Evap OBD II field data Summary to support OBD II leak check introduction for Europe

1. Evap OBD II field data Summary to support OBD II leak check introduction for Europe

2. Why is EVAP OBD II needed? Source http://www.arb.ca.gov/msprog/obdprog/obdfaq.htm • Even though new vehicles sold in California are the cleanest in the world, the millions of cars on the road and the ever increasing miles they travel each day make them our single greatest source of smog forming emissions. While the new vehicles in California may start out with very low emissions, improper maintenance or faulty components can cause the vehicle emission levels to sharply increase. Studies estimate that approximately 50% of the total emissions from late-model vehicles are the result of emission-related malfunctions. OBD II works to ensure that the vehicles remain as clean as possible over their entire life. Approximately 50% of the total emissions are the result of emission-related malfunctions. 

3. Cost/benefit of OBD II system.. Source http://www.arb.ca.gov/msprog/obdprog/obdfaq.htm • In most cases, equipping a new vehicle with an OBD II system has only required minimal additional hardware, resulting in only slight additional costs. This is because most OBD II requirements are usually met by new software in the vehicle's on-board computer. • In 1996, the federal government estimated that the OBD II requirements increased the retail cost of a 1996 model year new vehicle by an average of $61. Overall, OBD II is anticipated to result in cost-savings to the consumer by catching faults quickly (before other components can be damaged) and by pinpointing the source of the fault to aid technicians in making fast, effective repairs. Overall, OBD II is anticipated to result in cost-savings to the consumer by catching faults quickly.. 

4. Lack ofEvap OBD II legislationcausesproblemswithEvap Emission >30% failure rate in Sweden (E05 fuel), >10% failure rate in Germany (E0 fuel) for Evap. Emission Systems in the filed 

5. High evaporative emissions issues found in field Evaporative emissions tested on 169 vehicles with positive ignition engines 2003-2010 in Sweden •52 (31%) exceeding the limit for evaporative emissions –2003-2005 38% (AVL-MTC laboratories) –2006-2008 29% (TÜV Nord laboratories) –2009 31% (AVL-MTC laboratories) –201033% (AVL-MTC laboratories) •Failure rate in parallel program on German vehicles 10% •Test only done with reference fuel –Higher emissions on the Swedish cars are remaining ethanol effects on charcoal canister capacity and tank permeation. •Effects are long term effect, probably not seen in type approval, even if E5 is used Source: TRAFIKVERKET Swedish inputs on evaporative Emissions 2011-05-13 >30% failure rate in Sweden (E05 fuel), >10% failure rate in Germany (E0 fuel) for Evap. Emission Systems in the filed 

6. Emission relatedmalfunctions • What Problem is Addressed by OBD II Systems? • New vehicles are being designed to meet increasingly stringent exhaust and evaporative emission standards. When emission-related malfunctions occur, however, emissions can increase well beyond the standards the vehicle is intended to meet. One report estimates that approximately 40-50 percent of the total hydrocarbon and carbon monoxide emissions from fuel injected vehicles are a result of emission-related malfunctions. Such malfunctions increasingly occur as vehicles age. Recent data show that the percentage of vehicles failing California’s inspection and maintenance program can range from about 0.6-0.9% for two to three-year-old vehicles to about 10.6% for ten-year-old vehicles. The chances for emission-related malfunctions also increase as vehicles continue to show a trend of being driven longer and more often in California. For 2001, projections indicate that 60% of all light-duty passenger cars on the road in California will have accumulated more than 100,000 miles, 50% will have more than 125,000 miles, and 41% will have more than 150,000 miles. This reflects a significant increase even from 1995 when only 44% of all light-duty passenger cars had accumulated more than 100,000 miles, 27% had more than 125,000 miles, and 17% had more than 150,000 miles. Additionally, in 2001, 34% of all light-duty passenger car miles traveled will be by cars with more than 150,000 miles on the odometer, an increase from only 10% in 1995. Taking into consideration that more cars are present in California in 2001 than in 1995, the increase in high-mileage vehicles and their miles traveled is substantial. Consequently, there is a significant need to ensure that emission control systems continue to operate effectively not only on relatively new vehicles, but especially on vehicles well beyond the first 100,000 miles.  Source • State of California AIR RESOURCES BOARD  • Analysis of Causes of Failure in High Emitting Cars, American Petroleum Institute, Publication Number 4637, February 1996. • Bureau of Automotive Repair: Smog Check, Executive Summary Report, January to December, 2000. • Emission Factors 2000 (EMFAC2000), Version 2.02  • California’s Motor Vehicle Emission Inventory (MVEI 7G), Version 1.0, September 27, 1996 • Current tailpipe emission standards generally only apply to vehicles with less than 100,000 to 120,000 miles. 40-50 percent of the total HC and carbon monoxide emissions from fuel injected vehicles are a result of emission-related malfunctions.

7. Present Field data (US)Air Resources Board Info from Allen Lyons, Staff Air Pollution Specialist, Air Resources Board, Research Division (E-Mail 2. Sept. 2011) Data Source: Smog Check database 1998 - 2005

8. Present Field data (US)Air Resources Board, cont. • Info fromAllen Lyons, Staff Air Pollution Specialist, Air Resources Board, Research Division (E-Mail 2. Sept. 2011) • Data Source: Smog Check databaseforthefirstsixmonthsof2011 • Includedall genericevaporativesystemfaults, andhighlightedthosethataredirectlyrelatedtodetectedleaks (asopposedtosolenoidfaults, forexample) • Includedonemanufacturerspecific fault code (P1456) thatappearstobeusuallyrelatedtoevaporativesystemleaks. Below aresomepointstoconsider in lookingatthedata: • 1. Vehiclesthathad an evaporativesystemleakthat was repaired in preparationfortheinspectionaren’tcaptured. Therefore, thetrue in-usefailure rate wouldtendtobehigher. • 2. AlthoughI’veput in onemanufacturerspecificcodeforevapleaks, thereareothers, whichwould also tendto push the in-usefailure rate higher. Identifyingthemanufacturerspecificcodescantake a lotof time. • 3. I included all vehicleswiththe fault codespresentregardlessofwhetheror not the MIL was currentlyilluminated. Therefore, forsomeofthevehicles, theevaporative fault mayhavealreadybeenfixed, but the ‘history’ codeis still present. I thoughtthisbettershowedtheextenttowhichthefaultsaredetected in-use, but ittendstooverestimatethetrue in-usefailure rate atthe time oftheinspection. • 4. Vehicleswithevaporativesystemleakscanemitvery high levelsofhydrocarbons on warm days (upto 15X ourdiurnalstandardswhentestedaccordingtoourtestprocedure). Overall, close to two percent of the vehicles that come in for an inspection have a fault code present for a detected leak. Allen Lyons, Staff Air Pollution

9. Reasonwhy OBD leak check isneededfor EU ! Assumptions: • 8 Mio. gasoline cars sold in Europe per year • 2% OBD leak check failure each year (conservative calculation) • First year: 2% x 8 Mio. = 160.000 cars with leak issues • Second year: 2% x 16 Mio. = 320.000 cars with leak issues • Third year: 2% of 24 Mio. = 480.000 cars with leak issues • Fourth year: 2% of 32 Mio. = 640.000 cars with leak issues • California data: 2% failure rate 640.000 after 4 years • German data: 10% failure rate 3.200.000 after 4 years • Sweden data: 30% failure rate 9.600.000 after 4 years OBD leak check introduction would prevent close to 640.000 leak issues after 4 years of OBD introduction in Europe from allowing fuel vapor (evaporative) emissions into the air

10. Field data 1994 – Air Resources staffreport Staff Report State of California AIR RESOURCES BOARD Technical Status and Proposed Revisions to Malfunction and Diagnostic System Requirements for 1994 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD II) Regarding your question about pre-OBD vehicles, I went back and found a draft of our 1994 Staff Report. There is a discussion starting on page 18 wherein we estimated that the rate of in-use leaks was about 7.8%. • (see page 21) Given the estimated percentage of vehicles with small leaks, there is little choice but to pursue detection of leaks at least as small as a 0.020 inch orifice. To illustrate the magnitude of the problem in terms of fleet average HC emissions, if the 2003 fleet average requirement of 0.062 g/mi HC is adjusted for allowable evaporative emissions, fleet average HC emissions could (as indicated earlier) be as high as 0.189 g/mi. If, as the staff's data suggest, 7.8 percent of the vehicles contained an evaporative leak between 0.020 to 0.040 inches, the fleet average would rise to 0.288 g/mi, over a 50 percentincrease (see Figure 7). .. estimated that the rate of in-use leaks was about 7.8%

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12. Thank You for Your attention!Europe Contact:Stoneridge GmbHParadiesweg 1173733 Esslingen, Germany Tel:+49 6224 1749 763Ralf Zyprian, ralf.zyprian@stoneridge.com We are looking forward to meeting with you for a deeper exchange about the systems to be used for EU6 and the related need of Valves.