Brazil: Light-Duty Vehicles

Regulatory Background

Brazilian emission regulations for light-duty vehicles have been adopted as a succession of increasingly more stringent stages, designated PROCONVE L-1, L-2, L-3, etc. The PROCONVE standards are loosely based on both US regulations and on EU standards, but the respective PROCONVE phases are not directly equivalent to any of the Euro stages.

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The emission standards are applicable to vehicles with a maximum gross vehicle weight (GVW) of 3,856 kg and a maximum curb weight of 2,720 kg, classified into two categories:

• Light passenger vehicles (automobiles):
  • PROCONVE L-1 through L-6: Motor vehicles designed for transportation of up to 12 passengers or their derivatives for goods transportation.
  • PROCONVE L-7 and later: Motor vehicles designed for (1) the carriage of passengers with no more than eight seats in addition to the driver’s seat; or (2) cargo vehicles with a payload of up to 1,000 kg.
• Light commercial vehicles (LCV):
  • PROCONVE L-1 through L-6: Motor vehicles designed for transportation of goods or for transportation of more than 12 passengers or with special characteristics for off-road use.
  • PROCONVE L-7 and later: Motor vehicles designed for (1) the transport of a payload greater than 1,000 kg; or (2) passenger transport, with more than eight seats in addition to the driver’s seat; or (3) with special characteristics for off-road use.

The following are some of the important regulatory steps:

• PROCONVE L-1 limits were phased-in over 1988-1991, followed by PROCONVE L-2 emission standards phased-in over 1992-1996. These earliest standards were applicable only to passenger cars (LCV emissions became regulated from 1995). Noise limits for cars and LCVs became effective from 1994.
• PROCONVE L-3 emission regulations were adopted in 1993 [2616] with implementation from 1997 to 2004. The L-3 limits were based on Euro 2 standards.
• PROCONVE L-4 and L-5 emission standards were adopted in 2002 [2617] with implementation dates over 2006-2009. The L-4/L-5 standards were based on Euro 3/4, respectively. Because 50 ppm sulfur diesel fuel was not available by 2009, the L-4 phase remained in effect for diesel vehicles until the end of 2012.
• OBD requirements for domestically produced and imported Otto cycle light commercial vehicles were adopted in 2004 [2618].
• PROCONVE L-6 regulations were introduced by Conama Resolution 415/2009 in 2009 [2615] with implementation dates over 2013-2015.
• PROCONVE L-7 and L-8 regulations were adopted by Conama Resolution 492/2018 in 2018 [4653][4654]. The L-7 standards go into effect in 2022, and the L-8 standards are phased-in from 2025 through 2031. The regulation also includes more stringent noise limits for passenger cars and light commercial vehicles, which are phased in between 2022 and 2032.

Diesel engines have been used in Brazil in heavy-duty vehicles, such as trucks and buses, as well as in light commercial vehicles. A ban on diesel passenger cars was implemented in 1976 due to concerns over oil production self-sufficiency, a desire to conserve limited diesel supplies for commercial vehicles and to limit taxes on diesel fuel [Ordinance No. 346 of November 19, 1976, Ministry of Industry and Trade]. Later, this was changed to a ban on the sale of diesel fuel for use in vehicles with less than 1000 kg payload capacity [Ordinance No. 23 of June 6, 1994, the former National Department of fuels, DNC]. The latter remains in effect despite efforts to repeal it. As a result, diesel passenger cars have not been available in Brazil and earlier emission regulations did not include standards for diesel cars. Such standards were first included in the legislation only at the L-4 phase, in part because Brazilian standards are used as a base by neighboring South American countries that also import diesel passenger cars produced in Brazil. Also, some diesel pick-ups and sport utility vehicles with payload capacity exceeding 1000 kg have become available as light commercial vehicles.

Emission Standards

PROCONVE L-4 through L-6

Emission standards for passenger cars and light commercial vehicles since the L-4 and up to the L-6 phase are summarized in the following table. Light vehicles are tested over a chassis dynamometer cycle—test standard NBR 6601—that is based on the FTP-75 test.

The regulations also set an evaporative emissions limit of 2 g/test for cars and LCVs with Otto cycle engines (except those fueled by natural gas). Effective 2012, the limit was tightened to 1.5 g/test.

PROCONVE L-7

The L-7 standards set separate emission limits for passenger vehicles and for light commercial vehicles with SI and diesel engines, Table 2. The standards are effective from 1 January 2022 [4653][4654].

Regulated pollutants include NMOG+NOx, PM, CO, and aldehydes (HCO). Through the switch to the NMOG metric, the standards account for emissions of ethanol, as well as other alcohols and organic gases that are not accounted for using the NMHC measurement.

The standards introduce a PM limit of 6 mg/km for light-duty vehicles equipped with SI direct injection engines. The standards also tighten PM limits for vehicles equipped with diesel engines to 20 mg/km. However, both PM limits can be met using in-cylinder controls and are unlikely to require gasoline or diesel particulate filters.

Manufacturers are required to perform real-driving tests for fuel economy and emissions of CO, NOx, THC, CH₄, NMHC, and CO₂. The tests—to be performed on the same vehicles used for laboratory homologation testing—follow procedures defined in the first two European RDE packages. The results must be reported, however, there are no real driving emission limits or in-use testing requirements.

Durability. The L-7 standards extend the vehicle useful life period to 160,000 km/10 years. Emission durability is demonstrated by applying deterioration factors to certification test results. The deterioration factors are determined experimentally through vehicle mileage accumulation testing. For vehicles whose engine groupings have expected annual sales fewer than 15,000 units, manufacturers can apply deterioration factors shown in Table 3.

Evaporative Emissions. The evaporative emission limit, applicable to vehicles fueled with gasoline or ethanol, is reduced to 0.5 g/test. In addition, the L-7 standards introduction of a 50 mg/L of fuel supplied refueling emission limit for vehicles fueled with gasoline or ethanol, to be phased in from 2023 (20% of each manufacturers’ fleet), through 2024 (60%) and 2025 (all vehicles).

PROCONVE L-8

The PROCONVE L-8 standards introduce a corporate emission averaging approach. Vehicle manufacturers are required to meet fleet-average emission limits set separately for passenger vehicles and LCVs. Individual vehicle models must be certified to one of the pre-defined emission levels shown in Table 4. The emission levels for individual vehicle models are then averaged and weighted by annual sales to calculate fleet average emissions [4653][4654].

In Table 4, the lower emission certification levels are applicable to all vehicles, while higher levels are only available for heavier/diesel LCVs, as follows:

• Passenger vehicles and LCVs with test mass ≤ 1700 kg can be certified to levels 0-80
• Spark ignition LCVs with test mass > 1700 kg can be certified to levels 0-140
• Diesel LCVs can be certified to levels 0-320

Corporate average emission limits for the L-8 standards are shown in Table 5. The limits, which must be met for each regulated pollutant, are defined by the respective emission levels in Table 4. For instance, the 2025 corporate average emission level for passenger vehicles is set at 50, which corresponds to fleet-average emission limits of 50 mg/km for NMOG+NOx, 4 mg/km for PM, 600 mg/km for CO, and 10 mg/km for aldehydes.

As the above average emission limits tighten over time, they may require state-of-the-art emission aftertreatment systems, for instance NOx reduction catalysts and/or particulate filters on diesel LCVs. In the initial years, such emission systems are unlikely to be required.

Real Driving Emission Limits. Type approval real-driving emission limits apply to NMHC+NOx and to CO. A limit equal to 2× the laboratory limit becomes effective in 2025. This limit is reduced to 1.5× the laboratory limit 2 years later, in 2027.

Other Provisions. The L-8 standards have the same durability requirements, deterioration factors (Table 3), as well as evaporative (0.5 g/test) and refueling (50 mg/L) emission limits as the L-7 standards.