This section describes how manufacturers may generate credits for off-cycle CO2 -reducing technologies through model year 2032. The provisions of this section do not apply for medium-duty vehicles, except that § 86.1819-14(d)(13) describes how to apply paragraphs (c) and (d) of this section for those vehicles. Manufacturers may no longer generate credits under this section starting in model year 2027 for vehicles deemed to have zero tailpipe emissions and in model year 2033 for all other vehicles. Manufacturers may no longer generate credits under paragraphs (c) and (d) of this section for any type of vehicle starting in model year 2027.
Where:
ELR = the electrical load reduction of the waste heat recovery system, in Watts, calculated as an average over 5-cycle testing.
Lighting Component | Credit (grams/mile) |
Low beam | 0.38 |
High beam | 0.05 |
Parking/position | 0.10 |
Turn signal, front | 0.06 |
Side marker, front | 0.06 |
Tail | 0.10 |
Turn signal, rear | 0.06 |
Side marker, rear | 0.06 |
License plate | 0.08 |
Where:
Ppanel is the is the rated power of the solar panel, in Watts, determined under the standard test conditions of 1000 Watts per meter squared direct solar irradiance at a panel temperature of 25 degrees Celsius (±2 degrees) with an air mass spectrum of 1.5 (AM1.5).
Where:
Cvent is the credit attributable to active cabin ventilation from paragraph (b)(1)(viii)(E) of this section;
Ppanel is the is the rated power of the solar panel, in Watts, determined under the standard test conditions of 1000 Watts per meter squared direct solar irradiance at a panel temperature of 25 degrees Celsius (±2 degrees) with an air mass spectrum of 1.5 (AM1.5); and
Pvent is the amount of power, in Watts, required to run the active cabin ventilation system.
Where:
CDreduced is the percent reduction in the coefficient of drag (Cd), shown as a value from 0 to 1. The coefficient of drag shall be determined using good engineering judgment consistent with standard industry test methods and practices.
Where:
CDreduced is the percent reduction in the coefficient of drag (Cd), shown as a value from 0 to 1. The coefficient of drag shall be determined using good engineering judgment consistent with standard industry test methods and practices.
Where:
Credit = the total glass or glazing credits, in grams per mile rounded to the nearest 0.1 grams/mile. The credit may not exceed 2.9 g/mi for passenger automobiles or 3.9 g/mi for light trucks;
Z = 0.3 for passenger automobiles and 0.4 for light trucks;
Gi = the measured glass area of window i, in square meters and rounded to the nearest tenth;
G = the total glass area of the vehicle, in square meters and rounded to the nearest tenth;
Ti = the estimated temperature reduction for the glass area of window i, determined using the following formula:
Ti = 0.3987 * (Ttsbase - Ttsnew)
Where:
Ttsnew = the total solar transmittance of the glass, measured according to ISO 13837, "Safety glazing materials-Method for determination of solar transmittance" (incorporated by reference in § 86.1 ).
Ttsbase = 62 for the windshield, side-front, side-rear, rear-quarter, and backlite locations, and 40 for rooflite locations.
Where:
VDAHEA is the ratio of the alternator output power to the power supplied to the alternator, as measured using the Verband der Automobilindustrie (VDA) efficiency measurement methodology and expressed as a whole number percent from 68 to 100.
Where:
Credits = The total of passenger automobile and light truck credits, in Megagrams, determined according to paragraph (f) of this section and limited to those credits accrued by using the default gram per mile values in paragraph (b)(1) of this section.
ProdC = The number of passenger automobiles produced by the manufacturer and delivered for sale in the United States. Starting in model year 2027, include only vehicles with internal combustion engines.
ProdT = The number of light trucks produced by the manufacturer and delivered for sale in the United States. Starting in model year 2027, include only vehicles with internal combustion engines.
Where:
cap = the off-cycle credit cap specified in paragraph (b)(2)(v) of this section.
Model year | Off-cycle credit cap (g/mile) |
(A) 2023-2026 | 15 |
(B) 2027-2030 | 10 |
(C) 2031 | 8.0 |
(D) 2032 | 6.0 |
Credit = (A-B)-(C-D)
Where:
Credit = the off-cycle benefit of the technology or technologies being evaluated, subject to EPA approval;
A = the 5-cycle adjusted combined city/highway carbon-related exhaust emission value for the vehicle without the off-cycle technology, as calculated in paragraph (c)(1)(iv) of this section;
B = 5-cycle adjusted combined city/highway carbon-related exhaust emission value for the vehicle with the off-cycle technology, as calculated in paragraph (c)(2)(iv) of this section;
C = 2-cycle unadjusted combined city/highway carbon-related exhaust emissions value for the vehicle without the off-cycle technology, as calculated in paragraph (c)(1)(iii) of this section; and
D = 2-cycle unadjusted combined city/highway carbon-related exhaust emissions value for the vehicle with the off-cycle technology, as calculated in paragraph (c)(2)(iii) of this section.
Where:
Credit = the credit value in grams per mile determined in paragraph (b), (c), or (d) of this section. Starting in model year 2027, multiply the credit value for PHEV by (1-UF), where
UF = the fleet utility factor established under 40 CFR 600.116-12(c)(1) or (c)(10)(iii) (weighted 55 percent city, 45 percent highway).
Production = The total number of passenger automobiles or light trucks, whichever is applicable, produced with the off-cycle technology to which to the credit value determined in paragraph (b), (c), or (d) of this section applies.
VLM = vehicle lifetime miles, which for passenger automobiles shall be 195,264 and for light trucks shall be 225,865.
40 C.F.R. §§86.1869-12