or an extension of previously approved alternative
standards, whichever may apply.
    (6) Restrictions on credit trading. Manufacturers subject to
alternative standards approved by the Administrator under this
paragraph (g) may not trade credits to another manufacturer. Transfers
between car and truck fleets within the manufacturer are allowed.
    (h) Mid-term evaluation of standards. No later than April 1, 2018,
the Administrator shall determine whether the standards established in
paragraph (c) of this section for the 2022 through 2025 model years are
appropriate under section 202(a) of the Clean Air Act, in light of the
record then before the Administrator. An opportunity for public comment
shall be provided before making such determination. If the
Administrator determines they are not appropriate, the Administrator
shall initiate a rulemaking to revise the standards, to be either more
or less stringent as appropriate.
    (1) In making the determination required by this paragragh (h), the
Administrator shall consider the information available on the factors
relevant to setting greenhouse gas emission standards under section
202(a) of the Clean Air Act for model years 2022 through 2025,
including but not limited to:
    (i) The availability and effectiveness of technology, and the
appropriate lead time for introduction of technology;
    (ii) The cost on the producers or purchasers of new motor vehicles
or new motor vehicle engines;
    (iii) The feasibility and practicability of the standards;
    (iv) The impact of the standards on reduction of emissions, oil
conservation, energy security, and fuel savings by consumers;
    (v) The impact of the standards on the automobile industry;
    (vi) The impacts of the standards on automobile safety;
    (vii) The impact of the greenhouse gas emission standards on the
Corporate Average Fuel Economy standards and a national harmonized
program; and
    (viii) The impact of the standards on other relevant factors.
    (2) The Administrator shall make the determination required by this
paragraph (h) based upon a record that includes the following:
    (i) A draft Technical Assessment Report addressing issues relevant
to the standard for the 2022 through 2025 model years;
    (ii) Public comment on the draft Technical Assessment Report;
    (iii) Public comment on whether the standards established for the
2022 through 2025 model years are appropriate under section 202(a) of
the Clean Air Act; and
    (iv) Such other materials the Administrator deems appropriate.
    (3) No later than November 15, 2017, the Administrator shall issue
a draft Technical Assessment Report addressing issues relevant to the
standards for the 2022 through 2025 model years.
    (4) The Administrator will set forth in detail the bases for the
determination

required by this paragraph (h), including the Administrator's
assessment of each of the factors listed in paragraph (h)(1) of this
section.
    13. Section 86.1823-08 is amended by revising paragraph (m)(2)(iii)
to read as follows:

Sec.  86.1823-08  Durability demonstration procedures for exhaust
emissions.

* * * * *
    (m) * * *
    (2) * * *
    (iii) For the 2012 through 2016 model years only, manufacturers may
use alternative deterioration factors. For N2O, the
alternative deterioration factor to be used to adjust FTP and HFET
emissions is the deterioration factor determined for (or derived from,
using good engineering judgment) NOX emissions according to
the provisions of this section. For CH4, the alternative
deterioration factor to be used to adjust FTP and HFET emissions is the
deterioration factor determined for (or derived from, using good
engineering judgment) NMOG or NMHC emissions according to the
provisions of this section.
* * * * *
    14. Section 86.1829-01 is amended by revising paragraph (b)(1)(iii)
to read as follows:

Sec.  86.1829-01  Durability and emission testing requirements;
waivers.

* * * * *
    (b) * * *
    (1) * * *
    (iii) Data submittal waivers. (A) In lieu of testing a methanol-
fueled diesel-cycle light truck for particulate emissions a
manufacturer may provide a statement in its application for
certification that such light trucks comply with the applicable
standards. Such a statement shall be based on previous emission tests,
development tests, or other appropriate information and good
engineering judgment.
    (B) In lieu of testing an Otto-cycle light-duty vehicle, light-duty
truck, or heavy-duty vehicle for particulate emissions for
certification, a manufacturer may provide a statement in its
application for certification that such vehicles comply with the
applicable standards. Such a statement must be based on previous
emission tests, development tests, or other appropriate information and
good engineering judgment.
    (C) A manufacturer may petition the Administrator for a waiver of
the requirement to submit total hydrocarbon emission data. If the
waiver is granted, then in lieu of testing a certification light-duty
vehicle or light-duty truck for total hydrocarbon emissions the
manufacturer may provide a statement in its application for
certification that such vehicles comply with the applicable standards.
Such a statement shall be based on previous emission tests, development
tests, or other appropriate information and good engineering judgment.
    (D) A manufacturer may petition the Administrator to waive the
requirement to measure particulate emissions when conducting Selective
Enforcement Audit testing of Otto-cycle vehicles.
    (E) In lieu of testing a gasoline, diesel, natural gas, liquefied
petroleum gas, or hydrogen fueled Tier 2 or interim non-Tier 2 vehicle
for formaldehyde emissions when such vehicles are certified based upon
NMHC emissions, a manufacturer may provide a statement in its
application for certification that such vehicles comply with the
applicable standards. Such a statement must be based on previous
emission tests, development tests, or other appropriate information and
good engineering judgment.
    (F) In lieu of testing a petroleum-, natural gas-, liquefied
petroleum gas-, or hydrogen-fueled heavy-duty vehicle for formaldehyde
emissions for certification, a manufacturer may provide a statement in
its application for certification that such vehicles comply with the
applicable standards. Such a statement must be based on previous
emission tests, development tests, or other appropriate information and
good engineering judgment.
    (G) For the 2012 through 2016 model years only, in lieu of testing
a vehicle for N2O emissions, a manufacturer may provide a
statement in its application for certification that such vehicles
comply with the applicable standards. Such a statement must be based on
previous emission tests, development tests, or other appropriate
information and good engineering judgment.
* * * * *
    15. Section 86.1865-12 is amended as follows:
    a. By revising paragraph (k)(5) introductory text.
    b. By redesignating paragraph (k)(5)(iv) as paragraph (k)(5)(v).
    c. By adding new paragraph (k)(5)(iv).
    d. By revising paragraph (k)(6).
    e. By revising paragraph (k)(7)(i).
    f. By revising paragraph (k)(8)(iv)(A).
    g. By revising paragraph (l)(1)(ii) introductory text.
    h. By revising paragraph (l)(1)(ii)(F).
    The revisions read as follows:

Sec.  86.1865-12  How to comply with the fleet average CO2
standards.

* * * * *
    (k) * * *
    (5) Total credits or debits generated in a model year, maintained
and reported separately for passenger automobiles and light trucks,
shall be the sum of the credits or debits calculated in paragraph
(k)(4) of this section and any of the following credits, if applicable,
minus any N2O and/or CH4 CO2-
equivalent debits calculated according to the provisions of Sec.
86.1818-12(f)(4):
* * * * *
    (iv) Full size pickup truck credits earned according to the
provisions of Sec.  86.1866-12(e).
    (6) The expiration date of unused CO2 credits is based
on the model year in which the credits are earned, as follows:
    (i) Unused CO2 credits from the 2009 model year shall
retain their full value through the 2014 model year. Credits remaining
at the end of the 2014 model year shall expire.
    (ii) Unused CO2 credits from the 2010 through 2015 model
years shall retain their full value through the 2021 model year.
Credits remaining at the end of the 2021 model year shall expire.
    (iii) Unused CO2 credits from the 2016 and later model
years shall retain their full value through the five subsequent model
years after the model year in which they were generated. Credits
remaining at the end of the fifth model year after the model year in
which they were generated shall expire.
    (7) * * *
    (i) Credits generated and calculated according to the method in
paragraphs (k)(4) and (5) of this section may not be used to offset
deficits other than those deficits accrued with respect to the standard
in Sec.  86.1818. Credits may be banked and used in a future model year
in which a manufacturer's average CO2 level exceeds the
applicable standard. Credits may be transferred between the passenger
automobile and light truck fleets of a given manufacturer. Credits may
also be traded to another manufacturer according to the provisions in
paragraph (k)(8) of this section. Before trading or carrying over
credits to the next model year, a manufacturer must apply available
credits to offset any deficit, where the deadline to offset that credit
deficit has not yet passed.
* * * * *
    (8) * * *
    (iv) * * *
    (A) If a manufacturer ceases production of passenger automobiles
and light trucks, the manufacturer continues to be responsible for
offsetting any debits outstanding within the required time period. Any
failure to offset the debits will be considered a

violation of paragraph (k)(8)(i) of this section and may subject the
manufacturer to an enforcement action for sale of vehicles not covered
by a certificate, pursuant to paragraphs (k)(8)(ii) and (iii) of this
section.
* * * * *
    (l) * * *
    (1) * * *
    (ii) Manufacturers producing any passenger automobiles or light
trucks subject to the provisions in this subpart must establish,
maintain, and retain all the following information in adequately
organized records for each passenger automobile or light truck subject
to this subpart:
* * * * *
    (F) Carbon-related exhaust emission standard, N2O
emission standard, and CH4 emission standard to which the
passenger automobile or light truck is certified.
* * * * *
    16. Section 86.1866-12 is amended as follows:
    a. By revising the heading,
    b. By revising paragraphs (a) and (b).
    c. By revising paragraph (c) introductory text.
    d. By revising paragraphs (c)(1) through (3).
    e. By revising paragraph (c)(5) introductory text.
    f. By revising paragraph (c)(5)(i).
    g. By revising paragraph (c)(5)(iii) introductory text.
    h. By redesignating paragraph (c)(5)(iv) and paragraph (c)(5)(v).
    i. By adding new paragraph (c)(5)(iv).
    j. By redesignating paragraph (c)(6) as (c)(8).
    k. By adding paragraphs (c)(6) and (7).
    l. By revising paragraph (d).
    m. By adding paragraph (e).
    The revisions and additions read as follows:

Sec.  86.1866-12  CO2 fleet average credit and incentive
programs.

    (a) Advanced technology vehicles. (1) Electric vehicles, plug-in
hybrid electric vehicles, and fuel cell vehicles, as those terms are
defined in Sec.  86.1803-01, that are certified and produced and
delivered for sale in the United States in the 2012 through 2025 model
years may use a value of zero (0) grams/mile of CO2 to
represent the proportion of electric operation of a vehicle that is
derived from electricity that is generated from sources that are not
onboard the vehicle.
    (i) Model years 2012 through 2016: 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 and delivered for sale by a manufacturer in the 2012 through
2016 model years, except that a manufacturer that produces and delivers
for sale 25,000 or more such vehicles in the 2012 model year shall be
subject to a limitation on the use of 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.
    (ii) Model years 2017 through 2021: For electric vehicles, plug-in
hybrid electric vehicles, and fuel cell vehicles produced and delivered
for sale in the 2017 through 2021 model years, such use of zero (0)
grams/mile CO2 is unrestricted.
    (iii) 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 and delivered for sale by a manufacturer in the 2022 through
2025 model years, except that a manufacturer that produces and delivers
for 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 and
delivered for sale by a manufacturer in the 2022 through 2025 model
years.
    (2) For electric vehicles, plug-in hybrid electric vehicles, and
fuel cell vehicles, as those terms are defined in Sec.  86.1803-01,
that are certified and produced and delivered for sale in the United
States 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 (a)(2) 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 paragraph (e)(3) of this section.
    (i) The production multipliers, by model year, for electric
vehicles and fuel cell vehicles, are as follows:
[GRAPHIC] [TIFF OMITTED] TP01DE11.710

    (ii) (A) The production multipliers, by model year, for plug-in
hybrid electric vehicles, are as follows:

[GRAPHIC] [TIFF OMITTED] TP01DE11.711

    (B) 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, see Sec.
86.1). The equivalent all-electric range of a PHEV is determined from
the following formula:
[GRAPHIC] [TIFF OMITTED] TP01DE11.712

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, see
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, see 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, see Sec.  86.1).

    (iii) 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.
    (b) Credits for reduction of air conditioning refrigerant leakage.
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 paragraph (b) 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 paragraph (b) for the 2009 through 2011
model years according to the provisions of Sec.  86.1867-12(b).
    (1) The manufacturer shall calculate an annual rate of refrigerant
leakage from an air conditioning system in grams per year according to
the provisions of Sec.  86.166-12.
    (2) The CO2-equivalent gram per mile leakage reduction
to be used to calculate the total leakage credits generated by the air
conditioning system shall be determined according to the following
formulae, rounded to the nearest tenth of a gram per mile:
    (i) Passenger automobiles:
    [GRAPHIC] [TIFF OMITTED] TP01DE11.713

Where:

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 result is less than
zero HiLeakDis shall be set equal to zero and if the result is
greater than 1.8 g/mi HiLeakDis shall be set to 1.8 g/mi:

[GRAPHIC] [TIFF OMITTED] TP01DE11.714

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 provisions of Sec.  86.166-12(a), except if the
calculated rate is less than 8.3 grams/year (4.1 grams/year for
systems using only electric compressors), the rate for the purpose
of this formula shall be 8.3 grams/year (4.1 grams/year for systems
using only electric compressors).
The constant 16.6 is the average passenger automobile impact of air
conditioning leakage in units of grams/year;
GWPREF means the global warming potential of the
refrigerant as indicated in paragraph (b)(5) of this section or as
otherwise determined by the Administrator;
GWPHFC134a means the global warming potential of HFC-134a
as indicated in paragraph (b)(5) of this section or as otherwise
determined by the Administrator.
MinScore is 8.3 grams/year, except that for systems using only
electric compressors it is 4.1 grams/year.

    (ii) Light trucks:
    [GRAPHIC] [TIFF OMITTED] TP01DE11.715

Where:

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 result is less than
zero HiLeakDis shall be set equal to zero and if the result is
greater than 2.1 g/mi HiLeakDis shall be set to 2.1g/mi:
[GRAPHIC] [TIFF OMITTED] TP01DE11.716

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.
Leakage means the annual refrigerant leakage rate determined
according to the provisions of Sec.  86.166-12(a), except if the
calculated rate is less than 10.4 grams/year (5.2 grams/year for
systems using only electric compressors), the rate for the purpose
of this formula shall be 10.4 grams/year (5.2 grams/year for systems
using only electric compressors).
The constant 20.7 is the average light truck impact of air
conditioning leakage in units of grams/year.
GWPREF means the global warming potential of the
refrigerant as indicated in paragraph (b)(5) of this section or as
otherwise determined by the Administrator.
GWPR134a means the global warming potential of HFC-134a
as indicated in paragraph (b)(5) of this section or as otherwise
determined by the Administrator.
MinScore is 10.4 grams/year, except that for systems using only
electric compressors it is 5.2 grams/year.

    (3) 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)(2) of this section.
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)(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.

    (4) The results of paragraph (b)(3) 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).
    (5) 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 paragraph (b).
The Administrator will determine values for refrigerants not included
in this paragraph (b)(5) upon request by a manufacturer.
    (i) For HFC-134a, GWPREF = 1430;
    (ii) For HFC-152a, GWPREF = 124;
    (iii) For HFO-1234yf, GWPREF = 4;
    (iv) For CO2, GWPREF = 1.
    (c) Credits for improving air conditioning system efficiency.
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 paragraph (c) 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 paragraph (c) for the 2009 through 2011
model years according to the provisions of Sec.  86.1867-12(b). For
model years 2012 and 2013 the manufacturer may determine air
conditioning efficiency credits using the requirements in paragraphs
(c)(1) through (4) of this section. For model years 2014 and later the
eligibility requirements specified in either paragraph (c)(5) or (6) of
this section must be met before an air conditioning system is allowed
to generate credits.
    (1)(i) 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:
BILLING CODE 4910-59-P

[GRAPHIC] [TIFF OMITTED] TP01DE11.717

[GRAPHIC] [TIFF OMITTED] TP01DE11.718

BILLING CODE 4910-59-C
    (i) 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:
BILLING CODE 4910-59-P

[GRAPHIC] [TIFF OMITTED] TP01DE11.719

[GRAPHIC] [TIFF OMITTED] TP01DE11.720

[GRAPHIC] [TIFF OMITTED] TP01DE11.721

BILLING CODE 4910-59-C
    (2) 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 (c)(1) of this section, the total credit value is
the sum of the gram per mile values listed in paragraph (c)(1) of this
section for each item that applies to the air conditioning system.
    (i) In the 2012 through 2016 model years the total credit value for
an air conditioning system may not be greater than 5.7 grams per mile.
    (ii) 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.
    (3) 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 (c)(2) or (c)(5) 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 (c)(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.
* * * * *
    (5) 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 (c)(5). In
lieu of using the Air Conditioning Idle Test Procedure to determine
eligibility to generate air conditioning efficiency credits in the 2014
through 2016 model years, the manufacturer may choose the AC17
reporting option specified in paragraph (c)(7) of this section.
    (i) After the 2013 model year, 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.
* * * * *
    (iii) For an air conditioning system to be eligible to generate
credits in the 2014 through 2016 model years the increased
CO2 emissions as a result of the operation of that air
conditioning system determined according to the Idle Test Procedure in
Sec.  86.165-14 must be less than 21.3 grams per minute. In lieu of
using 21.3 grams per minute, manufacturers may optionally use the
procedures in paragraph (c)(5)(iv) of this section to determine an
alternative limit value.
* * * * *
    (iv) Optional Air Conditioning Idle Test limit value for 2014
through 2016 model years. For an air conditioning system to be eligible
to generate credits in the 2014 through 2016 model years, the increased
CO2 emissions as a result of the operation of that air
conditioning system determined according to the Idle Test Procedure in
Sec.  86.165-12 must be less than the value calculated by the following
equation and rounded to the nearest tenth of gram per minute:
[GRAPHIC] [TIFF OMITTED] TP01DE11.722

    (A) If the increased CO2 emissions determined from the
Idle Test Procedure in Sec.  86.165-12 is less than or equal to the
Idle Test Threshold, the total credit value for use in paragraph (c)(3)
of this section shall be as determined in paragraph (c)(2) of this
section.
    (B) If the increased CO2 emissions determined from the
Idle Test Procedure in Sec.  86.165-12 is greater than the Idle Test
Threshold and less than the Idle Test Threshold plus 6.4, the total
credit value for use in paragraph (c)(3) of this section shall be as
determined according to the following formula:
[GRAPHIC] [TIFF OMITTED] TP01DE11.723

Where:

TCV = The total credit value for use in paragraph (c)(3) of this
section;
TCV1 = The total credit value determined according to
paragraph (c)(2) 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 from paragraph (c)(5)(iii) or
(c)(5)(iv) of this section, whichever is applicable.

    (6) For the 2017 and later model years, manufacturers must validate
air conditioning credits by using the AC17 Test Procedure according to
the provisions of this paragraph (c)(6).
    (i) 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.  86.167-14 of this part, according to the requirements of this
paragraph (c)(6).
    (ii) Each air conditioning system shall be tested as follows:
    (A) Perform the AC17 test on a vehicle that incorporates the air
conditioning system with the credit-generating technologies.
    (B) Perform the AC17 test on a vehicle which does not incorporate
the credit-generating technologies. The tested vehicle must be similar
to the vehicle tested under paragraph (c)(6)(ii)(A) of this section.
    (C) Subtract the CO2 emissions determined from testing
under paragraph (c)(6)(ii)(A) of this section from the CO2
emissions determined from testing under paragraph (c)(6)(ii)(B) 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 (c)(2) of this
section, then the air conditioning system is eligible to generate the
maximum allowable value determined in paragraph (c)(2) of this section.
If the result is greater than zero but less than the total of the gram
per mile credits determined in paragraph (c)(2) 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 (c)(6)(ii)(A) of this section
from the CO2 emissions determined from testing under
paragraph (c)(6)(ii)(B) of this section and rounding to the nearest 0.1
grams/mile.
    (iii) For the first model year for which an air conditioning system
is expected to generate credits, the manufacturer must select for
testing the highest-selling subconfiguration within each vehicle
platform that uses the air conditioning system. Credits may continue to
be generated by the air conditioning system installed in a vehicle
platform provided that:
    (A) The air conditioning system components and/or control
strategies do not change in any way that could be expected to cause a
change in its efficiency;
    (B) The vehicle platform does not change in design such that the
changes could be expected to cause a change in the efficiency of the
air conditioning system; and
    (C) The manufacturer continues to test at least one sub-
configuration within each platform using the air conditioning system,
in each model year, until all sub-configurations within each platform
have been tested.
    (iv) Each air conditioning system must be tested and must meet the
testing criteria in order to be allowed to generate credits. Using good
engineering judgment, in the first model year for which an air
conditioning system is expected to generate credits, the manufacturer
must select for testing the highest-selling subconfiguration within
each vehicle platform using the air conditioning system. Credits may
continue to be generated by an air conditioning system in subsequent
model years if the manufacturer continues to test at least one sub-
configuration within each platform on an annual basis, as long as the
air conditioning system and vehicle platform do not change
substantially.
    (7) AC17 reporting requirements for model years 2014 through 2016.
As an alternative to the use of the Air Conditioning Idle Test to
demonstrate eligibility to generate air conditioning efficiency
credits, manufacturers may use the provisions of this paragraph (c)(7).
    (i) The manufacturer shall perform the AC17 test specified in Sec.
86.167-14 of this part on each vehicle platform for which the
manufacturer intends to accrue air conditioning efficiency credits and
report the results separately for all four phases of the test to the
Environmental Protection Agency.
    (ii) 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.
    (d) Off-cycle credits. Manufacturers may generate credits for
CO2-reducing technologies where the CO2 reduction
benefit of the technology is not adequately captured on the 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. The manufacturer must use one of the
three options specified in this paragraph (d) to determine the
CO2 gram per mile credit applicable to an off-cycle
technology. Note that the option provided in paragraph (d)(1) of this
section applies only to the 2017 and later model years. The
manufacturer should notify EPA in their pre-model year report of their
intention to generate any credits under this paragraph (d).
    (1) Credit available for certain off-cycle technologies. The
provisions of this paragraph (d)(1) are applicable only to 2017 and
later model year vehicles.
    (i) The manufacturer may generate a CO2 gram/mile credit
for certain technologies as specified in the following table, provided
that each technology is applied to the minimum percentage of the
manufacturer's total U.S. production of passenger automobiles and light
trucks specified in the table in each model year for which credit is
claimed. Technology definitions are in paragraph (d)(1)(iv) of this
section.

[GRAPHIC] [TIFF OMITTED] TP01DE11.724

    (A) Credits may also be accrued for thermal control technologies as
defined in paragraph (d)(1)(iv) of this section in the amounts shown in
the following table:

[GRAPHIC] [TIFF OMITTED] TP01DE11.725

    (B) 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. The maximum credit allowed for glass or glazing is limited to
3.0 g/mi for passenger automobiles and to 4.3 g/mi for light trucks.
    (C) Glass or glazing credits are calculated using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP01DE11.726

Where:

Credit = the total glass or glazing credits, in grams per mile, for
a vehicle, which may not exceed 3.0 g/mi for passenger automobiles
or 4.3 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:
[GRAPHIC] [TIFF OMITTED] TP01DE11.727

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; see Sec.  86.1).
Ttsbase = 62 for the windshield, side-front, side-rear,
rear-quarter, and backlite locations, and 40 for rooflite locations.

    (ii) 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
(d)(1)(i) of this section is 10 grams per mile. If the total of the
CO2 g/mi credit values from the table in paragraph (d)(1)(i)
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 (d)(5) of this section. If the
total of the CO2 g/mi credit values from the table in
paragraph (d)(1)(i) 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 (d)(1)(ii)(A) of this
section to determine whether the 10 g/mi limitation has been exceeded.
    (A) Determine the gram per mile decrease for the combined passenger
automobile and light truck fleet using the following formula:
[GRAPHIC] [TIFF OMITTED] TP01DE11.728

Where:

Credits = The total of passenger automobile and light truck credits,
in Megagrams, determined according to paragraph (d)(5) of this
section and limited to those credits accrued by using the default
gram per mile values in paragraph (d)(1)(i) 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.

    (B) If the value determined in paragraph (d)(1)(ii)(A) 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 (d)(1)(i) of this section shall be
determined using the following formula:

[GRAPHIC] [TIFF OMITTED] TP01DE11.729

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.

    (C) If the value determined in paragraph (d)(1)(ii)(A) 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 (d)(1)(i) of this section do not exceed the allowable
limit, and total credits may be determined for each category of
vehicles according to paragraph (d)(5) of this section.
    (D) If the value determined in paragraph (d)(1)(ii)(A) 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 (d)(5) of this section must not
exceed the value determined in paragraph (d)(1)(ii)(B) 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 (d)(1)(ii)(B) of this section.
    (iii) In lieu of using the default gram per mile values specified
in paragraph (d)(1)(i) 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 (d)(2) or (3) of this
section.
    (iv) Definitions for the purposes of this paragraph (d)(1) are as
follows:
    (A) Active aerodynamic improvements means technologies that are
activated only at certain speeds to improve aerodynamic efficiency by a
minimum of three percent, while preserving other vehicle attributes or
functions.
    (B) Electric heater circulation pump means a pump system installed
in a stop-start equipped vehicle or in a hybrid electric vehicle or
plug-in hybrid electric vehicle that continues to circulate hot coolant
through the heater core when the engine is stopped during a stop-start
event. This system must be calibrated to keep the engine off for 1
minute or more when the external ambient temperature is 30 deg F.
    (C) High efficiency exterior lighting means a lighting technology
that, when installed on the vehicle, is expected to reduce the total
electrical demand of the exterior lighting system by a minimum of 60
watts when compared to conventional lighting systems. To be eligible
for this credit the high efficiency lighting must be installed in the
following components: Parking/position, front and rear turn signals,
front and rear side markers, stop/brake lights (including the center-
mounted location), taillights, backup/reverse lights, and license plate
lighting.
    (D) Engine start-stop means a technology which enables a vehicle to
automatically turn off the engine when the vehicle comes to a rest and
restart the engine when the driver applies pressure to the accelerator
or releases the brake. Off-cycle engine start-stop credits will only be
allowed 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.
    (E) Solar roof panels means the installation of solar panels on an
electric vehicle or a plug-in hybrid electric vehicle such that the
solar energy is used to provide energy to the electric drive system of
the vehicle by charging the battery or directly providing power to the
electric motor with the equivalent of at least 50 Watts of rated
electricity output.
    (F) Active transmission warmup means a system that uses waste heat
from the exhaust system to warm the transmission fluid to an operating
temperature range quickly using a heat exchanger in the exhaust system,
increasing the overall transmission efficiency by reducing parasitic
losses associated with the transmission fluid, such as losses related
to friction and fluid viscosity.
    (G) Active engine warmup means a system using waste heat from the
exhaust system to warm up targeted parts of the engine so that it
reduces engine friction losses and enables the closed-loop fuel control
more quickly. It would allow a faster transition from cold operation to
warm operation, decreasing CO2 emissions, and increasing
fuel economy.
    (H) Engine heat recovery means a system that captures heat that
would otherwise be lost through the exhaust system or through the
radiator and converting that heat to electrical energy that is used to
meet the electrical requirements of the vehicle. Such a system must
have a capacity of at least 100W to achieve 0.7 g/mi of credit. Every
additional 100W of capacity will result in an additional 0.7 g/mi of
credit.
    (I) Active seat ventilation means a device which draws air from the
seating surface which is in contact with the occupant and exhausts it
to a location away from the seat.
    (J) Solar reflective paint means a vehicle paint or surface coating
which reflects at least 65 percent of the impinging infrared solar
energy, as determined using ASTM standards E903, E1918-06, or C1549-09.
These ASTM standards are incorporated by reference; see Sec.  86.1.
    (K) Passive cabin ventilation means ducts or devices which utilize
convective airflow to move heated air from the cabin interior to the
exterior of the vehicle.
    (L) Active cabin ventilation means devices which mechanically move
heated air from the cabin interior to the exterior of the vehicle.
    (2) Technology demonstration using EPA 5-cycle methodology. To
demonstrate an off-cycle technology and to determine a CO2
credit using the EPA 5-cycle methodology, the manufacturer shall
determine the off-cycle city/highway combined carbon-related exhaust
emissions benefit by using the EPA 5-cycle methodology described in 40
CFR Part 600. Testing shall be performed on a representative vehicle,
selected using good engineering judgment, for each model type for which
the credit is being demonstrated. The emission benefit of a technology
is determined by testing both with and without the off-cycle technology
operating. Multiple off-cycle technologies may be demonstrated on a
test vehicle. The manufacturer shall conduct the following steps and
submit all test data to the EPA.
    (i) 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.
600.113-08 of this chapter. Run each of these tests a minimum of three
times without the off-cycle technology installed and operating and
average the per phase (bag) results

for each test procedure. Calculate the 5-cycle weighted city/highway
combined carbon-related exhaust emissions from the averaged per phase
results, where the 5-cycle city value is weighted 55% and the 5-cycle
highway value is weighted 45%. The resulting combined city/highway
value is the baseline 5-cycle carbon-related exhaust emission value for
the vehicle.
    (ii) 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.  600.113-08 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 (d)(2)(i) 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 showing the off-cycle benefit of
the technology but excluding any benefit of the technology on the FTP
and HFET.
    (iii) Subtract the combined city/highway value determined in
paragraph (d)(2)(i) of this section from the value determined in
paragraph (d)(2)(ii) of this section. The result is the off-cycle
benefit of the technology or technologies being evaluated. If this
benefit is greater than or equal to three percent of the value
determined in paragraph (d)(2)(i) of this section then the manufacturer
may use this value, rounded to the nearest tenth of a gram per mile, to
determine credits under paragraph (d)(4) of this section.
    (iv) If the value calculated in paragraph (d)(2)(iii) of this
section is less than three percent of the value determined in paragraph
(d)(2)(i) of this section, then the manufacturer must repeat the
testing required under paragraphs (d)(2)(i) and (ii) of this section,
except instead of running each test three times they shall run each
test two additional times. The off-cycle benefit of the technology or
technologies being evaluated shall be calculated as in paragraph
(d)(2)(iii) of this section using all the tests conducted under
paragraph (d) of this section. If the value calculated in paragraph
(d)(2)(iii) of this section is less than three percent of the value
determined in paragraph (d)(2)(i) of this section, then the
manufacturer must verify the emission reduction potential of the off-
cycle technology or technologies using the EPA Vehicle Simulation Tool
(incorporated by reference; see Sec.  86.1), and if the results support
a credit value that is less than three percent of the value determined
in paragraph (d)(2)(i) of this section then the manufacturer may use
the off-cycle benefit of the technology or technologies calculated as
in paragraph (d)(2)(iii) of this section using all the tests conducted
under paragraph (d) of this section, rounded to the nearest tenth of a
gram per mile, to determine credits under paragraph (d)(4) of this
section.
    (3) Technology demonstration using alternative EPA-approved
methodology. (i) 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 (d)(2) of this section
insufficiently characterizes the effectiveness of the off-cycle
technology. In cases where the EPA 5-cycle methodology described in
paragraph (d)(2) of this section cannot adequately measure the emission
reduction attributable to an innovative 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:
    (A) Use modeling, on-road testing, on-road data collection, or
other approved analytical or engineering methods;
    (B) Be robust, verifiable, and capable of demonstrating the real-
world emissions benefit with strong statistical significance;
    (C) 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;
    (D) Result in data on a model type basis unless the manufacturer
demonstrates that another basis is appropriate and adequate.
    (ii) 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.
    (4) Review and approval process for off-cycle credits. (i) Initial
steps required. (A) A manufacturer requesting off-cycle credits under
the provisions of paragraph (d)(2) of this section must conduct the
testing and/or simulation described in that paragraph.
    (B) A manufacturer requesting off-cycle credits under the
provisions of paragraph (d)(3) 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.
    (C) A manufacturer requesting off-cycle credits under paragraph (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.
    (ii) Data and information requirements. The manufacturer seeking
off-cycle credits must submit an application for off-cycle credits
determined under paragraphs (d)(2) and (d)(3) of this section. The
application must contain the following:
    (A) A detailed description of the off-cycle technology and how it
functions to reduce CO2 emissions under conditions not
represented on the FTP and HFET.
    (B) A list of the vehicle model(s) which will be equipped with the
technology.
    (C) A detailed description of the test vehicles selected and an
engineering analysis that supports the selection of those vehicles for
testing.
    (D) All testing and/or simulation data required under paragraph
(d)(2) or (d)(3) of this section, as applicable, plus any other data
the manufacturer has considered in the analysis.
    (E) For credits under paragraph (d)(3) 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.

    (F) 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.
    (G) 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.
    (iii) EPA review of the off-cycle credit application. Upon receipt
of an application from a manufacturer, EPA will do the following:
    (A) Review the application for completeness and notify the
manufacturer within 30 days if additional information is required.
    (B) Review the data and information provided in the application to
determine if the application supports the level of credits estimated by
the manufacturer.
    (C) For credits under paragraph (d)(3) of this section, EPA will
make the application available to the public for comment, as described
in paragraph (d)(3)(ii) 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 (d)(4)(iii).
    (iv) EPA decision. (A) For credits under paragraph (d)(2) of this
section, EPA will notify the manufacturer of its decision within 60
days of receiving a complete application.
    (B) For credits under paragraph (d)(3) 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.
    (C) 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.
    (5) 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
(d)(1), (d)(2), or (d)(3) of this section applies.
VLM = vehicle lifetime miles, which for passenger automobiles shall
be 195,264 and for light trucks shall be 225,865.

    (e) Credits for certain full-size pickup trucks. Full-size pickup
trucks may be eligible for additional credits based on the
implementation of hybrid technologies or on exhaust emission
performance, as described in this paragraph (e). Credits may be
generated under either paragraph (e)(2) or (e)(3) of this section for a
qualifying pickup truck, but not both.
    (1) The following definitions apply for the purposes of this
paragraph (e).
    (i) Full size pickup truck means a light truck which has a
passenger compartment and an open cargo box and which meets the
following specifications:
    (A) A minimum cargo bed width between the wheelhouses of 48 inches,
measured as the minimum lateral distance between the limiting
interferences (pass-through) of the wheelhouses. The measurement shall
exclude the transitional arc, local protrusions, and depressions or
pockets, if present. An open cargo box means a vehicle where the cargo
box does not have a permanent roof. Vehicles sold with detachable
covers are considered ``open'' for the purposes of these criteria.
    (B) A minimum open cargo box length of 60 inches, where the length
is defined by the lesser of the pickup bed length at the top of the
body and the pickup bed length at the floor, where the length at the
top of the body is defined as the longitudinal distance from the inside
front of the pickup bed to the inside of the closed endgate as measured
at the cargo floor surface along vehicle centerline, and the length at
the floor is defined as the longitudinal distance from the inside front
of the pickup bed to the inside of the closed endgate as measured at
the cargo floor surface along vehicle centerline.
    (C) A minimum towing capability of 5,000 pounds, where minimum
towing capability is determined by subtracting the gross vehicle weight
rating from the gross combined weight rating, or a minimum payload
capability of 1,700 pounds, where minimum payload capability is
determined by subtracting the curb weight from the gross vehicle weight
rating.
    (ii) Mild hybrid gasoline-electric vehicle means a vehicle that has
start/stop capability and regenerative braking capability, where the
recaptured braking energy over the Federal Test Procedure is at least
15 percent but less than 75 percent of the total braking energy, where
the percent of recaptured braking energy is measured and calculated
according to Sec.  600.116-12(c).
    (iii) Strong hybrid gasoline-electric vehicle means a vehicle that
has start/stop capability and regenerative braking capability, where
the recaptured braking energy over the Federal Test Procedure is at
least 75 percent of the total braking energy, where the percent of
recaptured braking energy is measured and calculated according to Sec.
600.116-12(c).
    (2) Credits for implementation of gasoline-electric hybrid
technology. Full size pickup trucks that implement hybrid gasoline-
electric technologies may be eligible for an additional credit under
this paragraph (e)(2). Pickup trucks using the credits under this
paragraph (e)(2) may not use the credits described in paragraph (e)(3)
of this section.
    (i) Full size pickup trucks that are mild hybrid gasoline-electric
vehicles and that are produced in the 2017 through 2021 model years are
eligible for a credit of 10 grams/mile. To receive this credit, the
manufacturer must produce a quantity of mild hybrid full size pickup
trucks such that the proportion of production of such vehicles, when
compared to the manufacturer's total production of full size pickup
trucks, is not less than the amount specified in the table below for
each model year.

[GRAPHIC] [TIFF OMITTED] TP01DE11.730

    (ii) Full size pickup trucks that are strong hybrid gasoline-
electric vehicles and that are produced in the 2017 through 2025 model
years are eligible for a credit of 20 grams/mile. To receive this
credit, the manufacturer must produce a quantity of strong hybrid full
size pickup trucks such that the proportion of production of such
vehicles, when compared to the manufacturer's total production of full
size pickup trucks, is not less than 10 percent for each model year.
    (3) Credits for emission reduction performance. Full size pickup
trucks that achieve carbon-related exhaust emission values below the
applicable target value determined in 86.1818-12(c)(3) may be eligible
for an additional credit. For the purposes of this paragraph (e)(3),
carbon-related exhaust emission values may include any applicable air
conditioning leakage and/or efficiency credits as determined in
paragraphs (b) and (c) of this section. Pickup trucks using the credits
under this paragraph (e)(3) may not use the credits described in
paragraph (e)(2) of this section or the production multipliers
described in paragraph (a)(2) of this section.
    (i) Full size pickup trucks that achieve carbon-related exhaust
emissions less than or equal to the applicable target value determined
in 86.1818-12(c)(3) multiplied by 0.85 (rounded to the nearest gram/
mile) and greater than the applicable target value determined in
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 each model
year, the manufacturer must produce a quantity of full size pickup
trucks that meet the initial emission eligibility requirements of this
paragraph (e)(3)(i) such that the proportion of production of such
vehicles, when compared to the manufacturer's total production of full
size pickup trucks, is not less than the amount specified in the table
below for each model year.

[GRAPHIC] [TIFF OMITTED] TP01DE11.731

    (ii) Full size pickup trucks that achieve carbon-related exhaust
emissions less than or equal to the applicable target value determined
in 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 five subsequent model years if the carbon-
related exhaust emissions of that pickup truck do not increase relative
to the emissions in the model year in which the pickup truck first
qualified for the credit. This credit may not be claimed in any model
year after 2025. To qualify for this credit, the manufacturer must
produce a quantity of full size pickup trucks that meet the emission
requirements of this paragraph (e)(3)(i) such that the proportion of
production of such vehicles, when compared to the manufacturer's total
production of full size pickup trucks, is not less than 10 percent in
each model year. 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.
    (4) 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 Production10) + (20 x
Production20)] x 225,865) / 1,000,000
Where:

Production10 = The total number of full size pickup
trucks produced with a credit value of 10 grams per mile from
paragraphs (e)(2) and (e)(3).
Production20 = The total number of full size pickup
trucks produced with a credit value of 20 grams per mile from
paragraphs (e)(2) and (e)(3).

    17. Section 86.1867-12 is amended by revising paragraph (a)(2)(i)
to read as follows:

Sec.  86.1867-12  Optional early CO2 credit programs.

* * * * *
    (a) * * *
    (2) * * *
    (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.
* * * * *

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

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

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

Subpart B--[Amended]

    19. Section 600.002 is amended by revising the definitions of
``combined fuel economy'' and ``fuel economy'' to read as follows:

Sec.  600.002  Definitions.

* * * * *
    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 part 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.
* * * * *
    20. 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.
* * * * *
    21. Section 600.113-12 is amended by revising paragraphs
(g)(2)(iv)(C) and (j) through (m) 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] TP01DE11.732

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
[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] TP01DE11.733

= 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 CH4as 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)/((CWFexHCx 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.