Brazil: Light-duty: Emissions


Brazil’s PROCONVE L-7 and L-8 standards were approved in 2018. L-7 standards were scheduled to be implemented in January 2022 for all new vehicles; however, in December 2021, Brazil decided to delay their implementation. The delay authorized the total production of all L-6 certified vehicles that had entered the manufacturing process before December 31, 2021, for an additional three months (until March 30, 2022), and their sale for an additional six months (until June 30, 2022). The delay has not impacted the implementation of L-8 standards, which will take effect in January 2025.

Standard type
Conventional pollutant emission limits

Regulating Body
The National Council for the Environment (Conselho Nacional do Meio Ambiente), or “CONAMA”, part of the Ministry of Environment (Ministério do Meio Ambiente)

Current Standard

New light passenger and commercial vehicles with a maximum weight ≤ 3,856 kilograms (kg) and a maximum running weight ≤ 2,720 kg. Light passenger vehicles should be designed to carry passengers and have no more than eight seats in addition to the driver’s seat. Light commercial vehicles should be designed for: (i) the transport of a payload greater than 1,000 kg or (ii) passenger transport, with more than eight seats in addition to the driver’s seat, or (iii) special characteristics for off-road use.


Brazil has regulated vehicular pollution emissions since 1987 through the Air Pollution Control Program by Motor Vehicles (Programa de Controle da Poluição do Ar por Veículos Automotores, PROCONVE), a program created by CONAMA in 1986. CONAMA is composed of state agencies, municipal governments, industry representatives, environmental organizations, and civil society partners and is responsible for assessing and proposing environmental policy guidelines, including environmental standards such as vehicle maximum emission limits. In PROCONVE, CONAMA establishes guidelines and emission standards for heavy-duty vehicles (HDVs), light-duty vehicles (LDVs), and agricultural and road machinery. Important legislative milestones related to PROCONVE include:

  • Federal Law No. 6.938/1981, which set Brazil’s Environmental National Policy with objectives to preserve, improve and repair environmental quality, while also aiming to assure socioeconomic development, national security, and the protection of human quality of life. This law also created CONAMA, the council responsible for advising, analyzing, and proposing environmental policy directives in accordance with the Brazilian Institute of Environment and Renewable Natural Resources (Instituto Brasileiro do Meio Ambiente e dos Recursos Naturais Renovávei, or “IBAMA”).
  • Federal Law No. 8.723/1993 required manufacturers to create vehicles, engines, and fuels with reduced emission of pollutants (CO, NOx, HCs, PMs, CHO), encouraging technological development.
  • CONAMA Resolution No. 18/1986 created the PROCONVE program. For light-duty vehicles, resolutions nos. 08/1993, 315/2002, 415/2009 and 492/2018 updated the program, setting new phases, as detailed in Table 1.
  • CONAMA Resolution No. 5/1989 created the National Air Pollution Control Program (Programa Nacional de Controle da Poluição de Ar or “PRONAR”), establishing the need to control pollutant emissions. This program determined that CONAMA’s Resolutions would set maximum emission limits and air quality standards.
  • CONAMA Resolution No. 3/1990 established the nation’s first air quality standards.
Summary of Brazil’s Light-Duty Emission Standards
Standard Resolution Implementation dates
PROCONVE L1 Conama 18/1986 January 1, 1989
PROCONVE L2 January 1, 1992, March 1, 1994 (light-duty diesel vehicles)
PROCONVE L3 Conama 15/1995 January 1, 1997
PROCONVE L4 Conama 315/2002 January 1, 2005: 40% annual production
January 1, 2006: 70% annual production
January 1, 2007: 100% annual production
PROCONVE L5 January 1, 2009
PROCONVE L6 Conama 415/2009 January 1, 2013: diesel vehicles
January 1, 2014: new Otto cycle models
January 1, 2015: all vehicle models
PROCONVE L7 Conama 492/2018 January 1, 2022

January 1, 2019 (fully phased in for PVs)

January 1, 2031 (fully phased in for LCVs)

* PROCONVE regulations tend to be more relaxed than the corresponding EU standards. For instance, the PROCONVE L6—while based on Euro 5—does not include the particulate filter-forcing PM mass or number emission standards.

Phase L-7 came into effect on January 1, 2022, but its full implementation was delayed by IBAMA’s Regulatory Instruction No. 23, on December 29, 2021. As a result, L-6 vehicles that began manufacturing before December 31, 2021, were authorized to be produced until March 30, 2022, and sold until June 30, 2022. The delay was partly caused by the global semiconductor shortage, which led to a scarcity of essential components and materials for the automotive industry, and by supply-chain disruptions related to the COVID-19 pandemic. The next phase, L-8, will be introduced on January 1, 2025. L-8 standards grow more stringent with time and reach full implementation for light passenger vehicles (PVs) by January 1, 2029, and for light commercial vehicles (LCVs) by January 1, 2031. 2031.

OBD requirements for domestically produced and imported Otto cycle (gasoline) light commercial vehicles were adopted in 2004 (Conama 354/2004).

Technical Standards

The tables below show emission standards for light-duty PVs and LCVs as defined in Proconve L-4 through L-7. Because Proconve L-8 establishes a corporate average regulatory approach, offering various emissions certification levels, it is not easily comparable to past regulations hence its absence from the two comparative tables. No individual vehicle can exceed the L-7 emissions limits in the L-8 phase.

Table 2: Emissions Standards for Light Passenger Vehicles
Tier Date Idle CO CO THC(1) NMHC NOx HCO(2) PM
% vol g/km
Proconve L-4 1-Jan-07 0.5 2 0.3 0.16 0.25(4)/0.60(5) 0.03 0.05(3)
Proconve L-5 1-Jan-09 0.5 2 0.3 0.05 0.12(4)/0.25(5) 0.02 0.05(3)
Proconve L-6 1-Jan-13 0.2 1.3 0.3 0.05 0.08 0.02 0.025(3)
  NMOG + NOx(5) Aldehydes(2)(6)  
Proconve L-7 1-Jan-22 1 0.08 0.015 0.006(3)(4)
(1) THC limits apply to natural gas vehicles only
(2) HCO/Aldehyde limits apply to Otto cycle engines only; Natural gas vehicles exempted
(3) Otto cycle engines only
(4) Diesel cycle engines only
(5) NMHC and NOx were replaced by the NMOG + NOx measure in Proconve L-7
(6) The HCO pollutant limits outlined in L4-L6 are defined as aldehyde limits in L-7 and L-8.


Table 3: Emissions Standards for Light Commercial Vehicles
Tier Date Category Idle CO CO THC(1) NMHC NOx HCO(2) PM
% vol g/km
Proconve L-4 1-Jan-07 ≤1700kg 0.5 2 0.3 0.16 0.25/0.6 0.03 0.08(3)
>1700kg 0.5 2.7 0.5 0.2 0.43/1 0.06 0.1(3)
Proconve L-5 1-Jan-09 ≤1700kg 0.5 2 0.3 0.05 0.12/0.25 0.02 0.05(3)
>1700kg 0.5 2.7 0.5 0.06 0.25/0.43 0.04 0.06(3)
Proconve L-6 1-Jan-13 ≤1700kg 0.2 1.3 0.3 0.05 0.08 0.02 0.03(3)
>1700kg 0.2 2 0.5 0.06 0.25/0.35 0.03 0.04(3)
  NMOG + NOx(5) Aldehydes(2)(6)  
Proconve L-7 1-Jan-22 ≤1700kg 1 0.14(3)/0.32(4) 0.015 0.006(3)/0.02(4)
>1700kg 1 0.14(3)/0.32(4) 0.015 0.006(3)/0.02(4)
(1) THC limits apply to natural gas vehicles only
(2) HCO/Aldehyde limits apply to Otto cycle engines only; Natural gas vehicles exempted
(3) Otto cycle/SI engines only
(4) Diesel cycle engines only
(5) NMHC and NOx were replaced by the NMOG + NOx measure in Proconve L-7
(6) The HCO pollutant limits outlined in L4-L6 are defined as aldehyde limits in L-7 and L-8.

L-7 standards

The PROCONVE L-7 standards, shown in table 4, follow a similar regulatory approach to previous phases of the PROCONVE L-Standards. Different tailpipe emission limits are defined for passenger and commercial vehicles. For vehicles equipped with spark-ignition (SI) engines (typically gasoline or flex-fuel vehicles), and vehicles with diesel engines, separate limits are set for specific pollutants.

Table 4: PROCONVE L-7 emissions limits for light-duty vehicles
Vehicle category NMOG + NOx PM(1) CO Aldehydes(3) NH3(2) Evaporative(5) Refueling(5)
mg/km ppm g/test mg/L supplied
Passenger vehicles 80 6 1,000 15 Declare 0.5 50
Light commercial vehicles 140(3) 6(3)
320(4) 20(4)
(1) Applicable to vehicles equipped with diesel or direct SI engines.
(2) Applicable to vehicles with diesel engines with after treatment systems using a liquid reduction agent.
(3) Applicable to vehicles equipped with SI engines
(4) Applicable to vehicles equipped with diesel engines
(5) Not applicable to vehicles fueled by diesel or compressed natural gas.

Besides tightening limits on the pollutants regulated in previous phases, L7 and L8 introduce several other changes to the PROCONVE framework, which include:

  • A separate limit on aldehydes is created for vehicles equipped with SI engines. Previous phases regulated them as a part of the non-methane hydrocarbons (NMHCs) limit.
  • A combined NMOG + NOx (non-methane organic gas) limit is introduced to replace NMHC and NOx The NMOG metric explicitly includes pollutants such as alcohols that are not well characterized by the methods used to measure NMHC emissions and is effective at accounting for organic gases emitted by combustion engines. The regulation adopts the NMOG test procedures developed by the U.S. State of California.
  • L-7 introduces a PM limit for LDVs equipped with SI direct injection engines, which were previously unregulated.
  • Introduction of a 50 milligrams (mg) per liter (L) refueling emission limit for vehicles fueled with gasoline or ethanol
  • The evaporative emissions limit is reduced from 1.5 g per test to 0.5 g and is now tested on a 48-hour diurnal test procedure as opposed to the 2-hour test required under L-6. The limit only applies to vehicles fueled with ethanol or gasoline and will start to be phased in 2023, following the timeline presented in Table 5.
Table 5: Implementation timeline for 50 mg/L refueling emissions limit
Year Compliance target
2023 20% total sales per manufacturer
2024 60% total sales per manufacturer
2025 and onward All vehicle models subject to refueling limit

L-8 standards

The L-8 standards implement a corporate averaging approach to emissions regulation in which vehicle manufacturers must meet fleet-average emission limits set separately for PVs and LCVs. Each vehicle model must be certified to one of the emission levels presented. Yet, it is essential to note that no individual vehicle may exceed the emissions limits established in L-7, which acts as a baseline. A manufacturer’s fleet-average emissions are calculated as the average of individual vehicle model emission levels, shown in Table 6, weighted by the annual sales of each model. This regulation’s corporate average emission limits will increase stringency from 2025 until 2029 for PVs and from 2025 until 2031 for LCVs.

Table 6: Emission levels for Proconve L-8


  1. Applicable to vehicles equipped with diesel engines or direct injection SI engines
  2. Applicable to vehicles equipped with diesel engines with after treatment systems using a liquid reducing agent
  3. Applicable to vehicles equipped with Otto cycle engines
Vehicle Category Level NMOG + NOx PM(1) CO Aldehydes(3) NH3(2) Evaporative(3) Refueling
mg/km ppm g/test mg/L fuel supplied
Diesel LCVs   320 320 20 1,000 10 0.5 50
280 280 20 1,000
250 250 20 1,000
220 220 10 1,000
200 200 10 1,000
170 170 9 1,000
Spark-Ignition LCVs (test mass > 1,700 kg)   140 140 6 1,000 15
110 110 6 1,000 15
PVs and LCVs (test mass ≤ 1,700 kg) 80 80 6 1,000 15
70 70 4 600 10
60 60 4 600 10
50 50 4 600 10
40 40 4 500 10
30 30 3 500 8
20 20 2 400 8
0 N/A


Table 7: Corporate average emission levels for PROCONVE L-8
Implementation date PV corporate average emission level LCV corporate average emission level
January 1, 2025 50 140
January 1, 2027 40 110
January 1, 2029 30 50
January 1, 2031 30 30

The L-8 standards introduce real-driving limits for CO and NMOG + NOx emissions. These limits are set at two times the laboratory emission limit in 2025 and 2026 and one and a half times the laboratory limit from 2027 onward. They also establish an emission credit system, providing additional compliance flexibility for manufacturers. IBAMA is responsible for developing a procedure for regulating the generation, balance, and use of emissions credits and publishing this information two the L-8 standards.


The driving cycle used for vehicle certification testing in the L-7 and L-8 phases is outlined in Brazilian norm NBR 6.601:2012, the same used in the L-6 phase, which is equivalent to the United States Federal Test Procedure (FTP) cycle. Fuels used for testing must follow specifications set by the National Agency of Petroleum, Natural Gas, and Biofuels (Agência Nacional do Petróleo, Gás Natural e Biocombustíveis) as established in Article 7 of Law no. 8,723.

For both PROCONVE L-7 and L-8 phases, the tailpipe emission tests must follow the requirements of the Brazilian norms NBR 12.026/2016, 15.598/2016, 6601/2021, 16.567/2016, or other norms informed by IBAMA. NH3 emissions must also be measured using the Worldwide Harmonized Light Vehicles Test Procedure (WLTP) methodology, as outlined in Annex V (Item 7.1) of the European Regulation ECE/TRANS/180/Add.15/Amend.1, until the publication of a national procedure.

For the evaporative emission and steam tests, the L-6 standard adopted a 1-hour simulated diurnal test, which is replaced by a 48-hour test modeled after the 48-hour test used in the United States LDV emission control program in L-7 and L-8 (40 CFR part 86.132.96 and 86.133.96). The dynamometer cycle must follow NBR 6.601:2012, until equivalent national regulations are published by IBAMA or other Brazilian technical standards that reference it.

Real-driving emissions testing is introduced in the L-7 standards, including on-road testing to supplement laboratory testing during vehicle homologation. In the L-7 phase, manufacturers must test vehicles in real-driving conditions and report CO and NMOG + NOx emissions. In the L-8 phase, mandatory limits for CO and NMOG + NOx in real driving conditions are implemented. The L-8 phase requires the measurement of fuel economy and emissions of CO, NOx, total hydrocarbons (THC), methane (CH4), NMHC, and carbon dioxide (CO2) under real driving conditions. The tests must follow procedures defined in the first two packages of the European real-driving emissions (RDE) legislation until a national technical normative instruction is specified.

Durability Requirements

The PROCONVE L-7 standards increased the vehicle’s useful life period adopted in the L-6 phase, from 80,000 km or five years to 160,000 km or ten years. Vehicle manufacturers must demonstrate that tailpipe emissions remain below the limits over this period, which is done by applying deterioration factors to certification test results. These factors account for degradation in a vehicle’s emissions performance over its useful life and are determined experimentally through vehicle mileage accumulation testing. Manufacturers can apply the deterioration factors defined in the regulation and shown in Table 8 for vehicles in engine groupings with expected annual sales below 15,000 units.

Table 8: PROCONVE L-7 and L-8 deterioration factors
Engine type Multiplicative factor for exhaust emissions
NMHC CO NOx Aldehydes PM
Diesel 1.2 1.2 1.2 1.0 1.2
Otto 1.4 1.4 1.2 1.2 1.0

On-Board Diagnostics Systems

CONAMA 492/2018 requires IBAMA to publish updated on-board diagnostics (OBD) system requirements that align with its emissions limits for LDVs. This standard, Normative Instruction 23, of September 24, 2020, bases its requirements on various standards published by the International Organization for Standardization (ISO), which include ISO 15031, parts 1-7, ISO 14765 part 4, and ISO 2575. This technical standard, OBD Br3, will apply to vehicles equipped with diesel or SI engines and reference the United States OBD specifications.

Data Transparency

Data transparency provisions are included in this resolution. They require IBAMA to render data and information from the vehicle homologation process available to the public in an electronic format. Similar provisions were included in the PROCONVE L-6 standards, but IBAMA has not yet publicly shared the type-approval emissions data as required by the regulation.

The latest CONAMA resolution also requires IBAMA to establish a system for conformity of production (COP) assessment before implementing the L-7 standards in 2022. COP testing consists of checking production-line quality and testing production-line vehicles or engines using the same procedures used for pre-production compliance. Despite the introduction of COP testing, the Brazilian compliance program for LDVs falls short of matching international best practices established in other major vehicle markets. In places such as the United States, the European Union, and China, additional program components like in-use testing requirements help track and maintain the emissions performance of vehicles throughout their useful lives.


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