42 U.S.C. 7401-7671q.
The new information collection requirements for part 86 published in the
Nomenclature changes to part 86 appear at 60 FR 34377, June 30, 1995.
(a) The documents in paragraph (b) of this section have been incorporated by reference. The incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be inspected at U.S. EPA, OAR, 401 M Street, SW., Washington, DC 20460, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(b) The following paragraphs and tables set forth the material that has been incorporated by reference in this part.
(1)
(2)
(3)
(4)
The definitions of § 86.098-2 continue to apply to 1998 and later model year vehicles. The definitions listed in this section apply beginning with the 2000 model year.
The abbreviations in § 86.098-3 continue to apply to 1998 and later model year vehicles. The abbreviations in this section apply beginning with the 2000 model year:
Section 86.000-7 includes text that specifies requirements that differ from § 86.091-7, § 86.094-7 or § 86.096-7. Where a paragraph in § 86.091-7, § 86.094-7 or § 86.096-7 is identical and applicable to § 86.000-7, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.091-7.” or “[Reserved]. For guidance see § 86.094-7.” or “[Reserved]. For guidance see § 86.096-7.”
(a) introductory text through (a)(2) [Reserved]. For guidance see § 86.091-7.
(a)(3) [Reserved]. For guidance see § 86.094-7.
(b) through (c)(2) [Reserved]. For guidance see § 86.091-7.
(c)(3) [Reserved]. For guidance see § 86.094-7.
(c)(4) through (d)(1)(v) [Reserved]. For guidance see § 86.091-7.
(d)(1)(vi) through (d)(2)(iv) [Reserved]. For guidance see § 86.094-7.
(d)(3) through (g) [Reserved]. For guidance see § 86.091-7.
(h)(1) The manufacturer (or contractor for the manufacturer, if applicable) of any model year 2000 through 2002 light-duty vehicle or light light-duty truck or model year 2002 through 2004
(i) EPA engine family;
(ii) Vehicle identification number;
(iii) Model year and production date;
(iv) Shipment date;
(v) Purchaser; and
(vi) Purchase contract.
(h)(2) through (h)(5) [Reserved]. For guidance see § 86.094-7.
(h)(6) Voiding a certificate. (i) EPA may void ab initio a certificate for a vehicle certified to Tier 1 certification standards or to the respective evaporative and/or refueling test procedure and accompanying evaporative and/or refueling standards as set forth or otherwise referenced in §§ 86.000-8, 86.000-9, or 86.098-10 for which the manufacturer fails to retain the records required in this section or to provide such information to the Administrator upon request.
(h)(6)(ii) through (h)(7)(vi) [Reserved]. For guidance see § 86.096-7.
(h)(7)(vii) EPA evaporative/refueling family.
At 61 FR 54878, Oct. 22, 1996, § 86.000-7 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.000-8 includes text that specifies requirements that differ from § 86.096-8 or § 86.099-8. Where a paragraph in § 86.096-8 or § 86.099-8 is identical and applicable to § 86.000-8, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.096-8.” or “[Reserved]. For guidance see § 86.099-8.”
(a)(1) introductory text through (a)(1)(ii)(B) [Reserved]. For guidance see § 86.096-8.
(a)(1)(iii) through (b)(4) [Reserved]. For guidance see § 86.099-8.
(b)(5) [Reserved]. For guidance see § 86.096-8.
(b)(6) [Reserved]. For guidance see § 86.099-8.
(c) [Reserved]. For guidance see § 86.096-8.
(d) [Reserved]. For guidance see § 86.099-8.
(e) SFTP Standards. (1) Exhaust emissions from 2000 and later model year light-duty vehicles shall meet the additional SFTP standards of table A00-2 (defined by useful life, fuel type, and test type) according to the implementation schedule in table A00-1. The standards set forth in table A00-2 refer to exhaust emissions emitted over the Supplemental Federal Test Procedure (SFTP) as set forth in subpart B of this part and collected and calculated in accordance with those procedures. Compliance with these standards are an additional requirement to the required compliance with Tier 1 standards as defined in §§ 86.096-8 (a)(1) introductory text through (a)(1)(ii)(B) and 86.099-8 (a)(1)(iii) through (a)(3):
(i) A minimum of the percentage shown in table A00-1 of a manufacturer's sales of the applicable model year's light-duty vehicles shall not exceed the applicable SFTP standards in table A00-2 when tested under the procedures in subpart B of this part indicated for 2000 and later model year light-duty vehicles.
(ii) Optionally, a minimum of the percentage shown in table A00-1 of a manufacturer's combined sales of the applicable model year's light-duty vehicles and light light-duty trucks shall not exceed the applicable SFTP standards. Under this option, the light-duty vehicles shall not exceed the applicable SFTP standards in table A00-2, and the light light-duty trucks shall not exceed the applicable SFTP standards in table A00-4 of § 86.000-9.
(iii) Sales percentages for the purposes of determining compliance with this paragraph (e)(1) shall be based on total actual U.S. sales of light-duty vehicles of the applicable model year by a manufacturer to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale. If the option of paragraph (e)(1)(ii) of this section is taken, such sales percentages shall be based on the total actual combined U.S. sales of light-duty vehicles and light light-duty trucks of the applicable model year by a manufacturer to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(iv) The manufacturer may petition the Administrator to allow actual volume produced for U.S. sale to be used in lieu of actual U.S. sales for purposes of determining compliance with the implementation schedule sales percentages of table A00-1. Such petition shall be submitted within 30 days of the end of the model year to the Vehicle Programs and Compliance Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that actual production volume is functionally equivalent to actual sales volume.
(2) These SFTP standards do not apply to vehicles certified on alternative fuels, but the standards do apply to the gasoline and diesel fuel operation of flexible fuel vehicles and dual fuel vehicles.
(3) These SFTP standards do not apply to vehicles tested at high altitude.
(4) The air to fuel ratio shall not be richer at any time than the leanest air to fuel mixture required to obtain maximum torque (lean best torque), plus a tolerance of six (6) percent. The Administrator may approve a manufacturer's request for additional enrichment if it can be shown that additional enrichment is needed to protect the engine or emissions control hardware.
(5) The requirement to use a single roll dynamometer (or a dynamometer which produces equivalent results), discussed in §§ 86.108-00, 86.118-00, and 86.129-00, applies to all SFTP and FTP test elements as set forth in subpart B of this part for families which are designated as SFTP compliant under the implementation schedule in table A00-1.
(6) Small volume manufacturers, as defined in § 86.094-14(b)(1) and (2), are exempt from the requirements of this paragraph (e) until model year 2002, when 100 percent compliance with the standards of this paragraph (e) is required. This exemption does not apply to small volume engine families as defined in § 86.094-14(b)(5).
(7) The manufacturer must state at the time of Application for Certification, based on projected U.S. sales or projected production for U.S. sale, which families will be used to attain the required implementation schedule sales percentages for certification purposes.
(8) A manufacturer cannot use one set of engine families to meet its intermediate useful life standards and another to meet its full useful life standards. The same families which are used to meet the intermediate useful life standards will be required without deviation to meet the corresponding full useful life standards.
(9) Compliance with composite standards shall be demonstrated using the calculations set forth in § 86.164-00.
(f) [Reserved]
(g) through (k) [Reserved]. For guidance see § 86.096-8.
At 61 FR 54878, Oct. 22, 1996, § 86.000-8 was added. This section
Section 86.000-9 includes text that specifies requirements that differ from § 86.097-9 or § 86.099-9. Where a paragraph in § 86.097-9 or § 86.099-9 is identical and applicable to § 86.000-9, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.097-9.” or “[Reserved]. For guidance see § 86.099-9.”
(a)(1) introductory text through (a)(1)(iii) [Reserved]. For guidance see § 86.097-9.
(a)(1)(iv) through (b)(4) [Reserved]. For guidance see § 86.099-9.
(b)(5) [Reserved]
(c) [Reserved]. For guidance see § 86.097-9.
(d) [Reserved]
(e)
(A) A minimum of the percentage shown in table A00-3 of a manufacturer's sales of the applicable model year's light light-duty trucks shall not exceed the applicable SFTP standards in table A00-4 when tested under the procedures in subpart B of this part indicated for 2000 and later model year light light-duty trucks.
(B) Optionally, a minimum of the percentage shown in table A00-3 of a manufacturer's combined sales of the applicable model year's light-duty vehicles and light light-duty trucks shall not exceed the applicable SFTP standards. Under this option, the light-duty vehicles shall not exceed the applicable SFTP standards in table A00-2 of § 86.000-8, and the light light-duty trucks shall not exceed the applicable SFTP standards in table A00-4.
(C) Sales percentages for the purposes of determining compliance with paragraph (e)(1)(i)(A) of this section shall be based on total actual U.S. sales of light light-duty trucks of the applicable model year by a manufacturer to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(D) The manufacturer may petition the Administrator to allow actual volume produced for U.S. sale to be used in lieu of actual U.S. sales for purposes of determining compliance with the implementation schedule sales percentages of table A000-3. Such petition shall be submitted within 30 days of the end of the model year to the Vehicle Programs and Compliance Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that actual production volume is functionally equivalent to actual sales volume.
(ii) These SFTP standards do not apply to light light-duty trucks certified on alternative fuels, but the standards do apply to the gasoline and diesel fuel operation of flexible fuel vehicles and dual fuel vehicles.
(iii) These SFTP standards do not apply to light light-duty trucks tested at high altitude.
(iv) The air to fuel ratio shall not be richer at any time than the leanest air to fuel mixture required to obtain maximum torque (lean best torque), plus a tolerance of six (6) percent. The Administrator may approve a manufacturer's request for additional enrichment if it can be shown that additional enrichment is needed to protect the engine or emissions control hardware.
(v) The requirement to use a single roll dynamometer (or a dynamometer which produces equivalent results), discussed in §§ 86.108-00, 86.118-00, and 86.129-00, applies to all SFTP and FTP test elements as set forth in subpart B of this part for engine families which are designated as SFTP compliant under the implementation schedule in table A00-3.
(vi) Small volume manufacturers, as defined in § 86.094-14(b) (1) and (2), are exempt from the requirements of this paragraph (e) until model year 2002, when 100 percent compliance with the standards of this paragraph (e) is required. This exemption does not apply to small volume engine families as defined in § 86.094-14(b)(5).
(vii) The manufacturer must state at the time of Application for Certification, based on projected U.S. sales or projected production for U.S. sale, which engine families will be used to attain the required implementation schedule sales percentages for certification purposes.
(viii) A manufacturer cannot use one set of engine families to meet its intermediate useful life standards and another to meet its full useful life standards. The same engine families which are used to meet the intermediate useful life standards will be required without deviation to meet the corresponding full useful life standards.
(ix) Compliance with composite standards shall be demonstrated using the calculations set forth in § 86.164-00.
(2) Heavy light-duty trucks. (i) Exhaust emissions from 2002 and later model year heavy light-duty trucks shall meet the SFTP standards of table A00-6 (defined by useful life, fuel type, truck type, adjusted loaded vehicle weight (ALVW), and test type) according to the implementation schedule in table A00-5. The standards set forth in table A00-6 refer to exhaust emissions emitted over the Supplemental Federal Test Procedure (SFTP) as set forth in subpart B of this part and collected and calculated in accordance with those procedures. Compliance with these standards are an additional requirement to the required compliance with Tier 1 standards as defined in §§ 86.097-9(a)(1) introductory text through (a)(1)(iii) and 86.099-9(a)(1)(iv) through (a)(3):
(A) A minimum of the percentage shown in table A00-5 of a manufacturer's sales of the applicable model year's heavy light-duty trucks shall not exceed the applicable SFTP standards in table A00-6 when tested under the procedures in subpart B of this part indicated for 2002 and later model year heavy light-duty trucks.
(B) Sales percentages for the purposes of determining compliance with paragraph (e)(1)(ii)(A) of this section shall be based on total actual U.S. sales of heavy light-duty trucks of the applicable model year by a manufacturer to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(C) The manufacturer may petition the Administrator to allow actual volume produced for U.S. sale to be used in lieu of actual U.S. sales for purposes of determining compliance with the implementation schedule sales percentages of table A00-5. Such petition shall be submitted within 30 days of the end of the model year to the Vehicle Programs and Compliance Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that actual production volume is functionally equivalent to actual sales volume.
(ii) These SFTP standards do not apply to heavy light-duty trucks certified on alternative fuels, but the standards do apply to the gasoline fuel operation of flexible fuel vehicles and dual fuel vehicles.
(iii) These SFTP standards do not apply to heavy light-duty trucks tested at high altitude.
(iv) The air to fuel ratio shall not be richer at any time than the leanest air to fuel mixture required to obtain maximum torque (lean best torque), plus a tolerance of six (6) percent. The Administrator may approve a manufacturer's request for additional enrichment if it can be shown that additional enrichment is needed to protect the engine of emissions control hardware.
(v) The requirement to use a single roll dynamometer (or a dynamometer which produces equivalent results), discussed in §§ 86.108-00, 86.118-00, and 86.129-00, applies to all SFTP and FTP test elements for families which are designated as SFTP compliant under the implementation schedule in table A00-5.
(vi) Small volume manufacturers, as defined in § 86.094-14(b) (1) and (2), are exempt from the requirements of paragraph (e) of this section until model year 2004, when 100 percent compliance with the standards of this paragraph (e) is required. This exemption does not apply to small volume engine families as defined in § 86.094-14(b)(5).
(vii) The manufacturer must state at the time of Application for Certification, based on projected U.S. sales or projected production for U.S. sale, which families will be used to attain the required implementation schedule sales percentages for certification purposes.
(viii) A manufacturer cannot use one set of engine families to meet its intermediate useful life standards and another to meet its full useful life standards. The same families which are used to meet the intermediate useful life standards will be required without deviation to meet the corresponding full useful life standard.
(ix) The NO
(x) Compliance with composite standards shall be demonstrated using the calculations set forth in § 86.164-00.
(f) [Reserved]
(g) through (k) [Reserved]. For guidance see § 86.097-9.
At 61 FR 54879, Oct. 22, 1996, § 86.000-9 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.000-16 includes text that specifies requirements that differ from § 86.094-16. Where a paragraph in § 86.094-16 is identical and applicable to § 86.000-16, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-16.”
(a) through (d) introductory text [Reserved]. For guidance see § 86.094-16.
(d)(1) The manufacturer must show to the satisfaction of the Administrator that the vehicle design does not incorporate strategies that unnecessarily reduce emission control effectiveness exhibited during the Federal or Supplemental Federal emissions test procedures (FTP or SFTP) when the vehicle is operated under conditions which may reasonably be expected to be encountered in normal operation and use.
(d)(2) through (d)(2)(ii) [Reserved]. For guidance see § 86.094-16.
Section 86.000-21 includes text that specifies requirements that differ from § 86.094-21, § 86.096-21 or § 86.098-21. Where a paragraph in § 86.094-21, § 86.096-21 or § 86.098-21 is identical and applicable to § 86.000-21, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-21.” or “[Reserved]. For guidance see § 86.096-21.” or “[Reserved]. For guidance see § 86.098-21.”
(a) through (b)(1)(i)(B) [Reserved]. For guidance see § 86.094-21.
(b)(1)(i)(C) The manufacturer must submit a Statement of Compliance in the application for certification which attests to the fact that they have assured themselves that the engine family is designed to comply with the intermediate temperature cold testing criteria of subpart C of this part, and does not unnecessarily reduce emission control effectiveness of vehicles operating at high altitude or other conditions not experienced within the US06 (aggressive driving) and SC03 (air conditioning) test cycles.
(b)(1)(i)(C)(
(b)(2) Projected U.S. sales data sufficient to enable the Administrator to select a test fleet representative of the vehicles (or engines) for which certification is requested, and data sufficient to determine projected compliance with the standards implementation schedules of §§ 86.000-8 and 86.000-9. Volume projected to be produced for U.S. sale may be used in lieu of projected U.S. sales.
(b)(3) A description of the test equipment and fuel proposed to be used.
(b)(4)(i) [Reserved]. For guidance see § 86.098-21.
(b)(4)(ii) through (b)(5)(iv) [Reserved]. For guidance see § 86.094-21.
(b)(5)(v) [Reserved]. For guidance see § 86.098-21.
(b)(6) through (b)(8) [Reserved]. For guidance see § 86.094-21.
(b)(9) through (b)(10)(iii) [Reserved]. For guidance see § 86.098-21.
(c) through (j) [Reserved]. For guidance see § 86.094-21.
(k) and (l) [Reserved]. For guidance see § 86.096-21.
At 61 FR 54882, Oct. 22, 1996, § 86.000-21 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.000-23 includes text that specifies requirements that differ from § 86.095-23 or § 86.098-23. Where a paragraph in § 86.095-23 or § 86.098-23 is identical and applicable to § 86.000-23, this
(a) through (b)(1)(ii) [Reserved]. For guidance see § 86.095-23.
(b)(2) [Reserved]. For guidance see § 86.098-23.
(b)(3) through (b)(4)(ii) [Reserved]. For guidance see § 86.095-23.
(b)(4)(iii) [Reserved]. For guidance see § 86.098-23.
(c) through (e)(1) [Reserved]. For guidance see § 86.095-23.
(e)(2) through (e)(3) [Reserved]. For guidance see § 86.098-23.
(f) through (k) [Reserved]. For guidance see § 86.095-23.
(l) Additionally, manufacturers certifying vehicles shall submit for each model year 2000 through 2002 light-duty vehicle and light light-duty truck engine family and each model year 2002 through 2004 heavy light-duty truck engine family the information listed in paragraphs (l) (1) and (2) of this section.
(1) Application for certification. In the application for certification, the manufacturer shall submit the projected sales volume of engine families certifying to the respective standards. Volume projected to be produced for U.S. sale may be used in lieu of projected U.S. sales.
(2) End-of-year reports for each engine family.
(i) These end-of-year reports shall be submitted within 90 days of the end of the model year to: Director, Vehicle Programs and Compliance Division, U.S. Environmental Protection Agency, 401 M Street, SW, Washington, DC, 20460.
(ii) These reports shall indicate the model year, engine family, and the actual U.S. sales volume. The manufacturer may petition the Administrator to allow volume produced for U.S. sale to be used in lieu of U.S. sales. Such petition shall be submitted within 30 days of the end of the model year to the Manufacturers Operations Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that production volume is functionally equivalent to sales volume.
(iii) The U.S. sales volume for end-of-year reports shall be based on the location of the point of sale to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(iv) Failure by a manufacturer to submit the end-of-year report within the specified time may result in certificate(s) for the engine family(ies) certified to Tier 1 certification standards being voided ab initio plus any applicable civil penalties for failure to submit the required information to the Agency.
(v) These reports shall include the information required under § 86.000-7(h)(1). The information shall be organized in such a way as to allow the Administrator to determine compliance with the SFTP standards implementation schedules of §§ 86.000-8 and 86.000-9.
(m) [Reserved]. For guidance see § 86.098-23.
At 61 FR 54882, Oct. 22, 1996, § 86.000-23 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.000-24 includes text that specifies requirements that differ from § 86.096-24 or § 86.098-24. Where a paragraph in § 86.096-24 or § 86.098-24 is identical and applicable to § 86.000-24, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.096-24.” or “[Reserved]. For guidance see § 86.098-24.”
(a) introductory text through (a)(4) [Reserved]. For guidance see § 86.096-24.
(a)(5) through (a)(7) [Reserved]. For guidance see § 86.098-24.
(a)(8) through (b)(1) introductory text [Reserved]. For guidance see § 86.096-24.
(b)(1)(i) Vehicles are chosen to be operated and tested for emission data based upon engine family groupings. Within each engine family, one test vehicle is selected. If air conditioning is projected to be available on any vehicles within the engine family, the Administrator will limit selections to engine codes which have air conditioning
(ii) The Administrator selects one additional test vehicle from within each engine family. The additional vehicle selected is the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family. The selected vehicle will include an air conditioning engine code unless the Administrator chooses a worst vehicle configuration that is not available with air conditioning. If all vehicles within the engine family are similar, the Administrator may waive the requirements of this paragraph.
(b)(1)(iii) through (b)(1)(vi) [Reserved]. For guidance see § 86.096-24.
(b)(1)(vii)(A) through (b)(1)(viii)(A) [Reserved]. For guidance see § 86.098-24.
(b)(1)(viii)(B) through (e)(2) [Reserved]. For guidance see § 86.096-24.
(f) [Reserved]. For guidance see § 86.098-24.
(g)(1) through (g)(2) [Reserved]. For guidance see § 86.096-24.
(g)(3) Except for air conditioning, where it is expected that 33 percent or less of a carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, that item may not be installed on any emission data vehicle or durability data vehicle of that carline within that engine-system combination, unless that item is standard equipment on that vehicle or specifically required by the Administrator.
(4) Air conditioning must be installed and operational on any emission data vehicle of any vehicle configuration that is projected to be available with air conditioning regardless of the rate of installation of air conditioning within the carline. Section 86.096-24(g) (1) and (2) and paragraph (g)(3) of this section will be used to determine whether the weight of the air conditioner will be included in equivalent test weight calculations for emission testing.
(h) [Reserved]. For guidance see § 86.096-24.
At 61 FR 54882, Oct. 22, 1996, § 86.000-24 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.000-25 includes text that specifies requirements that differ from § 86.094-25 or § 86.098-25. Where a paragraph in § 86.094-25 or § 86.098-25 is identical and applicable to § 86.000-25, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-25.” or “[Reserved]. For guidance see § 86.098-25.”
(a)(1) Applicability. This section applies to light-duty vehicles, light-duty trucks, and heavy-duty engines.
(a)(2) Maintenance performed on vehicles, engines, subsystems, or components used to determine exhaust, evaporative or refueling emission deterioration factors is classified as either emission-related or non-emission-related and each of these can be classified as either scheduled or unscheduled. Further, some emission-related maintenance is also classified as critical emission-related maintenance.
(b) introductory text through (b)(3)(vi)(D) [Reserved]. For guidance see § 86.094-25.
(b)(3)(vi)(E) through (b)(3)(vi)(J) [Reserved]. For guidance see § 86.098-25.
(b)(3)(vii) through (b)(6)(i)(E) [Reserved]. For guidance see § 86.094-25.
(b)(6)(i)(F) [Reserved]. For guidance see § 86.098-25.
(b)(6)(i)(G) through (H) [Reserved]. For guidance see § 86.094-25.
(i) When air conditioning SFTP exhaust emission tests are required, the manufacturer must document that the
At 61 FR 54883, Oct. 22, 1996, § 86.000-25 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.000-26 includes text that specifies requirements that differ from § 86.094-26, § 86.095-26, § 86.096-26 or § 86.098-26. Where a paragraph in § 86.094-26, § 86.095-26, § 86.096-26 or § 86.098-26 is identical and applicable to § 86.000-26, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-26.” or “[Reserved]. For guidance see § 86.095-26.” or “[Reserved]. For guidance see § 86.096-26.” or “[Reserved]. For guidance see § 86.098-26.”
(a)(1) [Reserved]. For guidance see § 86.094-26.
(a)(2) The standard method of whole-vehicle service accumulation for durability data vehicles and for emission data vehicles shall be mileage accumulation using the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate mileage at a measured curb weight which is within 100 pounds of the estimated curb weight. If the loaded vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respective emission tests at higher loaded vehicle weight.
(3) Emission data vehicles. Unless otherwise provided for in § 86.000-23(a), emission-data vehicles shall be operated and tested as described in paragraph (a)(3)(i)(A) of this section; § 86.094-26(a)(3)(i)(B) and (D), § 86.098-26(a)(3)(i)(C) and (a)(3)(ii)(C), and § 86.094-26(a)(3)(ii) (A), (B) and (D).
(i) Otto-cycle. (A) The manufacturer shall determine, for each engine family, the mileage at which the engine-system combination is stabilized for emission-data testing. The manufacturer shall maintain, and provide to the Administrator if requested, a record of the rationale used in making this determination. The manufacturer may elect to accumulate 4,000 miles on each test vehicle within an engine family without making a determination. The manufacturer must accumulate a minimum of 2,000 miles (3,219 kilometers) on each test vehicle within an engine family. All test vehicle mileage must be accurately determined, recorded, and reported to the Administrator. Any vehicle used to represent emission-data vehicle selections under § 86.000-24(b)(1) shall be equipped with an engine and emission control system that has accumulated the mileage the manufacturer chose to accumulate on the test vehicle. Fuel economy data generated from certification vehicles selected in accordance with § 86.000-24(b)(1) with engine-system combinations that have accumulated more than 10,000 kilometers (6,200 miles) shall be factored in accordance with 40 CFR 600.006-87(c). Complete exhaust (FTP and SFTP tests), evaporative and refueling (if required) emission tests shall be conducted for each emission-data vehicle selection under § 86.000-24(b)(1). The Administrator may determine under § 86.000-24(f) that no testing is required.
(a)(3)(i)(B) [Reserved]. For guidance see § 86.094-26.
(a)(3)(i)(C) [Reserved]. For guidance see § 86.098-26.
(a)(3)(i)(D) through (a)(3)(ii)(B)[Reserved]. For guidance see § 86.094-26.
(a)(3)(ii)(C) [Reserved]. For guidance see § 86.098-26.
(a)(3)(ii)(D) through (a)(4)(i)(B)(
(a)(4)(i)(C) Complete exhaust emission tests shall be made at nominal test point mileage intervals that the manufacturer determines. Unless the
(a)(4)(i)(D) through (a)(6)(ii) [Reserved]. For guidance see § 86.094-26.
(a)(6)(iii) The results of all emission tests shall be rounded to the number of places to the right of the decimal point indicated by expressing the applicable emission standard of this subpart to one additional significant figure, in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1).
(a)(7) through (a)(9)(i) [Reserved]. For guidance see § 86.094-26.
(a)(9)(ii) The test procedures in §§ 86.106 through 86.149 and § 86.158 will be followed by the Administrator. The Administrator may test the vehicles at each test point. Maintenance may be performed by the manufacturer under such conditions as the Administrator may prescribe.
(a)(9)(iii) through (b)(2) introductory text [Reserved]. For guidance see § 86.094-26.
(b)(2)(i) This paragraph (b)(2)(i) applies to service accumulation conducted under the Standard Self-Approval Durability Program of § 86.094-13(f). The manufacturer determines the form and extent of this service accumulation, consistent with good engineering practice, and describes it in the application for certification. Service accumulation under the Standard Self-Approval Durability Program is conducted on vehicles, engines, subsystems, or components selected by the manufacturer under § 86.000-24(c)(2)(i).
(ii) This paragraph (b)(2)(ii) applies to service accumulation conducted under the Alternative Service Accumulation Durability Program of § 86.094-13(e). The service accumulation method is developed by the manufacturer to be consistent with good engineering practice and to accurately predict the deterioration of the vehicle's emissions in actual use over its full useful life. The method is subject to advance approval by the Administrator and to verification by an in-use verification program conducted by the manufacturer under § 86.094-13(e)(5).
(b)(2)(iii) through (b)(4)(i)(C) [Reserved]. For guidance see § 86.094-26.
(b)(4)(i)(D) through (b)(4)(ii)(D) [Reserved]. For guidance see § 86.095-26.
(b)(4)(iii) [Reserved].
(b)(4)(iv) through (c)(3) [Reserved]. For guidance see § 86.094-26.
(c)(4) [Reserved]. For guidance see § 86.096-26.
(d) introductory text through (d)(2)(i) [Reserved]. For guidance see § 86.094-26.
(d)(2)(ii) The results of all emission tests shall be recorded and reported to the Administrator. These test results shall be rounded, in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1), to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure.
(d)(3) through (d)(6) [Reserved]. For guidance see § 86.094-26.
At 61 FR 54883, Oct. 22, 1996, § 86.000-26 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.000-28 includes text that specifies requirements that differ from § 86.094-28 or § 86.098-28. Where a paragraph in § 86.094-28 or § 86.098-28 is identical and applicable to § 86.000-28, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-28.” or “[Reserved]. For guidance see § 86.098-28.”
(a)(1) This paragraph (a) applies to light duty vehicles.
(2) Each exhaust, evaporative and refueling emission standard (and family particulate emission limits, as appropriate) of § 86.000-8 applies to the emissions of vehicles for the appropriate useful life as defined in §§ 86.000-2 and 86.000-8.
(a)(3) [Reserved]. For guidance see § 86.094-28.
(a)(4) Introductory text [Reserved]. For guidance see § 86.098-28.
(a)(4)(i) Separate emission deterioration factors for each regulated exhaust constituent shall be determined from the FTP exhaust emission results of the durability-data vehicle(s) for each engine-system combination. Unless the Administrator approves a manufacturer's request to develop specific deterioration factors for US06 and air conditioning (SC03) test results, applicable FTP deterioration factors will also be used to estimate intermediate and full useful life emissions for all SFTP regulated emission levels. Separate evaporative and/or refueling emission deterioration factors shall be determined for each evaporative/refueling emission family-emission control system combination from the testing conducted by the manufacturer (gasoline-fueled and methanol-fueled vehicles only). Separate refueling emission deterioration factors shall be determined for each evaporative/refueling emission family-emission control system combination from the testing conducted by the manufacturer (petroleum-fueled diesel cycle vehicles not certified under the provisions of § 86.098-28(g) only).
(a)(4)(i)(A) through (a)(4)(i)(B)(
(a)(4)(i)(B)(
(a)(4)(i)(B)(
(a)(4)(i)(C) through (a)(4)(i)(D)(
(a)(4)(ii)(A)(
(
(a)(4)(ii)(B) through (a)(4)(ii)(C) [Reserved]. For guidance see § 86.098-28.
(a)(4)(iii) The emissions to compare with the standard (or the family particulate emission limit, as appropriate) shall be the adjusted emissions of § 86.098-28 (a)(4)(ii)(B) and (C) and paragraph (a)(4)(ii)(A) of this section 211a for each emission-data vehicle. For the SFTP composite (NMHC+NO
(a)(4)(iv) [Reserved]. For guidance see § 86.094-28.
(a)(4)(v) [Reserved]. For guidance see § 86.098-28.
(a)(5) through (a)(6) [Reserved]. For guidance see § 86.094-28.
(a)(7) introductory text [Reserved]. For guidance see § 86.098-28.
(a)(7)(i) Separate deterioration factors shall be determined from the exhaust emission results of the durability data vehicles for each emission standard applicable under § 86.000-8, for each engine family group. Unless the Administrator approves a manufacturer's request to develop specific deterioration factors for US06 and air conditioning (SC03) test results, applicable deterioration factors determined from FTP exhaust emission results will also be used to estimate intermediate and full useful life emissions for all SFTP regulated emission levels. The evaporative and/or refueling emission deterioration factors for each evaporative/refueling family will be determined and applied in accordance with § 86.098-28 (a)(4) introductory text, (a)(4)(i)(C) and (D), (a)(4)(ii)(B) and (C), and (a)(4)(v) and § 86.094-28 (a)(4)(i)(A) through (a)(4)(i)(B)(
(a)(7)(ii) through (b)(4)(i) [Reserved]. For guidance see § 86.094-28.
(b)(4)(ii) Separate exhaust emission deterioration factors for each regulated exhaust constituent, determined from tests of vehicles, engines, subsystems, or components conducted by the manufacturer, shall be supplied for each standard and for each engine-system combination. Unless the Administrator approves a manufacturer's request to develop specific deterioration factors for US06 and air conditioning (SC03) test results, applicable deterioration factors determined from FTP exhaust emission results will also be used to estimate intermediate and full useful life emissions for all SFTP regulated emission levels.
(iii) The official exhaust emission results for each applicable exhaust emission standard for each emission data vehicle at the selected test point shall be adjusted by multiplication by the appropriate deterioration factor. However, if the deterioration factor supplied by the manufacturer is less than one, it shall be one for the purposes of this paragraph (b)(4)(iii).
(iv) The emissions to compare with the standard(s) (or the family particulate emission limit, as appropriate) shall be the adjusted emissions of paragraph (b)(4)(iii) of this section for each emission-data vehicle. For the SFTP composite (NMHC+NO
(5)(i) Paragraphs (b)(5)(i) (A) and (B) of this section apply only to manufacturers electing to participate in the particulate averaging program.
(A) If a manufacturer chooses to change the level of any family particulate emission limit(s), compliance with the new limit(s) must be based upon existing certification data.
(B) The production-weighted average of the family particulate emission limits of all applicable engine families, rounded to two significant figures in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1), must comply with the particulate standards in § 86.099-9 (a)(1)(iv) or (d)(1)(iv), or the composite particulate
(ii) Paragraphs (b)(5)(ii) (A) and (B) of this section apply only to manufacturers electing to participate in the NO
(A) If a manufacturer chooses to change the level of any family NO
(B) The production-weighted average of the family FTP NO
(b)(6) [Reserved]
(b)(7)(i) through (b)(7)(iii) [Reserved]. For guidance see § 86.094-28.
(b)(7)(iv) The emission value for each evaporative emission data vehicle to compare with the standards shall be the adjusted emission value of § 86.094-28 (b)(7)(iii) rounded to two significant figures in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1).
(b)(8) through (c)(4)(iii)(B)(
(c)(4)(iv) The emission values for each emission data engine to compare with the standards (or family emission limits, as appropriate) shall be the adjusted emission values of § 86.094-28 (c)(4)(iii), rounded to the same number of significant figures as contained in the applicable standard in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1).
(c)(5) through (d)(4) [Reserved]. For guidance see § 86.094-28.
(d)(5) The emission level to compare with the standard shall be the adjusted emission level of § 86.094-28 (d)(4). Before any emission value is compared with the standard it shall be rounded to two significant figures, in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1). The rounded emission values may not exceed the standard.
(6) Every test vehicle of an evaporative emission family must comply with the evaporative emission standard, as determined in paragraph (d)(5) of this section, before any vehicle in that family may be certified.
(e) through (h) [Reserved]. For guidance see § 86.098-28.
At 61 FR 54884, Oct. 22, 1996, § 86.000-28 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
The definitions of § 86.000-2 continue to apply to 2000 and later model year vehicles. The definitions listed in this section apply beginning with the 2001 model year.
(1) For light-duty vehicles, and for light light-duty trucks not subject to the Tier 0 standards of § 86.094-9(a), intermediate useful life and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 10 years or 100,000 miles, whichever occurs first, except as otherwise noted in § 86.094-9. The useful life of evaporative and/or refueling emission control systems on the portion of these vehicles subject to the evaporative emission test requirements of § 86.130-96, and/or the refueling emission test requirements of § 86.151-2001, is defined as a period of use of 10 years or 100,000 miles, whichever occurs first.
(2) For light light-duty trucks subject to the Tier 0 standards of § 86.094-9(a), and for heavy light-duty truck engine families, intermediate and/or full
(3) For an Otto-cycle heavy-duty engine family:
(i) For hydrocarbon and carbon monoxide standards, a period of use of 8 years or 110,000 miles, whichever first occurs.
(ii) For the oxides of nitrogen standard, a period of use of 10 years or 110,000 miles, whichever first occurs.
(iii) For the portion of evaporative emission control systems subject to the evaporative emission test requirements of § 86.1230-96, a period of use of 10 years or 110,000 miles, whichever occurs first.
(4) For a diesel heavy-duty engine family:
(i) For light heavy-duty diesel engines, for hydrocarbon, carbon monoxide, and particulate standards, a period of use of 8 years or 110,000 miles, whichever first occurs.
(ii) For light heavy-duty diesel engines, for the oxides of nitrogen standard, a period of use of 10 years or 110,000 miles, whichever first occurs.
(iii) For medium heavy-duty diesel engines, for hydrocarbon, carbon monoxide, and particulate standards, a period of use of 8 years or 185,000 miles, whichever first occurs.
(iv) For medium heavy-duty diesel engines, for the oxides of nitrogen standard, a period of use of 10 years or 185,000 miles, whichever first occurs.
(v) For heavy heavy-duty diesel engines, for hydrocarbon, carbon monoxide, and particulate standards, a period of use of 8 years or 290,000 miles, whichever first occurs, except as provided in paragraph (4)(vii) of this definition.
(vi) For heavy heavy-duty diesel engines, for the oxides of nitrogen standard, a period of use of 10 years or 290,000 miles, whichever first occurs.
(vii) For heavy heavy-duty diesel engines used in urban buses, for the particulate standard, a period of use of 10 years or 290,000 miles, whichever first occurs.
Section 86.001-9 includes text that specifies requirements that differ from § 86.097-9, § 86.099-9 or § 86.000-9. Where a paragraph in § 86.097-9, § 86.099-9 or § 86.000-9 is identical and applicable to § 86.001-9, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.097-9.” or “[Reserved]. For guidance see § 86.099-9.” or “[Reserved]. For guidance see § 86.000-9.”
(a)(1) introductory text through (a)(1)(iii) [Reserved]. For guidance see § 86.097-9.
(a)(1)(iv) through (b)(4) [Reserved]. For guidance see § 86.099-9.
(b)(5) [Reserved]
(b)(6) Vehicles certified to the refueling standards set forth in paragraph (d) of this section are not required to demonstrate compliance with the fuel dispensing spitback standards contained in § 86.096-9 (b)(1)(iii) and (b)(2)(iii): Provided, that they meet the requirements of § 86.001-28(f).
(c) [Reserved]. For guidance see § 86.097-9.
(d) Refueling emissions from 2001 and later model year gasoline-fueled and methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled diesel-cycle light duty trucks of 6,000 pounds or less GVWR shall not exceed the following standards. The standards apply equally to certification and in-use vehicles.
(1) Standards—(i) Hydrocarbons (for gasoline-fueled Otto-cycle and petroleum-fueled diesel-cycle vehicles). 0.20 gram per gallon (0.053 gram per liter) of fuel dispensed.
(ii) Total Hydrocarbon Equivalent (for methanol-fueled vehicles). 0.20 gram per gallon (0.053 gram per liter) of fuel dispensed.
(iii) Hydrocarbons (for liquefied petroleum gas-fueled vehicles). 0.15 gram
(iv) Refueling receptacle (for natural gas-fueled vehicles). Refueling receptacles on natural gas-fueled vehicles shall comply with the receptacle provisions of the ANSI/AGA NGV1-1994 standard (as incorporated by reference in § 86.1).
(2)(i) The standards set forth in paragraphs (d)(1)(i) and (ii) of this section refer to a sample of refueling emissions collected under the conditions as set forth in subpart B of this part and measured in accordance with those procedures.
(ii) For vehicles powered by petroleum-fueled diesel-cycle engines, the provisions set forth in paragraph (d)(1)(i) of this section may be waived: Provided, that the manufacturer complies with the provisions of § 86.001-28(f).
(3) A minimum of the percentage shown in table A01-09 of a manufacturer's sales of the applicable model year's gasoline- and methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled diesel-cycle light-duty trucks of 6,000 pounds or less GVWR shall be tested under the procedures in subpart B of this part indicated for 2001 and later model years, and shall not exceed the standards described in paragraph (d)(1) of this section. Vehicles certified in accordance with paragraph (d)(2)(ii) of this section, as determined by the provisions of § 86.001-28(g), shall not be counted in the calculation of the percentage of compliance:
(e) [Reserved]. For guidance see § 86.000-9.
(f) [Reserved]
(g) through (k) [Reserved]. For guidance see § 86.097-9.
At 61 FR 54886, Oct. 22, 1996, § 86.001-9 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.001-21 includes text that specifies requirements that differ from § 86.094-21 or § 86.096-21. Where a paragraph in § 86.094-21 or § 86.096-21 is identical and applicable to § 86.001-21, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-21.” or “[Reserved]. For guidance see § 86.096-21.”
(a) through (b)(1)(i)(B) [Reserved]. For guidance see § 86.094-21.
(b)(1)(i)(C) The manufacturer must submit a Statement of Compliance in the application for certification which attests to the fact that they have assured themselves that the engine family is designed to comply with the intermediate temperature cold testing criteria of subpart C of this part, and does not unnecessarily reduce emission control effectiveness of vehicles operating at high altitude or other conditions not experienced within the US06 (aggressive driving) and SC03 (air conditioning) test cycles.
(b)(1)(i)(C)(
(b)(2) Projected U.S. sales data sufficient to enable the Administrator to select a test fleet representative of the vehicles (or engines) for which certification is requested, and data sufficient to determine projected compliance with the standards implementation schedules of § 86.000-8 and 86.000-9. Volume projected to be produced for U.S. sale may be used in lieu of projected U.S. sales.
(b)(3) A description of the test equipment and fuel proposed to be used.
(b)(4)(i) For light-duty vehicles and light-duty trucks, a description of the test procedures to be used to establish the evaporative emission and/or refueling emission deterioration factors, as appropriate, required to be determined and supplied in § 86.001-23(b)(2).
(b)(4)(ii) through (b)(5)(iv) [Reserved]. For guidance see § 86.094-21.
(b)(5)(v) For light-duty vehicles and applicable light-duty trucks with non-integrated refueling emission control systems, the number of continuous
(b)(6) through (b)(8) [Reserved]. For guidance see § 86.094-21.
(b)(9) For each light-duty vehicle, light-duty truck, evaporative/refueling emission family or heavy-duty vehicle evaporative emission family, a description of any unique procedures required to perform evaporative and/or refueling emission tests, as applicable, (including canister working capacity, canister bed volume, and fuel temperature profile for the running loss test) for all vehicles in that evaporative and/or evaporative/refueling emission family, and a description of the method used to develop those unique procedures.
(10) For each light-duty vehicle or applicable light-duty truck evaporative/refueling emission family, or each heavy-duty vehicle evaporative emission family:
(i) Canister working capacity, according to the procedures specified in § 86.132-96(h)(1)(iv);
(ii) Canister bed volume; and
(iii) Fuel temperature profile for the running loss test, according to the procedures specified in § 86.129-94(d).
(c) through (j) [Reserved]. For guidance see § 86.094-21.
(k) and (l) [Reserved]. For guidance see § 86.096-21.
At 61 FR 54886, Oct. 22, 1996, § 86.001-21 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.001-22 includes text that specifies requirements that differ from § 86.094-22. Where a paragraph in § 86.094-22 is identical and applicable to § 86.001-22, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-22.”.
(a) through (c) [Reserved]. For guidance see § 86.094-22.
(d)
(d)(2) through (g) [Reserved]. For guidance see § 86.094-22.
Section 86.001-23 includes text that specifies requirements that differ from § 86.095-23, § 86.098-23 or § 86.000-23. Where a paragraph in § 86.095-23, § 86.098-23 or § 86.000-23 is identical and applicable to § 86.001-23, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.095-23.” or “[Reserved]. For guidance see § 86.098-23.” or “[Reserved]. For guidance see § 86.000-23.”
(a) through (b)(1) [Reserved]. For guidance see § 86.098-23.
(b)(2) For light-duty vehicles and light-duty trucks, the manufacturer shall submit evaporative emission and/or refueling emission deterioration factors for each evaporative/refueling emission family-emission control system combination and all test data that are derived from testing described under § 86.001-21(b)(4)(i) designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.001-30 will meet the evaporative and/or refueling emission standards in § 86.099-8 or § 86.001-9, as appropriate, for the useful life of the vehicle.
(b)(3) and (b)(4) [Reserved]. For guidance see § 86.098-23.
(c)(1) [Reserved]. For guidance see § 86.095-23.
(c)(2) through (e)(1) [Reserved]. For guidance see § 86.098-23.
(e)(2) For evaporative and refueling emissions durability, or light-duty truck or HDE exhaust emissions durability, a statement of compliance with paragraph (b)(2) of this section or § 86.098-23 (b)(1)(ii), (b)(3), or (b)(4) as applicable.
(3) For certification of vehicles with non-integrated refueling systems, a statement that the drivedown used to purge the refueling canister was the same as described in the manufacturer's application for certification. Furthermore, a description of the procedures used to determine the number of equivalent UDDS miles required to purge the refueling canisters, as determined by the provisions of § 86.001-21(b)(5)(v) and subpart B of this part. Furthermore, a written statement to the Administrator that all data, analyses, test procedures, evaluations and other documents, on which the above statement is based, are available to the Administrator upon request.
(f) and (g) [Reserved]. For guidance see § 86.095-23.
(h) through (m) [Reserved]. For guidance see § 86.098-23.
At 61 FR 54887, Oct. 22, 1996, § 86.001-23 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.001-24 includes text that specifies requirements that differ from § 86.096-24, § 86.098-24 or § 86.000-24. Where a paragraph in § 86.096-24, § 86.098-24 or § 86.000-9 is identical and applicable to § 86.001-24, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.096-24.” or “[Reserved]. For guidance see § 86.098-24.” or “[Reserved]. For guidance see § 86.000-24.”
(a) through (a)(4) [Reserved]. For guidance see § 86.096-24.
(a)(5) through (a)(7) [Reserved]. For guidance see § 86.098-24.
(a)(8) through (b)(1) introductory text [Reserved]. For guidance see § 86.096-24.
(b)(1)(i) through (b)(1)(ii) [Reserved]. For guidance see § 86.000-24.
(b)(1)(iii) through (b)(1)(vi) [Reserved]. For guidance see § 86.096-24.
(b)(1)(vii)(A) through (b)(1)(viii)(A) [Reserved]. For guidance see § 86.098-24.
(b)(1)(viii)(B) through (e)(2) [Reserved]. For guidance see § 86.096-24.
(f) Carryover and carryacross of durability and emission data. In lieu of testing an emission-data or durability vehicle (or engine) selected under § 86.096-24(b)(1) introductory text, (b)(1)(iii) through (b)(1)(vi) and § 86.000-24(b)(1)(i) through (b)(1)(ii) and § 86.098-24(b)(1)(vii)(A) through (b)(1)(viii)(A) or § 86.096-24(c), and submitting data therefor, a manufacturer may, with the prior written approval of the Administrator, submit exhaust emission data, evaporative emission data and/or refueling emission data, as applicable, on a similar vehicle (or engine) for which certification has been obtained or for which all applicable data required under § 86.001-23 has previously been submitted.
(g)(1) through (g)(2) [Reserved]. For guidance see § 86.096-24.
(g)(3) through (g)(4) [Reserved]. For guidance see § 86-000-24.
(h) [Reserved]. For guidance see § 86.096-24.
At 61 FR 54887, Oct. 22, 1996, § 86.001-24 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.001-25 includes text that specifies requirements that differ from § 86.094-25 or § 86.098-25. Where a paragraph in § 86.094-25 or § 86.098-25 is identical and applicable to § 86.001-25, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-25.” or “[Reserved]. For guidance see § 86.098-25.”
(a)(1) Applicability. This section applies to light-duty vehicles, light-duty trucks, and heavy-duty engines.
(2) Maintenance performed on vehicles, engines, subsystems, or components used to determine exhaust, evaporative or refueling emission deterioration factors, as appropriate, is classified as either emission-related or non-emission-related and each of these can be classified as either scheduled or unscheduled. Further, some emission-related maintenance is also classified as critical emission-related maintenance.
(b) introductory text through (b)(3)(vi)(D) [Reserved]. For guidance see § 86.094-25.
(b)(3)(vi)(E) through (b)(3)(vi)(J) [Reserved]. For guidance see § 86.098-25.
(b)(3)(vii) through (b)(6)(i)(E) [Reserved]. For guidance see § 86.094-25.
(b)(6)(i)(F) [Reserved]. For guidance see § 86.098-25.
(b)(6)(i)(G) through (H) [Reserved]. For guidance see § 86.094-25.
(i) [Reserved]. For guidance see § 86.000-25.
At 61 FR 54887, Oct. 22, 1996, § 86.001-25 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.001-26 includes text that specifies requirements that differ from § 86.094-26, § 86.095-26, § 86.096-26, § 86.098-26 or § 86.000-26. Where a paragraph in § 86.094-26, § 86.095-26, § 86.096-26, § 86.098-26 or § 86.000-26 is identical and applicable to § 86.001-26, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-26.” or “[Reserved]. For guidance see § 86.095-26.” or “[Reserved]. For guidance see § 86.096-26.” or “[Reserved]. For guidance see § 86.098-26.” or “[Reserved]. For guidance see § 86.000-26.”
(a)(1) [Reserved]. For guidance see § 86.094-26.
(a)(2) through (a)(3)(i)(A) [Reserved]. For guidance see § 86.000-26.
(a)(3)(i)(B) [Reserved]. For guidance see § 86.094-26.
(a)(3)(i)(C) [Reserved]. For guidance see § 86.098-26.
(a)(3)(i)(D) through (a)(3)(ii)(B) [Reserved]. For guidance see § 86.094-26.
(a)(3)(ii)(C) [Reserved]. For guidance see § 86.098-26.
(a)(3)(ii)(D) through (a)(4)(i)(B)(
(a)(4)(i)(C) [Reserved]. For guidance see § 86.000-26.
(a)(4)(i)(D) through (a)(6)(ii) [Reserved]. For guidance see § 86.094-26.
(a)(6)(iii) [Reserved]. For guidance see § 86.000-26.
(a)(7) through (a)(9)(i) [Reserved]. For guidance see § 86.094-26.
(a)(9)(ii) [Reserved]. For guidance see § 86.000-26.
(a)(9)(iii) through (b)(2) introductory text [Reserved]. For guidance see § 86.094-26.
(b)(2)(i) through (b)(2)(ii) [Reserved]. For guidance see § 86.000-26.
(b)(2)(iii) [Reserved]. For guidance see § 86.094-26.
(b)(2)(iv) Service or mileage accumulation which may be part of the test procedures used by the manufacturer to establish evaporative and/or refueling emission deterioration factors.
(b)(3) through (b)(4)(i)(B) [Reserved]. For guidance see § 86.094-26.
(b)(4)(i)(C) Exhaust, evaporative and/or refueling emission tests for emission-data vehicle(s) selected for testing under § 86.096-24(b)(1)(ii), (iii) or (iv)(A) or § 86.098-24(b)(1)(vii) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at 6,436 kilometer (4,000 mile) test point under low-altitude conditions.
(b)(4)(i)(D) through (b)(4)(ii)(B) [Reserved]. For guidance see § 86.095-26.
(b)(4)(ii)(C) Exhaust, evaporative and/or refueling emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1)(ii), (iii), and (iv) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at the 6,436 kilometer (4,000 mile) test point under low-altitude conditions.
(b)(4)(ii)(D) [Reserved]. For guidance see § 86.095-26.
(b)(4)(iii) [Reserved]
(b)(4)(iv) through (c)(3) [Reserved]. For guidance see § 86.094-26.
(c)(4) [Reserved]. For guidance see § 86.096-26.
(d) through (d)(2)(i) [Reserved]. For guidance see § 86.094-26.
(d)(2)(ii) [Reserved]. For guidance see § 86.000-26.
(d)(3) through (d)(6) [Reserved]. For guidance see § 86.094-26.
At 61 FR 54888, Oct. 22, 1996, § 86.001-26 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.001-28 includes text that specifies requirements that differ from § 86.094-28, § 86.098-28 or § 86.000-28. Where a paragraph in § 86.094-28, § 86.098-28 or § 86.000-28 is identical and applicable to § 86.001-28, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-28.” or “[Reserved]. For guidance see § 86.098-28.” or “[Reserved]. For guidance see § 86.000-28.”
(a)(1) through (a)(2) [Reserved]. For guidance see § 86.000-28.
(a)(3) [Reserved]. For guidance see § 86.094-28.
(a)(4) [Reserved]. For guidance see § 86.098-28.
(a)(4)(i) introductory text [Reserved]. For guidance see § 86.000-28.
(a)(4)(i)(A) through (a)(4)(i)(B)(
(a)(4)(i)(B)(
(a)(4)(i)(B)(
(a)(4)(i)(C) through (a)(4)(i)(D)(
(a)(4)(ii)(A)(
(a)(4)(ii)(B) through (a)(4)(ii)(C) [Reserved]. For guidance see § 86.098-28.
(a)(4)(iii) [Reserved]. For guidance see § 86.000-28.
(a)(4)(iv) [Reserved]. For guidance see § 86.094-28.
(a)(4)(v) [Reserved]. For guidance see § 86.098-28.
(a)(5) through (a)(6) [Reserved]. For guidance see § 86.094-28.
(a)(7) introductory text [Reserved]. For guidance see § 86.098-28.
(a)(7)(i) [Reserved]. For guidance see § 86.000-28.
(a)(7)(ii) [Reserved]. For guidance see § 86.094-28.
(b)(1) This paragraph (b) applies to light-duty trucks.
(2) Each exhaust, evaporative and refueling emission standard (and family emission limits, as appropriate) of § 86.001-9 applies to the emissions of vehicles for the appropriate useful life as defined in §§ 86.098-2 and 86.001-9.
(b)(3) through (b)(4)(i) [Reserved]. For guidance see § 86.094-28.
(b)(4)(ii) through (b)(6) [Reserved]. For guidance see § 86.000-28.
(b)(7)(i) This paragraph (b)(7) describes the procedure for determining compliance of a new vehicle with evaporative emission standards. The procedure described here shall be used for all vehicles in applicable model years.
(ii) The manufacturer shall determine, based on testing described in § 86.001-21(b)(4)(i)(A), and supply an evaporative emission deterioration factor for each evaporative/refueling emission family-emission control system combination. The factor shall be calculated by subtracting the emission level at the selected test point from the emission level at the useful life point.
(iii) The official evaporative emission test results for each evaporative/refueling emission-data vehicle at the selected test point shall be adjusted by the addition of the appropriate deterioration factor. However, if the deterioration factor supplied by the manufacturer is less than zero, it shall be zero for the purposes of this paragraph (b)(7)(iii).
(iv) The evaporative emission value for each emission-data vehicle to compare with the standards shall be the adjusted emission value of paragraph (b)(7)(iii) of this section rounded to two significant figures in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1).
(8)(i) This paragraph (b)(8) describes the procedure for determining compliance of a new vehicle with refueling
(ii) The manufacturer shall determine, based on testing described in § 86.001-21(b)(4)(i)(B), and supply a refueling emission deterioration factor for each evaporative/refueling emission family-emission control system combination. The factor shall be calculated by subtracting the emission level at the selected test point from the emission level at the useful life point.
(iii) The official refueling emission test results for each evaporative/refueling emission-data vehicle at the selected test point shall be adjusted by the addition of the appropriate deterioration factor. However, if the deterioration factor supplied by the manufacturer is less than zero, it shall be zero for the purposes of this paragraph (b)(8)(iii).
(iv) The emission value for each evaporative emission-data vehicle to compare with the standards shall be the adjusted emission value of paragraph (b)(8)(iii) of this section rounded to two significant figures in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1).
(9) Every test vehicle of an engine family must comply with all applicable standards (and family emission limits, as appropriate), as determined in § 86.000-28(b)(4)(iv) and paragraphs (b)(7)(iv) and (b)(8)(iv) of this section, before any vehicle in that family will be certified.
(c) Introductory text through (c)(4)(iii)(B)(
(c)(4)(iv) [Reserved]. For guidance see § 86.000-28.
(c)(5) through (d)(4) [Reserved]. For guidance see § 86.094-28.
(d)(5) through (d)(6) [Reserved]. For guidance see § 86.000-28.
(e) [Reserved]
(f) Fuel dispensing spitback testing waiver. (1) Vehicles certified to the refueling emission standards set forth in § 86.098-8, 86.099-8 and 86.001-9 are not required to demonstrate compliance with the fuel dispensing spitback standards contained in these sections: Provided, that—
(i) The manufacturer certifies that the vehicle inherently meets the Dispensing Spitback Standard as part of compliance with the refueling emission standard.
(ii) This certification is provided in writing and applies to the full useful life of the vehicle.
(2) EPA retains the authority to require testing to enforce compliance and to prevent non-compliance with the Fuel Dispensing Spitback Standard.
(g) Inherently low refueling emission testing waiver. (1) Vehicles using fuels/fuel systems inherently low in refueling emissions are not required to conduct testing to demonstrate compliance with the refueling emission standards set forth in §§ 86.098-8, 86.099-8 or 86.001-9: Provided, that—
(i) This provision is only available for petroleum diesel fuel. It is only available if the Reid Vapor Pressure of in-use diesel fuel is equal to or less than 1 psi (7 Kpa) and for diesel vehicles whose fuel tank temperatures do not exceed 130 °F (54 °C); and
(ii) To certify using this provision the manufacturer must attest to the following evaluation: “Due to the low vapor pressure of diesel fuel and the vehicle tank temperatures, hydrocarbon vapor concentrations are low and the vehicle meets the 0.20 grams/gallon refueling emission standard without a control system.”
(2) The certification required in paragraph (g)(1)(ii) of this section must be provided in writing and must apply for the full useful life of the vehicle.
(3) EPA reserves the authority to require testing to enforce compliance and to prevent noncompliance with the refueling emission standard.
(4) Vehicles certified to the refueling emission standard under this provision shall not be counted in the sales percentage compliance determinations for the 2001, 2002 and subsequent model years.
(h) Fixed liquid level gauge waiver. Liquefied petroleum gas-fueled vehicles which contain fixed liquid level gauges or other gauges or valves which can be opened to release fuel or fuel vapor
At 61 FR 54888, Oct. 22, 1996, § 86.001-28 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.001-30 includes text that specifies requirements that differ from § 86.094-30, § 86.095-30 or § 86.098-30. Where a paragraph in § 86.094-30, § 86.095-30 or § 86.098-30 is identical and applicable to § 86.001-30, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-30.” or “[Reserved]. For guidance see § 86.095-30.” or “[Reserved]. For guidance see § 86.098-30.”.
(a)(1) and (a)(2) [Reserved]. For guidance see § 86.094-30.
(a)(3)(i) [Reserved]. For guidance see § 86.098-30.
(a)(3)(ii) through (a)(4)(ii) [Reserved]. For guidance see § 86.095-30.
(a)(4)(iii) introductory text through (a)(4)(iii)(C) [Reserved]. For guidance see § 86.094-30.
(a)(4)(iv) introductory text [Reserved]. For guidance see § 86.095-30.
(a)(4)(iv)(A) through (a)(9) [Reserved]. For guidance see § 86.094-30.
(a)(10) and (a)(11) [Reserved]. For guidance see § 86.098-30.
(a)(12) [Reserved]. For guidance see § 86.094-30.
(a)(13) [Reserved]. For guidance see § 86.095-30.
(a)(14) [Reserved]. For guidance see § 86.094-30.
(a) (15) through (18) [Reserved]. For guidance see § 86.096-30.
(a)(19) [Reserved]. For guidance see § 86.098-30.
(a)(20) For all light-duty trucks certified to refueling emission standards under § 86.001-9, the provisions of paragraphs (a)(20) (i) through (iii) this section apply.
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of § 86.001-9 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in § 86.001-9 will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the individual vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(b)(1) introductory text through (b)(1)(i) [Reserved]. For guidance see § 86.094-30.
(b)(1)(ii)(A) [Reserved]. For guidance see § 86.094-30.
(b)(1)(ii)(B) The emission data vehicle(s) selected under § 86.001-24(b)(vii) (A) and (B) shall represent all vehicles of the same evaporative/refueling control system within the evaporative/refueling family.
(b)(1)(ii)(C) [Reserved]. For guidance see § 86.094-30.
(b)(1)(ii)(D) The emission-data vehicle(s) selected under § 86.098-24(b)(1)(viii) shall represent all vehicles of the same evaporative/refueling control system within the evaporative/refueling emission family, as applicable.
(b)(1) (iii) and (iv) [Reserved]. For guidance see § 86.094-30.
(b)(2) [Reserved]. For guidance see § 86.098-30.
(b)(3) through (b)(4)(i) [Reserved]. For guidance see § 86.094-30.
(b)(4)(ii) introductory text [Reserved]. For guidance see § 86.098-30.
(b)(4)(ii)(A) [Reserved]. For guidance see § 86.094-30.
(b)(4)(ii)(B) through (iv) [Reserved]. For guidance see § 86.098-30.
(b)(5) through (e) [Reserved]. For guidance see § 86.094-30.
(f) introductory text through (f)(3) [Reserved]. For guidance see § 86.095-30.
(f)(4) [Reserved]. For guidance see § 86.098-30.
Section 86.001-35 includes text that specifies requirements that differ from § 86.095-35, § 86.096-35 and § 86.098-35. Where a paragraph in § 86.095-35, § 86.096-35 or § 86.098-35 is identical and applicable to § 86.001-35, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.095-35.” or [Reserved]. For guidance see § 86.096-35. or “[Reserved]. For guidance see § 86.098-28.”.
(a) introductory text through (a)(1)(iii)(B) [Reserved]. For guidance see § 86.095-35.
(a)(1)(iii)(C) [Reserved]. For guidance see § 86.098-35.
(a)(1)(iii)(D) through (L) [Reserved]. For guidance see § 86.095-35.
(a)(1)(iii)(M) [Reserved]. For guidance see § 86.098-35.
(a)(1)(iii)(N) [Reserved]. For guidance see § 86.096-35.
(a)(2) heading through (a)(2)(iii)(B) [Reserved]. For guidance see § 86.095-35.
(a)(2)(iii)(C) Engine displacement (in cubic inches or liters), engine family identification and evaporative/refueling family identification.
(a)(2)(iii)(D) through (a)(2)(iii)(E) [Reserved]. For guidance see § 86.095-35.
(a)(2)(iii)(F) [Reserved]
(a)(2)(iii)(G) through (a)(2)(iii)(K) [Reserved]. For guidance see § 86.095-35.
(a)(2)(iii)(L) [Reserved]
(a)(2)(iii)(M) through (a)(2)(iii)(N) [Reserved]. For guidance see § 86.095-35.
(a)(2)(iii) (O) through (P) [Reserved]. For guidance see § 86.096-35.
(a)(3) heading through (a)(4)(iii)(F) [Reserved]. For guidance see § 86.095-35.
(a)(4)(ii)(G) [Reserved]. For guidance see § 86.096-35.
(b) through (i) [Reserved]. For guidance see § 86.095-35.
The definitions of § 86.001-2 continue to apply to 2001 and later model year vehicles. The definitions listed in this section apply beginning with the 2004 model year.
(1) For light-duty vehicles, and for light light-duty trucks not subject to the Tier 0 standards of § 86.094-9(a), intermediate useful life and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 10 years or 100,000 miles, whichever occurs first, except as otherwise noted in § 86.094-9. The useful life of evaporative and/or refueling emission control systems on the portion of these vehicles subject to the evaporative emission test requirements of § 86.130-96, and/or the refueling emission test requirements of § 86.151-98, is defined as a period of use of 10 years or 100,000 miles, whichever occurs first.
(2) For light light-duty trucks subject to the Tier 0 standards of § 86.094-9(a), and for heavy light-duty truck engine families, intermediate and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 11 years or 120,000 miles, whichever occurs first. The useful life of evaporative emission and/or refueling control systems on the portion of these vehicles subject to the evaporative emission test requirements of § 86.130-96, and/or the refueling emission test requirements of § 86.151-98, is also defined as a period of 11 years or 120,000 miles, whichever occurs first.
(3) For an Otto-cycle HDE family:
(i) For hydrocarbon and carbon monoxide standards, a period of use of 10 years or 110,000 miles, whichever first occurs.
(ii) For the oxides of nitrogen standard, a period of use of 10 years or 110,000 miles, whichever first occurs.
(iii) For the portion of evaporative emission control systems subject to the evaporative emission test requirements of § 86.1230-96, a period of use of 10 years or 110,000 miles, whichever first occurs.
(4) For a diesel HDE family:
(i) For light heavy-duty diesel engines, for carbon monoxide, particulate, and oxides of nitrogen plus non-methane hydrocarbons emissions standards, a period of use of 10 years or 110,000 miles, whichever first occurs.
(ii) For medium heavy-duty diesel engines, for carbon monoxide, particulate, and oxides of nitrogen plus non-methane hydrocarbons emission standards, a period of use of 10 years or 185,000 miles, whichever first occurs.
(iii) For heavy heavy-duty diesel engines, for carbon monoxide, particulate, and oxides of nitrogen plus non-methane hydrocarbon emissions standards, a period of use of 10 years or 435,000 miles, or 22,000 hours, whichever first occurs, except as provided in paragraphs (4)(iv) and (4)(v) of this definition.
(iv) The useful life limit of 22,000 hours in paragraph (4)(iii) of this definition is effective as a limit to the useful life only when an accurate hours meter is provided by the manufacturer with the engine and only when such hours meter can reasonably be expected to operate properly over the useful life of the engine.
(v) For an individual engine, if the useful life hours limit of 22,000 hours is reached before the engine reaches 10 years or 100,000 miles, the useful life shall become 10 years or 100,000 miles, whichever occurs first, as required under Clean Air Act section 202(d).
(5) As an option for both light-duty trucks under certain conditions and HDE families, an alternative useful life period may be assigned by the Administrator under the provisions of § 86.094-21(f).
Section 86.004-9 includes text that specifies requirements that differ from § 86.097-9, § 86.099-9, § 86.000-9 or § 86.001-9. Where a paragraph in § 86.097-9, § 86.099-9, § 86.000-9 or § 86.001-9 is identical and applicable to § 86.004-9, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.097-9.” or “[Reserved]. For guidance see § 86.099-9.” or “[Reserved]. For guidance see § 86.000-9.” or “[Reserved]. For guidance see § 86.001-9.”
(a)(1) introductory text through (a)(1)(iii) [Reserved]. For guidance see § 86.097-9.
(a)(1)(iv) through (b)(4) [Reserved]. For guidance see § 86.099-9.
(b)(5) [Reserved]
(b)(6) [Reserved]. For guidance see § 86.001-9.
(c) [Reserved]. For guidance see § 86.097-9.
(d) Refueling emissions from 2004 and later model year gasoline-fueled and methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled diesel-cycle light-duty trucks shall not exceed the following standards. The standards apply equally to certification and in-use vehicles.
(d)(1) through (d)(2)(ii) [Reserved]. For guidance see § 86.001-9.
(d)(2)(iii) Heavy-duty vehicles certified as light-duty trucks under the provisions of § 86.085-1 shall comply with the provisions of § 86.001-9 (d)(1)(i) and (ii).
(3)(i) All light-duty trucks of a GVWR equal to 6,000 pounds or less (100%) must meet the refueling emission standard.
(ii) A minimum of the percentage shown in table A04-09 of a manufacturer's sales of the applicable model year's gasoline- and methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled diesel-cycle light-duty trucks of 6,001 to 8,500 pounds GVWR shall be tested under the procedures in subpart B of this part indicated for 2004
(e) [Reserved]. For guidance see § 86.000-9.
(f) [Reserved]
(g) through (k) [Reserved]. For guidance see § 86.097-9.
At 61 FR 54889, Oct. 22, 1996, § 86.004-9 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
(a)(1) Exhaust emissions from new 2004 and later model year diesel HDEs shall not exceed the following:
(i)(A) Oxides of Nitrogen plus Non-methane Hydrocarbons (NO
(B) Oxides of Nitrogen plus Non-methane Hydrocarbon Equivalent (NO
(C)
(D) A manufacturer may elect to include any or all of its diesel HDE families in any or all of the emissions ABT programs for HDEs, within the restrictions described in § 86.004-15 or superseding applicable sections. If the manufacturer elects to include engine families in any of these programs, the NO
(E) No later than December 31, 1999, the Administrator shall review the emissions standards set forth in paragraph (a)(1)(i) of this section and determine whether these standards continue to be appropriate under the Act.
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (methanol-, natural gas-, and liquefied petroleum gas-fueled diesel HDEs only).
(iii)
(B) For all other diesel engines, 0.10 gram per brake horsepower-hour (0.037 gram per megajoule), as measured under transient operating conditions.
(C) A manufacturer may elect to include any or all of its diesel HDE families in any or all of the particulate ABT programs for HDEs, within the restrictions described in § 86.004-15 or superseding applicable sections. If the manufacturer elects to include engine families in any of these programs, the particulate FEL may not exceed 0.25 gram per brake horsepower-hour (0.093 gram per megajoule).
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over the operating schedule set forth in paragraph (f)(2) of appendix I to this part, and measured and calculated in accordance with the procedures set forth in subpart N or P of this part, except as noted in § 86.098-23(c)(2) or superceding sections.
(b)(1) The opacity of smoke emission from new 2004 and later model year diesel HDEs shall not exceed:
(i) 20 percent during the engine acceleration mode.
(ii) 15 percent during the engine lugging mode.
(iii) 50 percent during the peaks in either mode.
(2) The standards set forth in paragraph (b)(1) of this section refer to exhaust smoke emissions generated under the conditions set forth in subpart I of this part and measured and calculated in accordance with those procedures.
(3) Evaporative emissions (total of non-oxygenated hydrocarbons plus methanol) from heavy-duty vehicles equipped with methanol-fueled diesel engines shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles.
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs:
(A)(
(
(B) Running loss test: 0.05 grams per mile.
(C) Fuel dispensing spitback test: 1.0 gram per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs:
(A)(
(
(B) Running loss test: 0.05 grams per mile.
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraph (b)(3) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart M of this part. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(B) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs., the standards set forth in paragraph (b)(3)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(iv) All fuel vapor generated during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(4) Evaporative emissions from 2004 and later model year heavy-duty vehicles equipped with natural gas-fueled or liquefied petroleum gas-fueled HDEs shall not exceed the following standards. The standards apply equally to certification and in-use vehicles.
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 4.0 grams per test.
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 pounds, the standards set forth in paragraph (b)(4) of this section refer to a composite sample of evaporative emissions collected under the conditions set forth in subpart M of this part and measured in accordance with those procedures.
(B) For vehicles with a Gross Vehicle Weight Rating greater than 26,000 pounds, the standards set forth in paragraphs (b)(3)(ii) and (b)(4)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 2004 or later model year methanol-, natural gas-, or liquefied petroleum gas-fueled diesel, or any naturally-aspirated diesel HDE. For petroleum-fueled engines only, this provision does not apply to engines using turbochargers, pumps, blowers, or superchargers for air induction.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart I or N of this part to ascertain that such test engines meet the requirements of paragraphs (a), (b), (c), and (d) of this section.
(a)(1) Heavy-duty engines eligible for NO
(2)(i) Engine families with FELs exceeding the applicable standard shall obtain emission credits in a mass amount sufficient to address the shortfall. Credits may be obtained from averaging, trading, or banking, within the averaging set restrictions described in this section.
(ii) Engine families with FELs below the applicable standard will have emission credits available to average, trade, bank or a combination thereof. Credits may not be used for averaging or trading to offset emissions that exceed an FEL. Credits may not be used to remedy an in-use nonconformity determined by a Selective Enforcement Audit or by recall testing. However, credits may be used to allow subsequent production of engines for the family in question if the manufacturer elects to recertify to a higher FEL.
(iii) Credits scheduled to expire in the earliest model year shall be used, prior to using other available credits, to offset emissions of engine families with FELs exceeding the applicable standard.
(b) Participation in the NO
(1) During certification, the manufacturer shall:
(i) Declare its intent to include specific engine families in the averaging, trading and/or banking programs. Separate declarations are required for each program and for each pollutant (i.e., NO
(ii) Declare an FEL for each engine family participating in one or more of these three programs.
(A) The FEL must be to the same level of significant digits as the emission standard (one-tenth of a gram per brake horsepower-hour for NO
(B) In no case may the FEL exceed the upper limit prescribed in the section concerning the applicable heavy-duty engine NO
(iii) Calculate the projected emission credits (positive or negative) based on quarterly production projections for each participating family and for each pollutant, using the applicable equation in paragraph (c) of this section and the applicable factors for the specific engine family.
(iv)(A) Determine and state the source of the needed credits according to quarterly projected production for engine families requiring credits for certification.
(B) State where the quarterly projected credits will be applied for engine families generating credits.
(C) Credits may be obtained from or applied to only engine families within the same averaging set as described in paragraph (d) or (e) of this section. Credits available for averaging, trading, or banking as defined in § 86.090-2, may be applied exclusively to a given engine family, or reserved as defined in § 86.091-2.
(2) Based on this information each manufacturer's certification application must demonstrate:
(i) That at the end of model year production, each engine family has a net emissions credit balance of zero or more using the methodology in paragraph (c) of this section with any credits obtained from averaging, trading or banking.
(ii) The source of the credits to be used to comply with the emission standard if the FEL exceeds the standard, or where credits will be applied if the FEL is less than the emission standard. In cases where credits are being obtained, each engine family involved must state specifically the source (manufacturer/engine family) of the credits being used. In cases where credits are being generated/supplied, each engine family involved must state specifically the designated use (manufacturer/engine family or reserved) of the credits involved. All such reports shall include all credits involved in averaging, trading or banking.
(3) During the model year manufacturers must:
(i) Monitor projected versus actual production to be certain that compliance with the emission standards is achieved at the end of the model year.
(ii) Provide the end-of-model year reports required under § 86.001-23.
(iii) For manufacturers participating in emission credit trading, maintain the quarterly records required under § 86.091-7(c)(8).
(4) Projected credits based on information supplied in the certification application may be used to obtain a certificate of conformity. However, any such credits may be revoked based on review of end-of-model year reports, follow-up audits, and any other compliance measures deemed appropriate by the Administrator.
(5) Compliance under averaging, banking, and trading will be determined at the end of the model year. Engine families without an adequate amount of NO
(6) If EPA or the manufacturer determines that a reporting error occurred on an end-of-year report previously submitted to EPA under this section, the manufacturer's credits and credit calculations will be recalculated. Erroneous positive credits will be void. Erroneous negative balances may be adjusted by EPA for retroactive use.
(i) If EPA review of a manufacturer's end-of-year report indicates a credit shortfall, the manufacturer will be permitted to purchase the necessary credits to bring the credit balance for that engine family to zero, using the discount specified in paragraph (c)(1) of this section on the ratio of credits purchased for every credit needed to bring the balance to zero. If sufficient credits are not available to bring the credit balance for the family in question to zero, EPA may void the certificate for that engine family ab initio.
(ii) If within 180 days of receipt of the manufacturer's end-of-year report, EPA review determines a reporting error in the manufacturer's favor (i.e., resulting in a positive credit balance) or if the manufacturer discovers such an error within 180 days of EPA receipt of the end-of-year report, the credits will be restored for use by the manufacturer.
(c)(1) For each participating engine family, NO
(i) For determining credit need for all engine families and credit availability for engine families generating credits for averaging programs only:
(ii) For determining credit availability for engine families generating credits for trading or banking programs:
(iii) For purposes of the equations in paragraphs (c)(1) (i) and (ii) of this section:
(2)(i) The transient cycle conversion factor is the total (integrated) cycle brake horsepower-hour or Megajoules, divided by the equivalent mileage of the applicable transient cycle. For Otto-cycle heavy-duty engines, the equivalent mileage is 6.3 miles. For diesel heavy-duty engines, the equivalent mileage is 6.5 miles.
(ii) When more than one configuration is chosen by EPA to be tested in the certification of an engine family (as described in § 86.085-24), the conversion factor used is to be based upon a production weighted average value of the configurations in an engine family to calculate the conversion factor.
(d)
(1) For NO
(i) Otto-cycle heavy-duty engines constitute an averaging set. Averaging and trading among all Otto-cycle heavy-duty engine families is allowed. There are no subclass restrictions.
(ii) Gasoline-fueled heavy-duty vehicles certified under the provisions of § 86.085-1(b) may not average or trade with gasoline-fueled heavy-duty Otto-cycle engines, but may average or trade credits with light-duty trucks.
(iii) The averaging and trading of NO
(2) For NO
(i) Each of the three primary intended service classes for heavy-duty diesel engines, as defined in § 86.004-2, constitute an averaging set. Averaging and trading among all diesel-cycle engine families within the same primary service class is allowed.
(ii) Urban buses are treated as members of the primary intended service class where they otherwise would fall.
(e)
(1) Engines intended for use in urban buses constitute a separate averaging set from all other heavy-duty engines. Averaging and trading between diesel cycle bus engine families is allowed.
(2) For heavy-duty engines, exclusive of urban bus engines, each of the three primary intended service classes for heavy-duty diesel cycle engines, as defined in § 86.004-2, constitute an averaging set. Averaging and trading between diesel-cycle engine families within the same primary service class is allowed.
(3) Otto cycle engines may not participate in particulate averaging, trading, or banking.
(f)
(ii) Manufacturers may bank credits only after the end of the model year and after actual credits have been reported to EPA in the end-of-year report. During the model year and before submittal of the end-of-year report, credits originally designated in the certification process for banking will be considered reserved and may be redesignated for trading or averaging.
(2)
(ii) Manufacturers withdrawing banked NO
(3)
(i) Banked credits may be used in averaging, or in trading, or in any combination thereof, during the certification period. Credits declared for banking from the previous model year but not reported to EPA may also be used. However, if EPA finds that the reported credits can not be proven, they will be revoked and unavailable for use.
(ii) Banked credits may not be used for NO
(iii) Banked NO
(g)(1) For the purposes of paragraph (g) of this section, the following paragraphs assume NO
(2) Engine families using NO
(i) May not generate NO
(ii) May not use NO
(3) If a manufacturer has any engine family to which application of NCPs and banking and trading credits is desired, that family must be separated into two distinct families. One family, whose FEL equals the standard, must use NCPs only while the other, whose FEL does not equal the standard, must use credits only.
(4) If a manufacturer has any engine family in a given averaging set which is using NO
(h) In the event of a negative credit balance in a trading situation, both the buyer and the seller would be liable.
(i) Certification fuel used for credit generation must be of a type that is both available in use and expected to be used by the engine purchaser. Therefore, upon request by the Administrator, the engine manufacturer must provide information acceptable to the Administrator that the designated fuel is readily available commercially and would be used in customer service.
(j)
(1) The manufacturer shall pre-identify two emission levels per engine family for the purposes of credit apportionment. One emission level shall be the FEL and the other shall be the level of the standard that the engine family is required to certify to under § 86.004-11. For each engine family, the manufacturer may report engine sales in two categories, “ABT-only credits” and “nonmanufacturer-owned credits”.
(i) For engine sales reported as “ABT-only credits”, the credits generated must be used solely in the ABT program described in this section.
(ii) The engine manufacturer may declare a portion of engine sales “nonmanufacturer-owned credits” and this portion of the credits generated between the standard and the FEL, based on the calculation in (c)(1) of this section, would belong to the engine purchaser. For ABT, the manufacturer may not generate any credits for the engine sales reported as “nonmanufacturer-owned credits”. Engines reported as “nonmanufacturer-owned credits” shall comply with the FEL and the requirements of the ABT program in all other respects.
(2) Only manufacturer-owned credits reported as “ABT-only credits” shall be used in the averaging, trading, and banking provisions described in this section.
(3) Credits shall not be double-counted. Credits used in the ABT program may not be provided to an engine purchaser for use in another program.
(4) Manufacturers shall determine and state the number of engines sold as “ABT-only credits” and “nonmanufacturer-owned credits” in the end-of-model year reports required under § 86.001-23.
(k)
(1) The engine family certifies with a certification level of 1.9 g/bhp-hr NO
(2) All of the following must apply to the engine family:
(i) Diesel-cycle engines only;
(ii) 2004, 2005, and 2006 model years only;
(iii) Must be an engine family using carry-over certification data from prior to model year 2004 where the NO
Section 86.004-21 includes text that specifies requirements that differ from § 86.094-21 or § 86.096-21. Where a paragraph in § 86.094-21 or § 86.096-21 is identical and applicable to § 86.004-21, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-21.” or “[Reserved]. For guidance see § 86.096-21.”.
(a) through (b)(3) [Reserved]. For guidance see § 86.094-21.
(b)(4)(i) For light-duty vehicles and light-duty trucks, a description of the test procedures to be used to establish the evaporative emission and/or refueling emission deterioration factors, as appropriate, required to be determined and supplied in § 86.001-23(b)(2).
(b)(4)(ii) through (b)(5)(iv) [Reserved]. For guidance see § 86.094-21.
(b)(5)(v) For light-duty vehicles and applicable light-duty trucks with non-integrated refueling emission control systems, the number of continuous UDDS cycles, determined from the fuel economy on the UDDS applicable to the test vehicle of that evaporative/ refueling emission family-emission control system combination, required to use a volume of fuel equal to 85% of fuel tank volume.
(6)
(B) The manufacturer shall choose the level of the family particulate emission limits, accurate to hundredth of a gram per mile or hundredth of a gram per brake horsepowerhour for HDEs.
(C) The manufacturer may at any time during production elect to change the level of any family particulate emission limit(s) by submitting the new limit(s) to the Administrator and by demonstrating compliance with the limit(s) as described in §§ 86.090-2 and 86.094-28(b)(5)(i).
(ii)
(B) The manufacturer shall choose the level of the family emission limits, accurate to one-tenth of a gram per mile or to one-tenth of a gram per brake horsepower-hour for HDEs.
(C) The manufacturer may at any time during production elect to change the level of any family emission limit(s) by submitting the new limits to the Administrator and by demonstrating compliance with the limit(s) as described in §§ 86.088-2 and 86.094-28(b)(5)(ii).
(b)(7) and (b)(8) [Reserved]. For guidance see § 86.094-21.
(b)(9) For each light-duty vehicle, light-duty truck, evaporative/refueling emission family or heavy-duty vehicle evaporative emission family, a description of any unique procedures required to perform evaporative and/or refueling emission tests, as applicable, (including canister working capacity, canister bed volume, and fuel temperature profile for the running loss test) for all vehicles in that evaporative and/or evaporative/refueling emission family, and a description of the method used to develop those unique procedures.
(10) For each light-duty vehicle or applicable light-duty truck evaporative/refueling emission family, or each heavy-duty vehicle evaporative emission family:
(i) Canister working capacity, according to the procedures specified in § 86.132-96(h)(1)(iv);
(ii) Canister bed volume; and
(iii) Fuel temperature profile for the running loss test, according to the procedures specified in § 86.129-94(d).
(c) through (j) [Reserved]. For guidance see § 86.094-21.
(k) and (l) [Reserved]. For guidance see § 86.096-21.
Section 86.004-25 includes text that specifies requirements that differ from § 86.094-25 or § 86.098-25. Where a paragraph in § 86.094-25 or § 86.098-25 is identical and applicable to § 86.004-25, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-25.” or “[Reserved]. For guidance see § 86.098-25.”.
(a)(1) Applicability. This section applies to light-duty vehicles, light-duty trucks, and HDEs.
(2) Maintenance performed on vehicles, engines, subsystems, or components used to determine exhaust, evaporative or refueling emission deterioration factors, as appropriate, is classified as either emission-related or non-emission-related and each of these can be classified as either scheduled or unscheduled. Further, some emission-related maintenance is also classified as critical emission-related maintenance.
(b) Introductory text through (b)(3)(ii) [Reserved]. For guidance see § 86.094-25.
(b)(3)(iii) For otto-cycle heavy-duty engines, the adjustment, cleaning, repair, or replacement of the items listed in paragraphs (b)(3)(iii) (A) through (E) of this section shall occur at 50,000 miles (or 1,500 hours) of use and at 50,000-mile (or 1,500-hour) intervals thereafter.
(A) Positive crankcase ventilation valve.
(B) Emission-related hoses and tubes.
(C) Ignition wires.
(D) Idle mixture.
(E) Exhaust gas recirculation system related filters and coolers.
(iv) For otto-cycle light-duty vehicles, light-duty trucks and otto-cycle heavy-duty engines, the adjustment, cleaning, repair, or replacement of the oxygen sensor shall occur at 80,000 miles (or 2,400 hours) of use and at 80,000-mile (or 2,400-hour) intervals thereafter.
(v) For otto-cycle heavy-duty engines, the adjustment, cleaning, repair, or replacement of the items listed in paragraphs (b)(3)(v) (A) through (H) of this section shall occur at 100,000 miles (or 3,000 hours) of use and at 100,000-mile (or 3,000-hour) intervals thereafter.
(A) Catalytic converter.
(B) Air injection system components.
(C) Fuel injectors.
(D) Electronic engine control unit and its associated sensors (except oxygen sensor) and actuators.
(E) Evaporative emission canister.
(F) Turbochargers.
(G) Carburetors.
(H) Exhaust gas recirculation system (including all related control valves and tubing) except as otherwise provided in paragraph (b)(3)(iii)(E) of this section.
(b)(3)(vi)(A) through (b)(3)(vi)(D) [Reserved]. For guidance see § 86.094-25.
(b)(3)(vi)(E) through (b)(3)(vi)(J) [Reserved]. For guidance see § 86.098-25.
(4) For diesel-cycle light-duty vehicles, light-duty trucks, and HDEs, emission-related maintenance in addition to or at shorter intervals than that listed in paragraphs (b)(4) (i) through (iv) of this section will not be accepted as technologically necessary, except as provided in paragraph (b)(7) of this section.
(i) For diesel-cycle heavy-duty engines, the adjustment, cleaning, repair, or replacement of the items listed in paragraphs (b)(4)(i) (A) through (C) of this section shall occur at 50,000 miles (or 1,500 hours) of use and at 50,000-mile (or 1,500-hour) intervals thereafter.
(A) Exhaust gas recirculation system related filters and coolers.
(B) Positive crankcase ventilation valve.
(C) Fuel injector tips (cleaning only).
(ii) For diesel-cycle light-duty vehicles and light-duty trucks, the adjustment, cleaning, repair, or replacement of the positive crankcase ventilation valve shall occur at 50,000 miles of use and at 50,000-mile intervals thereafter.
(iii) The adjustment, cleaning, repair, or replacement of items listed in paragraphs (b)(4)(iii) (A) through (G) of this section shall occur at 100,000 miles (or 3,000 hours) of use and at 100,000-mile (or 3,000-hour) intervals thereafter for light heavy-duty diesel engines, or, at 150,000 miles (or 4,500 hours) intervals thereafter for medium and heavy heavy-duty diesel engines.
(A) Fuel injectors.
(B) Turbocharger.
(C) Electronic engine control unit and its associated sensors and actuators.
(D) Particulate trap or trap-oxidizer system (including related components).
(E) Exhaust gas recirculation system (including all related control valves and tubing) except as otherwise provided in paragraph (b)(4)(i)(A) of this section.
(F) Catalytic converter.
(G) Any other add-on emissions-related component (i.e., a component whose sole or primary purpose is to reduce emissions or whose failure will significantly degrade emissions control and whose function is not integral to the design and performance of the engine.)
(iv) For disel-cycle light-duty vehicles and light-duty trucks, the adjustment, cleaning, repair, or replacement shall occur at 100,000 miles of use and at 100,000-mile intervals thereafter of the items listed in paragraphs (b)(4)(iv) (A) through (G) of this section.
(A) Fuel injectors.
(B) Turbocharger.
(C) Electronic engine control unit and its associated sensors and actuators.
(D) Particulate trap or trap-oxidizer system (including related components).
(E) Exhaust gas recirculation system including all related filters and control valves.
(F) Catalytic converter.
(G) Superchargers.
(5) [Reserved]
(6)(i) The components listed in paragraphs (b)(6)(i) (A) through (H) of this section are currently defined as critical emission-related components.
(A) Catalytic converter.
(B) Air injection system components.
(C) Electronic engine control unit and its associated sensors (including oxygen sensor if installed) and actuators.
(D) Exhaust gas recirculation system (including all related filters, coolers, control valves, and tubing).
(E) Positive crankcase ventilation valve.
(F) Evaporative and refueling emission control system components (excluding canister air filter).
(G) Particulate trap or trap-oxidizer system.
(H) Any other add-on emissions-related component (i.e., a component whose sole or primary purpose is to reduce emissions or whose failure will significantly degrade emissions control and whose function is not integral to the design and performance of the engine.)
(ii) All critical emission-related scheduled maintenance must have a reasonable likelihood of being performed in-use. The manufacturer shall be required to show the reasonable likelihood of such maintenance being performed in-use, and such showing shall be made prior to the performance of the maintenance on the durability data vehicle. Critical emission-related scheduled maintenance items which satisfy one of the conditions defined in paragraphs (b)(6)(ii) (A) through (F) of this section will be accepted as having a reasonable likelihood of the maintenance item being performed in-use.
(A) Data are presented which establish for the Administrator a connection between emissions and vehicle performance such that as emissions increase due to lack of maintenance, vehicle performance will simultaneously deteriorate to a point unacceptable for typical driving.
(B) Survey data are submitted which adequately demonstrate to the Administrator that, at an 80 percent confidence level, 80 percent of such engines already have this critical maintenance item performed in-use at the recommended interval(s).
(C) A clearly displayed visible signal system approved by the Administrator is installed to alert the vehicle driver that maintenance is due. A signal bearing the message “maintenance needed” or “check engine”, or a similar message approved by the Administrator, shall be actuated at the appropriate mileage point or by component failure. This signal must be continuous while the engine is in operation and not be easily eliminated without performance of the required maintenance. Resetting the signal shall be a required step in the maintenance operation. The method for resetting the signal system shall be approved by the Administrator. For HDEs, the system must not be designed to deactivate upon the end of the useful life of the engine or thereafter.
(D) A manufacturer may desire to demonstrate through a survey that a critical maintenance item is likely to be performed without a visible signal on a maintenance item for which there is no prior in-use experience without the signal. To that end, the manufacturer may in a given model year market up to 200 randomly selected vehicles per critical emission-related maintenance item without such visible signals, and monitor the performance of the critical maintenance item by the owners to show compliance with paragraph (b)(6)(ii)(B) of this section. This option is restricted to two consecutive model years and may not be repeated until any previous survey has been completed. If the critical maintenance involves more than one engine family, the sample will be sales weighted to ensure that it is representative of all the families in question.
(E) The manufacturer provides the maintenance free of charge, and clearly informs the customer that the maintenance is free in the instructions provided under § 86.087-38.
(F) Any other method which the Administrator approves as establishing a reasonable likelihood that the critical maintenance will be performed in-use.
(iii) Visible signal systems used under paragraph (b)(6)(ii)(C) of this section are considered an element of design of the emission control system. Therefore, disabling, resetting, or otherwise rendering such signals inoperative without also performing the indicated maintenance procedure is a prohibited act under section 203(a)(3) of the Clean Air Act (42 U.S.C. 7522(a)(3)).
(b)(7) through (h) [Reserved]. For guidance see § 86.094-25.
Section 86.004-28 includes text that specifies requirements that differ from § 86.094-28, § 86.098-28, § 86.000-28 or § 86.001-28. Where a paragraph in § 86.094-28, § 86.098-28, § 86.000-28 or § 86.001-28 is identical and applicable to § 86.004-28, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-28.” or “[Reserved]. For guidance see § 86.098-28.” or “[Reserved]. For guidance see § 86.000-28.” or “[Reserved]. For guidance see § 86.001-28.”
(a)(1) through (a)(2) [Reserved. For guidance see § 86.000-28.
(a)(3) [Reserved]. For guidance see § 86.094-28.
(a)(4) introductory text [Reserved]. For guidance see § 86.098-28.
(a)(4)(i) [Reserved]. For guidance see § 86.000-28.
(a)(4)(i)(A) through (a)(4)(i)(B)(
(a)(4)(i)(B)(
(a)(4)(i)(B)(
(a)(4)(i)(C) through (a)(4)(i)(D)(
(a)(4)(ii)(A)(
(a)(4)(ii)(B) through (a)(4)(ii)(C) [Reserved]. For guidance see § 86.098-28.
(a)(4)(iii) [Reserved]. For guidance see § 86.000-28.
(a)(4)(iv) [Reserved]. For guidance see § 86.094-28.
(a)(4)(v) [Reserved]. For guidance see § 86.098-28.
(a)(5) through (a)(6) [Reserved]. For guidance see § 86.094-28.
(a)(7) introductory text [Reserved]. For guidance see § 86.098-28.
(a)(7)(i) [Reserved]. For guidance see § 86.000-28.
(a)(7)(ii) [Reserved]. For guidance see § 86.094-28.
(b)(1) This paragraph (b) applies to light-duty trucks.
(2) Each exhaust, evaporative and refueling emission standard (and family emission limits, as appropriate) of § 86.004-9 applies to the emissions of vehicles for the appropriate useful life as defined in §§ 86.098-2 and 86.004-9.
(b)(3) through (b)(4)(i) [Reserved]. For guidance see § 86.094-28.
(b)(4)(ii) through (b)(6) [Reserved]. For guidance see § 86.000-28.
(b)(7)(i) through (b)(9) [Reserved]. For guidance see § 86.001-28.
(c)(1) Paragraph (c) of this section applies to heavy-duty engines.
(2) The applicable exhaust emission standards (or family emission limits, as appropriate) for Otto-cycle engines and for diesel-cycle engines apply to
(3) Since emission control efficiency generally decreases with the accumulation of service on the engine, deterioration factors will be used in combination with emission data engine test results as the basis for determining compliance with the standards.
(4)(i) Paragraph (c)(4) of this section describes the procedure for determining compliance of an engine with emission standards (or family emission limits, as appropriate), based on deterioration factors supplied by the manufacturer. Deterioration factors shall be established using applicable emissions test procedures. NO
(ii) Separate exhaust emission deterioration factors, determined from tests of engines, subsystems, or components conducted by the manufacturer, shall be supplied for each engine-system combination. For Otto-cycle engines, separate factors shall be established for transient NMHC (NMHCE), CO, NO
(iii)(A) Paragraphs (c)(4)(iii)(A) (
(
(
(B) Paragraph (c)(4)(iii)(B) of this section applies to diesel-cycle HDEs.
(
(
(
(iv) The emission values to compare with the standards (or family emission limits, as appropriate) shall be the adjusted emission values of paragraph (c)(4)(iii) of this section, rounded to the same number of significant figures as contained in the applicable standard in accordance with ASTM E 29-93a (as referenced in § 86.094-28 (a)(4)(i)(B)(2)(ii)), for each emission data engine.
(
(
(
(i) THC may be used in lieu of NMHC for the standards set forth in § 86.004-11.
(ii) The manufacturer may choose its own method to analyze methane with prior approval of the Administrator.
(iii) The manufacturer may assume that two percent of the measured THC is methane (NMHC =0.98 × THC).
(d)(1) Paragraph (d) of this section applies to heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines.
(2) The applicable evaporative emission standards in this subpart apply to the emissions of vehicles for their useful life.
(3)(i) For vehicles with a GVWR of up to 26,000 pounds, because it is expected that emission control efficiency will change during the useful life of the vehicle, an evaporative emission deterioration factor shall be determined from the testing described in § 86.098-23(b)(3) for each evaporative emission family-evaporative emission control system combination to indicate the evaporative emission control system deterioration during the useful life of the vehicle (minimum 50,000 miles). The factor shall be established to a minimum of two places to the right of the decimal.
(ii) For vehicles with a GVWR of greater than 26,000 pounds, because it is expected that emission control efficiency will change during the useful life of the vehicle, each manufacturer's statement as required in § 86.098-23(b)(4)(ii) shall include, in accordance with good engineering practice, consideration of control system deterioration.
(4) The evaporative emission test results, if any, shall be adjusted by the addition of the appropriate deterioration factor, provided that if the deterioration factor as computed in paragraph (d)(3) of this section is less than zero, that deterioration factor shall be zero for the purposes of this paragraph.
(5) The emission level to compare with the standard shall be the adjusted emission level of paragraph (d)(4) of this section. Before any emission value is compared with the standard, it shall be rounded, in accordance with ASTM E 29-93a (as referenced in § 86.094-28 (a)(4)(i)(B)(2)(ii)), to two significant figures. The rounded emission values may not exceed the standard.
(6) Every test vehicle of an evaporative emission family must comply with the evaporative emission standard, as determined in paragraph (d)(5) of this section, before any vehicle in that family may be certified.
(e) [Reserved]
(f) through (g)(3) through [Reserved]. For guidance see § 86.001-28.
(g)(4) Vehicles certified to the refueling emission standard under this provision shall not be counted in the sales percentage compliance determinations for the 2004, 2005 and subsequent model years.
(h) [Reserved]. For guidance see § 86.001-28.
At 61 FR 54890, Oct. 22, 1996, § 86.004-28 was revised. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
Section 86.004-30 includes text that specifies requirements that differ from §§ 86.094-30, 86.095-30, 86.096-30, 86.098-30 or 86.001-30. Where a paragraph in
(a)(1) and (a)(2) [Reserved]. For guidance see § 86.094-30.
(a)(3)(i) One such certificate will be issued for each engine family. For gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks, and petroleum-fueled diesel cycle light-duty vehicles and light-duty trucks not certified under § 86.098-28(g), one such certificate will be issued for each engine family-evaporative/refueling emission family combination. Each certificate will certify compliance with no more than one set of in-use and certification standards (or family emission limits, as appropriate).
(ii) For gasoline-fueled and methanol fueled heavy-duty vehicles, one such certificate will be issued for each manufacturer and will certify compliance for those vehicles previously identified in that manufacturer's statement(s) of compliance as required in § 86.098-23(b)(4) (i) and (ii).
(iii) For diesel light-duty vehicles and light-duty trucks, or diesel HDEs, included in the applicable particulate averaging program, the manufacturer may at any time during production elect to change the level of any family particulate emission limit by demonstrating compliance with the new limit as described in § 86.094-28(a)(6), § 86.094-28(b)(5)(i), or § 86.004-28(c)(5)(i). New certificates issued under this paragraph will be applicable only for vehicles (or engines) produced subsequent to the date of issuance.
(iv) For light-duty trucks or HDEs included in the applicable NO
(4)(i) For exempt light-duty vehicles and light-duty trucks under the provisions of § 86.094-8(j) or § 86.094-9(j), an adjustment or modification performed in accordance with instructions provided by the manufacturer for the altitude where the vehicle is principally used will not be considered a violation of section 203(a)(3) of the Clean Air Act (42 U.S.C. 7522(a)(3)).
(ii) A violation of section 203(a)(1) of the Clean Air Act (42 U.S.C. 7522(a)(1)) occurs when a manufacturer sells or delivers to an ultimate purchaser any light-duty vehicle or light-duty truck, subject to the regulations under the Act, under any of the conditions specified in paragraph (a)(4)(ii) of this section.
(A) When a light-duty vehicle or light-duty truck is exempted from meeting high-altitude requirements as provided in § 86.090-8(h) or § 86.094-9(h):
(
(
(B) When a light-duty vehicle or light-duty truck is exempted from meeting low-altitude requirements as provided in § 86.094-8(i) or § 86.094-9(i):
(
(
(a)(4)(iii) introductory text through (a)(4)(iii)(C) [Reserved]. For guidance see § 86.094-30.
(a)(4)(iv) introductory text [Reserved]. For guidance see § 86.095-30.
(a)(4)(iv)(A) through (a)(9) [Reserved]. For guidance see § 86.094-30.
(10)(i) For diesel-cycle light-duty vehicle and diesel-cycle light-duty truck families which are included in a particulate averaging program, the manufacturer's production-weighted average of the particulate emission limits of all engine families in a participating class or classes shall not exceed the applicable diesel-cycle particulate standard, or the composite particulate standard defined in § 86.090-2 as appropriate, at the end of the model year, as determined in accordance with this part. The certificate shall be void ab initio for those vehicles causing the production-weighted FEL to exceed the particulate standard.
(ii) For all heavy-duty diesel-cycle engines which are included in the particulate ABT programs under § 86.098-15 or superseding ABT sections as applicable, the provisions of paragraphs (a)(10)(ii) (A) through (C) of this section apply.
(A) All certificates issued are conditional upon the manufacturer complying with the provisions of § 86.098-15 or superseding ABT sections as applicable and the ABT related provisions of other applicable sections, both during and after the model year production.
(B) Failure to comply with all provisions of § 86.098-15 or superseding ABT sections as applicable will be considered to be a failure to satisfy the conditions upon which the certificate was issued, and the certificate may be deemed void ab initio.
(C) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied or excused.
(11)(i) For light-duty truck families which are included in a NO
(ii) For all HDEs which are included in the NO
(A) All certificates issued are conditional upon the manufacturer complying with the provisions of § 86.098-15 or superseding ABT sections as applicable and the ABT related provisions of other applicable sections, both during and after the model year production.
(B) Failure to comply with all provisions of § 86.098-15 or superseding ABT sections as applicable will be considered to be a failure to satisfy the conditions upon which the certificate was issued, and the certificate may be deemed void ab initio.
(C) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied or excused.
(a)(12) [Reserved]. For guidance see § 86.094-30.
(a)(13) [Reserved]. For guidance see § 86.095-30.
(a)(14) [Reserved]. For guidance see § 86.094-30.
(a) (15) through (18) [Reserved]. For guidance see § 86.096-30.
(a)(19) [Reserved]. For guidance see § 86.098-30.
(a)(20) [Reserved]. For guidance see § 86.001-30.
(a)(21) For all light-duty trucks certified to refueling emission standards under § 86.004-9, the provisions of paragraphs (a)(21) (i) through (iii) of this section apply.
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of § 86.004-9 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in § 86.004-9 will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the individual vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(b)(1) introductory text through (b)(1)(ii)(A) [Reserved]. For guidance see § 86.094-30.
(b)(1)(ii)(B) The emission data vehicle(s) selected under § 86.001-24(b)(vii) (A) and (B) shall represent all vehicles of the same evaporative/refueling control system within the evaporative/refueling family.
(b)(1)(ii)(C) [Reserved]. For guidance see § 86.094-30.
(b)(1)(ii)(D) The emission-data vehicle(s) selected under § 86.098-24(b)(1)(viii) shall represent all vehicles of the same evaporative/refueling control system within the evaporative/refueling emission family, as applicable.
(b)(1)(iii) and (b)(1)(iv) [Reserved]. For guidance see § 86.094-30.
(b)(2) [Reserved]. For guidance see § 86.098-30.
(b)(3) through (b)(4)(i) [Reserved]. For guidance see § 86.094-30.
(b)(4)(ii) introductory text [Reserved]. For guidance see § 86.098-30.
(b)(4)(ii)(A) [Reserved]. For guidance see § 86.094-30.
(b)(4)(ii)(B) through (b)(4)(iv) [Reserved]. For guidance see § 86.098-30.
(b)(5) through (e) [Reserved]. For guidance see § 86.094-30.
(f) introductory text through (f)(3) [Reserved]. For guidance see § 86.095-30.
(f)(4) [Reserved]. For guidance see § 86.098-30.
Section 86.004-38 includes text that specifies requirements that differ from § 86.094-38. Where a paragraph in § 86.094-38 is identical and applicable to § 86.004-38 this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-38.”.
(a) The manufacturer shall furnish or cause to be furnished to the purchaser of each new motor vehicle (or motor vehicle engine) subject to the standards prescribed in § 86.099-8, § 86.004-9, § 86.004-10, or § 86.004-11, as applicable, written instructions for the proper maintenance and use of the vehicle (or engine), by the purchaser consistent with the provisions of § 86.004-25, which establishes what scheduled maintenance the Administrator approves as being reasonable and necessary.
(1) The maintenance instructions required by this section shall be in clear, and to the extent practicable, nontechnical language.
(2) The maintenance instructions required by this section shall contain a general description of the documentation which the manufacturer will require from the ultimate purchaser or any subsequent purchaser as evidence of compliance with the instructions.
(b) Instructions provided to purchasers under paragraph (a) of this section shall specify the performance of all scheduled maintenance performed by the manufacturer on certification durability vehicles and, in cases where the manufacturer performs less maintenance on certification durability vehicles than the allowed limit, may specify the performance of any scheduled maintenance allowed under § 86.004-25.
(c) Scheduled emission-related maintenance in addition to that performed under § 86.004-25(b) may only be recommended to offset the effects of abnormal in-use operating conditions, except as provided in paragraph (d) of this section. The manufacturer shall be required to demonstrate, subject to the approval of the Administrator, that such maintenance is reasonable and technologically necessary to assure the proper functioning of the emission control system. Such additional recommended maintenance shall be clearly differentiated, in a form approved by the Administrator, from that approved under § 86.004-25(b).
(d) Inspections of emission-related parts or systems with instructions to replace, repair, clean, or adjust the parts or systems if necessary, are not considered to be items of scheduled maintenance which insure the proper functioning of the emission control system. Such inspections, and any recommended maintenance beyond that approved by the Administrator as reasonable and necessary under paragraphs (a), (b), and (c) of this section,
(e) The manufacturer may choose to include in such instructions an explanation of any distinction between the useful life specified on the label, and the emissions defect and emissions performance warranty period. The explanation must clearly state that the useful life period specified on the label represents the average period of use up to retirement or rebuild for the engine family represented by the engine used in the vehicle. An explanation of how the actual useful lives of engines used in various applications are expected to differ from the average useful life may be included. The explanation(s) shall be in clear, non-technical language that is understandable to the ultimate purchaser.
(f) If approved by the Administrator, the instructions provided to purchasers under paragraph (a) of this section shall indicate what adjustments or modifications, if any, are necessary to allow the vehicle to meet applicable emission standards at elevations above 4,000 feet, or at elevations of 4,000 feet or less.
(g) [Reserved]. For guidance see § 86.094-38.
(h) The manufacturer shall furnish or cause to be furnished to the purchaser of each new motor engine subject to the standards prescribed in § 86.004-10 or § 86.004-11, as applicable, the following:
(1) Instructions for all maintenance needed after the end of the useful life of the engine for critical emissions-related components as provided in § 86.004-25(b), including recommended practices for diagnosis, cleaning, adjustment, repair, and replacement of the component (or a statement that such component is maintenance free for the life of the engine) and instructions for accessing and responding to any emissions-related diagnostic codes that may be stored in on-board monitoring systems;
(2) A copy of the engine rebuild provisions contained in § 86.004-40.
The provisions of this section are applicable to engines subject to the standards prescribed in § 86.004-10 or § 86.004-11 and are applicable to the process of engine rebuilding (or rebuilding a portion of an engine or engine system). The process of engine rebuilding generally includes disassembly, replacement of multiple parts due to wear, and reassembly, and also may include the removal of the engine from the vehicle and other acts associated with rebuilding an engine. Any deviation from the provisions contained in this section is a prohibited act under section 203(a)(3) of the Clean Air Act (42 U.S.C. 7522(a)(3)).
(a) When rebuilding an engine, portions of an engine, or an engine system, there must be a reasonable technical basis for knowing that the resultant engine is equivalent, from an emissions standpoint, to a certified configuration (i.e., tolerances, calibrations, specifications) and the model year(s) of the resulting engine configuration must be identified. A reasonable basis would exist if:
(1) Parts installed, whether the parts are new, used, or rebuilt, are such that a person familiar with the design and function of motor vehicle engines would reasonably believe that the parts perform the same function with respect to emissions control as the original parts; and
(2) Any parameter adjustment or design element change is made only:
(i) In accordance with the original engine manufacturer's instructions; or
(ii) Where data or other reasonable technical basis exists that such parameter adjustment or design element change, when performed on the engine or similar engines, is not expected to adversely affect in-use emissions.
(b) When an engine is being rebuilt and remains installed or is reinstalled in the same vehicle, it must be rebuilt to a configuration of the same or later model year as the original engine.
(c) At time of rebuild, emissions-related codes or signals from on-board monitoring systems may not be erased or reset without diagnosing and responding appropriately to the diagnostic codes, regardless of whether the systems are installed to satisfy requirements in § 86.004-25 or for other reasons and regardless of form or interface. Diagnostic systems must be free of all such codes when the rebuilt engine is returned to service. Such signals may not be rendered inoperative during the rebuilding process.
(d) When conducting a rebuild without removing the engine from the vehicle, or during the installation of a rebuilt engine, all critical emissions-related components listed in § 86.004-25(b) not otherwise addressed by paragraphs (a) through (c) of this section must be checked and cleaned, adjusted, repaired, or replaced as necessary, following manufacturer recommended practices.
(e) Records shall be kept by parties conducting activities included in paragraphs (a) through (d) of this section. The records shall include at minimum the mileage and/or hours at time of rebuild, a listing of work performed on the engine and emissions-related control components including a listing of parts and components used, engine parameter adjustments, emissions-related codes or signals responded to and reset, and work performed under paragraph (d) of this section.
(1) Parties may keep records in whatever format or system they choose as long as the records are understandable to an EPA enforcement officer or can be otherwise provided to an EPA enforcement officer in an understandable format when requested.
(2) Parties are not required to keep records of information that is not reasonably available through normal business practices including information on activities not conducted by themselves or information that they cannot reasonably access.
(3) Parties may keep records of their rebuilding practices for an engine family rather than on each individual engine rebuilt in cases where those rebuild practices are followed routinely.
(4) Records must be kept for a minimum of two years after the engine is rebuilt.
(a) The abbreviations in this section apply to this subpart and also to subparts B, D, H, I, J, N, O and P of this part and have the following meanings:
(a)(1) After granting a request for a hearing under § 86.084-22, § 86.084-30(b), or § 86.084-30(c), the Administrator shall designate a Presiding Officer for the hearing.
(2) The General Counsel will represent the Environmental Protection Agency in any hearing under this section.
(3) If a time and place for the hearing have not been fixed by the Administrator under § 86.084.22, § 86.084-30(b), or § 86.084-30(c), the hearing shall be held as soon as practicable at a time and place fixed by the Administrator or by the Presiding Officer.
(4) In the case of any hearing requested pursuant to § 86.078-30(c)(5)(i), the Administrator may in his discretion direct that all argument and presentation of evidence be concluded within such fixed period not less than 30 days as he may establish from the date that the first written offer of a hearing is made to the manufacturer. To expedite proceedings, the Administrator may direct that the decision of the Presiding Officer (who may, but need not be the Administrator himself) shall be the final EPA decision.
(b)(1) Upon his appointment pursuant to paragraph (a) of this section, the Presiding Officer will establish a hearing file. The file shall consist of the notice issued by the Administrator under § 86.084-22, § 86.084-30(b), or § 86.084-30(c) together with any accompanying material, the request for a hearing and the supporting data submitted therewith, and all documents relating to the request for certification and all documents submitted therewith, and correspondence and other data material to the hearing.
(2) The hearing file will be available for inspection by the applicant at the office of the Presiding Officer.
(c) An applicant may appear in person, or may be represented by counsel or by any other duly authorized representative.
(d)(1) The Presiding Officer upon the request of any party, or in his discretion, may arrange for a prehearing conference at a time and place specified by him to consider the following:
(i) Simplification of the issues;
(ii) Stipulations, admissions of fact, and the introduction of documents;
(iii) Limitation of the number of expert witnesses;
(iv) Possibility of agreement disposing of all or any of the issues in dispute;
(v) Such other matters as may aid in the disposition of the hearing, including such additional tests as may be agreed upon by the parties.
(2) The results of the conference shall be reduced to writing by the Presiding Officer and made part of the record.
(e)(1) Hearings shall be conducted by the Presiding Officer in an informal
(2) Witnesses will not be required to testify under oath. However, the Presiding Officer shall call to the attention of witnesses that their statements may be subject to the provisions of title 18 U.S.C. 1001 which imposes penalties for knowingly making false statements or representations, or using false documents in any matter within the jurisdiction of any department or agency of the United States.
(3) Any witness may be examined or cross-examined by the Presiding Officer, the parties, or their representatives.
(4) Hearings shall be reported verbatim. Copies of transcripts of proceedings may be purchased by the applicant from the reporter.
(5) All written statements, charts, tabulations, and similar data offered in evidence at the hearings shall, upon a showing satisfactory to the Presiding Officer of their authenticity, relevancy, and materiality, be received in evidence and shall constitute a part of the record.
(6) Oral argument may be permitted in the discretion of the Presiding Officer and shall be reported as part of the record unless otherwise ordered by him.
(f)(1) The Presiding Officer shall make an initial decision which shall include written findings and conclusions and the reasons or basis therefor on all the material issues of fact, law, or discretion presented on the record. The findings, conclusions, and written decision shall be provided to the parties and made a part of the record. The initial decision shall become the decision of the Administrator without further proceedings unless there is an appeal to the Administrator or motion for review by the Administrator within 20 days of the date the initial decision was filed.
(2) On appeal from or review of the initial decision the Administrator shall have all the powers which he would have in making the initial decision including the discretion to require or allow briefs, oral argument, the taking of additional evidence or the remanding to the Presiding Officer for additional proceedings. The decision by the Administrator shall include written findings and conclusions and the reasons or basis therefor on all the material issues of fact, law, or discretion presented on the appeal or considered in the review.
Where possible a manufacturer should include in a single application for certification all vehicles (or engines) for which certification is required. A manufacturer may, however, choose to apply separately for certification of part of his product line. The selection of test vehicles (or test engines) and the computation of test results will be determined separately for each application.
(a) If a manufacturer proposes to add to his product line a vehicle (or engine) of the same engine-system combination as vehicles (or engines) previously certified but which was not described in the application for certification when the test vehicle(s) (or test engine(s)) representing other vehicles (or engines) of that combination was certified, he shall notify the Administrator. Such notification shall be in advance of the addition unless the manufacturer elects to follow the procedure described in § 86.079-34. This notification shall include a full description of the vehicle (or engine) to be added.
(b) The Administrator may require the manufacturer to perform such tests on the test vehicle(s) (or test engine(s)) representing the vehicle (or engine) to be added which would have been required if the vehicle (or engine) had been included in the original application for certification.
(c) If, after a review of the test reports and data submitted by the manufacturer, and data derived from any testing conducted under § 86.079-29, the Administrator determines that the test vehicle(s) or test engine(s) meets all
(a) The manufacturer shall notify the Administrator of any change in production vehicles (or production engines) in respect to any of the parameters listed in § 86.079-24(a)(3), § 86.079-24(b)(1)(iii), § 86.079-24(b)(2) (iii) or § 86.079-24(b)(3)(iii) as applicable, giving a full description of the change. Such notification shall be in advance of the change unless the manufacturer elects to follow the procedure described in § 86.079-34.
(b) Based upon the description of the change, and data derived from such testing as the Administrator may require or conduct. The Administrator will determine whether the vehicle (or engine), as modified, would still be covered by the certificate of conformity then in effect.
(c) If the Administrator determines that the outstanding certificate would cover the modified vehicles (or engines) he will notify the manufacturer in writing. Except as provided in § 86.079-34 the change may not be put into effect prior to the manufacturer's receiving this notification. If the Administrator determines that the modified vehicles (or engines) would not be covered by the certificate then in effect, the modified vehicles (or engines) shall be treated as additions to the product line subject to § 86.079-32.
(a) Upon request of the Administrator, the manufacturer of any light-duty vehicle or light-duty truck covered by a certificate of conformity shall, within 30 days, identify by vehicle identification number, the vehicle(s) covered by the certificate of conformity.
(b) The manufacturer of any light-duty vehicle or light-duty truck covered by a certificate of conformity shall provide to the Administrator, within 60 days of the issuance of a certificate of conformity, an explanation of the elements in any vehicle identification coding system in sufficient detail to enable the Administrator to identify those vehicles which are covered by a certificate of conformity.
(a) The manufacturer shall provide to the Administrator, no later than the time of the submission required by § 86.079-23, a copy of the maintenance instructions which the manufacturer proposes to supply to the ultimate purchaser in accordance with § 86.079-38(a). The Administrator will review such instructions to determine whether they are reasonable and necessary to assure the proper functioning of the vehicle's (or engine's) emission control systems. The Administrator will notify the manufacturer of his determination whether such instructions are reasonable and necessary to assure the proper functioning of the emission control systems.
(b) Any revision to the maintenance instructions which will affect emissions shall be supplied to the Administrator at least 30 days before being supplied to the ultimate purchaser unless the Administrator consents to a lesser period of time.
(a)(1) The Administrator will determine which of the following certification procedures (paragraph (a)(3) or (a)(4) of this section) may be used to demonstrate compliance for each heavy-duty engine, light-duty vehicle, and light-duty truck engine family for which certification is sought.
(2) The families selected for the procedure described in paragraph (a)(3) of this section will be subject to this procedure at the option of the manufacturer.
(3) The following provisions apply to those heavy-duty engine, light-duty vehicle, and light-duty truck engine families which the Administrator has specified may be subject to the abbreviated certification review procedure.
(i) The manufacturer shall satisfy all applicable requirements of part 86 necessary to demonstrate compliance with the applicable standards for each class of new motor vehicles or new motor vehicle engines for which certification is sought.
(ii) As specifically allowed by the Administrator, the manufacturer shall assume the responsibility for part or all of the decisions applicable to the family for which certification is sought and which are within the jurisdiction of the Administrator, with the exception that the Administrator will determine whether a test vehicle, or test engine, has met the applicable emission standards.
(iii) The manufacturer shall maintain, update, and correct all records and information required.
(iv) The Administrator may review a manufacturer's records at any time. At the Administrator's discretion, this review may take place either at the manufacturer's facility or at another facility designated by the Administrator.
(v) At the Administrator's request, the manufacturer shall notify the Administrator of the status of the certification program including projected schedules of those significant accomplishments specified by the Administrator.
(vi) The manufacturer shall permit the Administrator to inspect any facilities, records, and vehicles from which data are obtained under the abbreviated certification review procedure.
(vii) Upon completing all applicable requirements of part 86, the manufacturer shall submit a separate application for a certificate of conformity for each set of standards and each class of new motor vehicles or new motor vehicle engines for which certification is sought. Such application shall be made in writing to the Administrator by the manufacturer.
(A) The Administrator may approve or disapprove, in whole or in part, an application for certification according to the procedures specified in § 86.080-22(b).
(B) If, after a review of the application for certification, test reports and data submitted by the manufacturer, data obtained during an inspection, and any other pertinent data or information, the Administrator determines that a test vehicle(s) or test engine(s) has not met the requirements of the Act and the applicable subpart, he will notify the manufacturer in writing and set forth the reason(s) for the determination as specified in § 86.080-22(c).
(4) Those families which are to be subjected to the complete EPA review procedure will follow the procedures specified in this subpart with the exception of § 86.080-12(a)(3).
(b) The manufacturer may request that an engine family be subject to the abbreviated certification review procedure.
(c) The Administrator may require that an engine family previously allowed to be subject to the abbreviated certification review procedure be transferred to the complete review procedure.
(a) The definitions of this section apply to this subpart and also to subparts B, D, I, and R of this part.
(b) As used in this subpart, all terms not defined herein shall have the meaning given them in the Act:
(1) Designed primarily for purposes of transportation of property or is a derivation of such a vehicle, or
(2) Designed primarily for transportation of persons and has a capacity of more than 12 persons, or
(3) Available with special features enabling off-street or off-highway operation and use.
(1) For light-duty vehicles and light-duty trucks a period of use of 5 years or 50,000 miles, whichever first occurs.
(2) For gasoline-fueled heavy-duty engines a period of use of 5 years or 50,000 miles of vehicle operation or 1,500 hours of engine operation (or an equivalent period of 1,500 hours of dynamometer operation), whichever first occurs.
(3) For diesel heavy-duty engines a period of use of 5 years or 100,000 miles of vehicle operation or 3,000 hours of engine operation (or an equivalent period of 1,000 hours of dynamometer operation), whichever first occurs.
(a) A manufacturer may, in lieu of notifying the Administrator in advance of an addition of a vehicle (or engine) under § 86.079-32 or a change in a vehicle (or engine) under § 86.079-33, notify the Administrator concurrently with making an addition of a vehicle or a change in a vehicle, if the manufacturer determines that following the change all vehicles (or engines) effected by the addition or change will still meet the applicable emission standards. Such notification shall include a full description of the addition or change and any supporting documentation the manufacturer may desire to include to support the manufacturer's determination. The manufacturer's determination that the addition or change does not cause noncompliance shall be based on an engineering evaluation of the addition or change and/or testing.
(b) The Administrator may require that additional emission testing be performed to support the manufacturers original determination submitted in paragraph (a) of this section. If additional testing is required the Administrator shall proceed as in § 86.079-32 (b) and (c) or § 86.079-33 (b) and (c) as appropriate. Additional test data, if requested, must be provided within 30 days of the request or the manufacturer must rescind the addition or change immediately. The Administrator may grant additional time to
(c) Election to produce vehicles (or engines) under this section will be deemed to be a consent to recall all vehicles (or engines) which the Administrator determines under § 86.079-32(c) do not meet applicable standards, and to cause such nonconformity to be remedied at no expense to the owner.
The definitions in § 86.082-2 remain effective. The definitions listed in this section apply beginning with the 1984 model year.
(1) For manual transmission code light-duty trucks, the engine speed with the transmission in neutral or with the clutch disengaged and with the air conditioning system, if present, turned off. For automatic transmission code light-duty trucks, curb-idle means the engine speed with the automatic transmission in the Park position (or Neutral position if there is no Park position), and with the air conditioning system, if present, turned off.
(2) For manual transmission code heavy-duty engines, the manufacturer's recommended engine speed with the clutch disengaged. For automatic transmission code heavy-duty engines, curb idle means the manufacturer's recommended engine speed with the automatic transmission in gear and the output shaft stalled. (Measured idle speed may be used in lieu of curb-idle speed for the emission tests when the difference between measured idle speed and curb idle speed is sufficient to cause a void test under either § 86.1341 or § 86.884-7 but not sufficient to permit adjustment in accordance with § 86.085-25.)
(1) That has 4-wheel drive; and
(2) That has at least four of the following characteristics calculated when the automobile is at curb weight, on a level surface, with the front wheels parallel to the vehicle's longitudinal centerline, and the tires inflated to the manufacturer's recommended pressure;
(i) Approach angle of not less than 28 degrees.
(ii) Breakover angle of not less than 14 degrees.
(iii) Departure angle of not less than 20 degrees.
(iv) Running clearance of not less than 8 inches.
(v) Front and rear axle clearances of not less than 7 inches each.
(a) For light-duty vehicles a period of use of 5 years or 50,000 miles, whichever first occurs.
(b)(1) For a light-duty truck engine family or heavy-duty engine family, the average period of use up to engine retirement or rebuild, whichever occurs first, as determined by the manufacturer under § 86.084-21(b)(4)(ii)(B).
(2) For a specific light-duty truck or heavy-duty engine, the period of use represented by the first occurring of the following:
(i) The engine reaches the point of needing to be rebuilt, according to the criteria established by the manufacturer under § 86.084-21(b)(4)(ii)(C), or
(ii) The engine reaches its engine family's useful life.
(3) If the useful life of a specific light-duty truck or heavy-duty engine is found to be less than 5 years or 50,000 miles (or the equivalent), the useful life shall be a period of use of 5 years or 50,000 miles (or the equivalent), whichever occurs first, as required by section 202(d)(2) of the Act.
(4) For purpose of identification this option shall be known as the average useful-life period.
(c)(1) As an option for a light-duty truck engine family, a period of use of 12 years or 130,000 miles, whichever occurs first.
(2) As an option for a gasoline heavy-duty engine family, a period of use of 10 years or 120,000 miles, whichever occurs first.
(3) As an option for a diesel heavy-duty engine family, a period of use of 10 years or 120,000 miles, whichever occurs first, for engines certified for use in vehicles of less than 19,500 pounds GVWR; a period of use of 10 years or 200,000 miles, whichever occurs first, for engines certified for use in vehicles of 19,501-26,000 pounds GVWR; or, a period of use of 10 years or 275,000 miles, whichever occurs first, for engines certified for use in vehicles whose GVWR exceeds 26,000 pounds.
(4) As an option for both light-duty truck and heavy-duty engine families, an alternate full-life value assigned by the Administrator under § 86.084-21(b)(4)(ii)(B)(
(5) For purpose of identification these options shall be known as the assigned useful-life period options.
(6) For those light-duty truck and heavy-duty engine families using the assigned useful-life period options, the warranty period for emissions defect warranty and emissions performance warranty shall be 5 years/50,000 miles for light-duty trucks, 5 years/50,000 miles for gasoline heavy-duty engines and for diesel heavy-duty engines certified for use in vehicle of less than 19,501 lbs. GVWR, and 5 years/100,000 miles for all other diesel heavy-duty engines. However, in no case may this period be less than the basic mechanical warranty period.
(7) The assigned useful-life period options, as detailed in paragraphs (c)(1)
(d)(1) As an option for the 1984 model year and for the 1984 model year only, the useful life of light-duty trucks and heavy-duty engine families may be defined as prescribed in § 86.077-2.
(2) For purpose of identification this option shall be known as the half-life useful-life option.
(a)
Section 86.077-6 applies to the 1977 and subsequent model years until superseded. If a § 86.080-6 is promulgated it would take effect with the 1980 model year; § 86.077-6 would not apply after the 1979 model year. Section 86.077-10 would be replaced by § 86.078-10 beginning with the 1978 model year.
(2) Where a section still in effect references a section that has been superseded, the reference shall be interpreted to mean the superseding section.
(b) A section reference without a model year suffix refers to the section applicable for the appropriate model year.
(c)
(a) [Reserved]
(b)
(2) If the Administrator determines that the reporting and recordkeeping requirements should be retained she/he will also at that time establish the subsequent date of expiration, which will not be later than December 31, 1993.
(a) The provisions of this subpart apply to 1985 and later model year new gasoline-fueled and diesel light-duty vehicles, 1985 and later model year new gasoline-fueled and diesel light-duty trucks, and 1985 and later model year new gasoline-fueled and diesel heavy-duty engines.
(b)
(c) [Reserved]
(d)
(e)
(f)
(2) Measurement procedures, other than that described in subpart I, may be used by the manufacturer provided the manufacturer satisfies the requirements of § 86.085-23(f).
(3) When a manufacturer chooses to use an alternative measurement procedure it has the responsibility to determine whether the results obtained by the procedure will correlate with the results which would be obtained from the measurement procedure in subpart I. Consequently, the Administrator will not routinely approve or disapprove any alternative opacity measurement procedure or any associated correlation data which the manufacturer elects to use to satisfy the data requirements of subpart I.
(4) If a confirmatory test(s) is performed and the results indicate there is a systematic problem suggesting that the data generated under an optional alternative measurement procedure do not adequately correlate with subpart I data, EPA may require that all certificates of conformity not already issued be based on data from subpart I procedures.
The definitions of § 86.084-2 remain effective. The definitions listed in this section apply beginning with the 1985 model year.
(a) The primary service application group for which a heavy-duty diesel engine in designed and marketed, as determined by the manufacturer. The primary intended service classes are designated as light, medium, and heavy heavy-duty diesel engines. The determination is based on factors such as vehicle GVW, vehicle usage and operating patterns, other vehicle design characteristics, engine horsepower, and other engine design and operating characteristics.
(1) Light heavy-duty diesel engines usually are non-sleeved and not designed for rebuild; their rated horsepower generally ranges from 70 to 170. Vehicle body types in this group might include any heavy-duty vehicle built for a light-duty truck chassis, van trucks, multi-stop vans, recreational vehicles, and some single axle straight trucks. Typical applications would include personal transportation, light-load commercial hauling and delivery, passenger service, agriculture, and construction. The GVWR of these vehicles is normally less than 19,500 lbs.
(2) Medium heavy-duty diesel engines may be sleeved or non-sleeved and may be designed for rebuild. Rated horsepower generally ranges from 170 to 250. Vehicle body types in this group would typically include school buses, tandem axle straight trucks, city tractors, and a variety of special purpose vehicles such as small dump trucks, and trash compactor trucks. Typical applications would include commercial short haul and intra-city delivery and pickup. Engines in this group are normally used in vehicles whose GVWR varies from 19,500-33,000 lbs.
(3) Heavy heavy-duty diesel engines are sleeved and designed for multiple rebuilds. Their rated horsepower generally exceeds 250. Vehicles in this group are normally tractors, trucks, and buses used in inter-city, long-haul applications. These vehicles normally exceed 33,000 lbs GVWR.
(a) For light-duty vehicles a period of use of 5 years or 50,000 miles, whichever first occurs.
(b) For a light-duty truck engine family, a period of use of 11 years or 120,000 miles, whichever occurs first.
(c) For a gasoline-fueled heavy-duty engine family (and in the case of evaporative emission regulations, for gasoline-fueled heavy-duty vehicles), a period of use of 8 years or 110,000 miles, whichever first occurs.
(d) For a diesel heavy-duty engine family:
(1) For light heavy-duty diesel engines, a period of use of 8 years or 110,000 miles, whichever first occurs.
(2) For medium heavy-duty diesel engines, a period of use of 8 years or 185,000 miles, whichever first occurs.
(3) For heavy heavy-duty diesel engines, a period of use of 8 years or 290,000 miles, whichever first occurs.
(e) As an option for both light-duty truck and heavy-duty engine families, an alternative useful life period assigned by the Administrator under the provisions of paragraph (f) of § 86.085-21.
(f) The useful-life period for purposes of the emissions defect warranty and emissions performance warranty shall be a period of 5 years/50,000 miles whichever first occurs, for light-duty trucks, gasoline heavy-duty engines, and light heavy-duty diesel engines. For all other heavy-duty diesel engines the aforementioned period is 5 years/100,000 miles, whichever first occurs. However, in no case may this period be less than the manufacturer's basic mechanical warranty period for the engine family.
(a) The procedures of the Alternative Durability Program are optional. Manufacturers may use these optional procedures to determine deterioration factors instead of using the procedures that this subpart otherwise requires.
(b) The optional procedures of the Alternative Durability Program apply only to light-duty vehicles and light-duty trucks, and are effective for the
(c) For engine families subject to the procedures of the Alternative Durability Program, the manufacturer shall submit deterioration factors to the Administrator for approval to use them for certification. The Administrator shall approve the use of deterioriation factors that:
(1) The manufacturer attests are representative of the durability performance of its vehicles in actual field use when maintained according to the manufacturer's maintenance instructions (as limited under § 86.084-25(a)), and
(2) Are equal to or greater than the deterioration factors that EPA determines under paragraph (d) of this section.
(d) EPA shall determine minimum deterioration factors for engine families subject to the Alternative Durability Program. This determination shall be based on a procedure of grouping engine families (see § 86.085-24(a)) in order to use historical certification data to determine deterioration factors for each engine family group. The historical data shall be updated yearly through the testing of production durability-data vehicles. Test vehicle requirements under these procedures are contained in § 86.085-24(h) and compliance requirements are contained in § 86.085-28 (a)(5) and (b)(5).
(e)
(2) The Administrator may declare ineligible any engine family for which the Administrator determines there is unreasonable risk in determining a deterioration factor using the methods of the Alternative Durability Program. Furthermore, the Administrator may limit the number of engine families within the manufacturer's product line that are eligible for the Alternative Durability Program.
(3) Upon approval of the manufacturer's request to participate, the Administrator and the manufacturer may enter into a written agreement prescribing the terms and conditions of the program. This agreement shall be equitable as compared to agreements entered into with other manufacturers. The agreement shall specify the following:
(i) The engine families to be included in the program and the engine family groups that have been established by the provisions of § 86.085-24(a) (8) and (9).
(ii) The procedures for the selection of production durability-data vehicles specified under the provisions of § 86.085-24(h).
(iii) The procedures for the determination of minimum exhaust emission deterioration factors for each engine family group.
(f)
(2) Once any engine family in an engine family group is certified using deterioration factors determined in the Alternative Durability Program, the manufacturer shall operate and test the production durability-data vehicles specified in § 86.085-24(h) in accordance with the procedures of this part.
(3) The Administrator shall notify the manufacturer if a nonconformity of a category of vehicles within the engine family group is indicated by the production durability data. For the purpose of this paragraph, a nonconformity is determined to exist if:
(i) Any emission-data vehicle within an engine family of the model year most recently certified under the Alternative Durability Program is projected to exceed an emission standard by applying deterioration factors generated by a production durability-data vehicle within the same engine family, or
(ii) Any of the most recent model year's production durability-data vehicle configurations tested under paragraph (f)(2) of this section line crosses as defined in § 86.085-28(a)(5)(ii)(C). For the purpose of this paragraph, data
(4) If the Administrator notifies a manufacturer of such a nonconformity, the manufacturer shall submit, by a date specified by the Administrator, a plan to remedy the nonconformity which is acceptable to the Director, Office of Mobile Sources. For the purpose of this paragraph, the term “remedy the nonconformity” will have the same meaning as it does when it appears in section 207(c)(1) of the Clean Air Act.
(5) The manufacturer shall comply with the terms of the remedial plan approved by the Director, Office of Mobile Sources.
(6) If a manufacturer does not comply with the requirements of paragraph (f) (2), (4), or (5) of this section, the Administrator may deem the certificate of conformity for the affected engine families void
(a) An incomplete truck less than 8,500 pounds gross vehicle weight rating shall be classified by the manufacturer as a light-duty truck or as a heavy-duty vehicle. Incomplete light-duty trucks shall be described in the manufacturer's application for certification. The frontal area and curb weight used for certification purposes shall be specified on the label required in § 86.085-35(d). Incomplete heavy-duty trucks must be labeled as required in § 86.085-35(e) and § 86.085-35(g).
(b) [Reserved]
(a) Any manufacturer obtaining certification under this part shall supply to the Administrator, upon request, a reasonable number of production vehicles (or engines) selected by the Administrator which are representative of the engines, emission control systems, fuel systems, and transmission offered and typical of production models available for sale under the certificate. These vehicles (or engines) shall be supplied for testing at such time and place and for such reasonable periods as the Administrator may require. Heavy-duty engines supplied under this paragraph may be required to be mounted in chassis and appropriately equipped for operation on a chassis dynamometer.
(b)(1) Any manufacturer of light-duty vehicles or light-duty trucks obtaining certification under this part shall notify the Administrator, on a yearly basis, of the number of vehicles domestically produced for sale in the United States and the number of vehicles produced and imported for sale in the United States during the preceding year. Such information shall also include the number of vehicles produced for sale pursuant to § 88.204-94(b) of this chapter. A manufacturer may elect to provide this information every 60 days instead of yearly by combining it with the notification required under § 86.079-36. The notification must be submitted 30 days after the close of the reporting period. A manufacturer may combine the information required under § 86.1712(b) with the information included in paragraphs (b)(1) (i) through (iv) of this section into the report required under this section. The vehicle production information required shall be submitted as follows:
(i) Total production volume expressed in terms of units produced;
(ii) Model type production volume, expressed for each model type in terms of units produced and as a percentage of total production;
(iii) Base level production volume, expressed for each base level in terms of units produced and as percentage of:
(A) Total production of its respective model type(s), and
(B) Total production; and
(iv) Vehicle configuration production volume, expressed for each vehicle configuration in terms of units produced, and as a percentage of the total production of its respective base level. In addition, each vehicle configuration shall be identified by its appropriate engine-system combination.
(2) All light-duty vehicles and light-duty trucks covered by a certificate of conformity under § 86.082-30(a) shall be adjusted by the manufacturer to the ignition or injection timing specification detailed in § 86.079-36(a)(1)(iii)(D).
(c) Any heavy-duty engine or gasoline-fueled heavy-duty vehicle manufacturer obtaining certification under this part shall notify the Administrator, on a yearly basis, of the number of engines or vehicles of such engine family-evaporative emission family-engine displacement-exhaust emission control system-fuel system combination produced for sale in the United States during the preceding year.
(d) The following definitions apply to this section:
(1)
(2)
(3)
At 62 FR 31233, June 6, 1997, § 86.085-37 was amended by revising paragraph (b)(1) introductory text, effective Aug. 5, 1997. That text contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
(a) The manufacturer shall furnish or cause to be furnished to the purchaser of each new motor vehicle (or motor vehicle engine) subject to the standards prescribed in § 86.087-8, § 86.087-9, § 86.087-10, or § 86.087-11, as applicable, written instructions for the proper
(1) The maintenance instructions required by this section shall be in clear, and to the extent practicable, nontechnical language.
(2) The maintenance instructions required by this section shall contain a general description of the documentation which the manufacturer will require from the ultimate purchaser or any subsequent purchaser as evidence of compliance with the instructions.
(b) Instructions provided to purchasers under paragraph (a) of this section shall specify the performance of all scheduled maintenance performed by the manufacturer on certification durability vehicles and, in cases where the manufacturer performs less maintenance on certification durability vehicles than the allowed limit, may specify the performance of any scheduled maintenance allowed under § 86.087-25 (or under § 86.085-25(a), for light-duty vehicle families optionally complying with that section for the 1987 model year).
(c) Scheduled emission-related maintenance in addition to that performed under § 86.087-25(b) may only be recommended to offset the effects of abnormal in-use operating conditions, except as provided in paragraph (d) of this section. The manufacturer shall be required to demonstrate, subject to the approval of the Administrator, that such maintenance is reasonable and technologically necessary to assure the proper functioning of the emission control system. Such additional recommended maintenance shall be clearly differentiated, in a form approved by the Administrator, from that approved under § 86.087-25(b).
(d) Inspections of emission-related parts or systems with instructions to replace, repair, clean, or adjust the parts or systems if necessary, are not considered to be items of scheduled maintenance which insure the proper functioning of the emission control system. Such inspections, and any recommended maintenance beyond that approved by the Administrator as reasonable and necessary under paragraphs (a), (b), and (c) of this section, may be included in the written instructions furnished to vehicle owners under paragraph (a) of this section:
(e) If the vehicle has been granted an alternative useful life period under the provisions of § 86.087-21(f), the manufacturer may choose to include in such instructions an explanation of the distinction between the alternative useful life specified on the label, and the emissions defect and emissions performance warranty period. The explanation must clearly state that the useful life period specified on the label represents the average period of use up to retirement or rebuild for the engine family represented by the engine used in the vehicle. An explanation of how the actual useful lives of engines used in various applications are expected to differ from the average useful life may be included. The explanation(s) shall be in clear, non-technical language that is understandable to the ultimate purchaser.
(f) If approved by the Administrator, the instructions provided to purchasers under paragraph (a) of this section shall indicate what adjustments or modifications, if any, are necessary to allow the vehicle to meet applicable emission standards at elevations above 4,000 feet, or at elevations of 4,000 feet or less.
The definitions in § 86.085-2 remain effective. The definitions in this section
(a)(1) Exhaust emissions from new 1988 and later model year gasoline-fueled heavy-duty engines shall not exceed:
(i) For engines intended for use in all vehicles except as provided in paragraph (a)(3) of this paragraph,
(A)
(B)
(
(C)
(ii) For engines intended for use only in vehicles with a Gross Vehicle Weight Rating of greater than 14,000 pounds,
(A)
(B)
(
(C)
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over the operating schedule set forth in paragraph (f)(1) of appendix I to this part, and measured and calculated in accordance with the procedures set forth in subparts N or P.
(3)(i) A manufacturer may certify one or more gasoline-fueled heavy-duty engine configurations intended for use in all vehicles to the emission standards set forth in paragraph (a)(1)(ii) of this paragraph:
(ii) The configurations certified to the emission standards of paragraph (a)(1)(ii) of this section under the provisions of paragraph (a)(3)(i) of this section shall still be required to meet the evaporative emission standards set forth in paragraphs (b)(1)(i)(A) and (b)(2)(i) of this section.
(b)(1) Evaporative emissions from 1988 and later model year gasoline-fueled heavy-duty vehicles shall not exceed:
(i)
(B) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 pounds, 4.0 grams per test.
(2)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 pounds, the standards set forth in paragraph (b)(1) of this section refer to a composite sample of fuel evaporative emissions collected under the conditions set forth in subpart M and measured in accordance with those procedures.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 pounds, the standard set forth in paragraph (b)(1)(i)(B) of this section refers to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.088-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1988 or later model year gasoline-fueled heavy-duty engine.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart N or P of this part to ascertain that such test engines
(a) The provisions of this subpart apply to: 1990 and later model year new Otto-cycle and diesel light-duty vehicles; 1990 and later model year new Otto-cycle and diesel light-duty trucks; and, 1990 and later model year new Otto-cycle and diesel heavy-duty engines.
(b)
(c) [Reserved]
(d)
(e)
(f)
(2) Measurement procedures, other than that described in subpart I, may be used by the manufacturer provided the manufacturer satisfies the requirements of § 86.090-23(f).
(3) When a manufacturer chooses to use an alternative measurement procedure it has the responsibility to determine whether the results obtained by the procedure will correlate with the results which would be obtained from the measurement procedure in subpart I. Consequently, the Administrator will not routinely approve or disapprove any alternative opacity measurement procedure or any associated correlation data which the manufacturer elects to use to satisfy the data requirements of subpart I.
(4) If a confirmatory test(s) is performed and the results indicate there is a systematic problem suggesting that the data generated under an optional alternative measurement procedure do not adequately correlate with subpart I data, EPA may require that all certificates of conformity not already issued be based on data from subpart I procedures.
The definitions in § 86.088-2 remain effective. The definitions in this section apply beginning with the 1990 model year.
(a) The primary service application group for which a heavy-duty diesel engine is designed and marketed, as determined by the manufacturer. The primary intended service classes are designated as light, medium, and heavy heavy-duty diesel engines. The determination is based on factors such as vehicle GVW, vehicle usage and operating patterns, other vehicle design characteristics, engine horsepower, and other engine design and operating characteristics.
(1) Light heavy-duty diesel engines usually are non-sleeved and not designed for rebuild; their rated horsepower generally ranges from 70 to 170. Vehicle body types in this group might include any heavy-duty vehicle built for a light-duty truck chassis, van trucks, multi-stop vans, recreational vehicles, and some single axle straight trucks. Typical applications would include personal transportation, light-load commercial hauling and delivery, passenger service, agriculture, and construction. The GVWR of these vehicles is normally less than 19,500 lbs.
(2) Medium heavy-duty diesel engines may be sleeved or non-sleeved and may be designed for rebuild. Rated horsepower generally ranges from 170 to 250. Vehicle body types in this group would typically include school buses, tandem axle straight trucks, city tractors, and a variety of special purpose vehicles such as small dump trucks, and trash compactor trucks. Typical applications would include commercial short haul and intra-city delivery and pickup. Engines in this group are normally used in vehicles whose GVWR varies from 19,500-33,000 lbs.
(3) Heavy heavy-duty diesel engines are sleeved and designed for multiple rebuilds. Their rated horsepower generally exceeds 250. Vehicles in this group are normally tractors, trucks, and buses used in inter-city, long-haul applications. These vehicles normally exceed 33,000 lbs. GVWR.
(a) For light-duty vehicles a period of use of 5 years or 50,000 miles, whichever first occurs.
(b) For a light-duty truck engine family, a period of use of 11 years or 120,000 miles, whichever occurs first.
(c) For an Otto-cycle heavy-duty engine family, a period of use of 8 years of 110,000 miles, whichever first occurs.
(d) For a diesel heavy-duty engine family:
(1) For light heavy-duty diesel engines, period of use of 8 years or 110,000 miles, whichever first occurs.
(2) For medium heavy-duty diesel engines, a period of use of 8 years or 185,000 miles, whichever first occurs.
(3) For heavy heavy-duty diesel engines, a period of use of 8 years or 290,000 miles, whichever first occurs.
(e) As an option for both light-duty truck and heavy-duty engine families, an alternative useful life period assigned by the Administrator under the provisions of paragraph (f) of § 86.090-21.
(f) The useful-life period for purposes of the emissions defect warranty and
(a) The abbreviations in § 86.078-3 remain effective. The abbreviations in this section apply beginning with the 1990 model year.
(b) The abbreviations in this section apply to this subpart, and also to subparts B, E, F, M, N, and P of this part, and have the following meanings:
(a)(1) Every new motor vehicle (or new motor vehicle engine) manufactured for sale, sold, offered for sale, introduced, or delivered for introduction to commerce, or imported into the United States for sale or resale which is subject to any of the standards prescribed in this subpart shall be covered by a certificate of conformity issued pursuant to §§ 86.090-21, 86.090-22, 86.090-23, 86.090-29, 86.090-30, 86.079-31, 86.079-32, 86.079-33, and 86.082-34.
(2) No heavy-duty vehicle manufacturer shall take any of the actions specified in section 203(a)(1) of the Act with respect to any Otto-cycle or diesel heavy-duty vehicle which uses an engine which has not been certified as meeting applicable standards.
(3) Notwithstanding paragraphs (a) (1) and (2) of this section, a light or heavy duty motor vehicle equipped with an engine certified to the nonroad provision of 40 CFR part 89 may be sold, offered for sale or otherwise introduced into commerce by a motor vehicle manufacturer to a secondary manufacturer if the motor vehicle manufacturer obtains written assurance from the secondary manufacturer that such vehicle will be converted to a nonroad vehicle or to a piece of nonroad equipment, as defined in 40 CFR part 89, before title is transferred to an ultimate purchaser. Failure of the secondary manufacturer to convert such vehicles to nonroad vehicles or equipment prior to transfer to an ultimate purchaser shall be considered a violation of section 203(a) (1) and (3) of the Clean Air Act.
(b)(1) Any system installed on or incorporated in a new motor vehicle (or new motor vehicle engine) to enable such vehicle (or engine) to conform to standards imposed by this subpart.
(i) Shall not in its operation or function cause the emission into the ambient air of any noxious or toxic substance that would not be emitted in the operation of such vehicle (or engine) without such system, except as specifically permitted by regulation; and
(ii) Shall not in its operation, function or malfunction result in any unsafe condition endangering the motor vehicle, its occupants, or persons or property in close proximity to the vehicle.
(2) In establishing the physically adjustable range of each adjustable parameter on a new motor vehicle (or new motor vehicle engine), the manufacturer shall ensure that, taking into consideration the production tolerances, safe vehicle driveability characteristics are available within that range, as required by section 202(a)(4) of the Clean Air Act.
(3) Every manufacturer of new motor vehicles (or new motor vehicle engines) subject to any of the standards imposed by this subpart shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicles (or motor vehicle engines) in accordance
(a)(1) Exhaust emissions from 1990 and later model year light-duty vehicles shall not exceed (compliance with these standards is optional for 1990 model year methanol-fueled vehicles):
(i)(A)
(B)
(ii)
(iii)
(iv)
(A) 0.20 gram per vehicle mile (0.12 gram per vehicle kilometer).
(B) A manufacturer may elect to include all or some of its diesel light-duty vehicle engine families in the appropriate particulate averaging program (petroleum or methanol), provided that vehicles produced for sale in California or in designated high-altitude areas may be averaged only within each of these areas. Averaging is not permitted between fuel types. If the manufacturer elects to average light-duty vehicles and light-duty trucks together in the appropriate particulate averaging program, its composite particulate standard applies to the combined set of light-duty vehicles and light-duty trucks included in the average and is calculated as defined in § 86.090-2.
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures.
(b) Fuel evaporative emissions from 1990 and later model year light-duty vehicles shall not exceed (compliance with these standards is optional for l990 model year methanol-fueled engines):
(1)
(2)
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refers to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any 1990 and later model year Otto-cycle or methanol-fueled diesel light-duty vehicle.
(d)-(f) [Reserved]
(g) Any 1990 and later model year light-duty vehicle that a manufacturer wishes to certify for sale shall meet the emission standards under both low- and high-altitude conditions as specified in § 86.082-2, except as provided in paragraphs (h) and (i) of this section. Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. Any emission control device used to meet emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(h) The manufacturer may exempt 1990 and later model year vehicles from compliance at high altitude with the emission standards set forth in paragraphs (a) and (b) of this section if the vehicles are not intended for sale at high altitude and if the requirements of paragraphs (h) (1) and (2) of this section are met.
(1) A vehicle configuration shall only be considered eligible for exemption under paragraph (h) of this section if the requirements of either paragraph (h) (l) (i), (ii), (iii), or (iv) of this section are met.
(i) Its design parameters (displacement-to-weight ratio (D/W) and engine speed-to-vehicle-speed ratio (N/V)) fall within the exempted range for that
(A) The manufacturer shall graphically display the D/W and N/V data of all vehicle configurations it will offer for the model year in question. The axis of the abscissa shall be D/W (where (D) is the engine displacement expressed in cubic centimeters and (W) is the equivalent vehicle test weight expressed in pounds), and the axis of the ordinate shall be N/V (where (N) is the crankshaft speed expressed in revolutions per minute and (V) is the vehicle speed expressed in miles per hour). At the manufacturer's option, either the 1:1 transmission gear ratio or the lowest numerical gear ratio available in the transmission will be used to determine N/V. The gear selection must be the same for all N/V data points on the manufacturer's graph. For each transmission/axle ratio combination, only the lowest N/V value shall be used in the graphical display.
(B) The product line is then defined by the equation, N/V=C(D/W)
(C) The exemption line is then defined by the equation, N/V=C(0.84 D/W)
(D) The exempted range includes all values of N/V and D/W which simultaneously fall to the lower left of the exemption line as drawn on the graph.
(ii) Its design parameters fall within the alternate exempted range for that manufacturer that year. The alternate exempted range is determined by substituting rated horsepower (hp) for displacement (D) in the exemption procedure described in paragraph (h)(1)(i) of this section and by using the product line N/V=C(hp/W)
(A) Rated horsepower shall be determined by using the Society of Automotive Engineers Test Procedure J 1349, or any subsequent version of that test procedure. Any of the horsepower determinants within that test procedure may be used, as long as it is used consistently throughout the manufacturer's product line in any model year.
(B) No exemptions will be allowed under paragraph (h)(1)(ii) of this section to any manufacturer that has exempted vehicle configurations as set forth in paragraph (h)(1)(i) of this section.
(iii) Its acceleration time (the time it takes a vehicle to accelerate from 0 miles per hour to a speed not less than 40 miles per hour and not greater than 50 miles per hour) under high-altitude conditions is greater than the largest acceleration time under low-altitude conditions for that manufacturer for that year. The procedure to be followed in making this determination is:
(A) The manufacturer shall list the vehicle configuration and acceleration time under low-altitude conditions of that vehicle configuration which has the highest acceleration time under low-altitude conditions of all the vehicle configurations it will offer for the model year in question. The manufacturer shall also submit a description of the methodology used to make this determination.
(B) The manufacturer shall then list the vehicle configurations and acceleration times under high-altitude conditions of all those vehicle configurations which have higher acceleration times under high-altitude conditions than the highest acceleration time at low altitude identified in paragraph (h)(1)(iii)(A) of this section.
(iv) In lieu of performing the test procedure of paragraphs (h)(1)(iii) (A) and (B) of this section, its acceleration time can be estimated based on the manufacturer's engineering evaluation, in accordance with good engineering practice, to meet the exemption criteria of paragraph (h)(1)(iii) of this section.
(2) A vehicle shall only be considered eligible for exemption under this paragraph if at least one configuration of its model type (and transmission configuration in the case of vehicles equipped with manual transmissions, excluding differences due to the presence of overdrive) is certified to meet emission standards under high-altitude conditions as specified in paragraph (a) through (g) of this section. The Certificate of Conformity (the Certificate)
(i) Another corresponding non-exempt con-figuration(s) receive(s) coverage under the Certificate; or
(ii) Suspension of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s) is terminated; or
(iii) The Agency's action(s), with respect to suspension, revocation, voiding or withdrawal of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s), is reversed.
(3) The sale of a vehicle for principal use at a designated high-altitude location that has been exempted as set forth in paragraph (h) of this section will be considered a violation of Section 203(a)(1) of the Clean Air Act.
(i)(1) The manufacturers may exempt 1990 and later model year vehicles from compliance at low altitude with the emission standards set forth in paragraphs (a) and (b) of this section if the vehicles:
(i) Are not intended for sale at low altitude; and
(ii) Are equipped with a unique, high-altitude axle ratio (rear-wheel drive vehicles) or a unique, high-altitude drivetrain (front-wheel drive vehicles) with a higher N/V ratio than other con-fig-u-ra-tions of that model type which are certified in compliance with the emission standards of paragraphs (a) and (b) of this section under low-altitude conditions.
(2) The sale of a vehicle for principal use at low altitude that has been exempted as set forth in paragraph (h)(1) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(a)(1) The standards set forth in paragraphs (a) through (c) of this section shall apply to light-duty trucks sold for principal use at other than a designated high-altitude location. Exhaust emissions from 1990 and later model year light-duty trucks shall not exceed (compliance with these standards is optional for 1990 model year methanol-fueled vehicles):
(i)(A)
(B)
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (for Otto-cycle and methanol-fueled diesel light-duty trucks only).
(iii)
(B) For light-duty trucks greater loaded vehicle weight, 1.7 grams per vehicle mile (1.1 grams per vehicle kilometer).
(C) A manufacturer may elect to include all or some of its light-duty truck engine families in the NO
(iv)
(B) For light-duty trucks 3,751 lbs and greater loaded vehicle weight, 0.45 gram per vehicle mile (0.28 gram per vehicle kilometer).
(C) A manufacturer may elect to include all or some of its diesel light-duty truck engine families subject to the standard of paragraph (a)(1)(w)(A) of this section in the appropriate particulate averaging program (petroleum or methanol), provided that trucks produced for sale in California or in designated high-altitude areas may be averaged only within each of those areas. Averaging is not permitted between fuel types. If the manufacturer elects to average both light-duty trucks subject to the standard of paragraph (a)(1)(w)(A) of this section and light-duty vehicles together in the appropriate particulate averaging program, its composite particulate standard applies to the combined set of light-duty vehicles and light-duty trucks included in the average and is calculated as defined in § 86.088-2.
(2) The standards set forth in paragraphs (a)(1)(i), (a)(1)(ii)(A), (a)(1)(iii), and (a)(1)(iv) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The standard set forth in paragraph (a)(1)(ii)(B) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with the procedures set forth in subpart P of this part.
(b) Fuel evaporative emissions from 1990 and later model year light-duty trucks shall not exceed (compliance with these standards is optional for 1990 model year methanol-fueled vehicles):
(1)
(2)
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refer to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any 1990 and later model year light-duty truck.
(d)(1) Model year 1990 and later light-duty trucks sold for principal use at a designated high-altitude location shall be capable of meeting the following exhaust emission standards when tested under high-altitude conditions:
(i)(A)
(B)
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (for Otto-cycle and methanol-fueled diesel light-duty trucks only).
(iii)
(B) For light-duty trucks 3,751 lbs and greater loaded vehicle weight, 1.7 grams per vehicle mile (1.1 grams per vehicle kilometer).
(iv)
(2) The standards set forth in paragraph (d)(1)(i), (d)(1)(ii)(A), (d)(1)(iii), and (d)(1)(iv) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The standard set forth in paragraph (d)(1)(ii)(B) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with
(e) Fuel evaporative emissions from 1990 and later model year light-duty trucks sold for principal use at a designated high-altitude location, when tested under high-altitude conditions, shall not exceed:
(1)
(2)
(3) The standards set forth in paragraphs (e) (1) and (2) of this section refer to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(f) No crankcase emissions shall be discharged into the ambient atmosphere from any 1990 and later model year light-duty trucks sold for principal use at a designated high-altitude location.
(g)(1) Any light-duty truck that a manufacturer wishes to certify for sale at low altitude must be capable of meeting high-altitude emission standards (specified in paragraphs (d) through (f) of this section). The manufacturer may specify vehicle adjustments or modifications to allow the vehicle to meet high-altitude standards but these adjustments or modifications may not alter the vehicle's basic engine, inertia weight class, transmission con-fig-u-ra-tion, and axle ratio.
(i) A manufacturer may certify unique con-fig-u-ra-tions to meet the high-altitude standards but is not required to certify these vehicle con-fig-u-ra-tions to meet the low-altitude standards.
(ii) Any adjustments or modifications that are recommended to be performed on vehicles to satisfy the requirements of paragraph (g)(1) of this section:
(A) Shall be capable of being effectively performed by commercial repair facilities, and
(B) Must be included in the manufacturer's application for certification.
(2) The manufacturer may exempt 1990 and later model year vehicles from compliance with the high-altitude emission standards set forth in paragraphs (d) and (e) of this section if the vehicles are not intended for sale at high altitude and if the following requirements are met. A vehicle con-fig-u-ra-tion shall only be considered eligible for exemption if the requirements of either paragraph (g)(2) (i), (ii), (iii), or (iv) of this section are met.
(i) Its design parameters (displacement-to-weight ratio (D/W) and engine speed to-vehicle-speed ratio (N/V)) fall within the exempted range for that manufacturer for that year. The exempted range is determined according to the following procedure:
(A) The manufacturer shall graphically display the D/W and N/V data of all vehicle con-fig-u-ra-tions it will offer for the model year in question. The axis of the abscissa shall be D/W (where (D) is the engine displacement expressed in cubic centimeters and (W) is the gross vehicle weight (GVW) expressed in pounds), and the axis of the ordinate shall be N/V (where (N) is the crankshaft speed expressed in revolutions per minute and (V) is the vehicle speed expressed in miles per hour). At the manufacturer's option, either the 1:1 transmission gear ratio or the lowest numerical gear ratio available in the transmission will be used to determine N-V. The gear selection must be the same for all N/V data points on the manufacturer's graph. For each transmission/axle ratio combination, only the lowest N/V value shall be used in the graphical display.
(B) The product line is then defined by the equation, N/V = C(D/W)
(C) The exemption line is then defined by the equation, N/V = C(0.84 D/W)
(D) The exempted range includes all values of N/V and D/W which simultaneously fall to the lower left of the exemption line as drawn on the graph.
(ii) Its design parameters fall within the alternate exempted range for that manufacturer that year. The alternate
(A) Rated horsepower shall be determined by using the Society of Automotive Engineers Test Procedure J 1349, or any subsequent version of that test procedure. Any of the horsepower determinants within that test procedure may be used, as long as it is used consistently throughout the manufacturer s product line in any model year.
(B) No exemptions will be allowed under paragraph (g)(2)(ii) of this section to any manufacturer that has exempted vehicle con-fig-u-ra-tions as set forth in paragraph (g)(2)(i) of this section.
(iii) Its acceleration time (the time it takes a vehicle to accelerate from 0 to a speed not less than 40 miles per hour and not greater than 50 miles per hour) under high-altitude conditions is greater than the largest acceleration time under low-altitude conditions for that manufacturer for that year. The procedure to be followed in making this determination is:
(A) The manufacturer shall list the vehicle con-fig-u-ra-tion and acceleration time under low-altitude conditions of that vehicle con-fig-u-ra-tion which has the highest acceleration time under low-altitude conditions of all the vehicle con-fig-u-ra-tions it will offer for the model year in question. The manufacturer shall also submit a description of the methodology used to make this determination.
(B) The manufacturer shall then list the vehicle con-fig-u-ra-tions and acceleration times under high-altitude conditions of all those vehicle con-fig-u-ra-tions which have higher acceleration times under high-altitude conditions than the highest acceleration time at low altitude identified in paragraph (g)(2)(iii)(A) of this section.
(iv) In lieu of performing the test procedure of paragraph (g)(2)(iii) of this section, its acceleration time can be estimated based on the manufacturer's engineering evaluation, in accordance with good engineering practice, to meet the exemption criteria of paragraph (g)(2)(iii) of this section.
(3) The sale of a vehicle for principal use at a designated high-altitude location that has been exempted as set forth in paragraph (g)(2) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(a) The small-volume manufacturers certification procedures described in paragraphs (b) and (c) of this section are optional. Small-volume manufacturers may use these optional procedures to demonstrate compliance with the general standards and specific emission requirements contained in this subpart.
(b)(1) The optional small-volume manufacturers certification procedures apply to light-duty vehicles, light-duty trucks, and heavy-duty engines produced by manufacturers with U.S. sales (for the model year in which certification is sought) of fewer than 10,000 units (light-duty vehicles, light-duty trucks, and heavy-duty engines combined).
(2) For the purpose of determining the applicability of paragraph (b)(1) of this section, where there is more than one importer or distributor of vehicles and/or engines manufactured by the same person, the sales the Administrator shall use shall be the aggregate of the projected or actual sales of those vehicles and/or engines by all of the importers and distributors.
(c) Small-volume manufacturers shall demonstrate compliance with the applicable sections of this subpart as follows:
(1) Sections 86.090-1, 86.088-2, 86.090-3, 86.084-4, 86.090-5, 86.078-6, 86.078-7, and 86.090-8 through 86.090-11 are applicable.
(2) Section 86.080-12 is not applicable.
(3) Sections 86.085-13, 86.090-14, 86.084-15, and 86.085-20 are applicable.
(4) Small-volume manufacturers shall include in its records all of the information that EPA requires in § 86.090-21. This information will be considered part of the manufacturer's application for certification. However, the manufacturer is not required to submit the
(5) Section 86.085-22 is applicable except as noted below.
(i) Small-volume light-duty vehicle and light-duty truck manufacturers may satisfy the requirements of paragraph (e) of § 86.085-22 by including a statement of compliance on adjustable parameters in the application for certification. In the statement of compliance the manufacturer shall state that the limits, stops, seals, or other means used to inhibit adjustment have been designed to accomplish their intended purpose based on good engineering practice and past experience. If the vehicle parameter is adjustable the vehicle must meet emission standards with the parameter set any place within the adjustable range (reference § 86.090-21).
(ii) Paragraphs (a), (b), (c), and (d) of § 86.085-22 are not applicable.
(6) Section 86.090-23 is applicable.
(7) Section 86.085-24 is applicable except as noted below.
(i) Small-volume manufacturers may satisfy the requirements of paragraphs (b) and (c) of § 86.085-24 by:
(A) Selecting emission-data test vehicles (engines) by the worst case emissions criteria as follows:
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(B) Testing light-duty vehicle or light-duty truck emission-data vehicles at any service accumulation distance less than 6,436 kilometers (4,000 miles) or heavy-duty engine emission-data engines at any service accumulation time less than 125 hours.
(C) Using assigned deterioration factors that the Administrator determines and prescribes. However, the manufacturer may, at its option, accumulate miles (hours) on a durability-data vehicle (engine) and complete emission tests for the purpose of establishing its own deterioration factor.
(ii) Paragraphs (d) and (e) of § 86.085-24 are not applicable.
(8) Section 86.090-25 is applicable to durability-data light-duty vehicles, light-duty trucks, and heavy-duty engines if the manufacturer does not use assigned deterioration factors.
(9) Sections 86.084-26 and 86.085-27 are not applicable.
(10) Sections 86.090-28 and 86.090-29 are applicable.
(11)(i) Section 86.090-30 of this subpart is applicable, except for paragraphs (a)(2) and (b) of that section. In the place of these paragraphs, small-volume manufacturers shall comply with paragraphs (c)(11) (ii) through (v) of this section.
(ii) Small-volume manufacturers shall submit an application for certification containing the following:
(A) The names, addresses, and telephone numbers of the persons the manufacturer authorizes to communicate with us.
(B) A brief description of the vehicles (or engines) covered by the certificate (the manufacturers' sales data book or advertising, including specifications, may satisfy this requirement for most manufacturers). The description shall include, as a minimum, the following items as applicable:
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(C) The results of all emission tests the manufacturer performs to demonstrate compliance with the applicable standards.
(D)(
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(iii) If the manufacturer meets requirements of this subpart, the Administrator will issue a certificate of conformity for the vehicles described in the application for certification.
(iv) The certificate will be issued for such a period not to exceed one model year as the Administrator may determine and upon such terms as he may deem necessary to assure that any vehicle or engine covered by the certificate will meet the requirements of the Act and of this subpart.
(v)(A) If, after a review of the statements and descriptions submitted by the manufacturer, the Administrator determines that the manufacturer has not met the applicable requirements, the Administrator shall notify the manufacturer in writing, setting forth the basis for his determination. The manufacturer may request a hearing on the Administrator's determination.
(B) If the manufacturer does not request a hearing or present the required information the Administrator will deny certification.
(12) Sections 86.079-31 and 86.079-32 are not applicable
(13) Under § 86.079-33, small-volume manufacturers are covered by the following:
(i) Small-volume manufacturers may make production changes (running
(ii) The manufacturer shall notify the Administrator within seven days after implementing any production related change (running change) that would affect vehicle emissions. This notification shall include any changes to the information required under paragraph (c)(11)(ii) of this section. The manufacturer shall also amend as necessary its records required under paragraph (c)(4) of this section to conform with the production design change.
(14) Section 86.082-34 is not applicable.
(15) Sections 86.090-35, 86.079-36, 86.082-37, 86.087-38, and 86.084-39 are applicable.
(a) A separate application for a certificate of conformity shall be made for each set of standards (or family emission limits, as appropriate) and each class of new motor vehicles or new motor vehicle engines. Such application shall be made to the Administrator by the manufacturer and shall be updated and corrected by amendment.
(b) The application shall be in writing, signed by an authorized representative of the manufacturer, and shall include the following:
(1)(i) Identification and description of the vehicles (or engines) covered by the application and a description of their engine (vehicles only), emission control system and fuel system components. This shall include a detailed description of each auxiliary emission control device (AECD) to be installed in or on any certification test vehicle (or certification test engine).
(ii)(A) The manufacturer shall provide to the Administrator in the application for certification:
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(B) The manufacturer may provide, in the application for certification, information relating to why certain parameters are not expected to be adjusted in actual use and to why the physical limits or stops used to establish the physically adjustable range of each parameter, or any other means used to inhibit adjustment, are expected to be effective in preventing adjustment of parameters on in-use vehicles to settings outside the manufacturer's intended physically adjustable ranges. This may include results of any tests to determine the difficulty of gaining access to an adjustment or exceeding a limit as intended or recommended by the manufacturer.
(C) The Administrator may require to be provided detailed drawings and descriptions of the various emission related components, and/or hardware samples of such components, for the purpose of making his determination of which vehicle or engine parameter will be subject to adjustment for new certification and Selective Enforcement Audit testing and of the physically adjustable range for each such vehicle or engine parameter.
(2) Projected U.S. sales data sufficient to enable the Administrator to select a test fleet representative of the vehicles (or engines) for which certification is requested. The sales data shall also include the altitude of intended sale for light-duty trucks.
(3) A description of the test equipment and fuel proposed to be used.
(4)(i) For light-duty vehicles and light duty trucks, a description of the
(ii) For heavy duty vehicles equipped with gasoline-fueled or methanol-fueled engines, the Administrator does not assume that each evaporative emission family-evaporative emission control system combination will deteriorate in a unique manner during the useful life of the vehicle. The manufacturer shall therefore identify those evaporative emission deterioration factors which shall be applied to the various evaporative emission family-evaporative emission control system combinations which are expected to exhibit similar deterioration characteristics during the useful life of the vehicle.
(iii)(A) A description of the test procedures to be used to establish the durability data or the exhaust emission deterioration factors required to be determined and supplied in § 86.088-23(b)(1).
(B)(
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(C)(
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(D) At the option of the manufacturer, the proposed composition of the emission-data test fleet or (where applicable) the durability-data test fleet.
(5)(i)(A) If the manufacturer elects to participate in the particulate averaging program for diesel light-duty vehicles and/or diesel light-duty trucks, the application must list the family particulate emission limit and the projected U.S. production volume of the family for the model year.
(B) The manufacturer shall choose the level of the family particulate emission limits, accurate to one-hundredth of a gram per mile.
(C) The manufacturer may at any time during production elect to change the level of any family diesel particulate emission limit(s) by submitting the new limit(s) to the Administrator and by demonstrating compliance with the limit(s) as described in § 86.085-2 and § 86.088-28(b)(5)(i).
(ii)(A) If the manufacturer elects to participate in the NO
(B) The manufacturer shall choose the level of the family NO
(C) The manufacturer may at any time during production elect to change the level of any family NO
(iii) If the manufacturer elects to participate in any of the particulate and/or the NO
(6)(i) For Otto-cycle heavy-duty engines, the application must state whether the engine family is being certified for use in all vehicles regardless of their Gross Vehicle Weight Rating (see § 86.088-10 (a)(1)(i) and (a)(3)(i)), or, only for use in vehicles with a Gross
(ii) If the engine family is being certified for use in all vehicles and, is being certified to the emission standards applicable to Otto-cycle heavy-duty engines for use only in vehicles with a Gross Vehicle Weight Rating over 14,000 pounds under the provisions of paragraph (a)(3) of § 86.088-10, then the application must also attest that the engine family, together with all other engine families being certified under the provisions of paragraph (a)(3) of § 86.088-10, represent no more than 5 percent of model year sales of the manufacturer of all Otto-cycle heavy duty engines for use in vehicles with Gross Vehicle Weight Ratings of up to 14,000 pounds.
(iii)(A) A description of the test procedures to be used to establish the durability data or the exhaust emission deterioration factors required to be determined and supplied in § 86.088-23(b)(1).
(B)(
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(7) For each light-duty vehicle engine family, a statement of recommended maintenance and procedures necessary to assure that the vehicles (or engines) covered by a certificate of conformity in operation conform to the regulations, and a description of the program for training of personnel for such maintenance and the equipment required.
(8) For each light-duty vehicle engine family, the proposed composition of the emission-data test fleet and the durability-data test fleet.
(c) Complete copies of the application and of any amendments thereto, and all notifications under § 86.079-32, § 86.079-33, and § 86.082-84 shall be submitted in such multiple copies as the Administrator may require.
(d) Incomplete light-duty trucks shall have a maximum completed curb weight and maximum completed frontal area specified by the manufacturer.
(e) For vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines, the manufacturer shall specify a maximum nominal fuel tank capacity for each evaporative emission family-evaporative emission control system combination.
(f) Light-duty truck and heavy-duty engine manufacturers who believe that the useful life periods of § 86.085-2 are significantly unrepresentative for one or more engine families (either too long or too short), may petition the Administrator to provide an alternative useful-life period. This petition must include the full rationale behind the request together with any supporting data and other evidence. Based on this or other information the Administrator may assign an alternative useful-life period. Any petition should be submitted in a timely manner, to allow adequate time for a thorough evaluation.
(a) After a review of the application for certification and any other information which the Administrator may require, the Administrator may approve the application and select a test fleet in accordance with § 86.090-24.
(b) The Administrator may disapprove in whole or in part an application for certification for reasons including incompleteness, inaccuracy, inappropriate proposed mileage (or service) accumulation procedures, test equipment, or fuel, and incorporation of defeat devices in vehicles (or on engines) described by the application.
(c) Where any part of an application is rejected, the Administrator shall notify the manufacturer in writing and set forth the reasons for such rejection. Within 30 days following receipt of such notification, the manufacturer may request a hearing on the Administrator's determination. The request shall be in writing, signed by an authorized representative of the manufacturer and shall include a statement specifying the manufacturer's objections to the Administrator's determinations, and data in support of such objections. If, after the review of the request and supporting data, the Administrator finds that the request raises a substantial factual issue, he shall provide the manufacturer a hearing in accordance with § 86.078-6 with respect to such issue.
(d)(1) The Administrator does not approve the test procedures for establishing the evaporative emission deterioration factors for light-duty vehicles and light-duty trucks. The manufacturer shall submit the procedures as required in § 86.090-21(b)(4)(i) prior to the Administrator's selection of the test fleet under § 86.090-24(b)(1) and if such procedures will involve testing of durability-data vehicles selected by the Administrator or elected by the manufacturer under § 86.090-24(c)(1), prior to initiation of such testing.
(2)
(3)
(e) When the Administrator selects emission-data vehicles for the test fleet, he will at the same time determine those vehicle or engine parameters which will be subject to adjustment for certification, Selective Enforcement Audit and Production Compliance Audit testing, the adequacy of the limits, stops, seals, or other means used to inhibit adjustment, and the resulting physically adjustable ranges for each such parameter and notify the manufacturer of his determinations.
(1)(i) Except as noted in paragraph (e)(1)(iv) of this section, the Administrator may determine to be subject to adjustment the idle fuel-air mixture parameter on Otto-cycle vehicles (or engines) (carbureted or fuel-injected); the choke valve action parameter(s) on carbureted, Otto-cycle vehicles (or engines); or any parameter on any vehicle (or engine) (Otto-cycle or diesel) which is physically capable of being adjusted, may significantly affect emissions, and was not present on the manufacturer's vehicles (or engines) in the previous model year in the same form and function.
(ii) The Administrator may, in addition, determine to be subject to adjustment any other parameters on any vehicle or engine which is physically capable of being adjusted and which may significantly affect emissions. However, the Administrator may do so only if he has previously notified the manufacturer that he might do so and has found, at the time he gave this notice, that the intervening period would be adequate to permit the development and application of the requisite technology, giving appropriate consideration to the cost of compliance within such period. In no event will this notification be given later than September 1 of the calendar year two years prior to the model year.
(iii) In determining the parameters subject to adjustment the Administrator will consider the likelihood that, for each of the parameters listed in paragraphs (e)(1)(i) and (e)(1)(ii) of this section, settings other than the manufacturer's recommended setting will occur on in-use vehicles (or engines). In determining likelihood, the Administrator may consider such factors as, but not limited to, information contained in the preliminary application, surveillance information from similar in-use vehicles (or engines), the difficulty and cost of gaining access to an adjustment, damage to the vehicle (or engine) if an attempt is made to
(iv) Manual chokes of heavy-duty engines only will not be considered a parameter subject to adjustment under the parameter adjustment requirements.
(2)(i) The Administrator shall determine a parameter to be adequately inaccessible or sealed if:
(A) In the case of an idle mixture screw, the screw is recessed within the carburetor casting and sealed with lead, thermosetting plastic, or an inverted elliptical spacer or sheared off after adjustment at the factory, and the inaccessibility is such that the screw cannot be accessed and/or adjusted with simple tools in one-half hour or for $20 (1978 dollars) or less.
(B) In the case of a choke bimetal spring, the plate covering the bimetal spring is riveted or welded in place, or held in place with nonreversible screws.
(C) In the case of a parameter which may be adjusted by elongating or bending adjustable members (e.g., the choke vacuum break), the elongation of the adjustable member is limited by design or, in the case of a bendable member, the member is constructed of a material which when bent would return to its original shape after the force is removed (plastic or spring steel materials).
(D) In the case of any parameter, the manufacturer demonstrates that adjusting the parameter to settings other than the manufacturer's recommended setting takes more than one-half hour or costs more than $20 (1978 dollars).
(ii) The Administrator shall determine a physical limit or stop to be an adequate restraint on adjustability if:
(A) In the case of a threaded adjustment, the threads are terminated, pinned or crimped so as to prevent additional travel without breakage or need for repairs which take more than one-half hour or cost more than $20 (1978 dollars).
(B) The adjustment is ineffective at the end of the limits of travel regardless of additional forces or torques applied to the adjustment.
(C) The manufacturer demonstrates that travel or rotation limits cannot be exceeded with the use of simple and inexpensive tools (screwdriver, pliers, open-end or box wrenches, etc.) without incurring significant and costly damage to the vehicle (or engine) or control system or without taking more than one-half hour or costing more than $20 (1978 dollars).
(iii) If manufacturer service manuals or bulletins describe routine procedures for gaining access to a parameter or for removing or exceeding a physical limit, stop, seal or other means used to inhibit adjustment, or if surveillance data indicate that gaining access, removing, or exceeding is likely, paragraphs (e)(2)(i) and (e)(2)(ii) of this section shall not apply for that parameter.
(iv) In determining the adequacy of a physical limit, stop, seal, or other means used to inhibit adjustment of a parameter not covered by paragraph (e)(2)(i) or (e)(2)(ii) of this section, the Administrator will consider the likelihood that it will be circumvented, removed, or exceeded on in-use vehicles. In determining likelihood, the Administrator may consider such factors as, but not limited to, information contained in the preliminary application; surveillance information from similar in-use vehicles (or engines); the difficulty and cost of circumventing, removing, or exceeding the limit, stop, seal, or other means; damage to the vehicle (or engine) if an attempt is made to circumvent, remove, or exceed it and the need to replace parts following such attempt; and the effect of settings beyond the limit, stop, seal, or other means on vehicle (or engine) performance characteristics other than emission characteristics.
(3) The Administrator shall determine two physically adjustable ranges for each parameter subject to adjustment:
(i)(A) In the case of a parameter determined to be adequately inaccessible or sealed, the Administrator may include within the physically adjustable range applicable to testing under this subpart (certification testing) all settings within the production tolerance
(B) In the case of other parameters, the Administrator shall include within this range all settings within physical limits or stops determined to be adequate restraints on adjustability. The Administrator may also include the production tolerances on the location of these limits or stops when determining the physically adjustable range.
(ii)(A) In the case of a parameter determined to be adequately inaccessible or sealed, the Administrator shall include within the physically adjustable range applicable to testing under subpart G or K (Selective Enforcement Audit and Production Compliance Audit) only the actual settings to which the parameter is adjusted during production.
(B) In the case of other parameters, the Administrator shall include within this range all settings within physical limits or stops determined to be adequate restraints on adjustability, as they are actually located on the test vehicle (or engine).
(f)(1) If the manufacturer submits the information specified in § 86.090-21(b)(1)(ii) in advance of its full preliminary application for certification, the Administrator shall review the information and make the determinations required in paragraph (e) of this section within 90 days of the manufacturer's submittal.
(2) The 90-day decision period is exclusive of the elapsed time during which EPA may request additional information from manufacturers regarding an adjustable parameter and the receipt of the manufacturers' response(s).
(g) Within 30 days following receipt of notification of the Administrator's determinations made under paragraph (e) of this section, the manufacturer may request a hearing on the Administrator's determinations. The request shall be in writing, signed by an authorized representative of the manufacturer, and shall include a statement specifying the manufacturer's objections to the Administrator's determinations, and data in support of such objections. If, after review of the request and supporting data, the Administrator finds that the request raises a substantial factual issue, he shall provide the manufacturer a hearing in accordance with § 86.078-6 with respect to such issue.
(a)(1) The vehicles or engines covered by an application for certification will be divided into groupings of engines which are expected to have similar emission characteristics throughout their useful life. Each group of engines with similar emission characteristics shall be defined as a separate engine family.
(2) To be classed in the same engine family, engines must be identical in all the following respects:
(i) The cylinder bore center-to-center dimensions.
(ii)-(iii) [Reserved]
(iv) The cylinder block configuration (air cooled or water cooled; L-6, 90° V-8, etc.).
(v) The location of the intake and exhaust valves (or ports).
(vi) The method of air aspiration.
(vii) The combustion cycle.
(viii) Catalytic converter characteristics.
(ix) Thermal reactor characteristics.
(x) Type of air inlet cooler (
(3)(i) Engines identical in all the respects listed in paragraph (a)(2) of this section may be further divided into different engine families if the Administrator determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of the following features of each engine:
(A) The bore and stroke.
(B) The surface-to-volume ratio of the nominally dimensioned cylinder at the top dead center positions.
(C) The intake manifold induction port size and configuration.
(D) The exhaust manifold port size and configuration.
(E) The intake and exhaust valve sizes.
(F) The fuel system.
(G) The camshaft timing and ignition or injection timing characteristics.
(ii) Light-duty trucks and heavy-duty engines produced in different model years and distinguishable in the respects listed in paragraph (a)(2) of this section shall be treated as belonging to a single engine family if the Administrator requires it, after determining that the engines may be expected to have similar emission deterioration characteristics.
(4) Where engines are of a type which cannot be divided into engine families based upon the criteria listed in paragraphs (a)(2) and (a)(3) of this section, the Administrator will establish families for those engines based upon those features most related to their emission characteristics. Engines that are eligible to be included in the same engine family based on the criteria in paragraphs (a)(2) and (a)(3)(i) of this section may be further divided into different engine families if the manufacturer determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of the following features of each engine:
(i) The dimension from the center line of the crankshaft to the center line of the camshaft.
(ii) The dimension from the center line of the crankshaft to the top of the cylinder block head face.
(iii) The size of the intake and exhaust valves (or ports).
(5) Gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks covered by an application for certification will be divided into groupings which are expected to have similar evaporative emission characteristics throughout their useful life. Each group of vehicles with similar evaporative emission characteristics shall be defined as a separate evaporative emission family.
(6) For gasoline-fueled or methanol-fueled light-duty vehicles and light-duty trucks to be classed in the same evaporative emission family, vehicles must be similar with respect to:
(i) Type of vapor storage device (
(ii) Basic canister design.
(iii) Fuel system.
(7) Where vehicles are of a type which cannot be divided into evaporative emission families based on the criteria listed above, the Administrator will establish families for those vehicles based upon the features most related to their evaporative emission characteristics.
(8)(i) If the manufacturer elects to participate in the Alternative Durability Program, the engine families covered by an application for certification shall be grouped based upon similar engine design and emission control system characteristics. Each of these groups shall constitute a separate engine family group.
(ii) To be classed in the same engine family group, engine families must contain engines identical in all of the following respects:
(A) The combustion cycle.
(B) The cylinder block configuration (air-cooled or water-cooled; L-6, V-8, rotary, etc.).
(C) Displacement (engines of different displacement within 50 cubic inches or 15 percent of the largest displacement and contained within a multidisplacement engine family will be included in the same engine family group).
(D) Catalytic converter usage and basic type (noncatalyst, oxidation catalyst only, three-way catalyst equipped).
(9) Engine families identical in all respects listed in paragraph (a)(8) of this section may be further divided into different engine family groups if the Administrator determines that they are expected to have significantly different exhaust emission control system deterioration characteristics.
(10) A manufacturer may request the Administrator to include in an engine family group, engine families in addition to those grouped under the provisions of paragraph (a)(8) of this section. This request must be accompanied by information the manufacturer believes supports the inclusion of these additional engine families.
(11) A manufacturer may combine into a single engine family group those light-duty vehicle and light-duty truck engine families which otherwise meet the requirements of paragraphs (a)(8) through (a)(10) of this section.
(12) The vehicles covered by an application for certification equipped with gasoline-fueled or methanol-fueled
(13) For vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines to be classed in the same evaporative emission family, vehicles must be identical with respect to:
(i) Method of fuel/air metering (
(ii) Carburetor bowl fuel volume, within a 10 cc range.
(14) For vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines to be classed in the same evaporative emission control system, vehicles must be identical with respect to:
(i) Method of vapor storage.
(ii) Method of carburetor sealing.
(iii) Method of air cleaner sealing.
(iv) Vapor storage working capacity, within a 20 g range.
(v) Number of storage devices.
(vi) Method of purging stored vapors.
(vii) Method of venting the carburetor during both engine off and engine operation.
(viii) Liquid fuel hose material.
(ix) Vapor storage material.
(15) Where vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines are types which cannot be divided into evaporative emission family-control system combinations based on the criteria listed above, the Administrator will establish evaporative emission family-control system combinations for those vehicles based on features most related to their evaporative emission characteristics.
(16) No 1990 or later model year heavy-duty engine which is to be used to generate emission credits for 1991 and later banking, trading and averaging programs may also utilize nonconformance penalties (NCPs). Use of an NCP thus becomes an engine family criterion.
(i) Use of either a NO
(ii) If a manufacturer desires to use both banked credits and NCPs on an engine family, two separate engine families must be established. One engine family must consist of engines certified for only credit use following the procedure specified in this subpart. The other engine family must be certified for only NCP use following the procedure as specified in 40 CFR part 86, subpart L.
(17) Any 1990 or later model year urban bus engines which are to be used to generate PM credits for the 1991 and later model year urban bus PM standard shall be placed in separate engine families for certification purposes and the families shall be clearly designated as such in the application. Urban bus engines of different basic design will not be in the same family. If a manufacturer certifies two or more different urban bus engines these shall be in different engine families.
(b)
(i) Vehicles will be chosen to be operated and tested for emission data based upon engine family groupings. Within each engine family, one test vehicle will be selected based on the following criteria: The Administrator shall select the vehicle with the heaviest equivalent test weight (including options) within the family. Then within that vehicle the Administrator shall select, in the order listed, the highest road-load power, largest displacement, the transmission with the highest numerical final gear ratio (including overdrive), the highest numerical axle ratio offered in that engine family and the maximum fuel flow calibration.
(ii) The Administrator shall select one additional test vehicle from within each engine family. The vehicle selected shall be the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family. If all vehicles within the engine family are similar the Administrator may waive the requirements of this paragraph.
(iii) Within an engine family and exhaust emission control system, the manufacturer may alter any emission-data vehicle (or other vehicles such as
(iv) If the vehicles selected in accordance with paragraphs (b)(1) (i) and (ii) of this section do not represent each engine-system combination, then one vehicle of each engine-system combination not represented will be selected by the Administrator. The vehicle selected shall be the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family.
(v) For high-altitude exhaust emission compliance for each engine family, the manufacturer shall follow one of the following procedures:
(A) The manufacturer will select for testing under high-altitude conditions the vehicle expected to exhibit the highest emissions from the nonexempt vehicles selected in accordance with § 86.090-24(b)(1) (ii), (iii), and (iv) of this section or,
(B) In lieu of testing vehicles according to paragraph (b)(1)(v)(A) of this section, a manufacturer may provide a statement in its application for certification that, based on the manufacturer's engineering evaluation of such high-altitude emission testing as the manufacturer deems appropriate,
(
(
(vi) If 90 percent or more of the engine family sales will be in California, a manufacturer may substitute emission-data vehicles selected by the California Air Resources Board criteria for the selections specified in paragraphs (b)(1) (i), (ii), and (iv) of this section.
(vii)(A) Vehicles of each evaporative emission family will be divided into evaporative emission control systems.
(B) The Administrator will select the vehicle expected to exhibit the highest evaporative emissions, from within each evaporative family to be certified, from among the vehicles represented by the exhaust emission-data selections for the engine family, unless evaporative testing has already been completed on the vehicle expected to exhibit the highest evaporative emissions for the evaporative family as part of another engine family's testing.
(C) If the vehicles selected in accordance with paragraph (b)(1)(vii)(B) of this section do not represent each evaporative emission control system then the Administrator will select the highest expected evaporative emission vehicle from within the unrepresented evaporative system.
(viii) For high-altitude evaporative emission compliance for each evaporative emission family, the manufacturer shall follow one of the following procedures:
(A) The manufacturer will select for testing under high-altitude conditions the one nonexempt vehicle previously selected under paragraphs (b)(1)(vii) (B) or (C) of this section which is expected to have the highest level of evaporative emissions when operated at high altitude or
(B) In lieu of testing vehicles according to paragraph (b)(1)(viii)(A) of this section, a manufacturer may provide a statement in its application for certification that based on the manufacturer's engineering evaluation of such high-altitude emission testing as the manufacturer deems appropriate,
(
(
(ix) Vehicles selected under paragraph (b)(1)(v)(A) of this section may
(x)
(B) The manufacturer is not required to test the reconfigured vehicle at low altitude.
(2)
(i)-(ii) [Reserved]
(iii) The Administrator shall select a maximum of two engines within each engine family based upon features indicating that they may have the highest emission levels of the engines in the engine family as follows:
(A) The Administrator shall select one emission-data engine first based on the largest displacement within the engine family. Then within the largest displacement the Administrator shall select, in the order listed, highest fuel flow at the speed of maximum rated torque, the engine with the most advanced spark timing, no EGR or lowest EGR flow, and no air pump or lowest actual flow air pump.
(B) The Administrator shall select one additional engine, from within each engine family. The engine selected shall be the engine expected to exhibit the highest emissions of those engines remaining in the engine family. If all engines within the engine family are similar the Administrator may waive the requirements of this paragraph.
(iv) If the engines selected in accordance with paragraphs (b)(2) (ii) and (iii) of this section do not represent each engine displacement-exhaust emission control system combination, then one engine of each engine displacement-exhaust emission control system combination not represented shall be selected by the Administrator.
(v) Within an engine family/displacement/control system, the manufacturer may alter any emission-data engine (or other engine including current or previous model year emission-data vehicles and development engines provided they meet the emission-data engines protocol) to represent more than one selection under paragraphs (b)(2)(iii) of this section.
(3)
(i) Engines will be chosen to be run for emission data based upon engine family groupings. Within each engine family, the requirements of this paragraph must be met.
(ii) Engines of each engine family will be divided into groups based upon their exhaust emission control systems. One engine of each engine system combination shall be run for smoke emission data (diesel engines only) and gaseous emission data. Either the complete gaseous emission test or the complete smoke test may be conducted first. Within each combination, the engine that features the highest fuel feed per stroke, primarily at the speed of maximum rated torque and secondarily at rated speed, will usually be selected. If there are military engines with higher fuel rates than other engines in the same engine system combinations, then one military engine shall also be selected. The engine with the highest fuel feed per stroke will usually be selected.
(iii) The Administrator may select a maximum of one additional engine within each engine-system combination based upon features indicating that it may have the highest emission levels of the engines of that combination. In selecting this engine, the Administrator will consider such features as the injection system, fuel system, compression ratio, rated speed, rated horsepower, peak torque speed, and peak torque.
(iv) Within an engine family control system combination, the manufacturer may alter any emission-data engine (or other engine including current or previous model year emission-data vehicles and development engines provided they meet the emission-data engines' protocol) to represent more than one selection under paragraphs (b)(3) (ii) and (iii) of this section.
(c)
(i) A durability-data vehicle will be selected by the Administrator to represent each engine-system combination. The vehicle selected shall be of the engine displacement with the largest projected sales volume of vehicles with that control-system combination in that engine family and will be designated by the Administrator as to transmission type, fuel system, inertia weight class, and test weight.
(ii) A manufacturer may elect to operate and test additional vehicles to represent any engine-system combination. The additional vehicles must be of the same engine displacement, transmission type, fuel system and inertia weight class as the vehicle selected for that engine-system combination in accordance with the provisions of paragraph (c)(1)(i) of this section. Notice of an intent to operate and test additional vehicles shall be given to the Administrator no later than 30 days following notification of the test fleet selection.
(2)
(i) The manufacturer shall select the vehicles, engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether vehicles, engines, subsystems, or components are used, they shall be selected so that their emissions deterioration characteristics may be expected to represent those of in-use vehicles, based on good engineering judgment.
(ii) [Reserved]
(3)
(i) The manufacturer shall select the engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether engines, subsystems, or components are used, they shall be selected so that their emissions deterioration characteristics may be expected to represent those of in-use engines, based on good engineering judgment.
(ii) [Reserved]
(d) For purposes of testing under § 86.084-26 (a)(9) or (b)(11), the Administrator may require additional emission-data vehicles (or emission-data engines) and durability-data vehicles (light-duty vehicles only) identical in all material respects to vehicles (or engines) selected in accordance with paragraphs (b) and (c) of this section,
(e)(1) Any manufacturer whose projected sales for the model year in which certification is sought is less than:
(i) 2,000 Otto-cycle light-duty vehicles, or
(ii) 2,000 diesel light-duty vehicles, or
(iii) 2,000 Otto-cycle light-duty trucks, or
(iv) 2,000 diesel light-duty trucks, or
(v) 2,000 Otto-cycle heavy-duty engines, or
(vi) 2,000 diesel heavy-duty engines, may request a reduction in the number of test vehicles (or engines) determined in accordance with the foregoing provisions of this section. The Administrator may agree to such lesser number as he determines would meet the objectives of this procedure.
(2) Any manufacturer may request to certify engine families with combined total sales of fewer than 10,000 light-duty vehicles, light-duty trucks, and heavy-duty engines utilizing assigned deterioration factors prescribed by the Administrator. The assigned deterioration factors shall be applied only to entire engine families.
(f) In lieu of testing an emission-data or durability-data vehicle (or engine) selected under paragraph (b) or (c) of this section, and submitting data therefore, a manufacturer may, with the prior written approval of the Administrator, submit exhaust emission data and/or fuel evaporative emission data, as applicable on a similar vehicle (or engine) for which certification has previously been obtained or for which all applicable data required under
(g)(1) This paragraph applies to light-duty vehicles and light-duty trucks, but does not apply to the production vehicles selected under paragraph (h) of this section.
(2)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination will be equipped with an item (whether that item is standard equipment or an option), the full estimated weight of that item shall be included in the curb weight computation for each vehicle available with that option in that carline, within that engine-system combination.
(ii) Where it is expected that 33 percent or less of the carline, within an engine-system, will be equipped with an item of (whether that item is standard equipment or an option), no weight for that item will be added in computing curb weight for any vehicle in that carline, within that engine-system combination, unless that item is standard equipment on the vehicle.
(iii) In the case of mutually exclusive options, only the weight of the heavier option will be added in computing curb weight.
(iv) Optional equipment weighing less than 3 pounds per item need not be considered.
(3)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination will be equipped with an item of (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, then such items shall actually be installed (unless excluded under paragraph (g)(3)(ii) of this section) on all emission data and durability data vehicles of that carline, within that engine-system combination, on which the items are intended to be offered in production. Items that can reasonably be expected to influence emissions are: air conditioning, power steering, power brakes and other items determined by the Administrator.
(ii) If the manufacturer determines by test data or engineering evaluation that the actual installation of the optional equipment required by paragraph (g)(3)(i) of this section does not affect the emissions or fuel economy values, the optional equipment need not be installed on the test vehicle.
(iii) The weight of the options shall be included in the design curb weight and also be represented in the weight of the test vehicles.
(iv) The engineering evaluation, including any test data, used to support the deletion of optional equipment from test vehicles, shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
(4) Where it is expected that 33 percent or less of a carline, within an engine system combination will be equipped with an item of (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, that item shall not be installed on any emission data or durability data vehicles of that carline, within that engine-system combination, unless that item is standard equipment on the vehicle.
(h) Alternative Durability Program durability-data vehicles. This section applies to light-duty vehicle and light-duty truck durability-data vehicles selected under the Alternative Durability Program described in § 86.085-13.
(1) In order to update the durability data to be used to determine a deterioration factor for each engine family group, the Administrator will select durability-data vehicles from the manufacturer's production line. Production vehicles will be selected from each model year's production for those vehicles certified using the Alternative Durability Program procedures.
(i) The Administrator shall select the production durability-data vehicle designs from the designs that the manufacturer offers for sale. For each model year and for each engine family group, the Administrator may select production durability-data vehicle designs of equal number to the number of engine families within the engine family group, up to a maximum of three vehicles.
(ii) The production durability-data vehicles representing the designs selected in paragraph (h)(1)(i) of this section will be randomly selected from the manufacturer's production. The Administrator will make these random
(iii) The manufacturer may select additional production durability-data vehicle designs from within the engine family group. The production durability-data vehicles representing these designs shall be randomly selected from the manufacturer s production in accordance with paragraph (h)(l)(ii) of this section.
(iv) For each production durability-data vehicle selected under paragraph (h)(1) of this section, the manufacturer shall provide to the Administrator (before the vehicle is tested or begins service accumulation) the vehicle identification number. Before the vehicle begins service accumulation the manufacturer shall also provide the Administrator with a description of the durability-data vehicle as specified by the Administrator.
(v) In lieu of testing a production durability-data vehicle selected under paragraph (h)(1) of this section, and submitting data therefrom, a manufacturer may, with the prior written approval of the Administrator, submit exhaust emission data from a production vehicle of the same configuration for which all applicable data has previously been submitted.
(2) If, within an existing engine family group, a manufacturer requests to certify vehicles of a new design, engine family, emission control system, or with any other durability-related design difference, the Administrator will determine if the existing engine family group deterioration factor is appropriate for the new design. If the Administrator cannot make this determination or deems the deterioration factor not appropriate, the Administrator shall select preproduction durability-data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles with the new design under the provisions of paragraph (h)(1) of this section.
(3) If a manufacturer reguests to certify vehicles of a new design that the Administrator determines are a new engine family group, the Administrator shall select preproduction durability data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles of that design under the provisions of paragraph (h)(1) of this section.
(a)
(1) Maintenance performed on vehicles, engines, subsystems, or components used to determine exhaust or evaporative emission deterioration factors is classified as either emission-related or non-emission-related and each of these can be classified as either scheduled or unscheduled. Further, some emission-related maintenance is also classified as critical emission-related maintenance.
(b) This section specifies emission-related scheduled maintenance for purposes of obtaining durability data and for inclusion in maintenance instructions furnished to purchasers of new motor vehicles and new motor vehicles engines under § 86.087-38.
(1) All emission-related scheduled maintenance for purposes of obtaining durability data must occur at the same mileage intervals (or equivalent intervals if engines, subsystems, or components are used) that will be specified in the manufacturer's maintenance instructions furnished to the ultimate purchaser of the motor vehicle or engine under § 86.088-35. This maintenance schedule may be updated as necessary throughout the testing of the vehicle/engine provided that no maintenance operation is deleted from the maintenance schedule after the operation has been performed on the test vehicle or engine.
(2) Any emission-related maintenance which is performed on vehicles, engines, subsystems, or components must be technologically necessary to assure in-use compliance with the emission standards. The manufacturer must submit data which demonstrate to the Administrator that all of the
(3) For Otto-cycle light-duty vehicles, light-duty trucks and heavy duty engines, emission-related maintenance in addition to, or at shorter intervals than, the following will not be accepted as technologically necessary, except as provided in paragraph (b)(7) of this section.
(i)(A) The cleaning or replacement of light-duty vehicle or light-duty truck spark plugs at 30,000 miles of use and at 30,000 mile intervals thereafter.
(B) The cleaning or replacement of Otto-cycle heavy duty engine spark plugs at 25,000 miles (or 750 hours) of use and at 25,000 mile intervals (or 750-hour) intervals thereafter, for engines certified for use with unleaded fuel only.
(4) For diesel powered light-duty vehicles, light-duty trucks, and heavy-duty engines, emission-related maintenance in addition to, or at shorter intervals than, the following will not be accepted as technologically necessary, except as provided in paragraph (b)(7) of this section.
(i) For light-duty vehicles, the adjustment, cleaning, repair, or replacement of the following may not be performed within the 50,000-mile useful life of the vehicle:
(A) Exhaust gas recirculation system (including all related filters and control valves).
(B) Positive crankcase ventilation valve.
(C) Fuel injectors.
(D) Turbocharger.
(E) Electronic engine control unit and its associated sensors and actuators.
(F) Particulate trap or trap-oxidizer system (including related components).
(ii) For light-duty trucks and heavy-duty engines, the adjustment, cleaning, repair, or replacement of the following at 50,000 miles (or 1,500 hours) of use and at 50,000-mile (or 1,500-hour) intervals thereafter:
(A) Exhaust gas recirculation system (including all related filters and control valves).
(B) Positive crankcase ventilation valve.
(C) Fuel injector tips (cleaning
(iii) The following maintenance at 100,000 miles (or 3,000 hours) of use and at 100,000-mile (or 3,000-hour) intervals thereafter for light-duty trucks and light heavy-duty engines, or, at 150,000 miles (or 4,500 hours) of use and at 150,000-mile (or 4,500-hour) intervals thereafter for medium and heavy-duty engines: The adjustment, cleaning, repair, or replacement of:
(A) Fuel injectors.
(B) Turbocharger.
(C) Electronic engine control unit and its associated sensors and actuators.
(D) Particulate trap or trap-oxidizer system (including related components).
(5) [Reserved]
(6)(i) The following components are currently defined as critical emission-related components:
(A) Catalytic converter.
(B) Air injection system components.
(C) Electronic engine control unit and its associated sensors (including oxygen sensor if installed) and actuators.
(D) Exhaust gas recirculation system (including all related filters and control valves).
(E) Positive crankcase ventilation valve.
(F) Evaporative emission control system components (excluding canister air filter).
(G) Particulate trap or trap-oxidizer system.
(ii) All critical emission-related scheduled maintenance must have a reasonable likelihood of being performed in-use. The manufacturer shall be required to show the reasonable
(A) Data are presented which establish for the Administrator a connection between emissions and vehicle performance such that as emissions increase due to lack of maintenance, vehicle performance will simultaneously deteriorate to a point unacceptable for typical driving.
(B) Survey data are submitted which adequately demonstrate to the Administrator that, at an 80 percent confidence level, 80 percent of such engines already have this critical maintenance item performed in-use at the recommended interval(s).
(C) A clearly displayed visible signal system approved by the Administrator is installed to alert the vehicle driver that maintenance is due. A signal bearing the message “maintenance needed” or “check engine,” or a similar message approved by the Administrator, shall be actuated at the appropriate mileage point or by component failure. This signal must be continuous while the engine is in operation, and not be easily eliminated without performance of the required maintenance. Resetting the signal shall be a required step in the maintenance operation. The method for resetting the signal system shall be approved by the Administrator.
(D) A manufacturer may desire to demonstrate through a survey that a critical maintenance item is likely to be performed without a visible signal on a maintenance item for which there is no prior in-use experience without the signal. To that end, the manufacturer may in a given model year market up to 200 randomly selected vehicles per critical emission-related maintenance item without such visible signals, and monitor the performance of the critical maintenance item by the owners to show compliance with paragraph (b)(6)(ii)(B) of this section. This option is restricted to two consecutive model years and may not be repeated until any previous survey has been completed. If the critical maintenance involves more than one engine family, the sample will be sales weighted to ensure that it is representative of all the families in question.
(E) The manufacturer provides the maintenance free of charge, and clearly informs the customer that the maintenance is free in the instructions provided under § 86.087-38.
(F) Any other method which the Administrator approves as establishing a reasonable likelihood that the critical maintenance will be performed in-use.
(iii) Visible signal systems used under paragraph (b)(6)(ii)(C) of this section are considered an element of design of the emission control system. Therefore, disabling, resetting, or otherwise rendering such signals inoperative without also performing the indicated maintenance procedure is a prohibited act under section 203(a)(3) of the Clean Air Act, as amended in August 1977 (42 U.S.C. 7522(a)(3)).
(7)
(ii) In the case of any new scheduled maintenance, the manufacturer must submit a request for approval to the Administrator for any maintenance that it wishes to recommend to purchasers and perform during durability determination. New scheduled maintenance is that maintenance which did not exist prior to the 1980 model year, including that which is a direct result of the implementation of new technology not found in production prior to the 1980 model year. The manufacturer must also include its recommendations as to the category (
(iii) Any manufacturer may request a hearing on the Administrator's determinations in paragraph (b)(7) of this section. The request shall be in writing, and shall include a statement specifying the manufacturer's objections to the Administrator's determinations, and data in support of such objections. If, after review of the request and supporting data, the Administrator finds that the request raises a substantial factual issue, he shall provide the manufacturer a hearing in accordance with § 86.078-6 with respect to such issue.
(c) Non-emission-related scheduled maintenance which is reasonable and technologically necessary (
(d)
(i) A fuel injector or spark plug may be changed if a persistent misfire is detected.
(ii) Readjustment of an Otto-cycle vehicle cold-start enrichment system may be performed if there is a problem of stalling.
(iii) Readjustment of the engine idle speed (curb idle and fast idle) may be performed in addition to that performed as scheduled maintenance under paragraph (c) of this section, if the idle speed exceeds the manufacturer's recommended idle speed by 300 rpm or more, or if there is a problem of stalling.
(2) Any other unscheduled vehicle, emission control system, or fuel system adjustment, repair, removal, disassembly, cleaning, or replacement during testing to determine deterioration factors shall be performed only with the advance approval of the Administrator. Such approval will be given if the Administrator:
(i) Has made a preliminary determination that the part failure or system malfunction, or the repair of such failure or malfunction, does not render the vehicle or engine unrepresentative of vehicles or engines in-use, and does not require direct access to the combustion chamber, except for spark plug, fuel injection component, or removable prechamber removal or replacement; and,
(ii) Has made a determination that the need for maintenance or repairs is indicated by an overt indication of malfunction such as persistent misfiring, engine stalling, overheating, fluid leakage, loss of oil pressure, excessive fuel consumption or excessive power loss. The Administrator shall be given the opportunity to verify the existence of an overt indication of part failure and/or vehicle/engine malfunction (
(3) Emission measurement may not be used as a means of determining the need for unscheduled maintenance under paragraph (d)(2) of this section, except under the following conditions:
(i) The Administrator may approve unscheduled maintenance on durability-data vehicles based upon a significant change in emission levels that indicates a vehicle or engine malfunction. In these cases the Administrator may first approve specific diagnostic procedures to identify the source of the problem. The Administrator may further approve of specific corrections to the problem after the problem has been identified. The Administrator may only approve the corrective action after it is determined that:
(A) The malfunction was caused by nonproduction build practices or by a previously undetected design problem,
(B) The malfunction will not occur in production vehicles or engines in-use,
(C) The deterioration factor generated by the durability-data vehicle or engine will remain unaffected by the malfunction or by the corrective action (
(ii) Following any unscheduled maintenance approved under paragraph (d)(3)(i) of this section, the manufacturer shall perform an after-maintenance emissions test. If the Administrator determines that the after-maintenance emission levels for any pollutant indicates that the deterioration factor is no longer representative of production, the Administrator may disqualify the durability-data vehicle or engine.
(4) If the Administrator determines that part failure or system malfunction occurrence and/or repair rendered the vehicle/engine unrepresentative of vehicles in-use, the vehicle/engine shall not be used for determining deterioration factors.
(5) Repairs to vehicle components of a durability data vehicle other than the engine, emission control system, or fuel system, shall be performed only as a result of part failure, vehicle system malfunction, or with the advance approval of the Administrator.
(e)
(2) Maintenance on light-duty truck emission-data vehicles selected under § 86.090-24(b)(1) (v) or (vii), and permitted to be tested for purposes of § 86.090-23(c)(1)(ii) under the provisions of § 86.090-24(b)(2), may be performed in conjunction with emission control system modifications at the low-mileage test point, and shall be performed in accordance with the maintenance instructions to be provided to the ultimate purchaser required under § 86.087-38.
(3) Maintenance on those light-duty truck emission-data vehicles selected under 86.090-24(b)(1)(v) which are not capable of being modified in the field for the purpose of complying with emissions standards at an altitude other than that intended by the original design, may be performed in conjunction with the emission control system modifications at the low-mileage test point, and shall be approved in advance by the Administrator.
(4) Repairs to vehicle components of an emission data vehicle other than the engine, emission control system, or fuel system, shall be performed only as a result of part failure, vehicle system malfunction, or with the advance approval of the Administrator.
(f) Equipment, instruments, or tools may not be used to identify malfunctioning, maladjusted, or defective engine components unless the same or equivalent equipment, instruments, or tools will be available to dealerships and other service outlets and:
(1) Are used in conjunction with scheduled maintenance on such components, or
(2) Are used subsequent to the identification of a vehicle or engine malfunction, as provided in paragraph (d)(2) of this section for durability data vehicles or in paragraph (e)(1) of this section for emission-data vehicles, or
(3) Unless specifically authorized by the Administrator.
(g)(1) Paragraph (g) of this section applies to light-duty vehicles.
(2) Complete emission tests (see §§ 86.106 through 86.145) are required, unless waived by the Administrator, before and after scheduled maintenance approved for durability data vehicles. The manufacturer may perform emission tests before unscheduled maintenance. Complete emission tests are required after unscheduled maintenance which may reasonably be expected to affect emissions. The Administrator may waive the requirement to test after unscheduled maintenance. These test data may be submitted weekly to the Administrator, but shall be air posted or delivered within 7 days after completion of the tests, along with a complete record of all pertinent maintenance, including a preliminary engineering report of any malfunction diagnosis and the corrective action taken. A complete engineering report shall be delivered to the Administrator concurrently with the manufacturer's application for certification.
(h) All test data, maintenance reports, and required engineering reports shall be compiled and provided to the Administrator in accordance with § 86.090-23.
(a)(1) Paragraph (a) of this section applies to light-duty vehicles.
(2) The procedure for mileage accumulation will be the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate mileage at a measured curb weight which is within 100 pounds of the estimated curb weight. If the loaded vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respective emission tests at higher loaded vehicle weight.
(3)
(i)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (v) or (viii) shall be conducted at the mileage at which the engine system combination is stabilized for emission testing under high-altitude conditions.
(C) Exhaust and evaporative emissions tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (i), (ii), (iii), (iv), or (vii)(B) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing under low-altitude conditions.
(D) For each engine family, the manufacturer will either select one vehicle previously selected under § 86.090-24(b)(1) (i) through (iv) to be tested
(ii)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1)(v) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing under low-altitude conditions.
(C) Exhaust and evaporative emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (i) through (iv) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing under low-altitude conditions.
(D) For each engine family, the manufacturer will either select one vehicle previously selected under § 86.090-24(b)(1) (i) through (iv) to be tested under high-altitude conditions or provide a statement in accordance with § 86.090-24(b)(1)(v). Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. In addition, any emission control device used to conform with the emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(4)(i)
(B) Complete exhaust emission tests shall be made at test point mileage intervals that the manufacturer determines.
(C) At a minimum, two complete exhaust emission tests shall be made. The first test shall be made at a distance not greater than 6,250 miles. The last shall be made at 50,000 miles.
(D) The mileage interval between test points must be of equal length except for the interval between zero miles and the first test, and any interval before or after testing conducted in conjunction with vehicle maintenance as specified in § 86.090-25(g)(2).
(ii) The manufacturer may, at its option, alter the durability-data vehicle at the selected test point to represent emission-data vehicle(s) within the same engine/system combination and perform emission tests on the altered vehicle. Upon completion of emission testing, the manufacturer may return the test vehicle to the durability-data vehicle configuration prior to the continuation of mileage accumulation.
(5)(i) All tests required by this subpart on emission-data vehicles shall be conducted at a mileage equal to or greater than the mileage the manufacturer determines under paragraph (a)(3) of this section.
(ii) All tests required by this subpart on durability-data vehicles shall be
(6)(i)(A) The manufacturer may conduct multiple tests at any test point at which the data are intended to be used in the deterioration factor. At each test point where multiple tests are conducted, the test results from all valid tests shall be averaged to determine the data point to be used in the deterioration factor calculation, except under paragraph (a)(6)(i)(B) of this section. The test results from emission tests performed before maintenance affecting emissions shall not be averaged with test results after the maintenance.
(B) The manufacturer is not required to average multiple tests if the manufacturer conducts no more than three tests at each test point and if the number of tests at each test point is equal. All test points must be treated the same for all exhaust pollutants.
(ii) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given by the manufacturer for the voided test. Tests between test points may be conducted as required by the Administrator. Data from all tests (including voided tests) may be submitted weekly to the Administrator, but shall be air posted or delivered to the Administrator within 7 days after completion of the test. In addition, all test data shall be compiled and provided to the Administrator in accordance with § 86.090-23. Where the Administrator conducts a test on a durability-data vehicle at a prescribed test point, the results of that test will be used in the calculation of the deterioration factor.
(iii) The results of all emission tests shall be rounded, in accordance with ASTM E 29-67, to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure.
(7) Whenever a manufacturer intends to operate and test a vehicle which may be used for emission or durability data, the manufacturer shall retain in its records all information concerning all emissions tests and maintenance, including vehicle alterations to represent other vehicle selections. For emission-data vehicles, this information shall be submitted, including the vehicle description and specification information required by the Administrator, to the Administrator following the emission-data test. For durability-data vehicles, this information shall be submitted following the 5,000-mile test.
(8) Once a manufacturer submits the information required in paragraphs (a)(7) of this section for a durability-data vehicle, the manufacturer shall continue to run the vehicle to 50,000 miles, and the data from the vehicle will be used in the calculations under § 86.090-28. Discontinuation of a durability-data vehicle shall be allowed only with the consent of the Administrator.
(9)(i) The Administrator may elect to operate and test any test vehicle during all or any part of the mileage accumulation and testing procedure. In such cases, the manufacturer shall provide the vehicle(s) to the Administrator with all information necessary to conduct this testing.
(ii) The test procedures in §§ 86.106 through 86.145 will be followed by the Administrator. The Administrator will test the vehicles at each test point. Maintenance may be performed by the manufacturer under such conditions as the Administrator may prescribe.
(iii) The data developed by the Administrator for the engine-system combination shall be combined with any applicable data supplied by the manufacturer on other vehicles of that combination to determine the applicable deterioration factors for the combination. In the case of a significant discrepancy between data developed by the Administrator and that submitted by the manufacturer, the Administrator's data shall be used in the determination of deterioration factors.
(10) Emission testing of any type with respect to any certification vehicle other than that specified in this part is not allowed except as such testing may be specifically authorized by the Administrator.
(11) This section does not apply to testing conducted to meet the requirements of § 86.090-23(b)(2).
(b)(1) Paragraph (b) of this section applies to light-duty trucks.
(2) There are three types of mileage or service accumulation applicable to light-duty trucks:
(i) Mileage or service accumulation on vehicles, engines, subsystems, or components selected by the manufacturer under § 86.090-24(c)(2)(i). The manufacturer determines the form and extent of this mileage or service accumulation, consistent with good engineering practice, and describes it in the application for certification.
(ii) Mileage accumulation of the duration selected by the manufacturer on emission-data vehicles selected under § 86.090-24(b)(1). The procedure for mileage accumulation will be the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate mileage at a measured curb weight which is within 100 pounds of the estimated curb weight. If the loaded vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respective emission tests at the test weight corresponding to the higher loaded vehicle weight.
(iii) Service or mileage accumulation which may be part of the test procedures used by the manufacturer to establish evaporative emission deterioration factors.
(3) Exhaust emission deterioration factors will be determined on the basis of the mileage or service accumulation described in paragraph (b)(2)(i) of this section and related testing, according to the manufacturer's procedures.
(4) Each emission-data vehicle shall be operated and tested as follows:
(i)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (v) or (viii) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing or at 6,436 kilometers (4,000-miles) under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (ii), (iii), (iv)(A), or (vii)(B) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing or at the 6,436-kilometer (4,000-mile) test point under low-altitude conditions.
(D) If the manufacturer recommends adjustments or modifications in order to conform to emission standards at high altitude, such adjustments or modifications shall be made to the test vehicle selected under § 86.090-24(b)(1) (v) and (viii) (in accordance with the instructions to be provided to the ultimate purchaser) before being tested under high-altitude conditions.
(ii)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (v) or (viii) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing or at 6,436-kilometer (4,000-miles) under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (ii), (iii), (iv)(A), or (vii)(B) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing or at the 6,436-kilometer (4,000-mile) test point under low-altitude conditions.
(D) If the manufacturer recommends adjustments or modifications in order to conform to emission standards at high altitude, such adjustments or modifications shall be made to the test vehicle selected under § 86.090-24(b)(1) (v) and (viii) (in accordance with the instructions to be provided to the ultimate purchaser) before being tested under high-altitude conditions.
(ii)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1)(v) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing or at the 6,436-kilometer (4,000-mile) test point under low-altitude conditions.
(C) Exhaust and evaporative emission tests for emission-data vehicle(s) selected for testing under § 86.090-24(b)(1) (ii), (iii), and (iv) shall be conducted at the mileage at which the engine-system combination is stabilized for emission testing or at the 6,436-kilometer (4,000-mile) test point under low-altitude conditions.
(D) If the manufacturer recommends adjustments or modifications in order to conform to emission standards at high altitude, such adjustments or modifications shall be made to the test vehicle selected under § 86.090-24(b)(1) (v) and (viii) (in accordance with the instructions to be provided to the ultimate purchaser) before being tested under high-altitude conditions.
(iii) [Reserved]
(iv) All tests required by this subpart on emission-data vehicles shall be conducted at a mileage equal to or greater than the mileage the manufacturer determines under paragraph (b)(4) of this section.
(c)(1) Paragraph (c) of this section applies to heavy-duty engines.
(2) There are two types of service accumulation applicable to heavy-duty engines:
(i) Service accumulation on engines, subsystems, or components selected by the manufacturer under § 86.088-
(ii) Dynamometer service accumulation on emission-data engines selected under § 86.090-24(b) (2) or (3). The manufacturer determines the engine operating schedule to be used for dynamometer service accumulation, consistent with good engineering practice. A single engine operating schedule shall be used for all engines in an engine family-control system combination. Operating schedules may be different for different combinations.
(3) Exhaust emission deterioration factors will be determined on the basis of the service accumulation described in paragraph (b)(2)(i) of this section and related testing, according to the manufacturer's procedures.
(4) The manufacturer shall determine, for each engine family, the number of hours at which the engine system combination is stabilized for emission-data testing. The manufacturer shall maintain, and provide to the Administrator if requested a record of the rationale used in making this determination. The manufacturer may elect to accumulate 125 hours on each test engine within an engine family without making a determination. Any engine used to represent emission-data engine selections under § 86.090-24(b)(2) shall be equipped with an engine system combination that has accumulated at least the number of hours determined under this paragraph. Complete exhaust emission tests shall be conducted for each emission-data engine selection under § 86.090-24(b)(2). Evaporative emission controls need not be connected provided normal operating conditions are maintained in the engine induction system. The Administrator may determine under § 86.090-24(f) that no testing is required.
(d)(1) Paragraph (d) of this section applies to both light-duty trucks and heavy-duty engines.
(2)(i) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given by the manufacturer for the voided test. Tests between test points may be conducted as required by the Administrator. Data from all tests (including voided tests) may be submitted weekly to the Administrator, but shall be air posted or delivered to the Administrator within 7 days after completion of the tests. In addition, all test data shall be compiled and provided to the Administrator in accordance with § 86.090-23. Where the Administrator conducts a test on a durability-data vehicle at a prescribed test point, the results of that test will be used in the calculation of the deterioration factor.
(ii) The results of all emission tests shall be recorded and reported to the Administrator. These test results shall be rounded, in accordance with ASTM E 29-67, to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure.
(3) Whenever a manufacturer intends to operate and test a vehicle (or engine) which may be used for emission data, the manufacturer shall retain in its records all information concerning all emissions tests and maintenance, including vehicle (or engine) alterations to represent other vehicle (or engine) selections. This information shall be submitted, including the vehicle (or engine) description and specification information required by the Administrator, to the Administrator following the emission-data test.
(4)-(5) [Reserved]
(6) Emission testing of any type with respect to any certification vehicle or engine other than that specified in this subpart is not allowed except as such testing may be specifically authorized by the Administrator.
(a) The Administrator may, on the basis of written application by a manufacturer, prescribe test procedures, other than those set forth in this part, for any light-duty vehicle, light-duty truck, heavy-duty engine, or heavy-duty vehicle which the Administrator determines is not susceptible to satisfactory testing by the procedures set forth in this part.
(b) If the manufacturer does not submit a written application for use of special test procedures but the Administrator determines that a light-duty vehicle, light-duty truck, heavy-duty engine, or heavy-duty vehicle is not susceptible to satisfactory testing by the procedures set forth in this part, the Administrator shall notify the manufacturer in writing and set forth the reasons for such rejection in accordance with the provisions of § 86.090-22(c).
The definitions of § 86.090-2 remain effective. The definitions listed in this section apply beginning with the 1991 model year.
(a) The manufacturer of any new motor vehicle (or new motor vehicle engine) subject to any of the standards or procedures prescribed in this subpart shall establish, maintain and retain the following adequately organized and indexed records.
(1)
(A) Identification and description of all certification vehicles (or certification engines) for which testing is required under this subpart.
(B) A description of all emission control systems which are installed on or incorporated in each certification vehicle (or certification engine).
(C) A description of all procedures used to test each such certification vehicle (or certification engine).
(ii) A properly filed application for certification, following the format prescribed by the US EPA for the appropriate model year, fulfills each of the requirements of this paragraph (a)(1).
(2)
(A) In the case where a current production engine is modified for use in a certification vehicle (or as a certification engine), a description of the process by which the engine was selected and of the modifications made. In the case where the engine for a certification vehicle (or certification engine) is not derived from a current production engine, a general description of the buildup of the engine (
(B) A complete record of all emission tests performed (except tests performed by EPA directly), including test results, the date and purpose of each test, and the number of miles accumulated on the vehicle (or the number of hours accumulated on the engine).
(C) The date of each mileage (or service) accumulation run, listing the mileage (or number of operating hours) accumulated.
(D) [Reserved]
(E) A record and description of all maintenance and other servicing performed, giving the date of the maintenance or service and the reason for it.
(F) A record and description of each test performed to diagnose engine or emission control system performance, giving the date and time of the test and the reason for it.
(G) [Reserved]
(H) A brief description of any significant events affecting the vehicle (or engine) during any time in the period covered by the history not described by an entry under one of the previous headings including such extraordinary events as vehicle accidents (or accidents involving the engine) or dynamometer runaway.
(ii) Each such history shall be started on the date that the first of any of the selection or buildup activities in paragraph (a)(2)(i)(A) of this section occurred with respect to the certification vehicle (or engine) changes or additional work is done on it, and shall be kept in a designated location.
(3) All records, other than routine emission test records, required to be maintained under this subpart shall be retained by the manufacturer for a period of six (6) years after issuance of all certificates of conformity to which they relate. Routine emission test records shall be retained by the manufacturer for a period of one (1) year after issuance of all certificates of conformity to which they relate. Records may be retained as hard copy or reduced to microfilm, ADP diskettes, etc., depending on the record retention procedures of the manufacturer;
(b) The manufacturer of any new motor vehicle (or new motor vehicle engine) subject to any of the standards prescribed in this subpart shall submit to the Administrator at the time of issuance by the manufacturer copies of all instructions or explanations regarding the use, repair, adjustment, maintenance, or testing of such vehicle (or engine) relevant to the control of crankcase, exhaust or evaporative emissions, as applicable, issued by the manufacturer for use by other manufacturers, assembly plants, distributors, dealers, and ultimate purchasers,
(c)(1) The manufacturer (or contractor for the manufacturer, if applicable) of any new vehicle or engine that is certified under averaging, trading, or banking programs (as applicable) shall establish, maintain, and retain the following adequately organized and indexed records for each such vehicle or heavy-duty engine produced:
(i) EPA engine family.
(ii) Vehicle (or engine) identification number.
(iii) Vehicle (or engine) model year and build date.
(iv) BHP rating (heavy-duty engines only).
(v) Purchaser and destination.
(vi) Assembly plant.
(2) The manufacturer (or contractor for the manufacturer, if applicable) of any new vehicle or engine family that is certified under averaging, trading, or banking programs (as applicable) shall establish, maintain, and retain the following adequately organized and indexed records for each such family:
(i) EPA engine family.
(ii) FEL.
(iii) BHP conversion factor and the transient test BHP for each configuration tested (heavy-duty engines only).
(iv) Useful life.
(v) Projected U.S. production volume for the model year.
(vi) Actual U.S. production volume for the model year.
(3) The manufacturer (or contractor for the manufacturer, if applicable) shall retain all records required to be maintained under this section for a period of six years from the due date for the end-of-model year averaging, trading, and banking reports. Records may be retained as hard copy or reduced to microfilm, ADP files, etc., depending on the manufacturer's record retention procedure;
(4) Nothing in this section limits the Administrator's discretion in requiring the manufacturer to retain additional records or submit information not specifically required by this section.
(5) Pursuant to a request made by the Administrator, the manufacturer shall submit to him the information that is required to be retained.
(6) EPA may void
(7) Any engine family using NCPs must comply with the provisions established in the NCP program provided by 40 CFR part 86, subpart L.
(8) Any manufacturer, producing an engine family participating in trading using reserved credits, shall maintain the following records on a quarterly basis for each engine family in the trading subclass:
(i) The engine family,
(ii) The averaging set,
(iii) The actual quarterly and cumulative U.S. production volumes,
(iv) The value required to calculate credits as given in § 86.091-15,
(v) The resulting type [NO
(vi) How and where credit surpluses are dispersed, and
(vii) How and through what means credit deficits are met.
(d)(1) Any manufacturer who has applied for certification of a new motor vehicle (or new motor vehicle engine) subject to certification test under this subpart shall admit or cause to be admitted any EPA Enforcement Officer or any EPA authorized representative during operating hours on presentation of credentials to any of the following:
(i) Any facility where any such tests or any procedures or activities connected with such test are or were performed.
(ii) Any facility where any new motor vehicle (or new motor vehicle engine) which is being, was, or is to be tested is present.
(iii) Any facility where any construction process or assembly process used in the modification or build up of such a vehicle (or engine) into a certification vehicle (or certification engine) is taking place or has taken place.
(iv) Any facility where any record or other document relating to any of the above is located.
(v) Any facility where any record or other document relating to the information specified in paragraph (c) of this section is located.
(2) Upon admission to any facility referred to in paragraph (d)(1) of this section, any EPA Enforcement Officer or any EPA authorized representative shall be allowed:
(i) To inspect and monitor any part or aspect of such procedures, activities, and testing facilities, including, but not limited to, monitoring vehicle (or engine) preconditioning, emissions tests and mileage (or service) accumulation, maintenance, and vehicle soak and storage procedures (or engine storage procedures), and to verify correlation or calibration of test equipment;
(ii) To inspect and make copies of any such records, designs, or other documents, including those records specified in paragraph (c) of this section; and
(iii) To inspect and/or photograph any part or aspect of any such certification vehicle (or certification engine) and any components to be used in the construction thereof.
(3) In order to allow the Administrator to determine whether or not production motor vehicles (or production motor vehicle engines) conform to the conditions upon which a certificate
(i) Any facility where any document, design, or procedure relating to the translation of the design and construction of engines and emission related components described in the application for certification or used for certification testing into production vehicles (or production engines) is located or carried on;
(ii) Any facility where any motor vehicles (or motor vehicle engines) to be introduced into commerce are manufactured or assembled; and
(iii) Any facility where records specified in paragraph (c) of this section are located.
(4) On admission to any such facility referred to in paragraph (d)(4) of this section, any EPA Enforcement Officer or any EPA authorized representative shall be allowed:
(i) To inspect and monitor any aspects of such manufacture or assembly and other procedures;
(ii) To inspect and make copies of any such records, documents or designs;
(iii) To inspect and photograph any part or aspect of any such new motor vehicles (or new motor vehicle engines) and any component used in the assembly thereof that are reasonably related to the purpose of his entry; and
(iv) To inspect and make copies of any records and documents specified in paragraph (c) of this section.
(5) Any EPA Enforcement Officer or EPA authorized representative shall be furnished by those in charge of a facility being inspected with such reasonable assistance as he may request to help him discharge any function listed in this paragraph. Each applicant for or recipient of certification is required to cause those in charge of a facility operated for its benefit to furnish such reasonable assistance without charge to EPA whether or not the applicant controls the facility.
(6) The duty to admit or cause to be admitted any EPA Enforcement Officer or EPA authorized representative applies whether or not the applicant owns or controls the facility in question and applies both to domestic and to foreign manufacturers and facilities. EPA will not attempt to make any inspections which it has been informed that local law forbids. However, if local law makes it impossible to do what is necessary to insure the accuracy of data generated at a facility, no informed judgment that a vehicle or engine is certifiable or is covered by a certificate can properly be based on those data. It is the responsibility of the manufacturer to locate its testing and manufacturing facilities in jurisdictions where this situation will not arise.
(7) For purposes of this paragraph:
(i)
(ii) Where vehicle, component, or engine storage areas or facilities are concerned,
(iii) Where facilities or areas other than those covered by paragraph (d)(7)(ii) of this section are concerned,
(iv)
(v) Any entry without 24 hour prior written or oral notification to the affected manufacturer shall be authorized in writing by the Assistant Administrator for Air and Radiation.
(8) EPA may void
(e) EPA Enforcement Officers or EPA authorized representatives are authorized to seek a warrant or court order authorizing the EPA Enforcement Officers or EPA authorized representatives to conduct activities related to entry and access as authorized in this section, as appropriate, to execute the functions specified in this section. EPA Enforcement Officers or EPA authorized representatives may proceed ex parte to obtain a warrant whether or not the Enforcement Officers first attempted to seek permission of the manufacturer or the party in charge of the facilities in question to conduct activities related to entry and access as authorized in this section.
(f) A manufacturer shall permit EPA Enforcement Officers or EPA authorized representatives who present a warrant or court order as described in paragraph (e) of this section to conduct activities related to entry and access as authorized in this section and as described in the warrant or court order. The manufacturer shall cause those in charge of its facility or facility operated for its benefit to permit EPA Enforcement Officers or EPA authorized representatives to conduct activities related to entry and access as authorized in this section pursuant to a warrant or court order whether or not the manufacturer controls the facility. In the absence of such a warrant or court order, EPA Enforcement Officers or EPA authorized representatives may conduct activities related to entry and access as authorized in this section only upon the consent of the manufacturer or the party in charge of the facilities in question.
(g) It is not a violation of this part or the Clean Air Act for any person to refuse to permit EPA Enforcement Officers or EPA authorized representatives to conduct activities related to entry and access as authorized in this section without a warrant or court order.
(a)(1) The standards set forth in paragraphs (a) through (c) of this section shall apply to light-duty trucks sold for principal use at other than a designated high-altitude location. Exhaust emissions from 1991 and later model year light-duty trucks shall not exceed:
(i)(A)
(B)
(ii)
(A) 10 grams per vehicle mile (6.2 grams per vehicle kilometer).
(B) 0.50 percent of exhaust gas flow at curb idle (for Otto-cycle and methanol-fueled diesel light-duty trucks only).
(iii)
(A) For light-duty trucks up to and including 3,750 lbs loaded vehicle weight, 1.2 grams per vehicle mile (0.75 gram per vehicle kilometer).
(B) For light-duty trucks greater loaded vehicle weight, 1.7 grams per vehicle mile (1.1 grams per vehicle kilometer).
(C) A manufacturer may elect to include any light-duty truck engine families in the NO
(iv)
(A) For light-duty trucks up to and including 3,750 lbs loaded vehicle weight, 0.26 gram per vehicle mile (0.16 gram per vehicle kilometer).
(B) For light-duty trucks 3,751 lbs and greater loaded vehicle weight, 0.13 gram per vehicle mile (0.08 gram per vehicle kilometer).
(C) A manufacturer may elect to include any diesel light-duty truck engine families in the appropriate particulate averaging program (petroleum and methanol), provided that it does not elect to pay an NCP for noncompliance with any emission standard applicable to that light-duty truck family. Trucks produced for sale in California or in designated high-altitude areas may be averaged only within each of those areas, and light-duty trucks subject to the standard of paragraph (a)(1)(iv)(B) of this section may be averaged only with other light-duty trucks subject to the standard of paragraph (a)(1)(iv)(B) of this section. Averaging is not permitted between fuel types. If the manufacturer elects to average both light-duty trucks subject to the standards of paragraphs (a)(1)(iv)(A) of this section and light-duty vehicles together in the appropriate particulate averaging program, its composite particulate standard applies to the combined set of light-duty vehicles and light-duty trucks that are included in the average and is calculated as defined in § 86.088-2.
(2) The standards set forth in paragraphs (a)(1)(i), (a)(1)(ii)(A), (a)(1)(iii), and (a)(1)(iv) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The standard set forth in paragraph (a)(1)(ii)(B) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with the procedures set forth in subpart P of this part.
(b) Fuel evaporative emissions from 1991 and later model year light-duty trucks shall not exceed (compliance with these standards is optional for 1991 model year methanol-fueled vehicles):
(1)
(2)
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refer to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any 1991 and later model year light-duty truck.
(d)(1) Model year 1991 and later light-duty trucks sold for principal use at a designated high-altitude location shall be capable of meeting the following exhaust emission standards when tested under high-altitude conditions:
(i)(A)
(B)
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (for Otto-cycle and methanol-fueled diesel light duty trucks only).
(iii)
(B) For light-duty trucks 3,751 lbs and greater loaded vehicle weight, 1.7 grams per vehicle mile (1.1 grams per vehicle kilometer).
(iv)
(B) For light-duty trucks 3,751 lbs and greater loaded vehicle weight, 0.13 gram per vehicle mile (0.08 gram per vehicle kilometer).
(2) The standards set forth in paragraphs (d)(1)(i), (d)(1)(ii)(A), (d)(1)(iii), and (d)(1)(iv) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The standard set forth in paragraph (d)(1)(ii)(B) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with the procedures set forth in subpart P of this part.
(e) Fuel evaporative emissions from 1991 and later model year light-duty trucks sold for principal use at a designated high-altitude location, when tested under high-altitude conditions, shall not exceed:
(1)
(2)
(3) The standards set forth in paragraphs (e) (1) and (2) of this section refer to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(f) No crankcase emissions shall be discharged into the ambient atmosphere from any 1991 and later model year light-duty trucks sold for principal use at a designated high-altitude location.
(g)(1) Any light-duty truck that a manufacturer wishes to certify for sale at low altitude must be capable of meeting high-altitude emission standards (specified in paragraphs (d) through (f) of this section). The manufacturer may specify vehicle adjustments or modifications to allow the vehicle to meet high-altitude standards but these adjustments or modifications may not alter the vehicle's basic engine, inertia weight class, transmission configuration, and axle ratio.
(i) A manufacturer may certify unique configurations to meet the high-altitude standards but is not required to certify these vehicle configurations to meet the low-altitude standards.
(ii) Any adjustments or modifications that are recommended to be performed on vehicles to satisfy the requirements of paragraph (g)(1) of this section:
(A) Shall be capable of being effectively performed by commercial repair facilities, and
(B) Must be included in the manufacturer's application for certification.
(2) The manufacturer may exempt 1991 and later model year vehicles from compliance with the high-altitude emission standards set forth in paragraphs (d) and (e) of this section if the vehicles are not intended for sale at high altitude and if the following requirements are met. A vehicle configuration shall only be considered eligible for exemption if the requirements of either paragraph (g)(2) (i), (ii), (iii), or (iv) of this section are met.
(i) Its design parameters (displacement-to-weight ratio (D/W) and engine speed-to-vehicle-speed ratio (N/V)) fall within the exempted range for that manufacturer for that year. The exempted range is determined according to the following procedure:
(A) The manufacturer shall graphically display the D/W and N/V data of all vehicle configurations it will offer for the model year in question. The axis of the abscissa shall be D/W (where (D) is the engine displacement expressed in cubic centimeters and (W) is the gross vehicle weight (GVW) expressed in pounds), and the axis of the ordinate shall be N/V (where (N) is the
(B) The product line is then defined by the equation, N/V = C(D/W)
(C) The exemption line is then defined by the equation, N/V = C(0.84 D/W)
(D) The exempted range includes all values of N/V and D/W which simultaneously fall to the lower left of the exemption line as drawn on the graph.
(ii) Its design parameters fall within the alternate exempted range for that manufacturer that year. The alternate exempted range is determined by substituting rated horsepower (hp) for displacement (D) in the exemption procedure described in paragraph (g)(2)(i) of this section and by using the product line N/V = C(hp/W)
(A) Rated horsepower shall be determined by using the Society of Automotive Engineers Test Procedure J 1349, or any subsequent version of that test procedure. Any of the horsepower determinants within that test procedure may be used, as long as it is used consistently throughout the manufacturer's product line in any model year.
(B) No exemptions will be allowed under paragraph (g)(2)(ii) of this section to any manufacturer that has exempted vehicle configurations as set forth in paragraph (g)(2)(i) of this section.
(iii) Its acceleration time (the time it takes a vehicle to accelerate from 0 to a speed not less than 40 miles per hour and not greater than 50 miles per hour) under high-altitude conditions is greater than the largest acceleration time under low-altitude conditions for that manufacturer for that year. The procedure to be followed in making this determination is:
(A) The manufacturer shall list the vehicle configuration and acceleration time under low-altitude conditions of that vehicle configuration which has the highest acceleration time under low-altitude conditions of all the vehicle configurations it will offer for the model year in question. The manufacturer shall also submit a description of the methodology used to make this determination.
(B) The manufacturer shall then list the vehicle configurations and acceleration times under high-altitude conditions of all those vehicles configurations which have higher acceleration times under high-altitude conditions than the highest acceleration time at low altitude identified in paragraph (g)(2)(iii)(A) of this section.
(iv) In lieu of performing the test procedure of paragraph (g)(2)(iii) of this section, its acceleration time can be estimated based on the manufacturer's engineering evaluation, in accordance with good engineering practice, to meet the exemption criteria of paragraph (g)(2)(iii) of this section.
(3) The sale of a vehicle for principal use at a designated high-altitude location that has been exempted as set forth in paragraph (g)(2) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(a)(1) Exhaust emissions from new 1991 and later model year Otto-cycle heavy-duty engines shall not exceed (compliance with these standards is optional through the 1996 model year natural gas- and liquefied petroleum gas-fueled heavy-duty engines):
(i) For Otto-cycle heavy-duty engines fueled with either gasoline or liquefied petroleum gas, and intended for use in all vehicles except as provided in paragraph (a)(3) of this paragraph.
(A)
(B)
(
(C)
(
(
(ii) For Otto-cycle heavy-duty engines fueled with either gasoline or liquefied petroleum gas, and intended for use only in vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs.
(A)
(B)
(
(C)
(
(
(iii) For
(A)
(B)
(
(C)
(
(iv) For
(A)
(B)
(
(C)
(
(v) For natural gas-fueled Otto-cycle heavy-duty engines intended for use in all vehicles except as provided in paragraph (a)(3) of this section.
(A)
(B)
(
(C)
(
(vi) For natural gas-fueled Otto-cycle engines intended for use only in vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs.
(A)
(B)
(
(C)
(
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over the operating schedule set forth in paragraph (f)(1) of appendix I to this part, and measured and calculated in accordance with the procedures set forth in subpart N or P.
(3)(i) A manufacturer may certify one or more Otto-cycle heavy-duty engine configurations intended for use in all vehicles to the emission standards set forth in paragraphs (a)(1)(ii), (a)(1)(iv) or (a)(1)(vi) of this section:
(ii) The configurations certified to the emission standards of paragraphs (a)(1) (ii), (iv) and (vi) of this section under the provisions of paragraph (a)(3)(i) of this section shall still be required to meet the evaporative emission standards set forth in paragraphs (b)(1)(i), (b)(2)(i) and (b)(3)(i) of this section.
(b)
(1)
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs, 4.0 grams per test.
(2)
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs, 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs, 4.0 grams per test.
(3)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraphs (b)(1) and (b)(2) of this section refer to a composite sample of evaporative emissions collected under the conditions set forth in subpart M and measured in accordance with those procedures.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs., the standards set forth in paragraphs (b)(1)(ii) and (b)(2)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1991 or later model year Otto-cycle heavy-duty engine.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart N or P of this part to ascertain that such test engines meet the requirements of paragraphs (a) and (c) of this section.
(a)(1) Exhaust emissions from new 1991 and later model year diesel heavy-duty engines shall not exceed the following:
(i)(A)
(B)
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (methanol-fueled diesel only).
(iii)
(B) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the NO
(iv)
(B) [Reserved]
(C) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the particulate averaging, trading, or banking programs for heavy-duty engines, within the restrictions described in § 86.091-15. If the manufacturer elects to include engine families in any of these programs, the particulate FELs may not exceed 0.60 gram per brake horsepower-hour (0.22 gram per megajoule). This ceiling value applies whether credits for the family are derived from averaging, trading or banking programs.
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over operating schedules as set forth in paragraph (f)(2) of appendix I of this part, and measured and calculated in accordance with the procedures set forth in subpart N of this part, except as noted in § 86.091-23(c)(2) (i) and (iii).
(b)(1) The opacity of smoke emission from new 1991 and later model year diesel heavy-duty engines shall not exceed:
(i) 20 percent during the engine acceleration mode.
(ii) 15 percent during the engine lugging mode.
(iii) 50 percent during the peaks in either mode.
(2) The standards set forth in paragraph (b)(1) of this section refer to exhaust smoke emissions generated under the conditions set forth in subpart I of this part and measured and calculated in accordance with those procedures.
(3)
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs, 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs, 4.0 grams per test.
(4)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraph (b)(3) of this section refer to a composite sample of evaporative emissions collected under the conditions set forth in subpart M and measured in accordance with those procedures.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs, the standard set forth in paragraph (b)(3)(ii) of this section refers to the manufacturers' engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1991 or later model year methanol-fueled diesel, or any naturally-aspirated diesel heavy-duty engine. For petroleum fueled engines only, this provision does not apply to engines using turbochargers, pumps, blowers, or superchargers for air induction.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart I or N of this part to ascertain that such test engines
(a)(1) Heavy-duty engines eligible for the NO
(2)(i) Engine families with FELs exceeding the applicable standard shall obtain emission credits in a mass amount sufficient to address the shortfall. Credits may be obtained from averaging, trading, or banking, within the averaging set restrictions described in this section.
(ii) Engine families with FELs below the applicable standard will have emission credits available to average, trade, bank or a combination thereof. Credits may not be used to offset emissions that exceed an FEL. Credits may not be used to remedy an in-use nonconformity determined by a Selective Enforcement Audit or by recall testing. However, credits may be used to allow subsequent production of engines for the family in question if the manufacturer elects to recertify to a higher FEL.
(iii) Engine families within a given averaging set may not both generate and use like emission credits in the same model year. This restriction is to be applied on a pollutant-specific basis.
(b) Participation in the NO
(1) During certification, the manufacturer shall:
(i) Declare its intent to include specific engine families in the averaging, trading and/or banking programs. Separate declarations are required for each program and for each pollutant (
(ii) Declare an FEL for each engine family participating in one or more of these three programs.
(A) The FEL must be to the same level of significant digits as the emission standard (one-tenth of a gram per brake horsepower for NO
(B) In no case may the FEL exceed the upper limit prescribed in the section concerning the applicable heavy-duty engine NO
(iii) Calculate the projected emission credits ( + / − ) based on quarterly production projections for each participating family and for each pollutant (NO
(iv)(A) Determine and state the source of the needed credits according to quarterly projected production for engine families requiring credits for certification.
(B) State where the quarterly projected credits will be applied for engine families generating credits.
(C) Credits may be obtained from or applied to only engine families within the same averaging set as described in paragraphs (d) and (e) of this section. Credits available for averaging, trading, or banking as defined in § 86.090-2, may be applied to a given engine famil(y) (ies), or reserved as defined in § 86.091-2.
(2) Based on this information each manufacturer's certification application must demonstrate:
(i) That at the end of model year production, each engine family has a net emissions credit balance of zero or more using the methodology in paragraph (c) of this section with any credits obtained from averaging, trading or banking.
(ii) The source of the credits to be used to comply with the emission standard if the FEL exceeds the standard, or where credits will be applied if the FEL is less than the emission standard. In cases where credits are being obtained, each engine family involved must state specifically the source (manufacturer/engine family) of
(3) During the model year manufacturers must:
(i) Monitor projected versus actual production to be certain that compliance with the emission standards is achieved at the end of the model year.
(ii) Provide the end of-model year reports required under § 86.091-23.
(iii) Maintain the quarterly records required under § 86.091-7(c)(8).
(4) Projected credits based on information supplied in the certification application may be used to obtain a certificate of conformity. However, any such credits may be revoked based on review of end-of-model year reports, follow-up audits, and any other verification steps deemed appropriate by the Administrator.
(5) Compliance under averaging, banking, and trading will be determined at the end of the model year. Engine families without an adequate amount of actual NO
(6) If EPA or the manufacturer determines that a reporting error occurred on an end-of-year report previously submitted to EPA under this section, the manufacturer's credits and credit calculations will be recalculated. Erroneous positive credits will be void. Erroneous negative credit balances may be adjusted by EPA.
(i) If EPA review of a manufacturer's end-of-year report indicates an inadvertent credit shortfall, the manufacturer will be permitted to purchase the necessary credits to bring the credit balance for that engine family to zero, at the ratio of 1.2 credits purchased for every credit needed to bring the balance to zero. If sufficient credits are not available to bring the credit balance for the engine family in question to zero, EPA may void the certificate for that engine family
(ii) If within 90 days of receipt of the manufacturer's end-of-year report, EPA review determines a reporting error in the manufacturer's favor (
(c)(1) For each participating engine family, NO
For determining credit need for all engine families and credit availability for engine families generating credits for averaging programs only:
For determining credit availability for engine families generating credits for trading or banking programs:
(2) The transient cycle conversion factor is the total (integrated) cycle brake horsepower-hour or Megajoules, divided by the equivalent mileage of the applicable transient cycle. For Otto-cycle heavy-duty engines, the equivalent mileage is 6.3 miles. For diesel heavy-duty engines, the equivalent mileage is 6.5 miles. When more than one configuration is chosen by EPA to be tested in the certification of an engine family (as described in § 86.085-24), the conversion factor used is to be based upon the configuration generating the highest conversion factor when determining credit need and the lowest conversion factor when determining credit availability for banking, trading or averaging.
(d)
(1) For Otto-cycle heavy-duty engines:
(i) Otto-cycle heavy-duty engines constitute an averaging set. Averaging and trading among all Otto-cycle heavy-duty engine families is allowed. There are no subclass restrictions.
(ii) Gasoline-fueled heavy-duty vehicles certified under the provisions of § 86.085-1(b) may not average or trade credits with gasoline-fueled heavy-duty Otto-cycle engines, but may average or trade credits with light-duty trucks.
(2) For diesel cycle heavy-duty engines:
(i) Each of the three primary intended service classes for heavy-duty diesel engines, as defined in § 86.090-2, constitute an averaging set. Averaging and trading among all diesel cycle engine families within the same primary service class is allowed.
(ii) Urban buses are treated as members of the primary intended service class where they would otherwise fall.
(e)
(1) Engines intended for use in urban buses constitute a separate averaging set from all other heavy-duty engines. Averaging and trading among all diesel cycle bus engine families is allowed.
(2) For heavy-duty engines, exclusive of urban bus engines, each of the three primary intended service classes for heavy-duty diesel cycle engines, as defined in § 86.090-2, constitute an averaging set. Averaging and trading between diesel cycle engine families within the same primary service class is allowed.
(3) Otto-cycle engines may not participate in particulate averaging, trading, or banking.
(f) Banking of NO
(1)
(ii) Manufacturers may bank credits only after the end of the model year and after EPA has reviewed their end-of-year report. During the model year and before submittal of the end-of-year report, credits originally designated in the certification process for banking will be considered reserved and may be redesignated for trading or averaging.
(2)
(ii) Manufacturers withdrawing banked emission credits shall indicate so during certification and in their credit reports, as described in § 86.091-23.
(3)
(i) Banked credits may be used in averaging, trading, or in any combination thereof, during the certification period. Credits declared for banking from the previous model year but unreviewed by EPA may also be used. However, they may be revoked at a later time following EPA review of the end-of-year report or any subsequent audit actions.
(ii) Banked credits may not be used for NO
(g)(1) The following paragraphs assume NO
(2) Engine families paying an NCP for noncompliance of any emission standard
(i) Participate in the averaging program,
(ii) Generate emission credits for any pollutant under banking and trading, and
(iii) Use emission credits for any pollutant from banking and trading.
(3) If a manufacturer has any engine family to which application of NCPs
(4) If a manufacturer has any engine family in a given averaging set which is using NO
(h) In the event of a negative credit balance in a trading situation, both the buyer and the seller would be liable.
(i) Certification fuel used for credit generation must be of a type that is both available in use and expected to be used by the engine purchaser. Therefore, upon request by the Administrator, the engine manufacturer must provide information acceptable to the Administrator that the designated fuel is readily available commercially and would be used in customer service.
(a) A separate application for a certificate of conformity shall be made for each set of standards (or family emission limits, as appropriate) and each class of new motor vehicles or new motor vehicle engines. Such application shall be made to the Administrator by the manufacturer and shall be updated and corrected by amendment.
(b) The application shall be in writing, signed by an authorized representative of the manufacturer, and shall include the following:
(1)(i) Identification and description of the vehicles (or engines) covered by the application and a description of their engine (vehicles only), emission control system and fuel system components. This shall include a detailed description of each auxiliary emission control device (AECD) to be installed in or on any certification test vehicle (or certification test engine).
(ii)(A) The manufacturer shall provide to the Administrator in the application for certification:
(
(
(
(
(B) The manufacturer may provide, in the application for certification, information relating to why certain parameters are not expected to be adjusted in actual use and to why the physical limits or stops used to establish the physically adjustable range of each parameter, or any other means used to inhibit adjustment, are effective in preventing adjustment of parameters on in-use vehicles to settings outside the manufacturer's intended physically adjustable ranges. This may include results of any tests to determine the difficulty of gaining access to an adjustment or exceeding a limit as intended or recommended by the manufacturer.
(C) The Administrator may require to be provided detailed drawings and descriptions of the various emission related components, and/or hardware samples of such components, for the purpose of making his determination of which vehicle or engine parameter will be subject to adjustment for new certification and Selective Enforcement Audit testing and of the physically adjustable range for each such vehicle or engine parameter.
(2) Projected U.S. sales data sufficient to enable the Administrator to select a test fleet representative of the vehicles (or engines) for which certification is requested. The sales data shall also include the altitude of intended sale for light-duty trucks.
(3) A description of the test equipment and fuel proposed to be used.
(4)(i) For light-duty vehicles and light-duty trucks, a description of the test procedures to be used to establish the evaporative emission deterioration factors required to be determined and supplied in § 86.091-23(b)(2).
(ii) For heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines, the Administrator does not assume that each evaporative emission family-evaporative emission control system combination will deteriorate in a unique manner during the useful life of the vehicle. The manufacturer shall therefore identify those evaporative emission deterioration factors which shall be applied to the various evaporative emission family-evaporative emission control system combinations which are expected to exhibit similar deterioration characteristics during the useful life of the vehicle.
(5)(i)(A) A description of the test procedures to be used to establish the durability data or the exhaust emission deterioration factors required to be determined and supplied in § 86.091-23(b)(1).
(B) A statement of the useful life of each light-duty truck engine family or heavy-duty engine family.
(C) For engine families provided an alternative useful-life period under paragraph (f) of this section, a statement of that alternative period and a brief synopsis of the justification.
(ii) For heavy-duty diesel engine families, a statement of the primary intended service class (light, medium, or heavy) and an explanation as to why that service class was selected. Each diesel engine family shall be certified under one primary intended service class only. After reviewing the guidance in § 86.090-2, the class shall be determined on the basis of which class best represents the majority of the sales of that engine family.
(iii)(A) For each light-duty truck engine family and each heavy-duty engine family, a statement of recommended maintenance and procedures necessary to assure that the vehicles (or engines) covered by a certificate of conformity in operation conform to the regulations, and a description of the program for training of personnel for such maintenance, and the equipment required.
(B) A description of vehicle adjustments or modifications necessary, if any, to assure that light-duty vehicles
(iv) At the option of the manufacturer, the proposed composition of the emission-data test fleet or (where applicable) the durability-data test fleet.
(6)(i)(A) If the manufacturer elects to participate in the particulate averaging program for diesel light-duty vehicles and/or diesel light-duty trucks, the application must list the particulate FEL and the projected U.S. (49-state) production volume, by quarter, of the family for the model year.
(B) The manufacturer shall choose the level of the family particulate emission limits, accurate to one-hundredth of a gram per mile.
(C) The manufacturer may at any time during production elect to change the level of any family particulate emission limit(s) by submitting the new limit(s) to the Administrator and by demonstrating compliance with the limit(s) as described in § 86.090-2 and § 86.091-28(b)(5)(i).
(ii)(A) If the manufacturer elects to participate in the NO
(B) The manufacturer shall choose the level of the family NO
(C) The manufacturer may at any time during production elect to change the level of any family NO
(iii) If the manufacturer elects to participate in any of the particulate and/or the NO
(7)(i) For Otto-cycle heavy-duty engines, the application must state whether the engine family is being certified for use in all vehicles regardless of their Gross Vehicle Weight Rating (see § 86.091-10 (a)(1)(i) and (a)(3)(i)), or, only for use in vehicles with a Gross Vehicle Weight Rating greater than 14,000 pounds.
(ii) If the engine family is being certified for use in all vehicles and, is being certified to the emission standards applicable to Otto-cycle engines for use only in vehicles with a Gross Vehicle Weight Rating over 14,000 pounds under the provisions of paragraph (a)(3) of § 86.091-10, then the application must also attest that the engine family, together with all other engine families being certified under the provisions of paragraph (a)(3) of § 86.091-10, represent no more than 5 percent of model year sales of the manufacturer of all Otto-cycle heavy-duty engines for use in vehicles with Gross Vehicle Weight Ratings of up to 14,000 pounds.
(c) Complete copies of the application and of any amendments thereto, and all notifications under § 86.079-32, § 86.079-33, and § 86.082-34 shall be submitted in such multiple copies as the Administrator may require.
(d) Incomplete light-duty trucks shall have a maximum completed curb weight and maximum completed frontal area specified by the manufacturer.
(e) For vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines, the manufacturer shall specify a maximum nominal fuel tank capacity for each evaporative emission family-evaporative emission control system combination.
(f) Light-duty truck and heavy-duty engine manufacturers who believe that the useful life periods of § 86.090-2 are significantly unrepresentative for one or more engine families (either too long or too short), may petition the Administrator to provide an alternative useful-life period. This petition must include the full rationale behind the request together with any supporting data and other evidence. Based on this or other information the Administrator may assign an alternative useful-life period. Any petition should be submitted in a timely manner, to allow
(a) The manufacturer shall perform the tests required by the applicable test procedures, and submit to the Administrator the following information:
(b)(1)(i) Exhaust emission durability data on such light-duty vehicles tested in accordance with applicable test procedures and in such numbers as specified, which will show the performance of the systems installed on or incorporated in the vehicle for extended mileage, as well as a record of all pertinent maintenance performed on the test vehicles.
(ii) Exhaust emission deterioration factors for light-duty trucks and heavy-duty engines, and all test data that are derived from the testing described under § 86.091-21(b)(4)(iii)(A), as well as a record of all pertinent maintenance. Such testing shall be designed and conducted in accordance with good engineering practice to assure that the engines covered by a certificate issued under § 86.091-30 will meet the emission standards (or family emission limits, as appropriate) in § 86.091-9, § 86.091-10, or § 86.091-11 as appropriate, in actual use for the useful life of the engine.
(2) For light-duty vehicles and light-duty trucks, evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination and all test data that are derived from testing described under § 86.091-21(b)(4)(i) designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.091-30 will meet the evaporative emission standards in § 86.091-8 or § 86.091-9, as appropriate, for the useful life of the vehicle.
(3) For heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines, evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination identified in accordance with § 86.091-21(b)(4)(ii). Furthermore, a statement that the test procedure(s) used to derive the deterioration factors includes, but need not be limited to, a consideration of the ambient effects of ozone and temperature fluctuations, and the service accumulation effects of vibration, time, and vapor saturation and purge cycling. The deterioration factor test procedure shall be designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.091-30 will meet the evaporative emission standards in § 86.091-10 and § 86.091-11 in actual use for the useful life of the engine. Furthermore, a statement that a description of the test procedure, as well as all data, analyses and evaluations, is available to the Administrator upon request.
(4)(i) For heavy-duty vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, a written statement to the Administrator certifying that the manufacturer's vehicles meet the standards of § 86.091-10 or § 86.091-11 (as applicable) as determined by the provisions of § 86.091-28. Furthermore, a written statement to the Administrator that all data, analyses, test procedures, evaluations, and other documents, on which the above statement is based, are available to the Administrator upon request.
(ii) For heavy-duty vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, a written statement to the Administrator certifying that the manufacturer's evaporative emission control systems are designed, using good engineering practice, to meet the standards of § 86.091-10 or § 86.091-11 (as applicable) as determined by the provisions of § 86.09l-28. Furthermore, a written statement to the Administrator that
(c)
(2) Certification engines. (i) Emission data on such engines tested in accordance with applicable emission test procedures of this subpart and in such numbers as specified. These data shall include zero-hour data, if generated, and emission data generated for certification as required under § 86.090-26(c)(4). In lieu of providing emission data on idle CO emissions or particulate emissions from methanol-fueled diesel certification engines, or on CO emissions from petroleum-fueled or methanol-fueled diesel certification engines the Administrator may, on request of the manufacturer, allow the manufacturer to demonstrate (on the basis of previous emission tests, development tests, or other information) that the engine will conform with the applicable emission standards of § 86.091-11.
(ii) For heavy-duty diesel engines, a manufacturer may submit hot-start data only, in accordance with subpart N of this part, when making application for certification. However, for conformity SEA and recall testing by the Agency, both the cold-start and hot-start test data, as specified in subpart N of this part, will be included in the official results.
(d) A statement that the vehicles (or engines) for which certification is requested conform to the requirements in § 86.084-5(b), and that the descriptions of tests performed to ascertain compliance with the general standards in § 86.084-5(b), and the data derived from such tests, are available to the Administrator upon request.
(e)(1) A statement that the test vehicles (or test engines) with respect to which data are submitted to demonstrate compliance with the applicable standards (or family emission limits, as appropriate) of this subpart are in all material respects as described in the manufacturer's application for certification, have been tested in accordance with the applicable test procedures utilizing the fuels and equipment described in the application for certification and that on the basis of such tests the vehicles (or engines) conform to the requirements of this part. If such statements cannot be made with respect to any vehicle (or engine) tested, the vehicle (or engine) shall be identified, and all pertinent data relating thereto shall be supplied to the Administrator. If, on the basis of the data supplied and any additional data as required by the Administrator, the Administrator determines that the test vehicles (or test engine) was not as described in the application for certification or was not tested in accordance with the applicable test procedures utilizing the fuels and equipment as described in the application for certification, the Administrator may make the determination that the vehicle (or engine) does not meet the applicable standards (or family emission limits, as appropriate). The provisions of § 86.091-30(b) shall then be followed.
(2) For evaporative emission durability, or light-duty truck or heavy-duty engine exhaust emission durability, a statement of compliance with paragraph (b)(1)(ii), (b)(2), or (b)(3) of this section, as applicable.
(f) Additionally, manufacturers participating in the particulate averaging program for diesel light-duty vehicles and diesel light-duty trucks shall submit:
(1) In the application for certification, a statement that the vehicles for which certification is requested will
(2) No longer than 90 days after the end of a given model year of production of engine families included in one of the diesel particulate averaging programs, the number of vehicles produced in each engine family at each certified particulate FEL, along with the resulting production-weighted average particulate emission level.
(g) Additionally, manufacturers participating in the NO
(1) In the application for certification, a statement that the vehicles for which certification is required will not, to the best of the manufacturer's belief, when included in the manufacturer's production-weighted average emission level, cause the applicable NO
(2) No longer than 90 days after the end of a given model year of production of engine families included in the NO
(h) Additionally, manufacturers participating in any of the NO
(1) In the application for certification:
(i) A statement that the engines for which certification is requested will not, to the best of the manufacturer's belief, when included in any of the averaging, trading, or banking programs cause the applicable NO
(ii) The type (NO
(3) End-of-year reports for each engine family participating in any of the averaging, trading, or banking programs.
(i) These reports shall be submitted within 90 days of the end of the model year to: Director, Manufacturers Operations Division (EN-340F), U.S. Environmental Protection Agency, 401 M Street, SW., Washington, DC 20460.
(ii) These reports shall indicate the engine family, the averaging set, the actual U.S. (49-state) production volume, the values required to calculate credits as given in § 86.091-15, the resulting type (NO
(iii) The 49-state production counts for end-of-year reports shall be based on the location of the first point of retail sale (
(iv) Errors discovered by EPA or the manufacturer in the end-of-year report, including errors in credit calculation, may be corrected up to 90 days subsequent to submission of the end-of-year report. Errors discovered by EPA after 90 days shall be corrected if credits are reduced. Errors in the manufacturer's favor will not be corrected if discovered after the 90 day correction period allowed.
(i) Failure by a manufacturer participating in the averaging, trading, or
(j) Failure by a manufacturer generating credits for deposit only in either the HDE NO
(k) Engine families certified using NCPs are not required to meet the requirements outlined above.
(a)(1) Paragraph (a) of this section applies to light-duty vehicles.
(2) The applicable exhaust and fuel evaporative emissions standards (and family particulate emission limits, as appropriate) of this subpart apply to the emissions of vehicles for their useful life.
(3) Since it is expected that emission control efficiency will change with mileage accumulation on the vehicle, the emission level of a vehicle which has accumulated 50,000 miles will be used as the basis for determining compliance with the standards (or family particulate emission limit, as appropriate).
(4) The procedure for determining compliance of a new motor vehicle with exhaust emission standards (or family particulate emission limit, as appropriate) is as follows, except where specified by paragraph (a)(7) of this section for the Alternative Durability Program:
(i) Separate emission deterioration factors shall be determined from the exhaust emission results of the durability-data vehicle(s) for each engine-system combination. A separate factor shall be established, as required for compliance with applicable emission standards for exhaust HC, exhaust THCE, exhaust NMHC, exhaust CO, exhaust NO
(A) The applicable results to be used unless excluded by paragraph (a)(4)(i)(A)(
(
(
(
(
(B) All applicable exhaust emission results shall be plotted as a function of the mileage on the system, rounded to the nearest mile, and the best fit straight lines, fitted by the method of least squares, shall be drawn through all these data points. The data will be acceptable for use in the calculation of the deterioration factor only if the interpolated 4,000-mile and 50,000-mile points on this line are within the low-altitude standards provided in § 86.087-8. Exceptions to this where data are still acceptable are when a best fit straight line crosses an applicable standard but no data points exceeded the standard, or the best fit straight line crosses an applicable standard with a negative slope (the 4,000-mile interpolated point is higher than the 50,000-mile interpolated point) but the 50,000-mile actual data point is below the standard. An multiplicative exhaust emission deterioration factor shall be calculated for each engine-system combination as follows:
(C)(
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(ii)(A) The official exhaust emission test results for each emission-data vehicle at the selected test point shall be multiplied by the appropriate deterioration factor:
(B) The official evaporative emission test results for each evaporative emission-data vehicle at the selected test point shall be adjusted by addition of the appropriate deterioration factor:
(iii) The emissions to compare with the standard (or the family particulate emission limit, as appropriate) shall be the adjusted emissions of paragraphs (a)(4)(ii) (A) and (B) of this section for each emission-data vehicle. Before any emission value is compared with the standard (or the family particulate emission limit, as appropriate), it shall be rounded, in accordance with ASTM E 29-67, to two significant figures. The rounded emission values may not exceed the standard (or the family particulate emission limit, as appropriate).
(iv) Every test vehicle of an engine family must comply with the exhaust emission standards (or the family particulate emission limit, as appropriate), as determined in paragraph (a)(4)(iii) of this section, before any vehicle in that family may be certified.
(v) Every test vehicle of an evaporative emission family must comply with the evaporative emission standard, as determined in paragraph (a)(4)(iii) of this section, before any vehicle in that family may be certified.
(5) If a manufacturer chooses to change the level of any family particulate emission limit(s) in the particulate averaging program, compliance
(6) If a manufacturer chooses to participate in the diesel particulate averaging program, the production-weighted average of the family particulate emission limits of all affected engine families must comply with the particulate standards in § 86.087-8(a)(1)(iv), or the composite particulate standard defined in § 86.085-2, as appropriate, at the end of the production year.
(7) The procedure to determine the compliance of new motor vehicles in the Alternative Durability Program (described in § 86.085-13) is the same as described in paragraphs (a)(4)(iii) through (a)(4)(v) of this section. For the engine families that are included in the Alternative Durability Program, the exhaust emission deterioration factors used to determine compliance shall be those that the Administrator has approved under § 86.085-13(c). The evaporative emission deterioration factor for each evaporative emission family shall be determined and applied according to paragraph (a)(4) of this section. The procedures to determine the minimum exhaust emissions deterioration factors required under § 86.085-13(d) are as follows:
(i) Separate deterioration factors shall be determined from the exhaust emission results of the durability-data vehicles for each engine family group. A separate factor as necessary to establish compliance with applicable emission standards shall be established for exhaust HC, exhaust THCE, exhaust NMHC, exhaust CO and exhaust NO
(ii) The deterioration factors for each engine family group shall be determined by the Administrator using historical durability data from as many as three previous model years. These data will consist of deterioration factors generated by durability-data vehicles representing certified engine families and of deterioration factors from vehicles selected under § 86.085-24(h). The Administrator shall determine how these data will be combined for each engine family group.
(A) The test result to be used in the calculation of each deterioration factor to be combined for each engine family group shall be those test results specified in paragraph (a)(4)(i)(A) of this section.
(B) For each durability-data vehicles selected under § 86.085-24(h), all applicable exhaust emissions results shall be plotted as a function of the mileage on the system rounded to the nearest mile, and the best fit straight lines, fitted by method of least squares, shall be drawn through all these data points. The exhaust deterioration factor for each durability-data vehicles shall be calculated as specified in paragraph (a)(4)(i)(B) of this section.
(C)
(
(
(b)(1) Paragraph (b) of this section applies to light-duty trucks.
(2) The exhaust and evaporative emission standards (and family emission limits, as appropriate) of § 86.091-9 apply to the emissions of vehicles for their useful life.
(3) Since emission control efficiency generally decreases with the accumulation of mileage on the vehicle, deterioration factors will be used in combination with emission-data vehicle test results as the basis for determining compliance with the standards (or family emission limits, as appropriate).
(4)(i) Paragraph (b)(4) of this section describes the procedure for determining compliance of a new vehicle with exhaust emission standards (or family emission limits, as appropriate), based on deterioration factors supplied by the manufacturers, except where specified by paragraph (b)(5) of this section for the Alternative Durability Program.
(ii) Separate exhaust emission deterioration factors, determined from tests of vehicles, engines, subsystems or components conducted by the manufacturer, shall be supplied for each engine-system combination. Separate factors shall be established as required for compliance with applicable emission standards for transient HC, THCE, NMHC, CO, and NO
(iii) For transient HC, THCE, NMHC and CO, and NO
(iv) The emission values to compare with the standards (or family emission limits, as appropriate) shall be the adjusted emission values of paragraph (b)(4)(iii) of this section rounded to two significant figures in accordance with ASTM E 29-67 for each emission-data engine.
(5)(i) Paragraph (b)(5)(i) of this section applies only to manufacturers electing to participate in the particulate averaging program.
(A) If a manufacturer chooses to change the level of any family particulate emission limit(s), compliance with the new limit(s) must be based upon existing certification data.
(B) The production-weighted average of the family particulate emission limits of all applicable engine families, rounded to two significant figures in accordance with ASTM E 29-67, must comply with the particulate standards in § 86.088-9 (a)(1)(iv) or (d)(1)(iv), or the composite particulate standard as defined in § 86.085-2, as appropriate, at the end of the product year.
(ii) Paragraph (b)(5)(ii) of this section applies only to manufacturers electing to participate in the NO
(A) If a manufacturer chooses to change the level of any family NO
(B) The production-weighted average of the family NO
(6) The procedure to determine the compliance of new motor vehicles in the Alternative Durability Program (described in § 86.085-13) is the same as described in paragraph (b)(4)(iv), (b)(7)(iv) and (b)(8) of this section. For the engine families that are included in the Alternative Durability Program, the exhause emission deterioration factors used to determine compliance shall be those that the Administrator has approved under § 86.085-13(c). The evaporative emission deterioration factor for each evaporative emission family shall be determined and applied according to paragraph (b)(7) of this section. The procedures to determine the minimum exhaust emissions deterioration factors required under § 86.085-13(d) are as follows:
(i) Separate deterioration factors shall be determined from the exhaust emission results of the durability-data vehicles for each engine family group. A separate factor shall be established for exhaust HC, exhaust THCE or exhaust NMHC as appropriate, and exhaust CO and exhaust NO
(ii) The deterioration factors for each engine family group shall be determined by the Administrator using historical durability data from as many as three previous model years. These data will consist of deterioration factors generated by durability-data vehicles representing certified engine families and of deterioration factors from vehicles selected under § 86.085-24(h). The Administrator shall determine how these data will be combined for each engine family group.
(A) The test results to be used in the calculations of each deterioration factor to be combined for each engine family group shall be those test results specified in paragraph (a)(4)(i)(A) of this section.
(B) For each durability-data vehicle selected under § 86.085-24(h), all applicable exhaust emission results shall be plotted as a function of the mileage on the system rounded to the nearest mile, and the best fit straight lines, fitted by the method of least squares, shall be drawn through all these data points. The exhaust deterioration factor for each durability-data vehicle shall be calculated as specified in paragraph (a)(4)(i)(B) of this section.
(C)
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(7)(i) Paragraph (b)(7) of this section describes the procedure for determining compliance of a new vehicle with fuel evaporative emission standards. The procedure described here shall be used for all vehicles in all model years.
(ii) The manufacturer shall determine, based on testing described in § 86.091-21(b)(4)(i), and supply an evaporative emission deterioration factor for each evaporative emission family-evaporative emission control system combination. The factor shall be calculated by subtracting the emission level at the selected test point from the emission level at the useful life point.
(iii) The official evaporative emission test results for each evaporative emission-data vehicle at the selected test point shall be adjusted by the addition of the appropriate deterioration factor. However, if the deterioration factor supplied by the manufacturer is less than zero, it shall be zero for the purposes of this paragraph.
(iv) The emission value to compare with the standards shall be the adjusted emission value of paragraph (b)(7)(iii) of this section rounded to two significant figures in accordance with ASTM E 29-67 for each evaporative emission-data vehicle.
(8) Every test vehicle of an engine family must comply with all applicable standards (and family emission limits, as appropriate), as determined in paragraphs (b)(4)(iv) and (b)(7)(iv) of this section, before any vehicle in that family will be certified.
(c)(1) Paragraph (c) of this section applies to heavy-duty engines.
(2) The exhaust emission standards (or family emission limits, as appropriate) for Otto-cycle engines in § 86.090-10 or for diesel engines in § 86.091-11 apply to the emissions of engines for their useful life.
(3) Since emission control efficiency generally decreases with the accumulation of service on the engine, deterioration factors will be used in combination with emission-data engine test results as the basis for determining compliance with the standards.
(4)(i) Paragraph (c)(4) of this section describes the procedure for determining compliance of an engine with emission standards (or family emission limits, as appropriate), based on deterioration factors supplied by the manufacturer.
(ii) Separate exhaust emission deterioration factors, determined from tests of engines, subsystems or components conducted by the manufacturer, shall be supplied for each engine-system combination. For Otto-cycle engines, separate factors shall be established for transient HC, THCE or NMHC as appropriate, CO and NO
(iii)(A) Paragraph (c)(4)(iii)(A) of this section applies to Otto-cycle heavy-duty engines.
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(B) Paragraph (c)(4)(iii)(B) of this section applies to diesel heavy-duty engines.
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(
(
(iv) The emission values to compare with the standards (or family emission limits, as appropriate) shall be the adjusted emission values of paragraph (c)(4)(iii) of this section, rounded to the same number of significant figures as contained in the applicable standard in accordance with ASTM E 29-67, for each emission-data engine.
(5)-(6) [Reserved]
(7) Every test engine of an engine family must comply with all applicable standards (or family emission limits, as appropriate), as determined in paragraph (c)(4)(iv) of this section, before
(d)(1) Paragraph (d) of this section applies to heavy-duty vehicles required to comply with evaporative emission standards.
(2) The applicable evaporative emission standard in § 86.091-10 or § 86.091-11 applies to the emissions of vehicles for their useful life.
(3)(i) For vehicles with a GVWR of up to 26,000 pounds, because it is expected that emission control efficiency will change during the useful life of the vehicle, an evaporative emission deterioration factor shall be determined from the testing described in § 86.088-23(b)(3) for each evaporative emission family-evaporative emission control system combination to indicate the evaporative emission control system deterioration during the useful life of the vehicle (minimum 50,000 miles). The factor shall be established to a minimum of two places to the right of the decimal.
(ii) For vehicles with a GVWR of greater than 26,000 pounds, because it is expected that emission control efficiency will change during the useful life of the vehicle, each manufacturer's statement as required in § 86.088-23(b)(4)(ii) shall include, in accordance with good engineering practice, consideration of control system deterioration.
(4) The evaporative emission test results, if any, shall be adjusted by the addition of the appropriate deterioration factor:
(5) The emission level to compare with the standard shall be the adjusted emission level of paragraph (d)(4) of this section. Before any emission value is compared with the standard, it shall be rounded, in accordance with ASTM E 29-67, to two significant figures. The rounded emission values may not exceed the standard.
(6) Every test vehicle of an evaporative emission family must comply with the evaporative emission standard, as determined in paragraph (d)(5) of this section, before any vehicle in that family may be certified.
(e) Unless a manufacturer develops specific cold temperature deterioration factors, 68-86 °F deterioration factors shall be used to determine compliance with cold temperature emission standards.
(a)(1) Paragraph (a) of this section applies to light-duty vehicles and light-duty trucks.
(2) The Administrator may require that any one or more of the test vehicles be submitted to him, at such place or places as he may designate, for the purposes of conducting emissions tests. The Administrator may specify that he will conduct such testing at the manufacturer's facility, in which case instrumentation and equipment specified by the Administrator shall be made available by the manufacturer for test operations. Any testing conducted at a manufacturer's facility pursuant to this paragraph shall be scheduled by the manufacturer as promptly as possible.
(3)(i) Whenever the Administrator conducts a test segment on a test vehicle, the results of that test segment, unless subsequently invalidated by the Administrator, shall comprise the official data for that test segment for the vehicle at the prescribed test point and the manufacturer's data for that test segment for that prescribed test point shall not be used in determining compliance with emission standards (or family emission limits, as appropriate). The Administrator may stop a test after any evaporative test segment and use as official data any valid results obtained up to that point in the test, as described in subpart B of this part.
(ii) Whenever the Administrator does not conduct a test on a test vehicle at a test point, the manufacturer's test data will be accepted as the official data for that point:
(iii)(A)(
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(B) If the Administrator determines that the test data developed on an emission-data vehicle under paragraph (a)(3)(i) of this section would cause that vehicle to fail due to excessive 4,000-mile emissions or by application of the appropriate deterioration factor, then the following procedure shall be observed:
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(
(iv) If sufficient durability data are not available at the time of any emission test conducted under paragraph (a)(2) of this section to enable the Administrator to determine whether an emission-data vehicle would fail, the manufacturer may request a retest in accordance with the provisions of paragraphs (a)(3)(iii) (A) and (B) of this section. If the manufacturer does not promptly make such request, he shall be deemed to have waived the right to a retest. A request for retest must be made before the manufacturer removes the vehicle from the test premises.
(b)(1) Paragraph (b) of this section applies to heavy-duty engines.
(2) The Administrator may require that any one or more of the test engines be submitted to him, at such place or places as he may designate, for the purpose of conducting emissions tests. The Administrator may specify that he will conduct such testing at the manufacturer's facility, in which case instrumentation and equipment specified by the Administrator shall be made available by the manufacturer for test operations. Any testing conducted at a manufacturer's facility pursuant to this paragraph shall be scheduled by the manufacturer as promptly as possible.
(3)(i) Whenever the Administrator conducts a test on a test engine the results of that test, unless subsequently invalidated by the Administrator, shall comprise the official data for the engine at that prescribed test point and the manufacturer's data for that prescribed test point shall not be used in determining compliance with emission standards (or family emission limits, as appropriate).
(ii) Whenever the Administrator does not conduct a test on a test engine at a test point, the manufacturer's test data will be accepted as the official data for that test point:
(iii)(A)(
(
(B) If the Administrator determines that the test data developed under paragraph (b)(3)(iii)(A) of this section would cause the emission-data engine to fail due to excessive 125-hour emission values or by the application of the appropriate deterioration factor, then the following procedure shall be observed:
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(
(iv) If sufficient durability data are not available at the time of any emission test conducted under paragraph (b)(2) of this section to enable the Administrator to determine whether an emission-data engine would fail, the manufacturer may request a retest in accordance with the provisions of paragraph (b)(3)(iii)(B) (1) and (2) of this section. If the manufacturer does not promptly make such request, he shall be deemed to have waived the right to a retest. A request for retest must be made before the manufacturer removes the engine from the test premises.
(c)(1) Paragraph (c) of this section applies to gasoline-fueled and methanol-fueled heavy-duty vehicles.
(2) The Administrator may require that any one or more of the evaporative emission family-system combinations included in the manufacturer's statement(s) of compliance be installed on an appropriate vehicle and such vehicle be submitted to him, at such place or places as he may designate, for the purpose of conducting emissions tests. The Administrator may specify that he will conduct such testing at the manufacturer's facility, in which case instrumentation and equipment specified by the Administrator shall be made available by the manufacturer for test operations. Any testing conducted at a manufacturer's facility pursuant to this paragraph shall be scheduled by the manufacturer as promptly as possible.
(3)(i) Whenever the Administrator conducts a test segment on an evaporative emission family-system combination, the results of that test segment, unless subsequently invalidated by the Administrator, shall comprise the official data for that test segment for the evaporative emission family-system combination, and the manufacturer's data, analyses, etc., for that test segment shall not be used in determining compliance with emission standards. The Administrator may stop a test after any evaporative test segment and use as official data any valid results obtained up to that point in the test, as described in subpart B of this part.
(ii) Whenever the Administrator does not conduct a test on an evaporative emission family-system combination,
(a)(1)(i) If, after a review of the test reports and data submitted by the manufacturer, data derived from any inspection carried out under § 86.091-7(d), and any other pertinent data or information, the Administrator determines that a test vehicle(s) (or test engine(s)) meets(s) the requirements of the Act and of this subpart, he will issue a certificate of conformity with respect to such vehicles(s) (or engines(s)) except in cases covered by paragraphs (a)(1)(ii) and (c) of this section.
(ii)
(2) Such certificate will be issued for such period not to exceed one model year as the Administrator may determine and upon such terms as he may deem necessary or appropriate to assure that any new motor vehicle (or new motor vehicle engine) covered by the certificate will meet the requirements of the Act and of this part.
(3)(i) One such certificate will be issued for each engine family. For gasoline-fueled and methanol fueled light-duty vehicles and light-duty trucks, one such certificate will be issued for each engine family evaporative emission family combination.
(A)
(B)
(ii) For gasoline-fueled and methanol fueled heavy-duty vehicles, one such certificate will be issued for each manufacturer and will certify compliance for those vehicles previously identified in that manufacturer's statement(s) of compliance as required in § 86.091-23(b)(4) (i) and (ii).
(iii) For diesel light-duty vehicles and light-duty trucks, or diesel heavy-duty engines, included in the applicable particulate averaging program, the manufacturer may at any time during production elect to change the level of any family particulate emission limit by demonstrating compliance with the new limit as described in §§ 86.091-28(a)(6) and 86.091-28(b)(5)(i). New certificates issued under this paragraph will be applicable only for vehicles (or engines) produced subsequent to the date of issuance.
(iv) For light-duty trucks or heavy-duty engines included in the applicable NO
(4)(i) The adjustment or modification of any light-duty truck in accordance with instructions provided by the manufacturer for the altitude where the vehicle is principally used will not be considered a violation of section 203(a)(3) of the Clean Air Act.
(ii) A violation of section 203(a)(1) of the Clean Air Act occurs when a manufacturer sells or delivers to an ultimate purchaser any light-duty vehicle or light-duty truck, subject to the regulations under the Act, under any of the conditions specified in the remainder of this paragraph.
(A) When a light-duty vehicle or light-duty truck is not configured to meet high-altitude requirements:
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(B) When a light-duty vehicle is not configured to meet low-altitude requirements, as provided in § 86.087-8(i):
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(
(iii) A manufacturer shall be deemed to have reason to believe that a light-duty vehicle that has been exempted from compliance with emission standards at high-altitude, or a light-duty truck which is not configured to meet high-altitude requirements, will not be sold to an ultimate purchaser for principal use at a designated high-altitude location if the manufacturer has informed its dealers and field representatives about the terms of these high-altitude regulations, has not caused the improper sale itself, and has taken reasonable action which shall include, but not be limited to, either paragraph (a)(4)(iii) (A) or (B), and (a)(4)(ii)(C) of this section:
(A) Requiring dealers in designated high-altitude locations to submit written statements to the manufacturer signed by the ultimate purchaser that a vehicle which is not configured to meet high-altitude requirements will not be used principally at a designated high-altitude location; requiring dealers in counties contiguous to designated high-altitude locations to submit written statements to the manufacturer, signed by the ultimate purchaser who represents to the dealer in the normal course of business that he or she resides in a designated high-altitude location, that a vehicle which is not configured to meet high-altitude requirements will not be used principally at a designated high-altitude location; and for each sale or delivery of fleets of ten or more such vehicles in a high-altitude location or in counties contiguous to high-altitude locations, requiring either the selling dealer or the delivering dealer to submit written statements to the manufacturer, signed by the ultimate purchaser who represents to the dealer in the normal course of business that he or she resides in a designated high-altitude location, that a vehicle which is not configured to meet high-altitude requirements will not be used principally at a designated high-altitude location. In addition, the manufacturer will make available to EPA, upon reasonable written request (but not more frequently than quarterly, unless EPA has demonstrated that it has substantial reason to believe that an improperly configured vehicle has been sold), sales,
(B) Implementing a system which monitors factory orders of low-altitude vehicles by high-altitude dealers, or through other means, identifies dealers that may have sold or delivered a vehicle not configured to meet the high-altitude requirements to an ultimate purchaser for principal use at a designated high-altitude location; and making such information available to EPA upon reasonable written request (but not more frequently than quarterly, unless EPA has demonstrated that it has substantial reason to believe that an improperly configured vehicle has been sold); and
(C) Within a reasonable time after receiving written notice from EPA or a State or local government agency that a dealer may have improperly sold or delivered a vehicle not configured to meet the high-altitude requirements to an ultimate purchaser residing in a designated high-altitude location, or based on information obtained pursuant to paragraph (a)(4)(iii) of this section that a dealer may have improperly sold or delivered a significant number of such vehicles to ultimate purchasers so residing, reminding the dealer in writing of the requirements of these regulations, and, where appropriate, warning the dealer that sale by the dealer of vehicles not configured to meet high-altitude requirements may be contrary to the terms of its franchise agreement with the manufacturer and the dealer certification requirements of § 85.2108 of this chapter.
(iv) A manufacturer shall be deemed to have reason to believe that a light-duty vehicle which has been exempted from compliance with emission standards at low-altitude, as provided in § 86.087-8(i), will not be sold to an ultimate purchaser for principal use at a designated low-altitude location if the manufacturer has informed its dealers and field representatives about the terms of the high-altitude regulations, has not caused the improper sale itself, and has taken reasonable action which shall include, but not be limited to, either paragraph (a)(4)(iv) (A) or (B), and (a)(4)(iv)(C) of this section:
(A) Requiring dealers in designated low-altitude locations to submit written statements to the manufacturer signed by the ultimate purchaser that a vehicle which is not configured to meet low-altitude requirements will not be used principally at a designated low-altitude location; requiring dealers in counties contiguous to designated low-altitude locations to submit written statements to the manufacturer, signed by the ultimate purchaser who represents to the dealer in the normal course of business that he or she resides in a designated low-altitude location, that a vehicle which is not configured to meet low-altitude requirements will not be used principally at a designated low-altitude location; and for each sale or delivery of fleets of ten or more such vehicles in a low-altitude location or in counties contiguous to low-altitude locations, requiring either the selling dealer or the delivering dealer to submit written statements to the manufacturer, signed by the ultimate purchaser who represents to the dealer in the normal course of business that he or she resides in a designated low-altitude location, that a vehicle which is not configured to meet low-altitude requirements will not be used principally at a designated high-altitude location. In addition, the manufacturer will make available to EPA, upon reasonable written request (but not more frequently than quarterly, unless EPA has demonstrated that it has substantial reason to believe that an improperly configured vehicle has been sold), sales, warranty, or other information pertaining to sales of vehicles by the dealers described above maintained by the manufacturer in the normal course of business relating to the altitude configuration of vehicles and the locations of ultimate purchasers; or
(B) Implementing a system which monitors factory orders of high-altitude vehicles by low-altitude dealers, or through other means, identifies dealers that may have sold or delivered a vehicle not configured to meet the low-altitude requirements to an ultimate purchaser for principal use at a
(C) Within a reasonable time after receiving written notice from EPA or a state or local government agency that a dealer may have improperly sold or delivered a vehicle not configured to meet the low-altitude requirements to an ultimate purchaser residing in a designated low-altitude location, or based on information obtained pursuant to paragraph (a)(4)(iv) of this section that a dealer may have improperly sold or delivered a significant number of such vehicles to ultimate purchasers so residing, reminding the dealer in writing of the requirements of these regulations, and, where appropriate, warning the dealer that sale by the dealer of vehicles not configured to meet low-altitude requirements may be contrary to the terms of its franchise agreement with the manufacturer and the dealer certification requirements of § 85.2108 of this chapter.
(5)(i) For the purpose of paragraph (a) of this section, a “designated high-altitude location” is any county which has substantially all of its area located above 1,219 meters (4,000 feet) and:
(A) Requested an extension past the attainment date of December 31, 1982, for compliance with either the National Ambient Air Quality Standards for carbon monoxide or ozone, as indicated in part 52 (Approval and Promulgation of Implementation Plans) of this title; or
(B) Is in the same state as a county designated as a high-altitude location according to paragraph (a)(5)(i)(A) of this section.
(ii) The designated high-altitude locations defined in paragraph (a)(5)(i) of this section are listed below:
(iii) For the purpose of paragraph (a) of this section, a “designated low-altitude location” is any county which has substantially all of its area located below 1,219 meters (4,000 feet).
(iv) The designated low-altitude locations so defined include all counties in the United States which are not listed in eithir paragraph (a)(5)(ii) of this section or in the list below:
(6) Catalyst-equipped vehicles, otherwise covered by a certificate, which are driven outside the United States, Canada, and Mexico will be presumed to have been operated on leaded gasoline resulting in deactivation of the catalysts. If these vehicles are imported or offered for importation without retrofit of the catalyst, they will be considered not to be within the coverage of the certificate unless included in a catalyst control program operated by a manufacturer or a United States Government agency and approved by the Administrator.
(7) For incomplete light-duty trucks, a certificate covers only those new motor vehicles which, when completed by having the primary load-carrying device or container attached, conform to the maximum curb weight and frontal area limitations described in the application for certification as required in § 86.091-21(d).
(8) For heavy-duty engines, a certificate covers only those new motor vehicle engines installed in heavy-duty vehicles which conform to the minimum gross vehicle weight rating, curb weight, or frontal area limitations for heavy-duty vehicles described in § 86.082-2.
(9) For incomplete gasoline-fueled and methanol-fueled heavy-duty vehicles a certificate covers only those new motor vehicles which, when completed, conform to the nominal maximum fuel tank capacity limitations as described in the application for certification as required in § 86.091-21(e).
(10)(i) For diesel light-duty vehicle and diesel light-duty truck families which are included in a particulate averaging program, the manufacturer's production-weighted average of the particulate emission limits of all engine families in a participating class or classes shall not exceed the applicable diesel particulate standard, or the composite particulate standard defined in § 86.090-2 as appropriate, at the end of the model year, as determined in accordance with 40 CFR part 86. The certificate shall be void
(ii) For all heavy-duty diesel engines which are included in the particulate averaging, trading, or banking programs under § 86.091-15:
(A) All certificates issued are conditional upon the manufacturer complying with the provisions of § 86.091-15 and the averaging, trading, and banking related provision of other applicable sections, both during and after the model year production.
(B) Failure to comply with all provisions of § 86.091-15 will be considered to be a failure to satisfy the conditions upon which the certificate was issued, and the certificate may be deemed void
(C) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied or excused.
(b)(1) The Administrator will determine whether a vehicle (or engine) covered by the application complies with applicable standards (or family emission limits, as appropriate) by observing the following relationships:
(i)
(B) The emission data vehicle(s) selected under § 86.090-24(b)(1) (ii) through (iv) shall represent all vehicles of the same engine-system combination as applicable.
(C) The emission-data vehicle(s) selected under § 86.090-24(b)(l)(vii) (A) and (B) shall represent all vehicles of the same evaporative control system within the evaporative family.
(ii)
(B) The emission-data vehicle(s) selected under § 86.090-24(b)(1)(vii) (A) and (B) shall represent all vehicles of the same evaporative control system within the evaporative family.
(C) The emission-data vehicle(s) selected under § 86.090-24(b)(1)(v) shall represent all vehicles of the same engine-system combination as applicable.
(D) The emission-data vehicle(s) selected under § 86.090-24(b)(1)(viii) shall represent all vehicles of the same evaporative control system within the evaporative emission family, as applicable.
(iii)
(B) An Otto-cycle emission-data test engine selected under § 86.090-24(b)(2)(iii) shall represent all engines in the same engine family of the same engine displacement-exhaust emission control system combination.
(C) A diesel emission data test engine selected under § 86.090-24(b)(3)(ii) shall represent all engines in the same engine-system combination.
(D) A diesel emission-data test engine selected under § 86.090-24(b)(3)(iii) shall represent all engines of that emission control system at the rated fuel delivery of the test engine.
(iv)
(2) The Administrator will proceed as in paragraph (a) of this section with respect to the vehicles (or engines) belonging to an engine family or engine family-evaporative emission family combination (as applicable), all of which comply with all applicable standards (or family emission limits, as appropriate).
(3) If after a review of the test reports and data submitted by the manufacturer, data derived from any additional testing conducted pursuant to § 86.090-29, data or information derived from any inspection carried out under § 86.091-7(d) or any other pertinent data or information, the Administrator determines that one or more test vehicles (or test engines) of the certification test fleet do not meet applicable standards (or family emission limits, as appropriate), he will notify the manufacturer in writing, setting forth the basis for his determination. Within 30 days following receipt of the notification, the manufacturer may request a hearing on the Administrator's determination. The request shall be in writing, signed by an authorized representative of the manufacturer and shall include a
(4) For light-duty vehicles and light-duty trucks the manufacturer may, at its option, proceed with any of the following alternatives with respect to an emission-data vehicle determined not in compliance with all applicable standards (or family emission limits, as appropriate) for which it was tested:
(i) Request a hearing under § 86.078-6; or
(ii) Remove the vehicle configuration (or evaporative vehicle configuration, as applicable) which failed, from his application;
(A) If the failed vehicle was tested for compliance with exhaust emission standards (or family emission limits, as appropriate) only: The Administrator may select, in place of the failed vehicle, in accordance with the selection criteria employed in selecting the failed vehicle, a new emission-data vehicle to be tested for exhaust emission compliance only.
(B) If the failed vehicle was tested for compliance with both exhaust and evaporative emission standards: The Administrator may select, in place of the failed vehicle, in accordance with the selection criteria employed in selecting the failed vehicle, a new emission-data vehicle which will be tested for compliance with both exhaust and evaporative emission standards. If one vehicle cannot be selected in accordance with the selection criteria employed in selecting the failed vehicle, then two vehicles may be selected (
(iii) Remove the vehicle configuration (or evaporative vehicle configuration, as applicable) which failed from the application and add a vehicle configuration(s) (or evaporative vehicle configuration(s), as applicable) not previously listed. The Administrator may require, if applicable, that the failed vehicle be modified to the new engine code (or evaporative emission code, as applicable) and demonstrate by testing that it meets applicable standards (or family emission limits, as appropriate) for which it was originally tested. In addition, the Administrator may select, in accordance with the vehicle selection criteria given in § 86.090-24(b), a new emission-data vehicle or vehicles. The vehicles selected to satisfy the exhaust emission vehicle selection criteria will be tested for compliance with exhaust emission standards (or family emission limits, as appropriate) only. The vehicles selected to satisfy the evaporative emission vehicle selection criteria will be tested for compliance with both exhaust and evaporative emission standards (or family emission limits, as appropriate); or
(iv) Correct a component or system malfunction and show that with a correctly functioning system or component the failed vehicle meets applicable standards (or family emission limits, as appropriate) for which it was originally tested. The Administrator may require a new emission-data vehicle, of identical vehicle configuration (or evaporative vehicle configuration, as applicable) to the failed vehicle, to be operated and tested for compliance with the applicable standards (or family emission limits, as appropriate) for which the failed vehicle was originally tested.
(5) For heavy-duty engines the manufacturer may, at his option, proceed with any of the following alternatives with respect to any engine family represented by a test engine(s) determined not in complinace with applicable standards (or family emission limit, as appropriate):
(i) Request a hearing under § 86.078-6; or
(ii) Delete from the application for certification the engines represented by the failing test engine. (Engines so deleted may be included in a later request for certification under § 86.079-32.) The Administrator may then select in place of each failing engine an alternate engine chosen in accordance with selection criteria employed in selecting the engine that failed; or
(iii) Modify the test engine and demonstrate by testing that it meets applicable standards. Another engine which is in all material respects the same as the first engine, as modified, may then be operated and tested in accordance with applicable test procedures.
(6) If the manufacturer does not request a hearing or present the required data under paragraphs (b)(4) or (b)(5) of this section (as applicable) of this section, the Administrator will deny certification.
(c)(1) Notwithstanding the fact that any certification vehicle(s) (or certification engine(s)) may comply with other provisions of this subpart, the Administrator may withhold or deny the issuance of a certificate of conformity (or suspend or revoke any such certificate which has been issued) with respect to any such vehicle(s) (or engine(s)) if:
(i) The manufacturer submits false or incomplete information in his application for certification thereof;
(ii) The manufacturer renders inaccurate any test data which he submits pertaining thereto or otherwise circumvents the intent of the Act, or of this part with respect to such vehicle (or engine);
(iii) Any EPA Enforcement Officer is denied access on the terms specified in § 86.091-7(d) to any facility or portion thereof which contains any of the following:
(A) The vehicle (or engine):
(B) Any components used or considered for use in its modification or buildup into a certification vehicle (or certification engine);
(C) Any production vehicle (or production engine) which is or will be claimed by the manufacturer to be covered by the certificate;
(D) Any step in the construction of a vehicle (or engine) described in paragraph (c)(iii)(C) of this section;
(E) Any records, documents, reports, or histories required by this part to be kept concerning any of the above;
(iv) Any EPA Enforcement Officer is denied “reasonable assistance” (as defined in § 86.091-7(d) in examining any of the items listed in paragraph (c)(1)(iii) of this section.
(2) The sanctions of withholding, denying, revoking, or suspending of a certificate may be imposed for the reasons in paragraphs (c)(1)(i),(ii),(iii), or (iv) of this section only when the infraction is substantial.
(3) In any case in which a manufacturer knowingly submits false or inaccurate information or knowingly renders inaccurate or invalid any test data or commits any other fraudulent acts and such acts contribute substantially to the Administrator's decision to issue a certificate of conformity, the Administrator may deem such certificate void
(4) In any case in which certification of a vehicle (or engine) is proposed to be withheld, denied, revoked, or suspended under paragraph (c)(1) (iii) or (iv) of this section, and in which the Administrator has presented to the manufacturer involved reasonable evidence that a violation of § 86.091-7(d) in fact occurred, the manufacturer, if he wishes to contend that, even though the violation occurred, the vehicle (or engine) in question was not involved in the violation to a degree that would warrant withholding, denial, revocation, or suspension of certification under either paragraph (c)(1) (iii) or (iv) of this section, shall have the burden of establishing that contention to the satisfaction of the Administrator.
(5) Any revocation or suspension of certification under paragraph (c)(1) of this section shall:
(i) Be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.078-6 hereof.
(ii) Extend no further than to forbid the introduction into commerce of vehicles (or engines) previously covered by the certification which are still in the hands of the manufacturer, except in cases of such fraud or other misconduct as makes the certification invalid
(6) The manufacturer may request in the form and manner specified in paragraph (b)(3) of this section that any determination made by the Administrator under paragraph (c)(1) of this section to withhold or deny certification be reviewed in a hearing conducted in accordance with -§ 86.078-6. If the Administrator finds, after a review of the request and supporting data, that the request raises a substantial factual issue, he will grant the request with respect to such issue.
(d)(1)
(i) The manufacturer refuses to comply with the provisions of a test order issued by the Administrator pursuant to § 86.603; or
(ii) The manufacturer refuses to comply with any of the requirements of § 86.603; or
(iii) The manufacturer submits false or incomplete information in any report or information provided pursuant to the requirements of § 86.609; or
(iv) The manufacturer renders inaccurate any test data which he submits pursuant to § 86.609; or
(v) Any EPA Enforcement Officer is denied the opportunity to conduct activities related to entry and access as authorized in § 86.606 of this part and in a warrant or court order presented to the manufacturer or the party in charge of a facility in question; or
(vi) EPA Enforcement Officers are unable to conduct activities related to entry and access or to obtain “reasonable assistance” as authorized in § 86.606 of this part because a manufacturer has located its facility in a foreign jurisdiction where local law prohibits those activities; or
(vii) The manufacturer refuses to or in fact does not comply with §§ 86.604(a), 86.605, 86.607, 86.608, or 86.610.
(2) The sanction of suspending a certificate may not be imposed for the reasons in paragraph (d)(1)(i), (ii), or (vii) of this section where the refusal is caused by conditions and circumstances outside the control of the manufacturer which render it impossible to comply with those requirements.
(3) The sanction of suspending a certificate may be imposed for the reasons in paragraph (d)(1)(iii), (iv), or (v) of this section only when the infraction is substantial.
(4) In any case in which a manufacturer knowingly submitted false or inaccurate information or knowingly rendered inaccurate any test data or committed any other fraudulent acts, and such acts contributed substantially to the Administrator's original decision not to suspend or revoke a certificate of conformity in whole or in part, the Administrator may deem such certificate void from the date of such fraudulent act.
(5) In any case in which certification of a vehicle is proposed to be suspended under paragraph (d)(1)(v) of this section and in which the Administrator has presented to the manufacturer involved reasonable evidence that a violation of § 86.606 in fact occurred, if the manufacturer wishes to contend that, although the violation occurred, the vehicle configuration or engine family in question was not involved in the violation to a degree that would warrant suspension of certification under paragraph (d)(1)(v) of this section, the manufacturer shall have the burden of establishing the contention to the satisfaction of the Administrator.
(6) Any suspension of certification under paragraph (d)(1) of this section shall:
(i) Be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614; and
(ii) Not apply to vehicles no longer in the hands of the manufacturer.
(7) Any voiding of a certificate of conformity under paragraph (d)(4) of this section will be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614.
(e)
(i) The manufacturer refuses to comply with the provisions of a test order issued by the Administrator pursuant to § 86.1003; or
(ii) The manufacturer refuses to comply with any of the requirements of § 86.1003; or
(iii) The manufacturer submits false or incomplete information in any report or information provided pursuant to the requirements of § 86.1009; or
(iv) The manufacturer renders inaccurate any test data submitted pursuant to § 86.1009; or
(v) Any EPA Enforcement Officer is denied the opportunity to conduct activities related to entry and access as authorized in § 86.1006 of this part and in a warrant or court order presented to the manufacturer or the party in charge of a facility in question; or
(vi) EPA Enforcement Officers are unable to conduct activities related to entry and access as authorized in § 86.1006 of this part because a manufacturer has located a facility in a foreign jurisdiction where local law prohibits those activities; or
(vii) The manufacturer refuses to -or in fact does not comply with the -requirements of §§ 86.1004(a), 86.1005, 86.1007, 86.1008, 86.1010, 86.1011, or 86.1013.
(2) The sanction of suspending a certificate may not be imposed for the reasons in paragraph (e)(1) (i), (ii), or (vii) of this section where such refusal or denial is caused by conditions and circumstances outside the control of the manufacturer which renders it impossible to comply with those requirements. Such conditions and circumstances shall include, but are not limited to, any uncontrollable factors which result in the temporary unavailability of equipment and personnel needed to conduct the required tests, such as equipment breakdown or failure or illness of personnel, but shall not include failure of the manufacturers to adequately plan for and provide the equipment and personnel needed to conduct the tests. The manufacturer will bear the burden of establishing the presence of the conditions and circumstances required by this paragraph.
(3) The sanction of suspending a certificate may be imposed for the reasons outlined in paragraph (e)(1) (iii), (iv), or (v) of this section only when the infraction is substantial.
(4) In any case in which a manufacturer knowingly submitted false or inaccurate information or knowingly rendered inaccurate any test data or committed any other fraudulent acts, and such acts contributed substantially to the Administrator's original decision not to suspend or revoke a certificate of conformity in whole or in part, the Administrator may deem such certificate void from the date of such fraudulent act.
(5) In any case in which certification of a light-duty truck or heavy-duty engine is proposed to be suspended under paragraph (e)(1)(v) of this section and in which the Administrator has presented to the manufacturer involved reasonable evidence that a violation of § 86.1006 in fact occurred, if the manufacturer wishes to contend that, although the violation occurred, the vehicle or engine configuration or engine family in question was not involved in the violation to a degree that would warrant suspension of certification under paragraph (e)(1)(v) of this section, he shall have the burden of establishing that contention to the satisfaction of the Administrator.
(6) Any suspension of certification under paragraph (e)(1) of this section shall:
(i) Be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.1014, and
(ii) Not apply to vehicles or engines no longer in the hands of the manufacturer.
(7) Any voiding of a certificate of conformity under paragraph (e)(4) of this section shall be made only after the manufacturer concerned has been
(a) The manufacturer of any motor vehicle (or motor vehicle engine) subject to the applicable emission standards (and family emission limits, as appropriate) of this subpart, shall, at the time of manufacture, affix a permanent legible label, of the type and in the manner described below, containing the information hereinafter provided, to all production models of such vehicles (or engines) available for sale to the public and covered by a certificate of conformity under § 86.091-30(a).
(1)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches), engine family identification and evaporative family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as appropriate), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (
(E) An unconditional statement of compliance with the appropriate model year U.S. Environmental Protection Agency regulations which apply to light-duty vehicles;
(F) For vehicles which are part of the diesel particulate averaging program, the family particulate emission limit to which the vehicle is certified;
(G) For vehicles that have been exempted from compliance with the emission standards at high altitude, as specified in § 86.087-8(h),
(
(
(
(H) For vehicles that have been exempted from compliance with the emission standards at low altitude, as specified in § 86.087-8(i),
(
(
(2)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label.
(A) The label heading: Important Vehicle Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches) and engine family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as appropriate), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (
(E) The prominent statement: “This vehicle conforms to U.S. EPA regulations applicable to 19_ Model Year New Light-Duty Trucks.”
(F) If the manufacturer is provided an alternate useful-life period under the provisions of § 86.088-21(f), the prominent statement: “This vehicle has been certified to meet U.S. EPA standards for a useful-life period of _ years or _ miles of operation, whichever occurs first. This vehicle's actual life may vary depending on its service application.” The manufacturer may alter this statement only to express the assigned alternate useful life in terms other than years of miles (
(G) A statement, if applicable, that the adjustments or modifications indicated on the label are necessary to ensure emission control compliance at the altitude specified;
(H) A statement, if applicable, that the high-altitude vehicle was designated or modified for principal use at high altitude. This statement must be affixed by the manufacturer at the time of assembly or by any dealer who performs the high-altitude modification or adjustment prior to sale to an ultimate purchaser;
(I) For vehicles that have been exempted from compliance with the high-altitude emission standards, as specified in § 86.088-9(g)(2),
(
(
(
(J) For vehicles which are included in the diesel particulate averaging program, the family particulate emission limit to which the vehicle is certified.
(K) For vehicles which are included in the light-duty truck NO
(3)
(ii) The label shall be attached to an engine part necessary for normal engine operation and not normally requiring replacement during engine life.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals which shall be of a color that contrasts with the background of the label:
(A) The label heading: Important Engine Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches) and engine family and model designations;
(D) Date of engine manufacture (month and year). The manufacturer may, in lieu of including the date of manufacture on the engine label, maintain a record of the engine manufacture dates. The manufacturer shall provide the date of manufacture records to the Administrator upon request;
(E) Engine specifications and adjustments as recommended by the manufacturer. These specifications should indicate the proper transmission position during tuneup and what accessories (
(F) For Otto-cycle engines the label should include the idle speed, ignition timing, and the idle air-fuel mixture setting procedure and value (
(G) For diesel engines the label should include the advertised hp at rpm, fuel rate at advertised hp in mm
(H) The prominent statement: “This engine conforms to U.S. EPA regulations applicable to 19_ Model Year New Heavy-Duty Engines.”
(I) If the manufacturer is provided with an alternate useful-life period under the provisions of § 86.088-21(f), the prominent statement: “This engine has been certified to meet U.S. EPA standards for a useful-life period of _ miles or _ hours of operation, whichever occurs first. This engine's actual life may vary depending on its service application.” The manufacturer may alter this statement only to express the assigned alternate useful life in terms other than miles or hours (
(J)
(K)
(
(
(
(L) For all heavy-duty engines which are included in the particulate averaging, trading, or banking programs, the particulate family emission limit to which the engine is certified.
(M) For all heavy-duty engines which are included in the NO
(N) For diesel engines which have been certified to comply with the urban bus particulate standard of 40 CFR 86.091-11(a)(1)(iv), the statement “This engine is certified for use in an urban bus as defined at 40 CFR 86.091-2.” Unless waived by the Administrator on the basis of impracticality, for diesel engines not certified to comply with the urban bus particulate standard, the statement “This engine is not certified for use in an urban bus as defined at 40 CFR 86.091-2. Sales of this engine for use in an urban bus is a violation of Federal law under the Clean Air Act.”
(iv) The label may be made up of one or more pieces:
(4)(i)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The lable shall contain the following information lettered in the English language in block letters and numericals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Evaporative family identification;
(D) The maximum nominal fuel tank capacity (in gallons) for which the evaporative control system is certified; and
(E) One of the following, as appropriate:
(
(
(b) The provisions of this section shall not prevent a manufacturer from also reciting on the label that such vehicle (or engine) conforms to any applicable state emission standards for new motor vehicles (or new motor vehicle engines) or any other information that such manufacturer deems necessary for, or useful to, the proper operation and satisfactory maintenance of the vehicle (or engine).
(c)(1) The manufacturer of any light-duty vehicle or light-duty truck subject to the emission standards (or family emission limits, as appropriate) of this subpart shall, in addition and subsequent to setting forth those statements on the label required by the Department of Transportation (DOT) pursuant to 49 CFR 567.4, set forth on the DOT label or on an additional label located in proximity to the DOT label and affixed as described in 40 CFR 567.4(b), the following information in the English language, lettered in block letters and numerals not less than three thirty-seconds of an inch high, of a color that contrasts with the background of the label:
(i) The Heading: “Vehicle Emission Control Information.”
(ii)(A)
(B)
(
(iii) One of the following statements, as applicable, in letters and numerals not less than six thirty-seconds of an inch high and of a color that contrasts with the background of the label:
(A) For all vehicles certified as non-catalyst-equipped: “NON-CATALYST”;
(B) For all vehicles certified as catalyst-equipped which are included in a manufacturer's catalyst control program for which approval has been given by the Administrator: “CATALYST—APPROVED FOR IMPORT”;
(C) For all vehicles certified as catalyst-equipped which are not included in a manufacturer's catalyst control program for which prior approval has been given by the Administrator: “CATALYST”;
(2) In lieu in of selecting either of the labeling options of paragraph (c)(1) of this section, the manufacturer may add the information required by paragraph (c)(1)(iii) of this section to the labeling required by paragraph (a) of this section. The required information will be set forth in the manner prescribed by paragraph (c)(1)(iii) of this section.
(d) Incomplete light-duty trucks or incomplete heavy-duty vehicles optionally certified as light-duty trucks shall have the following prominent statement printed on the label required by paragraph (a)(2) of this section in lieu of the statement required by paragraph (a)(2)(iii)(E) of this section: “This vehicle conforms to U.S. EPA regulations applicable to 19
(e) Incomplete heavy-duty vehicles having a gross vehicle weight rating of 8,500 pounds or less shall have one of the following statements printed on the label required by paragraph (a)(3) of this section in lieu of the statement required by paragraph (a)(3)(iii)(H) of this section: “This engine conforms to U.S. EPA regulations applicable to 19
(f) The manufacturer of any incomplete light-duty vehicle or light-duty truck shall notify the purchaser of such vehicle of any curb weight, frontal area, or gross vehicle weight rating limitations affecting the emission certificate applicable to that vehicle. This notification shall be transmitted in a manner consistent with National Highway Traffic Safety Administration safety notification requirements published in 49 CFR part 568.
(g)(1)(i) Incomplete gasoline-fueled heavy-duty vehicles shall have the following prominent statement printed on the label required in paragraph (a)(4) of this section: “(Manufacturer's corporate name) has determined that this vehicle conforms to U.S. EPA regulations applicable to 19
(ii) Incomplete methanol-fueled heavy-duty vehicles shall have the following prominent statement printed on the label required in paragraph (a)(4) of this section: “(Manufacturer's corporate name) has determined that this vehicle conforms to U.S. EPA regulations applicable to 19
(2) Persons wishing to add fuel tank capacity beyond the maximum specified on the label required in paragraph (g)(1) of this section shall:
(i) Increase the amount of fuel tank vapor storage material according to the following function:
(ii) Use, if applicable, hosing for fuel vapor routing which is at least as impermeable to hydrocarbon vapors as that used by the primary manufacturer.
(iii) Use vapor storage material with the same adsorptive characteristics as that used by the primary manufacturer.
(iv) Connect, if applicable, any new hydrocarbon storage device to the existing hydrocarbon storage device in series such that the original hydrocarbon storage device is situated between the fuel tank and the new hydrocarbon storage device. The original hydrocarbon storage device shall be sealed such that vapors cannot reach the atmosphere. The elevation of the original hydrocarbon storage device
(v) Submit a written statement to the Administrator that paragraphs (g)(2)(i) through (g)(2)(iv) of this section have been complied with.
(3) If applicable, the Administrator will send a return letter verifying the receipt of the written statement required in paragraph (g)(2)(v) of this section.
(h)(1) Light-duty trucks and heavy-duty engines for which non-con-form-ance penalties are to be paid in ac-cord-ance with § 86.1113-87(b) shall have the follow-ing in-for-ma-tion printed on the label re-quired in para-graph (a) of this section or on a separate permanent legible label in the English language and located in proximity to the label re-quired in paragraph (a) of this section. The manufacturer shall begin label-ing pro-duction engines or vehicles within 10 days after the com-ple-tion of the PCA.
(i) The statement: “The manufacturer of this engine/vehicle will pay a penalty to be allowed to introduce it into commerce at an emission level higher than the applicable emission standard. The compliance level (or new emission standard) for this engine/vehicle is
(ii) [Reserved]
(2) If a manufacturer introduces an engine or vehicle into commerce prior to the compliance level determination of § 86.1112-87(a), it shall provide the engine or vehicle owner with a label as described above to be affixed in a location in proximity to the label required in paragraph (a) of this section within 30 days of the completion of the PCA.
(a) The provisions of this subpart apply to 1992 and later model year new Otto-cycle and diesel light-duty vehicles, 1992 and later model year new Otto-cycle and diesel light-duty trucks, and 1992 and later model year new Otto-cycle and diesel heavy-duty engines. The provisions of this subpart are optional for vehicles fueled with either natural gas or liquefied petroleum gas for the 1994 through 1996 model years. The provisions of this subpart also apply to aftermarket conversions of all model year Otto-cycle and diesel light-duty vehicles, Otto-cycle and diesel light-duty trucks, and Otto-cycle and diesel heavy-duty engines certified under the provisions of 40 CFR part 85, subpart F.
(b)
(c) [Reserved]
(d)
The general procedures and a description of the programs are contained in § 86.085-13 and specific provisions on test vehicles and compliance procedures are contained in § 86.092-24 and § 86.091-28 respectively.
(e)
(f)
(2) Measurement procedures, other than that described in subpart I, may be used by the manufacturer provided the manufacturer satisfies the requirements of § 86.091-23(f).
(3) When a manufacturer chooses to use an alternative measurement procedure it has the responsibility to determine whether the results obtained by the procedure will correlate with the results which would be obtained from the measurement procedure in subpart I. Consequently, the Administrator will not routinely approve or disapprove any alternative opacity measurement procedure or any associated correlation data which the manufacturer elects to use to satisfy the data requirements for subpart I.
(4) If a confirmatory test(s) is performed and the results indicate there is a systematic problem suggesting that the data generated under an optional alternative measurement procedure do not adequately correlate with subpart I data, EPA may require that all certificates of conformity not already issued be based on data from subpart I procedures.
The definitions of § 86.091-2 remain effective. The definitions listed in this section apply beginning with the 1992 model year.
(a)
(b)
(c)
(d)
(a) The small-volume manufacturers certification procedures described in paragraphs (b) and (c) of this section are optional. Small-volume manufacturers may use these optional procedures to demonstrate compliance with the general standards and specific emission requirements contained in this subpart.
(b)(1) The optional small-volume manufacturers certification procedures apply to light-duty vehicles, light-duty trucks, heavy-duty vehicles, and
(2) For the purpose of determining the applicability of paragraph (b)(1) of this section, the sales the Administrator shall use shall be the aggregate of the projected or actual sales of those vehicles and/or engines in any of the groupings identified below in this subparagraph.
(i) Vehicles and/or engines produced by two or more firms, one of which is 10 percent or greater part owned by another;
(ii) Vehicles and/or engines produced by any two or more firms if a third party has equity ownership of 10 percent or more in each of the firms;
(iii) Vehicles and/or engines produced by two or more firms having a common corporate officer(s) who is(are) responsible for the overall direction of the companies;
(iv) Vehicles and/or engines imported or distributed by all firms where the vehicles and/or engines are manufactured by the same entity and the importer or distributer is an authorized agent of the entity.
(3) If the aggregated sales, as determined in paragraph (b)(2) of this section are less than 301 units, the manufacturers in the aggregated relationship may certify under the provisions in this section that apply to manufacturers with sales of less than 301 units.
(4) If the aggregated sales, as determined in paragraph (b)(2) of this section are greater than 300 but fewer than 10,000 units, the manufacturers in the aggregated relationship may certify under the provisions in this section that apply to manufacturers with sales from and including 301 through 9,999 motor vehicles and motor vehicles engines per year.
(5) If the aggregated sales, as determined in paragraph (b)(2) of this section are equal to or greater than 10,000 units, then the manufacturers involved in the aggregated relationship will be allowed to certify a number of units under the small-volume engine family certification procedures (40 CFR 86.092-24(e)) in accordance with the criteria identified below in this subparagraph.
(i) If a manufacturer purchases less than 50 percent of another manufacturer, each manufacturer retains its right to certify 9,999 units using the small-volume engine family certification procedures.
(ii) If a manufacturer purchases 50 percent or more of another manufacturer, the manufacturer with the over 50 percent interest must share, with the manufacturer it purchased, its 9,999 units under the small-volume engine family certification procedures.
(iii) In a joint venture arrangement (50/50 ownership) between two manufacturers, each manufacturer retains its eligibility for 9,999 units under the small-volume engine family certification procedures, but the joint venture must draw its maximum 9,999 units from the units allocated to its parent manufacturers.
(c) Small-volume manufacturers shall demonstrate compliance with the applicable sections of this subpart. The appropriate model year of the following applicable sections shall be determined in accordance with § 86.084-4:
(1) Sections 86.092-1, 86.092-2, 86.090-3, 86.084-4, 86.090-5, 86.078-6, 86.078-7, and 86.090-8 through 86.090-11 of this subpart are applicable.
(2) Section 86.080-12 of this subpart is not applicable.
(3) Section 86.085-13, 86.092-14, 86.084-15, and 86.085-20 of this subpart are applicable.
(4) Small-volume manufacturers shall include in their records all of the information that EPA requires in §86.090-21 of this subpart. This information will be considered part of the manufacturer's application for certification. However, the manufacturer is not required to submit the information to the Administrator unless the Administrator requests it.
(5) Section 86.085-22 of this subpart is applicable except as noted below.
(i) Small-volume light-duty vehicle and light-duty truck manufacturers may satisfy the requirements of paragraph (e) of § 86.085-22 by including a statement of compliance on adjustable
(6) Section 86.090-23 of this subpart is applicable.
(7) Section 86.092-24 of this subpart is applicable except as noted below.
(i) Small-volume manufacturers may satisfy the requirements of paragraph (b) and (c) of § 86.092-24 of this subpart by:
(A)
(
(
(
(B) Testing light-duty vehicles or light-duty truck emission-data vehicles at any service accumulation distance of at least 2,000 miles (3,219 kilometers) or, catalyst equipped heavy-duty emission-data engines at any service accumulation time of at least 62 hours, or non-catalyst equipped heavy-duty engine emission-data engines at any service accumulation time determined by the manufacturer to result in stabilized emissions. The emission performance of the emission-data vehicle or engine must be stabilized prior to emission testing.
(C)
(
(
(
(
(
(ii) Paragraphs (d) and (e) of § 86.092-24 of this subpart are not applicable.
(8) Section 86.090-25 of this subpart is applicable to maintenance performed on durability-data light-duty vehicles, light-duty trucks, heavy-duty vehicles, and heavy-duty engines when the manufacturer completes durability-data vehicles or engines; section 86.087-38 of this subpart is applicable to the recommended maintenance the manufacturer includes in the maintenance instructions furnished the purchasers of new motor vehicles and new motor vehicle engines under § 86.087-38 of this subpart.
(9)(i) Section 86.092-26 of this subpart is applicable if the manufacturer completes durability-data vehicles or engines.
(ii) Section 86.085-27 of this subpart is applicable.
(10) Sections 86.090-28 and 86.090-29 of this subpart are applicable.
(11)(i) Section 86.090-30 of this subpart is applicable, except for paragraph (a)(2) and (b) of that section. In the place of these paragraphs, small-volume manufacturer shall comply with paragraphs (c)(11)(ii) through (v) of this section, as shown below.
(ii) Small-volume manufacturers shall submit an application for certification containing the following:
(A) The names, addresses, and telephone numbers of the persons the manufacturer authorizes to communicate with us.
(B) A brief description of the vehicles (or engines) covered by the certificate (the manufacturers' sales data book or advertising, including specifications, may satisfy this requirement for most manufacturers). The description shall include, as a minimum, the following items as applicable:
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(C) The results of all emission tests the manufacturer performs to demonstrate compliance with the applicable standards.
(D)(
(
(
(
(
(
(
(E) Manufacturers utilizing deterioration factors determined by the manufacturer based on its good engineering judgment (re: paragraph (c)(7)(i)(C)(
(iii) If the manufacturer meets requirements of this subpart, the Administrator will issue a certificate of conformity for the vehicles or engines described in the application for certification.
(iv) The certificate will be issued for such a period not to exceed one model year as the Administrator may determine and upon such terms as he may deem necessary to assure that any vehicle or engine covered by the certificate will meet the requirements of the Act and of this subpart.
(v)(A) If, after a review of the statements and descriptions submitted by the manufacturer, the Administrator determines that the manufacturer has not met the applicable requirements, the Administrator shall notify the manufacturer in writing of his intention to deny certification, setting forth the basis for his determination. The manufacturer may request a hearing on the Administrator's determination.
(B) If the manufacturer does not request a hearing or present the required information the Administrator will deny certification.
(12) Sections 86.079-31 and 86.079-32 of this subpart are not applicable.
(13) Under § 86.079-33 of this subpart, small-volume manufacturers are covered by the following.
(i) Small-volume manufacturers may make production changes (running changes) without receiving the Administrator's prior approval. The manufacturer shall assure (by conducting emission tests as it deems necessary) that the affected vehicles (engines) remain in compliance with the requirements of this part.
(ii) The manufacturer shall notify the Administrator within seven days after implementing any production related change (running change) that would affect vehicle emissions. This notification shall include any changes to the information required under paragraph (c)(11)(ii) of this section. The manufacturer shall also amend as necessary its records required under paragraph (c)(4) of this section to confirm with the production design change.
(14) Section 86.082-34 of this subpart is not applicable.
(15) Sections 86.092-35, 86.079-36, 86.082-37, 86.087-38 and 86.084-39 of this subpart are applicable.
(a)(1) Heavy-duty engines eligible for the NO
(2)(i) Engine families with FELs exceeding the applicable standard shall obtain emission credits in a mass amount sufficient to address the shortfall. Credits may be obtained from averaging, trading, or banking, within the averaging set restrictions described in this section.
(ii) Engine families with FELs below the applicable standard will have emission credits available to average, trade, bank or a combination thereof. Credits may not be used to offset emissions that exceed an FEL. Credits may not be used to remedy an in-use nonconformity determined by a Selective Enforcement Audit or by recall testing. However, credits may be used to allow subsequent production of engines for the family in question if the manufacturer elects to recertify to a higher FEL.
(iii) Credits scheduled to expire in the earliest model year shall be used, prior to using other available credits, to offset emissions of engine families with FELS exceeding the applicable standard.
(b) Participation in the NO
(i) Declare its intent to include specific engine families in the averaging, trading and/or banking programs. Separate declarations are required for each program and for each pollutant (i.e., NO
(ii) Declare an FEL for each engine family participating in one or more of these three programs.
(A) The FEL must be to the same level of significant digits as the emission standard (one-tenth of a gram per brake horsepower for NO
(B) In no case may the FEL exceed the upper limit prescribed in the section concerning the applicable heavy-duty engine NO
(iii) Calculate the projected emission credits (+/) based on quarterly production projections for each participating family and for each pollutant (NO
(iv)(A) Determine and state the source of the needed credits according to quarterly projected production for engine families requiring credits for certification.
(B) State where the quarterly projected credits will be applied for engine families generating credits.
(C) Credits may be obtained from or applied to only engine families within the same averaging set as described in paragraphs (d) and (e) of this section. Credits available for averaging, trading, or banking as defined in § 86.090-2, may be applied to a given engine famil(y) (ies), or reserved as defined in § 86.091-2.
(2) Based on this information each manufacturer's certification application must demonstrate:
(i) That at the end of model year production, each engine family has a net emissions credit balance of zero or more using the methodology in paragraph (c) of this section with any credits obtained from averaging, trading or banking.
(ii) The source of the credits to be used to comply with the emission standard if the FEL exceeds the standard, or where credits will be applied if the FEL is less than the emission standard. In cases where credits are being obtained, each engine family involved must state specifically the source (manufacturer/engine family) of the credits being used. In cases where credits are being generated/supplied, each engine family involved must state specifically the designated use (manufacturer/engine family or reserved) of the credits involved. All such reports shall include all credits involved in averaging, trading or banking.
(3) During the model year manufacturers must:
(i) Monitor projected versus actual production to be certain that compliance with the emission standards is achieved at the end of the model year.
(ii) Provide the end of-model year reports required under § 86.091-23.
(iii) Maintain the quarterly records required under § 86.091-7(c)(8).
(4) Projected credits based on information supplied in the certification application may be used to obtain a certificate of conformity. However, any such credits may be revoked based on review of end-of-model year reports, follow-up audits, and any other verification steps deemed appropriate by the Administrator.
(5) Compliance under averaging, banking, and trading will be determined at the end of the model year. Engine families without an adequate amount of actual NO
(6) If EPA or the manufacturer determines that a reporting error occurred on an end-of-year report previously submitted to EPA under this section, the manufacturer's credits and credit calculations will be recalculated. Erroneous positive credits will be void. Erroneous negative credit balances may be adjusted by EPA.
(i) If EPA review of a manufacturer's end-of-year report indicates an inadvertent credit shortfall, the manufacturer will be permitted to purchase the necessary credits to bring the credit balance for that engine family to zero, at the ratio of 1.2 credits purchased for every credit needed to bring the balance to zero. If sufficient credits are not available to bring the credit balance for the engine family in question to zero, EPA may void the certificate for that engine family ab initio.
(ii) If within 180 days of receipt of the manufacturer's end-of-year report, EPA review determines a reporting error in the manufacturer's favor (i.e., resulting in a positive credit balance) or if the manufacturer discovers such an error within 180 days of EPA receipt of the end-of-year report, the credits will be restored for use by the manufacturer. For the 1992 model year, corrections to the end-of-year reports may be submitted until May 9, 1994.
(c)(1) For each participating engine family, NO
For determining credit need for all engine families and credit availability for engine families generating credits for averaging programs only:
For determining credit availability for engine families generating credits for trading or banking programs:
(2) The transient cycle conversion factor is the total (integrated) cycle brake horsepower-hour or Megajoules, divided by the equivalent mileage of the applicable transient cycle. For Otto-cycle heavy-duty engines, the equivalent mileage is 6.3 miles. For diesel heavy-duty engines, the equivalent mileage is 6.5 miles. When more than one configuration is chosen by EPA to be tested in the certification of an engine family (as described in § 86.085-24), the conversion factor used is to be based upon the configuration generating the highest conversion factor when determining credit need and the lowest conversion factor when determining credit availability for banking, trading or averaging.
(d) Averaging sets for NO
(1) For Otto-cycle heavy-duty engines:
(i) Otto-cycle heavy-duty engines constitute an averaging set. Averaging and trading among all Otto-cycle heavy-duty engine families is allowed. There are no subclass restrictions.
(ii) Gasoline-fueled heavy-duty vehicles certified under the provisions of § 86.085-1(b) may not average or trade credits with gasoline-fueled heavy-duty Otto-cycle engines, but may average or trade credits with light-duty trucks.
(2) For diesel cycle heavy-duty engines:
(i) Each of the three primary intended service classes for heavy-duty diesel engines, as defined in § 86.090-2, constitute an averaging set. Averaging and trading among all diesel cycle engine families within the same primary service class is allowed.
(ii) Urban buses are treated as members of the primary intended service class where they would otherwise fall.
(e) Averaging sets for particulate emission credits. The averaging and trading of particulate emission credits will only be allowed between diesel cycle heavy-duty engine families in the same averaging set and in the same regional category. Engines produced for sale in California constitute a separate regional category than engines produced for sale in the other 49 states. Banking and trading are not applicable to engines sold in California. The averaging sets for the averaging and trading of particulate emission credits for diesel cycle heavy-duty engines are defined as follows:
(1) Engines intended for use in urban buses constitute a separate averaging set from all other heavy-duty engines. Averaging and trading among all diesel cycle bus engine families is allowed.
(2) For heavy-duty engines, exclusive of urban bus engines, each of the three primary intended service classes for heavy-duty diesel cycle engines, as defined in § 86.090-2, constitute an averaging set. Averaging and trading between diesel cycle engine families within the same primary service class is allowed.
(3) Otto-cycle engines may not participate in particulate averaging, trading, or banking.
(f) Banking of NO
(1)
(ii) Manufacturers may bank credits only after the end of the model year and after EPA has reviewed their end-of-year report. During the model year and before submittal of the end-of-year report, credits originally designated in the certification process for banking will be considered reserved and may be redesignated for trading or averaging.
(2)
(ii) Manufacturers withdrawing banked emission credits shall indicate so during certification and in their credit reports, as described in § 86.091-23.
(3)
(i) Banked credits may be used in averaging, trading, or in any combination thereof, during the certification period. Credits declared for banking from the previous model year but unreviewed by EPA may also be used. However, they may be revoked at a later time following EPA review of the end-of-year report or any subsequent audit actions.
(ii) Banked credits may not be used for NO
(g)(1) For purposes of this paragraph (g), assume NO
(2) Engine families paying an NCP for noncompliance of any emission standard may not:
(i) Participate in the averaging program,
(ii) Generate emission credits for any pollutant under banking and trading, and
(iii) Use emission credits for any pollutant from banking and trading.
(3) If a manufacturer has any engine family to which application of NCPs and averaging, banking, and trading credits is desired, that family must be separated into two distinct families. One family, whose FEL equals the standard, must use NCPs only, while the other, whose FEL does not equal the standard, must use emission credits only.
(4) If a manufacturer has any engine family in a given averaging set which is using NO
(h) In the event of a negative credit balance in a trading situation, both the buyer and the seller would be liable.
(i) Certification fuel used for credit generation must be of a type that is both available in use and expected to be used by the engine purchaser. Therefore, upon request by the Administrator, the engine manufacturer must provide information acceptable to the Administrator that the designated fuel is readily available commercially and would be used in customer service.
(a) The manufacturer shall perform the tests required by the applicable test procedures, and submit to the Administrator the following information:
(b)(1)(i) Exhaust emission durability data on such light-duty vehicles tested in accordance with applicable test procedures and in such numbers as specified, which will show the performance of the systems installed on or incorporated in the vehicle for extended mileage, as well as a record of all pertinent maintenance performed on the test vehicles.
(ii) Exhaust emission deterioration factors for light-duty trucks and heavy-duty engines, and all test data that are derived from the testing described under § 86.091-21(b)(4)(iii)(A), as well as a record of all pertinent maintenance. Such testing shall be designed and conducted in accordance with good engineering practice to assure that the engines covered by a certificate issued under § 86.091-30 will meet the emission standards (or family emission limits, as appropriate) in § 86.091-9, § 86.091-10, or § 86.091-11 as appropriate, in actual use for the useful life of the engine.
(2) For light-duty vehicles and light-duty trucks, evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination and all test data that are derived from testing described under § 86.091-21(b)(4)(i) designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.091-30 will meet the evaporative emission standards in § 86.091-8 or § 86.091-9, as appropriate, for the useful life of the vehicle.
(3) For heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines, evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination identified in accordance with § 86.091-21(b)(4)(ii). Furthermore, a statement
(4)(i) For heavy-duty vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, a written statement to the Administrator certifying that the manufacturer's vehicles meet the standards of § 86.091-10 or § 86.091-11 (as applicable) as determined by the provisions of § 86.091-28. Furthermore, a written statement to the Administrator that all data, analyses, test procedures, evaluations, and other documents, on which the above statement is based, are available to the Administrator upon request.
(ii) For heavy-duty vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, a written statement to the Administrator certifying that the manufacturer's evaporative emission control systems are designed, using good engineering practice, to meet the standards of § 86.091-10 or § 86.091-11 (as applicable) as determined by the provisions of § 86.091-28. Furthermore, a written statement to the Administrator that all data, analyses, test procedures, evaluations, and other documents, on which the above statement is based, are available to the Administrator upon request.
(c)
(2)
(d) A statement that the vehicles (or engines) for which certification is requested conform to the requirements in § 86.084-5(b), and that the descriptions of tests performed to ascertain compliance with the general standards in § 86.084-5(b), and the data derived from such tests, are available to the Administrator upon request.
(e)(1) A statement that the test vehicles (or test engines) with respect to which data are submitted to demonstrate compliance with the applicable standards (or family emission limits, as appropriate) of this subpart are in all material respects as described in the manufacturer's application for certification, have been tested in accordance with the applicable test procedures utilizing the fuels and equipment
(2) For evaporative emission durability, or light-duty truck or heavy-duty engine exhaust emission durability, a statement of compliance with paragraph (b)(1)(ii), (b)(2), or (b)(3) of this section, as applicable.
(f) Additionally, manufacturers participating in the particulate averaging program for diesel light-duty vehicles and diesel light-duty trucks shall submit:
(1) In the application for certification, a statement that the vehicles for which certification is requested will not, to the best of the manufacturer's belief, when included in the manufacturer's production-weighted average emission level, cause the applicable particulate standard(s) to be exceeded.
(2) No longer than 90 days after the end of a given model year of production of engine families included in one of the diesel particulate averaging programs, the number of vehicles produced in each engine family at each certified particulate FEL, along with the resulting production-weighted average particulate emission level.
(g) Additionally, manufacturers participating in the NO
(1) In the application for certification, a statement that the vehicles for which certification is required will not, to the best of the manufacturer's belief, when included in the manufacturer's production-weighted average emission level, cause the applicable NO
(2) No longer than 90 days after the end of a given model year of production of engine families included in the NO
(h) Additionally, manufacturers participating in any of the NO
(1) In the application for certification:
(i) A statement that the engines for which certification is requested will not, to the best of the manufacturer's belief, when included in any of the averaging, trading, or banking programs cause the applicable NO
(ii) The type (NO
(2) End-of-year reports for each engine family participating in any of the averaging, trading, or banking programs.
(i) These reports shall be submitted within 90 days of the end of the model year to: Director, Manufacturers Operations Division (EN-6405J), U.S. Environmental Protection Agency, 401 M Street SW., Washington, DC 20460.
(ii) These reports shall indicate the engine family, the averaging set, the actual U.S. (49-state) production volume, the values required to calculate
(iii) The 49-state production counts for end-of-year reports shall be based on the location of the first point of retail sale (e.g., customer, dealer, secondary manufacturer) by the manufacturer.
(iv) Errors discovered by EPA or the manufacturer in the end-of-year report, including changes in the 49 state production counts, may be corrected up to 180 days subsequent to submission of the end-of-year report. Errors discovered by EPA after 180 days shall be corrected if credits are reduced. Errors in the manufacturer's favor will not be corrected if discovered after the 180 day correction period allowed.
(i) Failure by a manufacturer participating in the averaging, trading, or banking programs to submit any quarterly or end-of-year report (as applicable) in the specified time for all vehicles and engines that are part of an averaging set is a violation of section 203(a)(1) of the Clean Air Act for each such vehicle and engine.
(j) Failure by a manufacturer generating credits for deposit only in either the HDE NO
(k) Engine families certified using NCPs are not required to meet the requirements outlined above.
(a)(1) The vehicles or engines covered by an application for certification will be divided into groupings of engines which are expected to have similar emission characteristics throughout their useful life. Each group of engines with similar emission characteristics shall be defined as a separate engine family.
(2) To be classed in the same engine family, engines must be identical in all the following respects:
(i) The cylinder bore center-to-center dimensions.
(ii)-(iii) [Reserved]
(iv) The cylinder block configuration (air cooled or water cooled; L-6, 90° V-8, etc.).
(v) The location of the intake and exhaust valves (or ports).
(vi) The method of air aspiration.
(vii) The combustion cycle.
(viii) Catalytic converter characteristics.
(ix) Thermal reactor characteristics.
(x) Type of air inlet cooler (e.g., intercoolers and after-coolers) for diesel heavy-duty engines.
(3)(i) Engines identical in all the respects listed in paragraph (a)(2) of this section may be further divided into different engine families if the Administrator determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of the following features of each engine:
(A) The bore and stroke.
(B) The surface-to-volume ratio of the nominally dimensioned cylinder at the top dead center positions.
(C) The intake manifold induction port size and configuration.
(D) The exhaust manifold port size and configuration.
(E) The intake and exhaust valve sizes.
(F) The fuel system.
(G) The camshaft timing and ignition or injection timing characteristics.
(ii) Light-duty trucks and heavy-duty engines produced in different model years and distinguishable in the
(4) Where engines are of a type which cannot be divided into engine families based upon the criteria listed in paragraphs (a)(2) and (a)(3) of this section, the Administrator will establish families for those engines based upon those features most related to their emission characteristics. Engines that are eligible to be included in the same engine family based on the criteria in paragraphs (a)(2) and (a)(3)(i) of this section may be further divided into different engine families if the manufacturer determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of the following features of each engine:
(i) The dimension from the center line of the crankshaft to the center line of the camshaft.
(ii) The dimension from the center line of the crankshaft to the top of the cylinder block head face.
(iii) The size of the intake and exhaust valves (or ports).
(5) The gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks covered by an application for certification will be divided into groupings which are expected to have similar evaporative emission characteristics throughout their useful life. Each group of vehicles with similar evaporative emission characteristics shall be defined as a separate evaporative emission family.
(6) For gasoline-fueled or methanol-fueled light-duty vehicles and light-duty trucks to be classed in the same evaporative emission family, vehicles must be similar with respect to:
(i) Type of vapor storage device (e.g., canister, air cleaner, crankcase).
(ii) Basic canister design.
(iii) Fuel system.
(7) Where vehicles are of a type which cannot be divided into evaporative emission families based on the criteria listed above, the Administrator will establish families for those vehicles based upon the features most related to their evaporative emission characteristics.
(8)(i) If the manufacturer elects to participate in the Alternative Durability Program, the engine families covered by an application for certification shall be grouped based upon similar engine design and emission control system characteristics. Each of these groups shall constitute a separate engine family group.
(ii) To be classed in the same engine family group, engine families must contain engines identical in all of the following respects:
(A) The combustion cycle.
(B) The cylinder block configuration (air-cooled or water-cooled; L-6, V-8, rotary, etc.).
(C) Displacement (engines of different displacement within 50 cubic inches or 15 percent of the largest displacement and contained within a multi-displacement engine family will be included in the same engine family group).
(D) Catalytic converter usage and basic type (non-catalyst, oxidation catalyst only, three-way catalyst equipped).
(9) Engine families identical in all respects listed in paragraph (a)(8) of this section may be further divided into different engine family groups if the Administrator determines that they are expected to have significantly different exhaust emission control system deterioration characteristics.
(10) A manufacturer may request the Administrator to include in an engine family group, engine families in addition to those grouped under the provisions of paragraph (a)(8) of this section. This request must be accompanied by information the manufacturer believes supports the inclusion of these additional engine families.
(11) A manufacturer may combine into a single engine family group those light-duty vehicle and light-duty truck engine families which otherwise meet the requirements of paragraphs (a)(8) through (a)(10) of this section.
(12) The vehicles covered by an application for certification equipped with gasoline-fueled and methanol-fueled heavy-duty engines will be divided into groupings of vehicles on the basis of physical features which are expected to
(13) For gasoline-fueled or methanol-fueled heavy-duty vehicles to be classified in the same evaporative emission family, vehicles must be identical with respect to:
(i) Method of fuel/air metering (i.e., carburetion versus fuel injection).
(ii) Carburetor bowl fuel volume, within a 10 cc range.
(14) For vehicles equipped with gasoline-fueled and methanol-fueled heavy-duty engines to be classified in the same evaporative emission control system, vehicles must be identical with respect to:
(i) Method of vapor storage.
(ii) Method of carburetor sealing.
(iii) Method of air cleaner sealing.
(iv) Vapor storage working capacity, within a 20g range.
(v) Number of storage devices.
(vi) Method of purging stored vapors.
(vii) Method of venting the carburetor during both engine off and engine operation.
(viii) Liquid fuel hose material.
(ix) Vapor storage material.
(15) Where vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines are types which cannot be divided into evaporative emission family-control system combinations based on the criteria listed above, the Administrator will establish evaporative emission family-control system combinations for those vehicles based on features most related to their evaporative emission characteristics.
(16) No 1992 or later model year heavy-duty engine which is to be used to generate emission credits for 1992 and later banking, trading and averaging programs may also utilize nonconformance penalties (NCPs). Use of an NCP thus becomes an engine family criterion.
(i) Use of either a NO
(ii) If a manufacturer desires to use both banked credits and NCPs on an engine family, two separate engine families must be established. One engine family must consist of engines certified for only credit use following the procedure specified in this subpart. The other engine family must be certified for only NCP use following the procedure as specified in 40 CFR part 86, subpart L.
(b)
(i) Vehicles will be chosen to be operated and tested for emission data based upon engine family groupings. Within each engine family, one test vehicle will be selected based on the following criteria: The Administrator shall select the vehicle with the heaviest equivalent test weight (including options) within the family. Then within that vehicle the Administrator shall select, in the order listed, the highest road-load power, largest displacement, the transmission with the highest numerical final gear ratio (including overdrive), the highest numerical axle ratio offered in that engine family, and the maximum fuel flow calibration.
(ii) The Administrator shall select one additional test vehicle from within each engine family. The vehicle selected shall be the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family. If all vehicles within the engine family are similar the Administrator may waive the requirements of this paragraph.
(iii) Within an engine family and exhaust emission control system, the manufacturer may alter any emission-data vehicle (or other vehicles such as including current or previous model year emission-data vehicles, fuel economy data vehicles, and development vehicles provided they meet emission-data vehicles' protocol) to represent more than one selection under paragraph (b)(1) (i), (ii), (iv), or (vii) of this section.
(iv) If the vehicles selected in accordance with paragraphs (b)(1) (i) and (ii) of this section do not represent each engine-system combination, then one vehicle of each engine-system combination not represented will be selected by the Administrator. The vehicle selected shall be the vehicle expected to exhibit the highest emissions of those
(v) For high-altitude exhaust emission compliance for each engine family, the manufacturer shall follow one of the following procedures:
(A) The manufacturer will select for testing under high-altitude conditions the vehicle expected to exhibit the highest emissions from the nonexempt vehicles selected in accordance with paragraphs (b)(1) (ii), (iii), and (iv) of this section or,
(B) In lieu of testing vehicles according to paragraph (b)(1)(v)(A) of this section, a manufacturer may provide a statement in its application for certification that, based on the manufacturer's engineering evaluation of such high-altitude emission testing as the manufacturer deems appropriate,
(
(
(vi) If 90 percent or more of the engine family sales will be in California, a manufacturer may substitute emission-data vehicles selected by the California Air Resources Board criteria for the selections specified in paragraphs (b)(1) (i), (ii), and (iv) of this section.
(vii)(A) Vehicles of each evaporative emission family will be divided into evaporative emission control systems.
(B) The Administrator will select the vehicle expected to exhibit the highest evaporative emissions, from within each evaporative family to be certified, from among the vehicles represented by the exhaust emission-data selections for the engine family, unless evaporative testing has already been completed on the vehicle expected to exhibit the highest evaporative emissions for the evaporative family as part of another engine family's testing.
(C) If the vehicles selected in accordance with paragraph (b)(1)(vii)(B) of this section do not represent each evaporative emission control system then the Administrator will select the highest expected evaporative emission vehicle from within the unrepresented evaporative system.
(viii) For high-altitude evaporative emission compliance for each evaporative emission family, the manufacturer shall follow one of the following procedures:
(A) The manufacturer will select for testing under high-altitude conditions the one nonexempt vehicle previously selected under paragraphs (b)(1)(vii) (B) or (C) of this section which is expected to have the highest level of evaporative emissions when operated at high altitude or
(B) In lieu of testing vehicles according to paragraph (b)(1)(viii)(A) of this section, a manufacturer may provide a statement in its application for certification that based on the manufacturer's engineering evaluation of such high-altitude emission testing as the manufacturer deems appropriate,
(
(
(ix) Vehicles selected under paragraph (b)(1)(v)(A) of this section may be used to satisfy the requirements of (b)(1)(viii)(A) of this section.
(x)
(B) The manufacturer is not required to test the reconfigured vehicle at low altitude.
(2)
(i)-(ii) [Reserved]
(iii) The Administrator shall select a maximum of two engines within each
(A) The Administrator shall select one emission-data engine first based on the largest displacement within the engine family. Then within the largest displacement the Administrator shall select, in the order listed, highest fuel flow at the speed of maximum rated torque, the engine with the most advanced spark timing, no EGR or lowest EGR flow, and no air pump or lowest actual flow air pump.
(B) The Administrator shall select one additional engine, from within each engine family. The engine selected shall be the engine expected to exhibit the highest emissions of those engines remaining in the engine family. If all engines within the engine family are similar the Administrator may waive the requirements of this paragraph.
(iv) If the engines selected in accordance with paragraph (b)(2) (ii) and (iii) of this section do not represent each engine displacement-exhaust emission control system combination, then one engine of each engine displacement-exhaust emission control system combination not represented shall be selected by the Administrator.
(v) Within an engine family/displacement/control system combination, the manufacturer may alter any emission-data engine (or other engine including current or previous model year emission-data engines and development engines provided they meet the emission-data engines' protocol) to represent more than one selection under paragraph (b)(2)(iii) of this section.
(3)
(i) Engines will be chosen to be run for emission data based upon engine family groupings. Within each engine family, the requirements of this paragraph must be met.
(ii) Engines of each engine family will be divided into groups based upon their exhaust emission control systems. One engine of each system combination shall be run for smoke emission data and gaseous emission data. Either the complete gaseous emission test or the complete smoke test may be conducted first. Within each combination, the engine that features the highest fuel feed per stroke, primarily at the speed of maximum rated torque and secondarily at rated speed, will usually be selected. If there are military engines with higher fuel rates than other engines in the same engine system combinations, then one military engine shall also be selected. The engine with the highest fuel feed per stroke will usually be selected.
(iii) The Administrator may select a maximum of one additional engine within each engine-system combination based upon features indicating that it may have the highest emission levels of the engines of that combination. In selecting this engine, the Administrator will consider such features as the injection system, fuel system, compression ratio, rated speed, rated horsepower, peak torque speed, and peak torque.
(iv) Within an engine family control system combination, the manufacturer may alter any emission-data engine (or other engine including current or previous model year emission-data engines and development engines provided they meet the emission-data engines' protocol) to represent more than one selection under paragraph (b)(3)(ii) and (iii) of this section.
(c)
(i) A durability-data vehicle will be selected by the Administrator to represent each engine-system combination. The vehicle selected shall be of the engine displacement with the largest projected sales volume of vehicles with that control-system combination in that engine family and will be designated by the Administration as to transmission type, fuel system, inertia weight class, and test weight.
(ii) A manufacturer may elect to operate and test additional vehicles to represent any engine-system combination. The additional vehicles must be of the same engine displacement,
(2)
(i) The manufacturer shall select the vehicles, engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether vehicles, engines, subsystems, or components are used, they shall be selected so that their emissions deterioration characteristics may be expected to represent those of in-use vehicles, based on good engineering judgment.
(ii) [Reserved]
(3)
(i) The manufacturer shall select the engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether engines, subsystems, or components are used, they shall be selected so that their emissions deterioration characteristics may be expected to represent those of in-use engines, based on good engineering judgment.
(ii) [Reserved]
(d) For purposes of testing under § 86.092-26 (a)(9) or (b)(11), the Administrator may require additional emission-data vehicles (or emission-data engines) and durability-data vehicles (light-duty vehicles only) identical in all material respects to vehicles (or engines) selected in accordance with paragraphs (b) and (c) of this section,
(e)(1) [Reserved]
(2) Any manufacturer may request to certify engine families with combined total sales of fewer than 10,000 light-duty vehicles, light-duty trucks, heavy-duty vehicles, and heavy-duty engines utilizing the procedures contained in § 86.092-14 of this subpart for emission-data vehicle selection and determination of deterioration factors. The deterioration factors shall be applied only to entire engine families.
(f) In lieu of testing an emission-data or durability-data vehicle (or engine) selected under paragraph (b) or (c) of this section, and submitting data therefore, a manufacturer may, with the prior written approval of the Administrator, submit exhaust emission data and/or fuel evaporative emission data, as applicable on a similar vehicle (or engine) for which certification has previously been obtained or for which all applicable data required under § 86.091-23 has previously been submitted.
(g)(1) This paragraph applies to light-duty vehicles and light-duty trucks, but does not apply to the production vehicles selected under paragraph (h) of this section.
(2)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination, may be equipped with an item (whether that item is standard equipment or an option), the full estimated weight of that item shall be included in the curb weight computation of each vehicle available with that item in that carline, within that engine-system combination.
(ii) Where it is expected that 33 percent or less of the carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option), no weight for that item will be added in computing the curb weight for any vehicle in that carline, within that engine-system combination, unless that item is standard equipment on the vehicle.
(iii) In the case of mutually exclusive options, only the weight of the heavier option will be added in computing the curb weight.
(iv) Optional equipment weighing less than three pounds per item need not be considered.
(3)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, then such items shall actually be installed (unless excluded under paragraph (g)(3)(ii) of this section) on all emission-data and durability-data vehicles of that carline, within that engine-system combination, on which the items are intended to be offered in production. Items that can reasonably be expected to influence emissions are: air conditioning, power steering, power brakes, and other items determined by the Administrator.
(ii) If the manufacturer determines by test data or engineering evaluation that the actual installation of the optional equipment required by paragraph (g)(3)(i) of this section does not affect the emissions or fuel economy values, the optional equipment need not be installed on the test vehicle.
(iii) The weight of the options shall be included in the design curb weight and also be represented in the weight of the test vehicles.
(iv) The engineering evaluation, including any test data, used to support the deletion of optional equipment from test vehicles, shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
(4) Where it is expected that 33 percent or less of a carline within an engine-system combination will be equipped with an item (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, that item shall not be installed on any emission-data vehicle or durability-data vehicle of that carline, within that engine-system combination, unless that item is standard equipment on that vehicle or specifically required by the Administrator.
(h)
(1) To update the durability data to be used to determine a deterioration factor for each engine family group, the Administrator will select durability-data vehicles from the manufacturer's production line. Production vehicles will be selected from each model year's production for those vehicles certified using the Alternative Durability Program procedures.
(i) The Administrator shall select the production durability-data vehicle designs from the designs that the manufacturer offers for sale. For each model year and for each engine family group, the Administrator may select production durability-data vehicle designs of equal number to the number of engine families within the engine family group, up to a maximum of three vehicles.
(ii) The production durability-data vehicles representing the designs selected in paragraph (h)(1)(i) of this section will be randomly selected from the manufacturer's production. The Administrator will make these random selections unless the manufacturer (with prior approval of the Administrator) elects to make the random selections.
(iii) The manufacturer may select additional production durability-data vehicle designs from within the engine family group. The production durability-data vehicles representing these designs shall be randomly selected from the manufacturer's production in accordance with paragraph (h)(1)(ii) of this section.
(iv) For each production durability-data vehicle selected under paragraph (h)(1) of this section, the manufacturer shall provide to the Administrator (before the vehicle is tested or begins service accumulation) the vehicle identification number. Before the vehicle begins service accumulation the manufacturer shall also provide the Administrator with a description of the durability-data vehicle as specified by the Administrator.
(v) In lieu of testing a production durability-data vehicle selected under paragraph (h)(1) of this section, and
(2) If, within an existing engine family group, a manufacturer requests to certify vehicles of a new design, engine family, emission control system, or with any other durability-related design difference, the Administrator will determine if the existing engine family group deterioration factor is appropriate for the new design. If the Administrator cannot make this determination or deems the deterioration factor not appropriate, the Administrator shall select preproduction durability-data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles with the new design under the provisions of paragraph (h)(1) of this section.
(3) If a manufacturer requests to certify vehicles of a new design that the Administrator determines are a new engine family group, the Administrator shall select preproduction durability-data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles of that design under the provisions of paragraph (h)(1) of this section.
(a)(1) Paragraph (a) of this section applies to light-duty vehicles.
(2) The procedure for mileage accumulation will be the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate mileage at a measured curb weight which is within 100 pounds of the estimated curb weight. If the loaded vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respect emission tests at higher loaded vehicle weight.
(3)
(i)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.092-24(b)(1)(v) or (viii) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing under high-altitude conditions.
(C) Exhaust and evaporative emissions tests for emission-data vehicle(s) selected for testing under § 86.092-24(b)(1) (i), (ii), (iii), (iv), or (vii)(B) shall be conducted at the mileage (2,000 mile minimum) at which the engine-
(D) For each engine family, the manufacturer will either select one vehicle previously selected under § 86.092-24(b)(1) (i) through (iv) to be tested under high-altitude conditions or provide a statement in accordance with § 86.092-24(b)(1)(v). Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. In addition, any emission control device used to conform with the emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(4)(i)
(B) Complete exhaust emission tests shall be made at test point mileage intervals that the manufacturer determines.
(C) At a minimum, two complete exhaust emission tests shall be made. The first test shall be made at a distance not greater than 6,250 miles. The last shall be made at 50,000 miles.
(D) The mileage interval between test points must be of equal length except for the interval between zero miles and the first test, and any interval before or after testing conducted in conjunction with vehicle maintenance as specified in § 86.090-25(g)(2).
(ii) The manufacturer may, at its option, alter the durability-data vehicle at the selected test point to represent emission-data vehicle(s) within the same engine-system combination and perform emission tests on the altered vehicle. Upon completion of emission testing, the manufacturer may return the test vehicle to the durability-data vehicle con-fig-u-ra-tion and continue mileage accumulation.
(5)(i) All tests required by this subpart on emission-data vehicles shall be conducted at a mileage equal to or greater than the mileage the manufacturer determines under paragraph (a)(3) of this section.
(ii) All tests required by this subpart on durability-data vehicles shall be conducted within 250 miles of each of the test points.
(6)(i)(A) The manufacturer may conduct multiple tests at any test point at which the data are intended to be used in the deterioration factor. At each test point where multiple tests are conducted, the test results from all valid tests shall be averaged to determine the data point to be used in the deterioration factor calculation, except under paragraph (a)(6)(i)(B) of this section. The test results from emission tests performed before maintenance affecting emissions shall not be averaged with test results after the maintenance.
(B) The manufacturer is not required to average multiple tests if the manufacturer conducts no more than three tests at each test point and if the number of tests at each test point is equal. All test points must be treated the same for all exhaust pollutants.
(ii) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given by the manufacturer for the voided test. Tests between test points may be conducted as required by the Administrator. Data from all tests (including voided tests) may be submitted weekly to the Administrator, but shall be air posted or delivered to the Administrator within 7 days after completion of the test. In addition, all test data shall be compiled and provided to the Administrator in accordance with § 86.091-23. Where the Administrator conducts a test on a durability-data vehicle at a prescribed test point, the results of that test will be used in the calculation of the deterioration factor.
(iii) The results of all emission tests shall be rounded, using the “Rounding Off Method” specified in ASTM E 29-67, to the number of places to the right of the decimal point indicated by expressing the applicable emission standard of this subpart to one additional significant figure.
(7) Whenever a manufacturer intends to operate and test a vehicle which may be used for emission or durability data, the manufacturer shall retain in its records all information concerning all emissions tests and maintenance, including vehicle alterations to represent other vehicle selections. For emission-data vehicles, this information shall be submitted, including the vehicle description and specification information required by the Administrator, to the Administrator following the emission-data test. For durability-data vehicles, this information shall be submitted following the 5,000-mile test.
(8) Once a manufacturer submits the information required in paragraphs (a)(7) of this section for a durability-data vehicle, the manufacturer shall continue to run the vehicle to 50,000 miles, and the data from the vehicle will be used in the calculations under § 86.091-28. Discontinuation of a durability-data vehicle shall be allowed only with the consent of the Administrator.
(9)(i) The Administrator may elect to operate and test any test vehicle during all or any part of the mileage accumulation and testing procedure. In such cases, the manufacturer shall provide the vehicle(s) to the Administrator with all information necessary to conduct this testing.
(ii) The test procedures in §§ 86.106 through 86.145 will be followed by the Administrator. The Administrator will test the vehicles at each test point. Maintenance may be performed by the manufacturer under such conditions as the Administrator may prescribe.
(iii) The data developed by the Administrator for the engine-system combination shall be combined with any applicable data supplied by the manufacturer on other vehicles of that combination to determine the applicable deterioration factors for the combination. In the case of a significant discrepancy between data developed by the Administrator and that submitted by the manufacturer, the Administrator's data shall be used in the determination of deterioration factors.
(10) Emission testing of any type with respect to any certification vehicle other than that specified in this part is not allowed except as such testing may be specifically authorized by the Administrator.
(11) This section does not apply to testing conducted to meet the requirements of § 86.091-23(b)(2).
(b)(1) Paragraph (b) of this section applies to light-duty trucks.
(2) There are three types of mileage or service accumulation applicable to light-duty trucks:
(i) Mileage or service accumulation on vehicles, engines, subsystems, or components selected by the manufacturer under § 86.092-24(c)(2)(i). The manufacturer determines the form and extent of this mileage or service accumulation, consistent with good engineering practice, and describes it in the application for certification.
(ii) Mileage accumulation of the duration selected by the manufacturer on emission-data vehicles selected under § 86.092-24(b)(1). The procedure for mileage accumulation will be the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate mileage at a measured curb weight which is within 100 pounds of the estimated curb weight. If the loaded vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respective emission tests at the test weight corresponding to the higher loaded vehicle weight.
(iii) Service or mileage accumulation which may be part of the test procedures used by the manufacturer to establish evaporative emission deterioration factors.
(3) Exhaust emission deterioration factors will be determined on the basis of the mileage or service accumulation described in paragraph (b)(2)(i) of this section and related testing, according to the manufacturer's procedures.
(4) Each emission-data vehicle shall be operated and tested as follows:
(i)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.092-24 (b)(1)(v) or (b)(1)(viii) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at 6,436 kilometers (4,000 miles) under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission-data vehicle(s) selected for testing under § 86.092-24(b)(1) (ii), (iii), (iv)(A), or (vii)(B) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at 6,436 kilometer (4,000 mile) test point under low-altitude conditions.
(D) If the manufacturer recommends adjustments or modifications in order to conform to emission standards at high altitude, such adjustments or modifications shall be made to the test vehicle selected under § 86.092-24(b)(1) (v) and (viii) (in accordance with the instructions to be provided to the ultimate purchaser) before being tested under high-altitude conditions.
(ii)
(B) Emission tests for emission-data vehicle(s) selected for testing under § 86.092-24 (b)(1)(v) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at the 6,436 kilometer (4,000 mile) test point under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission-data vehicle(s) selected for testing under § 86.092-24 (b)(1) (ii), (iii), and (iv) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at the 6,436 kilometer (4,000 mile) test point under low-altitude conditions.
(D) If the manufacturer recommends adjustments or modifications in order to conform to emission standards at high altitude, such adjustments or modifications shall be made to the test vehicle selected under § 86.092-24(b)(1)
(iii) [Reserved]
(iv) All tests required by this subpart on emission-data vehicles shall be conducted at a mileage equal to or greater than the mileage the manufacturer determines under paragraph (b)(4) of this section.
(c)(1) Paragraph (c) of this section applies to heavy-duty engines.
(2) There are two types of service accumulation applicable to heavy-duty engines:
(i) Service accumulation on engines, subsystems, or components selected by the manufacturer under § 86.092-24(c)(3)(i). The manufacturer determines the form and extent of this service accumulation, consistent with good engineering practice, and describes it in the application for certification.
(ii) Dynamometer service accumulation on emission-data engines selected under § 86.092-24 (b)(2) or (b)(3). The manufacturer determines the engine operating schedule to be used for dynamometer service accumulation, consistent with good engineering practice. A single engine operating schedule shall be used for all engines in an engine family-control system combination. Operating schedules may be different for different combinations.
(3) Exhaust emission deterioration factors will be determined on the basis of the service accumulation described in paragraph (b)(2)(i) of this section and related testing, according to the manufacturer's procedures.
(4) The manufacturer shall determine, for each engine family, the number of hours at which the engine system combination is stabilized (no less than 62 hours for catalyst equipped) for emission-data testing. The manufacturer shall maintain, and provide to the Administrator if requested a record of the rationale used in making this determination. The manufacturer may elect to accumulate 125 hours on each test engine within an engine family without making a determination. Any engine used to represent emission-data engine selections under § 86.092-24(b)(2) shall be equipped with an engine system combination that has accumulated at least the number of hours determined under this paragraph. Complete exhaust emission tests shall be conducted for each emission-data engine selection under § 86.092-24(b)(2). Evaporative emission controls need not be connected provided normal operating conditions are maintained in the engine induction system. The Administrator may determine under § 86.092-24(f) that no testing is required.
(d)(1) Paragraph (d) of this section applies to both light-duty trucks and heavy-duty engines.
(2)(i) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given by the manufacturer for the voided test. Tests between test points may be conducted as required by the Administrator. Data from all tests (including voided tests) may be submitted weekly to the Administrator, but shall be air posted or delivered to the Administrator within 7 days after completion of the test. In addition, all test data shall be compiled and provided to the Administrator in accordance with § 86.092-23. Where the Administrator conducts a test on a durability-data vehicle at a prescribed test point, the results of that test will be used in the calculation of the deterioration factor.
(ii) The results of all emission tests shall be recorded and reported to the Administrator. These test results shall be rounded, in accordance with ASTM E 29-67, to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure.
(3) Whenever a manufacturer intends to operate and test a vehicle (or engine) which may be used for emission data, the manufacturer shall retain in its records all information concerning all emissions tests and maintenance, including vehicle (or engine) alterations to represent other vehicle (or engine) selections. This information shall be submitted, including the vehicle (or engine) description and specification information required by the Administrator, to the Administrator following the emission-data test.
(4)-(5) [Reserved]
(6) Emission testing of any type with respect to any certification vehicle or engine other than that specified in this subpart is not allowed except as such testing may be specifically authorized by the Administrator.
(a) The manufacturer of any motor vehicle (or motor vehicle engine) subject to the applicable emission standards (and family emission limits, as appropriate) of this subpart, shall, at the time of manufacture, affix a permanent legible label, of the type and in the manner described below, containing the information hereinafter provided, to all production models of such vehicles (or engines) available for sale to the public and covered by a certificate of conformity under § 86.091-30(a).
(1)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters), engine family identification and evaporative family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacutrer in accordance with the applicable emission standards (or family emission limits, as applicable), including but not limited to idle speeds(s), ignition timing, the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing and valve lash (as applicable), as well as other parameters deemed necessary by the manufacturer. These specifications should indicate the proper transmission position during tuneup and what accessories (e.g., air conditioner), if any, should be in operation;
(E) An unconditional statement of compliance with the appropriate model year U.S. Environmental Protection Agency regulations which apply to light-duty vehicles;
(F) For vehicles which are part of the diesel particulate averaging program, the family particulate emission limit to which the vehicle is certified;
(G) For vehicles that have been exempted from compliance with the emission standards at high altitude, as specified in § 86.090-8(h):
(
(
(
(H) For vehicles that have been exempted from compliance with the emission standards at low altitude, as specified in § 86.090-8(i):
(
(
(I) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is placed in a visible and accessible position as provided in this section.
(J) Vehicles granted final admission under § 85.1505 must comply with the labeling requirements contained in § 85.1510.
(2)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label.
(A) The label heading: Important Vehicle Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters) and engine family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as appropriate), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing, and valve lash (as applicable), as well as other parameters deemed necessary by the manufacturer. These specifications should indicate the proper transmission position during tuneup and what accessories (e.g., air conditioner), if any, should be in operation. If adjustments or modifications to the vehicle are necessary to insure compliance with emission standards (or family emission limits, as appropriate) at either high or low altitude, the manufacturer shall either include the instructions for such adjustments on the label, or indicate on the label where instructions for such adjustments may be found. The label shall indicate whether the engine tune-up or adjustment specifications are applicable to high altitude, low altitude, or both;
(E)(
(
(
(
(F) If the manufacturer is provided an alternate useful life period under the provisions of § 86.091-21(f), the prominent statement: “This vehicle has been certified to meet U.S. EPA standards for a useful-life period of
(G) A statement, if applicable, that the adjustments or modifications indicated on the lable are necessary to ensure emission control compliance at the altitude specified.
(H) A statement, if applicable, that the high-altitude vehicle was designated or modified for principal use at high altitude. This statement must be affixed by the manufacturer at the time of assembly or by any dealer who performs the high-altitude modification or adjustment prior to sale to an ultimate purchaser.
(I) For vehicles that have been exempted from compliance with the high-altitude emission standards, as specified in § 86.091-9(g)(2).
(
(
(
(J) For vehicles which are included in the diesel particulate averaging program, the family particulate emission limit to which the vehicle is certified.
(K) For vehicles which are included in the light-duty truck NO
(L) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is placed in a visible and accessible position as provided by this section.
(M) Vehicles granted final admission under § 85.1505 must comply with the labeling requirements contained in § 85.1510.
(3)
(ii) The label shall be attached to an engine part necessary for normal engine operation and not normally requiring replacement during engine life.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals which shall be of a color that contrasts with the background of the label:
(A) The label heading: Important Engine Information.
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters) and engine family and model designations;
(D) Date of engine manufacture (month and year). The manufacturer may, in lieu of including the date of manufacture on the engine label, maintain a record of the engine manufacture dates. The manufacturer shall provide the date of manufacture records to the Administrator upon request.
(E) Engine specifications and adjustments as recommended by the manufacturer. These specifications should indicate the proper transmission position during tune-up and what accessories (e.g., air conditioner), if any, should be in operation;
(F) For Otto-cycle engines the label should include the idle speed, ignition timing, and the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), and valve lash;
(G) For diesel engines the label should include the advertised hp at rpm, fuel rate at advertised hp in mm
(H) The prominent statement: “This engine conforms to U.S. EPA regulations applicable to 19
(I) If the manufacturer is provided with an alternate useful life period under the provisions of § 86.901-21(f), the prominent statement: “This engine has been certified to meet U.S. EPA standards for a useful-life period of
(J)
(K)
(
(
(
(L) For all heavy-duty engines which are included in diesel heavy-duty particulate trading, banking or averaging programs, the particulate family emission limit to which the engine is certified.
(M) For all heavy-duty engines which are included in NO
(N) Engines granted final admission under § 85.1505 must comply with the labeling requirements contained in § 85.1510.
(iv) The label may be made up of one or more pieces:
(4)(i)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Evaporative family identification;
(D) The maximum nominal fuel tank capacity (in gallons) for which the evaporative control system is certified; and,
(E) One of the following, as appropriate:
(
(
(F) Vehicles granted final admission under § 85.1505 must comply with the labeling requirements contained in § 85.1510.
(b) The provisions of this section shall not prevent a manufacturer from also reciting on the label that such vehicle (or engine) conforms to any applicable state emission standards for new motor vehicles (or new motor vehicle engines) or any other information that such manufacturer deems necessary for, or useful to, the proper operation and satisfactory maintenance of the vehicle (or engine).
(c)(1) The manufacturer of any light-duty vehicle or light-duty truck subject to the emission standards (or family emission limits, as appropriate) of this subpart shall, in addition and subsequent to setting forth those statements on the label required by the Department of Transportation (DOT) pursuant to 49 CFR 567.4, set forth on the DOT label or an additional label located in proximity to the DOT label and affixed as described in 40 CFR 567.4(b), the following information in the English language, lettered in block letters and numerals not less than three thirty-seconds of an inch high, of a color that contrasts with the background of the label:
(i) The heading: “Vehicle Emission Control Information.”
(ii)(A)
(B)
(
(iii) One of the following statements, as applicable, in letters and numerals not less than six thirty-seconds of an inch high and of a color that contrasts with the background of the label:
(A) For all vehicles certified as noncatalyst-equipped: “NON-CATALYST”
(B) For all vehicles certified as catalyst-equipped which are included in a manufacturer's catalyst control program for which approval has been given by the Administrator: “CATALYST—APPROVED FOR IMPORT”
(C) For all vehicles certified as catalyst-equipped which are not included in a manufacturer's catalyst control program for which prior approval has been given by the Administrator: “CATALYST”
(2) In lieu of selecting either of the labeling options of paragraph (c)(1) of this section, the manufacturer may add the information required by paragraph (c)(1)(iii) of this section to the label required by paragraph (a) of this section. The required information will be set forth in the manner prescribed by paragraph (c)(1)(iii) of this section.
(d) Incomplete light-duty trucks or incomplete heavy-duty vehicles optionally certified in accordance with the light-duty truck provisions shall have one of the following prominent statements, as applicable, printed on the label required by paragraph (a)(2) of this section in lieu of the statement required by paragraph (a)(2)(iii)(E) of this section.
(1)
(ii) Labels for light-duty trucks certified to the oxides of nitrogen standards of 1.7 grams per vehicle mile shall include the following statement: “This vehicle conforms to U.S. EPA regulations applicable to 19
(2)
(e) Incomplete heavy-duty vehicles having a gross vehicle weight rating of 8,500 pounds or less shall have one of the following statements printed on the label required by paragraph (a)(3) of this section in lieu of the statement required by paragraph (a)(3)(iii)(H) of this section: “This engine conforms to U.S. EPA regulations applicable to 19
(f) The manufacturer of any incomplete light-duty vehicle or light-duty truck shall notify the purchaser of such vehicle of any curb weight, frontal area, or gross vehicle weight rating limitations affecting the emission certificate applicable to that vehicle. This notification shall be transmitted in a manner consistent with National Highway Traffic Safety Administration safety notification requirements published in 49 CFR part 568.
(g)(1)(i) Incomplete gasoline-fueled heavy-duty vehicles shall have the following prominent statement printed on the label required in paragraph (a)(4) of
(ii) Incomplete methanol-fueled heavy-duty vehicles shall have the following prominent statement printed on the label required in paragraph (a)(4) of this section: “(Manufacturer's corporate name) has determined that this vehicle conforms to U.S. EPA regulations applicable to 19
(2) Persons wishing to add fuel tank capacity beyond the maximum specified on the label required in paragraph (g)(1) of this section shall:
(i) Increase the amount of fuel tank vapor storage material according to the following function:
(ii) Use, if applicable, hosing for fuel vapor routing which is at least as impermeable to hydrocarbon vapors as that used by the primary manufacturer.
(iii) Use vapor storage material with the same absorptive characteristics as that used by the primary manufacturer.
(iv) Connect, if applicable, any new hydrocarbon storage device to the existing hydrocarbon storage device in series such that the original hydrocarbon storage device is situated between the fuel tank and the new hydrocarbon storage device. The original hydrocarbon storage device shall be sealed such that vapors cannot reach the atmosphere. The elevation of the original hydrocarbon storage device shall be equal to or lower than the new hydrocarbon storage device.
(v) Submit a written statement to the Administrator that paragraphs (g)(2)(i) through (g)(2)(iv) of this section have been complied with.
(3) If applicable, the Administrator will send a return letter verifying the receipt of the written statement required in paragraph (g)(2)(v) of this section.
(h)(1) Light-duty trucks and heavy-duty vehicles and engines for which nonconformance penalties are to be paid in accordance with § 86.1113-87(b) shall have the following information printed on the label required in paragraph (a) of this section. The manufacturer shall begin labeling production engines or vehicles within 10 days after the completion of the PCA.
(i) The statement: “The manufacturer of this engine/vehicle will pay a nonconformance penalty to be allowed to introduce it into commerce at an emission level higher than the applicable emission standard. The compliance level (or new emission standard) for this engine/vehicle is
(2) If a manufacturer introduces an engine or vehicle into commerce prior to the compliance level determination of § 86.1112-87(a), it shall provide the engine or vehicle owner with a label as described above to be affixed in a location in proximity to the label required in paragraph (a) of this section within 30 days of the completion of the PCA.
The definitions of § 86.092-2 continue to apply. The definitions listed in this section apply beginning with the 1993 model year.
(a)(1) Exhaust emissions from new 1993 and later model year diesel heavy-duty engines shall not exceed the following:
(i)(A)
(B)
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (methanol-fueled diesel only).
(iii)
(B) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the NO
(iv)
(B) For all other diesel engines only, 0.25 grams per brake horsepower-hour (0.093 gram per megajoule), as measured under transient operating conditions.
(C) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the particulate averaging, trading, or banking programs for heavy-duty engines, within the restrictions described in § 86.094.15. If the manufacturer elects to include engine families in any of these programs, the particulate FEL may not exceed:
(
(
(
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over operating schedules as set forth in paragraph (f)(2) of appendix I of this part, and measured and calculated in accordance with the procedures set forth in subpart N of this part, except as noted in § 86.091-23(c)(2) (i) and (ii).
(b)(1) The opacity of smoke emission from new 1993 and later model year diesel heavy-duty engines shall not exceed:
(i) 20 percent during the engine acceleration mode.
(ii) 15 percent during the engine lugging mode.
(iii) 50 percent during the peaks in either mode.
(2) The standards set forth in paragraph (b)(1) of this section refer to exhaust smoke emissions generated under the conditions set forth in subpart I of this part and measured and calculated in accordance with those procedures.
(3)
(i) For vehicles with Gross Vehicle Weight Rating of up to 14,000 lbs., 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs., 4.0 grams per test.
(4)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs., the standards set forth in paragraph (b)(3) of this section refer to a composite sample of evaporative emission collected under the conditions set forth in subpart M of this part and measured in accordance with those procedures.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs., the standard set forth in paragraph (b)(3)(ii) of this section refers to the manufacturers' engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1993 or later model year methanol-fueled diesel, or any naturally-aspirated diesel heavy-duty engine. For petroleum fueled engines only, this provision does not apply to engines using turbocharters, pumps, blowers or superchargers for air induction.
(d) Every manufacturer of new motor vehicle engines subject to the standard prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart I or N of this part to ascertain that such test engines meet the requirements of paragraphs (a), (b), and (c) and (d) of this section.
(a) The manufacturer of any motor vehicle (or motor vehicle engine) subject to the applicable emission standards (and family emission limits, as appropriate) of this subpart, shall, at the time of manufacture, affix a permanent legible label, of the type and in the manner described in this section, containing the information hereinafter provided, to all production models of such vehicles (or engines) available for sale to the public and covered by a certificate of conformity under § 86.091-30(a). Where blanks appear in this section, manufacturers are required to fill in the appropriate information in the blanks.
(1)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters), engine family identification and evaporative family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as applicable), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedures and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing and valve lash (as applicable), as well as other parameters deemed necessary by the manufacturer. These specifications should indicate the proper transmission position during tuneup and what accessories (e.g., air conditioner), if any, should be in operation;
(E) An unconditional statement of compliance with the appropriate model year U.S. Environmental Protection Agency regulations which apply to light-duty vehicles;
(F) For vehicles which are part of the diesel particulate averaging program, the family particulate emission limit to which the vehicle is certified;
(G) For vehicles that have been exempted from compliance with the emission standards at high altitude, as specified in § 86.090-8(h):
(
(
(
(H) For vehicles that have been exempted from compliance with the emission standards at low altitude, as specified in § 86.090-8(i):
(
(
(I) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is placed in a visible and accessible position as provided in this section; and
(J) Vehicles granted final admission under § 85.1505 must comply with the labeling requirements contained in § 85.1510.
(2)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label.
(A) The label heading: Important Vehicle Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters) and engine family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as appropriate), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing, and valve lash (as applicable),
(E)(
(
(
(
(F) If the manufacturer is provided an alternate useful life period under the provisions of § 86.091-21(f), the prominent statement: “This vehicle has been certified to meet U.S. EPA standards for a useful-life period of __ years or ___ miles of operation, whichever occurs first. This vehicle's actual life may vary depending on its service application.” The manufacturer may alter this statement only to express the assigned alternate useful life in terms other than years or miles (e.g., hours, or miles only);
(G) A statement, if applicable, that the adjustments or modifications indicated on the label are necessary to ensure emission control compliance at the altitude specified;
(H) A statement, if applicable, that the high-altitude vehicle was designated or modified for principal use at high altitude. This statement must be affixed by the manufacturer at the time of assembly or by any dealer who performs the high-altitude modification or adjustment prior to sale to an ultimate purchaser;
(I) For vehicles that have been exempted from compliance with the high-altitude emission standards, as specified in § 86.091-9(g)(2).
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(J) For vehicles which are included in the diesel particulate averaging program, the family particulate emission limit to which the vehicle is certified;
(K) For vehicles which are included in the light-duty truck NO
(L) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is placed in a visible and accessible position as provided by this section;
(M) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(3)
(ii) The label shall be attached to an engine part necessary for normal engine operation and not normally requiring replacement during engine life.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals which shall be of a color that contrasts with the background of the label:
(A) The label heading: Important Engine Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters) and engine family and model designations;
(D) Date of engine manufacture (month and year). The manufacturer may, in lieu of including the date of manufacture on the engine label, maintain a record of the engine manufacture dates. The manufacturer shall provide the date of manufacture records to the Administrator upon request;
(E) Engine specifications and adjustments as recommended by the manufacturer. These specifications should indicate the proper transmission position during tune-up and what accessories (e.g., air conditioner), if any, should be in operation;
(F) For Otto-cycle engines the label should include the idle speed, ignition timing, and the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), and value lash;
(G) For diesel engines the label should include the advertised hp at rpm, fuel rate at advertised hp in mm
(H) The prominent statement: “This engine conforms to U.S. EPA regulations applicable to 19— Model Year New Heavy-Duty Engines.”;
(I) If the manufacturer is provided with an alternate useful life period under the provisions of § 86.901-21(f), the prominent statement: “This engine has been certified to meet U.S. EPA standards for a useful-life period of ___ miles or ___ hours of operation, whichever occurs first. This engine's actual life may vary depending on its service application.” The manufacturer may alter this statement only to express the assigned alternate useful life in terms other than miles or hours (e.g., years, or hours only);
(J) For diesel engines. The prominent statement: “This engine has a primary intended service application as a ___ heavy-duty engine.” (The primary intended service applications are light, medium, and heavy, as defined in § 86.902-2.);
(K) For Otto-cycle engines. One of the following statements, as applicable:
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(L) For all heavy-duty engines which are included in diesel heavy-duty particulate trading, banking or averaging programs, the particulate family emission limit to which the engine is certified;
(M) For all heavy-duty engines which are included in NO
(N) Engines granted final admission under § 85.1505 must comply with the labeling requirements contained in § 85.1510; and
(O) For diesel engines which have been certified to comply with the particulate standard of 40 CFR 86.093-11(a)(1)(iv)(A), the statement “This engine is certified for use in a bus as defined at 40 CFR 86.093-2.” Unless waived by the Administrator on the basis of impracticality, for diesel engines not certified to comply with the particulate standard 40 CFR 86.093-11(a)(1)(iv)(A), the statement “This engine is not certified for use in a bus as defined at 40 CFR 86.093-2. Sales of this engine for use in a bus is a violation of Federal law under the Clean Air Act.”
(iv) The label may be made up of one or more pieces: Provided, That all pieces are permanently attached to the same engine or vehicle part as applicable.
(4)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Evaporative family identification;
(D) The maximum nominal fuel tank capacity (in gallons) for which the evaporative control system is certified; and
(E) One of the following, as appropriate:
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(F) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(b) The provisions of this section shall not prevent a manufacturer from also reciting on the label that such vehicle (or engine) conforms to any applicable state emission standards for new motor vehicles (or new motor vehicle engines) or any other information that such manufacturer deems necessary for, or useful to, the proper operation and satisfactory maintenance of the vehicle (or engine).
(c)(1) The manufacturer of any light-duty vehicle or light-duty truck subject to the emission standards (or family emission limits, as appropriate) of this subpart shall, in addition and subsequent to setting forth those statements on the label required by the Department of Transportation (DOT) pursuant to 49 CFR 567.4, set forth on the DOT label or an additional label located in proximity to the DOT label and affixed as described in 40 CFR 567.4(b), the following information in the English language, lettered in block letters and numerals not less than three thirty-seconds of an inch high, of a color that contrasts with the background of the label:
(i) The heading: “Vehicle Emission Control Information.”
(ii)(A) For light-duty vehicles, The statement: “This Vehicle Conforms to U.S. EPA Regulations Applicable to 19__ Model Year New Motor Vehicles.”
(B) For light-duty trucks:
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(iii) One of the following statements, as applicable, in letters and numerals not less than six thirty-seconds of an inch high and of a color that contrasts with the background of the label:
(A) For all vehicles certified as noncatalyst-equipped: “Non-Catalyst”.
(B) For all vehicles certified as catalyst-equipped which are included in a manufacturer's catalyst control program for which approval has been given by the Administrator: “Catalyst—Approved for Import”.
(C) For all vehicles certified as catalyst-equipped which are not included in a manufacturer's catalyst control program for which prior approval has been given by the Administrator: “Catalyst”.
(2) In lieu of selecting either of the labeling options of paragraph (c)(1) of this section, the manufacturer may add the information required by paragraph (c)(1)(iii) of this section to the label required by paragraph (a) of this section. The required information will be set forth in the manner prescribed by paragraph (c)(1)(iii) of this section.
(d) Incomplete light-duty trucks or incomplete heavy-duty vehicles optionally certified in accordance with the light-duty truck provisions shall have one of the following prominent statements, as applicable, printed on the label required by paragraph (a)(2) of this section in lieu of the statement required by paragraph (a)(2)(iii)(E) of this section.
(1) Light-duty trucks. (i) Labels for light-duty trucks certified to the oxides of nitrogen standard of 1.2 grams per vehicle mile shall include the following statement: “This vehicle conforms to U.S. EPA regulations applicable to 19__ Model Year New Light-Duty Trucks when it does not exceed __ pounds in curb weight, __ pounds in gross vehicle weight rating, and __ square feet in frontal area.”
(ii) Labels for light-duty trucks certified to the oxides of nitrogen standards of 1.7 grams per vehicle mile shall include the following statement: “This vehicle conforms to U.S. EPA regulations applicable to 19__ Model Year New Light-Duty Trucks when it is between 3,450 pounds and __ pounds in curb weight and it does not exceed __ pounds in gross vehicle weight rating nor __ square feet in frontal area.”
(2) Heavy-duty vehicles optionally certified in accordance with the light-duty truck provisions. “This heavy-duty vehicle conforms to the U.S. EPA regulations applicable to 19__ Model Year Light-Duty Trucks under the special provision of 40 CFR 86.085-1(b) when it does not exceed __ pounds in curb weight, __ pounds in gross vehicle weight rating, and __ square feet in frontal area.”
(e) Incomplete heavy-duty vehicles having a gross vehicle weight rating of 8,500 pounds or less shall have one of the following statements printed on the label required by paragraph (a)(3) of this section in lieu of the statement required by paragraph (a)(3)(iii)(H) of this section: “This engine conforms to U.S. EPA regulations applicable to 19__ Model Year Heavy-Duty Engines when installed in a vehicle completed at a curb weight of more than 6,000 pounds or with a frontal area of greater than 45 square feet.”
(f) The manufacturer of any incomplete light-duty vehicle or light-duty truck shall notify the purchaser of such vehicle of any curb weight, frontal area, or gross vehicle weight rating limitations affecting the emission certificate applicable to that vehicle. This notification shall be transmitted in a manner consistent with National Highway Traffic Safety Administration safety notification requirements published in 49 CFR part 568.
(g)(1)(i) Incomplete gasoline-fueled heavy-duty vehicles shall have the following prominent statement printed on the label required in paragraph (a)(4) of this section: “(Manufacturer's corporate name) has determined that this vehicle conforms to U.S. EPA regulations applicable to 19__ Model Year New Gasoline-Fueled Heavy-Duty Vehicles when completed with a nominal fuel tank capacity not to exceed ___ gallons. Persons wishing to add fuel tank capacity beyond the above maximum must submit a written statement to the Administrator that the hydrocarbon storage system has been upgraded according to the requirements of 40 CFR 86.092-35(g)(2).”
(ii) Incomplete methanol-fueled heavy-duty vehicles shall have the following prominent statement printed on the label required in paragraph (a)(4) of this section: “(Manufacturer's corporate name) has determined that this vehicle conforms to U.S. EPA regulations applicable to 19__ Model Year
(2) Persons wishing to add fuel tank capacity beyond the maximum specified on the label required in paragraph (g)(1) of this section shall:
(i) Increase the amount of fuel tank vapor storage material according to the following function:
(ii) Use, if applicable, hosing for fuel vapor routing which is at least as impermeable to hydrocarbon vapors as that used by the primary manufacturer.
(iii) Use vapor storage material with the same absorptive characteristics as that used by the primary manufacturer.
(iv) Connect, if applicable, any new hydrocarbon storage device to the existing hydrocarbon storage device in series such that the original hydrocarbon storage device is situated between the fuel tank and the new hydrocarbon storage device. The original hydrocarbon storage device shall be sealed such that vapors cannot reach the atmosphere. The elevation of the original hydrocarbon storage device shall be equal to or lower than the new hydrocarbon storage device.
(v) Submit a written statement to the Administrator that paragraphs (g)(2)(i) through (g)(2)(iv) of this section have been complied with.
(3) If applicable, the Administrator will send a return letter verifying the receipt of the written statement required in paragraph (g)(2)(v) of this section.
(h)(1) Light-duty trucks and heavy-duty vehicles and engines for which nonconformance penalties are to be paid in accordance with § 86.1113-87(b) shall have the following information printed on the label required in paragraph (a) of this section. The manufacturer shall begin labeling production engines or vehicles within 10 days after the completion of the PCA.
(i) The statement: “The manufacturer of this engine/vehicle will pay a nonconformance penalty to be allowed to introduce it into commerce at an emission level higher than the applicable emission standard. The compliance level (or new emission standard) for this engine/vehicle is ___.” (The manufacturer shall insert the applicable pollutant and compliance level calculated in accordance with § 86.1112-87(a).)
(ii) [Reserved]
(2) If a manufacturer introduces an engine or vehicle into commerce prior to the compliance level determination of § 86.1112-87(a), it shall provide the engine or vehicle owner with a label as described in paragraph (h) of this section to be affixed in a location in proximity to the label required in paragraph (a) of this section within 30 days of the completion of the PCA.
(a) The provisions of this subpart generally apply to 1994 and later model year new Otto-cycle and diesel-cycle light-duty vehicles, 1994 and later model year new Otto-cycle and diesel-cycle light-duty trucks, and 1994 and later model year new Otto-cycle and diesel-cycle heavy-duty engines. In cases where a provision applies only to a certain vehicle group based on its model year, vehicle class, motor fuel, engine type, or other distinguishing characteristics, the limited applicability is cited in the appropriate section or paragraph.
(b)
(c)-(d) [Reserved]
(e)
(f)
(2) Measurement procedures, other than that described in subpart I of this part, may be used by the manufacturer provided the manufacturer satisfies the requirements of § 86.091-23(f).
(3) When a manufacturer chooses to use an alternative measurement procedure it has the responsibility to determine whether the results obtained by the procedure will correlate with the results which would be obtained from the measurement procedure in subpart I of this part. Consequently, the Administrator will not routinely approve or disapprove any alternative opacity measurement procedure or any associated correlation data which the manufacturer elects to use to satisfy the data requirements for subpart I of this part.
(4) If a confirmatory test(s) is performed and the results indicate there is a systematic problem suggesting that the data generated under an optional alternative measurement procedure do not adequately correlate with data obtained in accordance with the procedures described in subpart I of this part, EPA may require that all certificates of conformity not already issued be based on data obtained from procedures described in subpart I of this part.
The definitions of § 86.093-2 remain effective. The definitions listed in this section are effective beginning with the 1994 model year.
(1) Such conditions are substantially included in the Federal emission test procedure;
(2) The need for the AECD is justified in terms of protecting the vehicle against damage or accident; or
(3) The AECD does not go beyond the requirements of engine starting.
(a) For light-duty vehicles, and for model year 1994 and later light light-duty trucks not subject to the Tier 0 standards of paragraph (a) of § 86.094-9, intermediate useful life and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 10 years or 100,000 miles, whichever occurs first, except as otherwise noted in § 86.094-9.
(b) For light light-duty trucks subject to the Tier 0 standards of paragraph (a) of § 86.094-9, and for heavy light-duty truck engine families, intermediate and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 11 years or 120,000 miles, whichever occurs first.
(c) For an Otto-cycle heavy-duty engine family, a period of use of 8 years or 110,000 miles, whichever first occurs.
(d) For a diesel heavy-duty engine family:
(1) For light heavy-duty diesel engines, period of use of 8 years or 110,000 miles, whichever first occurs.
(2) For medium heavy-duty diesel engines, a period of use of 8 years or 185,000 miles, whichever first occurs.
(3) For heavy-duty diesel engines, a period of use of 8 years or 290,000 miles, whichever first occurs, except as provided in paragraph (d)(4) of this definition.
(4) for heavy heavy-duty diesel engines used in urban buses, for the particulate standard, a period of use of 10 years or 290,000 miles, whichever first occurs.
(e) As an option for both light-duty trucks under certain conditions and heavy-duty engine families, an alternative useful life period assigned by the Administrator under the provisions of paragraph (f) of § 86.094-21.
(f) The useful-life period for purposes of the emissions defect warranty and emissions performance warranty shall be a period of 5 years/50,000 miles, whichever first occurs, for light-duty trucks, Otto-cycle heavy-duty engines and light heavy-duty diesel engines. For all other heavy-duty diesel engines the aforementioned period is 5 years/100,000 miles, whichever first occurs. However, in no case may this period be less than the manufacturer's basic mechanical warranty period for the engine family.
(a) The abbreviations in § 86.090-3 remain effective. The abbreviations in this section apply beginning with the 1994 model year.
(b) The abbreviations in this section apply to this subpart, and also to subparts B, E, F, H, M, N and P of this part, and have the following meanings:
Section 86.094-7 includes text that specifies requirements that differ from § 86.091-7. Where a paragraph in § 86.091-7 is identical and applicable to § 86.094-7, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.091-7.” Where a corresponding paragraph of § 86.091-7 is not applicable, this is indicated by the statement “[Reserved].”
(a) Introductory text through (a)(2) [Reserved]. For guidance see § 86.091-7.
(a)(3) All records, other than routine emission test records, required to be maintained under this subpart shall be retained by the manufacturer for a period of eight (8) years after issuance of all certificates of conformity to which they relate. Routine emission test records shall be retained by the manufacturer for a period of one (1) year after issuance of all certificates of conformity to which they relate. Records may be retained as hard copy or reduced to microfilm, punch cards, etc.,
(b) Through (c)(2) [Reserved]. For guidance see § 86.091-7.
(c)(3) The manufacturer (or contractor for the manufacturer, if applicable) shall retain all records required to be maintained under this section for a period of eight (8) years from the due date for the end-of-model year averaging, trading, and banking reports. Records may be retained as hard copy or reduced to microfilm, ADP files, etc., depending on the manufacturer's record retention procedure, provided that in every case all the information contained in the hard copy is retained.
(c)(4) Through (d)(1)(v) [Reserved]. For guidance see § 86.091-7.
(d)(1)(vi) Any facility where any record or other document relating to the information specified in paragraph (h) of this section is located.
(2) Upon admission to any facility referred to in paragraph (d)(1) of this section, any EPA Enforcement Officer or any EPA authorized representative shall be allowed:
(i) To inspect and monitor any part or aspect of such procedures, activities, and testing facilities, including, but not limited to, monitoring vehicle (or engine) preconditioning, emissions tests and mileage (or service) accumulation, maintenance, and vehicle soak and storage procedures (or engine storage procedures), and to verify correlation or calibration of test equipment;
(ii) To inspect and make copies of any such records, designs, or other documents, including those records specified in § 86.091-7(c); and
(iii) To inspect and make copies of any such records, designs or other documents including those records specified in paragraph (h) of this section; and
(iv) To inspect and/or photograph any part or aspect of any such certification vehicle (or certification engine) and any components to be used in the construction thereof.
(d)(3)-(g) [Reserved]. For guidance see § 86.091-7.
(h)(1) The manufacturer (or contractor for the manufacturer, if applicable) of any model year 1994 through 1997 light-duty vehicle or light light-duty truck or model year 1994 through 1998 heavy light-duty truck that is certified shall establish, maintain, and retain the following adequately organized and indexed records for each such vehicle:
(i) EPA engine family;
(ii) Vehicle identification number;
(iii) Model year and production date;
(iv) Shipment date;
(v) Purchaser; and
(vi) Purchase contract.
(2) In addition, the manufacturer (or contractor for the manufacturer, if applicable) of each certified engine family shall establish, maintain, and retain adequately organized records of the actual U.S. sales volume for the model year for each engine family. The manufacturer may petition the Administrator to allow actual volume produced for U.S. sale to be used in lieu of actual U.S. sales. Such petition shall be submitted within 30 days of the end of the model year to the Manufacturer Operations Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that actual production volume is functionally equivalent to actual sales volume.
(3) The manufacturer (or contractor for the manufacturer, if applicable) shall retain all records required to be maintained under this section for a period of eight (8) years from the due date for the applicable end-of-model year report. Records may be retained as hard copy or reduced to microfilm, ADP film, etc., depending on the manufacturer's record retention procedure, provided that in every case all the information contained in the hard copy is retained.
(4) Nothing in this section limits the Administrator's discretion in requiring the manufacturer to retain additional records or submit information not specifically required by this section.
(5) Pursuant to a request made by the Administrator, the manufacturer shall submit to him the information that is required to be retained.
(6)
(ii) EPA may void ab initio a certificate for a 1994 or 1995 model year light-duty vehicle or light-duty truck that is not certified in compliance with the cold temperature CO standard for which the manufacturer fails to retain the records required in this section or to provide such information to the Administrator upon request.
(iii) Any voiding ab initio of a certificate under § 86.094-7(c) and paragraph (h) of this section will be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614 for light-duty vehicles or under § 86.1014 for light-duty trucks and heavy-duty engines.
(i) Any voiding ab initio of a certificate under § 86.091-7 (c) and paragraph (h) of this section will be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614 for light-duty vehicles or under § 86.1014 for light-duty trucks and heavy-duty engines.
Section 86.094-8 includes text that specifies requirements that differ from § 86.090-8. Where a paragraph in § 86.090-8 is identical and applicable to § 86.094-8, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.090-8.” Where a corresponding paragraph of § 86.090-8 is not applicable, this is indicated by the statement “[Reserved].”
(a)(1)
(A)(
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(B)(
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(ii) A manufacturer may elect to include all or some of its diesel-cycle
(2) The standards set forth in paragraph (a)(1)(i) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light-duty vehicles, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight.
(b) Fuel evaporative emissions from 1994 and later model year light-duty vehicles shall not exceed (compliance with these standards is optional for 1994 model year methanol-fueled engines):
(1)
(2)
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refers to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any 1994 and later model year Otto-cycle, or methanol-or gaseous-fueled diesel light-duty vehicle. This requirement is optional for 1994 through 1996 model year gaseous-fueled light-duty vehicles.
(d)-(f) [Reserved]. For guidance see § 86.090-8.
(g) Any 1994 and later model year light-duty vehicle that a manufacturer wishes to certify for sale shall meet the emission standards under both low- and high-altitude conditions as specified in § 86.082-2, except as provided in paragraphs (h) and (i) of this section. Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. Any emission control device used to meet emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(h) The manufacturer may exempt 1994 and later model year vehicles from compliance at high altitude with the emission standards set forth in paragraphs (a) and (b) of this section if the vehicles are not intended for sale at high altitude and if the requirements of paragraphs (h) (1) and (2) of this section are met.
(1) A vehicle con-fig-u-ra-tion shall only be considered eligible for exemption under paragraph (h) of this section if the requirements of either paragraph (h)(1) (i), (ii), (iii), or (iv) of this section are met.
(i) Its design parameters (displacement-to-weight ratio (D/W) and engine speed-to-vehicle-speed ratio (N/V)) fall within the exempted range for that manufacturer for that year. The exempted range is determined according to the following procedure:
(A) The manufacturer shall graphically display the D/W and N/V data of all vehicle con-fig-u-ra-tions it will offer for the model year in question. The axis of the abscissa shall be D/W (where (D) is the engine displacement expressed in cubic centimeters and (W) is the equivalent vehicle test weight expressed in pounds), and the axis of the ordinate shall be N/V (where (N) is the crankshaft speed expressed in revolutions per minute and (V) is the vehicle speed expressed in miles per hour). At the manufacturer's option, either the 1:1 transmission gear ratio or the lowest numerical gear ratio available in the transmission will be used to determine N/V. The gear selection must be the same for all N/V data points on the manufacturer's graph. For each transmission/axle ratio combination, only the lowest N/V value shall be used in the graphical display.
(B) The product line is then defined by the equation, N/V = C(D/W)
(C) The exemption line is then defined by the equation, N/V = C(0.84 D/W)
(D) The exempted range includes all values of N/V and D/W which simultaneously fall to the lower left of the exemption line as drawn on the graph.
(ii) Its design parameters fall within the alternate exempted range for that manufacturer that year. The alternate exempted range is determined by substituting rated horsepower (hp) for displacement (D) in the exemption procedure described in paragraph (h)(1)(i) of this section and by using the product line N/V = C(hp/W)
(A) Rated horsepower shall be determined by using the Society of Automotive Engineers Test Procedure J 1349, June 1990, Engine Power Test Code—Spark Ignition and Compression Ignition—Net Power Rating. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from SAE International, 400 Commonwealth Drive, Warrendale, PA, 15096-0001. Copies may be inspected at U.S. EPA, OAR, 401 M Street, SW., Washington, DC, 20460, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. Any of the horsepower determinants within that test procedure may be used, as long as it is used consistently throughout the manufacturer's product line in any model year.
(B) No exemptions will be allowed under paragraph (h)(1)(ii) of this section to any manufacturer that has exempted vehicle con-fig-u-ra-tions as set forth in paragraph (h)(1)(i) of this section.
(iii) Its acceleration time (the time it takes a vehicle to accelerate from 0 miles per hour to a speed not less than 40 miles per hour and not greater than 50 miles per hour) under high-altitude conditions is greater than the largest acceleration time under low-altitude conditions for that manufacturer for that year. The procedure to be followed in making this determination is:
(A) The manufacturer shall list the vehicle con-fig-u-ra-tion and acceleration time under low-altitude conditions of that vehicle con-fig-u-ra-tion which has the highest acceleration time under low-altitude conditions of all the vehicle con-fig-u-ra-tions it will offer for the model year in question. The manufacturer shall also submit a description of the methodology used to make this determination.
(B) The manufacturer shall then list the vehicle con-fig-u-ra-tions and acceleration times under high-altitude conditions of all those vehicle con-fig-u-ra-tions which have higher acceleration times under high-altitude conditions than the highest acceleration time at low altitude identified in paragraph (h)(1)(iii)(A) of this section.
(iv) In lieu of performing the test procedure of paragraphs (h)(1)(iii) (A) and (B) of this section, its acceleration time can be estimated based on the manufacturer's engineering evaluation, in accordance with good engineering practice, to meet the exemption criteria of paragraph (h)(1)(iii) of this section.
(2) A vehicle shall only be considered eligible for exemption under this paragraph (h) if at least one con-fig-u-ra-tion of its model type (and transmission con-fig-u-ra-tion in the case of vehicles equipped with manual transmissions, excluding differences due to the presence of overdrive) is certified to meet emission standards under high-altitude conditions as specified in paragraphs (a) through (c) and (g) of this section. The Certificate of Conformity (the Certificate) covering any exempted con-fig-u-ra-tion(s) will also apply to the corresponding non-exempt con-fig-u-ra-tion(s) required under this paragraph (h)(2). As a condition to the exemption, any suspension, revocation, voiding, or withdrawal of the Certificate as it applies to a non-exempt con-fig-u-ra-tion for any reason will result in a suspension of the Certificate as it applies to the corresponding exempted con-fig-u-ra-tion(s) of that model type, unless there is at least one other corresponding non-exempt con-fig-u-ra-tion of the same
(i) Another corresponding non-exempt con-fig-u-ra-tion(s) receive(s) coverage under the Certificate; or
(ii) Suspension of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s) is terminated; or
(iii) The Agency's action(s), with respect to suspension, revocation, voiding, or withdrawal of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s), is reversed.
(3) The sale of a vehicle for principal use at a designated high-altitude location that has been exempted as set forth in paragraph (h) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(i)(1) The manufacturers may exempt 1994 and later model year vehicles from compliance at low altitude with the emission standards set forth in paragraph (a) of this section and § 86.090-8 (b) if the vehicles:
(i) Are not intended for sale at low altitude; and
(ii) Are equipped with a unique, high-altitude axle ratio (rear-wheel drive vehicles) or a unique, high-altitude drivetrain (front-wheel drive vehicles) with a higher N/V ratio than other con-fig-u-ra-tions of that model type which are certified in compliance with the emission standards of paragraph (a) of this section and § 86.090-8 (b) under low-altitude conditions.
(2) The sale of a vehicle for principal use at low altitude that has been exempted as set forth in paragraph (i)(1) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(j) Any exempted light-duty vehicle that a manufacturer wishes to certify for sale under the provisions of § 86.090-8 (h) or paragraph (i) of this section is subject to the provisions of subpart Q of this part.
(k)
(2)(i) Sales percentages for the purposes of determining compliance with paragraph (k)(1) of this section shall be based on total actual and, at the manufacturer's option, combined U.S. sales of light-duty vehicles, light light-duty trucks, and heavy light-duty trucks of the applicable model year by a manufacturer to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(ii) The manufacturer may petition the Administrator to allow actual volume produced for U.S. sales to be used in lieu of actual U.S. sales for purposes of determining compliance with the implementation schedule sales percentages of table A94-16. Such petition shall be submitted within 30 days of the end of the model year the Manufacturers Operations Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that actual production volume is functionally equivalent to actual sales volume.
(iii) The manufacturer may count towards the sales percentages those light-duty vehicles, light light-duty trucks, and heavy light-duty trucks of the applicable model year sold in the state of California or in jurisdictions which have adopted the California emission standards under section 177 of the Clean Air Act if those light-duty vehicles, light light-duty trucks, and heavy light-duty trucks certified have been to meet the federally mandated cold CO standards. If this option is taken, all light-duty vehicles, light light-duty trucks, and heavy light-duty trucks sold in California and such jurisdictions shall be counted toward the total upon which the sales percentage is based. If this option is not taken,
(iv) Small volume manufacturers, as defined in § 86.092-14(b) (1) and (2), are exempt from the implementation schedules of table A94-16 for model years 1994 and 1995. This exemption does not apply to small volume engine families as defined in § 86.092-14(b)(5).
(v) The manufacturer must state at the time of applying for the Certificate, based on projected U.S. sales or projected production for U.S. sale, which engine families will be used to attain the required implementation schedule sales percentages.
(a)(1)
(A)(
(
(
(B)(
(
(
(
(
(
(
(
(ii)
(A) A minimum of the percentage shown in table A94-13 of a manufacturer's sales of the applicable model year's heavy light-duty trucks shall not exceed the applicable Tier 1 standards in table A94-14 and shall not exceed the applicable Tier 1 standards in table A94-15. The remaining vehicles shall not exceed the applicable Tier 0 standards in table A94-15.
(B)(
(
(
(
(
(
(
(
(iii) Exhaust emissions of carbon monoxide from 1994 and later model year light-duty trucks shall not exceed 0.50 percent of exhaust gas flow at curb idle at a useful life of 11 years or 120,000 miles, whichever first occurs (for Otto-cycle, and methanol-and gaseous-fueled diesel light-duty trucks only—optional for 1994 through 1996 model year gaseous-fueled light-duty trucks).
(iv)(A) A manufacturer may elect to include all or some of its light-duty truck engine families subject to the Tier 0 standards in the NO
(B) A manufacturer may elect to include any diesel light-duty truck engine families subject to the Tier 0 standards in the appropriate particulate averaging program (petroleum or methanol), provided that it does not elect to pay an NCP for noncompliance with any emission standard applicable to that light-duty truck family. Trucks produced for sale in California or in designated high-altitude areas may be averaged only within each of those areas, and light-duty trucks greater than 3,750 lbs loaded vehicle weight may be averaged only with other light-duty trucks greater than 3,750 lbs loaded vehicle weight. Averaging is not permitted between fuel types. If the manufacturer elects to average both light-duty trucks 3,750 lbs loaded vehicle weight or less and light-duty vehicles together in the appropriate particulate averaging program, its composite particulate standard applies to the combined set of light-duty vehicles and light-duty trucks included in the average and is calculated as defined in § 86.088-2.
(2) The standards set forth in paragraphs (a)(1)(i) and (a)(1)(ii) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light light-duty trucks, and for heavy light-duty trucks certified to the Tier 0 standards of this section, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight. The test weight basis for heavy light-duty trucks certified to the Tier 1 standards of this section, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be adjusted loaded vehicle weight. The standard set forth in paragraph (a)(1)(iii) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with the procedures set forth in subpart P of this part.
(b) Fuel evaporative emissions from 1994 and later model year light-duty trucks shall not exceed:
(1)
(2)
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refer to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any 1994 and later model year light-duty truck. This requirement is optional for 1994 through 1996 model year gaseous-fueled light-duty trucks.
(d) The CO, NO
(1) Model year 1994 light-duty trucks sold for principal use at a designated high-altitude location shall be capable of meeting the following exhaust emission standards when tested under high-altitude conditions:
(i)(A)
(B)
(C)
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (for Otto-cycle and methanol-fueled diesel light-duty trucks only).
(iii)
(B) For light-duty trucks 3,751 lbs. and greater loaded vehicle weight, 1.7 grams per vehicle mile (1.1 grams per vehicle kilometer).
(iv)
(B) For light-duty trucks 3,751 lbs. and greater loaded vehicle weight, 0.13 gram per vehicle mile (0.08 gram per vehicle kilometer).
(2) The standards set forth in paragraphs (d)(1)(i), (d)(1)(ii)(A), (d)(1)(iii), and (d)(1)(iv) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The standard set forth in paragraph (d)(1)(ii)(B) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with the procedures set forth in subpart P of this part.
(e) Fuel evaporative emissions from 1994 model year light-duty trucks sold for principal use at a designated high-altitude location, when tested under high-altitude conditions, shall not exceed:
(1)
(2)
(3) The standards set forth in paragraphs (e) (1) and (2) of this section refer to a composite sample of the fuel evaporative emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(f) No crankcase emissions shall be discharged into the ambient atmosphere from any 1994 model year light-duty trucks sold for principal use at a designated high-altitude location.
(g)(1) Any model year 1994 light-duty truck that a manufacturer wishes to certify for sale at low altitude must be capable of meeting high-altitude emission standards (specified in paragraphs (d) through (f) of this section). The manufacturer may specify vehicle adjustments or modifications to allow the vehicle to meet high-altitude standards but these adjustments or modifications may not alter the vehicle's basic engine, inertia weight class, transmission con-fig-u-ra-tion, and axle ratio.
(i) A manufacturer may certify unique con-fig-u-ra-tions to meet the high-altitude standards but is not required to certify these vehicle con-fig-u-ra-tions to meet the low-altitude standards.
(ii) Any adjustments or modifications that are recommended to be performed on vehicles to satisfy the requirements of paragraph (g)(1) of this section:
(A) Shall be capable of being effectively performed by commercial repair facilities, and
(B) Must be included in the manufacturer's application for certification.
(2) Any model year 1995 and later light-duty truck and optionally model year 1994 light-duty truck that a manufacturer wishes to certify for sale shall meet the emission standards of paragraphs (a) through (c) of this section under both low- and high-altitude conditions as specified in § 86.082-2, except as provided in paragraphs (h) and (i) of this section. Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. Any emission control device used to meet emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(h) The manufacturer may exempt 1994 and later model year light-duty trucks from compliance at high altitude with the emission standards set forth in paragraphs (a) and (b) of this section, and may exempt 1994 model year light-duty trucks from compliance with the high-altitude emission standards set forth in paragraphs (d) and (e) of this section, if the vehicles are not intended for sale at high altitude and if the requirements of paragraphs (h)(1) and (2) of this section are met.
(1) A vehicle con-fig-u-ra-tion shall only be considered eligible for exemption under paragraph (h) of this section if the requirements of any of paragraphs (h)(1) (i), (ii), (iii), or (iv) of this section are met.
(i) Its design parameters (displacement-to-weight ratio (D/W) and engine speed-to-vehicle-speed ratio (N/V)) fall within the exempted range for that manufacturer for that year. The exempted range is determined according to the following procedure:
(A) The manufacturer shall graphically display the D/W and N/V data of all vehicle con-fig-u-ra-tions it will offer for the model year in question. The axis of the abscissa shall be D/W (where (D) is the engine displacement expressed in cubic centimeters and (W) is the gross vehicle weight (GVW) expressed in pounds), and the axis of the ordinate shall be N/V (where (N) is the crankshaft speed expressed in revolutions per minute and (V) is the vehicle speed expressed in miles per hour). At the manufacturer's option, either the 1:1 transmission gear ratio or the lowest numerical gear ratio available in the transmission will be used to determine N/V. The gear selection must be the same for all N/V data points on the manufacturer's graph. For each transmission/axle ratio combination, only the lowest N/V value shall be used in the graphical display.
(B) The product line is then defined by the equation, N/V = C(D/W)
(C) The exemption line is then defined by the equation, N/V = C(0.84 D/W)
(D) The exempted range includes all values of N/V and D/W which simultaneously fall to the lower left of the exemption line as drawn on the graph.
(ii) Its design parameters fall within the alternate exempted range for that manufacturer that year. The alternate exempted range is determined by substituting rated horsepower (hp) for displacement (D) in the exemption procedure described in paragraph (h)(1)(i) of this section and by using the product line N/V = C(hp/W)
(A) Rated horsepower shall be determined by using the Society of Automotive Engineers Test Procedure J 1349 (copies may be obtained from SAE, 400 Commonwealth Dr., Warrendale, PA 15096), or any subsequent version of that test procedure. Any of the horsepower determinants within that test procedure may be used, as long as it is used consistently throughout the manufacturer's product line in any model year.
(B) No exemptions will be allowed under paragraph (h)(1)(ii) of this section to any manufacturer that has exempted vehicle con-fig-u-ra-tions as set forth in paragraph (h)(1)(i) of this section.
(iii) Its acceleration time (the time it takes a vehicle to accelerate from 0 to a speed not less than 40 miles per hour and not greater than 50 miles per hour) under high-altitude conditions is greater than the largest acceleration time under low-altitude conditions for that manufacturer for that year. The procedure to be followed in making this determination is:
(A) The manufacturer shall list the vehicle con-fig-u-ra-tion and acceleration time under low-altitude conditions of that vehicle con-fig-u-ra-tion which has the highest acceleration time under low-altitude conditions of all the vehicle con-fig-u-ra-tions it will offer for the model year in question. The manufacturer shall also submit a description of the methodology used to make this determination.
(B) The manufacturer shall then list the vehicle con-fig-u-ra-tions and acceleration times under high-altitude conditions of all those vehicle con-fig-u-ra-tions which have higher acceleration times under high-altitude conditions than the highest acceleration time at low altitude identified in paragraph (h)(1)(iii)(A) of this section.
(iv) In lieu of performing the test procedure of paragraph (h)(1)(iii) of this section, its acceleration time can be estimated based on the manufacturer's engineering evaluation, in accordance with good engineering practice, to meet the exemption criteria of paragraph (h)(1)(iii) of this section.
(2) A vehicle shall only be considered eligible for exemption under this paragraph if at least one con-fig-u-ra-tion of its model type (and transmission con-fig-u-ra-tion in the case of vehicles equipped with manual transmissions,
(i) Another corresponding non-exempt con-fig-u-ra-tion(s) receive(s) coverage under the Certificate; or
(ii) Suspension of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s) is terminated; or
(iii) The Agency's action(s), with respect to suspension, revocation, voiding or withdrawal of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s), is reversed.
(3) The sale of a vehicle for principal use at a designated high-altitude location that has been exempted as set forth in paragraph (h)(1) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(i)(1) The manufacturers may exempt 1994 and later model year light-duty trucks from compliance at low altitude with the emission standards set forth in paragraphs (a) and (b) of this section if the vehicles:
(i) Are not intended for sale at low altitude; and
(ii) Are equipped with a unique, high-altitude axle ratio (rear-wheel drive vehicles) or a unique, high-altitude drivetrain (front-wheel drive vehicles) with a higher N/V ratio than other con-fig-u-ra-tions of that model type which are certified in compliance with the emission standards of paragraphs (a) and (b) of this section under low-altitude conditions.
(2) The sale of a vehicle for principal use at low altitude that has been exempted as set forth in paragraph (i)(1) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(j) Any light-duty truck that a manufacturer wishes to certify for sale under the provisions of paragraphs (h) or (i) of this section is subject to the provisions of subpart Q of this part.
(k)
(2)
(3)(i) Sales percentages for the purposes of determining compliance with paragraphs (k)(1) and (k)(2) of this section shall be based on total actual and, at the manufacturer's option, combined U.S. sales of light-duty vehicles, light light-duty trucks, and heavy light-duty trucks of the applicable model year by a manufacturer to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(ii) The manufacturer may petition the Administrator to allow actual volume produced for U.S. sales to be used in lieu of actual U.S. sales for purposes of determining compliance with the implementation schedule sales percentages of table A94-16. Such petition shall be submitted within 30 days of the end of the model year to the Manufacturers Operations Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that actual production volume is functionally equivalent to actual sales volume. Approval of the use of production data will be presumed unless otherwise notified by the Agency within 30 days of submittal of the petition.
(iii) The manufacturer may count towards the sales percentages those light-duty vehicles, light light-duty trucks, and heavy light-duty trucks of the applicable model year sold in the state of California or in jurisdictions which have adopted the California emission standards under section 177 of the Clean Air Act if those light-duty vehicles, light light-duty trucks, and heavy light-duty trucks have been certified to meet the federally mandated cold CO standards. If this option is taken, all light-duty vehicles, light light-duty trucks and heavy light-duty trucks sold in California and such jurisdictions shall be counted toward the total upon which the sales percentage is based. If this option is not taken, light-duty vehicles, light light-duty trucks, and heavy light-duty trucks sold in California or such jurisdictions are to be excluded from counting toward either the total upon which the sales percentage is based or the sales percentage itself.
(iv) Small volume manufacturers, as defined in § 86.092-14(b) (1) and (2), are exempt from the implementation schedules of table A94-16 for model years 1994 and 1995. This exemption does not apply to small volume engine families as defined in § 86.092-14(b)(5).
(v) The manufacturer must state at the time of applying for the Certificate, based on projected U.S. sales or projected production for U.S. sale, which engine families will be used to attain the required implementation schedule sales percentages.
(a)(1) Exhaust emissions from new 1994 and later model year diesel heavy-duty engines shall not exceed the following (optional for 1994 through 1996 model year new natural gas- and liquefied petroleum gas-fueled heavy-duty engines):
(i)(A)
(B)
(C)
(ii)
(B) 0.50 percent of exhaust gas flow at curb idle (methanol-, natural gas- and liquefied petroleum gas-fueled diesel only).
(iii)
(B) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the NO
(iv)
(B) For all other diesel engines only, 0.10 gram per brake horsepower-hour (0.037 gram per megajoule), as measured under transient operating conditions.
(C) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the particulate averaging, trading, or banking programs for heavy-duty engines, within the restrictions described in § 86.094-15. If the manufacturer elects to include engine families in any of these programs, the particulate FEL may not exceed:
(
(
(
(b)(1) The opacity of smoke from new 1994 and later model year diesel heavy-duty engines shall not exceed (optional for 1994 through 1996 model year gaseous-fueled diesel heavy-duty engines):
(i) 20 percent during the engine acceleration mode.
(ii) 15 percent during the engine lugging mode.
(iii) 50 percent during the peaks in either mode.
(2) The standards set forth in paragraph (b)(1) of this section refer to exhaust smoke emissions generated under the conditions set forth in subpart I of this part and measured and calculated in accordance with those procedures.
(3)
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs, 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs, 4.0 grams per test.
(4)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraph (b)(3) of this section refer to a composite sample of evaporative emissions collected under the conditions set forth in subpart M and measured in accordance with those procedures.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs, the standard set forth in paragraph (b)(3)(ii) of this section refers to the manufacturers, engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1994 or later model year methanol-fueled diesel, or any naturally-aspirated diesel heavy-duty engine (optional for 1994 through 1996 model year natural gas- and liquefied petroleum gas-fueled engines). For petroleum-, natural gas- and liquefied petroleum gas-fueled engines only; this provision does not apply to engines using turbochargers, pumps, blowers, or superchargers for air induction.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable
(a)(1) This section describes the various durability programs available to manufacturers for determining exhaust deterioration factors (DFs) for the certification of 1994 and beyond model year light-duty vehicles and light-duty trucks. While this section describes many of the important elements of these durability programs, it is not intended as an exhaustive list of all requirements applicable either to these programs or to the certification process.
(2) The durability programs consist of various elements, such as a statement of applicability, a service accumulation method, vehicle/component selection methods, durability data vehicle compliance requirements, in-use verification requirements, optional elements, data reporting requirements, and additional requirements. Cross references to other sections in this subpart are indicated where appropriate.
(b) The following table summarizes the durability programs available to all manufacturers of light-duty vehicles and light-duty trucks. The Tier 1 and Tier 0 standards cited in the table are those specified in § 86.094-8 (for light-duty vehicles) and § 86.094-9 (for light-duty trucks). The durability programs described in this section are separate and distinct alternatives, such that determination of an exhaust deterioration factor under one program does not require compliance with the requirements of a different durability program.
(c)
(2)
(3)
(4)
(5)
(6)
(ii)
(iii)
(7)
(d)
(2)
(3)
(4)
(5)
(6)
(ii)
(iii)
(7) Data reporting requirements for the Production AMA Durability Program are contained in §§ 86.094-21, 86.094-23(b)(1)(i), and 86.094-26 (a)(6)(ii) and (a)(7).
(8)
(A) The manufacturer attests are representative of the durability performance of its vehicles in actual field use when maintained according to the manufacturer's maintenance instructions (as limited under § 86.094-25(a)); and
(B) Are equal to or greater than the deterioration factors that EPA determines under paragraph (d)(8)(ii) of this section.
(ii) EPA shall determine minimum deterioration factors for engine families subject to the Production AMA Durability Program. This determination shall be based on a procedure of grouping engine families (see § 86.094-24(a)) in order to use historical certification data to determine deterioration factors for each engine family group. The historical data shall be updated yearly through the testing of production durability data vehicles. Test vehicle requirements under these procedures are contained in § 86.094-24 (h) and compliance requirements are contained in § 86.094-28(a)(7).
(iii)
(B) The Administrator may declare ineligible any engine family for which the Administrator determines there is unreasonable risk in determining a deterioration factor using the methods of the Production AMA Durability Program. Furthermore, the Administrator may limit the number of engine families within the manufacturer's product line that are eligible for the Production AMA Durability Program.
(C) Upon approval of the manufacturer's request to participate, the Administrator and the manufacturer may enter into a written agreement prescribing the terms and conditions of the program. This agreement shall be equitable as compared to agreements entered into with other manufacturers. The agreement shall specify:
(
(
(
(iv)
(B) Once any engine family in an engine family group is certified using deterioration factors determined in the Production AMA Durability Program, the manufacturer shall operate and test the production durability data vehicles specified in § 86.094-24(h) in accordance with the procedures of this part.
(C) The Administrator shall notify the manufacturer if a nonconformity of a category of vehicles within the engine family group is indicated by the production durability data. For the
(
(
(D) If the Administrator notifies a manufacturer of such a nonconformity, the manufacturer shall submit, by a date specified by the Administrator, a plan to remedy the nonconformity which is acceptable to the Director, Office of Mobile Sources. For the purpose of this paragraph, the term “remedy the nonconformity” will have the same meaning as it does when it appears in section 207(c)(1) of the Clean Air Act (42 U.S.C. 7541(c)(1)).
(E) The manufacturer shall comply with the terms of the remedial plan approved by the Director, Office of Mobile Sources.
(F) If a manufacturer does not comply with the requirements of paragraph (d)(8)(iv) (B), (D), or (E) of this section, the Administrator may deem the certificate of conformity for the affected engine families void
(e)
(2)
(ii) Manufacturers may propose service accumulation methods based upon whole-vehicle mileage accumulation, bench aging of individual components or systems, or a combination of the two approaches. Bench procedures should simulate the aging of components or systems over the applicable durability useful life as defined in § 86.094-2 and should simulate cycles and environments found in actual use. For this purpose, manufacturers may remove the emission-related components, in whole or in part, from the durability vehicle itself and deteriorate them independently. Vehicle testing for the purpose of determining deterioration factors may include the testing of durability vehicles that incorporate such bench-aged components.
(iii) Service accumulation shall be according to the method approved in advance by the Administrator.
(3)
(4)
(5)
(6)
(7)
(ii) In addition to the reporting of deterioration factors determined under paragraph (e)(4) of this section, the manufacturer shall provide reliability data that shows to the Administrator's satisfaction that all emission-related components are designed to operate properly for the durability useful life of the vehicles in actual use (or such shorter intervals as permitted in section § 86.094-25).
(8)
(ii) The manufacturer may amend the written agreement entered into pursuant to paragraph (e)(8)(i) of this section so long as the manufacturer demonstrates to the satisfaction of the Administrator that the proposed amendments to the agreement improve upon the in-use verification portion of the existing agreement. Such amendment to the Alternative Service Accumulation Durability Program agreement is subject to the prior approval of the Administrator.
(iii) The certification requirements described in § 86.094-30(a)(14) are applicable.
(f)
(2)
(3)
(4)
(5)
(6)
(7)
(g)
(ii)
(2)
(3)
(4)
(a)(1) The small-volume manufacturers certification procedures described in paragraphs (b) and (c) of this section are optional. Small-volume manufacturers may use these optional procedures to demonstrate compliance with the general standards and specific emission requirements contained in this subpart.
(2) To satisfy the durability data requirements of the small-volume manufacturers certification procedures, manufacturers of vehicles (or engines) as described in paragraph (b) of this section may use assigned deterioration factors that the Administrator determines by methods described in paragraph (c)(7)(i)(C) of this section. However, if no deterioration factor data (either the manufacturer's or industry-wide deterioration factor data) are available from previously completed durability data vehicles or engines used for certification, manufacturers of vehicles (or engines) as described in paragraph (b) of this section or with new technology not previously certified may use assigned deterioration factors that the Administrator determines by alternative methods, based on good engineering judgement. The factors that the Administrator determines by alternative methods will be published in an advisory letter or advisory circular.
(b)(1) The optional small-volume manufacturers certification procedures apply to light-duty vehicles, light-duty trucks, heavy-duty vehicles, and heavy-duty engines produced by manufacturers with U.S. sales, including all vehicles and engines imported under the provisions of §§ 85.1505 and 85.1509 of this chapter (for the model year in which certification is sought) of fewer than 10,000 units (Light-Duty Vehicles, Light-Duty Trucks, Heavy-Duty Vehicles and Heavy-Duty Engines combined).
(2) For the purpose of determining the applicability of paragraph (b)(1) of this section, the sales the Administrator shall use shall be the aggregate of the projected or actual sales of those vehicles and/or engines in any of these groupings:
(i) Vehicles and/or engines produced by two or more firms, one of which is 10 percent or greater part owned by another;
(ii) Vehicles and/or engines produced by any two or more firms if a third party has equity ownership of 10 percent or more in each of the firms;
(iii) Vehicles and/or engines produced by two or more firms having a common corporate officer(s) who is (are) responsible for the overall direction of the companies;
(iv) Vehicles and/or engines imported or distributed by all firms where the vehicles and/or engines are manufactured by the same entity and the importer or distributor is an authorized agent of the entity.
(3) If the aggregated sales, as determined in paragraph (b)(2) of this section are less than 301 units, the manufacturers in the aggregated relationship may certify under the provisions in this section that apply to manufacturers with sales of less than 301 units.
(4) If the aggregated sales, as determined in paragraph (b)(2) of this section are greater than 300 but fewer than 10,000 units, the manufacturers in the aggregated relationship may certify under the provisions in this section that apply to manufacturers with sales from and including 301 through 9,999 motor vehicles and motor vehicles engines per year.
(5) If the aggregated sales, as determined in paragraph (b)(2) of this section are equal to or greater than 10,000 units, then the manufacturers involved in the aggregated relationship will be allowed to certify a number of units under the small-volume engine family certification procedures (reference § 86.094-24(e)) in accordance with the criteria identified in paragraphs (b)(5) (i) through (iii) of this section.
(i) If a manufacturer purchases less than 50 percent of another manufacturer, each manufacturer retains its right to certify 9,999 units using the small-volume engine family certification procedures.
(ii) If a manufacturer purchases 50 percent or more of another manufacturer, the manufacturer with the over 50 percent interest must share, with the manufacturer it purchased, its 9,999 units under the small-volume engine family certification procedures.
(iii) In a joint venture arrangement (50/50 ownership) between two manufacturers, each manufacturer retains its eligibility for 9,999 units under the small-volume engine family certification procedures, but the joint venture must draw its maximum 9,999 units from the units allocated to its parent manufacturers.
(c) Small-volume manufacturers shall demonstrate compliance with the applicable sections of this subpart. The appropriate model year of the applicable sections detailed in paragraphs (c) (1) through (15) of this section shall be determined in accordance with § 86.084-4.
(1) Sections 86.094-1, 86.094-2, 86.094-3, 86.084-4, 86.090-5, 86.078-6, 86.094-7, 86.094-8, 86.094-9, and 86.094-11 are applicable.
(2) Section 86.080-12 is not applicable.
(3) Sections 86.094-13, 86.094-14, 86.084-15, and 86.085-20 are applicable.
(4) Small-volume manufacturers shall include in their records all of the information that EPA requires in § 86.094-21. This information will be considered part of the manufacturer's application for certification. However, the manufacturer is not required to submit the information to the Administrator unless the Administrator requests it.
(5) Section 86.094-22 is applicable except as noted in paragraph (c)(5)(i) of this section.
(i) Small-volume light-duty vehicle and light-duty truck manufacturers may satisfy the requirements of § 86.094-22(e) by including a statement of compliance on adjustable parameters in the application for certification. In the statement of compliance the manufacturer shall state that the limits, stops, seals, or other means used to inhibit adjustment have been designed to accomplish their intended purpose based on good engineering practice and past experience. If the vehicle parameter is adjustable the vehicle must meet emission standards with the parameter set any place within the adjustable range (reference § 86.094-21).
(ii) [Reserved]
(6) Section 86.094-23 is applicable.
(7) Section 86.094-24 is applicable except as noted in paragraphs (c)(7) (i) through (ii) of this section.
(i) Small-volume manufacturers may satisfy the requirements of § 86.094-24 (b) and (c) in accordance with paragraphs (c)(7)(i) (A) through (C) of this section.
(A)
(
(
(
(B) Testing light-duty vehicles or light-duty truck emission data vehicles at any service accumulation distance of at least 2,000 miles (3,219 kilometers) or, catalyst equipped heavy-duty emission data engines at any service accumulation time of at least 62 hours, or non-catalyst equipped heavy-duty engine emission data engines at any service accumulation time determined by the manufacturer to result in stabilized emissions. The emission performance of the emission data vehicle or engine must be stabilized prior to emission testing.
(C)
(
(
(
(
(
(ii) Section 86.094-24(d) and (e) are not applicable.
(8) Section 86.094-25 is applicable to maintenance performed on durability data light-duty vehicles, light-duty trucks, heavy-duty vehicles, and heavy-duty engines when the manufacturer completes durability data vehicles or engines; § 86.087-38 is applicable to the recommended maintenance the manufacturer includes in the maintenance instructions furnished the purchasers of new motor vehicles and new motor vehicle engines under § 86.087-38.
(9)(i) Section 86.094-26 is applicable if the manufacturer completes durability data vehicles or engines.
(ii) Section 86.090-27 is applicable.
(10) Sections 86.094-28 and 86.091-29 are applicable.
(11)(i) Section 86.094-30 is applicable, except for § 86.094-30 (a)(2) and (b). In the place of § 86.094-30 (a)(2) and (b), small-volume manufacturers shall comply with paragraphs (c)(11) (ii) through (v) of this section.
(ii) Small-volume manufacturers shall submit an application for certification containing the elements contained in paragraphs (c)(11)(ii) (A) through (E) of this section.
(A) The names, addresses, and telephone numbers of the persons the manufacturer authorizes to communicate with us.
(B) A brief description of the vehicles (or engines) covered by the certificate
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(C) The results of all emission tests the manufacturer performs to demonstrate compliance with the applicable standards.
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(E) Manufacturers utilizing deterioration factors determined by the manufacturer based on its good engineering judgment (reference paragraph (c)(7)(i)(C)(
(iii) If the manufacturer meets the requirements of this subpart, the Administrator will issue a certificate of conformity for the vehicles or engines described in the application for certification.
(iv) The certificate will be issued for such a period not to exceed one model year as the Administrator may determine and upon such terms as he may deem necessary to assure that any vehicle or engine covered by the certificate will meet the requirements of the Act and of this subpart.
(v)(A) If, after a review of the statements and descriptions submitted by the manufacturer, the Administrator determines that the manufacturer has not met the applicable requirements, the Administrator shall notify the manufacturer in writing of his intention to deny certification, setting forth the basis for his determination. The manufacturer may request a hearing on the Administrator's determination.
(B) If the manufacturer does not request a hearing or present the required information, the Administrator will deny certification.
(12) Sections 86.079-31 and 86.079-32 are not applicable.
(13) Under § 86.079-33, small-volume manufacturers are covered by paragraphs (c)(13) (i) and (ii) of this section.
(i) Small-volume manufacturers may make production changes (running changes) without receiving the Administrator's prior approval. The manufacturer shall assure (by conducting emission tests as it deems necessary) that the affected vehicles (engines) remain in compliance with the requirements of this part.
(ii) The manufacturer shall notify the Administrator within seven days after implementing any production related change (running change) that would affect vehicle emissions. This notification shall include any changes to the information required under paragraph (c)(11)(ii) of this section. The manufacturer shall also amend as necessary its records required under paragraph (c)(4) of this section to confirm with the production design change.
(14) Section 86.082-34 is not applicable.
(15) Sections 86.094-35, 86.079-36, 86.085-37, 86.087-38 and 86.079-39 are applicable.
(a)(1) Heavy-duty engines eligible for NO
(2)(i) Engine families with FELs exceeding the applicable standard shall obtain emission credits in a mass amount sufficient to address the shortfall. Credits may be obtained from averaging, trading, or banking, within the averaging set restrictions described in this section.
(ii) Engine families with FELs below the applicable standard will have emission credits available to average, trade,
(iii) Credits scheduled to expire in the earliest model year shall be used, prior to using other available credits, to offset emissions of engine families with FELs exceeding the applicable standard.
(b) Participation in the NO
(1) During certification, the manufacturer shall:
(i) Declare its intent to include specific engine families in the averaging, trading and/or banking programs. Separate declarations are required for each program and for each pollutant (
(ii) Declare an FEL for each engine family participating in one or more of these three programs.
(A) The FEL must be to the same level of significant digits as the emission standard (one-tenth of a gram per brake horsepower for NO
(B) In no case may the FEL exceed the upper limit prescribed in the section concerning the applicable heavy-duty engine NO
(iii) Calculate the projected emission credits ( +/− ) based on quarterly production projections for each participating family and for each pollutant (NO
(iv)(A) Determine and state the source of the needed credits according to quarterly projected production for engine families requiring credits for certification.
(B) State where the quarterly projected credits will be applied for engine families generating credits.
(C) Credits may be obtained from or applied to only engine families within the same averaging set as described in paragraphs (d) and (e) of this section. Credits available for averaging, trading, or banking as defined in § 86.090-2, may be applied exclusively to a given engine family, or reserved as defined in § 86.091-2.
(2) Based on this information each manufacturer's certification application must demonstrate:
(i) That at the end of model year production, each engine family has a net emissions credit balance of zero or more using the methodology in paragraph (c) of this section with any credits obtained from averaging, trading or banking.
(ii) The source of the credits to be used to comply with the emission standard if the FEL exceeds the standard, or where credits will be applied if the FEL is less than the emission standard. In cases where credits are being obtained, each engine family involved must state specifically the source (manufacturer/engine family) of the credits being used. In cases where credits are being generated/supplied, each engine family involved must state specifically the designated use (manufacturer/engine family or reserved) of the credits involved. All such reports shall include all credits involved in averaging, trading or banking.
(3) During the model year manufacturers must:
(i) Monitor projected versus actual production to be certain that compliance with the emission standards is achieved at the end of the model year.
(ii) Provide the end-of-model year reports required under § 86.091-23.
(iii) For manufacturers participating in emission credit trading, maintain the quarterly records required under § 86.091-7(c)(8).
(4) Projected credits based on information supplied in the certification application may be used to obtain a certificate of conformity. However, any such credits may be revoked based on review of end-of-model year reports,
(5) Compliance under averaging, banking, and trading will be determined at the end of the model year. Engine families without an adequate amount of NO
(6) If EPA or the manufacturer determines that a reporting error occurred on an end-of-year report previously submitted to EPA under this section, the manufacturer's credits and credit calculations will be recalculated. Erroneous positive credits will be void. Erroneous negative balances may be adjusted by EPA for retroactive use.
(i) If EPA review of a manufacturer's end-of-year report indicates a credit shortfall, the manufacturer will be permitted to purchase the necessary credits to bring the credit balance for that engine family to zero, at the ratio of 1.2 credits purchased for every credit needed to bring the balance to zero. If sufficient credits are not available to bring the credit balance for the engine family in question to zero, EPA may void the certificate for that engine family
(ii) If within 180 days of receipt of the manufacturer's end-of-year report, EPA review determines a reporting error in the manufacturer's favor (i.e. resulting in a positive credit balance) or if the manufacturer discovers such an error within 180 days of EPA receipt of the end-of-year report, the credits will be restored for use by the manufacturer.
(c)(1) For each participating engine family, NO
For determining credit need for all engine families and credit availability for engine families generating credits for averaging programs only:
(2) The transient cycle conversion factor is the total (integrated) cycle brake horsepower- hour or Megajoules, divided by the equivalent mileage of the applicable transient cycle. For Otto-cycle-heavy duty engines, the equivalent mileage is 6.3 miles. For diesel heavy-duty engines, the equivalent mileage is 6.5 miles. When more than one configuration is chosen by EPA to be tested in the certification of an engine family (as described in § 86.085-24), the conversion factor used is to be based upon the configuration generating the highest conversion factor when determining credit need for a family and the lowest conversion factor when determining credit availability from a family for banking, trading and averaging.
(d)
(1) For Otto-cycle heavy-duty engines:
(i) Otto-cycle heavy-duty engines constitute an averaging set. Averaging and trading among all Otto-cycle heavy-duty engine families is allowed. There are no subclass restrictions.
(ii) Gasoline-fueled heavy-duty vehicles certified under the provisions of § 86.085-1 (b) may not average or trade credits with gasoline fueled heavy-duty Otto-cycle engines, but may average or trade credits with light-duty trucks.
(2) For diesel cycle heavy-duty engines:
(i) Each of the three primary intended service classes for heavy-duty diesel engines, as defined in § 86.090-2, constitute an averaging set. Averaging and trading among all diesel-cycle engine families within the same primary service class is allowed.
(ii) Urban buses are treated as members of the primary intended service class where they otherwise would fall.
(e)
(1) Engines intended for use in urban buses constitute a separate averaging set from all other heavy-duty engines. Averaging and trading between diesel cycle bus engine families is allowed.
(2) For heavy-duty engines, exclusive of urban bus engines, each of the three primary intended service classes for heavy-duty diesel cycle engines, as defined in § 86.090-2, constitute an averaging set. Averaging and trading between diesel-cycle engine families within the same primary service class is allowed.
(3) Otto cycle engines may not participate in particulate averaging, trading, or banking.
(f) Banking of NO
(1)
(ii) Manufacturers may bank credits only after the end of the model year and after actual credits have been reported to EPA in the end-of-year report. During the model year and before submittal of the end-of-year report, credits originally designated in the certification process for banking will be considered reserved and may be redesignated for trading or averaging.
(2)
(ii) Manufacturers withdrawing banked emission credits shall indicate so during certification and in their credit reports, as described in § 86.091-23.
(3)
(i) Banked credits may be used in averaging, or in trading, or in any combination thereof, during the certification period. Credits declared for banking from the previous model year but not reported to EPA may also be used. However, if EPA finds that the reported credits can not be proven, they will be revoked and unavailable for use.
(ii) Banked credits may not be used for NO
(g)(1) The following paragraphs assume NO
(2) Engine families using NO
(i) May not generate either NO
(ii) May not use either NO
(3) If a manufacturer has any engine family to which application of NCPs and banking and trading credits is desired, that family must be separated into two distinct families. One family, whose FEL equals the standard, must use NCPs only while the other, whose FEL does not equal the standard, must use credits only.
(4) If a manufacturer has any engine family in a given averaging set which is using NO
(h) In the event of a negative credit balance in a trading situation, both the buyer and the seller would be liable.
(i) Certification fuel used for credit generation must be of a type that is both available in use and expected to be used by the engine purchaser. Therefore, upon request by the Administrator, the engine manufacturer must provide information acceptable to the Administrator that the designated fuel is readily available commercially and would be used in customer service.
(a) No new gasoline-fueled light-duty vehicle or light-duty truck shall be equipped with a defeat device.
(b) The Administrator may test or require testing on any vehicle at a designated location, using driving cycles and conditions which may reasonably be expected to be encountered in normal operation and use, for the purposes of investigating a potential defeat device.
(c) For cold temperature CO emission control, the Administrator will use a guideline to determine the appropriateness of the CO emission control at ambient temperatures between 25 °F (−4 °C) and 68 °F (20 °C). The guideline for CO emission congruity across the intermediate temperature range is the linear interpolation between the CO standard applicable at 25 °F (−4 °C) and the CO standard applicable at 68 °F (20 °C). For vehicles that exceed this CO emissions guideline upon intermediate temperature cold testing:
(1) If the CO emission level is greater than the 20 °F (−7 °C) emission standard, the vehicle will automatically be considered to be equipped with a defeat device without further investigation.
(2) If the CO emission level does not exceed the 20 °F emission standard, the Administrator may investigate the vehicle design for the presence of a defeat device under paragraph (d) of this section.
(d) For vehicle designs designated by the Administrator to be investigated for possible defeat devices:
(1) The manufacturer must show to the satisfaction of the Administrator that the vehicle design does not incorporate strategies that unnecessarily reduce emission control effectiveness exhibited during the Federal emissions test procedure when the vehicle is operated under conditions which may reasonably be expected to be encountered in normal operation and use.
(2) Information Submissions Required:
(i) The manufacturer will provide an explanation containing detailed information (including information which the Administrator may request to be submitted) regarding test programs, engineering evaluations, design specifications, calibrations, on-board computer algorithms, and design strategies incorporated for operation both during and outside of the Federal emission test procedure.
(ii) For purposes of investigations of possible cold temperature CO defeat devices under this paragraph (d), the
(a) All light-duty vehicles and light-duty trucks shall be equipped with an emission control diagnostic system capable of identifying, for each vehicle's useful life, the following types of deterioration or malfunction which could cause emission increases greater than or exceeding the following threshold levels as measured and calculated in accordance with test procedures set forth in subpart B of this part. Paragraphs (a)(2) and (a)(3) of this section do not apply to diesel cycle light-duty vehicles or light-duty trucks. Paragraphs (a)(1) through (a)(4) of this section do not apply to natural gas-fueled light-duty vehicles and light-duty trucks until the 1998 model year.
(1) Catalyst deterioration before it results in both an exhaust emission exceedance of 0.6 g/mi HC and an exhaust emission increase of 0.4 g/mi HC.
(2) Engine misfire before it results in an exhaust emission increase of greater than 0.4 g/mi HC, 3.4 g/mi CO, or 1.0 g/mi NO
(3) Oxygen sensor deterioration before it results in an exhaust emission increase of greater than 0.2 g/mi HC, 1.7 g/mi CO, or 0.5 g/mi NO
(4) Any other deterioration or malfunction within the powertrain which occurs in actual use and which results in an exhaust emission increase of greater than 0.2 g/mi HC, 1.7 g/mi CO, or 0.5 g/mi NO
(b)(1) The electronic evaporative emission purge control, if equipped, and all emission-related powertrain components connected to a computer shall, at a minimum, be monitored for circuit continuity. In lieu of monitoring circuit continuity, a functional system check may be performed provided the manufacturer can demonstrate that the functional check is equivalent or superior to the circuit continuity monitor. All components required by these regulations to be monitored shall be evaluated periodically, but no less frequently than once per Urban Dynamometer Driving Schedule as defined in appendix I, paragraph (a), of this part, or similar trip.
(2) For non-diesel cycle light-duty vehicles and light-duty trucks, the emission control diagnostic system shall at a minimum, monitor catalytic converters and oxygen sensors and shall detect misfiring cylinders.
(3) Oxygen sensor deterioration or malfunction which renders that sensor incapable of performing its function as part of the OBD system shall be identified on vehicles so equipped.
(c) The emission control diagnostic system shall incorporate a malfunction indicator light (MIL) readily visible to the vehicle operator. When illuminated, it shall display “Check Engine,” “Service Engine Soon,” or a similar phrase approved by the Administrator. A vehicle shall not be equipped with more than one general purpose malfunction indicator light for emission-related problems; separate specific purpose warning lights (e.g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red for the OBD-related malfunction indicator light is prohibited.
(d) The MIL shall illuminate and remain illuminated when any of the conditions specified in paragraphs (a) and (b) of this section are met, or whenever the engine control enters a default or secondary mode of operation. The MIL shall blink under any period of operation during which engine misfire is occurring at a level likely to cause catalyst damage as determined by the manufacturer. The MIL shall also illuminate when the vehicle's ignition is in the “key-on” position before engine starting or cranking and extinguish after engine starting if no malfunction has previously been detected. If a fuel
(e)(1) The emission control diagnostic system shall record code(s) indicating the status of the emission control system. Absent the presence of any fault codes, separate status codes shall be used to identify correctly functioning emission control systems and those emission control systems which need further vehicle operation to be fully evaluated. Fault codes shall be stored for deterioration or malfunction causing MIL illumination; the fault code shall identify the type of malfunction.
(2) For a single misfiring cylinder, the fault code(s) shall identify the cylinder, unless the manufacturer submits data and/or an engineering evaluation which adequately demonstrate that the misfiring cylinder cannot be reliably identified under certain operating conditions; multiple misfiring cylinders need not be uniquely identified if a distinct multiple misfire fault code is stored.
(3) A fault code shall be stored when the emission control system reverts to a default or secondary mode of operation.
(4) The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40 engine warm-up cycles, and the malfunction indicator light (see paragraph (d) of this section) is not illuminated for that fault code.
(f)
(2) The following signals in addition to the required freeze frame information shall be made available on demand through the serial port on the standardized data link connector, if the information is available to the on-board computer or can be determined using information available to the on-board computer: Diagnostic trouble codes, engine coolant temperature, fuel control system status (closed loop, open loop, other), fuel trim, ignition timing advance, intake air temperature, manifold air pressure, air flow rate, engine RPM, throttle position sensor output value, secondary air status (upstream, downstream, or atmosphere), calculated load value, vehicle speed, and fuel pressure. The signals shall be provided in standard units based on SAE specifications incorporated by reference in paragraph (h) of this section. Actual signals shall be clearly identified separately from default value or limp home signals. In addition, the capability to perform bi-directional diagnostic control based on SAE specifications shall be made available on demand through the serial port on the standardized data link connector per SAE specifications as referenced in paragraph (h) of this section.
(3) For all emission control components and systems for which specific
(4) The OBD requirements to which the vehicle is certified (i.e., California OBD II or Federal OBD), and the major emission control systems monitored by the OBD system consistent with paragraph (h)(3) of this section, shall be available through the serial data port on the standardized data link connector per SAE specifications as referenced in paragraph (h) of this section.
(g) The emission control diagnostic system is not required to evaluate components during malfunction conditions if such evaluation would result in a risk to safety or component failure.
(h) The emission control diagnostic system shall provide for standardized access and conform with the following Society of Automotive Engineers (SAE) standards. The following SAE documents are incorporated by reference. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies of the SAE documents may be obtained from the Society of Automotive Engineers, Inc., 400 Commonwealth Drive, Warrendale, PA 15096-0001. Copies may be inspected at Docket No. A-90-35 at EPA's Air docket (LE-131), room 1500 M, 1st Floor, Waterside Mall, 401 M Street, SW., Washington, DC, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(1) SAE J1850 “Class B Data Communication Network Interface,” (AUG91) shall be used as the on-board to off-board communications protocol. All emission related messages sent to the scan tool over a J1850 data link shall use the Cyclic Redundancy Check and the three byte header, and shall -not use inter-byte separation or check-sums.
(2) Basic diagnostic data (as specified in § 86.094-17(f)) shall be provided in the format and units in SAE J1979 “E/E Diagnostic Test Modes,” (DEC91). Basic bi-directional diagnostic capability shall be available and be consistent with SAE J1979 messages.
(3) Fault codes shall be consistent with SAE J2012 “Recommended Format and Messages for Diagnostic Trouble Code Definitions,” (MAR92) Part C.
(4) The connection interface between the OBD system and test equipment and diagnostic tools shall meet the functional requirements of SAE J1962 “Diagnostic Connector,” (JUN92).
(5) Limitation of Access—Any limitation of access to the diagnostic system shall be consistent with § 86.094-18. Access to vehicle calibration data, vehicle odometer, and keyless entry codes can be limited under the provisions of § 86.094.
(i) Upon application by the manufacturer, the Administrator may either waive the requirements of this section for specific components of any class or category of light-duty vehicles or light-duty trucks for model years 1994 or 1995 (or both), or through the 1999 model year, the Administrator may accept an OBD system as compliant even though specific requirements are not fully met. Such waivers or compliances without meeting specific requirements will be granted only if compliance would be infeasible or unreasonable considering such factors as, but not limited to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle designs and programmed upgrades of computers, and if any unmet requirements are not carried over from the previous model year except where unreasonable hardware modifications would be necessary to correct the non-compliance, and the manufacturer has demonstrated an acceptable level of effort toward compliance as determined by the Administrator. For alternate fueled vehicles (i.e. natural gas, liquefied petroleum gas, or methanol), beginning with the model year for which alternate fuel emission standards are
(j) Demonstration of compliance with California OBD II requirements (Title 13 California Code section 1968.1)as modified pursuant to California Mail Out #95-34 (September 26, 1995), shall satisfy the requirements of this section through the 1998 model year except that compliance with Title 13 California Code section 1968.1(d), pertaining to tampering protection, is not required to satisfy the requirements of this section.
(a) A separate application for a certificate of conformity shall be made for each set of standards (or family emission limits, as appropriate) and each class of new motor vehicles or new motor vehicle engines. Such application shall be made to the Administrator by the manufacturer and shall be updated and corrected by amendment.
(b) The application shall be in writing, signed by an authorized representative of the manufacturer, and shall include the following:
(1)(i) Identification and description of the vehicles (or engines) covered by the application and a description of their engine (vehicles only), emission control system, and fuel system components. This description will include:
(A) A detailed description of each Auxiliary Emission Control Device (AECD) to be installed in or on any vehicle (or engine) covered by the application;
(B) A detailed justification of each AECD (described in (b)(1)(i)(A) of this section) which results in a reduction in effectiveness of the emission control system. Such a justification may be disapproved by consideration of currently available technology, whereupon the application for certification may be disapproved under § 86.094-22(b) for the incorporation of a defeat device;
(C) The manufacturer must submit a Statement of Compliance in the application for certification which attests to the fact that they have assured themselves that the engine family is designed to be within the intermediate temperature cold testing defeat device guidance as described in § 86.094-16.
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(ii)(A) The manufacturer shall provide to the Administrator in the application for certification:
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(B) The manufacturer may provide, in the application for certification, information relating to why certain parameters are not expected to be adjusted in actual use and to why the physical limits or stops used to establish the physically adjustable range of each parameter, or any other means used to inhibit adjustment, are effective in preventing adjustment of parameters on in-use vehicles to settings outside the manufacturer's intended physically adjustable ranges. This may include results of any tests to determine the difficulty of gaining access to an adjustment or exceeding a limit as intended or recommended by the manufacturer.
(C) The Administrator may require to be provided detailed drawings and descriptions of the various emission related components, and/or hardware samples of such components, for the purpose of making his determination of which vehicle or engine parameter will be subject to adjustment for new certification and Selective Enforcement Audit testing and of the physically adjustable range for each such vehicle or engine parameter.
(2) Projected U.S. sales data sufficient to enable the Administrator to select a test fleet representative of the vehicles (or engines) for which certification is requested, and, for model year 1994 through 1995 light-duty vehicles and light light-duty trucks and model year 1996 heavy light-duty trucks, data sufficient to determine projected compliance with the Tier 1 standards implementation schedules of §§ 86.094-8 and 86.094-9. The data shall also include the altitude of intended sale for model year 1994 light-duty trucks certified to the Tier 0 standards of § 86.094-9. Volume projected to be produced for U.S. sale may be used in lieu of projected U.S. sales.
(3) A description of the test equipment and fuel proposed to be used.
(4)(i) For light-duty vehicles and light-duty trucks, a description of the test procedures to be used to establish the evaporative emission deterioration factors required to be determined and supplied in § 86.094-23(b)(2).
(ii) For heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines, the Administrator does not assume that each evaporative emission family-evaporative emission control system combination will deteriorate in a unique manner during the useful life of the vehicle. The manufacturer shall therefore identify those evaporative emission deterioration factors which shall be applied to the various evaporative emission family-evaporative emission control system combinations which are expected to exhibit similar deterioration characteristics during the useful life of the vehicle.
(5)(i)(A) A description of the test procedures to be used to establish the durability data or the exhaust emission deterioration factors required to be determined and supplied in § 86.094-23(b)(1).
(B) For each light-duty truck engine family provided an optional useful life period under the provisions of paragraph (f) of this section, and for each heavy-duty engine family, a statement of the useful life.
(C) For engine families provided an alternative useful-life period under paragraph (f) of this section, a statement of that alternative period and a brief synopsis of the justification.
(ii) For heavy-duty diesel engine families, a statement of the primary intended service class (light, medium, or heavy) and an explanation as to why that service class was selected. Each diesel engine family shall be certified under one primary intended service class only. After reviewing the guidance in § 86.090-2, the class shall be determined on the basis of which class best represents the majority of the sales of that engine family.
(iii)(A) For each light-duty vehicle engine family, each light-duty truck
(B) A description of vehicle adjustments or modifications necessary, if any, to assure that light-duty vehicles and light-duty trucks covered by a certificate of conformity conform to the regulations while being operated at any altitude locations, and a statement of the altitude at which the adjustments or modifications apply.
(iv) At the option of the manufacturer, the proposed composition of the emission data test fleet or (where applicable) the durability data test fleet.
(6)
(B) The manufacturer shall choose the level of the family particulate emission limits, accurate to hundredth of a gram per mile or hundredth of a gram per brake horsepowerhour for heavy-duty engines.
(C) The manufacturer may at any time during production elect to change the level of any family particulate emission limit(s) by submitting the new limit(s) to the Administrator and by demonstrating compliance with the limit(s) as described in §§ 86.090-2 and 86.094-28(b)(5)(i).
(ii)
(B) The manufacturer shall choose the level of the family NO
(C) The manufacturer may at any time during production elect to change the level of any family NO
(7)(i) For Otto-cycle heavy-duty engines, the application must state whether the engine family is being certified for use in all vehicles regardless of their Gross Vehicle Weight Rating (see § 86.091-10 (a)(1)(i) and (a)(3)(i)), or only for use in vehicles with a Gross Vehicle Weight Rating greater than 14,000 pounds.
(ii) If the engine family is being certified for use in all vehicles and is being certified to the emission standards applicable to Otto-cycle engines for use only in vehicles with a Gross Vehicle Weight Rating over 14,000 pounds under the provisions of § 86.091-10(a)(3), then the application must also attest that the engine family, together with all other engine families being certified under the provisions of § 86.091-10(a)(3), represent no more than 5 percent of model year sales of the manufacturer of all Otto-cycle heavy-duty engines for use in vehicles with Gross Vehicle Weight Ratings of up to 14,000 pounds.
(8) For each light-duty vehicle or light-duty truck engine family, the exhaust emission standards (or family emission limits, if applicable) to which the engine family is to be certified, and the corresponding exhaust emission standards (or family emission limits, if applicable) which the engine family must meet in-use.
(c) Complete copies of the application and of any amendments thereto, and all notifications under §§ 86.079-32, 86.079-33, and 86.082-34 shall be submitted in such multiple copies as the Administrator may require.
(d) Incomplete light-duty trucks shall have a maximum completed curb weight and maximum completed frontal area specified by the manufacturer.
(e) For vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines, the manufacturer shall specify a maximum nominal fuel tank capacity for each evaporative emission family-evaporative emission control system combination.
(f) Light-duty truck and heavy-duty engine manufacturers who believe that the useful life periods of § 86.094-2 are significantly unrepresentative for one or more engine families (either too long or too short), may petition the Administrator to provide an alternative useful-life period. This petition must include the full rationale behind the request together with any supporting data and other evidence. Based on this or other information the Administrator may assign an alternative useful-life period. Any petition should be submitted in a timely manner, to allow adequate time for a thorough evaluation. For model year 1994 and later light-duty trucks not subject to the Tier 0 standards of § 86.094-9, alternative useful life periods will be granted only for THC, THCE, and idle CO requirements.
(g) The manufacturer shall identify those families which will not comply with cold temperature carbon monoxide standards.
(h) For each engine family incorporating an emission control diagnostic system, the manufacturer shall submit the following information:
(1) Detailed written information fully describing the functional operation characteristics of the diagnostic system.
(2) The general method of detecting malfunctions for each emission-related powertrain component.
(i) The manufacturer shall describe provisions taken to prevent tampering with emission control computer instructions.
(j) For methanol-fueled vehicles, the manufacturer shall specify:
(1) Whether the vehicle is a flexible fuel vehicle or a dedicated vehicle (manufacturers must obtain advance approval from the Administrator to classify methanol-fueled vehicles that can use gasoline as dedicated vehicles); and
(2) The fuel(s) (
(a) After a review of the application for certification and any other information which the Administrator may require, the Administrator may approve the application and select a test fleet in accordance with § 86.094-24.
(b)
(2) The issuance of a certificate of conformity does not exempt the covered vehicles from further evaluation or testing for defeat device purposes as described in § 86.094-16.
(c) Where any part of an application is rejected, the Administrator shall notify the manufacturer in writing and set forth the reasons for such rejection. Within 30 days following receipt of such notification, the manufacturer may request a hearing on the Administrator's determination. The request shall be in writing, signed by an authorized representative of the manufacturer and shall include a statement specifying the manufacturer's objections to the Administrator's determinations, and data in support of such objections. If, after the review of the request and supporting data, the Administrator finds that the request raises a substantial factual issue, he shall provide the manufacturer a hearing in accordance with § 86.078-6 with respect to such issue.
(d)
(2)
(3) Heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines only. The Administrator does not approve the test procedures for establishing the evaporative emission deterioration factors. The test procedure will conform to the requirements in § 86.094-23(b)(3).
(e)
(1)
(ii) The Administrator may, in addition, determine to be subject to adjustment any other parameters on any vehicle or engine which is physically capable of being adjusted and which may significantly affect emissions. However, the Administrator may do so only if he has previously notified the manufacturer that he might do so and has found, at the time he gave this notice, that the intervening period would be adequate to permit the development and application of the requisite technology, giving appropriate consideration to the cost of compliance within such period. In no event will this notification be given later than September 1 of the calendar year two years prior to the model year.
(iii) In determining the parameters subject to adjustment, the Administrator will consider the likelihood that, for each of the parameters listed in paragraphs (e)(1) (i) and (ii) of this section, settings other than the manufacturer's recommended setting will occur on in-use vehicles (or engines). In determining likelihood, the Administrator may consider such factors as, but not limited to, information contained in the preliminary application, surveillance information from similar in-use vehicles (or engines), the difficulty and cost of gaining access to an adjustment, damage to the vehicle (or engine) if an attempt is made to gain such access and the need to replace parts following such attempt, and the effect of settings other than the manufacturer's recommended setting on vehicle (or engine) performance characteristics including emission characteristics.
(iv) Manual chokes of heavy-duty engines only will not be considered a parameter subject to adjustment under the parameter adjustment requirements.
(2)(i) The Administrator shall determine a parameter to be adequately inaccessible or sealed if:
(A) In the case of an idle mixture screw, the screw is recessed within the
(B) In the case of a choke bimetal spring, the plate covering the bimetal spring is riveted or welded in place, or held in place with nonreversible screws;
(C) In the case of a parameter which may be adjusted by elongating or bending adjustable members (e.g., the choke vacuum break), the elongation of the adjustable member is limited by design or, in the case of a bendable member, the member is constructed of a material which when bent would return to its original shape after the force is removed (plastic or spring steel materials);
(D) In the case of any parameter, the manufacturer demonstrates that adjusting the parameter to settings other than the manufacturer's recommended setting takes more than one-half hour or costs more than $20 (1978 dollars).
(ii) The Administrator shall determine a physical limit or stop to be an adequate restraint on adjustability if:
(A) In the case of a threaded adjustment, the threads are terminated, pinned, or crimped so as to prevent additional travel without breakage or need for repairs which take more than one-half hour or cost more than $20 (1978 dollars);
(B) The adjustment is ineffective at the end of the limits of travel regardless of additional forces or torques applied to the adjustment;
(C) The manufacturer demonstrates that travel or rotation limits cannot be exceeded with the use of simple and inexpensive tools (screwdriver, pliers, open-end or box wrenches, etc.) without incurring significant and costly damage to the vehicle (or engine) or control system or without taking more than one-half hour or costing more than $20 (1978 dollars).
(iii) If manufacturer service manuals or bulletins describe routine procedures for gaining access to a parameter or for removing or exceeding a physical limit, stop, seal or other means used to inhibit adjustment, or if surveillance data indicate that gaining access, removing, or exceeding is likely, paragraphs (e)(2)(i) and (ii) of this section shall not apply for that parameter.
(iv) In determining the adequacy of a physical limit, stop, seal, or other means used to inhibit adjustment of a parameter not covered by paragraph (e)(2)(i) or (ii) of this section, the Administrator will consider the likelihood that it will be circumvented, removed, or exceeded on in-use vehicles. In determining likelihood, the Administrator may consider such factors as, but not limited to, information contained in the preliminary application; surveillance information from similar in-use vehicles (or engines); the difficulty and cost of circumventing, removing, or exceeding the limit, stop, seal, or other means; damage to the vehicle (or engine) if an attempt is made to circumvent, remove, or exceed it and the need to replace parts following such attempt; and the effect of settings beyond the limit, stop, seal, or other means on vehicle (or engine) performance characteristics other than emission characteristics.
(3) The Administrator shall determine two physically adjustable ranges for each parameter subject to adjustment:
(i)(A) In the case of a parameter determined to be adequately inaccessible or sealed, the Administrator may include within the physically adjustable range applicable to testing under this subpart (certification testing) all settings within the production tolerance associated with the nominal setting for that parameter, as specified by the manufacturer in the preliminary application for certification; or
(B) In the case of other parameters, the Administrator shall include within this range all settings within physical limits or stops determined to be adequate restraints on adjustability. The Administrator may also include the production tolerances on the location of these limits or stops when determining the physically adjustable range.
(ii)(A) In the case of a parameter determined to be adequately inaccessible or sealed, the Administrator shall include within the physically adjustable
(B) In the case of other parameters, the Administrator shall include within this range all settings within physical limits or stops determined to be adequate restraints on adjustability, as they are actually located on the test vehicle (or engine).
(f)
(2) The 90-day decision period is exclusive of the elapsed time during which EPA may request additional information from manufacturers regarding an adjustable parameter and the receipt of the manufacturers' response(s).
(g) Within 30 days following receipt of notification of the Administrator's determinations made under paragraph (e) of this section, the manufacturer may request a hearing on the Administrator's determinations. The request shall be in writing, signed by an authorized representative of the manufacturer, and shall include a statement specifying the manufacturer's objections to the Administrator's determinations, and data in support of such objections. If, after review of the request and supporting data, the Administrator finds that the request raises a substantial factual issue, he shall provide the manufacturer a hearing in accordance with § 86.078-6 with respect to such issue.
(a) The manufacturer shall perform the tests required by the applicable test procedures and submit to the Administrator the information described in paragraphs (b) through (l) of this section, provided, however, that if requested by the manufacturer, the Administrator may waive any requirement of this section for testing of vehicle (or engine) for which emission data are available or will be made available under the provisions of § 86.091-29.
(b)
(ii) The manufacturer shall submit exhaust emission deterioration factors for light-duty trucks and heavy-duty engines and all test data that are derived from the testing described under § 86.094-21(b)(5)(i)(A), as well as a record of all pertinent maintenance. Such testing shall be designed and conducted in accordance with good engineering practice to assure that the engines covered by a certificate issued under § 86.094-30 will meet each emission standard (or family emission limit, as appropriate) in § 86.094-9, § 86.091-10, or § 86.094-11 as appropriate, in actual use for the useful life applicable to that standard.
(2) For light-duty vehicles and light-duty trucks, the manufacturer shall submit evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination and all test data that are derived from testing described under § 86.094-21(b)(4)(i) designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.094-30 will meet the evaporative emission standards in § 86.094-8 or § 86.094-9, as appropriate, for the useful life of the vehicle.
(3) For heavy-duty vehicles equipped with gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled or methanol-fueled engines, evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination identified in accordance with § 86.091-21(b)(4)(ii). Furthermore, a statement that the test procedure(s) used to derive the deterioration factors includes, but need not be limited to, a
(4)(i) For heavy-duty vehicles with a Gross Vehicle Weight Rating of up to 26,000 pounds and equipped with gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled or methanol-fueled engines, a written statement to the Administrator certifying that the manufacturer's vehicles meet the standards of § 86.091-10 or § 86.091-11 (as applicable) as determined by the provisions of § 86.091-28. Furthermore, a written statement to the Administrator that all data, analyses, test procedures, evaluations and other documents, on which the above statement is based, are available to the Administrator upon request.
(ii) For heavy-duty vehicles with a Gross Vehicle Weight Rating of greater than 26,000 pounds and equipped with gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled or methanol-fueled engines, a written statement to the Administrator certifying that the manufacturer's evaporative emission control systems are designed, using good engineering practice, to meet the standards of § 86.091-10 or § 86.091-11 (as applicable) as determined by the provisions of § 86.091-28. Furthermore, a written statement to the Administrator that all data, analyses, test procedures, evaluations and other documents, on which the above statement is based, are available to the Administrator upon request.
(c)
(2)
(ii) For heavy-duty diesel engines, a manufacturer may submit hot-start data only, in accordance with subpart N of this part, when making application for certification. However, for conformity Selective Enforcement Audit and recall testing by the Agency, both the cold-start and hot-start test data, as specified in subpart N of this part, will be included in the official results.
(d) The manufacturer shall submit a statement that the vehicles (or engines) for which certification is requested conform to the requirements in § 86.084-5(b), and that the descriptions of tests performed to ascertain compliance with the general standards in § 86.084-5(b), and that the data derived from such tests are available to the Administrator upon request.
(e)(1) The manufacturer shall submit a statement that the test vehicles (or test engines) for which data are submitted to demonstrate compliance with the applicable standards (or family emission limits, as appropriate) of this subpart are in all material respects as described in the manufacturer's application for certification, that they have been tested in accordance with the applicable test procedures utilizing the fuels and equipment described in the application for certification, and that on the basis of such tests the vehicles (or engines) conform to the requirements of this part. If such statements cannot be made with respect to any vehicle (or engine) tested, the vehicle (or engine) shall be identified, and all pertinent data relating thereto shall be supplied to the Administrator. If, on the basis of the data supplied and any additional data as required by the Administrator, the Administrator determines that the test vehicles (or test engine) was not as described in the application for certification or was not tested in accordance with the applicable test procedures utilizing the fuels and equipment as described in the application for certification, the Administrator may make the determination that the vehicle (or engine) does not meet the applicable standards (or family emission limits, as appropriate). The provisions of § 86.094-30(b) shall then be followed.
(2) For evaporative emission durability, or light-duty truck or heavy-duty engine exhaust emission durability, the manufacturer shall submit a statement of compliance with paragraph (b)(1)(ii), (b)(2), or (b)(3) of this section, as applicable.
(f) Additionally, manufacturers participating in the particulate averaging program for diesel light-duty vehicles and diesel light-duty trucks shall submit:
(1) In the application for certification, a statement that the vehicles for which certification is requested will not, to the best of the manufacturer's belief, when included in the manufacturer's production-weighted average emission level, cause the applicable particulate standard(s) to be exceeded; and
(2) No longer than 90 days after the end of a given model year of production of engine families included in one of the diesel particulate averaging programs, the number of vehicles produced in each engine family at each certified particulate FEL, along with the resulting production-weighted average particulate emission level.
(g) Additionally, manufacturers participating in the NO
(1) In the application for certification, a statement that the vehicles for which certification is required will not, to the best of the manufacturer's belief, when included in the manufacturer's production-weighted average emission level, cause the applicable NO
(2) No longer than 90 days after the end of a given model year of production
(h) Additionally, manufacturers participating in any of the NO
(1)
(ii) The application for certification will also include the type (NO
(2) [Reserved]
(3)
(i) These reports shall be submitted within 90 days of the end of the model year to: Director, Manufacturers Operations Division (EN-340F), U.S. Environmental Protection Agency, 401 M Street, SW., Washington, DC 20460.
(ii) These reports shall indicate the engine family, the averaging set, the actual U.S. (49-state) production volume, the values required to calculate credits as given in § 86.094-15, the resulting type (NO
(iii) The 49-state production counts for end-of-year reports shall be based on the location of the first point of retail sale (e.g., customer, dealer, secondary manufacturer) by the manufacturer.
(iv) Errors discovered by EPA or the manufacturer in the end-of-year report, including changes in the 49 state production counts, may be corrected up to 180 days subsequent to submission of the end-of-year report. Errors discovered by EPA after 180 days shall be corrected if credits are reduced. Errors in the manufacturer's favor will not be corrected if discovered after the 180 day correction period allowed.
(i) Failure by a manufacturer participating in the averaging, trading, or banking programs to submit any quarterly or end-of-year report (as applicable) in the specified time for all vehicles and engines that are part of an averaging set is a violation of section 203(a)(1) of the Clean Air Act (42 U.S.C. 7522(a)(1)) for each such vehicle and engine.
(j) Failure by a manufacturer generating credits for deposit only in either the HDE NO
(k) Engine families certified using NCPs are not required to meet the requirements outlined in paragraphs (f) through (j) of this section.
(l) Additionally, manufacturers certifying vehicles shall submit for each model year 1994 through 1997 light-duty vehicle and light light-duty truck engine family and each model year 1996 through 1998 heavy light-duty truck engine family the information listed in paragraphs (l) (1) and (2) of this section.
(1)
(2)
(ii) These reports shall indicate the model year, engine family, and the actual U.S. sales volume. The manufacturer may petition the Administrator to allow volume produced for U.S.. sale to be used in lieu of U.S. sales. Such petition shall be submitted within 30 days of the end of the model year to the Manufacturers Operations Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that production volume is functionally equivalent to sales volume.
(iii) The U.S. sales volume for end-of-year reports shall be based on the location of the point of sale to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(iv) Failure by a manufacturer to submit the end-of-year report within the specified time may result in certificate(s) for the engine family(ies) certified to Tier 0 certification standards being voided ab initio plus any applicable civil penalties for failure to submit the required information to the Agency.
(v) The information shall be organized in such a way as to allow the Administrator to determine compliance with the Tier l standards implementation schedules of §§ 86.094-8 and 86.094-9, and the Tier 1 and Tier 1
(a)
(1) The vehicles or engines covered by an application for certification will be divided into groupings of engines which are expected to have similar emission characteristics throughout their useful life. Each group of engines with similar emission characteristics shall be defined as a separate engine family.
(2) To be classed in the same engine family, engines must be identical in all the respects listed in paragraphs (a)(2) (i) through (x) of this section.
(i) The cylinder bore center-to-center dimensions.
(ii)-(iii) [Reserved]
(iv) The cylinder block configuration (air-cooled or water-cooled: L-6, 90 deg., V-8, etc.).
(v) The location of the intake and exhaust valves (or ports).
(vi) The method of air aspiration.
(vii) The combustion cycle.
(viii) Catalytic converter characteristics.
(ix) Thermal reactor characteristics.
(x) Type of air inlet cooler (e.g., intercoolers and after-coolers) for diesel heavy-duty engines.
(3)(i) Engines identical in all the respects listed in paragraph (a)(2) of this section may be further divided into different engine families if the Administrator determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of the features of each engine listed in paragraphs (a)(3)(i) (A) through (G) of this section.
(A) The bore and stroke.
(B) The surface-to-volume ratio of the nominally dimensioned cylinder at the top dead center positions.
(C) The intake manifold induction port sizes and configuration.
(D) The exhaust manifold port size and configuration.
(E) The intake and exhaust valve sizes.
(F) The fuel system.
(G) The camshaft timing and ignition or injection timing characteristics.
(ii) Light-duty trucks and heavy-duty engines produced in different model years and distinguishable in the respects listed in paragraph (a)(2) of this section shall be treated as belonging to a single engine family if the Administrator requires it, after determining that the engines may be expected to have similar emission deterioration characteristics.
(iii) Engines identical in all of the respects listed in paragraphs (a)(2) and (a)(3)(i) of this section may be further divided into different engine families if some of the engines are expected to be sold as clean-fuel vehicles under 40 CFR part 88, and if the manufacturer chooses to certify the engines to both the clean-fuel vehicle standards of 40 CFR part 88 and the general standards of this part 86. One engine family shall include engines that are intended for general use. For this engine family, only the provisions of this part 86 shall apply. The second engine family shall include all engines that are intended to be used in clean-fuel vehicles. For this engine family, the provisions of both this part 86 and 40 CFR part 88 shall apply. The manufacturer may submit one set of data to certify both engine families.
(4) Where engines are of a type which cannot be divided into engine families based upon the criteria listed in paragraphs (a)(2) and (a)(3) of this section, the Administrator will establish families for those engines based upon those features most related to their emission characteristics. Engines that are eligible to be included in the same engine family based on the criteria in paragraphs (a)(2) and (a)(3)(i) of this section may be further divided into different engine families if the manufacturer determines that they may be expected to have different emission characteristics, or if the manufacturer chooses to certify the engines to both the clean-fuel vehicle standards of 40 CFR part 88 and the general standards of this part 86 as described in paragraph (a)(3)(iii) of this section. The determination of the emission characteristics will be based upon a consideration of the following features of each engine:
(i) The dimension from the center line of the crankshaft to the center line of the camshaft.
(ii) The dimension from the center line of the crankshaft to the top of the cylinder block head face.
(iii) The size of the intake and exhaust valves (or ports).
(5) Light-duty vehicles and light-duty trucks covered by an application for certification will be divided into groupings (e.g., by fuel type) which are expected to have similar evaporative emission characteristics throughout their useful life. Each group of vehicles with similar evaporative emission characteristics shall be defined as a separate evaporative emission family.
(6) For light-duty vehicles and light-duty trucks to be classed in the same evaporative emission family, vehicles must be similar with respect to:
(i) Type of vapor storage device (e.g., canister, air cleaner, crankcase).
(ii) Basic canister design.
(iii) Fuel system.
(iv) Fuel type.
(7) Where vehicles are of a type which cannot be divided into evaporative emission families based on the criteria listed in paragraph (a)(2) of this section, the Administrator will establish families for those vehicles based upon the features most related to their evaporative emission characteristics.
(8)(i) If the manufacturer elects to participate in the Production AMA Durability Program, the engine families covered by an application for certification shall be grouped based upon similar engine design and emission control system characteristics. Each of these groups shall constitute a separate engine family group.
(ii) To be classed in the same engine family group, engine families must contain engines identical in all of the respects listed in paragraphs (a)(8)(ii) (A) through (D) of this section.
(A) The combustion cycle.
(B) The cylinder block configuration (air-cooled or water-cooled: L-6, V-8, rotary, etc.).
(C) Displacement (engines of different displacement within 50 cubic inches or 15 percent of the largest displacement and contained within a multidisplacement engine family will be included in the same engine family group).
(D) Catalytic converter usage and basic type (noncatalyst, oxidation catalyst only, three-way catalyst equipped).
(9) Engine families identical in all respects listed in paragraph (a)(8) of this section may be further divided into different engine family groups if the Administrator determines that they are expected to have significantly different exhaust emission control system deterioration characteristics.
(10) A manufacturer may request the Administrator to include in an engine family group engine families in addition to those grouped under the provisions of paragraph (a)(8) of this section. This request must be accompanied by information the manufacturer believes supports the inclusion of these additional engine families.
(11) A manufacturer may combine into a single engine family group those light-duty vehicle and light-duty truck engine families which otherwise meet the requirements of paragraphs (a) (8) through (10) of this section.
(12) Vehicles powered by heavy-duty engines covered by an application for certification and using fuels for which there is an applicable evaporative emission standard will be divided into groupings of vehicles on the basis of physical features, including fuel type, which are expected to affect evaporative emissions. Each group of vehicles with similar features shall be defined as a separate evaporative emission family.
(13) For vehicles equipped with heavy-duty engines using fuels for which there are applicable evaporative emission standards to be classed in the same evaporative emission family, vehicles must be identical with respect to:
(i) Method of fuel/air metering (i.e., carburetion versus fuel injection).
(ii) Carburetor bowl fuel volume, within a 10 cc range.
(iii) Fuel type.
(14) For vehicles equipped with heavy-duty engines using fuels for which there are applicable evaporative emission standards to be classed in the same evaporative emission control system family, vehicles must be identical with respect to:
(i) Method of vapor storage.
(ii) Method of carburetor sealing.
(iii) Method of air cleaner sealing.
(iv) Vapor storage working capacity, within a 20g range.
(v) Number of storage devices.
(vi) Method of purging stored vapors.
(vii) Method of venting the carburetor during both engine off and engine operation.
(viii) Liquid fuel hose material.
(ix) Vapor storage material.
(15) Where vehicles equipped with heavy-duty engines using fuels for which there are applicable evaporative emission standards and which cannot be divided into evaporative emission family-control system combinations based on the criteria listed above, the Administrator will establish evaporative emission family-control system combinations for those vehicles based on features most related to their evaporative emission characteristics.
(b)
(i) Vehicles will be chosen to be operated and tested for emission data based upon engine family groupings. Within each engine family, one test vehicle will be selected based on the criterion that the Administrator shall select the vehicle with the heaviest equivalent test weight (including options) within the family. If more than one vehicle meets this criterion, then within that vehicle grouping the Administrator shall select, in the order listed, the highest road-load power, largest displacement, the transmission with the highest numerical final gear ratio (including overdrive), the highest numerical axle ratio offered in that engine family, and the maximum fuel flow calibration
(ii) The Administrator shall select one additional test vehicle from within each engine family. The additional vehicle selected shall be the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family. If all vehicles within the engine family are similar the Administrator may waive the requirements of this paragraph.
(iii) Within an engine family and exhaust emission control system, the manufacturer may alter any emission data vehicle (or other vehicles such as current or previous model year emission data vehicles, fuel economy data vehicles, and development vehicles provided they meet emission data vehicles' protocol) to represent more than one selection under paragraph (b)(1) (i), (ii), (iv), or (vii) of this section.
(iv) If the vehicles selected in accordance with paragraphs (b)(1) (i) and (ii) of this section do not represent each engine-system combination, then one vehicle of each engine-system combination not represented will be selected by the Administrator. The vehicle selected shall be the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family.
(v) For high-altitude exhaust emission compliance for each engine family, the manufacturer shall follow one of the procedures described in paragraphs (b)(1)(v) (A) and (B) of this section.
(A) The manufacturer will select for testing under high-altitude conditions the vehicle expected to exhibit the highest emissions from the nonexempt vehicles selected in accordance with paragraphs (b)(1) (ii), (iii), and (iv) of this section; or
(B) In lieu of testing vehicles according to paragraph (b)(1)(v)(A) of this section, a manufacturer may provide a statement in its application for certification, based on the manufacturer's engineering evaluation of such high altitude emission testing as the manufacturer deems appropriate,
(
(
(vi) If 90 percent or more of the engine family sales will be in California, a manufacturer may substitute emission data vehicles selected by the California Air Resources Board criteria for the selections specified in paragraphs (b)(1) (i), (ii), and (iv) of this section.
(vii) Vehicles will be chosen to be operated and tested for evaporative emission data based upon evaporative emission family groupings as defined in paragraphs (a) (12) through (15) of this section.
(A) Vehicles of each evaporative emission family will be divided into evaporative emission control systems.
(B) The Administrator will select the vehicle expected to exhibit the highest evaporative emissions from within each evaporative family to be certified. This vehicle is selected from among the vehicles represented by the exhaust emission data selections for the engine family, unless evaporative testing has already been completed for the vehicle expected to exhibit the highest evaporative emissions for the evaporative family as part of another engine family's testing.
(C) If the vehicles selected in accordance with paragraph (b)(1)(vii)(B) of this section do not represent each evaporative emission control system then the Administrator will select the highest expected evaporative emission vehicle from within the unrepresented evaporative system.
(viii) For high-altitude evaporative emission compliance for each evaporative emission family, the manufacturer shall follow one of the procedures described in paragraphs (b)(1)(viii) (A) and (B) of this section.
(A) The manufacturer will select for testing under high-altitude conditions the one nonexempt vehicle previously selected under paragraph (b)(1)(vii) (B) or (C) of this section which is expected to have the highest level of evaporative emissions when operated at high altitude; or
(B) In lieu of testing vehicles according to paragraph (b)(1)(viii)(A) of this
(
(
(ix) Vehicles selected for high altitude exhaust emission testing under paragraph (b)(1)(v)(A) of this section may be used to satisfy the evaporative emission testing requirements of paragraph (b)(1) (viii) (A) of this section.
(x)
(B) The manufacturer is not required to test the reconfigured vehicle at low altitude.
(xi) For cold temperature CO exhaust emission compliance for each engine family, the Administrator will select for testing the vehicle expected to emit the highest emissions from the vehicles selected in accordance with paragraphs (b)(1) (i), (ii), (iii), and (iv) of this section. This vehicle shall be tested by the manufacturer in accordance with the test procedures in subpart C of this part or with alternative procedures requested by the manufacturer and approved in advance by the Administrator.
(2)
(i)-(ii) [Reserved]
(iii) The Administrator shall select a maximum of two engines within each engine family based upon features in-dicating that they may have the high-est emission levels of the engines in -the engine family in accordance with -the criteria described in paragraphs (b)(2)(iii) (A) and (B) of this section.
(A) The Administrator shall select one emission data engine first based on the largest displacement within the engine family. Then from those within the largest displacement the Administrator shall select, in the order listed, highest fuel flow at the speed of maximum rated torque, the engine with the most advanced spark timing, no EGR or lowest EGR flow, and no air pump or lowest actual flow air pump.
(B) The Administrator shall select one additional engine, from within each engine family. The engine selected shall be the engine expected to exhibit the highest emissions of those engines remaining in the engine family. If all engines within the engine family are similar the Administrator may waive the requirements of this paragraph.
(iv) If the engines selected in accordance with paragraphs (b)(2) (ii) and (iii) of this section do not represent each engine displacement-exhaust emission control system combination, then one engine of each engine displacement-exhaust emission control system combination not represented shall be selected by the Administrator.
(v) Within an engine family/displacement/control system combination, the manufacturer may alter any emission data engine (or other engine including current or previous model year emission data engines and development engines provided they meet the emission data engines' protocol) to represent more than one selection under paragraph (b)(2)(iii) of this section.
(3)
(i) Engines will be chosen to be run for emission data based upon engine family groupings. Within each engine family, the requirements of paragraphs (b)(3) (i) through (iv) of this section must be met.
(ii) Engines of each engine family will be divided into groups based upon their exhaust emission control systems. One engine of each engine system combination shall be run for smoke emission data (diesel engines only) and gaseous emission data. Either the complete gaseous emission test or the complete smoke test may be conducted
(iii) The Administrator may select a maximum of one additional engine within each engine-system combination based upon features indicating that it may have the highest emission levels of the engines of that combination. In selecting this engine, the Administrator will consider such features as the injection system, fuel system, compression ratio, rated speed, rated horsepower, peak torque speed, and peak torque.
(iv) Within an engine family control system combination, the manufacturer may alter any emission data engine (or other engine including current or previous model year emission data engines and development engines provided they meet the emission data engines' protocol) to represent more than one selection under paragraphs (b)(3) (ii) and (iii) of this section.
(c)
(i) A durability data vehicle will be selected by the Administrator to represent each engine-system combination. The vehicle selected shall be of the engine displacement with the largest projected sales volume of vehicles with that control-system combination in that engine family and will be designated by the Administrator as to transmission type, fuel system, inertia weight class, and test weight.
(ii) A manufacturer may elect to operate and test additional vehicles to represent any engine-system combination. The additional vehicles must be of the same engine displacement, transmission type, fuel system and inertia weight class as the vehicle selected for that engine-system combination in accordance with the provisions of paragraph (c)(1)(i) of this section. Notice of an intent to operate and test additional vehicles shall be given to the Administrator no later than 30 days following notification of the test fleet selection.
(2)
(i) The manufacturer shall select the vehicles, engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether vehicles, engines, subsystems, or components are used, they shall be selected so that their emissions deterioration characteristics may be expected to represent those of in-use vehicles, based on good engineering judgment.
(ii) [Reserved]
(3)
(i) The manufacturer shall select the engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether engines, subsystems, or components are used, they shall be selected so that their emissions deterioration characteristics may be expected to represent those of in-use engines, based on good engineering judgment.
(ii) [Reserved]
(d) For purposes of testing under § 86.094-26(a)(9) or (b)(11), the Administrator may require additional emission data vehicles (or emission data engines) and durability data vehicles (light-duty vehicles only) identical in all material respects to vehicles (or engines) selected in accordance with paragraphs (b) and (c) of this section, provided that the number of vehicles (or engines) selected shall not increase the size of either the emission data fleet or the durability data fleet by more than 20 percent or one vehicle (or engine), whichever is greater.
(e)(1) [Reserved]
(2) Any manufacturer may request to certify engine families with combined total sales of fewer than 10,000 light-
(f)
(g)(1) Paragraph (g) of this section applies to light-duty vehicles and light-duty trucks, but does not apply to the production vehicles selected under paragraph (h) of this section.
(2)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination, shall be equipped with an item (whether that item is standard equipment or an option), the full estimated weight of that item shall be included in the curb weight computation for each vehicle available with that item in that carline, within that engine-system combination.
(ii) Where it is expected that 33 percent or less of the carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option), no weight for that item will be added in computing the curb weight for any vehicle in that carline, within that engine-system combination, unless that item is standard equipment on the vehicle.
(iii) In the case of mutually exclusive options, only the weight of the heavier option will be added in computing the curb weight.
(iv) Optional equipment weighing less than three pounds per item need not be considered.
(3)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, then such items shall actually be installed (unless excluded under paragraph (g)(3)(ii) of this section) on all emission data and durability data vehicles of that carline, within that engine-system combination, on which the items are intended to be offered in production. Items that can reasonably be expected to influence emissions are: air conditioning, power steering, power brakes, and other items determined by the Administrator.
(ii) If the manufacturer determines by test data or engineering evaluation that the actual installation of the optional equipment required by paragraph (g)(3)(i) of this section does not affect the emissions or fuel economy values, the optional equipment need not be installed on the test vehicle.
(iii) The weight of the options shall be included in the design curb weight and also be represented in the weight of the test vehicles.
(iv) The engineering evaluation, including any test data, used to support the deletion of optional equipment from test vehicles, shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
(4) Where it is expected that 33 percent or less of a carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, that item shall not be installed on any emission data vehicle or durability data vehicle of that carline, within that engine-system combination, unless that item is standard equipment on that vehicle or specifically required by the Administrator.
(h)
(1) In order to update the durability data to be used to determine a deterioration factor for each engine family group, the Administrator will select durability data vehicles from the manufacturer's production line. Production vehicles will be selected from each model year's production for those vehicles certified using the Production AMA Durability Program procedures.
(i) The Administrator shall select the production durability data vehicle designs from the designs that the manufacturer offers for sale. For each model year and for each engine family group, the Administrator may select production durability data vehicle designs of equal number to the number of engine families within the engine family group, up to a maximum of three vehicles.
(ii) The production durability data vehicles representing the designs selected in paragraph (h)(1)(i) of this section will be randomly selected from the manufacturer's production. The Administrator will make these random selections unless the manufacturer (with prior approval of the Administrator) elects to make the random selections.
(iii) The manufacturer may select additional production durability data vehicle designs from within the engine family group. The production durability data vehicles representing these designs shall be randomly selected from the manufacturer's production in accordance with paragraph (h)(1)(ii) of this section.
(iv) For each production on durability data vehicle selected under paragraph (h)(1) of this section, the manufacturer shall provide to the Administrator (before the vehicle is tested or begins service accumulation) the vehicle identification number. Before the vehicle begins service accumulation the manufacturer shall also provide the Administrator with a description of the durability data vehicle as specified by the Administrator.
(v) In lieu of testing a production durability data vehicle selected under paragraph (h)(1) of this section, and submitting data therefrom, a manufacturer may, with the prior written approval of the Administrator, submit exhaust emission data from a production vehicle of the same configuration for which all applicable data has previously been submitted.
(2) If, within an existing engine family group, a manufacturer requests to certify vehicles of a new design, engine family, emission control system, or with any other durability-related design difference, the Administrator will determine if the existing engine family group deterioration factor is appropriate for the new design. If the Administrator cannot make this determination or deems the deterioration factor not appropriate, the Administrator shall select preproduction durability data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles with the new design under the provisions of paragraph (h)(1) of this section.
(3) If a manufacturer requests to certify vehicles of a new design that the Administrator determines are a new engine family group, the Administrator shall select preproduction durability data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles of that design under the provisions of paragraph (h)(1) of this section.
(a)(1)
(2) Maintenance performed on vehicles, engines, subsystems, or components used to determine exhaust or evaporative emission deterioration factors is classified as either emission-related or non-emission-related and each of these can be classified as either scheduled or unscheduled. Further, some emission-related maintenance is also classified as critical emission-related maintenance.
(b) This section specifies emission-related scheduled maintenance for purposes of obtaining durability data and for inclusion in maintenance instructions furnished to purchasers of new
(1) All emission-related scheduled maintenance for purposes of obtaining durability data must occur at the same mileage intervals (or equivalent intervals if engines, subsystems, or components are used) that will be specified in the manufacturer's maintenance instructions furnished to the ultimate purchaser of the motor vehicle or engine under § 86.094-35. This maintenance schedule may be updated as necessary throughout the testing of the vehicle/engine, provided that no maintenance operation is deleted from the maintenance schedule after the operation has been performed on the test vehicle or engine.
(2) Any emission-related maintenance which is performed on vehicles, engines, subsystems, or components must be technologically necessary to assure in-use compliance with the emission standards. The manufacturer must submit data which demonstrate to the Administrator that all of the emission-related scheduled maintenance which is to be performed is technologically necessary. Scheduled maintenance must be approved by the Administrator prior to being performed or being included in the maintenance instructions provided to purchasers under § 86.087-38. The Administrator has determined that emission-related maintenance at shorter intervals than those outlined in paragraphs (b) (3) and (4) of this section is not technologically necessary to ensure in-use compliance. However, the Administrator may determine that maintenance even more restrictive (e.g., longer intervals) than that listed in paragraphs (b) (3) and (4) of this section is also not technologically necessary.
(3) For Otto-cycle light-duty vehicles, light-duty trucks and heavy duty engines, emission-related maintenance in addition to, or at shorter intervals than, that listed in paragraphs (b)(3) (i) through (vii) of this section will not be accepted as technologically necessary, except as provided in paragraph (b)(7) of this section.
(i)(A) The cleaning or replacement of light-duty vehicle or light-duty truck spark plugs shall occur at 30,000 miles of use and at 30,000-mile intervals thereafter.
(B) The cleaning or replacement of Otto-cycle heavy duty engine spark plugs shall occur at 25,000 miles (or 750 hours) of use and at 25,000-mile (or 750-hour) intervals thereafter, for engines certified for use with unleaded fuel only.
(ii) For light-duty vehicles and light-duty trucks, the adjustment, cleaning, repair, or replacement of the items listed in paragraphs (b)(3)(ii) (A) through (D) of this section shall occur at 50,000 miles of use and at 50,000-mile intervals thereafter.
(A) Positive crankcase ventilation valve.
(B) Emission-related hoses and tubes.
(C) Ignition wires.
(D) Idle mixture.
(iii) For heavy-duty engines, the adjustment, cleaning, repair, or replacement of the items listed in paragraphs (b)(3)(iii) (A) through (D) of this section shall occur at 50,000 miles (or 1,500 hours) of use and at 50,000-mile (or 1,500-hour) intervals thereafter.
(A) Positive crankcase ventilation valve.
(B) Emission-related hoses and tubes.
(C) Ignition wires.
(D) Idle mixture.
(iv) For light-duty vehicles, light-duty trucks and heavy-duty engines, the adjustment, cleaning, repair, or replacement of the oxygen sensor shall occur at 80,000 miles (or 2,400 hours) of use and at 80,000-mile (or 2,400-hour) intervals thereafter.
(v) For heavy-duty engines, the adjustment, cleaning, repair, or replacement of the items listed in paragraphs (b)(3)(v) (A) through (G) of this section shall occur at 100,000 miles (or 3,000 hours) of use and at 100,000-mile (or 3,000-hour) intervals thereafter.
(A) Catalytic converter.
(B) Air injection system components.
(C) Fuel injectors.
(D) Electronic engine control unit and its associated sensors (except oxygen sensor) and actuators.
(E) Evaporative emission canister.
(F) Turbochargers.
(G) Carburetors.
(vi) For light-duty vehicles and light-duty trucks, the adjustment, cleaning, repair, or replacement of the items
(A) Catalytic converter.
(B) Air injection system components.
(C) Fuel injectors.
(D) Electronic engine control unit and its associated sensors (except oxygen sensor) and actuators.
(E) Evaporative emission canister.
(F) Turbochargers.
(G) Carburetors.
(H) Superchargers.
(I) EGR System including all related filters and control valves.
(vii) For heavy-duty engines certified for use with unleaded fuel only, the adjustment, cleaning, repair, or replacement of the EGR system (including all related filters and control valves) shall occur at 50,000 miles (or 1,500 hours) of use and at 50,000-mile (or 1,500-hour) intervals thereafter.
(4) For diesel-cycle light-duty vehicles, light-duty trucks, and heavy-duty engines, emission-related maintenance in addition to, or at shorter intervals than that listed in paragraphs (b)(4) (i) through (iv) of this section will not be accepted as technologically necessary, except as provided in paragraph (b)(7) of this section.
(i) For heavy-duty engines, the adjustment, cleaning, repair, or replacement of the items listed in paragraphs (b)(4)(i) (A) through (C) of this section shall occur at 50,000 miles (or 1,500 hours) of use and at 50,000-mile (or 1,500-hour) intervals thereafter.
(A) Exhaust gas recirculation system including all related filters and control valves.
(B) Positive crankcase ventilation valve.
(C) Fuel injector tips (cleaning only).
(ii) For light-duty vehicles and light-duty trucks, the adjustment, cleaning, repair, or replacement of the positive crankcase ventilation valve shall occur at 50,000 miles of use and at 50,000-mile intervals thereafter.
(iii) The adjustment, cleaning, repair, or replacement of items listed in paragraphs (b)(4)(iii) (A) through (D) of this section shall occur at 100,000 miles (or 3,000 hours) of use and at 100,000-mile (or 3,000-hour) intervals thereafter for light heavy-duty engines, or, at 150,000 miles (or 4,500 hours) intervals thereafter for medium and heavy-duty engines.
(A) Fuel injectors.
(B) Turbocharger.
(C) Electronic engine control unit and its associated sensors and actuators.
(D) Particulate trap or trap-oxidizer system (including related components).
(iv) For light-duty vehicles and light-duty trucks, the adjustment, cleaning, repair, or replacement shall occur at 100,000 miles of use and at 100,000-mile intervals thereafter of the items listed in paragraphs (b)(4)(iv) (A) through (G) of this section.
(A) Fuel injectors.
(B) Turbocharger.
(C) Electronic engine control unit and its associated sensors and actuators.
(D) Particulate trap or trap-oxidizer system (including related components).
(E) Exhaust gas recirculation system including all related filters and control valves.
(F) Catalytic converter.
(G) Superchargers.
(5) [Reserved]
(6)(i) The components listed in paragraphs (b)(6)(i) (A) through (G) of this section are currently defined as critical emission-related components.
(A) Catalytic converter.
(B) Air injection system components.
(C) Electronic engine control unit and its associated sensors (including oxygen sensor if installed) and actuators.
(D) Exhaust gas recirculation system (including all related filters and control valves).
(E) Positive crankcase ventilation valve.
(F) Evaporative emission control system components (excluding canister air filter).
(G) Particulate trap or trap-oxidizer system.
(ii) All critical emission-related scheduled maintenance must have a reasonable likelihood of being performed in-use. The manufacturer shall be required to show the reasonable likelihood of such maintenance being performed in-use, and such showing shall be made prior to the performance of the maintenance on the durability
(A) Data are presented which establish for the Administrator a connection between emissions and vehicle performance such that as emissions increase due to lack of maintenance, vehicle performance will simultaneously deteriorate to a point unacceptable for typical driving.
(B) Survey data are submitted which adequately demonstrate to the Administrator that, at an 80 percent confidence level, 80 percent of such engines already have this critical maintenance item performed in-use at the recommended interval(s)
(C) A clearly displayed visible signal system approved by the Administrator is installed to alert the vehicle driver that maintenance is due. A signal bearing the message “maintenance needed” or “check engine,”, or a similar message approved by the Administrator, shall be actuated at the appropriate mileage point or by component failure. This signal must be continuous while the engine is in operation and not be easily eliminated without performance of the required maintenance. Resetting the signal shall be a required step in the maintenance operation. The method for resetting the signal system shall be approved by the Administrator.
(D) A manufacturer may desire to demonstrate through a survey that a critical maintenance item is likely to be performed without a visible signal on a maintenance item for which there is no prior in-use experience without the signal. To that end, the manufacturer may in a given model year market up to 200 randomly selected vehicles per critical emission-related maintenance item without such visible signals, and monitor the performance of the critical maintenance item by the owners to show compliance with paragraph (b)(6)(ii)(B) of this section. This option is restricted to two consecutive model years and may not be repeated until any previous survey has been completed. If the critical maintenance involves more than one engine family, the sample will be sales weighted to ensure that it is representative of all the families in question.
(E) The manufacturer provides the maintenance free of charge, and clearly informs the customer that the maintenance is free in the instructions provided under § 86.087-38.
(F) Any other method which the Administrator approves as establishing a reasonable likelihood that the critical maintenance will be performed in-use.
(iii) Visible signal systems used under paragraph (b)(6)(ii)(C) of this section are considered an element of design of the emission control system. Therefore, disabling, resetting, or otherwise rendering such signals inoperative without also performing the indicated maintenance procedure is a prohibited act under section 203(a)(3) of the Clean Air Act (42 U.S.C. 7522(a) (3)).
(7)
(ii) In the case of any new scheduled maintenance, the manufacturer must submit a request for approval to the Administrator for any maintenance that it wishes to recommend to purchasers and perform during durability determination. New scheduled maintenance is that maintenance which did not exist prior to the 1980 model year, including that which is a direct result of the implementation of new technology not found in production prior to the 1980 model year. The manufacturer must also include its recommendations as to the category (i.e., emission-related or non-emission-related, critical or non-critical) of the subject maintenance and, for suggested emission-related maintenance, the maximum feasible maintenance interval. Such requests must include detailed evidence
(iii) Any manufacturer may request a hearing on the Administrator's determinations in paragraph (b)(7) of this section. The request shall be in writing and shall include a statement specifying the manufacturer's objections to the Administrator's determinations, and data in support of such objections. If, after review of the request and supporting data, the Administrator finds that the request raises a substantial factual issue, he shall provide the manufacturer a hearing in accordance with § 86.078-6 with respect to such issue.
(c)
(d)
(i) A fuel injector or spark plug may be changed if a persistent misfire is detected.
(ii) Readjustment of an Otto-cycle vehicle cold-start enrichment system may be performed if there is a problem of stalling.
(iii) Readjustment of the engine idle speed (curb idle and fast idle) may be performed in addition to that performed as scheduled maintenance under paragraph (c) of this section if the idle speed exceeds the manufacturer's recommended idle speed by 300 rpm or more, or if there is a problem of stalling.
(2) Any other unscheduled vehicle, emission control system, or fuel system adjustment, repair, removal, disassembly, cleaning, or replacement during testing to determine deterioration factors shall be performed only with the advance approval of the Administrator. Such approval will be given if the Administrator:
(i) Has made a preliminary determination that the part failure or system malfunction, or the repair of such failure or malfunction, does not render the vehicle or engine unrepresentative of vehicles or engines in-use and does not require direct access to the combustion chamber, except for spark plug, fuel injection component, or removable prechamber removal or replacement.
(ii) Has made a determination that the need for maintenance or repairs is indicated by an overt indication of malfunction such as persistent misfiring, engine stalling, overheating, fluid leakage, loss of oil pressure, excessive fuel consumption, or excessive power loss. The Administrator shall be given the opportunity to verify the existence of an overt indication of part failure and/or vehicle/engine malfunction (e.g.,
(iii) Has made a determination that the OBD system of a durability data vehicle representing an engine family certifying fully to the Federal OBD requirements as specified in § 86.094-17(a) through (h) has specifically detected the problem and has illuminated the malfunction indicator light.
(3) Emission measurement may not be used as a means of determining the need for unscheduled maintenance under paragraph (d)(2) of this section, except under the conditions defined in paragraphs (d)(3) (i) through (ii) of this section.
(i) The Administrator may approve unscheduled maintenance on durability data vehicles based upon a significant change in emission levels that indicates a vehicle or engine malfunction. In these cases the Administrator may first approve specific diagnostic procedures to identify the source of the problem. The Administrator may further approve of specific corrections to the problem after the problem has been identified. The Administrator may only approve the corrective action after it is determined that:
(A) The malfunction was caused by nonproduction build practices or by a previously undetected design problem;
(B) The malfunction will not occur in production vehicles or engines in-use; and
(C) The deterioration factor generated by the durability data vehicle or engine will remain unaffected by the malfunction or by the corrective action (e.g., the malfunction was present for only a short period of time before detection, replacement parts are functionally representative of the proper mileage or hours, etc.).
(ii) Following any unscheduled maintenance approved under paragraph (d)(3)(i) of this section, the manufacturer shall perform an after-maintenance emission test. If the Administrator determines that the after-maintenance emission levels for any pollutant indicates that the deterioration factor is no longer representative of production, the Administrator may disqualify the durability data vehicle or engine.
(4) If the Administrator determines that part failure or system malfunction occurrence and/or repair rendered the vehicle/engine unrepresentative of vehicles in-use, the vehicle/engine shall not be used for determining deterioration factors.
(5) Repairs to vehicle components of a durability data vehicle other than the engine, emission control system, or fuel system, shall be performed only as a result of part failure, vehicle system malfunction, or with the advance approval of the Administrator.
(e)
(2)-(3) [Reserved]
(4) Repairs to vehicle components of an emission data vehicle other than the engine, emission control system, or fuel system, shall be performed only as a result of part failure, vehicle system malfunction, or with the advance approval of the Administrator.
(f) Equipment, instruments, or tools may not be used to identify malfunctioning, maladjusted, or defective engine components unless the same or equivalent equipment, instruments, or tools will be available to dealerships and other service outlets and:
(1) Are used in conjunction with scheduled maintenance on such components; or
(2) Are used subsequent to the identification of a vehicle or engine malfunction, as provided in paragraph (d)(2) of this section for durability data vehicles or in paragraph (e)(1) of this section for emission data vehicles; or
(3) Unless specifically authorized by the Administrator.
(g)(1) Paragraph (g) of this section applies to light-duty vehicles.
(2) Complete emission tests (see §§ 86.106 through 86.145) are required, unless waived by the Administrator,
(h) All test data, maintenance reports, and required engineering reports shall be compiled and provided to the Administrator in accordance with § 86.090-23.
(a)(1) Paragraph (a) of this section applies to light-duty vehicles. It prescribes mileage and service accumulation requirements for durability data vehicles run under either the Standard AMA Durability Program of § 86.094-13(c) or the Production AMA Durability Program of § 86.094-13(d), and for emission data vehicles regardless of the durability program employed. Service accumulation requirements for durability data vehicles run under the Alternative Service Accumulation Program may be found in § 86.094-13(e).
(2) The standard method of whole-vehicle service accumulation for durability data vehicles and for emission data vehicles in model years 1994 and beyond shall be mileage accumulation using the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate mileage at a measured curb weight which is within 100 pounds of the estimated curb weight. If the loaded vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respective emission tests at higher loaded vehicle weight.
(3)
(i)
(B) Emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1) (v) or (viii) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing under high-altitude conditions.
(C) Exhaust and evaporative emissions tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1) (i), (ii), (iii), (iv), or (vii)(B) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing under low-altitude conditions.
(D) For each engine family, the manufacturer will either select one vehicle previously selected under § 86.094-24(b)(1) (i) through (iv) to be tested under high-altitude conditions or provide a statement in accordance with § 86.094-24(b)(1)(v). Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. In addition, any emission control device used to conform with the emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(ii)
(B) Emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1)(v) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1) (i), (ii), (iii), (iv), or (vii)(B) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing under low-altitude conditions.
(D) For each engine family, the manufacturer will either select one vehicle previously selected under § 86.094-24(b)(1) (i) through (iv) to be tested under high-altitude conditions or provide a statement in accordance with § 86.094-24(b)(1)(v). Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. In addition, any emission control device used to conform with the emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(4)(i)
(B)
(
(
(
(C) Complete exhaust emission tests shall be made at nominal test point mileage intervals that the manufacturer determines. At a minimum, two complete exhaust emission tests shall be made. The first test shall be made at a distance not greater than 6,250 miles. The last shall be made at the mileage accumulation endpoint determined in paragraph (a)(4)(i) (A) or (B) of this section, whichever is applicable.
(D) Except with advance approval of the Administrator, the mileage interval between nominal test points must be of equal length except for the interval between zero miles and the first test, and any interval before or after testing conducted in conjunction with vehicle maintenance as specified in § 86.094-25(g)(2).
(ii) The manufacturer may, at its option, alter the durability data vehicle at the selected nominal test point to represent emission data vehicle(s) within the same engine-system combination and perform emission tests on the altered vehicle. Upon completion of emission testing, the manufacturer may return the test vehicle to the durability data vehicle configuration and continue mileage accumulation.
(5)(i) All tests required by this subpart on emission data vehicles shall be conducted at a mileage equal to or greater than the mileage the manufacturer determines under paragraph (a)(3) of this section.
(ii) All tests required by this subpart on durability data vehicles shall be conducted within 250 miles of each of the nominal test points. This
(6)(i)(A) The manufacturer may conduct multiple tests at any test point at which the data are intended to be used in the deterioration factor. At each test point where multiple tests are conducted, the test results from all valid tests shall be averaged to determine the data point to be used in the deterioration factor calculation, except under paragraph (a)(6)(i)(B) of this section. The test results from emission tests performed before maintenance affecting emissions shall not be averaged with test results after the maintenance.
(B) The manufacturer is not required to average multiple tests if the manufacturer conducts no more than three tests at each test point and if the number of tests at each test point is equal. All test points must be treated the same for all exhaust pollutants.
(ii) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given by the manufacturer for the voided test. Tests between test points may be conducted as required by the Administrator. Data from all tests (including voided tests) may be submitted weekly to the Administrator, but shall be air posted or delivered to the Administrator within 7 days after completion of the test. In addition, all test data shall be compiled and provided to the
(iii) The results of all emission tests shall be rounded to the number of places to the right of the decimal point indicated by expressing the applicable emission standard of this subpart to one additional significant figure, in accordance with the rounding off method specified in ASTM E 29-67 (reapproved 1980) (“Standard recommended practice for indicating which places of figures are to be considered significant in specified limiting values,” American Society for Testing and Materials). This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from American Society for Testing and Materials, 1916 Race St., Philadelphia, PA 19103. Copies may be inspected at the U.S. Environmental Protection Agency, Air Docket Section, room M-1500, 401 M Street SW., Washington, DC 20460 or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington DC.
(7) Whenever a manufacturer intends to operate and test a vehicle which may be used for emission or durability data, the manufacturer shall retain in its records all information concerning all emissions tests and maintenance, including vehicle alterations to represent other vehicle selections. For emission data vehicles, this information shall be submitted, including the vehicle description and specification information required by the Administrator, to the Administrator following the emission data test. For durability data vehicles, this information shall be submitted following the 5,000-mile test.
(8) The data from emission data vehicles and durability data vehicles obtained pursuant to the provisions of this section will be used in the calculations under § 86.094-28.
(9)(i) The Administrator may elect to operate and test any test vehicle during all or any part of the mileage accumulation and testing procedure. In such cases, the manufacturer shall provide the vehicle(s) to the Administrator with all information necessary to conduct this testing.
(ii) The test procedures in §§ 86.106 through 86.145 will be followed by the Administrator. The Administrator will test the vehicles at each test point. Maintenance may be performed by the manufacturer under such conditions as the Administrator may prescribe.
(iii) The data developed by the Administrator for the engine-system combination shall be combined with any applicable data supplied by the manufacturer on other vehicles of that combination to determine the applicable deterioration factors for the combination. In the case of a significant discrepancy between data developed by the Administrator and that submitted by the manufacturer, the Administrator's data shall be used in the determination of deterioration factors.
(10) Emission testing of any type with respect to any certification vehicle other than that specified in this part is not allowed except as such testing may be specifically authorized by the Administrator.
(11) This section does not apply to testing conducted to meet the requirements of § 86.091-23(b)(2).
(b)(1) Paragraph (b) of this section applies to light-duty trucks.
(2) Four types of mileage or service accumulation are applicable to light-duty trucks, as described in paragraphs (b)(2) (i) through (iv) of this section.
(i) Paragraph (b)(2)(i) of this section applies to service accumulation conducted under the Standard Self-Approval Durability Program of § 86.094-13(f). This type of service accumulation is applicable for model years 1994 and beyond only. The manufacturer determines the form and extent of this service accumulation, consistent with good engineering practice, and describes it in the application for certification. Service accumulation under the Standard Self-Approval Durability Program is conducted on vehicles, engines, subsystems, or components selected by the manufacturer under § 86.094-24(c)(2)(i).
(ii) Paragraph (b)(2)(ii) of this section applies to service accumulation conducted under the Alternative Service Accumulation Durability Program of § 86.094-13(e). This type of service accumulation is applicable for model years
(iii) Paragraph (b)(2)(iii) of this section applies to mileage accumulation of the duration selected by the manufacturer on emission data vehicles selected under § 86.094-24(b)(1). The procedure for mileage accumulation will be the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate mileage at a measured curb weight which is within 100 pounds of the estimated curb weight. If the loaded vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respective emission tests at higher loaded vehicle weight.
(iv) Service or mileage accumulation may also be part of the test procedures used by the manufacturer to establish evaporative emission deterioration factors.
(3) Exhaust emission deterioration factors will be determined on the basis of the mileage or service accumulation described in paragraph (b)(2) (i) or (ii) of this section and related testing, according to the manufacturer's procedures.
(4) Each emission data vehicle shall be operated and tested as follows:
(i)
(B) Emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1) (v) or (viii) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at 6,436 kilometers (4,000 miles) under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1) (ii), (iii), (iv)(A), or (vii)(B) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at 6,436 kilometer (4,000 mile) test point under low-altitude conditions.
(D) If the manufacturer recommends adjustments or modifications in order to conform to emission standards at high altitude, such adjustments or modifications shall be made to the test vehicle selected under § 86.094-24(b)(1) (v) and (viii) (in accordance with the instructions to be provided to the ultimate purchaser) before being tested under high-altitude conditions.
(ii)
(B) Emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1)(v) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at the 6,436 kilometer (4,000 mile) test point under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1) (ii), (iii), and (iv) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at the 6,436 kilometer (4,000 mile) test point under low-altitude conditions.
(D) If the manufacturer recommends adjustments or modifications in order to conform to emission standards at high-altitude, such adjustments or modifications shall be made to the test vehicle selected under § 86.094-24(b)(1) (v) and (viii) (in accordance with the instructions to be provided to the ultimate purchaser) before being tested under high-altitude conditions.
(iii) [Reserved]
(iv) All tests required by this subpart on emission data vehicles shall be conducted at a mileage equal to or greater than the mileage the manufacturer determines under paragraph (b)(4) of this section.
(c)(1) Paragraph (c) of this section applies to heavy-duty engines.
(2) Two types of service accumulation are applicable to heavy-duty engines, as described in paragraphs (c)(2) (i) and (ii) of this section.
(i) Service accumulation on engines, subsystems, or components selected by the manufacturer under § 86.094-24(c)(3)(i). The manufacturer determines the form and extent of this service accumulation, consistent with good engineering practice, and describes it in the application for certification.
(ii) Dynamometer service accumulation on emission data engines selected under § 86.094-24(b) (2) or (3). The manufacturer determines the engine operating schedule to be used for dynamometer service accumulation, consistent with good engineering practice. A single engine operating schedule shall be used for all engines in an engine family-control system combination. Operating schedules may be different for different combinations.
(3) Exhaust emission deterioration factors will be determined on the basis of the service accumulation described in paragraph (b)(2)(i) of this section and related testing, according to the manufacturer's procedures.
(4) The manufacturer shall determine, for each engine family, the number of hours at which the engine system combination is stabilized (no less than 62 hours for catalyst equipped) for emission data testing. The manufacturer shall maintain, and provide to the Administrator if requested, a record of the rationale used in making this determination. The manufacturer may elect to accumulate 125 hours on each test engine within an engine family without making a determination. Any engine used to represent emission data engine selections under § 86.094-24(b)(2) shall be equipped with an engine system combination that has accumulated at least the number of hours determined under this paragraph. Complete exhaust emission tests shall be
(d)(1) Paragraph (d) of this section applies to both light-duty trucks and heavy-duty engines.
(2)(i) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given by the manufacturer for the voided test. Tests between test points may be conducted as required by the Administrator. Data from all tests (including voided tests) may be submitted weekly to the Administrator, but shall be air posted or delivered to the Administrator within 7 days after completion of the test. In addition, all test data shall be compiled and provided to the Administrator in accordance with § 86.094-23. Where the Administrator conducts a test on a durability data vehicle at a prescribed test point, the results of that test will be used in the calculation of the deterioration factor.
(ii) The results of all emission tests shall be recorded and reported to the Administrator. These test results shall be rounded, in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in paragraph (a)(6)(iii) of this section), to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure.
(3) Whenever a manufacturer intends to operate and test a vehicle (or engine) which may be used for emission data, the manufacturer shall retain in its records all information concerning all emissions tests and maintenance, including vehicle (or engine) alterations to represent other vehicle (or engine) selections. This information shall be submitted, including the vehicle (or engine) description and specification information required by the Administrator, to the Administrator following the emission data test.
(4)-(5) [Reserved]
(6) Emission testing of any type with respect to any certification vehicle or engine other than that specified in this subpart is not allowed except as such testing may be specifically authorized by the Administrator.
(a)(1) Paragraph (a) of this section applies to lightduty vehicles.
(2) Each exhaust and evaporative emission standard (and family particulate emission limit, as appropriate) of § 86.094-8 applies to the emissions of vehicles for the appropriate useful life as defined in §§ 86.094-2 and 86.094-8.
(3) Since it is expected that emission control efficiency will change with mileage accumulation on the vehicle, the emission level of a vehicle which has accumulated mileage equal to the specified useful life will be used as the basis for determining compliance with the standard (or family particulate emission limit, as appropriate).
(4) The procedure for determining compliance of a new motor vehicle with exhaust and evaporative emission standards (or family particulate emission limit, as appropriate) is as described in paragraphs (a)(4) (i) through (v) of this section, except where specified by paragraph (a)(7) of this section for the Production AMA Durability Program.
(i) Separate emission deterioration factors shall be determined from the exhaust emission results of the durability data vehicle(s) for each engine-system combination. A separate evaporative emission deterioration factor shall be determined for each evaporative emission family-evaporative emission control system combination from the testing conducted by the manufacturer (gasoline-fueled and methanol-fueled vehicles only).
(A) The applicable results to be used, unless excluded by paragraph (a)(4)(i)(A)(
(
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(
(B)(
(
(
(
(
(
(C)
(
(
(ii)(A)(
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(B) The official evaporative emission test results (gasoline-fueled and methanol-fueled vehicles only) for each evaporative emission data vehicle at the selected test point shall be adjusted by addition of the appropriate deterioration factor, provided that if a deterioration factor as computed in paragraph (a)(4)(i)(C) of this section is less than zero, that deterioration factor shall be zero for the purposes of this paragraph.
(iii) The emissions to compare with the standard (or the family particulate emission limit, as appropriate) shall be the adjusted emissions of paragraphs (a)(4)(ii) (A) and (B) of this section for each emission data vehicle. Before any emission value is compared with the standard (or the family particulate emission limit, as appropriate) it shall be rounded, in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in paragraph (a)(4)(i)(B)(
(iv) Every test vehicle of an engine family must comply with the exhaust emission standards (or the family particulate emission limit, as appropriate), as determined in paragraph (a)(4)(iii) of this section, before any vehicle in that family may be certified.
(v) Every test vehicle of an evaporative emission family must comply with the evaporative emission standard, as determined in paragraph (a)(4)(iii) of this section, before any vehicle in that family may be certified.
(5) If a manufacturer chooses to change the level of any family particulate emission limit(s) in the particulate averaging program, compliance with the new limit(s) must be based upon existing certification data.
(6) If a manufacturer chooses to participate in the diesel particulate averaging program, the production-weighted average of the family particulate emission limits of all affected engine families must comply with the particulate standards in § 86.094-8(a)(1)(iv), or the composite particulate standard defined in § 86.094-2, as appropriate, at the end of the production year.
(7) The procedure to determine the compliance of new motor vehicles in the Production AMA Durability Program described in § 86.094-13 is the same as described in paragraphs (a)(4) (iii) through (v) of this section. For the engine families that are included in the Production AMA Durability Program,
(i) Separate deterioration factors shall be determined from the exhaust emission results of the durability data vehicles for each emission standard applicable under § 86.094-8, for each engine family group. The evaporative emission deterioration factor for each evaporative family will be determined and applied in accordance with paragraph (a)(4) of this section.
(ii) The deterioration factors for each engine family group shall be determined by the Administrator using historical durability data from as many as three previous model years. These data will consist of deterioration factors generated by durability data vehicles representing certified engine families and of deterioration factors from vehicles selected under § 86.094-24(h) . The Administrator shall determine how these data will be combined for each engine family group.
(A) The test result to be used in the calculation of each deterioration factor to be combined for each engine family group shall be those test results specified in paragraph (a)(4)(i)(A) of this section.
(B) For each durability data vehicle selected under § 86.094-24(h), all applicable exhaust emission results shall be plotted as a function of the mileage on the system rounded to the nearest mile, and the best fit straight lines, fitted by method of least squares, shall be drawn through all these data points. The exhaust deterioration factor for each durability data vehicle shall be calculated as specified in paragraph (a)(4)(i)(B) of this section.
(C)
(
(
(b)(1) Paragraph (b) of this section applies to light-duty trucks.
(2) Each exhaust and evaporative emission standard (and family particulate emission limit, as appropriate) of § 86.094-9 applies to the emissions of vehicles for the appropriate useful life as defined in §§ 86.094-2 and 86.094-9.
(3) Since emission control efficiency generally decreases with the accumulation of mileage on the vehicle, deterioration factors will be used in combination with emission data vehicle test results as the basis for determining compliance with the standards (or family emission limits, as appropriate).
(4)(i) Paragraph (b)(4) of this section describes the procedure for determining compliance of a new vehicle with exhaust emission standards (or family emission limits, as appropriate), based on deterioration factors. If the manufacturer certifies under the Standard Self-Approval Program as specified in § 86.094-13(f), the manufacturer supplies the deterioration factors. If the manufacturer certifies under the Alternative Service Accumulation Durability Program as specified in § 86.094-13(e), the applicable procedure for the determination of deterioration factors for light-duty trucks is the same as that described in paragraph (a)(4) of this section for light-duty vehicles.
(ii) Separate exhaust emission deterioration factors, determined from
(iii) The official exhaust emission results for each applicable exhaust emission standard for each emission data vehicle at the selected test point shall be adjusted by multiplication by the appropriate deterioration factor. However, if the deterioration factor supplied by the manufacturer is less than one, it shall be one for the purposes of this paragraph.
(iv) The emission values to compare with the standards (or family emission limits, as appropriate) shall be the adjusted emission values of paragraph (b)(4)(iii) of this section rounded to two significant figures in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in paragraph (a)(4)(i)(B)(
(5)(i) Paragraphs (b)(5)(i) (A) and (B) of this section apply only to manufacturers electing to participate in the particulate averaging program.
(A) If a manufacturer chooses to change the level of any family particulate emission limit(s), compliance with the new limit(s) must be based upon existing certification data.
(B) The production-weighted average of the family particulate emission limits of all applicable engine families, rounded to two significant figures in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in paragraph (a)(4)(i)(B)(
(ii) Paragraphs (b)(5)(ii) (A) and (B) of this section apply only to manufacturers electing to participate in the NO
(A) If a manufacturer chooses to change the level of any family NO
(B) The production-weighted average of the family NO
(6) [Reserved]
(7)(i) Paragraph (b)(7) of this section describes the procedure for determining compliance of a new vehicle with evaporative emission standards. The procedure described here shall be used for all vehicles in all model years.
(ii) The manufacturer shall determine, based on testing described in § 86.091-21(b)(4)(i), and supply an evaporative emission deterioration factor for each evaporative emission family-evaporative emission control system combination. The factor shall be calculated by subtracting the emission level at the selected test point from the emission level at the useful life point.
(iii) The official evaporative emission test results for each evaporative emission data vehicle at the selected test point shall be adjusted by the addition of the appropriate deterioration factor. However, if the deterioration factor supplied by the manufacturer is less than zero, it shall be zero for the purposes of this paragraph.
(iv) The emission value to compare with the standards shall be the adjusted emission value of paragraph (b)(7)(iii) of this section rounded to two significant figures in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in paragraph (a)(4)(i)(B)(
(8) Every test vehicle of an engine family must comply with all applicable standards (and family emission limits, as appropriate), as determined in paragraphs (b)(4)(iv) and (b)(7)(iv) of this section, before any vehicle in that family will be certified.
(c)(1) Paragraph (c) of this section applies to heavy-duty engines.
(2) The exhaust emission standards (or family emission limits, as appropriate) for Otto-cycle engines in § 86.094-10 or for diesel-cycle engines in
(3) Since emission control efficiency generally decreases with the accumulation of service on the engine, deterioration factors will be used in combination with emission data engine test results as the basis for determining compliance with the standards.
(4)(i) Paragraph (c)(4) of this section describes the procedure for determining compliance of an engine with emission standards (or family emission limits, as appropriate), based on deterioration factors supplied by the manufacturer.
(ii) Separate exhaust emission deterioration factors, determined from tests of engines, subsystems, or components conducted by the manufacturer, shall be supplied for each engine-system combination. For Otto-cycle engines, separate factors shall be established for transient HC (THCE), CO, and NO
(iii)(A) Paragraphs (c)(4)(iii)(A) (
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(B) Paragraph (c)(4)(iii)(B) of this section applies to diesel-cycle heavy-duty engines.
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(iv) The emission values to compare with the standards (or family emission limits, as appropriate) shall be the adjusted emission values of paragraph (c)(4)(iii) of this section, rounded to the same number of significant figures as contained in the applicable standard -in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in paragraph (a)(4)(i)(B)(
(5)-(6) [Reserved]
(7) Every test engine of an engine family must comply with all applicable standards (or family emission limits,
(d)(1) Paragraph (d) of this section applies to heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines.
(2) The applicable evaporative emission standard in § 86.091-10 or § 86.094-11 applies to the emissions of vehicles for their useful life.
(3)(i) For vehicles with a GVWR of up to 26,000 pounds, because it is expected that emission control efficiency will change during the useful life of the vehicle, an evaporative emission deterioration factor shall be determined from the testing described in § 86.088-23(b)(3) for each evaporative emission family-evaporative emission control system combination to indicate the evaporative emission control system deterioration during the useful life of the vehicle (minimum 50,000 miles). The factor shall be established to a minimum of two places to the right of the decimal.
(ii) For vehicles with a GVWR of greater than 26,000 pounds, because it is expected that emission control efficiency will change during the useful life of the vehicle, each manufacturer's statement as required in § 86.094-23(b) (4) (ii) shall include, in accordance with good engineering practice, consideration of control system deterioration.
(4) The evaporative emission test results, if any, shall be adjusted by the addition of the appropriate deterioration factor, provided that if the deterioration factor as computed in paragraph (d)(3) of this section is less than zero, that deterioration factor shall be zero for the purposes of this paragraph.
(5) The emission level to compare with the standard shall be the adjusted emission level of paragraph (d)(4) of this section. Before any emission value is compared with the standard, it shall be rounded, in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in paragraph (a)(4)(i)(B)(
(6) Every test vehicle of an evaporative emission family must comply with the evaporative emission standard, as determined in paragraph (d)(5) of this section, before any vehicle in that family may be certified.
(a)(1)(i) If, after a review of the test reports and data submitted by the manufacturer, data derived from any inspection carried out under § 86.091-7(c) and any other pertinent data or information, the Administrator determines that a test vehicle(s) (or test engine(s)) meets the requirements of the Act and of this subpart, he will issue a certificate of conformity with respect to such vehicle(s) (or engine(s)) except in cases covered by paragraphs (a) (1) (ii) and (c) of this section.
(ii)
(2) Such certificate will be issued for such period not to exceed one model year as the Administrator may determine and upon such terms as he may deem necessary or appropriate to assure that any new motor vehicle (or new motor vehicle engine) covered by the certificate will meet the requirements of the Act and of this part.
(3)(i) One such certificate will be issued for each engine family. For gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks, one such certificate will be issued for each engine family evaporative emission family combination.
(A)
(B)
(ii) For gasoline-fueled and methanol-fueled heavy-duty vehicles, one such certificate will be issued for each manufacturer and will certify compliance for those vehicles previously identified in that manufacturer's statement(s) of compliance as required in § 86.094-23(b)(4) (i) and (ii).
(iii) For diesel-cycle light-duty vehicles and light-duty trucks, or diesel-cycle heavy-duty engines, included in the applicable particulate averaging program, the manufacturer may at any time during production elect to change the level of any family particulate emission limit by demonstrating compliance with the new limit as described in §§ 86.094-28(a)(6) and 86.094-28(b)(5)(i) . New certificates issued under this paragraph will be applicable only for vehicles (or engines) produced subsequent to the date of issuance.
(iv) For light-duty trucks or heavy-duty engines included in the applicable NO
(4)(i) The adjustment or modification of any light-duty truck in accordance with instructions provided by the manufacturer for the altitude where the vehicle is principally used will not be considered a violation of section 203(a)(3) of the Clean Air Act (42 U.S.C. 7522 (a)(3)).
(ii) A violation of section 203(a)(1) of the Clean Air Act (42 U.S.C. 7522(a)(1)) occurs when a manufacturer sells or delivers to an ultimate purchaser any light-duty vehicle or light-duty truck, subject to the regulations under the Act, under any of the conditions specified in the remainder of this paragraph.
(A) When a light-duty vehicle or light-duty truck is not configured to meet high-altitude requirements:
(
(
(B) When a light-duty vehicle is not configured to meet low-altitude requirements, as provided in § 86.094-8(i) :
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(iii) A manufacturer shall be deemed to have reason to believe that a light-duty vehicle that has been exempted from compliance with emission standards at high-altitude, or a light-duty truck which is not configured to meet high-altitude requirements, will not be sold to an ultimate purchaser for principal use at a designated high-altitude location if the manufacturer has informed its dealers and field representatives about the terms of these high-altitude regulations, has not caused the improper sale itself, and has taken reasonable action which shall include, but not be limited to, either paragraph (a)(4)(iii) (A) or (B), and paragraph (a)(4)(iii)(C) of this section:
(A) Requiring dealers in designated high-altitude locations to submit written statements to the manufacturer signed by the ultimate purchaser that a vehicle which is not configured to meet high-altitude requirements will not be used principally at a designated
(B) Implementing a system which monitors factory orders of low-altitude vehicles by high-altitude dealers, or through other means, identifies dealers that may have sold or delivered a vehicle not configured to meet the high-altitude requirements to an ultimate purchaser for principal use at a designated high-altitude location; and making such information available to EPA upon reasonable written request (but not more frequently than quarterly, unless EPA has demonstrated that it has substantial reason to believe that an improperly configured vehicle has been sold); and
(C) Within a reasonable time after receiving written notice from EPA or a State or local government agency that a dealer may have improperly sold or delivered a vehicle not configured to meet the high-altitude requirements to an ultimate purchaser residing in a designated high-altitude location, or based on information obtained pursuant to paragraph (a)(4)(iii) of this section that a dealer may have improperly sold or delivered a significant number of such vehicles to ultimate purchasers so residing, reminding the dealer in writing of the requirements of these regulations, and, where appropriate, warning the dealer that sale by the dealer of vehicles not configured to meet high-altitude requirements may be contrary to the terms of its franchise agreement with the manufacturer and the dealer certification requirements of § 85.2108 of this chapter.
(iv) A manufacturer shall be deemed to have reason to believe that a light-duty vehicle which has been exempted from compliance with emission standards at low-altitude, as provided in § 86.094-8(i), will not be sold to an ultimate purchaser for principal use at a designated low-altitude location if the manufacturer has informed its dealers and field representatives about the terms of the high-altitude regulations, has not caused the improper sale itself, and has taken reasonable action which shall include, but not be limited to, either paragraph (a)(4)(iv) (A) or (B), and (a)(4)(iv)(C) of this section:
(A) Requiring dealers in designated low-altitude locations to submit written statements to the manufacturer signed by the ultimate purchaser that a vehicle which is not configured to meet low-altitude requirements will not be used principally at a designated low-altitude location; requiring dealers in counties contiguous to designated low-altitude locations to submit written statements to the manufacturer, signed by the ultimate purchaser who represents to the dealer in the normal course of business that he or she resides in a designated low-altitude location, that a vehicle which is not configured to meet low-altitude requirements will not be used principally at a designated low-altitude location; and for each sale or delivery of fleets of ten or more such vehicles in a low-altitude location or in counties contiguous to
(B) Implementing a system which monitors factory orders of high-altitude vehicles by low-altitude dealers, or through other means, identifies dealers that may have sold or delivered a vehicle not configured to meet the low-altitude requirements to an ultimate purchaser for principal use at a designated low-altitude location; and making such information available to EPA upon reasonable written request (but not more frequently than quarterly, unless EPA has demonstrated that it has substantial reason to believe that an improperly configured vehicle has been sold); and
(C) Within a reasonable time after receiving written notice from EPA or a state or local government agency that a dealer may have improperly sold or delivered a vehicle not configured to meet the low-altitude requirements to an ultimate purchaser residing in a designated low-altitude location, or based on information obtained pursuant to paragraph (a)(4)(iv) of this section that a dealer may have improperly sold or delivered a significant number of such vehicles to ultimate purchasers so residing, reminding the dealer in writing of the requirements of these regulations, and, where appropriate, warning the dealer that sale by the dealer of vehicles not configured to meet low-altitude requirements may be contrary to the terms of its franchise agreement with the manufacturer and the dealer certification requirements of § 85.2108 of this chapter.
(5)(i) For the purpose of paragraph (a) of this section, a “designated high-altitude location” is any county which has substantially all of its area located above 1,219 meters (4,000 feet) and:
(A) Requested and extension past the attainment date of December 31, 1982, for compliance with either the National Ambient Air Quality Standards for carbon monoxide or ozone, as indicated in part 52 (Approval and Promulgation of Implementation Plans) of this title; or
(B) Is in the same state as a county designated as a high-altitude location according to paragraph (a)(5)(i)(A) of this section.
(ii) The designated high-altitude locations defined in paragraph (a)(5)(i) of this section are listed below:
(iii) For the purpose of paragraph (a) of this section, a “designated low-altitude location” is any county which has substantially all of its area located below 1,219 meters (4,000 feet).
(iv) The designated low-altitude locations so defined include all counties in the United States which are not listed in either paragraph (a)(5)(ii) of this section or in the list below:
(6) Catalyst-equipped vehicles, otherwise covered by a certificate, which are driven outside the United States, Canada, and Mexico will be presumed to have been operated on leaded gasoline resulting in deactivation of the catalysts. If these vehicles are imported or offered for importation without retrofit of the catalyst, they will be considered not to be within the coverage of the certificate unless included in a catalyst control program operated by a manufacturer or a United States Government agency and approved by the Administrator.
(7) For incomplete light-duty trucks, a certificate covers only those new motor vehicles which, when completed by having the primary load-carrying device or container attached, conform to the maximum curb weight and frontal area limitations described in the application for certification as required in § 86.094-21(d).
(8) For heavy-duty engines, a certificate covers only those new motor vehicle engines installed in heavy-duty vehicles which conform to the minimum gross vehicle weight rating, curb weight, or frontal area limitations for heavyduty vehicles described in § 86.082-2.
(9) For incomplete gasoline-fueled and methanol-fueled heavy-duty vehicles a certificate covers only those new motor vehicles which, when completed, conform to the nominal maximum fuel tank capacity limitations as described in the application for certification as required in § 86.094-21(e).
(10)(i) For diesel-cycle light-duty vehicle and diesel-cycle light-duty truck families which are included in a particulate averaging program, the manufacturer's production-weighted average of the particulate emission limits of all engine families in a participating class or classes shall not exceed the applicable diesel-cycle particulate standard, or the composite particulate standard defined in § 86.090-2 as appropriate, at the end of the model year, as determined in accordance with this part. The certificate shall be void ab initio for those vehicles causing the production-weighted FEL to exceed the particulate standard.
(ii) For all heavy-duty diesel-cycle engines which are included in the particulate averaging, trading, or banking programs under § 86.094-15, the provisions of paragraphs (a)(10)(ii) (A) through (C) of this section apply.
(A) All certificates issued are conditional upon the manufacturer complying with the provisions of § 86.094-15 and the averaging, trading, and banking related provision of other applicable sections, both during and after the model year production.
(B) Failure to comply with all provisions of § 86.094-15 will be considered to be a failure to satisfy the conditions upon which the certificate was issued, and the certificate may be deemed void ab initio.
(C) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied or excused.
(11)(i) For light-duty truck families which are included in a NO
(ii) For all heavy duty engines which are included in the NO
(A) All certificates issued are conditional upon the manufacturer complying with the provisions of § 86.094-15 and the averaging, trading, and banking related provision of other applicable sections, both during and after the model year production.
(B) Failure to comply with all provisions of § 86.094-15 will be considered to be a failure to satisfy the conditions upon which the certificate was issued, and the certificate may be deemed void ab initio.
(C) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the “conditions upon which the certificate was issued were satisfied or excused.
(12) For all light-duty vehicles certified to standards under § 86.094-8 or to which standards under § 86.708-94 are applicable, the provisions of paragraphs (a)(12) (i) through (iii) of this section apply.
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of §§ 86.094-8 and 86.708-94 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in §§ 86.094-8 and § 86.708-94 will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(13) For all light-duty trucks certified to standards under § 86.094-9 and to which standards under § 86.709-94 are applicable, the provisions of paragraphs (a)(13) (i) through (iii) this section apply.
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of §§ 86.094-9 and 86.709-94 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in §§ 86.094-9 and 86.709-94 will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the individual vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(14) For all light-duty vehicles and light-duty trucks certified with an Alternative Service Accumulation Durability Program under § 86.094-13(e), paragraphs (a)(14) (i) through (iii) of this section apply.
(i) All certificates issued are conditional upon the manufacturer performing the in-use verification program pursuant to the agreement described in § 86.094-13(e)(8).
(ii) Failure to fully comply with all the terms of the in-use verification program pursuant to the agreement described in § 86.094-13(e)(8) will be considered a failure to satisfy the conditions upon which the certificate was issued. A vehicle or truck will be considered to be covered by the certificate only if the manufacturer fulfills the conditions upon which the certificate is issued.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(b)(1) The Administrator will determine whether a vehicle (or engine) covered by the application complies with applicable standards (or family emission limits, as appropriate) by observing the following relationships: in paragraphs (b)(1) (i) through (iv) of this section:
(i)
(B) The emission data vehicle(s) selected under § 86.094-24(b)(1) (ii) through (iv) shall represent all vehicles of the same engine-system combination as applicable.
(C) The emission data vehicle(s) selected under § 86.094-24(b)(1)(vii) (A) and (B) shall represent all vehicles of the same evaporative control system within the evaporative family.
(ii)
(B) The emission data vehicle(s) selected under § 86.094-24 (b)(I)(vii) (A) and (B) shall represent all vehicles of the same evaporative control system within the evaporative family.
(C) The emission data vehicle(s) selected under § 86 .09424(b) (1) (v) shall represent all vehicles of the same enginesystem combination as applicable.
(D) The emission data vehicle(s) selected under § 86.094-24(b)(1)(viii) shall represent all vehicles of the same evaporative control system within the evaporative emission family, as applicable.
(iii)
(B) An Otto-cycle emission data test engine selected under § 86.094-24(b)(2)(iii) shall represent all engines in the same engine family of the same engine displacement-exhaust emission control system combination.
(C) A diesel emission data test engine selected under § 86.094-24(b)(3)(ii) shall represent all engines in the same engine-system combination.
(D) A diesel emission data test engine selected under § 86.094-24(b)(3)(iii) shall represent all engines of that emission control system at the rated fuel delivery of the test engine.
(iv) Gasoline-fueled and methanol-fueled heavy-duty vehicles. A statement of compliance submitted under § 86.094-23(b)(4) (i) or (ii) shall represent all vehicles in the same evaporative emission family-evaporative emission control system combination.
(2) The Administrator will proceed as in paragraph (a) of this section with respect to the vehicles (or engines) belonging to an engine family or engine family-evaporative emission family combination (as applicable), all of which comply with all applicable standards (or family emission limits, as appropriate).
(3) If after a review of the test reports and data submitted by the manufacturer, data derived from any additional testing conducted pursuant to § 86.091-29, data or information derived from any inspection carried out under § 86.094-7(d) or any other pertinent data or information, the Administrator determines that one or more test vehicles (or test engines) of the certification test fleet do not meet applicable standards (or family emission limits, as appropriate), he will notify the manufacturer in writing, setting forth the basis for his determination. Within 30 days following receipt of the notification, the manufacturer may request a hearing on the Administrator's determination. The request shall be in writing, signed by an authorized representative of the manufacturer and shall include a statement specifying the manufacturer's objections to the Administrator's determination and data in support of such objections. If, after a review of the request and supporting data, the Administrator finds that the request raises a substantial factual issue, he shall provide the manufacturer a hearing in accordance with § 86.078-6 with respect to such issue.
(4) For light-duty vehicles and light-duty trucks the manufacturer may, at its option, proceed with any of the following alternatives with respect to an emission data vehicle determined not in compliance with all applicable standards (or family emission limits, as appropriate) for which it was tested:
(i) Request a hearing under § 86.078-6; or
(ii) Remove the vehicle configuration (or evaporative vehicle configuration, as applicable) which failed, from his application:
(A) If the failed vehicle was tested for compliance with exhaust emission standards (or family emission limits, as appropriate) only: The Administrator may select, in place of the failed vehicle, in accordance with the selection criteria employed in selecting the failed vehicle, a new emission data vehicle to be tested for exhaust emission compliance only; or
(B) If the failed vehicle was tested for compliance with both exhaust and evaporative emission standards: The Administrator may select, in place of the failed vehicle, in accordance with the selection criteria employed in selecting the failed vehicle, a new emission data vehicle which will be tested for compliance with both exhaust and evaporative emission standards. If one vehicle cannot be selected in accordance with the selection criteria employed in selecting the failed vehicle, then two vehicles may be selected (i.e., one vehicle to satisfy the exhaust emission vehicle selection criteria and one vehicle to satisfy the evaporative emission vehicle selection criteria). The vehicle selected to satisfy the exhaust emission vehicle selection criteria will be tested for compliance with exhaust emission standards (or family emission limits, as appropriate) only. The vehicle selected to satisfy the evaporative emission vehicle selection criteria will be tested for compliance with both exhaust and evaporative emission standards; or
(iii) Remove the vehicle configuration (or evaporative vehicle configuration, as applicable) which failed from the application and add a vehicle configuration(s) (or evaporative vehicle configuration(s), as applicable) not previously listed. The Administrator may require, if applicable, that the failed vehicle be modified to the new engine code (or evaporative emission code, as applicable) and demonstrate by testing that it meets applicable standards (or family emission limits, as appropriate)
(iv) Correct a component or system malfunction and show that with a correctly functioning system or component the failed vehicle meets applicable standards (or family emission limits, as appropriate) for which it was originally tested. The Administrator may require a new emission data vehicle, of identical vehicle configuration (or evaporative vehicle configuration, as applicable) to the failed vehicle, to be operated and tested for compliance with the applicable standards (or family emission limits, as appropriate) for which the failed vehicle was originally tested.
(5) For heavy-duty engines the manufacturer may, at his option, proceed with any of the following alternatives with respect to any engine family represented by a test engine (s) determined not in compliance with applicable standards (or family emission limit, as appropriate):
(i) Request a hearing under § 86.078-6; or
(ii) Delete from the application for certification the engines represented by the failing test engine. (Engines so deleted may be included in a later request for certification under § 86.079-32.) The Administrator may then select in place of each failing engine an alternate engine chosen in accordance with selection criteria employed in selecting the engine that failed; or
(iii) Modify the test engine and demonstrate by testing that it meets applicable standards. Another engine which is in all material respect the same as the first engine, as modified, may then be operated and tested in accordance with applicable test procedures.
(6) If the manufacturer does not request a hearing or present the required data under paragraphs (b) (4) or (5) of this section (as applicable) of this section, the Administrator will deny certification.
(c)(1) Notwithstanding the fact that any certification vehicle(s) (or certification engine(s)) may comply with other provisions of this subpart, the Administrator may withhold or deny the issuance of a certificate of conformity (or suspend or revoke any such certificate which has been issued) with respect to any such vehicle(s) (or engine(s)) if:
(i) The manufacturer submits false or incomplete information in his application for certification thereof;
(ii) The manufacturer renders inaccurate any test data which he submits pertaining thereto or otherwise circumvents the intent of the Act, or of this part with respect to such vehicle (or engine);
(iii) Any EPA Enforcement Officer is denied access on the terms specified in § 86.091-7(d) to any facility or portion thereof which contains any of the following:
(A) The vehicle (or engine);
(B) Any components used or considered for use in its modification or buildup into a certification vehicle (or certification engine);
(C) Any production vehicle (or production engine) which is or will be claimed by the manufacturer to be covered by the certificate;
(D) Any step in the construction of a vehicle (or engine) described in paragraph (c)(iii)(C) of this section;
(E) Any records, documents, reports, or histories required by this part to be kept concerning any of the above; or
(iv) Any EPA Enforcement Officer is denied “reasonable assistance” (as defined in § 86.091-7(d) in examining any of the items listed in paragraph (c)(1)(iii) of this section.
(2) The sanctions of withholding, denying, revoking, or suspending of a certificate may be imposed for the reasons in paragraphs (c)(1) (i), (ii), (iii), or (iv) of this section only when the infraction is substantial.
(3) In any case in which a manufacturer knowingly submits false or inaccurate information or knowingly renders inaccurate or invalid any test data or commits any other fraudulent acts and such acts contribute substantially to the Administrator's decision to issue a certificate of conformity, the Administrator may deem such certificate void ab initio.
(4) In any case in which certification of a vehicle (or engine) is proposed to be withheld, denied, revoked, or suspended under paragraph (c)(1) (iii) or (iv) of this section, and in which the Administrator has presented to the manufacturer involved reasonable evidence that a violation of § 86.091-7(d) in fact occurred, the manufacturer, if he wishes to contend that, even though the violation occurred, the vehicle (or engine) in question was not involved in the violation to a degree that would warrant withholding, denial, revocation, or suspension of certification under either paragraph (c)(1) (iii) or (iv) of this section, shall have the burden of establishing that contention to the satisfaction of the Administrator.
(5) Any revocation or suspension of certification under paragraph (c)(1) of this section shall:
(i) Be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.078-6 hereof; and
(ii) Extend no further than to forbid the introduction into commerce of vehicles (or engines) previously covered by the certification which are still in the hands of the manufacturer, except in cases of such fraud or other misconduct as makes the certification invalid ab initlo.
(6) The manufacturer may request in the form and manner specified in paragraph (b)(3) of this section that any determination made by the Administrator under paragraph (c)(1) of this section to withhold or deny certification be reviewed in a hearing conducted in accordance with § 86.078-6. If the Administrator finds, after a review of the request and supporting data, that the request raises a substantial factual issue, he will grant the request with respect to such issue.
(d)(1) For light-duty vehicles. Notwithstanding the fact that any vehicle configuration or engine family may be covered by a valid outstanding certificate of conformity, the Administrator may suspend such outstanding certificate of conformity in whole or in part with respect to such vehicle configuration or engine family if:
(i) The manufacturer refuses to comply with the provisions of a test order issued by the Administrator pursuant to § 86.603; or
(ii) The manufacturer refuses to comply with any of the requirements of § 86.603; or
(iii) The manufacturer submits false or incomplete information in any report or information provided pursuant to the requirements of § 86.609; or
(iv) The manufacturer renders inaccurate any test data which he submits pursuant to § 86.609; or
(v) Any EPA Enforcement Officer is denied the opportunity to conduct activities related to entry and access as authorized in § 86.606 of this part and in a warrant or court order presented to the manufacturer or the party in charge of a facility in question; or
(vi) EPA Enforcement Officers are unable to conduct activities related to entry and access or to obtain “reasonable assistance” as authorized in § 86.606 of this part because a manufacturer has located its facility in a foreign jurisdiction where local law prohibits those activities; or
(vii) The manufacturer refuses to or in fact does not comply with § 86.604(a), § 86.605, § 86.607, § 86.608, or § 86.610.
(2) The sanction of suspending a certificate may not be imposed for the reasons in paragraph (d)(1) (i), (ii), or (vii) of this section where the refusal is caused by conditions and circum-stances outside the control of the manu-facturer which render it impossible to comply with those requirements.
(3) The sanction of suspending a certificate may be imposed for the reasons in paragraph (d)(1) (iii), (iv), or (v) of this section only when the infraction is substantial.
(4) In any case in which a manufacturer knowingly submitted false or inaccurate information or knowingly rendered inaccurate any test data or committed any other fraudulent acts,
(5) In any case in which certification of a vehicle is proposed to be suspended under paragraph (d)(1)(v) of this section and in which the Administrator has presented to the manufacturer involved reasonable evidence that a violation of § 86.606 in fact occurred, if the manufacturer wishes to contend that, although the violation occurred, the vehicle configuration or engine family in question was not involved in the violation to a degree that would warrant suspension of certification under paragraph (d)(1)(v) of this section, the manufacturer shall have the burden of establishing the contention to the satisfaction of the Administrator.
(6) Any suspension of certification under paragraph (d)(1) of this section shall:
(i) Be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614; and
(ii) Not apply to vehicles no longer in the hands of the manufacturer.
(7) Any voiding of a certificate of conformity under paragraph (d)(4) of this section will be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614.
(8) Any voiding of the certificate under § 86.091-30(a)(10) will be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614.
(e)
(i) The manufacturer refuses to comply with the provisions of a test order issued by the Administrator pursuant to § 86.1003; or
(ii) The manufacturer refuses to comply with any of the requirements of § 86.1003; or
(iii) The manufacturer submits false or incomplete information in any report or information provided pursuant to the requirements of § 86.1009; or
(iv) The manufacturer renders inaccurate any test data submitted pursuant to § 86.1009; or
(v) Any EPA Enforcement Officer is denied the opportunity to conduct activities related to entry and access as authorized in § 86.1006 of this part and in a warrant or court order presented to the manufacturer or the party in charge of a facility in question; or
(vi) EPA Enforcement Officers are unable to conduct activities related to entry and access as authorized in § 86.1006 of this part because a manufacturer has located a facility in a foreign jurisdiction where local law prohibits those activities; or
(vii) The manufacturer refuses to or in fact does not comply with the requirements of §§ 86.1004(a), 86.1005, 86.1007, 86.1008, 86.1010, 86.1011, or 86.1013.
(2) The sanction of suspending a certificate may not be imposed for the reasons in paragraph (e)(1) (i), (ii), or (vii) of this section where such refusal or denial is caused by conditions and circumstances outside the control of the manufacturer which renders it impossible to comply with those requirements. Such conditions and circumstances shall include, but are not limited to, any uncontrollable factors which result in the temporary unavailability of equipment and personnel needed to conduct the required tests, such as equipment breakdown or failure or illness of personnel, but shall not include failure of the manufacturers to adequately plan for and provide the equipment and personnel needed to conduct the tests. The manufacturer will bear the burden of establishing the presence of the conditions and circumstances required by this paragraph.
(3) The sanction of suspending a certificate may be imposed for the reasons outlined in paragraph (e)(1) (iii), (iv), or (v) of this section only when the infraction is substantial.
(4) In any case in which a manufacturer knowingly submitted false or inaccurate information or knowingly rendered inaccurate any test data or committed any other fraudulent acts, and such acts contributed substantially to the Administrator's original decision not to suspend or revoke a certificate of conformity in whole or in part, the Administrator may deem such certificate void from the date of such fraudulent act.
(5) In any case in which certification of a light-duty truck or heavy-duty engine is proposed to be suspended under paragraph (e)(1)(v) of this section and in which the Administrator has presented to the manufacturer involved reasonable evidence that a violation of § 86.1006 in fact occurred, if the manufacturer wishes to contend that, although the violation occurred, the vehicle or engine configuration or engine family in question was not involved in the violation to a degree that would warrant suspension of certification under paragraph (e)(1)(v) of this section, he shall have the burden of establishing that contention to the satisfaction of the Administrator.
(6) Any suspension of certification under paragraph (e)(1) of this section shall:
(i) Be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.1014; and
(ii) Not apply to vehicles or engines no longer in the hands of the manufacturer.
(7) Any voiding of a certificate of conformity under paragraph (e)(4) of this section shall be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.1014.
(8) Any voiding of the certificate under paragraph (a) (10) or (11) of this section will be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.1014.
(f) For engine families required to have an emission control diagnostic system, certification will not be granted if, for any emission data vehicle or other test vehicle approved by the Administrator, the malfunction indicator light does not illuminate under any of the following circumstances, or if, for any assembly line vehicle, the malfunction indicator light does not illuminate under the circumstances described in paragraph (f)(4) of this section. Only paragraph (f)(4) of this section applies for diesel cycle vehicles.
(1) A catalyst is replaced with a deteriorated or defective catalyst or electronic simulation of such resulting in both an exhaust emission exceedance of 0.6 g/mi HC and an exhaust emission increase of 0.4 g/mi HC on a normal temperature (20 to 30 °C) emission certification test.
(2) A misfire condition is induced resulting in an increase in emissions of greater than 0.4 g/mi HC or 3.4 g/mi CO or 1.0 g/mi NO
(3) Any oxygen sensor is replaced with a deteriorated or defective oxygen sensor, or the operation of such a sensor is simulated, resulting in an increase in emissions of 0.2 g/mi HC or 1.7 g/mi CO or 0.5 g/mi NO
(4) The electronic evaporative purge control device (if equipped) is disconnected or the operation of any emission-related powertrain component connected to a computer results in an increase in emissions of 0.2 g/mi HC or 1.7 g/mi CO or 0.5 g/mi NO
Section 86.094-35 includes text that specifies requirements that differ from § 86.092-35. Where a paragraph in § 86.092-35 is identical and applicable to § 86.094-35, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.092-35.” Where a corresponding paragraph of § 86.092-35 is not applicable, this is indicated by the statement “[Reserved].”
(a) The manufacturer of any motor vehicle (or motor vehicle engine) subject to the applicable emission standards (and family emission limits, as appropriate) of this subpart, shall, at the
(1)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters), engine family identification, and evaporative family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as applicable), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing and valve lash (as applicable), as well as other parameters deemed necessary by the manufacturer. These specifications should indicate the proper transmission position during tuneup and what accessories (e.g., air conditioner), if any, should be in operation;
(E) An unconditional statement of compliance with the appropriate model year U.S. Environmental Protection Agency regulations which apply to light-duty vehicles;
(F) The exhaust emission standards (or family emission limits, if applicable) to which the engine family is certified, and the corresponding exhaust emission standards (or family emission limits, if applicable) which the engine family must meet in-use;
(G) For vehicles that have been exempted from compliance with the emission standards at high altitude, as specified in § 86.090-8(h):
(
(
(
(H) For vehicles that have been exempted from compliance with the emission standards at low altitude, as specified in § 86.094-8(i):
(
(
(I) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is placed in a visible and accessible position as provided in this section;
(J) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(K) If applicable, a statement that the vehicle is exempt from cold temperature carbon monoxide standards.
(L) Vehicles which have been certified under the provisions of § 86.094-8(j) must comply with the labeling requirements contained in § 86.1606.
(2)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Important Vehicle Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine family displacement (in cubic inches), engine family identification, and evaporative family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as appropriate), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing, and valve lash (as applicable), as well as other parameters deemed necessary by the manufacturer. These specifications should indicate the proper transmission position during tune-up and what accessories (e.g., air conditioner), if any, should be in operation. If adjustments or modifications to the vehicle are necessary to insure compliance with emission standards (or family emission limits, as appropriate) at either high or low altitude, the manufacturer shall either include the instructions for such adjustments on the label, or indicate on the label where instructions for such adjustments may be found. The label shall indicate whether the engine tune-up or adjustment specifications are applicable to high altitude, low altitude or both;
(E)(
(
(F) [Reserved]
(G) A statement, if applicable, that the adjustments or modifications indicated on the label are necessary to ensure emission control compliance at the altitude specified;
(H) A statement, if applicable, that the high-altitude vehicle was designated or modified for principal use at high altitude. This statement must be affixed by the manufacturer at the time of assembly or by any dealer who performs the high-altitude modification or adjustment prior to sale to an ultimate purchaser;
(I) For vehicles that have been exempted from compliance with the high-altitude emission standards, as specified in § 86.094-9(g)(2):
(
(
(
(J) The exhaust emission standards (or family emission limits, if applicable) to which the engine family is certified, and the corresponding exhaust emission standards (or family emission limits, if applicable) which the engine family must meet in-use;
(K) [Reserved]
(L) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is
(M) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(N) If applicable, a statement that the vehicle is exempt from cold temperature carbon monoxide standards.
(3)
(ii) The label shall be attached to an engine part necessary for normal engine operation and not normally requiring replacement during engine life.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals which shall be of a color that contrasts with the background of the label:
(A) The label heading: Important Engine Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters) and engine family and model designations;
(D) Date of engine manufacture (month and year). The manufacturer may, in lieu of including the date of manufacture on the engine label, maintain a record of the engine manufacture dates. The manufacturer shall provide the date of manufacture records to the Administrator upon request;
(E) Engine specifications and adjustments as recommended by the manufacturer. These specifications should indicate the proper transmission position during tune-up and what accessories (e.g., air conditioner), if any, should be in operation;
(F) For Otto-cycle engines the label should include the idle speed, ignition timing, and the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), and valve lash;
(G) For diesel engines the label should include the advertised hp at rpm, fuel rate at advertised hp in mm
(H) The prominent statement: “This engine conforms to U.S. EPA regulations applicable to 19XX Model Year New Heavy-Duty Engines.”
(I) If the manufacturer is provided with an alternate useful life period under the provisions of § 86.094-21(f), the prominent statement: “This engine has been certified to meet U.S. EPA standards for a useful-life period of XXX miles or XXX hours of operation, whichever occurs first. This engine's actual life may vary depending on its service application.” The manufacturer may alter this statement only to express the assigned alternate useful life in terms other than miles or hours (e.g., years, or hours only);
(J)
(K)
(
(
(
(L) For diesel engines which are included in the diesel heavy-duty particulate averaging program, the family particulate emission limit to which the engine is certified.
(M) For any heavy-duty engines which are included in the heavy-duty NO
(N) Engines granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(O) For diesel engines which have been certified to comply with the urban bus particulate standard of 40
(iv) The label may be made up of one or more pieces:
(4)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the Certificate of Conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Evaporative family identification;
(D) The maximum nominal fuel tank capacity (in gallons) for which the evaporative control system is certified; and
(E) One of the following, as appropriate:
(
(
(F) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(b) The provisions of this section shall not prevent a manufacturer from also reciting on the label that such vehicle (or engine) conforms to any applicable state emission standards for new motor vehicles (or new motor vehicle engines) or any other information that such manufacturer deems necessary for, or useful to, the proper operation and satisfactory maintenance of the vehicle (or engine).
(c)(1) The manufacturer of any light-duty vehicle or light-duty truck subject to the emission standards (or family emission limits, as appropriate) of this subpart shall, in addition and subsequent to setting forth those statements on the label required by the Department of Transportation (DOT) pursuant to 49 CFR 567.4, set forth on the DOT label or an additional label located in proximity to the DOT label and affixed as described in 49 CFR 567.4(b), the following information in the English language, lettered in block letters and numerals not less than three thirty-seconds of an inch high, of a color that contrasts with the background of the label:
(i) The heading: “Vehicle Emission Control Information.”
(ii)(A)
(B)
(
(iii) One of the following statements, as applicable, in letters and numerals not less than six thirty-seconds of an inch high and of a color that contrasts with the background of the label:
(A) For all vehicles certified as noncatalyst-equipped: “NON-CATALYST”;
(B) For all vehicles certified as catalyst-equipped which are included in a manufacturer's catalyst control program for which approval has been given by the Administrator: “CATALYST—APPROVED FOR IMPORT”;
(C) For all vehicles certified as catalyst-equipped which are not included in a manufacturer's catalyst control program for which prior approval has been given by the Administrator: “CATALYST”.
(2) In lieu of selecting either of the labeling options of paragraph (c)(1) of this section, the manufacturer may add the information required by paragraph (c)(1)(iii) of this section to the label required by paragraph (a) of this section. The required information will be set forth in the manner prescribed by paragraph (c)(1)(iii) of this section.
(d) Incomplete light-duty trucks or incomplete heavy-duty vehicles optionally certified in accordance with the light-duty truck provisions shall have one of the following prominent statements, as applicable, printed on the label required by paragraph (a)(2) of this section in lieu of the statement required by paragraph (a)(2)(iii)(E) of this section.
(1)
(2)
(e) Incomplete heavy-duty vehicles having a gross vehicle weight rating of 8,500 pounds or less shall have one of the following statements printed on the label required by paragraph (a)(3) of this section in lieu of the statement required by paragraph (a)(3)(iii)(H) of this section: “This engine conforms to U.S. EPA regulations applicable to 19XX Model Year Heavy-Duty Engines when installed in a vehicle completed at a curb weight of more than 6,000 pounds or with a frontal area of greater than 45 square feet.”
(f) The manufacturer of any incomplete light-duty vehicle or light-duty truck shall notify the purchaser of such vehicle of any curb weight, frontal area, or gross vehicle weight rating limitations affecting the emission certificate applicable to that vehicle. This notification shall be transmitted in a manner consistent with National Highway Traffic Safety Administration safety notification requirements published in 49 CFR part 568.
(g)
(ii) Incomplete methanol-fueled heavy-duty vehicles shall have the following prominent statement printed on the label required in paragraph (a)(4) of this section: “(Manufacturer's corporate name) has determined that this vehicle conforms to U.S. EPA regulations applicable to 19XX Model Year New Methanol-Fueled Heavy-Duty Vehicles when completed with a nominal fuel tank capacity not to exceed XXX gallons. Persons wishing to add fuel tank capacity beyond the above maximum must submit a written statement to the Administrator that the hydrocarbon storage system has been upgraded according to the requirements of 40 CFR 86.091-35(g)(2).”
(2) Persons wishing to add fuel tank capacity beyond the maximum specified on the label required in paragraph (g)(1) of this section shall:
(i) Increase the amount of fuel tank vapor storage material according to the following function:
(ii) Use, if applicable, hosing for fuel vapor routing which is at least as impermeable to hydrocarbon vapors as that used by the primary manufacturer.
(iii) Use vapor storage material with the same absorptive characteristics as that used by the primary manufacturer.
(iv) Connect, if applicable, any new hydrocarbon storage device to the existing hydrocarbon storage device in series such that the original hydrocarbon storage device is situated between the fuel tank and the new hydrocarbon storage device. The original hydrocarbon storage device shall be sealed such that vapors cannot reach the atmosphere. The elevation of the original hydrocarbon storage device shall be equal to or lower than the new hydrocarbon storage device.
(v) Submit a written statement to the Administrator that paragraphs (g)(2)(i) through (g)(2)(iv) of this section have been complied with.
(3) If applicable, the Administrator will send a return letter verifying the receipt of the written statement required in paragraph (g)(2)(v) of this section.
(h)
(i) The statement: “The manufacturer of this engine/vehicle will pay a nonconformance penalty to be allowed to introduce it into commerce at an emission level higher than the applicable emission standard. The compliance level (or new emission standard) for this engine/vehicle is XXX.” (The manufacturer shall insert the applicable pollutant and compliance level calculated in accordance with § 86.1112-87(a).)
(ii) [Reserved]
(2) If a manufacturer introduces an engine or vehicle into commerce prior to the compliance level determination of § 86.1112-87(a), it shall provide the engine or vehicle owner with a label as described above to be affixed in a location in proximity to the label required in paragraph (a) of this section within 30 days of the completion of the PCA.
(i) All light-duty vehicles and light-duty trucks shall comply with SAE Recommended Practices J1877 “Recommended Practice for Bar-Coded Vehicle Identification Number Label,” (MAY88), and J1892 “Recommended Practice for Bar-Coded Vehicle Emission Configuration Label,” (MAY88) except that label characters 3 through 7 as specified in J1892 shall be consistent with the standardized engine family name as revised by EPA for the application model year. SAE J1877 and J1892 are incorporated by reference. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from the Society of Automotive Engineers, Inc., 400 Commonwealth Drive, Warrendale, PA 15096-0001. Copies may be inspected at Docket No. A-90-35 at EPA's Air Docket (LE-131), room 1500M, 1st Floor, Waterside Mall, 401 M Street, SW., Washington, DC, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
Section 86.094-38 includes text that specifies requirements that differ from those specified in § 86.087-38. Where a
(a) through (f) [Reserved]. For guidance see § 86.087-38.
(g) Emission control diagnostic service information:
(1) Manufacturers shall furnish or cause to be furnished to any person engaged in the repairing or servicing of motor vehicles or motor vehicle engines, or the Administrator upon request, any and all information needed to make use of the on-board diagnostic system and such other information, including instructions for making emission-related diagnosis and repairs, including, but not limited to, service manuals, technical service bulletins, recall service information, data stream information, bi-directional control information, and training information, unless such information is protected by section 208(c) as a trade secret. No such information may be withheld under section 208(c) of the Act if that information is provided (directly or indirectly) by the manufacturer to franchised dealers or other persons engaged in the repair, diagnosing, or servicing of motor vehicles or motor vehicle engines.
(2) Emission-related information includes, but is not limited to:
(i) Information regarding any system, component or part of a vehicle that controls emissions and any system, components and/or parts associated with the powertrain system, including, but not limited to, the fuel system and ignition system;
(ii) Information for any system, component, or part that is likely to impact emissions, such as transmission systems; and
(iii) Any other information specified by the Administrator to be relevant for the diagnosis and repair of an emission failure found through the Inspection and Maintenance program, after such finding has been communicated to the affected manufacturer(s).
(3) All information required to be made available by this section shall be made available to persons referred to in this section at a fair and reasonable price, as determined by the Administrator. In reaching a decision, the Administrator shall consider all relevant factors, including, but not limited to, the cost to the manufacturer of preparing and/or providing the information, the type of information, the format in which it is provided, the price charged by other manufacturers for similar information, the differences that exist among manufacturers (e.g., the size of the manufacturer), the quantity of material contained in a publication, the detail of the information, the cost of the information prior to the effective date of this section, volume discounts, and inflation.
(4) Any information which is not provided at a fair and reasonable price shall be considered unavailable.
(5) By December 7, 1995, each manufacturer shall provide in a manner specified in paragraph (g)(9) of this section an index of the information required to be made available by this section for 1994 and later model year vehicles which have been offered for sale; this requirement does not apply to indirect information, including the information specified in paragraph (g)(10) of this section. This index shall:
(i) Be updated on the first and third Monday of each month;
(ii) Provide titles that either adequately describes the contents of the document to which it refers or provides a brief description of the information contained in that document; and
(iii) Provide the cost of information and where it can be obtained.
(6) For vehicle models introduced more than four months after the effective date of this section, manufacturers shall make the information required under this section available to persons specified in paragraph (g)(1) of this section at the same time it is made available to dealerships, except as otherwise specified in this section.
(7) Each manufacturer shall maintain the index of information specified in paragraph (g)(5) of this section on FedWorld or other database designated by the Administrator. Manufacturers shall inform persons specified in paragraph (g)(1) of this section about the availability of the index in a manner prescribed by the Administrator.
(8) Each manufacturer shall be responsible for paying its pro rata share
(9) Manufacturers or their designated distributors must mail requested information within one business day of receiving an order, and shall provide overnight delivery if the ordering party requests it and assumes the cost of delivery.
(10) All emission-related data stream information made available to manufacturers' franchised dealerships (or others in the service industry) shall be made available to the persons indicated in paragraph (g)(1) of this section either through provision of manufacturer equipment and tools or through provision of such information to equipment and tool manufacturers.
(11) Effective January 1,1997, a manufacturer shall only provide bi-directional control to its franchised dealerships if it provides equipment and tool manufacturers with information to make diagnostic equipment with the same bi-directional control capabilities available to the dealerships, or if it provides such capabilities directly to persons specified in paragraph (g)(1) of this section by offering for sale at a reasonable cost through manufacturer tools.
(12) Manufacturers shall make data stream information and bi-directional control information available for all model years beginning with model year 1994 as specified in paragraphs (g)(10) and (g)(11) of this section. If a manufacturer can demonstrate, to the satisfaction of the Administrator, that safeguards for bi-directional controls are only installed in tools, not in vehicle on-board computers, then that manufacturer may receive a waiver from producing bi-directional controls for vehicles prior to the 1997 model year.
(13) Effective December 1, 1997, manufacturers shall make available in the manner described in paragraph (g)(16) of this section to persons specified in paragraph (g)(1) of this section reprogramming capability for all emission-related reprogramming events (including driveability reprogramming events that may affect emissions) that were issued prior to December 1, 1997 by manufacturers and that were made available to any manufacturer dealerships for model years 1994 through 1997; and manufacturers shall make available to persons indicated in paragraph (g)(1) of this section in the manner described in paragraph (g)(16) of this section reprogramming capability for all emission-related reprogramming events (including driveability reprogramming events that may affect emissions) that are issued by manufacturers on or after December 1, 1997, for 1994 and later model years at the same time they are made available to dealerships.
(14) For all vehicles, reprogramming need not be provided for any recalibrations performed prior to vehicles entering the stream of commerce (i.e., sale to first purchaser).
(15) If a manufacturer can demonstrate, to the satisfaction of the Administrator, that hardware would have to be retroactively installed on vehicles to meet security measures implemented by the manufacturer, the manufacturer may receive a waiver from the requirements of paragraph (g)(13) of this section for model years 1994 through 1996.
(16) Manufacturers shall either offer for sale at a competitive market price a reprogramming tool that interfaces with a substantial majority of generic portable computers or make available to aftermarket tool and equipment companies information that would enable them to manufacture such a tool. Any method adopted by a manufacturer by which reprogramming is made available to persons specified in paragraph (g)(1) of this section shall not impose a significant burden on such providers beyond that experienced by dealerships.
(17) Manufacturers shall be responsible for ensuring that persons specified in paragraph (g)(1) of this section shall have access to reprogramming services at a reasonable cost and in a timely manner.
(18) Manufacturers shall provide persons specified in paragraph (g)(1) of this section with an efficient and cost-effective method for identifying whether the calibrations on vehicles are the latest to be issued.
(19) Manufacturers shall either make available to aftermarket tool and equipment companies no later than the date of model introduction any and all information, except calibrations and recalibrations, needed to develop and manufacture generic tools that can be used by persons specified in paragraph (g)(1) of this section to diagnose, service and repair emission-related parts, components and systems or manufacturers may sell their own diagnostic tools and equipment to persons specified in paragraph (g)(1) of this section if the price of such tools is reasonable.
(20) A manufacturer is subject to a penalty of up to $25,000 per day per violation for failure to make available the information required by this section.
Section 86.095-14 includes text that specifies requirements that differ from § 86.094-14. Where a paragraph in § 86.094-14 is identical and applicable to § 86.095-14, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-14.” Where a corresponding paragraph of § 86.094-14 is not applicable, this is indicated by the statement “[Reserved].”
(a) through (c)(11)(ii)(B)(
(c)(11)(ii)(B)(
(
(
(C) The results of all emission tests the manufacturer performs to demonstrate compliance with the applicable standards.
(D)(
(
(
(
(
(
(c)(11)(ii)(D)(
(a) The manufacturer shall perform the tests required by the applicable test procedures and submit to the Administrator the information described in paragraphs (b) through (l) of this
(b)
(ii) The manufacturer shall submit exhaust emission deterioration factors for light-duty trucks and heavy-duty engines and all test data that are derived from the testing described under § 86.094-21(b)(5)(i)(A), as well as a record of all pertinent maintenance. Such testing shall be designed and conducted in accordance with good engineering practice to assure that the engines covered by a certificate issued under § 86.094-30 will meet each emission standard (or family emission limit, as appropriate) in § 86.094-9, § 86.091-10, or § 86.094-11 as appropriate, in actual use for the useful life applicable to that standard.
(2) For light-duty vehicles and light-duty trucks, the manufacturer shall submit evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination and all test data that are derived from testing described under § 86.094-21(b)(4)(i) designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.094-30 will meet the evaporative emission standards in § 86.094-8 or § 86.094-9, as appropriate, for the useful life of the vehicle.
(3) For heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines, the manufacturer shall submit evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination identified in accordance with § 86.094-21(b)(4)(ii). Furthermore, a statement that the test procedure(s) used to derive the deterioration factors includes, but need not be limited to, a consideration of the ambient effects of ozone and temperature fluctuations, and the service accumulation effects of vibration, time, and vapor saturation and purge cycling. The deterioration factor test procedure shall be designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.094-30 will meet the evaporative emission standards in §§ 86.091-10 and § 86.094-11 in actual use for the useful life of the engine. Furthermore, a statement that a description of the test procedure, as well as all data, analyses, and evaluations, is available to the Administrator upon request.
(4)(i) For heavy-duty vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, the manufacturer shall submit a written statement to the Administrator certifying that the manufacturer's vehicles meet the standards of § 86.091-10 or § 86.094-11 (as applicable) as determined by the provisions of § 86.094-28. Furthermore, the manufacturer shall submit a written statement to the Administrator that all data, analyses, test procedures, evaluations, and other documents, on which the requested statement is based, are available to the Administrator upon request.
(ii) For heavy-duty vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, the manufacturer shall submit a written statement to the Administrator certifying that the manufacturer's evaporative emission control systems are designed, using good engineering practice, to meet the standards of § 86.091-10 or § 86.094-11 (as applicable) as determined by the provisions of § 86.094-28. Furthermore, the manufacturer shall submit a written statement to the Administrator that all data, analyses, test procedures, evaluations, and other documents, on which the requested statement is based, are available to the Administrator upon request.
(c)
(2)
(ii) For heavy-duty diesel engines, a manufacturer may submit hot-start data only, in accordance with subpart N of this part, when making application for certification. However, for confirmatory, Selective Enforcement Audit, and recall testing by the Agency, both the cold-start and hot-start test data, as specified in subpart N of this part, will be included in the official results.
(d) The manufacturer shall submit a statement that the vehicles (or engines) for which certification is requested conform to the requirements in § 86.084-5(b), and that the descriptions
(e)(1) The manufacturer shall submit a statement that the test vehicles (or test engines) for which data are submitted to demonstrate compliance with the applicable standards (or family emission limits, as appropriate) of this subpart are in all material respects as described in the manufacturer's application for certification, that they have been tested in accordance with the applicable test procedures utilizing the fuels and equipment described in the application for certification, and that on the basis of such tests the vehicles (or engines) conform to the requirements of this part. If such statements cannot be made with respect to any vehicle (or engine) tested, the vehicle (or engine) shall be identified, and all pertinent data relating thereto shall be supplied to the Administrator. If, on the basis of the data supplied and any additional data as required by the Administrator, the Administrator determines that the test vehicles (or test engine) was not as described in the application for certification or was not tested in accordance with the applicable test procedures utilizing the fuels and equipment as described in the application for certification, the Administrator may make the determination that the vehicle (or engine) does not meet the applicable standards (or family emission limits, as appropriate). The provisions of § 86.094-30(b) shall then be followed.
(2) For evaporative emission durability, or light-duty truck or heavy-duty engine exhaust emission durability, the manufacturer shall submit a statement of compliance with paragraph (b)(1)(ii), (b)(2), or (b)(3) of this section, as applicable.
(f) Additionally, manufacturers participating in the particulate averaging program for diesel light-duty vehicles and diesel light-duty trucks shall submit:
(1) In the application for certification, a statement that the vehicles for which certification is requested will not, to the best of the manufacturer's belief, when included in the manufacturer's production-weighted average emission level, cause the applicable particulate standard(s) to be exceeded, and
(2) No longer than 90 days after the end of a given model year of production of engine families included in one of the diesel particulate averaging programs, the number of vehicles produced in each engine family at each certified particulate FEL, along with the resulting production-weighted average particulate emission level.
(g) Additionally, manufacturers participating in the NO
(1) In the application for certification, a statement that the vehicles for which certification is required will not, to the best of the manufacturer's belief, when included in the manufacturer's production-weighted average emission level, cause the applicable NO
(2) No longer than 90 days after the end of a given model year of production of engine families included in the NO
(h) Additionally, manufacturers participating in any of the NO
(1) Application for certification. (i) The application for certification will include a statement that the engines for which certification is requested will not, to the best of the manufacturer's belief, when included in any of the averaging, trading, or banking programs cause the applicable NO
(ii) The application for certification will also include the type (NO
(2) [Reserved]
(3) End-of-year report. The manufacturer shall submit end-of-year reports for each engine family participating in any of the averaging, trading, or banking programs, as described in paragraphs (h)(3)(i) through (iv) of this section.
(i) These reports shall be submitted within 90 days of the end of the model year to: Director, Manufacturers Operations Division (6405J), U.S. Environmental Protection Agency, 401 M Street, SW., Washington, DC 20460.
(ii) These reports shall indicate the engine family, the averaging set, the actual U.S. (49-state) production volume, the values required to calculate credits as given in § 86.094-15, the resulting type (NO
(iii) The 49-state production counts for end-of-year reports shall be based on the location of the first point of retail sale (e.g., customer, dealer, secondary manufacturer) by the manufacturer.
(iv) Errors discovered by EPA or the manufacturer in the end-of-year report, including changes in the 49 state production counts, may be corrected up to 180 days subsequent to submission of the end-of-year report. Errors discovered by EPA after 180 days shall be corrected if credits are reduced. Errors in the manufacturer's favor will not be corrected if discovered after the 180 day correction period allowed.
(i) Failure by a manufacturer participating in the averaging, trading, or banking programs to submit any quarterly or end-of-year report (as applicable) in the specified time for all vehicles and engines that are part of an averaging set is a violation of section 203(a)(1) of the Clean Air Act (42 U.S.C. 7522(a)(1)) for each such vehicle and engine.
(j) Failure by a manufacturer generating credits for deposit only in either the HDE NO
(k) Engine families certified using NCPs are not required to meet the requirements outlined above.
(l) Additionally, manufacturers certifying vehicles shall submit for each model year 1994 through 1997 light-duty vehicle and light light-duty truck engine family and each model year 1996 through 1998 heavy light-duty truck engine family the information listed in paragraphs (l) (1) and (2) of this section.
(1) Application for certification. In the application for certification, the manufacturer shall submit the projected sales volume of engine families certifying to the respective standards, and the in-use standards that each engine family will meet. Volume projected to be produced for U.S. sale may be used in lieu of projected U.S. sales.
(2) End-of-year reports for each engine family.
(i) These end-of-year reports shall be submitted within 90 days of the end of the model year to: Director, Manufacturers Operations Division (6405J), U.S. Environmental Protection Agency, 401 M Street SW., Washington, DC 20460.
(ii) These reports shall indicate the model year, engine family, and the actual U.S. sales volume. The manufacturer may petition the Administrator to allow volume produced for U.S. sale
(iii) The U.S. sales volume for end-of-year reports shall be based on the location of the point of sale to a dealer, distributor, fleet operator, broker, or any other entity which comprises the point of first sale.
(iv) Failure by a manufacturer to submit the end-of-year report within the specified time may result in certificate(s) for the engine family(ies) certified to Tier 0 certification standards being voided ab initio plus any applicable civil penalties for failure to submit the required information to the Agency.
(v) These reports shall include the information required under § 86.094-7(h)(1). The information shall be organized in such a way as to allow the Administrator to determine compliance with the Tier 1 standards implementation schedules of §§ 86.094-8 and 86.094-9, and the Tier 1 and Tier 1
Section 86.095-24 includes text that specifies requirements that differ from § 86.094-24. Where a paragraph in § 86.094-24 is identical and applicable to § 86.095-24, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-24.” Where a corresponding paragraph of § 86.094-24 is not applicable, this is indicated by the statement “[Reserved].”
(a) through (b)(1)(v) introductory text [Reserved]. For guidance see § 86.094-24.
(b)(1)(v)(A) The manufacturer will select for testing under high-altitude conditions the vehicle expected to exhibit the highest emissions from the nonexempt vehicles selected in accordance with § 86.094-24(b)(1) (ii), (iii), and (iv); or
(B) In lieu of testing vehicles according to paragraph (b)(1)(v)(A) of this section, a manufacturer may provide a statement in its application for certification that, based on the manufacturer's engineering evaluation of such high-altitude emission testing as the manufacturer deems appropriate that all light-duty vehicles and light-duty trucks not exempt under § 86.090-8(h) or § 86.094-9(h) comply with the emission standards at high altitude.
(vi) If 90 percent or more of the engine family sales will be in California, a manufacturer may substitute emission data vehicles selected by the California Air Resources Board criteria for the selections specified in § 86.094-24(b)(1) (i), (ii), and (iv).
(vii)(A) Vehicles of each evaporative emission family will be divided into evaporative emission control systems.
(B) The Administrator will select the vehicle expected to exhibit the highest evaporative emissions, from within each evaporative family to be certified, from among the vehicles represented by the exhaust emission data selections for the engine family, unless evaporative testing has already been completed on the vehicle expected to exhibit the highest evaporative emissions for the evaporative family as part of another engine family's testing.
(C) If the vehicles selected in accordance with paragraph (b)(1)(vii)(B) of this section do not represent each evaporative emission control system then the Administrator will select the highest expected evaporative emission vehicle from within the unrepresented evaporative system.
(viii) For high-altitude evaporative emission compliance for each evaporative emission family, the manufacturer shall follow one of the following procedures:
(A) The manufacturer will select for testing under high-altitude conditions the one nonexempt vehicle previously selected under paragraph (b)(1)(vii) (B) or (C) of this section which is expected to have the highest level of evaporative emissions when operated at high altitude; or
(B) In lieu of testing vehicles according to § 86.094-24(b)(1)(viii)(A), a manufacturer may provide a statement in its application for certification that,
(ix) Vehicles selected under paragraph (b)(1)(v)(A) of this section may be used to satisfy the requirements of paragraph (b)(1)(viii)(A) of this section.
(x) [Reserved]
(b)(2) through (h) [Reserved]. For guidance see § 86.094-24.
Section 86.095-26 includes text that specifies requirements that differ from § 86.094-26. Where a paragraph in § 86.094-26 is identical and applicable to § 86.095-26, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-26.” Where a corresponding paragraph of § 86.094-26 is not applicable, this is indicated by the statement “[Reserved].”
(a) through (b)(4)(i)(C) [Reserved]. For guidance see § 86.094-26.
(b)(4)(i)(D) For each engine family, the manufacturer will either select one vehicle previously selected under § 86.094-24(b)(1) (i) through (iv) to be tested under high altitude conditions or provide a statement in accordance with § 86.095-24(b)(1)(v). Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. In addition, any emission control device used to conform with the emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(ii)
(B) Emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1)(v) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at the 6,436 kilometer (4,000 mile) test point under high-altitude conditions.
(C) Exhaust and evaporative emission tests for emission data vehicle(s) selected for testing under § 86.094-24(b)(1) (ii), (iii), and (iv) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing or at the 6,436 kilometer (4,000 mile) test point under low-altitude conditions.
(D) For each engine family, the manufacturer will either select one vehicle previously selected under § 86.094-26(b)(1) (i) through (iv) to be tested under high altitude conditions or provide a statement in accordance with § 86.095-24(b)(1)(v). Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. In addition, any emission control device used to conform with the emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(b)(4)(iii) through (d) [Reserved]. For guidance see § 86.094-26.
Section 86.095-30 includes only text that specifies requirements that differ from § 86.094-30. Where a paragraph in § 86.094-30 is identical and applicable to § 86.095-30, this is indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-30.” Where a corresponding paragraph of § 86.094-30 is not applicable, this is indicated by the statement “[Reserved].”
(a)(1)(i) through (a)(2) [Reserved]. For guidance see § 86.094-30.
(a)(3)(i) One such certificate will be issued for each engine family. For gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks, one such certificate will be issued for each engine family evaporative emission family combination. Each certificate will certify compliance with no more than one set of in-use and certification standards (or family emission limits, as appropriate).
(ii) For gasoline-fueled and methanol fueled heavy-duty vehicles, one such certificate will be issued for each manufacturer and will certify compliance for those vehicles previously identified in that manufacturer's statement(s) of compliance as required in § 86.094-23(b)(4) (i) and (ii).
(iii) For diesel light-duty vehicles and light-duty trucks, or diesel heavy-duty engines, included in the applicable particulate averaging program, the manufacturer may at any time during production elect to change the level of any family particulate emission limit by demonstrating compliance with the new limit as described in §§ 86.094-28(a)(6) and 86.094-28(b)(5)(i). New certificates issued under this paragraph will be applicable only for vehicles (or engines) produced subsequent to the date of issuance.
(iv) For light-duty trucks or heavy-duty engines included in the applicable NO
(4)(i) For exempt light-duty vehicles and light-duty trucks under the provisions of §§ 86.094-8(j) or 86.094-9(j), an adjustment or modification performed in accordance with instructions provided by the manufacturer for the altitude where the vehicle is principally used will not be considered a violation of section 203(a)(3) of the Clean Air Act (42 U.S.C. 7522(a)(3)).
(ii) A violation of section 203(a)(1) of the Clean Air Act (42 U.S.C. 7522(a)(1)) occurs when a manufacturer sells or delivers to an ultimate purchaser any light-duty vehicle or light-duty truck, subject to the regulations under the Act, under any of the conditions specified in paragraph (a)(4)(ii) of this section.
(A) When a light-duty vehicle or light-duty truck is exempted from meeting high-altitude requirements as provided in § 86.090-8(h) or § 86.094-9(h):
(
(
(B) When a light-duty vehicle or light-duty truck is exempted from meeting low-altitude requirements as provided in § 86.094-8(i) or § 86.094-9(i):
(
(
(iii) A manufacturer shall be deemed to have reason to believe that a light-
(a)(4)(iii)(A) through (C) [Reserved]. For guidance see § 86.094-30.
(a)(4)(iv) A manufacturer shall be deemed to have reason to believe that a light-duty vehicle or light-duty truck which has been exempted from compliance with emission standards at low altitude, as provided in § 86.094-8(i) or § 86.094-9(i), will not be sold to an ultimate purchaser for principal use at a designated low-altitude location if the manufacturer has informed its dealers and field representatives about the terms of the high-altitude regulations, has not caused the improper sale itself, and has taken reasonable action which shall include, but not be limited to either § 86.094-30 (a)(4)(iv) (A) or (B) and § 86.094-30(a)(4)(iv)(C):
(a)(4)(iv)(A) through (a)(12) [Reserved]. For guidance see § 86.094-30.
(a)(13) For all light-duty trucks certified to Tier 0 standards under § 86.094-9 and to which standards under § 86.709-94 are applicable:
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of §§ 86.094-9 and 86.709-94 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in §§ 86.094-9 and 86.709-94 will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the individual vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(a)(14) through (e)(8) [Reserved]. For guidance see § 86.094-30.
(f) For engine families required to have an emission control diagnostic system, certification will not be granted if, for any emission data vehicle or other test vehicle approved by the Administrator, the malfunction indicator light does not illuminate under any of the following circumstances, or if, for any assembly line vehicle, the malfunction indicator light does not illuminate under the circumstances described in paragraph (f)(4) of this section. Only paragraph (f)(4) of this section applies for diesel cycle vehicles.
(1) A catalyst is replaced with a deteriorated or defective catalyst or electronic simulation of such resulting in both an exhaust emission exceedance of 0.6 g/mi HC and an exhaust emission increase of 0.4 g/mi HC on a normal temperature (20 to 30 °C) emission certification test.
(2) A misfire condition is induced resulting in an increase in emissions of greater than 0.4 g/mi HC or 3.4 g/mi CO or 1.0 g/mi NO
(3) Any oxygen sensor is replaced with a deteriorated or defective oxygen sensor, or the operation of such a sensor is simulated, resulting in an increase in emissions of 0.2 g/mi HC or 1.7 g/mi CO or 0.5 g/mi NO
(4) The electronic evaporative purge control device (if equipped) is disconnected or the operation of any emission-related powertrain component connected to a computer results in an increase in emissions of 0.2 g/mi HC or 1.7 g/mi CO or 0.5 g/mi NO
Section 86.095-35 includes text that specifies requirements that differ from § 86.092-35. Where a paragraph in § 86.092-35 is identical and applicable to § 86.095-35, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For
(a) The manufacturer of any motor vehicle (or motor vehicle engine) subject to the applicable emission standards (and family emission limits, as appropriate) of this subpart, shall, at the time of manufacture, affix a permanent legible label, of the type and in the manner described below, containing the information hereinafter provided, to all production models of such vehicles (or engines) available for sale to the public and covered by a Certificate of Conformity under § 86.091-30(a).
(1)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the Certificate of Conformity for such vehicle, in such manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters), engine family identification, and evaporative family identification;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as applicable), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing and valve lash (as applicable), as well as other parameters deemed necessary by the manufacturer. These specifications should indicate the proper transmission position during tuneup and what accessories (e.g., air conditioner), if any, should be in operation;
(E) An unconditional statement of compliance with the appropriate model year U.S. Environmental Protection Agency regulations which apply to light-duty vehicles;
(F) The exhaust emission standards (or family emission limits, if applicable) to which the engine family is certified, and the corresponding exhaust emission standards (or family emission limits, if applicable) which the engine family must meet in-use;
(G) For vehicles that have been exempted from compliance with the emission standards at high altitude, as specified in § 86.090-8(h):
(
(
(
(H) For vehicles that have been exempted from compliance with the emission standards at low altitude, as specified in § 86.094-8(i):
(
(
(I) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is placed in a visible and accessible position as provided in this section;
(J) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(K) Vehicles which have been certified under the provisions of § 86.094-8(j) must comply with the labeling requirements contained in § 86.1606.
(L) If applicable, a statement that the vehicle is exempt from cold temperature carbon monoxide standards.
(2)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label.
(A) The label heading: Important Vehicle Information;
(B) Full corporate name and trademark of the manufacturer;
(C) Engine displacement (in cubic inches or liters), engine family identification, and evaporative family;
(D) Engine tune-up specifications and adjustments, as recommended by the manufacturer in accordance with the applicable emission standards (or family emission limits, as appropriate), including but not limited to idle speed(s), ignition timing, the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), high idle speed, initial injection timing, as well as other parameters deemed necessary by the manufacturer. These specifications should indicate the proper transmission position during tune-up and what accessories (e.g., air conditioner), if any, should be in operation;
(E)(
(
(F) [Reserved]
(G) For light-duty trucks that have been exempted from compliance with the emission standards at high altitude, as specified in § 86.094-9(h):
(
(
(
(H) For light-duty trucks that have been exempted from compliance with the emission standards at low altitude, as specified in § 86.094-9(i):
(
(
(I) Light-duty trucks which have been certified under the provisions of § 86.094-9(j) must comply with the labeling requirements contained in § 86.1606;
(J) The exhaust emission standards (or family emission limits, if applicable) to which the engine family is certified, and the corresponding exhaust emission standards (or family emission limits, if applicable) which the engine family must meet in-use.
(K) The vacuum hose routing diagram applicable to the vehicles if the vehicles are equipped with vacuum actuated emission and emission-related components. The manufacturer may, at its option, use a separate label for the vacuum hose routing diagram provided that the vacuum hose diagram is placed in a visible and accessible position as provided by this section.
(L) [Reserved]
(M) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(N) If applicable, a statement that the vehicle is exempt from cold temperature carbon monoxide standards.
(3)
(ii) The label shall be attached to an engine part necessary for normal engine operation and not normally requiring replacement during engine life.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals which shall be of a color that contrasts with the background of the label:
(A) The label heading: “Important Engine Information.”;
(B) Full corporate name and trademark of manufacturer;
(C) Engine displacement (in cubic inches or liters) and engine family and model designations;
(D) Date of engine manufacture (month and year). The manufacturer may, in lieu of including the date of manufacture on the engine label, maintain a record of the engine manufacture dates. The manufacturer shall provide the date of manufacture records to the Administrator upon request;
(E) Engine specifications and adjustments as recommended by the manufacturer. These specifications should indicate the proper transmission position during tune-up and what accessories (e.g., air conditioner), if any, should be in operation;
(F) For Otto-cycle engines the label should include the idle speed, ignition timing, and the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop), and valve lash;
(G) For diesel engines the label should include the advertised hp at rpm, fuel rate at advertised hp in mm
(H) The prominent statement: “This engine conforms to U.S. EPA regulations applicable to 19XX Model Year New Heavy-Duty Engines.”;
(I) If the manufacturer is provided with an alternate useful life period under the provisions of § 86.094-21(f), the prominent statement: “This engine has been certified to meet U.S. EPA standards for a useful-life period of XXX miles or XXX hours of operation, whichever occurs first. This engine's actual life may vary depending on its service application.” The manufacturer may alter this statement only to express the assigned alternate useful life in terms other than miles or hours (e.g., years, or hours only);
(J)
(K)
(
(
(
(L) For diesel engines which are included in the diesel heavy-duty particulate averaging program, the family particulate emission limit to which the engine is certified;
(M) For any heavy-duty engines which are included in the heavy-duty NO
(N) Engines granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(O) For diesel engines which have been certified to comply with the urban bus particulate standard of 40 CFR 86.094-11(a)(1)(iv)(A), the statement “This engine is certified for use
(iv) The label may be made up of one or more pieces: Provided, That all pieces are permanently attached to the same engine or vehicle part as applicable.
(4)
(ii) The label shall be affixed by the vehicle manufacturer who has been issued the Certificate of Conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label. The label shall not be affixed to any equipment which is easily detached from such vehicle.
(iii) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(A) The label heading: Vehicle Emission Control Information;
(B) Full corporate name and trademark of manufacturer;
(C) Evaporative family identification;
(D) The maximum nominal fuel tank capacity (in gallons) for which the evaporative control system is certified (this requirement does not apply to vehicles whose evaporative control system efficiency is not dependent on fuel tank capacity); and
(E) An unconditional statement of compliance with the appropriate model year U.S. Environmental Protection Agency regulations which apply to XXX-fueled heavy-duty vehicles.
(F) Vehicles granted final admission under § 85.1505 of this chapter must comply with the labeling requirements contained in § 85.1510 of this chapter.
(b) The provisions of this section shall not prevent a manufacturer from also reciting on the label that such vehicle (or engine) conforms to any applicable state emission standards for new motor vehicles (or new motor vehicle engines) or any other information that such manufacturer deems necessary for, or useful to, the proper operation and satisfactory maintenance of the vehicle (or engine).
(c)(1) The manufacturer of any light-duty vehicle or light-duty truck subject to the emission standards (or family emission limits, as appropriate) of this subpart shall, in addition and subsequent to setting forth those statements on the label required by the Department of Transportation (DOT) pursuant to 49 CFR 567.4, set forth on the DOT label or an additional label located in proximity to the DOT label and affixed as described in 49 CFR 567.4(b), the following information in the English language, lettered in block letters and numerals not less than three thirty-seconds of an inch high, of a color that contrasts with the background of the label:
(i) The heading: “Vehicle Emission Control Information.”
(ii)(A)
(B)
(
(iii) One of the following statements, as applicable, in letters and numerals not less than six thirty-seconds of an inch high and of a color that contrasts with the background of the label:
(A) For all vehicles certified as noncatalyst-equipped: “NON-CATALYST”;
(B) For all vehicles certified as catalyst-equipped which are included in a manufacturer's catalyst control program for which approval has been given by the Administrator: “CATALYST—APPROVED FOR IMPORT”;
(C) For all vehicles certified as catalyst-equipped which are not included in a manufacturer's catalyst control program for which prior approval has been given by the Administrator: “CATALYST”.
(2) In lieu of selecting either of the labeling options of paragraph (c)(1) of this section, the manufacturer may add the information required by paragraph (c)(1)(iii) of this section to the label required by paragraph (a) of this section. The required information will be set forth in the manner prescribed by paragraph (c)(1)(iii) of this section.
(d) Incomplete light-duty trucks or incomplete heavy-duty vehicles optionally certified in accordance with the light-duty truck provisions shall have one of the following prominent statements, as applicable, printed on the label required by paragraph (a)(2) of this section in lieu of the statement required by paragraph (a)(2)(iii)(E) of this section.
(1)
(2)
(e) Incomplete heavy-duty vehicles having a gross vehicle weight rating of 8,500 pounds or less shall have one of the following statements printed on the label required by paragraph (a)(3) of this section in lieu of the statement required by paragraph (a)(3)(iii)(H) of this section: “This engine conforms to U.S. EPA regulations applicable to 19XX Model Year Heavy-Duty Engines when installed in a vehicle completed at a curb weight of more than 6,000 pounds or with a frontal area of greater than 45 square feet.”
(f) The manufacturer of any incomplete light-duty vehicle or light-duty truck shall notify the purchaser of such vehicle of any curb weight, frontal area, or gross vehicle weight rating limitations affecting the emission certificate applicable to that vehicle. This notification shall be transmitted in a manner consistent with National Highway Traffic Safety Administration safety notification requirements published in 49 CFR part 568.
(g)
(2) Persons wishing to add fuel tank capacity beyond the maximum specified on the label required in paragraph (g)(1) of this section shall:
(i) Increase the amount of fuel tank vapor storage material according to the following function:
(ii) Use, if applicable, hosing for fuel vapor routing which is at least as impermeable to hydrocarbon vapors as
(iii) Use vapor storage material with the same absorptive characteristics as that used by the primary manufacturer.
(iv) Connect, if applicable, any new hydrocarbon storage device to the existing hydrocarbon storage device in series such that the original hydrocarbon storage device is situated between the fuel tank and the new hydrocarbon storage device. The original hydrocarbon storage device shall be sealed such that vapors cannot reach the atmosphere. The elevation of the original hydrocarbon storage device shall be equal to or lower than the new hydrocarbon storage device.
(v) Submit a written statement to the Administrator that paragraphs (g)(2)(i) through (g)(2)(iv) of this section have been complied with.
(3) If applicable, the Administrator will send a return letter verifying the receipt of the written statement required in paragraph (g)(2)(v) of this section.
(h)
(2) If a manufacturer introduces an engine or vehicle into commerce prior to the compliance level determination of § 86.1112-87(a), it shall provide the engine or vehicle owner with a label as described above to be affixed in a location in proximity to the label required in paragraph (a) of this section within 30 days of the completion of the PCA.
(i) All light-duty vehicles and light-duty trucks shall comply with SAE Recommended Practices J1877 “Recommended Practice for Bar-Coded Vehicle Identification Number Label,” (MAY88), and J1892 “Recommended Practice for Bar-Coded Vehicle Emission Configuration Label,” (MAY88) except that label characters 3 through 7 as specified in J1892 shall be consistent with the standardized engine family name as revised by EPA for the applicable model year. SAE J1877 and J1892 are incorporated by reference. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from the Society of Automotive Engineers, Inc., 400 Commonwealth Drive, Warrendale, PA 15096-0001. Copies may be inspected at Docket No. A-90-35 at EPA's Air Docket (LE-131), room 1500M, 1st Floor, Waterside Mall, 401 M Street, SW., Washington, DC, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
The definitions listed in this section apply beginning with the 1996 model year. The definitions of § 86.094-2 continue to apply to 1996 and later model year vehicles.
(1) For light-duty vehicles, and for light light-duty trucks not subject to the Tier 0 standards of § 86.094-9(a), intermediate useful life and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 10 years or 100,000 miles, whichever occurs first, except as otherwise noted in § 86.094-9. The useful life of evaporative emission control systems on the portion of these vehicles subject to the evaporative emission test requirements of § 86.130-96 is defined as a period of use of 10 years or 100,000 miles, whichever occurs first.
(2) For light light-duty trucks subject to the Tier 0 standards of § 86.094-9(a), and for heavy light-duty truck engine families, intermediate and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 11 years or 120,000 miles, whichever occurs first. The useful life of evaporative emission control systems on the portion of these vehicles subject to the evaporative emission test requirements of § 86.130-96 is also defined as a period of 11 years or 120,000 miles, whichever occurs first.
(3) For an Otto-cycle heavy-duty engine family, a period of use of 8 years or 110,000 miles, whichever occurs first, except for the portion of evaporative emission control systems subject to the evaporative emission test requirements of § 86.1230-96, for which the applicable period of use is 10 years or 110,000 miles, whichever occurs first.
(4) For a diesel heavy-duty engine family:
(i) For light heavy-duty diesel engines, period of use of 8 years or 110,000 miles, whichever occurs first.
(ii) For medium heavy-duty diesel engines, a period of use of 8 years or 185,000 miles, whichever occurs first.
(iii) For heavy heavy-duty diesel engines, a period of use of 8 years or 290,000 miles, whichever occurs first, except as provided in paragraph (4)(iv) of this definition.
(iv) For heavy heavy-duty diesel engines used in urban buses, for the particulate standard, a period of use of 10 years or 290,000 miles, whichever occurs first.
(5) As an option for both light-duty trucks under certain conditions and heavy-duty engine families, an alternative useful life period assigned by the Administrator under the provisions of § 86.094-21(f).
(6) The useful-life period for purposes of the emissions defect warranty and emissions performance warranty shall be a period of 5 years/50,000 miles, whichever occurs first, for light-duty trucks, Otto-cycle heavy-duty engines and light heavy-duty diesel engines. For all other heavy-duty diesel engines the aforementioned period is 5 years/100,000 miles, whichever occurs first. However, in no case may this period be less than the manufacturer's basic mechanical warranty period for the engine family.
(a) The abbreviations in § 86.094-3 continue to apply. The abbreviation in this section applies beginning with the 1996 model year.
(b) The abbreviation in this section applies to this subpart and to subpart O of this part, and has the following meaning:
Section 86.096-7 includes text that specifies requirements that differ from those specified in §§ 86.091-7 and 86.094-7. Where a paragraph in § 86.091-7 or § 86.094-7 is identical and applicable to § 86.096-7, this may be indicated by specifying the corresponding paragraph
(a) Introductory text through (a)(2) [Reserved]. For guidance see § 86.091-7.
(a)(3)—(h)(5) [Reserved]. For guidance see § 86.094-7.
(h)(6)
(ii) EPA may void ab initio a certificate for a 1994 or 1995 model year light-duty vehicle or light-duty truck that is not certified in compliance with the cold temperature CO standard for which the manufacturer fails to retain the records required in this section or to provide such information to the Administrator upon request.
(iii) Any voiding ab initio of a certificate under § 86.091-7(c)(6) and paragraph (h)(6) of this section will be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.614 for light-duty vehicles or under § 86.1014 for light-duty trucks and heavy-duty engines.
(7) The manufacturer (or contractor for the manufacturer, if applicable) of any new model 1996 through 1998 light-duty vehicle, light-duty truck or heavy-duty vehicle that is certified shall establish, maintain and retain the following adequately organized and indexed records for each such vehicle:
(i) EPA engine family;
(ii) Vehicle identification number;
(iii) Model year and production date;
(iv) Shipment date;
(v) Purchaser;
(vi) Purchase contract; and
(vii) EPA evaporative family.
(a)(1)
(ii)(A) Vehicles subject to the standards of paragraph (a)(1)(i) of this section shall be all actual U.S. sales of light-duty vehicles of the applicable model year by a manufacturer.
(B) A manufacturer can not use one set of engine families to meet its intermediate useful life standards and another to meet its full useful life standards. The same families which are used
(iii) CST emissions from gasoline-fueled Otto-cycle light-duty vehicles measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(iii) (A) and (B) of this section.
(A) Hydrocarbons: 100 ppm as hexane.
(B) Carbon monoxide: 0.5%.
(2) The standards set forth in paragraph (a)(1)(i) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light-duty vehicles, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight.
(3) The standards set forth in paragraph (a)(1)(iii) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) Evaporative emissions from light-duty vehicles shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(1)
(B) For the supplemental two-diurnal test sequence described in § 86.130-96, diurnal plus hot soak emissions (gasoline-fueled vehicles only): 2.5 grams per test.
(ii)
(iii)
(2)
(B) For the supplemental two-diurnal test sequence described in § 86.130-96, diurnal plus hot soak measurements: 2.5 grams carbon per test.
(ii)
(iii)
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart B of this part.
(4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty vehicle during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(5)(i) A minimum of the percentage shown in table A96-15 of a manufacturer's sales of the applicable model year's gasoline- and methanol-fueled light-duty vehicles shall be tested with the procedures in subpart B indicated for 1996 model year, and shall not exceed the standards described in paragraph (b) of this section. The remaining vehicles shall be tested with the procedures in subpart B of this part for 1995 model year light-duty vehicles and be subject to the standards described in § 86.090-8(b).
(ii) Optionally, a minimum of the percentage shown in table A96-15 of a manufacturer's combined sales of the applicable model year's gasoline- and methanol-fueled light-duty vehicles, light-duty trucks, and heavy-duty vehicles shall not exceed the applicable standards.
(iii) Small volume manufacturers, as defined in § 86.092-14(b)(1) and (2), are exempt from the implementation schedule of table A96-15 of this section for model years 1996, 1997, and 1998. For small volume manufacturers, the standards of § 86.090-8(b), and the associated test procedures, continue to apply until model year 1999, when 100 percent compliance with the standards of this section is required. This exemption does not apply to small volume engine families as defined in § 86.092-14(b)(5).
(iv) For the 1996 model year, manufacturers may satisfy the testing requirements for federal certification to the evaporative standards of paragraph (b) of this section, except the fuel dispensing spitback test, by presenting test results from the certification procedures defined by the California Regulatory Requirements Applicable to the Evaporative Emissions Program (January 4, 1995). These requirements have been incorporated by reference (see § 86.1).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any 1996 and later model year Otto-cycle, or methanol-or gaseous-fueled diesel light-duty vehicle. This requirement is optional for 1996 model year gaseous-fueled light-duty vehicles.
(d)-(f) [Reserved]
(g) Any 1994 and later model year light-duty vehicle that a manufacturer wishes to certify for sale shall meet the emission standards under both low- and high-altitude conditions as specified in § 86.082-2, except as provided in paragraphs (h) and (i) of this section. Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. Any emission control device used to meet emission standards under high-altitude conditions shall initially actuate (automatically) no higher than 4,000 feet above sea level.
(h) The manufacturer may exempt 1994 and later model year vehicles from compliance at high altitude with the emission standards set forth in paragraphs (a) and (b) of this section if the vehicles are not intended for sale at high altitude and if the requirements of paragraphs (h) (1) and (2) of this section are met.
(1) A vehicle configuration shall only be considered eligible for exemption under paragraph (h) of this section if the requirements of either paragraph (h)(1) (i), (ii), (iii), or (iv) of this section are met.
(i) Its design parameters (displacement-to-weight ratio (D/W) and engine speed-to-vehicle-speed ratio (N/V)) fall within the exempted range for that manufacturer for that year. The exempted range is determined according to the following procedure:
(A) The manufacturer shall graphically display the D/W and N/V data of all vehicle configurations it will offer for the model year in question. The axis of the abscissa shall be D/W (where (D) is the engine displacement expressed in cubic centimeters and (W) is the equivalent vehicle test weight expressed in pounds), and the axis of the ordinate shall be N/V (where (N) is the crankshaft speed expressed in revolutions per minute and (V) is the vehicle speed expressed in miles per hour). At the manufacturer's option, either the 1:1 transmission gear ratio or the lowest numerical gear ratio available in the transmission will be used to determine N/V. The gear selection must be the same for all N/V data points on the manufacturer's graph. For each transmission/axle ratio combination, only the lowest N/V value shall be used in the graphical display.
(B) The product line is then defined by the equation, N/V=C(D/W)
(C) The exemption line is then defined by the equation, N/V=C(0.84 D/W)
(D) The exempted range includes all values of N/V and D/W which simultaneously fall to the lower left of the exemption line as drawn on the graph.
(ii) Its design parameters fall within the alternate exempted range for that manufacturer that year. The alternate exempted range is determined by substituting rated horsepower (hp) for displacement (D) in the exemption procedure described in paragraph (h)(1)(i) of this section and by using the product line N/V=C(hp/W)
(A) Rated horsepower shall be determined by using the Society of Automotive Engineers Test Procedure J 1349, June 1990, Engine Power Test Code—Spark Ignition and Compression Ignition—Net Power Rating. This incorporation by reference was approved by the Director of the
(B) No exemptions will be allowed under paragraph (h)(1)(ii) of this section to any manufacturer that has exempted vehicle configurations as set forth in paragraph (h)(1)(i) of this section.
(iii) Its acceleration time (the time it takes a vehicle to accelerate from 0 miles per hour to a speed not less than 40 miles per hour and not greater than 50 miles per hour) under high-altitude conditions is greater than the largest acceleration time under low-altitude conditions for that manufacturer for that year. The procedure to be followed in making this determination is:
(A) The manufacturer shall list the vehicle configuration and acceleration time under low-altitude conditions of that vehicle configuration which has the highest acceleration time under low-altitude conditions of all the vehicle configurations it will offer for the model year in question. The manufacturer shall also submit a description of the methodology used to make this determination.
(B) The manufacturer shall then list the vehicle configurations and acceleration times under high-altitude conditions of all those vehicle configurations which have higher acceleration times under high-altitude conditions than the highest acceleration time at low altitude identified in paragraph (h)(1)(iii)(A) of this section.
(iv) In lieu of performing the test procedure of paragraphs (h)(1)(iii) (A) and (B) of this section, its acceleration time can be estimated based on the manufacturer's engineering evaluation, in accordance with good engineering practice, to meet the exemption criteria of paragraph (h)(1)(iii) of this section.
(2) A vehicle shall only be considered eligible for exemption under this paragraph if at least one configuration of its model type (and transmission configuration in the case of vehicles equipped with manual transmissions, excluding differences due to the presence of overdrive) is certified to meet emission standards under high-altitude conditions as specified in paragraphs (a) through (c) and paragraph (g) of this section. The Certificate of Conformity (the Certificate) covering any exempted configuration(s) will also apply to the corresponding non-exempt configuration(s) required under this paragraph (h)(2). As a condition to the exemption, any suspension, revocation, voiding, or withdrawal of the Certificate as it applies to a non-exempt configuration for any reason will result in a suspension of the Certificate as it applies to the corresponding exempted configuration(s) of that model type, unless there is at least one other corresponding non-exempt configuration of the same model type still covered by the Certificate. The suspension of the
(i) Another corresponding non-exempt configuration(s) receive(s) coverage under the Certificate; or
(ii) Suspension of the Certificate as it applies to the corresponding non-exempt configuration(s) is terminated; or
(iii) The Agency's action(s), with respect to suspension, revocation, voiding, or withdrawal of the Certificate as it applies to the corresponding non-exempt configuration(s), is reversed.
(3) The sale of a vehicle for principal use at a designated high-altitude location that has been exempted as set forth in paragraph (h) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(i)(1) The manufacturers may exempt 1996 and later model year vehicles from compliance at low altitude with the emission standards set forth in paragraph (a) of this section and § 86.090-8(b) if the vehicles:
(i) Are not intended for sale at low altitude; and
(ii) Are equipped with a unique, high-altitude axle ratio (rear-wheel drive vehicles) or a unique, high-altitude drivetrain (front-wheel drive vehicles) with a higher N/V ratio than other configurations of that model type which are certified in compliance with the emission standards of paragraph (a) of this section and § 86.090-8(b) under low-altitude conditions.
(2) The sale of a vehicle for principal use at low altitude that has been exempted as set forth in paragraph (i)(1) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(j) Any exempted light-duty vehicle that a manufacturer wishes to certify for sale under the provisions of § 86.090-8 (h) or paragraph (i) of this section is subject to the provisions of subpart Q of this part.
(k)
Section 86.096-9 includes text that specifies requirements that differ from § 86.094-9. Where a paragraph in § 86.094-9 is identical and applicable to § 86.096-9, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-9.”
(a)(1) introductory text through (a)(1)(iv) [Reserved]. For guidance see § 86.094-9.
(v) CST emissions from gasoline-fueled Otto-cycle light-duty trucks measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(v) (A) and (B) of this section.
(A) Hydrocarbons: 100 ppm as hexane.
(B) Carbon monoxide: 0.5%.
(a)(2) [Reserved]
(3) The standards set forth in paragraph (a)(1)(v) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) Evaporative emissions from light-duty trucks shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(1)
(
(
(B) For all other light-duty trucks:
(
(
(ii)
(iii)
(2)
(
(
(B) For all other light-duty trucks:
(
(
(ii)
(iii)
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart B of this part.
(4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty truck during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(5)(i) A minimum of the percentage shown in table A96-16 of a manufacturer's sales of the applicable model year's gasoline- and methanol-fueled light-duty trucks shall be tested with the procedures in subpart B of this part indicated for the 1996 model year, and shall not exceed the standards described in paragraph (b) of this section. The remaining vehicles shall be tested with the procedures in subpart B of this part for 1995 model year light-duty trucks and be subject to the standards described in § 86.090-9(b).
(ii) Optionally, a minimum of the percentage shown in table A96-16 of a manufacturer's combined sales of the applicable model year's gasoline- and methanol-fueled light-duty vehicles, light-duty trucks, and heavy-duty vehicles shall not exceed the applicable standards.
(iii) Small volume manufacturers, as defined in § 86.092-14(b)(1) and (2), are exempt from the implementation schedule of table A96-16 of this section for model years 1996, 1997, and 1998. For small volume manufacturers, the standards of § 86.090-9(b), and the associated test procedures, continue to apply until model year 1999, when 100 percent compliance with the standards of this section is required. This exemption does not apply to small volume engine families as defined in § 86.092-14(b)(5).
(iv) For the 1996 model year, manufacturers may satisfy the testing requirements for federal certification to the evaporative standards of paragraph (b) of this section, except the fuel dispensing spitback test, by presenting test results from the certification procedures defined by the California Regulatory Requirements Applicable to the Evaporative Emissions Program (January 4, 1995). These requirements have been incorporated by reference (see § 86.1).
(c) [Reserved]. For guidance see § 86.094-9.
(d) through (f) [Reserved].
(g) through (k) [Reserved]. For guidance see § 86.094-9.
Section 86.096-10 includes text that specifies requirements that differ from § 86.091-10. Where a paragraph in § 86.091-10 is identical and applicable to § 86.096-10, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.091-10.”
(a) [Reserved]. For guidance see § 86.091-10.
(b) Evaporative emissions from heavy-duty vehicles shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(1)
(A)(
(
(B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile.
(C) Fuel dispensing spitback test (gasoline-fueled vehicles only): 1.0 gram per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs:
(A)(
(
(B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile.
(2) Total Hydrocarbon Equivalent (for vehicles equipped with methanol-fueled engines). (i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs:
(A)(
(
(B) Running loss test: 0.05 grams carbon per mile.
(C) Fuel dispensing spitback test: 1.0 gram carbon per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs:
(A)(
(
(B) Running loss test: 0.05 grams carbon per mile.
(3)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraphs (b)(1) and (b)(2) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart M of this part.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs., the standards set forth in paragraphs (b)(1)(ii) and (b)(2)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(4) All fuel vapor generated in a gasoline- or methanol-fueled heavyduty vehicle during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(5)(i) A minimum of the percentage shown in table A96-17 of a manufacturer's sales of the applicable model year's gasoline- and methanol-fueled heavy-duty vehicles shall not exceed the standards described in paragraph (b) of this section, except that methanol-fueled heavy-duty vehicles are exempt for the 1996 and 1997 model years. The remaining vehicles shall be subject to the standards described in § 86.091-10(b).
(ii) Optionally, a minimum of the percentage shown in table A96-17 of a manufacturer's combined sales of the applicable model year's gasoline- and methanol-fueled light-duty vehicles, light-duty trucks, and heavy-duty vehicles shall not exceed the applicable standards.
(iii) Small volume manufacturers, as defined in § 86.092-14(b)(1) and (2), are exempt from the implementation schedule of table A96-17 of this section for model years 1996, 1997, and 1998. For small volume manufacturers, the standards of § 86.091-10(b), and the associated test procedures, continue to apply until model year 1999, when 100 percent compliance with the standards of this section is required. This exemption does not apply to small volume engine families as defined in § 86.092-14(b)(5).
(iv) For the 1996 model year, manufacturers may satisfy the testing requirements for federal certification to the evaporative standards of paragraph (b) of this section, except the fuel dispensing spitback test, by presenting test results from the certification procedures defined by the California Regulatory Requirements Applicable to the Evaporative Emissions Program (January 4, 1995). These requirements have been incorporated by reference (see § 86.1).
(c)-(d) [Reserved]. For guidance see § 86.091-10.
(a) Exhaust emissions from new 1996 and later model year diesel heavy-duty engines shall not exceed the following (optional for 1996 model year gaseous-fueled diesel heavy-duty engines):
(1)(i)
(ii)
(iii)
(2)
(ii) 0.50 percent of exhaust gas flow at curb idle (methanol-, natural gas-, and liquefied petroleum gas-fueled diesel only).
(3)
(ii) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the NO
(4)
(ii) For all other diesel engines only, 0.10 gram per brake horsepower-hour (0.037 gram per megajoule), as measured under transient operating conditions.
(iii) A manufacturer may elect to include any or all of its diesel heavy-duty engine families in any or all of the particulate averaging, trading, or banking programs for heavy-duty engines, within the restrictions described in § 86.094-15. If the manufacturer elects to include engine families in any of these programs, the particulate FEL may not exceed:
(A) For engine families intended for use in urban buses, 0.25 gram per brake horsepower-hour (0.093 gram per megajoule).
(B) For engine families not intended for use in urban buses, 0.60 gram per brake horsepower-hour (0.22 gram per megajoule).
(C) The ceiling values in paragraphs (a)(4)(iii) (A) and (B) of this section apply whether credits for the family are derived from averaging, trading or banking programs.
(b)(1) The opacity of smoke emission from new 1996 and later model year diesel heavy-duty engine shall not exceed:
(i) 20 percent during the engine acceleration mode.
(ii) 15 percent during the engine lugging mode.
(iii) 50 percent during the peaks in either mode.
(2) The standards set forth in paragraph (b)(1) of this section refer to exhaust smoke emissions generated under the conditions set forth in subpart I of this part and measured and calculated in accordance with these procedures.
(3)
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs, 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs, 4.0 grams per test.
(4)
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 4.0 grams per test.
(5)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraphs (b)(3) and (b)(4) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart M of this part. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test
(ii) For vehicles with a Gross Vehicle Weight Rating greater than 26,000 pounds, the standards set forth in paragraphs (b)(3)(ii) and (b)(4)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1996 or later model year methanol-or gaseous-fueled diesel, or any naturally aspirated diesel heavy-duty engine. For petroleum-fueled engines only, this provision does not apply to engines using turbochargers, pumps, blowers, or superchargers for air induction. This provision is optional for all 1996 model year gaseous-fueled diesel heavy-duty engines, and for 1997 model year gaseous-fueled diesel heavy-duty engines using turbochargers, pumps, blowers or superchargers for air induction.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart I or N of this part to ascertain that such test engines meet the requirements of paragraphs (a), (b), (c), and (d) of this section.
Section 86.096-14 includes text that specifies requirements that differ from those specified in §§ 86.094-14 and 86.095-14. Where a paragraph in § 86.094-14 or § 86.095-14 is identical and applicable to § 86.096-14, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-14” or “[Reserved]. For guidance see § 86.095-14.” Where a corresponding paragraph of § 86.094-14 or § 86.095-14 is not applicable, this is indicated by the statement “[Reserved].”
(a) through (c)(11)(ii)(B)(
(c)(11)(ii)(B)(
(c)(11)(ii)(B)(
(
(
(
(
(c)(11)(ii)(C) through (c)(11)(ii)(D)(
(c)(11)(ii)(D)(
(c)(11)(ii)(D)(
Section 86.096-21 includes text that specifies requirements that differ from § 86.094-21. Where a paragraph in § 86.094-21 is identical and applicable to § 86.096-21, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-21.”
(a)-(b)(8) [Reserved]. For guidance see § 86.094-21.
(b)(9) For each light-duty vehicle, light-duty truck, or heavy-duty vehicle evaporative emission family, a description of any unique procedures required to perform evaporative emission tests (including canister working capacity, canister bed volume, and fuel temperature profile for the running loss test) for all vehicles in that evaporative
(10) For each light-duty vehicle, light-duty truck, or heavy-duty vehicle evaporative emission family:
(i) Canister working capacity, according to the procedures specified in § 86.132-96(h)(1)(iv);
(ii) Canister bed volume; and
(iii) Fuel temperature profile for the running loss test, according to the procedures specified in § 86.129-94(d).
(c) through (j) [Reserved]. For guidance see § 86.094-21.
(k) For light-duty vehicles and light-duty trucks, a manufacturer with an engine family that cannot be appropriately tested on all Certification Short Test emission test procedures described in § 86.1439 of this part may request an exemption, as described in § 86.1427 (d), from the inappropriate test(s) for purposes of demonstrating compliance with the Certification Short Test as described in subpart O of this part.
(l) For light-duty vehicles and light-duty trucks, a manufacturer with an engine family that can be appropriately tested on none of the Certification Short Test emission test procedures described in § 86.1439 of this part may request an alternative procedure as described in § 86.1427 (d).
Section 86.096-23 includes text that specifies requirements that differ from those specified in § 86.095-23. Where a paragraph in § 86.095-23 is identical and applicable to § 86.096-23, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]”. For guidance see § 86.095-23.
(a) through (l) [Reserved]. For guidance see § 86.095-23.
(m) Additionally, except for small-volume manufacturers, manufacturers certifying vehicles shall submit for each model year 1996 through 1998 light-duty vehicle, light-duty truck, and gasoline-fueled heavy-duty vehicle evaporative family:
(1) In the application for certification the projected sales volume of evaporative families certifying to the respective evaporative test procedure and accompanying standards as set forth or otherwise referenced in §§ 86.090-8, 86.090-9, and 86.091-10 or those set forth or otherwise referenced in §§ 86.096-8, 86.096-9, and 86.096-10. Volume projected to be produced for U.S. sale may be used in lieu of projected U.S. sales.
(2) End-of-year reports for each evaporative family.
(i) These end-of-year reports shall be submitted within 90 days of the end of the model year to: Director, Manufacturers Operations Division (6405J), U.S. Environmental Protection Agency, 401 M Street, SW, Washington, DC 20460.
(ii) These reports shall indicate the model year, evaporative family and the actual U.S. sales volume. The manufacturer may petition the Administrator to allow volume produced for U.S. sale to be used in lieu of U.S. sales. Such petition shall be submitted within 30 days of the end of the model year to the Manufacturers Operations Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that production volume is functionally equivalent to sales volume.
(iii) The U.S. sales volume for end-of-year reports shall be based on the location of the point of sale to a dealer, distributor, fleet operator, broker, or any other entity that comprises the point of first sale.
(iv) Failure by a manufacturer to submit the end-of-year report within the specified time may result in certificate(s) for the evaporative family(ies) certified to the certification standards set forth in §§ 86.090-8, 86.090-9, and 86.091-10 being voided ab initio plus any applicable civil penalties for failure to submit the required information to the Agency.
(v) The information shall be organized in such a way as to allow the Administrator to determine compliance with the Evaporative Emission Testing implementation schedules of §§ 86.096-8, 86.096-9, and 86.096-10.
(a)
(1) The vehicles or engines covered by an application for certification will be divided into groupings of engines which are expected to have similar emission characteristics throughout their useful life. Each group of engines with similar emission characteristics is defined as a separate engine family.
(2) To be classed in the same engine family, engines must be identical in all the respects listed in paragraphs (a)(2) (i) through (x) of this section.
(i) The cylinder bore center-to-center dimensions.
(ii) through (iii) [Reserved]
(iv) The cylinder block configuration (air-cooled or water-cooled: L-6, 90 deg., V-8, and so forth).
(v) The location of the intake and exhaust valves (or ports).
(vi) The method of air aspiration.
(vii) The combustion cycle.
(viii) Catalytic converter characteristics.
(ix) Thermal reactor characteristics.
(x) Type of air inlet cooler (for example, intercoolers and after-coolers) for diesel heavy-duty engines.
(3)(i) Engines identical in all the respects listed in paragraph (a)(2) of this section may be further divided into different engine families if the Administrator determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of the features of each engine listed in paragraphs (a)(3)(i) (A) through (G) of this section.
(A) The bore and stroke.
(B) The surface-to-volume ratio of the nominally dimensioned cylinder at the top dead center positions.
(C) The intake manifold induction port sizes and configuration.
(D) The exhaust manifold port size and configuration.
(E) The intake and exhaust valve sizes.
(F) The fuel system.
(G) The camshaft timing and ignition or injection timing characteristics.
(ii) Light-duty trucks and heavy-duty engines produced in different model years and distinguishable in the respects listed in paragraph (a)(2) of this section are treated as belonging to a single engine family if the Administrator requires it, after determining that the engines may be expected to have similar emission deterioration characteristics.
(4) Where engines are of a type which cannot be divided into engine families based upon the criteria listed in paragraphs (a)(2) and (3) of this section, the Administrator establishes families for those engines based upon those features most related to their emission characteristics. Engines that are eligible to be included in the same engine family based on the criteria in paragraphs (a)(2) and (a)(3)(i) of this section may be further divided into different engine families if the manufacturer determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of the features of each engine listed in paragraphs (a)(4) (i) through (iii) of this section.
(i) The dimension from the center line of the crankshaft to the center line of the camshaft.
(ii) The dimension from the center line of the crankshaft to the top of the cylinder block head face.
(iii) The size of the intake and exhaust valves (or ports).
(5) The gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks covered by an application for certification will be divided into groupings which are expected to have similar evaporative emission characteristics throughout their useful life. Each group of vehicles with similar evaporative emission characteristics must be defined as a separate evaporative emission family.
(6) For gasoline-fueled or methanol-fueled light-duty vehicles and light-duty trucks to be classed in the same evaporative emission family, vehicles must be similar with respect to the items listed in paragraphs (a)(6) (i) through (iii) of this section.
(i) Type of vapor storage device (for example, canister, air cleaner, crankcase).
(ii) Basic canister design.
(iii) Fuel system.
(7) Where vehicles are of a type which cannot be divided into evaporative
(8)(i) If the manufacturer elects to participate in the Production AMA Durability Program, the engine families covered by an application for certification must be grouped based upon similar engine design and emission control system characteristics. Each of these groups constitute a separate engine family group.
(ii) To be classed in the same engine family group, engine families must contain engines identical in all of the respects listed in paragraphs (a)(8)(ii) (A) through (D) of this section.
(A) The combustion cycle.
(B) The cylinder block configuration (air-cooled or water-cooled: L-6, V-8, rotary, etc.).
(C) Displacement (engines of different displacement within 50 cubic inches or 15 percent of the largest displacement and contained within a multidisplacement engine family will be included in the same engine family group).
(D) Catalytic converter usage and basic type (non-catalyst, oxidation catalyst only, three-way catalyst equipped).
(9) Engine families identical in all respects listed in paragraph (a)(8) of this section may be further divided into different engine family groups if the Administrator determines that they are expected to have significantly different exhaust emission control system deterioration characteristics.
(10) A manufacturer may request the Administrator to include in an engine family group engine families in addition to those grouped under the provisions of paragraph (a)(8) of this section. This request must be accompanied by information the manufacturer believes supports the inclusion of these additional engine families.
(11) A manufacturer may combine into a single engine family group those light-duty vehicle and light-duty truck engine families which otherwise meet the requirements of paragraphs (a) (8) through (10) of this section.
(12) Those vehicles covered by an application for certification which are equipped with gasoline-fueled or methanol-fueled heavy-duty engines will be divided into groupings of vehicles on the basis of physical features which are expected to affect evaporative emissions. Each group of vehicles with similar features must be defined as a separate evaporative emission family.
(13) For gasoline-fueled or methanol-fueled heavy-duty vehicles to be classified in the same evaporative emission family, vehicles must be identical with respect to the items listed in paragraphs (a)(13) (i) and (ii) of this section.
(i) Method of fuel/air metering (that is, carburetion versus fuel injection).
(ii) Carburetor bowl fuel volume, within a 10 cc range.
(14) For vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines to be classified in the same evaporative emission control system, vehicles must be identical with respect to the items listed in paragraphs (a)(14) (i) through (ix) of this section.
(i) Method of vapor storage.
(ii) Method of carburetor sealing.
(iii) Method of air cleaner sealing.
(iv) Vapor storage working capacity, within a 20g range.
(v) Number of storage devices.
(vi) Method of purging stored vapors.
(vii) Method of venting the carburetor during both engine off and engine operation.
(viii) Liquid fuel hose material.
(ix) Vapor storage material.
(15) Where vehicles equipped with gasoline-fueled or methanol-fueled heavy-duty engines are types which cannot be divided into evaporative emission family-control system combinations based on the criteria listed above, the Administrator establishes evaporative emission family-control system combinations for those vehicles based on features most related to their evaporative emission characteristics.
(b)
(i) Vehicles are chosen to be operated and tested for emission data based upon engine family groupings. Within
(ii) The Administrator selects one additional test vehicle from within each engine family. The additional vehicle selected is the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family. If all vehicles within the engine family are similar, the Administrator may waive the requirements of this paragraph.
(iii) Within an engine family and exhaust emission control system, the manufacturer may alter any emission data vehicle (or other vehicles such as current or previous model year emission data vehicles, fuel economy data vehicles, and development vehicles provided they meet emission data vehicles' protocol) to represent more than one selection under paragraph (b)(1) (i), (ii), (iv), or (vii) of this section.
(iv) If the vehicles selected in accordance with paragraphs (b)(1) (i) and (ii) of this section do not represent each engine-system combination, then one vehicle of each engine-system combination not represented will be selected by the Administrator. The vehicle selected is the vehicle expected to exhibit the highest emissions of those vehicles remaining in the engine family.
(v) For high-altitude exhaust emission compliance for each engine family, the manufacturer must follow one of the procedures described in paragraphs (b)(1)(v) (A) and (B) of this section.
(A) The manufacturer must select for testing under high-altitude conditions the vehicle expected to exhibit the highest emissions from the nonexempt vehicles selected in accordance with § 86.096-24(b)(1) (ii), (iii), and (iv); or
(B) In lieu of testing vehicles according to paragraph (b)(1)(v)(A) of this section, a manufacturer may provide a statement in its application for certification that, based on the manufacturer's engineering evaluation of such high-altitude emission testing as the manufacturer deems appropriate, all light-duty vehicles and light-duty trucks not exempt under § 86.090-8(h) or § 86.094-9(h) comply with the emission standards at high altitude.
(vi) If 90 percent or more of the engine family sales will be in California, a manufacturer may substitute emission data vehicles selected by the California Air Resources Board criteria for the selections specified in § 86.096-24(b)(1) (i), (ii), and (iv).
(vii)(A) Vehicles of each evaporative emission family are divided into evaporative emission control systems.
(B) The Administrator selects the vehicle expected to exhibit the highest evaporative emissions from within each evaporative family to be certified. This vehicle is selected from among the vehicles represented by the exhaust emission data selections for the engine family, unless evaporative testing has already been completed on the vehicle expected to exhibit the highest evaporative emissions for the evaporative family as part of another engine family's testing.
(C) If the vehicles selected in accordance with paragraph (b)(1)(vii)(B) of this section do not represent each evaporative emission control system then the Administrator selects the highest expected evaporative emission vehicle from within the unrepresented evaporative system.
(viii) For high-altitude evaporative emission compliance for each evaporative emission family, the manufacturer must follow one of the procedures listed in paragraphs (b)(1)(viii) (A) and (B) of this section.
(A) The manufacturer will select for testing under high-altitude conditions the one nonexempt vehicle previously selected under paragraph (b)(1)(vii) (B) or (C) of this section which is expected to have the highest level of evaporative emissions when operated at high altitude; or
(B) In lieu of testing vehicles according to § 86.096-24(b)(1)(viii)(A), a manufacturer may provide a statement in its application for certification that, based on the manufacturer's engineering evaluation of such high-altitude emission testing as the manufacturer deems appropriate, all light-duty vehicles and light-duty trucks not exempt under § 86.090-8(h) or § 86.094-9(h) comply with the emission standards at high altitude.
(ix) Vehicles selected under paragraph (b)(1)(v)(A) of this section may be used to satisfy the requirements of paragraph (b)(1)(viii)(A) of this section.
(x) [Reserved]
(xi) For cold temperature CO exhaust emission compliance for each engine family, the Administrator will select for testing the vehicle expected to emit the highest emissions from the vehicles selected in accordance with paragraphs (b)(1) (i), (ii), (iii), and (iv) of this section. This vehicle is tested by the manufacturer in accordance with the test procedures in subpart C of this part or with alternative procedures requested by the manufacturer and approved in advance by the Administrator.
(xii) For CST exhaust emission compliance for each engine family, the Administrator will select for testing one vehicle from among the vehicles selected in accordance with paragraphs (b)(1) (i) through (iv) of this section. This vehicle is tested by the manufacturer in accordance with the test procedures set forth in subpart O of this part.
(2)
(i) through (ii) [Reserved]
(iii) The Administrator selects a maximum of two engines within each engine family based upon features indicating that they may have the highest emission levels of the engines in the engine family in accordance with the criteria described in paragraphs (b)(2)(iii) (A) and (B) of this section.
(A) The Administrator selects one emission data engine first based on the largest displacement within the engine family. Then from those within the largest displacement the Administrator selects, in the order listed, the engine with the highest fuel flow at the speed of maximum rated torque, with the most advanced spark timing, with no EGR or lowest EGR flow, and with no air pump or with the lowest actual flow air pump.
(B) The Administrator selects one additional engine from within each engine family. The engine selected is the engine expected to exhibit the highest emissions of those engines remaining in the engine family. If all engines within the engine family are similar, the Administrator may waive the requirements of this paragraph.
(iv) If the engines selected in accordance with paragraph (b)(2)(iii) of this section do not represent each engine displacement-exhaust emission control system combination, then the Administrator selects one engine of each engine displacement-exhaust emission control system combination not represented.
(v) Within an engine family/displacement/control system combination, the manufacturer may alter any emission data engine (or other engine including current or previous model year emission data engines and development engines provided they meet the emission data engines' protocol) to represent more than one selection under paragraph (b)(2)(iii) of this section.
(3)
(i) Engines will be chosen to be run for emission data based upon engine family groupings. Within each engine family, the requirements of paragraphs (b)(3) (i) through (iv) of this section must be met.
(ii) Engines of each engine family will be divided into groups based upon their exhaust emission control systems. One engine of each engine system combination must be run for smoke emission data and gaseous emission data. Either the complete gaseous emission test or the complete smoke test may be conducted first. Within each combination, the engine that features the highest fuel feed per stroke, primarily at the speed of maximum rated torque and secondarily at rated speed, will usually be selected. If there are military engines with higher fuel rates than other engines in the same
(iii) The Administrator may select a maximum of one additional engine within each engine-system combination based upon features indicating that it may have the highest emission levels of the engines of that combination. In selecting this engine, the Administrator will consider such features as the injection system, fuel system, compression ratio, rated speed, rated horsepower, peak torque speed, and peak torque.
(iv) Within an engine family control system combination, the manufacturer may alter any emission data engine (or other engine including current or previous model year emission data engines and development engines provided they meet the emission data engines' protocol) to represent more than one selection under paragraphs (b)(3) (ii) and (iii) of this section.
(c)
(i) A durability data vehicle is selected by the Administrator to represent each engine-system combination. The vehicle selected must be of the engine displacement with the largest projected sales volume of vehicles with that control-system combination in that engine family and is designated by the Administrator as to transmission type, fuel system, inertia weight class, and test weight.
(ii) A manufacturer may elect to operate and test additional vehicles to represent any engine-system combination. The additional vehicles must be of the same engine displacement, transmission type, fuel system, and inertia weight class as the vehicle selected for that engine-system combination in accordance with the provisions of paragraph (c)(1)(i) of this section. Notice of an intent to operate and test additional vehicles must be given to the Administrator no later than 30 days following notification of the test fleet selection.
(2)
(i) The manufacturer must select the vehicles, engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether vehicles, engines, subsystems, or components are used, they must be selected so that their emission deterioration characteristics may be expected to represent those of in-use vehicles, based on good engineering judgment.
(ii) [Reserved]
(3)
(i) The manufacturer must select the engines, subsystems, or components to be used to determine exhaust emission deterioration factors for each engine-family control system combination. Whether engines, subsystems, or components are used, they must be selected so that their emission deterioration characteristics may be expected to represent those of in-use engines, based on good engineering judgment.
(ii) [Reserved]
(d) For purposes of testing under § 86.094-26 (a)(9) or (b)(11), the Administrator may require additional emission data vehicles (or emission data engines) and durability data vehicles (light-duty vehicles only) identical in all material respects to vehicles (or engines) selected in accordance with paragraphs (b) and (c) of this section, provided that the number of vehicles (or engines) selected may not increase the size of either the emission data fleet or the durability data fleet by more than 20 percent or one vehicle (or engine), whichever is greater.
(e)(1) [Reserved]
(2) Any manufacturer may request to certify engine families with combined total sales of fewer than 10,000 light-duty vehicles, light-duty trucks, heavy-duty vehicles, and heavy-duty engines utilizing the procedures contained in § 86.094-14 for emission data vehicle selection and determination of deterioration factors. The deterioration factors are applied only to entire engine families.
(f)
(g) This paragraph applies to light-duty vehicles and light-duty trucks, but does not apply to the production vehicles selected under paragraph (h) of this section.
(1)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option), the full estimated weight of that item must be included in the curb weight computation for each vehicle available with that item in that carline, within that engine-system combination.
(ii) Where it is expected that 33 percent or less of the carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option), no weight for that item will be added in computing the curb weight for any vehicle in that carline, within that engine-system combination, unless that item is standard equipment on the vehicle.
(iii) In the case of mutually exclusive options, only the weight of the heavier option will be added in computing the curb weight.
(iv) Optional equipment weighing less than three pounds per item need not be considered.
(2)(i) Where it is expected that more than 33 percent of a carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, then such items must actually be installed (unless excluded under paragraph (g)(2)(ii) of this section) on all emission data and durability data vehicles of that carline, within that engine-system combination, on which the items are intended to be offered in production. Items that can reasonably be expected to influence emissions are: air conditioning, power steering, power brakes, and other items determined by the Administrator.
(ii) If the manufacturer determines by test data or engineering evaluation that the actual installation of the optional equipment required by paragraph (g)(2)(i) of this section does not affect the emissions or fuel economy values, the optional equipment need not be installed on the test vehicle.
(iii) The weight of the options must be included in the design curb weight and must also be represented in the weight of the test vehicles.
(iv) The engineering evaluation, including any test data, used to support the deletion of optional equipment from test vehicles, must be maintained by the manufacturer and be made available to the Administrator upon request.
(3) Where it is expected that 33 percent or less of a carline, within an engine-system combination, will be equipped with an item (whether that item is standard equipment or an option) that can reasonably be expected to influence emissions, that item may not be installed on any emission data vehicle or durability data vehicle of that carline, within that engine-system combination, unless that item is standard equipment on that vehicle or specifically required by the Administrator.
(h)
(1) In order to update the durability data to be used to determine a deterioration factor for each engine family group, the Administrator will select durability data vehicles from the manufacturer's production line. Production vehicles will be selected from each model year's production for those vehicles certified using the Production AMA Durability Program procedures.
(i) The Administrator selects the production durability data vehicle designs from the designs that the manufacturer offers for sale. For each model year and for each engine family group, the Administrator may select production durability data vehicle designs of equal number to the number of engine families within the engine family group, up to a maximum of three vehicles.
(ii) The production durability data vehicles representing the designs selected in paragraph (h)(1)(i) of this section are randomly selected from the manufacturer's production. The Administrator makes these random selections unless the manufacturer (with prior approval of the Administrator) elects to make the random selections.
(iii) The manufacturer may select additional production durability data vehicle designs from within the engine family group. The production durability data vehicles representing these designs must be randomly selected from the manufacturer's production in accordance with paragraph (h)(1)(ii) of this section.
(iv) For each production durability data vehicle selected under paragraph (h)(1) of this section, the manufacturer must provide to the Administrator (before the vehicle is tested or begins service accumulation) the vehicle identification number. Before the vehicle begins service accumulation the manufacturer must also provide the Administrator with a description of the durability data vehicle as specified by the Administrator.
(v) In lieu of testing a production durability data vehicle selected under paragraph (h)(1) of this section, and submitting data therefrom, a manufacturer may, with the prior written approval of the Administrator, submit exhaust emission data from a production vehicle of the same configuration for which all applicable data has previously been submitted.
(2) If, within an existing engine family group, a manufacturer requests to certify vehicles of a new design, engine family, emission control system, or with any other durability-related design difference, the Administrator determines if the existing engine family group deterioration factor is appropriate for the new design. If the Administrator cannot make this determination or deems the deterioration factor not appropriate, the Administrator selects preproduction durability data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles with the new design under the provisions of paragraph (h)(1) of this section.
(3) If a manufacturer requests to certify vehicles of a new design that the Administrator determines are a new engine family group, the Administrator selects preproduction durability data vehicles under the provisions of paragraph (c) of this section. If vehicles are then certified using the new design, the Administrator may select production vehicles of that design under the provisions of paragraph (h)(1) of this section.
Section 86.096-26 includes text that specifies requirements that differ from those specified in §§ 86.094-26 and 86.095-26. Where a paragraph in § 86.094-26 or § 86.095-26 is identical and applicable to § 86.096-26, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-26.” or “[Reserved]. For guidance see § 86.095-26.”
(a) through (b)(4)(i)(C) [Reserved]. For guidance see § 86.094-26.
(b)(4)(i)(D) through (b)(4)(ii)(D) [Reserved]. For guidance see § 86.095-26.
(b)(4)(iii) through (c)(3) [Reserved]. For guidance see § 86.094-26.
(c)(4) The manufacturer shall determine, for each engine family, the number of hours at which the engine system combination is stabilized for emission-data testing. The manufacturer shall maintain, and provide to the Administrator if requested, a record of the rationale used in making this determination. The manufacturer may elect to accumulate 125 hours on each test engine within an engine family without making a determination. Any engine used to represent emission-data engine selections under § 86.094-24(b)(2) shall be equipped with an engine system combination that has accumulated
(d) [Reserved]. For guidance see § 86.094-26.
Section 86.096-30 includes text that specifies requirements that differ from those specified in §§ 86.094-30 and 86.095-30. Where a paragraph in § 86.094-30 or § 86.095-30 is identical and applicable to § 86.096-30, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-30.” or “[Reserved]. For guidance see § 86.095-30.”
(a)(1)(i) through (a)(2) [Reserved]. For guidance see § 86.094-30.
(a)(3)(i) through (a)(4)(iii) introductory text [Reserved]. For guidance see § 86.095-30.
(a)(4)(iii)(A) through (a)(4)(iii)(C) [Reserved]. For guidance see § 86.094-30.
(a)(4)(iv) introductory text [Reserved]. For guidance see § 86.095-30.
(a)(4)(iv)(A) through (a)(12) [Reserved]. For guidance see § 86.094-30.
(a)(13) [Reserved]. For guidance see § 86.095-30.
(a)(14) [Reserved]. For guidance see § 86.094-30.
(a)(15) For all light-duty vehicles certified to evaporative test procedures and accompanying standards specified under § 86.096-8:
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of § 86.096-8 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in § 86.096-8 will be considered to be a failure to satisfy the conditions upon which the certificate was issued and the vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(16) For all light-duty trucks certified to evaporative test procedures and accompanying standards specified under § 86.096-9:
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of § 86.096-9 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in § 86.096-9 will be considered to be a failure to satisfy the conditions upon which the certificate was issued and the vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(17) For all heavy-duty vehicles certified to evaporative test procedures and accompanying standards specified under § 86.096-10:
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of § 86.096-10 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in § 86.096-10 will be considered to be a failure to satisfy the conditions upon which the certificate was issued and the vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(18) For all heavy-duty vehicles certified to evaporative test procedures and accompanying standards specified under § 86.098-11:
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of § 86.098-11 both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in § 86.098-11 will be
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(19) For all light-duty vehicles and light light-duty trucks certified to standards under §§ 86.1710 through 86.1712, the provisions of paragraphs (a)(19) (i) through (iv) of this section apply.
(i) All certificates issued are conditional upon manufacturer compliance with all provisions of §§ 86.1710 through 86.1712 both during and after model year production.
(ii) Failure to meet the requirements of § 86.1710 (a) through (d) will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the vehicles sold in violation of the fleet average NMOG standard shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(iv) For recall and warranty purposes, vehicles not covered by a certificate because of a violation of this condition of the certificate will continue to be held to the standards stated in the certificate that would have otherwise applied to the vehicles.
(20) For all light-duty vehicles and light light-duty trucks certified to standards under §§ 86.1710 through 86.1712, the provisions of paragraphs (a)(20) (i) through (iv) of this section apply.
(i) All certificates issued are conditional upon manufacturer compliance with all provisions of §§ 86.1710 through 86.1712 both during and after model year production.
(ii) Failure to comply fully with the prohibition against a manufacturer selling credits that it has not generated or are not available, as specified in § 86.1710(e), will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the vehicles sold in violation of this prohibition shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(iv) For recall and warranty purposes, vehicles not covered by a certificate because of a violation of this condition of the certificate will continue to be held to the standards stated in the certificate that would have otherwise applied to the vehicles.
(21) For all light-duty vehicles and light light-duty trucks certified to standards under §§ 86.1710 through 86.1712, the provisions of paragraphs (a)(21) (i) through (iv) of this section apply.
(i) All certificates issued are conditional upon manufacturer compliance with all provisions of §§ 86.1710 through 86.1712 both during and after model year production.
(ii) Failure to comply fully with the prohibition against offering for sale Tier 1 vehicles and TLEVs in the Northeast Trading Region, as defined in § 86.1702, after model year 2000 if vehicles with the same engine families are not certified and offered for sale in California in the same model year, as specified in § 86.1711(a), will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the vehicles sold in violation of this prohibition shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(iv) For recall and warranty purposes, vehicles not covered by a certificate because of a violation of this condition of the certificate will continue to be held to the standards stated in the certificate that would have otherwise applied to the vehicles.
(22) [Reserved]
(23)(i) The Administrator will issue a National LEV certificate of conformity for 1999 model year vehicles or engines certified to comply with the California TLEV, LEV, or ULEV emission standards.
(ii) This certificate of conformity shall be granted after the Administrator has received and reviewed the California Executive Order a manufacturer has received for the same vehicles or engines.
(iii) Vehicles or engines receiving a certificate of conformity under the provisions in this paragraph can only be sold in the states included in the NTR, as defined in § 86.1702, and those states where the sale of California-certified vehicles is otherwise authorized.
(24)(i) The Administrator will issue a National LEV certificate of conformity for 2000 model year vehicles or engines certified to comply with the California TLEV emission standards.
(ii) This certificate of conformity shall be granted after the Administrator has received and reviewed the California Executive Order a manufacturer has received for the same vehicles or engines.
(iii) Vehicles or engines receiving a certificate of conformity under the provisions in this paragraph can only be sold in the states included in the NTR, as defined in § 86.1702, and those states where the sale of California-certified vehicles is otherwise authorized.
(b) through (f) [Reserved]. For guidance see § 86.094-30.
Section 86.096-35 includes text that specifies requirements that differ from § 86.095-35. Where a paragraph in § 86.095-35 is identical and applicable to § 86.096-35, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.095-35.”
(a) introductory text through (a)(1)(iii)(L) [Reserved]. For guidance see § 86.095-35.
(a)(1)(iii)(M) For model years 1996 through 1998 light-duty vehicles, a clear indication of which test procedure was used to certify the evaporative family, e.g., “Evaporative Family xx (§ 86.130-96 procedures)” or “Evaporative Family xx (§ 86.130-78 procedures).”
(N)(
(
(
(
(a)(2) Heading through (a)(2)(iii)(N) [Reserved]. For guidance see § 86.095-35.
(a)(2)(iii)(O) For model years 1996 through 1998 light-duty trucks, a clear indication of which test procedure was used to certify the evaporative family, e.g., “Evaporative Family xx (§ 86.130-96 procedures)” or “Evaporative Family xx (§ 86.130-78 procedures).”
(P)(
(
(
(
(a)(3) through (a)(4)(iii)(F) [Reserved]. For guidance see § 86.095-35.
(a)(4)(iii)(G) For model years 1996 through 1998 gasoline-fueled and methanol-fueled heavy-duty vehicles, a clear indication of which test procedure was used to certify the evaporative family, e.g., “Evaporative Family xx (§ 86.1230-96 procedures)” or “Evaporative Family xx (§ 86.1230-85 procedures).”
(b) through (i) [Reserved]. For guidance see § 86.095-35.
(a)(1)
(B)(
(
(ii)
(B)(
(
(iii) Exhaust emissions of carbon monoxide from 1997 and later model year light-duty trucks shall not exceed 0.50 percent of exhaust gas flow at curb idle at a useful life of 11 years or 120,000 miles, whichever first occurs (for Otto-cycle and methanol-natural gas- and liquefied petroleum gas-fueled diesel-cycle light-duty trucks only).
(iv) CST emissions from gasoline-fueled Otto-cycle light-duty trucks measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(iv) (A) and (B) of this section.
(A) Hydrocarbons: 100 ppm as hexane.
(B) Carbon monoxide: 0.5%.
(2) The standards set forth in paragraphs (a)(1)(i) and (a)(1)(ii) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light light-duty trucks, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight. The test weight basis for heavy light-duty trucks, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be adjusted loaded vehicle weight. The standard set forth in paragraph (a)(1)(iii) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with the procedures set forth in subpart P of this part.
(3) The standards set forth in paragraph (a)(1)(iv) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) [Reserved]. For guidance see § 86.096-9.
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any 1997 and later model year light-duty truck.
(d) through (f) [Reserved]
(g) Any model year 1997 and later light-duty truck that a manufacturer wishes to certify for sale shall meet the emission standards under both low- and high-altitude conditions as specified in § 86.082-2, except as provided in paragraphs (h) and (i) of this section. Vehicles shall meet emission standards under both low- and high-altitude conditions without manual adjustments or modifications. Any emission control
(h) The manufacturer may exempt 1997 and later model year light-duty trucks from compliance at high altitude with the emission standards set forth in paragraphs (a) and (b) of this section, if the vehicles are not intended for sale at high altitude and if the requirements of paragraphs (h) (1) and (2) of this section are met.
(1) A vehicle configuration shall only be considered eligible for exemption under paragraph (h) of this section if the requirements of any of paragraphs (h)(1) (i), (ii), (iii), or (iv) of this section are met.
(i) Its design parameters (displacement-to-weight ratio (D/W) and engine speed-to-vehicle-speed ratio (N/V)) fall within the exempted range for that manufacturer for that year. The exempted range is determined according to the following procedure:
(A) The manufacturer shall graphically display the D/W and N/V data of all vehicle configurations it will offer for the model year in question. The axis of the abscissa shall be D/W (where (D) is the engine displacement expressed in cubic centimeters and (W) is the gross vehicle weight (GVW) expressed in pounds), and the axis of the ordinate shall be N/V (where (N) is the crankshaft speed expressed in revolutions per minute and (V) is the vehicle speed expressed in miles per hour). At the manufacturer's option, either the 1:1 transmission gear ratio or the lowest numerical gear ratio available in the transmission will be used to determine N/V. The gear selection must be the same for all N/V data points on the manufacturer's graph. For each transmission/axle ratio combination, only the lowest N/V value shall be used in the graphical display.
(B) The product line is then defined by the equation, N/V=C(D/W)
(C) The exemption line is then defined by the equation, N/V=C(0.84 D/W)
(D) The exempted range includes all values of N/V and D/W which simultaneously fall to the lower left of the exemption line as drawn on the graph.
(ii) Its design parameters fall within the alternate exempted range for that manufacturer that year. The alternate exempted range is determined by substituting rated horsepower (hp) for displacement (D) in the exemption procedure described in paragraph (h)(1)(i) of this section and by using the product line N/V=C(hp/W)
(A) Rated horsepower shall be determined by using the Society of Automotive Engineers Test Procedure J 1349 (copies may be obtained from SAE, 400 Commonwealth Dr., Warrendale, PA 15096), or any subsequent version of that test procedure. Any of the horsepower determinants within that test procedure may be used, as long as it is used consistently throughout the manufacturer's product line in any model year.
(B) No exemptions will be allowed under paragraph (h)(1)(ii) of this section to any manufacturer that has exempted vehicle configurations as set forth in paragraph (h)(1)(i) of this section.
(iii) Its acceleration time (the time it takes a vehicle to accelerate from 0 to a speed not less than 40 miles per hour and not greater than 50 miles per hour) under high-altitude conditions is greater than the largest acceleration time under low-altitude conditions for that manufacturer for that year. The procedure to be followed in making this determination is:
(A) The manufacturer shall list the vehicle configuration and acceleration time under low-altitude conditions of that vehicle configuration which has the highest acceleration time under low-altitude conditions of all the vehicle configurations it will offer for the model year in question. The manufacturer shall also submit a description of the methodology used to make this determination.
(B) The manufacturer shall then list the vehicle configurations and acceleration times under high-altitude conditions of all those vehicles configurations which have higher acceleration
(iv) In lieu of performing the test procedure of paragraph (h)(1)(iii) of this section, its acceleration time can be estimated based on the manufacturer's engineering evaluation, in accordance with good engineering practice, to meet the exemption criteria of paragraph (h)(1)(iii) of this section.
(2) A vehicle shall only be considered eligible for exemption under this paragraph if at least one con-fig-u-ra-tion of its model type (and transmission con-fig-u-ra-tion in the case of vehicles equipped with manual transmissions, excluding differences due to the presence of overdrive) is certified to meet emission standards under high-altitude conditions as specified in paragraphs (a) through (g) of this section. The Certificate of Conformity (the Certificate) covering any exempted con-fig-u-ra-tion(s) will also apply to the corresponding non-exempt con-fig-u-ra-tion(s) required under this sub-para-graph. As a condition to the exemption, any suspension, revocation, voiding, or withdrawal of the Certificate as it applies to a non-exempt con-fig-u-ra-tion for any reason will result in a suspension of the Certificate as it applies to the corresponding exempted con-fig-u-ra-tion(s) of that model type, unless there is at least one other corresponding non-exempt con-fig-u-ra-tion of the same model type still covered by the Certificate. The suspension of the Certificate as it applies to the exempted con-fig-u-ra-tion(s) will be terminated when any one of the following occurs:
(i) Another corresponding non-exempt con-fig-u-ra-tion(s) receive(s) coverage under the Certificate; or
(ii) Suspension of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s) is terminated; or
(iii) The Agency's action(s), with respect to suspension, revocation, voiding or withdrawal of the Certificate as it applies to the corresponding non-exempt con-fig-u-ra-tion(s), is reversed.
(3) The sale of a vehicle for principal use at a designated high-altitude location that has been exempted as set forth in paragraph (h)(1) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(i)(1) The manufacturers may exempt 1997 and later model year light-duty trucks from compliance at low altitude with the emission standards set forth in paragraphs (a) and (b) of this section if the vehicles:
(i) Are not intended for sale at low altitude; and
(ii) Are equipped with a unique, high-altitude axle ratio (rear-wheel drive vehicles) or a unique, high-altitude drivetrain (front-wheel drive vehicles) with a higher N/V ratio than other con-fig-u-ra-tions of that model type which are certified in compliance with the emission standards of paragraphs (a) and (b) of this section under low-altitude conditions.
(2) The sale of a vehicle for principal use at low altitude that has been exempted as set forth in paragraph (i)(1) of this section will be considered a violation of section 203(a)(1) of the Clean Air Act.
(j) Any light-duty truck that a manufacturer wishes to certify for sale under the provisions of paragraphs (h) or (i) of this section is subject to the provisions of subpart Q of this part.
(k)(1)
(2)
The definitions of § 86.096-2 continue to apply to 1996 and later model year vehicles. The definitions listed in this section apply beginning with the 1998 model year.
(1) For light-duty vehicles, and for light light-duty trucks not subject to the Tier 0 standards of § 86.094-9(a), intermediate useful life and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 10 years or 100,000 miles, whichever occurs first, except as otherwise noted in § 86.094-9. The useful life of evaporative and/or refueling emission control systems on the portion of these vehicles subject to the evaporative emission test requirements of § 86.130-96, and/or the refueling emission test requirements of § 86.151-98, is defined as a period of use of 10 years or 100,000 miles, whichever occurs first.
(2) For light light-duty trucks subject to the Tier 0 standards of § 86.094-9(a), and for heavy light-duty truck engine families, intermediate and/or full useful life. Intermediate useful life is a period of use of 5 years or 50,000 miles, whichever occurs first. Full useful life is a period of use of 11 years or 120,000 miles, whichever occurs first. The useful life of evaporative emission control systems on the portion of these vehicles subject to the evaporative emission test requirements of § 86.130-96 is also defined as a period of 11 years or 120,000 miles, whichever occurs first.
(3) For an Otto-cycle heavy-duty engine family:
(i) For hydrocarbon and carbon monoxide standards, a period of use of 8 years or 110,000 miles, whichever first occurs.
(ii) For the oxides of nitrogen standard, a period of use of 10 years or 110,000 miles, whichever first occurs.
(iii) For the portion of evaporative emission control systems subject to
(4) For a diesel heavy-duty engine family:
(i) For light heavy-duty diesel engines, for hydrocarbon, carbon monoxide, and particulate standards, a period of use of 8 years or 110,000 miles, whichever first occurs.
(ii) For light heavy-duty diesel engines, for the oxides of nitrogen standard, a period of use of 10 years or 110,000 miles, whichever first occurs.
(iii) For medium heavy-duty diesel engines, for hydrocarbon, carbon monoxide, and particulate standards, a period of use of 8 years or 185,000 miles, whichever first occurs.
(iv) For medium heavy-duty diesel engines, for the oxides of nitrogen standard, a period of use of 10 years or 185,000 miles, whichever first occurs.
(v) For heavy heavy-duty diesel engines, for hydrocarbon, carbon monoxide, and particulate standards, a period of use of 8 years or 290,000 miles, whichever first occurs, except as provided in paragraph (3)(vii) of this definition.
(vi) For heavy heavy-duty diesel engines, for the oxides of nitrogen standard, a period of use of 10 years or 290,000 miles, whichever first occurs.
(vii) For heavy heavy-duty diesel engines used in urban buses, for the particulate standard, a period of use of 10 years or 290,000 miles, whichever first occurs.
(a) The abbreviations in § 86.096-3 continue to apply. The abbreviations in this section apply beginning with the 1998 model year.
(b) The abbreviations of this section apply to this subpart, and also to subparts B, E, F, G, K, M, N, and P of this part, and have the following meanings:
Section 86.098-7 includes text that specifies requirements that differ from those specified in §§ 86.091-7, 86.094-7 and 86.096-7. Where a paragraph in § 86.091-7, § 86.094-7 or § 86.096-7 is identical and applicable to § 86.098-7, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.091-7.” or “[Reserved]. For guidance see § 86.094-7.” or “[Reserved]. For guidance see § 86.096-7.”.
(a) introductory text through (a)(2) [Reserved]. For guidance see § 86.091-7.
(a)(3) [Reserved]. For guidance see § 86.094-7.
(b) through (c)(2) [Reserved]. For guidance see § 86.091-7.
(c)(3) [Reserved]. For guidance see § 86.094-7.
(c)(4) through (d)(1)(v) [Reserved]. For guidance see § 86.091-7.
(d)(1)(vi) through (d)(2)(iv) [Reserved]. For guidance see § 86.094-7.
(d)(3) through (g) [Reserved]. For guidance see § 86.091-7.
(h)(1) through (h)(5) [Reserved]. For guidance see § 86.094-7.
(h)(6)
(h)(6)(ii) to (h)(7)(vi) [Reserved]. For guidance see § 86.096-7.
(h)(6)(vii) EPA evaporative/refueling family.
Section 86.098-8 includes text that specifies requirements that differ from § 86.096-8. Where a paragraph in § 86.096-8 is identical and applicable to § 86.098-8, this may be indicated by specifying
(a) through (b)(5) [Reserved]. For guidance see § 86.096-8.
(b)(6) Vehicles certified to the refueling standards set forth in paragraph (d) of this section are not required to demonstrate compliance with the fuel dispensing spitback standards contained in § 86.096-8 (b)(1)(iii) and (b)(2)(iii):
(c) [Reserved]. For guidance see § 86.096-8.
(d) Refueling emissions from 1998 and later model year gasoline-fueled and methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled diesel-cycle light-duty vehicles shall not exceed the following standards. The standards apply equally to certification and in-use vehicles.
(1)
(ii)
(iii)
(iv)
(2)(i) The standards set forth in paragraphs (d)(1) (i) and (ii) of this section refer to a sample of refueling emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(ii) For vehicles powered by petroleum-fueled diesel-cycle engines, the provisions set forth in paragraph (d)(1) of this section may be waived:
(3)(i) A minimum of the percentage shown in table A98-08 of a manufacturer's sales of the applicable model year's gasoline- and methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled diesel-cycle light-duty vehicles shall be tested under the procedures in subpart B of this part indicated for 1998 and later model years, and shall not exceed the standards described in paragraph (d)(1) of this section. Vehicles certified in accordance with paragraph (d)(2)(ii) of this section, as determined by the provisions of § 86.098-28(g), shall not be counted in the calculation of the percentage of compliance.
(ii) Small volume manufacturers, as defined in § 86.094-14(b) (1) and (2), are exempt from the implementation schedule of table A98-08 of this section for model years 1998 and 1999. For small volume manufacturers, the standards of paragraph (d) of this section, and the associated test procedures, shall not apply until model year 2000, when 100 percent compliance with the standards of this section is required. This exemption does not apply to small volume engine families as defined in § 86.094-14(b)(5).
(e) through (f) [Reserved]
(g) through (k) [Reserved]. For guidance see § 86.096-8.
Section 86.098-10 includes text that specifies requirements that differ from § 86.096-10. Where a paragraph in § 86.096-10 is identical and applicable to § 86.098-10, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.096-10.”
(a)(1) Exhaust emissions from new 1998 and later model year Otto-cycle heavy-duty engines shall not exceed:
(i)
(A)
(B)
(
(C)
(
(
(ii)
(A)
(B)
(
(C)
(
(
(iii)
(A)
(B)
(
(C)
(
(iv)
(A)
(B)
(
(C)
(
(v)
(A)
(B)
(
(C)
(
(vi) For
(A)
(B)
(
(C)
(
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over the operating schedule set forth in paragraph (f)(1) of appendix I to this part, and measured and calculated in accordance with the procedures set forth in subpart N or P of this part.
(3)(i) A manufacturer may certify one or more Otto-cycle heavy-duty engine configurations intended for use in all vehicles to the emission standards set forth in paragraphs (a)(1)(ii), (a)(1)(iv) or (a)(1)(vi) of this paragraph:
(ii) The configurations certified to the emission standards of paragraphs (a)(1) (ii) and (vi) of this section under the provisions of paragraph (a)(3)(i) of this section shall still be required to meet the evaporative emission standards set forth in paragraphs § 86.096-10(b)(1)(i), (b)(2)(i) and (b)(3)(i).
(iii) The con-fig-u-ra-tions certified to the emission standards of paragraphs (a)(1) (ii) and (iv) of this section under the provisions of paragraphs (a)(3) (i) and (ii) of this section shall still be required to meet the evaporative emission standards set forth in paragraphs (b)(1)(i), (b)(2)(i), and (b)(3)(i) of this section.
(b) [Reserved]. For guidance see § 86.096-10.
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1998 or later model year Otto-cycle heavy-duty engine.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart N or P of this part to ascertain that such test engines meet the requirements of paragraphs (a) and (c) of this section.
(a) Exhaust emissions from new 1998 and later model year diesel heavy-duty engines shall not exceed the following:
(1)(i)
(ii)
(iii)
(2)
(ii) 0.50 percent of exhaust gas flow at curb idle (methanol-, natural gas-, and liquefied petroleum gas-fueled diesel only).
(3)
(ii) A manufacturer may elect to include any or all of its diesel HDE families in any or all of the NO
(4)
(ii) For all other diesel engines only, 0.10 gram per brake horsepower-hour (0.037 gram per megajoule), as measured under transient operating conditions.
(iii) A manufacturer may elect to include any or all of its diesel HDE families in any or all of the particulate ABT programs for HDEs, within the restrictions described in § 86.098-15 as applicable. If the manufacturer elects to include engine families in any of these programs, the particulate FEL may not exceed:
(A) For engine families intended for use in urban buses, 0.25 gram per brake horsepower-hour (0.093 gram per megajoule).
(B) For engine families
(C) The ceiling values in paragraphs (a)(4)(iii) (A) and (B) of this section apply whether credits for the family are derived from averaging, trading or banking programs.
(b)(1) The opacity of smoke emission from new 1998 and later model year diesel heavy-duty engine shall not exceed:
(i) 20 percent during the engine acceleration mode.
(ii) 15 percent during the engine lugging mode.
(iii) 50 percent during the peaks in either mode.
(2) The standards set forth in paragraph (b)(1) of this section refer to exhaust smoke emissions generated under the conditions set forth in subpart I of this part and measured and calculated in accordance with those procedures.
(3) Evaporative emissions (total of non-oxygenated hydrocarbons plus methanol) from heavy-duty vehicles equipped with methanol-fueled diesel engines shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles.
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs:
(A)(
(
(B)
(C)
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs:
(A)(
(
(B)
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraph (b)(3) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart M of this part. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(B) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs., the standards set forth in paragraph (b)(3)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(iv) All fuel vapor generated during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(v)(A) At least 90 percent of a manufacturer's sales of 1998 model year heavy-duty vehicles equipped with methanol-fueled diesel engines shall not exceed the standards described in paragraph (b)(3) of this section. The remaining vehicles shall be subject to the standards described in § 86.094-11(b)(3). All 1999 model year and later heavy-duty vehicles equipped with methanol-fueled diesel engines shall not exceed the standards described in paragraph (b)(3) of this section.
(B) Optionally, 90 percent of a manufacturer's combined sales of 1998 model year gasoline- and methanol-fueled light-duty vehicles, light-duty trucks, and heavy-duty vehicles shall not exceed the applicable standards.
(C) Small volume manufacturers, as defined in § 86.092-14(b) (1) and (2), are exempt from the phase-in described in paragraph (b)(3)(v)(A) of this section. For small volume manufacturers, the standards of § 86.094-11(b)(3), and the associated test procedures, apply for the 1998 model year. Beginning in the 1999 model year, 100 percent compliance with the standards of this section is required. This exemption does not apply to small volume engine families as defined in § 86.092-14(b)(5).
(4)
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 4.0 grams per test.
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 pounds, the standards set forth in paragraph (b)(4) of this section refer to a composite sample of evaporative emissions collected under the conditions set forth in subpart M of this part and measured in accordance with those procedures.
(B) For vehicles with a Gross Vehicle Weight Rating greater than 26,000 lbs, the standards set forth in paragraphs (b)(3)(ii) and (b)(4)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1998 or later model year methanol-, natural gas-, or liquefied petroleum gas-fueled diesel, or any naturally-aspirated diesel heavy-duty engine. For petroleum-fueled engines only, this provision does not apply to engines using turbochargers, pumps, blowers, or superchargers for air induction.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart I or N of this part to ascertain that such test engines meet the requirements of paragraphs (a), (b), (c), and (d) of this section.
Section 86.098-14 includes text that specifies requirements that differ from §§ 86.094-14 or 86.095-14. Where a paragraph in § 86.094-14 or § 86.095-14 is identical and applicable to § 86.098-14, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-14.” or “[Reserved]. For guidance see § 86.095-14.”.
(a) through (c)(7)(i)(C)(
(c)(7)(i)(C)(
(c)(7)(ii) through (c)(11)(ii)(B) introductory text [Reserved]. For guidance see § 86.094-14.
(c)(11)(ii)(B)(
(c)(11)(ii)(B)(
(c)(11)(ii)(B)(
(c)(11)(ii)(B)(
(
(
(
(
(c)(11)(ii)(C) through (c)(11)(ii)(D)(
(c)(11)(ii)(D)(
(c)(11)(ii)(D)(
Section 86.098-15 includes text that specifies requirements that differ from § 86.094-15. Where a paragraph in § 86.094-15 is identical and applicable to § 86.098-15, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-15.”
(a) through (b) [Reserved]. For guidance see § 86.094-15.
(c)(1) For each participating engine family, NO
(i) For determining credit need for all engine families and credit availability for engine families generating credits for averaging programs only:
(ii) For determining credit availability for engine families generating credits for trading or banking programs:
(iii) For purposes of the equations in paragraphs (c)(1)(i) and (ii) of this section:
(2)(i) The transient cycle conversion factor is the total (integrated) cycle brake horsepower-hour or Megajoules, divided by the equivalent mileage of the applicable transient cycle. For Otto-cycle heavy-duty engines, the equivalent mileage is 6.3 miles. For diesel heavy-duty engines, the equivalent mileage is 6.5 miles.
(ii) When more than one configuration is chosen by EPA to be tested in the certification of an engine family (as described in § 86.085-24), the conversion factor used is to be based upon a production weighted average value of the configurations in an engine family to calculate the conversion factor.
(d) through (i) [Reserved]. For guidance see § 86.094-15.
(j)
(1) To be eligible for the optional program described in paragraph (j) of this section, the following must apply:
(i) Credits are generated from diesel cycle heavy-duty engines.
(ii) During certification, the manufacturer shall declare its intent to include specific engine families in the program described in this paragraph (j). Separate declarations are required for each program and no engine families may be included in both programs in the same model year.
(2)
(ii) Credits may only be used for 2004 and later model year heavy-duty diesel engines. When used with 2004 and later model year engines, NO
(iii) If a manufacturer chooses to use credits generated under paragraph (j) of this section prior to model year 2004, the averaging, trading, and banking of such credits shall be governed by the program provided in paragraphs (a) through (i) of this section and shall be subject to all discounting, credit life limits and all other provisions contained therein. In the case where the manufacturer can demonstrate that the credits were discounted under the program provided in paragraph (j) of this section, that discount may be accounted for in the calculation of credits described in paragraph (c) of this section.
(3)
(ii) There are no regional category restraints for averaging, trading, and banking of credits generated under the program described in paragraph (j) of this section. This supersedes the regional category provisions described in the opening text of paragraphs (d) and (e) of this section.
(iii)
(B) For NO
(iv)
(A) The manufacturer shall pre-identify two emission levels per engine family for the purposes of credit apportionment. One emission level shall be the FEL and the other shall be the level of the standard that the engine family is required to certify to under § 86.098-11. For each engine family, the manufacturer may report engine sales in two categories, “ABT-only credits” and “nonmanufacturer-owned credits”.
(
(
(B) Only manufacturer-owned credits reported as “ABT-only credits” shall be used in the averaging, trading, and banking provisions described in this section.
(C) Credits shall not be double-counted. Credits used in the ABT program may not be provided to an engine purchaser for use in another program.
(D) Manufacturers shall determine and state the number of engines sold as “ABT-only credits” and “nonmanufacturer-owned credits” in the end-of-model year reports required under § 86.098-23.
Section 86.098-17 includes text that specifies requirements that differ from § 86.094-17. Where a paragraph in § 86.094-17 is identical and applicable to § 86.098-17, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-17.”
(a) introductory text through (a)(3) [Reserved]. For guidance see § 86.094-17.
(a)(4) Any other deterioration or malfunction within the powertrain which occurs in actual use and which results in an exhaust emission increase of greater than 0.2 g/mi HC, 1.7 g/mi CO, or 0.5 g/mi NO
(b)(1) The electronic evaporative and/or refueling emission purge control, if equipped, and all emission-related powertrain components connected to a computer shall, at a minimum, be monitored for circuit continuity. All components required by these regulations to be monitored shall be evaluated periodically, but no less frequently than once per Urban Dynamometer Driving Schedule as defined in 40 CFR part 86, appendix I, paragraph (a), or similar trip.
(b)(2) through (j) [Reserved]. For guidance see § 86.094-17.
Section 86.098-21 includes text that specifies requirements that differ from § 86.094-21 or § 86.096-21. Where a paragraph in § 86.094-21 or § 86.096-21 is identical and applicable to § 86.098-21, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-21.” or “[Reserved]. For guidance see § 86.096-21.”.
(a) through (b)(3) [Reserved]. For guidance see § 86.094-21.
(b)(4)(i) For light-duty vehicles and light-duty trucks, a description of the test procedures to be used to establish the evaporative emission and/or refueling emission deterioration factors (as applicable) required to be determined and supplied in § 86.098-23(b)(2).
(b)(4)(ii) through (iv) [Reserved]. For guidance see § 86.094-21.
(b)(5)(v) For light-duty vehicles with non-integrated refueling emission control systems, the number of continuous UDDS cycles, determined from the fuel economy on the UDDS applicable to the test vehicle of that evaporative/refueling emission family-emission control system combination, required to use a volume of fuel equal to 85% of fuel tank volume.
(b)(6) through (8) [Reserved]. For guidance see § 86.094-21.
(b)(9) For each light-duty vehicle, light-duty truck, or heavy-duty vehicle evaporative/refueling emission family, a description of any unique procedures required to perform evaporative and/or refueling emission tests (as applicable) (including canister working capacity, canister bed volume, and fuel temperature profile for the running loss test)
(10) For each light-duty vehicle, light-duty truck, or heavy-duty vehicle evaporative/refueling emission family:
(i) Canister working capacity, according to the procedures specified in § 86.132-96(h)(1)(iv);
(ii) Canister bed volume; and
(iii) Fuel temperature profile for the running loss test, according to the procedures specified in § 86.129-94(d).
(c) through (j) [Reserved]. For guidance see § 86.094-21.
(k) and (l) [Reserved]. For guidance see § 86.096-21.
Section 86.098-22 includes text that specifies requirements that differ from § 86.094-22. Where a paragraph in § 86.094-22 is identical and applicable to § 86.098-22, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-22.”
(a) through (c) [Reserved]. For guidance see § 86.094-22.
(d) Approval of test procedures. (1) The Administrator does not approve the test procedures for establishing the evaporative and/or refueling emission deterioration factors for light-duty vehicles and light-duty trucks. The manufacturer shall submit the procedures as required in § 86.098-21(b)(4)(i) prior to the Administrator's selection of the test fleet under § 86.098-24(b) (1), and if such procedures will involve testing of durability data vehicles selected by the Administrator or elected by the manufacturer under § 86.098-24(c)(1), prior to initiation of such testing.
(d)(2) through (g) [Reserved]. For guidance see § 86.094-22.
Section 86.098-23 includes text that specifies requirements that differ from § 86.095-23. Where a paragraph in § 86.095-23 is identical and applicable to § 86.098-23, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.095-23.”
(a) The manufacturer shall perform the tests required by the applicable test procedures and submit to the Administrator the information described in paragraphs (b) through (m) of this section, provided, however, that if requested by the manufacturer, the Administrator may waive any requirement of this section for testing of a vehicle (or engine) for which emission data are available or will be made available under the provisions of § 86.091-29.
(b)
(ii) The manufacturer shall submit exhaust emission deterioration factors for light-duty trucks and HDEs and all test data that are derived from the testing described under § 86.094-21(b)(5)(i)(A), as well as a record of all pertinent maintenance. Such testing shall be designed and conducted in accordance with good engineering practice to assure that the engines covered by a certificate issued under § 86.098-30 will meet each emission standard (or family emission limit, as appropriate) in § 86.094-9, § 86.098-10, § 86.098-11 or superseding emissions standards sections as appropriate, in actual use for the useful life applicable to that standard.
(b)(2) For light-duty vehicles and light-duty trucks, the manufacturer shall submit evaporative emission and/or refueling emission deterioration factors for each evaporative/refueling emission family-emission control system combination and all test data that are derived from testing described under § 86.098-21(b)(4)(i) designed and
(3) For heavy-duty vehicles equipped with gasoline-fueled or methanol-fueled engines, the manufacturer shall submit evaporative emission deterioration factors for each evaporative emission family-evaporative emission control system combination identified in accordance with § 86.094-21(b)(4)(ii). Furthermore, a statement that the test procedure(s) used to derive the deterioration factors includes, but need not be limited to, a consideration of the ambient effects of ozone and temperature fluctuations, and the service accumulation effects of vibration, time, and vapor saturation and purge cycling. The deterioration factor test procedure shall be designed and conducted in accordance with good engineering practice to assure that the vehicles covered by a certificate issued under § 86.098-30 will meet the evaporative emission standards in §§ 86.096-10 and 86.098-11 or superseding emissions standards sections as applicable in actual use for the useful life of the engine. Furthermore, a statement that a description of the test procedure, as well as all data, analyses, and evaluations, is available to the Administrator upon request.
(4)(i) For heavy-duty vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, the manufacturer shall submit a written statement to the Administrator certifying that the manufacturer's vehicles meet the standards of § 86.098-10 or § 86.098-11 or superseding emissions standards sections as applicable as determined by the provisions of § 86.098-28. Furthermore, the manufacturer shall submit a written statement to the Administrator that all data, analyses, test procedures, evaluations, and other documents, on which the requested statement is based, are available to the Administrator upon request.
(ii) For heavy-duty vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs and equipped with gasoline-fueled or methanol-fueled engines, the manufacturer shall submit a written statement to the Administrator certifying that the manufacturer's evaporative emission control systems are designed, using good engineering practice, to meet the standards of § 86.096-10 or § 86.098-11 or superseding emissions standards sections as applicable as determined by the provisions of § 86.098-28. Furthermore, the manufacturer shall submit a written statement to the Administrator that all data, analyses, test procedures, evaluations, and other documents, on which the requested statement is based, are available to the Administrator upon request.
(b)(4)(iii) For petroleum-fueled diesel-cycle vehicles certifying under the waiver provisions of § 86.098-28, the certifications and representations specified in § 86.098-28.
(c)(1) [Reserved]. For guidance see § 86.095-23.
(c)(2) Certification engines. (i) The manufacturer shall submit emission data on such engines tested in accordance with applicable emission test procedures of this subpart and in such numbers as specified. These data shall include zero-hour data, if generated, and emission data generated for certification as required under § 86.098-26(c)(4). These data shall also include, where there is a combined standard (e.g., NMHC + NO
(ii) For heavy-duty diesel engines, a manufacturer may submit hot-start data only, in accordance with subpart N of this part, when making application for certification. However, for confirmatory, Selective Enforcement Audit, and recall testing by the Agency, both the cold-start and hot-start test data, as specified in subpart N of this part, will be included in the official results.
(d) The manufacturer shall submit a statement that the vehicles (or engines) for which certification is requested conform to the requirements in § 86.090-5(b), and that the descriptions of tests performed to ascertain compliance with the general standards in § 86.090-5(b), and that the data derived from such tests, are available to the Administrator upon request.
(e)(1) The manufacturer shall submit a statement that the test vehicles (or test engines) for which data are submitted to demonstrate compliance with the applicable standards (or family emission limits, as appropriate) of this subpart are in all material respects as described in the manufacturer's application for certification, that they have been tested in accordance with the applicable test procedures utilizing the fuels and equipment described in the application for certification, and that on the basis of such tests the vehicles (or engines) conform to the requirements of this part. If such statements cannot be made with respect to any vehicle (or engine) tested, the vehicle (or engine) shall be identified, and all pertinent data relating thereto shall be supplied to the Administrator. If, on the basis of the data supplied and any additional data as required by the Administrator, the Administrator determines that the test vehicles (or test engine) were not as described in the application for certification or were not tested in accordance with the applicable test procedures utilizing the fuels and equipment as described in the application for certification, the Administrator may make the determination that the vehicle (or engine) does not meet the applicable standards (or family emission limits, as appropriate). The provisions of § 86.098-30(b) shall then be followed.
(2) For evaporative and refueling emission durability, or light-duty truck or HDE exhaust emission durability, the manufacturer shall submit a statement of compliance with paragraph (b)(1)(ii),(b)(2), (b)(3) or (b)(4) of this section, as applicable.
(3) For certification of vehicles with non-integrated refueling systems, a statement that the drivedown used to purge the refueling canister was the same as described in the manufacturers' application for certification. Furthermore, a description of the procedures used to determine the number of equivalent UDDS miles required to purge the refueling canisters, as determined by the provisions of § 86.098-21(b)(5)(v) and subpart B of this part. Furthermore, a written statement to the Administrator that all data, analyses, test procedures, evaluations and other documents, on which the above statement is based, are available to the Administrator upon request.
(f) through (g) [Reserved]. For guidance see § 86.095-23.
(h) Additionally, manufacturers participating in any of the emissions ABT programs under § 86.098-15 or superseding ABT sections for HDEs shall submit for each participating family the
(1)
(ii) The application for certification will also include identification of the section of this subpart under which the family is participating in ABT (i.e., § 86.098-15 or superseding ABT sections), the type (NOX, NO
(2) [Reserved]
(3)
(i) These reports shall be submitted within 90 days of the end of the model year to: Director, Engine Programs and Compliance Division (6405J), U.S. Environmental Protection Agency, 401 M Street, SW., Washington, DC 20460.
(ii) These reports shall indicate the engine family, the averaging set, the actual U.S. (49-state or 50-state, as applicable) production volume, the values required to calculate credits as given in the applicable ABT section, the resulting type and number of credits generated/required, and the NCPs in use on a similar NCP family. Manufacturers shall also submit how and where credit surpluses were dispersed (or are to be banked) and how and through what means credit deficits were met. Copies of contracts related to credit trading must also be included or supplied by the broker if applicable. The report shall also include a calculation of credit balances to show that net mass emissions balances are within those allowed by the emission standards (equal to or greater than a zero credit balance). Any credit discount factor described in the applicable ABT section must be included as required.
(iii) The production counts for end-of-year reports shall be based on the location of the first point of retail sale (e.g., customer, dealer, secondary manufacturer) by the manufacturer.
(iv) Errors discovered by EPA or the manufacturer in the end-of-year report, including changes in the production counts, may be corrected up to 180 days subsequent to submission of the end-of-year report. Errors discovered by EPA after 180 days shall be corrected if credits are reduced. Errors in the manufacturer's favor will not be corrected if discovered after the 180 day correction period allowed.
(i) Failure by a manufacturer participating in the ABT programs to submit any quarterly or end-of-year report (as applicable) in the specified time for all vehicles and engines that are part of an averaging set is a violation of section 203(a)(1) of the Clean Air Act (42 U.S.C. 7522(a)(1)) for each such vehicle and engine.
(j) Failure by a manufacturer generating credits for deposit only in the HDE banking programs to submit their end-of-year reports in the applicable specified time period (i.e., 90 days after the end of the model year) shall result in the credits not being available for use until such reports are received and reviewed by EPA. Use of projected credits pending EPA review will not be permitted in these circumstances.
(k) Engine families certified using NCPs are not required to meet the requirements outlined in paragraphs (f) through (j) of this section.
(l) [Reserved]. For guidance see § 86.095-23.
(m) Additionally, except for small-volume manufacturers, manufacturers certifying vehicles shall submit for
(1) In the application for certification the projected sales volume of evaporative families certifying to the respective evaporative test procedure and accompanying standards as set forth or otherwise referenced in §§ 86.090-8, 86.090-9, 86.091-10 and 86.094-11 or as set forth or otherwise referenced in §§ 86.096-8, 86.096-9, 86.096-10 and 86.098-11 or as set forth or otherwise referenced in superseding emissions standards sections. Volume projected to be produced for U.S. sale may be used in lieu of projected U.S. sales.
(2) End-of-year reports for each evaporative family.
(i) These end-of-year reports shall be submitted within 90 days of the end of the model year to: For heavy-duty engines—Director, Engine Programs and Compliance Divisions (6403J), For vehicles—Director, Vehicle Compliance and Programs Division (6405J), U.S. Environmental Protection Agency, 401 M Street, SW., Washington, DC 20460.
(ii) These reports shall indicate the model year, evaporative family and the actual U.S. sales volume. The manufacturer may petition the Administrator to allow volume produced for U.S. sale to be used in lieu of U.S. sales. Such petition shall be submitted within 30 days of the end of the model year to the Manufacturers Operations Division. For the petition to be granted, the manufacturer must establish to the satisfaction of the Administrator that production volume is functionally equivalent to sales volume.
(iii) The U.S. sales volume for end-of-year reports shall be based on the location of the point of sale to a dealer, distributor, fleet operator, broker, or any other entity that comprises the point of first sale.
(iv) Failure by a manufacturer to submit the end-of-year report within the specified time may result in certificate(s) for the evaporative family(ies) being voided ab initio plus any applicable civil penalties for failure to submit the required information to the Agency.
(v) The information shall be organized in such a way as to allow the Administrator to determine compliance with the Evaporative Emission Testing implementation schedules of §§ 86.096-8, 86.096-9, 86.096-10 and 86.098-11.
Section 86.098-24 includes text that specifies requirements that differ from § 86.096-24. Where a paragraph in § 86.096-24 is identical and applicable to § 86.098-24, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.096-24.”
(a) introductory text through (a)(4) [Reserved]. For guidance see § 86.096-24.
(a)(5) The gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks covered by an application for certification will be divided into groupings which are expected to have similar evaporative and/or refueling emission characteristics (as applicable) throughout their useful life. Each group of vehicles with similar evaporative and/or refueling emission characteristics shall be defined as a separate evaporative/refueling emission family.
(a)(6) For gasoline-fueled or methanol-fueled light-duty vehicles and light-duty trucks to be classed in the same evaporative/refueling emission family, vehicles must be similar with respect to the items listed in paragraphs (a)(6) (i) through (xii) of this section.
(i) Type of vapor storage device (e.g., canister, air cleaner, crankcase).
(ii) Basic canister design.
(A) Working capacity—grams adsorption within a 10g. range.
(B) System configuration—number of canisters and method of connection (i.e., series, parallel).
(C) Canister geometry, construction and materials.
(iii) Fuel system.
(iv) Type of refueling emission control system—non-integrated or integrated with the evaporative control system. Further, if the system is non-integrated, whether or not any other evaporative emissions, e.g. diurnal or hot soak emissions, are captured in the
(v) Fillpipe seal mechanism—mechanical, liquid trap, other.
(vi) Fill limiter system.
(vii) Vapor control system or method of controlling vapor flow through the vapor line to the canister.
(viii) Vapor/liquid separator usage.
(ix) Purge system (valve, purge strategy and calibrations).
(x) Vapor hose diameter and material.
(xi) Canister location (front, rear, mid-vehicle).
(xii) Onboard diagnostic hardware and calibrations.
(a)(7) Where vehicles are of a type which cannot be divided into evaporative/refueling emission families based on the criteria listed above (such as non-canister control system approaches), the Administrator will establish families for those vehicles based upon the features most related to their evaporative and/or refueling emission characteristics.
(a)(8) through (b)(1)(vi) [Reserved]. For guidance see § 86.096-24.
(b)(1)(vii)(A) Vehicles of each evaporative/refueling emission family will be divided into evaporative/refueling emission control systems.
(B) The Administrator will select the vehicle expected to exhibit the highest evaporative and/or refueling emissions, from within each evaporative/refueling family to be certified, from among the vehicles represented by the exhaust emission-data selections for the engine family, unless evaporative and/or refueling testing has already been completed on the vehicle expected to exhibit the highest evaporative and/or refueling emissions for the evaporative/refueling family as part of another engine family's testing.
(C) If the vehicles selected in accordance with paragraph (b)(1)(vii)(B) of this section do not represent each evaporative/refueling emission control system then the Administrator will select the highest expected evaporative/refueling emission vehicle from within the unrepresented evaporative/refueling system.
(viii) For high-altitude evaporative and/or refueling emission compliance for each evaporative/refueling emission family, the manufacturer shall follow one of the following procedures:
(A) The manufacturer will select for testing under high-altitude conditions the one nonexempt vehicle previously selected under paragraph (b)(1)(vii)(B) or (b)(1)(vii)(C) of this section which is expected to have the highest level of evaporative and/or refueling emissions when operated at high altitude; or
(B) [Reserved]. For guidance see § 86.096-24.
(b)(ix) through (e)(2) [Reserved]. For guidance see § 86.096-24.
(f)
(g) through (h) [Reserved]. For guidance see § 86.096-24.
Section 86.098-25 includes text that specifies requirements that differ from § 86.094-25. Where a paragraph in § 86.094-25 is identical and applicable to § 86.098-25, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-25.”
(a)(1) [Reserved]. For guidance see § 86.094-25.
(a)(2) Maintenance performed on vehicles, engines, subsystems, or components used to determine exhaust, evaporative or refueling emission deterioration factors is classified as either emission- related or non-emission-related and each of these can be classified as either scheduled or unscheduled. Further, some emission-related maintenance is also classified as critical emission-related maintenance.
(b) introductory text through (b)(3)(vi)(D) [Reserved]. For guidance see § 86.094-25.
(b)(3)(vi)(E) Evaporative and/or refueling emission canister(s).
(F) Turbochargers.
(G) Carburetors.
(H) Superchargers.
(I) EGR System including all related filters and control valves.
(J) Mechanical fillpipe seals.
(b)(3)(vii) through (b)(6)(i)(E) [Reserved]. For guidance see § 86.094-25.
(b)(6)(i)(F) Evaporative and refueling emission control system components (excluding canister air filter).
(b)(6)(i)(G) through (h) [Reserved]. For guidance see § 86.094-25.
Section 86.098-26 includes text that specifies requirements that differ from § 86.094-26, § 86.095-26 or § 86.096-26. Where a paragraph in § 86.094-26, § 86.095-26 or § 86.096-26 is identical and applicable to § 86.098-26, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-26.” or “[Reserved]. For guidance see § 86.095-26.” or “[Reserved]. For guidance see § 86.096-26.”.
(a)(1) and (2) [Reserved]. For guidance see § 86.094-26.
(a)(3)
(i)
(B) [Reserved]. For guidance see § 86.094-26.
(C) Exhaust, evaporative and refueling emissions tests for emission-data vehicle(s) selected for testing under § 86.096-24(b)(1) (i), (ii), (iii) or (iv) or § 86.098-24(b)(1)(vii)(B) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing under low-altitude conditions.
(a)(3)(i)(D) through (a)(3)(ii)(B) [Reserved]. For guidance see § 86.094-26.
(a)(3)(ii)(C) Exhaust, evaporative and refueling emissions tests (as required) for emission-data vehicle(s) selected for testing under § 86.096-24(b)(1) (i), (ii), (iii), or (iv), or § 86.098-24 (b)(1)(vii)(B) shall be conducted at the mileage (2,000 mile minimum) at which the engine-system combination is stabilized for emission testing under low-altitude conditions.
(a)(3)(ii)(D) through (b)(4)(i)(C) [Reserved]. For guidance see § 86.094-26.
(b)(4)(i)(D) through (b)(4)(ii)(D) [Reserved]. For guidance see § 86.095-26.
(b)(4)(iii) [Reserved].
(b)(4)(iv) through (c)(3) [Reserved]. For guidance see § 86.094-26.
(c)(4) [Reserved]. For guidance see § 86.096-26.
(d) [Reserved]. For guidance see § 86.094-26.
Section 86.098-28 includes text that specifies requirements that differ from § 86.094-28. Where a paragraph in § 86.094-28 is identical and applicable to § 86.098-28, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-28.”
(a)(1) Paragraph (a) of this section applies to light-duty vehicles.
(2) Each exhaust, evaporative and refueling emission standard (and family particulate emission limits, as appropriate) of § 86.098-8 applies to the emissions of vehicles for the appropriate useful life as defined in §§ 86.098-2 and 86.098-8.
(3) [Reserved]. For guidance see § 86.094-28.
(4) The procedure for determining compliance of a new motor vehicle with exhaust, evaporative and/or refueling emission standards (or family particulate emission limit, as appropriate) is as described in paragraphs (a)(4)(i) introductory text, (a)(4)(i)(C), (a)(4)(ii)(B) and (C), (a)(4)(iii), (a)(4)(v), (f) and (g) of this section and § 86.094-28 (a)(4)(i)(A) and (B), (a)(4)(ii)(A), (a)(4)(iv)) except where specified by paragraph (a)(7) of this section for the Production AMA Durability Program.
(i) Separate emission deterioration factors shall be determined from the exhaust emission results of the durability-data vehicle(s) for each engine-system combination. Separate evaporative and/or refueling emission deterioration factors shall be determined for each evaporative/refueling emission family-emission control system combination from the testing conducted by the manufacturer (gasoline-fueled and methanol-fueled vehicles only). Separate refueling emission deterioration factors shall be determined for each evaporative/refueling emission family-emission control system combination from the testing conducted by the manufacturer (petroleum-fueled diesel cycle vehicles not certified under the provisions of paragraph (g) of this section only).
(a)(4)(i)(A) and (a)(4)(i)(B) [Reserved]. For guidance see § 86.094-28.
(a)(4)(i)(C)
(
(
(D) A refueling emissions deterioration factor (gasoline-fueled, methanol-fueled and petroleum-fueled diesel-cycle vehicles not certified under the provisions of paragraph (g) of this section) shall be determined from testing conducted and described in § 86.098-21(b)(4)(i)(B) for each evaporative/refueling emission family-emission control system combinationto indicate the refueling emission level at the applicable usefule life relative to the refueling emission level at 4,000 miles as follows:
(
(
(a)(4)(ii)(A) [Reserved]. For guidance see § 86.094-28.
(a)(4)(ii)(B) The official evaporative emission test results (gasoline-fueled and methanol-fueled vehicles only) for each evaporative emission-data vehicle at the selected test point shall be adjusted by addition of the appropriate deterioration factor:
(C) The official refueling emission test results (gasoline-fueled, methanol-fueled, and petroleum-fueled diesel cycle vehicles not certified under the
(iii) The emissions to compare with the standard (or the family particulate emission limit, as appropriate) shall be the adjusted emissions of paragraphs (a)(4)(ii) (B) and (C) of this section and § 86.094-28 (a)(4)(ii)(A) for each emission-data vehicle. Before any emission value is compared with the standard (or the family particulate emission limit, as appropriate), it shall be rounded, in accordance with ASTM E 29-67, (reapproved 1980) (as referenced in § 86.094-28(a)(4)(i)(B)(
(iv) [Reserved]. For guidance see § 86.094-28.
(v) Every test vehicle of an evaporative/refueling emission family must comply with the evaporative and/or refueling emission standards, as determined in paragraph (a)(4)(iii) of this section, before any vehicle in that family may be certified.
(a)(5) through (a)(6) [Reserved]. For guidance see § 86.094-28.
(a)(7) The procedure to determine the compliance of new motor vehicles in the Production AMA Durability Program described in § 86.094-13 is the same as described in paragraphs (a)(4)(iii) and (v) of this section and § 86.094-28 (a)(4)(iv). For the engine families that are included in the Production AMA Durability Program, the exhaust emission deterioration factors used to determine compliance shall be those that the Administrator has approved under § 86.094-13. The evaporative emission deterioration factor for each evaporative /refueling emission family shall be determined and applied according to paragraph (a)(4)(ii)(B) of this section. The refueling emission deterioration factor for each evaporative/refueling emission family shall be determined and applied according to paragraph (a)(4)(ii)(C) of this section. The procedures to determine the minimum exhaust emission deterioration factors required under § 86.094-13(d) are as described in paragraph (a)(7)(i) of this section and § 86.094-28 (a)(7)(ii).
(i) Separate deterioration factors shall be determined from the exhaust emission results of the durability data vehicles for each emission standard applicable under § 86.098-8, for each engine family group. The evaporative and/or refueling emission deterioration factors for each evaporative/refueling family will be determined and applied in accordance with paragraph (a)(4) of this section.
(a)(7)(ii) through (d) [Reserved]. For guidance see § 86.094-28.
(e) [Reserved]
(f)
(i) The manufacturer certifies that the vehicle inherently meets the Dispensing Spitback Standard as part of compliance with the refueling emission standard; and
(ii) This certification is provided in writing and applies to the full useful life of the vehicle.
(2) EPA retains the authority to require testing to enforce compliance and to prevent non-compliance with the Fuel Dispensing Spitback Standard.
(g)
(i) This provision is only available for petroleum diesel fuel. It is only available if the Reid Vapor Pressure of in-use diesel fuel is equal to or less than 1 psi (7 kPa) and for diesel vehicles whose fuel tank temperatures do not exceed 130 °F (54 °C); and
(ii) To certify using this provision the manufacturer must attest to the following evaluation: “Due to the low
(2) The certification required in paragraph (g)(1)(ii) of this section must be provided in writing and must apply for the full useful life of the vehicle.
(3) EPA reserves the authority to require testing to enforce compliance and to prevent noncompliance with the refueling emission standard.
(4) Vehicles certified to the refueling emission standard under this provision shall not be counted in the sales percentage compliance determinations for the 1988, 1989 and subsequent model years.
(h)
Section 86.098-30 includes text that specifies requirements that differ from § 86.094-30, § 86.095-30 or § 86.096-30. Where a paragraph in § 86.094-30, § 86.095-30 or § 86.096-30 is identical and applicable to § 86.098-30. This may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-30.” or “[Reserved]. For guidance see § 86.095-30.” or “[Reserved]. For guidance see § 86.096-30.”.
(a)(1) and (a)(2) [Reserved]. For guidance see § 86.094-30.
(a)(3)(i) One such certificate will be issued for each engine family. For gasoline-fueled and methanol-fueled light-duty vehicles and light duty-trucks and petroleum-fueled diesel-cycle light-duty vehicles and light duty-trucks not certified under § 86.098-28(g), one such certificate will be issued for each engine family-evaporative/refueling emission family combination. Each certificate will certify compliance with no more than one set of in-use and certification standards (or family emission limits, as appropriate).
(a)(3)(ii) through (a)(4)(ii) [Reserved]. For guidance see § 86.095-30.
(a)(4)(iii) introductory text through (a)(4)(iii)(C) [Reserved]. For guidance see § 86.094-30.
(a)(4)(iv) introductory text [Reserved]. For guidance see § 86.095-30.
(a)(4)(iv)(A) through (a)(9) [Reserved]. For guidance see § 86.094-30.
(a)(10)(i) For diesel-cycle light-duty vehicle and diesel-cycle light-duty truck families which are included in a particulate averaging program, the manufacturer's production-weighted average of the particulate emission limits of all engine families in a participating class or classes shall not exceed the applicable diesel-cycle particulate standard, or the composite particulate standard defined in § 86.090-2 as appropriate, at the end of the model year, as determined in accordance with this part. The certificate shall be void ab initio for those vehicles causing the production-weighted FEL to exceed the particulate standard.
(ii) For all heavy-duty diesel-cycle engines which are included in the particulate ABT programs under §§ 86.094-15, 86.098-15, or superseding ABT sections, the provisions of paragraphs (a)(10)(ii) (A) through (C) of this section apply.
(A) All certificates issued are conditional upon the manufacturer complying with all applicable ABT provisions and the ABT related provisions of other applicable sections, both during and after the model year production.
(B) Failure to comply with all applicable ABT provisions will be considered to be a failure to satisfy the conditions upon which the certificate was issued, and the certificate may be deemed void ab initio.
(C) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied or excused.
(11)(i) For light-duty truck families which are included in a NO
(ii) For all HDEs which are included in the NO
(A) All certificates issued are conditional upon the manufacturer complying with all applicable ABT provisions and the ABT related provisions of other applicable sections, both during and after the model year production.
(B) Failure to comply with all applicable ABT provisions will be considered to be a failure to satisfy the conditions upon which the certificate was issued, and the certificate may be deemed void ab initio.
(C) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied or excused.
(a)(12) [Reserved]. For guidance see § 86.094-30.
(a)(13) [Reserved]. For guidance see § 86.095-30.
(a)(14) [Reserved]. For guidance see § 86.094-30.
(a)(15) through (18) [Reserved]. For guidance see § 86.096-30.
(a)(19) For all light-duty vehicles certified to refueling emission standards under § 86.098-8, the provisions of paragraphs (a)(19) (i) through (iii) of this section apply.
(i) All certificates issued are conditional upon the manufacturer complying with all provisions of § 86.098-8, both during and after model year production.
(ii) Failure to meet the required implementation schedule sales percentages as specified in § 86.094-8 be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the vehicles sold in violation of the implementation schedule shall not be covered by the certificate.
(iii) The manufacturer shall bear the burden of establishing to the satisfaction of the Administrator that the conditions upon which the certificate was issued were satisfied.
(b)(1) introductory text through (b)(1)(i)(B) [Reserved]. For guidance see § 86.094-30.
(b)(1)(i)(C) The emission-data vehicle(s) selected under § 86.098-24(b)(1)(vii) (A) and (B) shall represent all vehicles of the same evaporative/refueling control system within the evaporative /refueling family.
(b)(1)(ii) through (b)(1)(iv) [Reserved]. For guidance see § 86.094-30.
(b)(2) The Administrator will proceed as in paragraph (a) of this section with respect to the vehicles (or engines) belonging to an engine family or engine family-evaporative/refueling emission family combination (as applicable), all of which comply with all applicable standards (or family emission limits, as appropriate).
(b)(3) through (b)(4)(i) [Reserved]. For guidance see § 86.094-30.
(b)(4)(ii) Remove the vehicle configuration (or evaporative/refueling vehicle configuration, as applicable) which failed, from his application:
(b)(4)(ii)(A) [Reserved]. For guidance see § 86.094-30.
(b)(4)(ii)(B) If the failed vehicle was tested for compliance with one or more of the exhaust, evaporative and refueling emission standards: The Administrator may select, in place of the failed vehicle, in accordance with the selection criteria employed in selecting the failed vehicle, a new emission data vehicle which will be tested for compliance with all of the applicable emission standards. If one vehicle cannot be selected in accordance with the selection criteria employed in selecting the failed vehicle, then two or more vehicles may be selected (e.g., one vehicle to satisfy the exhaust emission vehicle
(iii) Remove the vehicle configuration (or evaporative/refueling vehicle configuration, as applicable) which failed from the application and add a vehicle configuration(s) (or evaporative/refueling vehicle configuration(s), as applicable) not previously listed. The Administrator may require, if applicable, that the failed vehicle be modified to the new engine code (or evaporative/refueling emission code, as applicable) and demonstrate by testing that it meets applicable standards (or family emission limits, as appropriate) for which it was originally tested. In addition, the Administrator may select, in accordance with the vehicle selection criteria given in § 86.001-24(b), a new emission data vehicle or vehicles. The vehicles selected to satisfy the exhaust emission vehicle selection criteria will be tested for compliance with exhaust emission standards (or family emission limits, as appropriate) only. The vehicles selected to satisfy the evaporative emission vehicle selection criteria will be tested for compliance with all of the applicable emission standards (or family emission limits, as appropriate); or
(iv) Correct a component or system malfunction and show that with a correctly functioning system or component the failed vehicle meets applicable standards (or family emission limits, as appropriate) for which it was originally tested. The Administrator may require a new emission data vehicle, of identical vehicle configuration (or evaporative/refueling vehicle configuration, as applicable) to the failed vehicle, to be operated and tested for compliance with the applicable standards (or family emission limits, as appropriate) for which the failed vehicle was originally tested.
(b)(5) through (e) [Reserved]. For guidance see § 86.094-30.
(f) introductory text through (f)(3) [Reserved]. For guidance see § 86.095-30.
(f)(4) The electronic evaporative and/or refueling purge control device (if equipped) or any emission-related powertrain component connected to a computer is electrically disconnected.
Section 86.098-35 includes text that specifies requirements that differ from §§ 86.095-35 and 86.096-35. Where a paragraph in § 86.095-35 or § 86.096-35 is identical and applicable to § 86.098-35, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.095-35.” or “[Reserved]. For guidance see § 86.096-35.”.
(a) introductory text through (a)(1)(iii)(B) [Reserved]. For guidance see § 86.095-35.
(a)(1)(iii)(C) Engine displacement (in cubic inches or liters), engine family identification and evaporative/refueling family identification.
(a)(1)(iii)(D) through (L) [Reserved]. For guidance see § 86.095-35.
(a)(1)(iii)(M) For model year 1998 light-duty vehicles, a clear indication of which test procedure was used to certify the evaporative/refueling family, e.g., “Evaporative /refueling Family xx (§ 86.130-96 procedures)” or “Evaporative /refueling Family xx (§ 86.130-78 procedures).”
(a)(1)(iii)(N) [Reserved]. For guidance see § 86.096-35.
(a)(2) heading through (a)(2)(iii)(K) [Reserved]. For guidance see § 86.095-35.
(a)(2)(iii)(L) [Reserved]
(a)(2)(iii)(M) through (a)(2)(iii)(N) [Reserved]. For guidance see § 86.095-35.
(a)(2)(iii)(O) through (a)(2)(iii)(P) [Reserved]. For guidance see § 86.096-35.
(a)(3) heading through (a)(4)(iii)(F) [Reserved]. For guidance see § 86.095-35.
(a)(4)(iii)(G) [Reserved]. For guidance see § 86.096-35.
(b) through (i) [Reserved]. For guidance see § 86.095-35.
Section 86.099-1 includes text that specifies requirements that differ from those specified in § 86.094-1. Where a paragraph in § 86.094-1 is identical and applicable to § 86.099-1, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.094-1.”.
(a) through (b) [Reserved]. For guidance see § 86.094-1.
(c)
(d) [Reserved]
(e) through (f) [Reserved]. For guidance see § 86.094-1.
Section 86.099-8 includes text that specifies requirements that differ from § 86.096-8. Where a paragraph in § 86.096-8 is identical and applicable to § 86.099-8, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.096-8.”
(a)(1) through (a)(1)(ii)(B) [Reserved]. For guidance see § 86.096-8.
(iii) CST emissions from gasoline-fueled Otto-cycle light-duty vehicles measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(iii) (A) and (B) of this section.
(A) Hydrocarbons: 100 ppm as hexane.
(B) Carbon monoxide: 0.5%.
(2) [Reserved]
(3) The standards set forth in paragraph (a)(1)(iii) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) Evaporative emissions from light-duty vehicles shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(1)
(B)
(ii)
(iii)
(2)
(B) For the supplemental two-diurnal test sequence described in § 86.130-96, diurnal plus hot soak measurements: 2.5 grams carbon per test.
(ii) Running loss test: 0.05 grams carbon per mile.
(iii) Fuel dispensing spitback test: 1.0 gram carbon per test.
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance
(4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty vehicle during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(5) [Reserved]. For guidance see § 86.096-8.
(6) Vehicles certified to the refueling standards set forth in paragraph (d) of this section are not required to demonstrate compliance with the Fuel Dispensing Spitback standards contained in paragraphs (b)(1)(iii) and (b)(2)(iii) of this section:
(c) [Reserved]. For guidance see § 86.096-8.
(d) Refueling emissions from 1999 and later model year gasoline-fueled and methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled diesel-cycle light duty vehicles shall not exceed the following standards. The standards apply equally to certification and in-use vehicles.
(1)
(ii)
(iii)
(iv)
(2)(i) The standards set forth in paragraphs (d)(1)(i) and (ii) of this section refer to a sample of refueling emissions collected under the conditions set forth in subpart B of this part and measured in accordance with those procedures.
(ii) For vehicles powered by petroleum-fueled diesel-cycle engines, the provisions set forth in paragraph (d)(1)(i) of this section may be waived:
(3)(i) A minimum of the percentage shown in table A99-08 of a manufacturer's sales of the applicable model year's gasoline- and methanol-fueled Otto-cycle and petroleum- and methanol-fueled diesel cycle light-duty vehicles shall be tested under the procedures in subpart B of this part indicated for 1998 and later model years, and shall not exceed the standards described in paragraph (d)(1) of this section. Vehicles certified in accordance with paragraph (d)(2)(ii) of this section, as determined by the provisions of § 86.098-28(g), shall not be counted in the calculation of the percentage of compliance.
(ii) Small volume manufacturers, as defined in § 86.094-14(b) (1) and (2), are exempt from the implementation schedule of table A99-08 of this section for model year 1999. For small volume manufacturers, the standards of paragraph (d) of this section, and the associated test procedures, shall not apply until model year 2000, when 100 percent compliance with the standards of this section is required. This exemption does not apply to small volume engine families as defined in § 86.094-14(b)(5).
(e) through (f) [Reserved]
(g) through (k) [Reserved]. For guidance see § 86.096-8.
Section 86.099-9 includes text that specifies requirements that differ from § 86.097-9. Where a paragraph in § 86.097-9 is identical and applicable to § 86.099-9, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.097-9.” Where a corresponding
(a)(1) through (a)(1)(iii)(2) [Reserved]. For guidance see § 86.097-9.
(iv) CST emissions from gasoline-fueled Otto-cycle light-duty trucks measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(iv) (A) and (B) of this section.
(A) Hydrocarbons: 100 ppm as hexane.
(B) Carbon monoxide: 0.5%.
(2) [Reserved]
(3) The standards set forth in paragraph (a)(1)(iv) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) Evaporative emissions from light-duty trucks shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(1)
(
(
(B) For all other light-duty trucks:
(
(
(ii)
(iii)
(2)
(
(
(B) For all other light-duty trucks:
(
(
(ii) Running loss test: 0.05 grams carbon per mile.
(iii) Fuel dispensing spitback test: 1.0 gram carbon per test.
(3) The standards set forth in paragraphs (b) (1) and (2) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart B of this part.
(4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty truck during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(c) [Reserved]. For guidance see § 86.097-9.
(d) through (f) [Reserved].
(g) through (k) [Reserved]. For guidance see § 86.097-9.
Section 86.099-10 includes text that specifies requirements that differ from § 86.098-10. Where a paragraph in § 86.98-10 is identical and applicable to § 86.099-10, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.098-10.”
(a) [Reserved]. For guidance see § 86.098-10.
(b) Evaporative emissions from heavy-duty vehicles shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(1)
(A)(
(
(B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile.
(C) Fuel dispensing spitback test (gasoline-fueled vehicles only): 1.0 gram per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs:
(A)(
(
(B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile.
(2)
(A)(
(
(B) Running loss test: 0.05 grams carbon per mile.
(C) Fuel dispensing spitback test: 1.0 gram carbon per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs:
(A)(
(
(B) Running loss test: 0.05 grams carbon per mile.
(3)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraphs (b)(1) and (b)(2) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart M of this part.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs., the standards set forth in paragraphs (b)(1)(ii) and (b)(2)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(4) All fuel vapor generated in a gasoline- or methanol-fueled heavy-duty vehicle during in-use operations shall be routed exclusively to the evaporative control system (e.g., either
(c) and (d) [Reserved]. For guidance see § 86.098-10.
(a) Exhaust emissions from new 1999 and later model year diesel heavy-duty engines shall not exceed the following:
(1)(i)
(ii)
(iii)
(2)
(ii) 0.50 percent of exhaust gas flow at curb idle (methanol-, natural gas-, and liquefied petroleum gas-fueled diesel only).
(3)
(ii) A manufacturer may elect to include any or all of its diesel HDE families in any or all of the NO
(4)
(ii) For all other diesel engines only, 0.10 gram per brake horsepower-hour (0.037 gram per megajoule), as measured under transient operating conditions.
(iii) A manufacturer may elect to include any or all of its diesel HDE families in any or all of the particulate ABT programs for HDEs, within the restrictions described in § 86.098-15 as applicable. If the manufacturer elects to include engine families in any of these programs, the particulate FEL may not exceed:
(A) For engine families intended for use in urban buses, 0.25 gram per brake horsepower-hour (0.093 gram per megajoule);
(B) For engine families
(b)(1) The opacity of smoke emission from new 1999 and later model year diesel heavy-duty engine shall not exceed:
(i) 20 percent during the engine acceleration mode.
(ii) 15 percent during the engine lugging mode.
(iii) 50 percent during the peaks in either mode.
(2) The standards set forth in paragraph (b)(1) of this section refer to exhaust smoke emissions generated under the conditions set forth in subpart I of this part and measured and calculated in accordance with those procedures.
(3) Evaporative emissions (total of non-oxygenated hydrocarbons plus methanol) from heavy-duty vehicles equipped with methanol-fueled diesel engines shall not exceed the following standards. The standards apply equally to certification and in-use vehicles. The spitback standard also applies to newly assembled vehicles.
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs:
(A)(
(
(B)
(C)
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 lbs:
(A)(
(
(B) Running loss test: 0.05 grams per mile.
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs, the standards set forth in paragraph (b)(3) of this section refer to a composite sample of evaporative emissions collected under the conditions and measured in accordance with the procedures set forth in subpart M of this part. For certification vehicles only, manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator.
(B) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000 lbs., the standards set forth in paragraph (b)(3)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(iv) All fuel vapor generated during in-use operations shall be routed exclusively to the evaporative control system (e.g., either canister or engine purge). The only exception to this requirement shall be for emergencies.
(4)
(i) For vehicles with a Gross Vehicle Weight Rating of up to 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 3.0 grams per test.
(ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000 pounds for the full three-diurnal test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 4.0 grams per test.
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 pounds, the standards set forth in paragraph (b)(4) of this section refer to a composite sample of evaporative emissions collected under the conditions set forth in subpart M of this part and measured in accordance with those procedures.
(B) For vehicles with a Gross Vehicle Weight Rating greater than 26,000 pounds, the standards set forth in paragraphs (b)(3)(ii) and (b)(4)(ii) of this section refer to the manufacturer's engineering design evaluation using good engineering practice (a statement of which is required in § 86.091-23(b)(4)(ii)).
(c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1999 or later model year methanol-, natural gas-, or liquefied petroleum gas-fueled diesel, or any naturally-aspirated diesel heavy-duty engine. For petroleum-fueled engines only, this provision does not apply to engines using turbochargers, pumps, blowers, or superchargers for air induction.
(d) Every manufacturer of new motor vehicle engines subject to the standards prescribed in this section shall, prior to taking any of the actions specified in section 203(a)(1) of the Act, test or cause to be tested motor vehicle engines in accordance with applicable procedures in subpart I or N of this part to ascertain that such test engines
(a) The provisions of this subpart are applicable to 1977 and later model year new light-duty vehicles and light-duty trucks.
(1) Sections 86.101 through 86.145-78 apply for 1978 and later model years.
(2) [Reserved]
(3) Sections 86.150 through 86.157 describe the refueling test procedures for light-duty vehicles and light-duty trucks and apply for model years 1998 and later.
(4) For fuel economy testing according to part 600 of this chapter, in the model years of 2000 and 2001 only, manufacturers have the option to use the dynamometer provisions of § 86.108-00(b)(1) and § 86.129-00 (a), (b), and (c) instead of the provisions of § 86.108-00(b)(2) and § 86.129-00 (a), (e), and (f).
(b) Provisions of this subpart apply to tests performed by both the Administrator and motor vehicle manufacturers.
(c)
The definitions in subpart A apply to this subpart.
The abbreviations in subpart A apply to this subpart.
(a) The model year of initial applicability is indicated by the section number. The two digits following the hyphen designate the first model year for which a section is effective. A section remains effective until superseded.
Section 86.111-78 applies to the 1978 and subsequent model years until superseded. If a § 86.111-81 is promulgated it would take effect beginning with the 1981 model year; § 86.111-78 would apply to model years 1978 through 1980.
(b) A section reference without a model year suffix refers to the section applicable for the appropriate model year.
(c) Unless indicated otherwise, all provisions in this subpart apply to petroleum-fueled, natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled vehicles.
(a) This subpart describes the equipment required and the procedures to follow in order to perform gaseous exhaust, particulate, and evaporative emission tests on light-duty vehicles and light-duty trucks. Subpart A of this part sets forth testing requirements and test intervals necessary to comply with EPA certification procedures. Not all emission measurement
(b) Three topics are addressed in this subpart. Sections 86.106 through 86.115 set forth specifications and equipment requirements; §§ 86.116 through 86.126 discuss calibration methods and frequency; test procedures and data requirements are listed in §§ 86.127 through 86.157.
Section 86.106-00 includes text that specifies requirements that differ from § 86.106-96. Where a paragraph in § 86.106-96 is identical and applicable to § 86.106-00, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.106-96.”
(a) introductory text through (a)(2) [Reserved]. For guidance see § 86.106-96.
(a)(3) Fuel, analytical gas, and driving schedule specifications. Fuel specifications for exhaust and evaporative emissions testing and for mileage accumulation for petroleum-fueled and methanol-fueled vehicles are specified in § 86.113. Analytical gases are specified in § 86.114. The EPA Urban Dynamometer Driving Schedule (UDDS), US06, and SC03 driving schedules, for use in exhaust emission tests, and the New York City Cycle (NYCC), for use with the UDDS in running loss tests, are specified in §§ 86.115, 86.130, 86.159, 86.160, and appendix I to this part.
(b) [Reserved]
(a) This subpart contains procedures for exhaust emissions tests on petroleum-fueled, and methanol-fueled light-duty vehicles and light-duty trucks, and for evaporative emission tests on gasoline-fueled and methanol-fueled light-duty vehicles and light-duty trucks. Certain items of equipment are not necessary for a particular test,
(1)
(2)
(3)
(b) [Reserved]
(a) This subpart contains procedures for exhaust emissions tests on petroleum-fueled, natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled light-duty vehicles and light-duty trucks, and for evaporative emission tests on gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled light-duty vehicles and light-duty trucks. Certain items of equipment are not necessary for a particular test,
(1)
(2)
(3)
(b) [Reserved]
(a) This subpart contains procedures for exhaust emission tests on petroleum-fueled, natural gas-fueled, liquefied petroleum gas-fueled, and methanol-fueled light-duty vehicles and light-duty trucks, and for evaporative emission tests on gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled, and methanol-fueled light-duty vehicles and light-duty trucks. Certain items of equipment are not necessary for a particular test, e.g., evaporative enclosure when testing petroleum-fueled diesel vehicles. Alternate equipment, procedures, and calculation
(1)
(2)
(3)
(b) [Reserved]
(a) Component description (evaporative emissions sampling system). The following components will be used in evaporative emissions sampling systems for testing under this subpart.
(1)
(2)
(A) Stability of the analyzer shall be better than 0.01 Cstd ppm at zero and span over a 15-minute period on all ranges used.
(B) Repeatability of the analyzer, expressed as one standard deviation, shall be better than 0.005 Cstd ppm on all ranges used.
(ii) For methanol-fueled vehicles, a methanol sampling and analyzing system is required in addition to the FID analyzer. The methanol sampling equipment shall consist of impingers for collecting the methanol sample and appropriate equipment for drawing the sample through the impingers. The analytical equipment shall consist of a gas chromatograph equipped with a flame ionization detector. (NOTE: For 1990 through 1994 model year methanol-fueled vehicles, a HFID calibrated on methanol may be used in place of the HFID, calibrated on propane plus the methanol impingers and associated analytical equipment).
(iii) The methanol sampling system shall be designed such that, if a test vehicle emitted the maximum allowable level of methanol (based on all applicable standards) during any phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer, and such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. This requirement does not apply to dilution air samples, since they do not require secondary impingers, or to samples in which the concentrations approach the limit of detection. The provisions of this paragraph apply to the design of sampling systems, not to individual tests.
(3)
(ii) For the methanol sample, permanent records shall be made of the following: the volumes of deionized water introduced into each impinger, the rate and time of sample collection, the volumes of each sample introduced into the gas chromatograph, the flow rate of carrier gas through the column, the column temperature, and the chromatogram of the analyzed sample.
(4)
F = T
C = T
(5)
(6)
(7)
(b) [Reserved]
(a)
(i)
(ii)
(A) The enclosure shall be equipped with a mechanism to maintain a fixed internal air volume. This may be accomplished either by withdrawing air at a constant rate and providing makeup air as needed, or by reversing the flow of air into and out of the enclosure in response to rising or falling temperatures. If inlet air is added continuously throughout the test, it should be filtered with activated carbon to provide a relatively low and constant hydrocarbon level. Any method of volume accommodation shall maintain the differential between the enclosure internal pressure and the barometric pressure to a maximum value of
(B) The equipment shall be capable of measuring the mass of hydrocarbon and methanol (if the enclosure is used for methanol-fueled vehicles) in the inlet and outlet flow streams with a resolution of 0.01 gram per hour. A bag sampling system may be used to collect a proportional sample of the air withdrawn from and admitted to the enclosure. Alternatively, the inlet and outlet flow streams may be continuously analyzed using an on-line FID analyzer and integrated with the flow measurements to provide a continuous record of the mass hydrocarbon and methanol removal.
(2)
(i) The running loss enclosure may be equipped to supply air to the vehicle, at a temperature of 95
(ii) If it is shown to yield equivalent or superior results, the running loss enclosure may be designed with an air makeup system that brings outside air into the enclosure to accommodate the aspiration needs of the engine and any auxiliary devices. The makeup air shall be monitored to establish the background hydrocarbon levels (or hydrocarbon and methanol, levels, if applicable) of the makeup air. A filter may be used to provide dry air with a stable concentration of background hydrocarbon. The makeup-air vent shall be readily sealable for calibration of the enclosure and other purposes. For calculation of running loss emissions, it may be assumed that the hydrocarbon and methanol concentration in the air consumed by the vehicle is the same as that of the rest of the air in the enclosure.
(3)
(i) If the hot soak test is conducted in the same enclosure as the immediately preceding running loss test, interior surface temperatures shall not be below 70 °F for the last 55 minutes of the hot soak test.
(ii) If the hot soak test is not conducted in the same enclosure as the immediately preceding running loss test,
(b)
(2) For methanol-fueled vehicles, a methanol sampling and analyzing system is required in addition to the FID analyzer. The methanol sampling equipment shall consist of impingers for collecting the methanol sample and appropriate equipment for drawing the sample through the impingers. The analytical equipment shall consist of a gas chromatograph equipped with a flame ionization detector.
(3) The methanol sampling system shall be designed such that, if a test vehicle emitted the maximum allowable level of methanol (based on all applicable standards) during any phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer, and such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. This requirement does not apply to dilution air samples, since they do not require secondary impingers, or to samples in which the concentrations approach the limit of detection. The provisions of this paragraph apply to the design of sampling systems, not to individual tests.
(c)
(2) For the methanol sample, permanent records shall be made of the following: the volumes of deionized water introduced into each impinger, the rate and time of sample collection, the volumes of each sample introduced into the gas chromatograph, the flow rate of carrier gas through the column, the column temperature, and the chromatogram of the analyzed sample.
(d)
(1) A vehicle cooling fan shall discharge air to the front of the vehicle.
(2) An additional fan may be used to discharge airflow from the front of the vehicle directly to the vehicle underbody to control fuel temperatures. Such a fan shall provide a total discharge airflow not to exceed 8,000 cfm.
(3) Additional fans may be used to route heating or cooling air directly at the bottom of the vehicle's fuel tank. The air supplied to the tank shall be between 85° and 160 °F, with a total discharge airflow not to exceed 4,000 cfm. For exceptional circumstances, manufacturers may direct up to 6,000 cfm at the bottom of the fuel tank with the advance approval of the Administrator.
(4) Direct fuel heating may be needed for canister preconditioning, as specified in § 86.132(j)(2). Also, under exceptional circumstances in which airflow alone is insufficient to control fuel temperatures during the running loss test, direct fuel tank heating may be used (see § 86.134-96(g)(1)(xv)). The heating system must not cause hot spots on the tank wetted surface that could cause local overheating of the fuel. Heat must not be applied directly to the tank's vapor space, nor to the liquid-vapor interface.
(e)
(f)
(g)
(h)
(1)
(2)
(3)
(i)
(1) The running loss vapor vent collection system shall be configured to collect all running loss emissions from each of the discrete point sources that function as vehicle fuel system vapor vents, and transport the collected vapor emissions to a CFV- or PDP-based dilution and measurement system. The collection system shall consist of a collector at each vehicle vapor vent, lengths of heated sample line connecting each collector to the inlet of the heated sample pump, and lengths of heated sample line connecting the outlet of the heated sample pump to the inlet of the running loss fuel vapor sampling system. Up to 3 feet of unheated line connecting each of the vapor collectors to the heated sample lines shall be allowed. Each heated sample pump and its associated sample lines shall be maintained at a temperature between 175 °F and 200 °F to prevent condensation of fuel vapor in the sample lines. The heated sample pump(s) and its associated flow controls shall be configured and operated to draw a flow of ambient air into each collector at a flow rate of at least 0.67 cfm. The flow controls on each heated sampling system shall include an indicating flow meter that provides an alarm output to the data recording system if the flow rate drops below 0.67 cfm by more than 5 percent. The collector inlet for each discrete vapor vent shall be placed in proximity to the vent as necessary to capture any fuel vapor emissions without significantly affecting flow or pressure of the normal action of the vent. The collector inlets shall be designed to interface with the con-fig-u-ra-tion and orientation of each specific vapor vent. For vapor vents that terminate in a tube or hose barb, a short length of tubing of an inside diameter larger throughout its length than the inside diameter of the vent outlet may be used to extend the vent into the mouth of the collector. For those vapor vent designs that are not compatible with such collector con-fig-u-ra-tions, the vehicle manufacturer
(2) The running loss fuel vapor sampling system shall be a CFV- or PDP-based dilution and measurement system that further dilutes the running loss fuel vapors collected by the vapor vent collection system(s) with ambient air, collects continuously proportional samples of the diluted running loss vapors and dilution air in sample bags, and measures the total dilute flow through the sampling system over each test interval. In practice, the system shall be configured and operated in a manner that is directly analogous to an exhaust emissions constant volume sampling system, except that the input flow to the system is the flow from the running loss vapor vent collection system(s) instead of vehicle exhaust flow. The system shall be configured and operated to meet the following requirements:
(i) The running loss fuel vapor sampling system shall be designed to measure the true mass of fuel vapor emissions collected by the running loss vapor vent collection system from the specified fuel vapor vents. The total volume of the mixture of running loss emissions and dilution air shall be measured and a continuously proportioned sample of volume shall be collected for analysis. Mass emissions shall be determined from the sample concentration and total flow over the test period.
(ii) The PDP-CVS shall consist of a dilution air filter and mixing assembly, heat exchanger, positive-displacement pump, sampling system, and associated valves, pressure and temperature sensors. The PDP-CVS shall conform to the following requirements:
(A) The gas mixture temperature, measured at a point immediately ahead of the positive-displacement pump, shall be within
(B) The pressure gauges shall have an accuracy and precision of
(C) The flow capacity of the CVS shall not exceed 350 cfm.
(D) Sample collection bags for dilution air and running loss fuel vapor samples shall be sufficient size so as not to impede sample flow.
(iii) The CFV sample system shall consist of a dilution air filter and mixing assembly, a sampling venturi, a critical flow venturi, a sampling system and assorted valves, and pressure and temperature sensors. The CFV sample system shall conform to the following requirements:
(A) The temperature measuring system shall have an accuracy and precision of
(B) The pressure measuring system shall have an accuracy and precision of
(C) The flow capacity of the CVS shall not exceed 350 cfm.
(D) Sample collection bags for dilution air and running loss fuel vapor samples shall be of sufficient size so as not to impede sample flow.
(3) An on-line computer system or strip-chart recorder shall be used to record the following additional parameters during the running loss test sequence:
(i) CFV (if used) inlet temperature and pressure.
(ii) PDP (if used) inlet temperature, pressure, and differential pressure.
Section 86.107-98 includes text that specifies requirements that differ from § 86.107-96. Where a paragraph in § 86.107-96 is identical and applicable to § 86.107-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.107-96.” Where a corresponding paragraph of § 86.107-96 is
(a)(1) through (a)(3) [Reserved]. For guidance see § 86.107-96.
(a)(4)
(b) through (d) [Reserved]. For guidance see § 86.107-96.
(e)
(2)
(f) through (h)(3) [Reserved]. For guidance see § 86.107-96.
(h)(4)
(5)
(i) [Reserved]. For guidance see § 86.107-96.
(j)
(a) The dynamometer shall simulate the road load force and inertia specified for the vehicle being tested, and shall determine the distance traveled during each phase of the test procedure.
(b) Two types of dynamometer roll configurations are currently approved by the Administrator:
(1) A small twin-roll dynamometer that has a nominal roll diameter of 8.65 inches and a nominal roll spacing of 17 inches; and
(2)(i) An electric dynamometer that has a single roll with a nominal diameter of 48 inches (1.20 to 1.25 meters).
(ii)(A) The dynamometer must be capable of dynamically controlling inertia load during the US06 test cycle as a function of a vehicle throttle position signal if a manufacturer desires using the following test option. Any time the duration of throttle operation greater than or equal to 85% of wide open throttle (WOT) is greater than or equal to eight seconds, the test inertia load may be adjusted during any of five EPA specified acceleration events by an amount of load that will eliminate additional throttle operation greater than or equal to 85% of WOT.
(B)(
(
(
(
(
(
(
(C) Each type of generic application for implementing this concept must receive the Administrator's approval before a manufacturer may use these inertia adjustments for official US06 schedule certification tests.
(c) Other dynamometer configurations may be used for testing if it can be demonstrated that the simulated road load power and inertia are equivalent, and if approved in advance by the Administrator.
(d) An electric dynamometer meeting the requirements of paragraph (b)(2) of this section, or a dynamometer approved as equivalent under paragraph (c) of this section, must be used for all types of emission testing in the following situations.
(1)(i) Gasoline vehicles which are part of an engine family which is designated to meet the phase-in of SFTP compliance required under the implementation schedule of table A00-1 of § 86.000-08, or table A00-3, or table A00-5 of § 86.000-09.
(ii) Diesel LDVs and LDT1s which are part of an engine family which is designated to meet the phase-in of SFTP compliance required under the implementation schedule of table A00-1 of § 86.000-08, or table A00-3, or table A00-5 of § 86.000-09.
(2) Starting with the 2002 model year, any light-duty vehicle or light light-duty truck which uses any regulated fuel.
(3) Starting with the 2004 model year, any heavy light-duty truck which uses any regulated fuel.
At 61 FR 54890, Oct. 22, 1996, § 86.108-00 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
(a) The dynamometer shall have a power absorption unit for simulation of road load power and flywheels or other means of simulating the inertia weight as specified in § 86.129.
(b)(1) The dynamometer shall have a roll or shaft revolution counter for determination of distance driven.
(2) In lieu of the requirement in (b) (1) of this section the manufacturer shall provide some means, approved in advance by the Administrator, for the determination of distance driven.
(c) Small twin-roll dynamometers shall have a nominal roll diameter of 8.65 inches and a nominal roll spacing of 17 inches. Large single-roll -dynamometers shall have a nominal roll diameter of 48 inches. Dynamometers with other roll specifications may be used if the total simulated road load power can be shown to be equivalent, and if approved in advance by the Administrator.
(a)(1)
(2)
(i) Using a duct of unrestricted length maintained at 235°
(ii) Using a short duct (up to 12 feet long) constructed of smooth wall pipe with a minimum of flexible sections, maintained at 235°
(iii) Using smooth wall duct less than five feet long with no required heating.
(iv) Omitting the duct and performing the exhaust gas dilution function at the vehicle tailpipe exit.
(3)
For 1990 through 1994 model year methanol-fueled vehicles, methanol and formaldehyde sampling may be omitted provided the bag sample (hydrocarbons and methanol) is analyzed using a HFID calibrated with methanol.
(4)
For 1990 through 1994 model year methanol-fueled vehicles, methanol and formaldehyde sampling may be omitted provided the bag sample (hydrocarbons and methanol) is analyzed using a HFID calibrated with methanol.
(5)
(b)
(1) Static pressure variations at the tailpipe(s) of the vehicle shall remain within
(2) The gas mixture temperature, measured at a point immediately ahead of the positive displacement pump, shall be within
(3) The pressure gauges shall have an accuracy and precision of
(4) The flow capacity of the CVS shall be large enough to eliminate water condensation in the system. (300 to 350 cfm (0.142 to 0.165 m
(5) Sample collection bags for dilution air and exhaust samples shall be of sufficient size so as not to impede sample flow. A single dilution air sample, covering the total test period, may be collected for determination of formaldehyde background (methanol-fueled vehicles).
(6) The methanol sample collection system and the formaldehyde sample collection system shall each be of sufficient capacity so as to collect samples of adequate size for analysis without significant impact on the volume of dilute exhaust passing through the PDP.
(c)
(1) Static pressure variations at the tailpipe(s) of the vehicle shall remain within
(2) The temperature measuring system shall have an accuracy and precision of
(3) The pressure measuring system shall have an accuracy and precision of
(4) The flow capacity of the CVS shall be large enough to virtually eliminate water condensation in the system (300 to 350 cfm (0.142 to 0.165 m
(5) Sample collection bags for dilution air and exhaust samples shall be of sufficient size so as not to impede sample flow. A single dilution air sample covering the total test period may be
(6) The methanol sample collection system and the formaldehyde sample collection system shall each be of sufficient capacity so as to collect samples of adequate size for analysis without significant impact on the volume of dilute exhaust passing through the CFV-CVS.
(a)(1)
(2)
(i) Using a duct of unrestricted length maintained at a temperature above the maximum dew point of the exhaust, but below 250 °F (121 °C); heating and possibly cooling capabilities are required; or
(ii) Using a short duct (up to 12 feet long) constructed of smooth wall pipe with a minimum of flexible sections, maintained at a temperature above the maximum dew point of the exhaust, but below 250 °F (121 °C), prior to the test and during the 10 minute hot soak segment and uninsulated during the test (insulation may remain in place and/or heating may occur during testing provided maximum temperature is not exceeded); or
(iii) Using smooth wall duct less than five feet long with no required heating. A maximum of two short flexible connectors are allowed under this option; or
(iv) Omitting the duct and performing the exhaust gas dilution function at the vehicle tailpipe exit.
(3)
(4)
(5)
(6)
(b)
(1) Static pressure variations at the tailpipe(s) of the vehicle shall remain within
(2) The gas mixture temperature, measured at a point immediately ahead of the positive displacement pump, shall be within
(3) The pressure gauges shall have an accuracy and precision of
(4) The flow capacity of the CVS shall be large enough to completely eliminate water condensation in the dilution and sampling systems. (300 to 350 cfm (0.142 to 0.165 m
(i) The air (or air plus exhaust gas) temperature does not exceed 250 °F.
(ii) Calculation of the CVS flow rate necessary to prevent water condensation is based on the lowest temperature encountered in the CVS prior to sampling. (It is recommended that the CVS system be insulated when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples shall be of sufficient size so as not to impede sample flow. A single dilution air sample, covering the total test period, may be collected for the determination of methanol and formaldehyde background (methanol-fueled vehicles).
(6) The methanol sample collection system and the formaldehyde sample collection system shall each be of sufficient capacity so as to collect samples of adequate size for analysis without significant impact on the volume of dilute exhaust passing through the PDP. The systems shall also comply with the following requirements that apply to the design of the systems, not to individual tests.
(i) The methanol system shall be designed such that, if a test vehicle emitted the maximum allowable level of methanol (based on all applicable standards) during the first phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the
(ii) The formaldehyde system shall be designed such that, if a test vehicle emitted formaldehyde at a rate equal to twenty percent of the maximum allowable level of NMHCE (i.e., 0.05 g/mi for a 0.25 g/mi NMHCE standard), or the maximum formaldehyde level allowed by a specific formaldehyde standard, whichever is less, during the first phase of the test, the concentration of formaldehyde in the DNPH solution of the primary impinger, or solution resulting from the extraction of the DNPH cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 times the limit of detection for the HPLC analyzer. Sampling systems for all phases shall be identical.
(iii) The methanol and formaldehyde impinger systems shall be designed such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. This requirement does not apply to dilution air samples, since they do not require secondary impingers, or to samples in which the concentrations approach the limit of detection.
(c)
(1) Static pressure variations at the tailpipe(s) of the vehicle shall remain within
(2) The temperature measuring system shall have an accuracy and precision of
(3) The pressure measuring system shall have an accuracy and precision of
(4) The flow capacity of the CVS shall be large enough to completely eliminate water condensation in the dilution and sampling systems. (300 to 350 cfm (0.142 to 0.165 m
(i) The air (or air plus exhaust gas) temperature does not exceed 250 °F (121 °C).
(ii) Calculation of the CVS flow rate necessary to prevent water condensation is based on the lowest temperature encountered in the CVS prior to sampling. (It is recommended that the CVS system be insulated when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples shall be of sufficient size so as not to impede sample flow. A single dilution air sample, covering the total test period, may be collected for the determination of methanol and formaldehyde background (methanol-fueled vehicles).
(6) The methanol sample collection system and the formaldehyde sample
(i) The methanol system shall be designed such that, if a test vehicle emitted the maximum allowable level of methanol (based on all applicable standards) during the first phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer. Sampling systems for all phases shall be identical.
(ii) The formaldehyde system shall be designed such that, if a test vehicle emitted formaldehyde at a rate equal to twenty percent of the maximum allowable level of NMHCE (i.e., 0.05 g/mi for a 0.25 g/mi NMHCE standard), or the maximum formaldehyde level allowed by a specific formaldehyde standard, whichever is less, during the first phase of the test, the concentration of formaldehyde in the DNPH solution of the primary impinger, or solution resulting from the extraction of the DNPH cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 times the limit of detection for the HPLC analyzer. Sampling systems for all phases shall be identical.
(iii) The methanol and formaldehyde systems shall be designed such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. This requirement does not apply to dilution air samples, since they do not require secondary impingers, or to samples in which the concentrations approach the limit of detection.
(d)
(1) The ratio of the CVS mass flow rate to the sample mass flow rate shall not deviate from the design ratio by more than
(2) Flow meters to totalize sample volumes for methanol and/or formaldehyde samples shall meet the accuracy specifications of § 86.120. Total sample volumes may be obtained from the flow controllers, provided that the controllers meet the accuracy specifications of § 86.120.
(a)
(1) This sampling system requires the use of a PDP-CVS or a CFV sample system with heat exchanger connected to a dilution tunnel. Figure B90-5 is a schematic drawing of the PDP system. Figure B90-6 is a schematic drawing of the CFV system (methanol-fueled Otto-cycle vehicles may be tested using this test equipment.)
(2) Bag, HFID, and particulate sampling capabilities as shown in Figure B90-5 (or Figure B90-6) are required to provide both gaseous and particulate emissions sampling capabilities from a single system.
(3) Petroleum-fueled diesel vehicles require a heated flame ionization detector (HFID) (375°
(4) Methanol-fueled vehicles require the use of a heated flame ionization detector (HFID) (235°
(5) Methanol-fueled vehicles require either:
(i) A tailpipe to dilution tunnel duct of unrestricted length maintained at 235°
(ii) Using short duct (up to 12 feet long) constructed of smooth wall pipe with a minimum of flexible sections maintained at 235°
(iii) Using a smooth wall duct less than five feet long with no required heating, or
(iv) Omitting the duct and performing the exhaust gas dilution function at the vehicle tailpipe exit.
(6) Since various con-fig-u-ra-tions can produce equivalent results, exact conformance with these drawings is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and coordinate the functions of the component systems.
(7) Other sampling systems may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(b)
(1) The PDP-CVS, Figure B90-5, shall conform to all of the requirements listed for the exhaust gas PDP-CVS (§ 86.109(b)), with one exception: a flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less.
(2) The CFV sample system, Figure B90-6, shall conform to all of the requirements listed for the exhaust gas CFV sample system (§ 86.109(c)), with four exceptions:
(i) A flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less.
(ii) A heat exchanger is required.
(iii) The gas mixture temperature, measured at a point immediately ahead of the critical flow venturi, shall be within
(iv) The cyclonic separator is optional.
(3) The transfer of heat from the vehicle exhaust gas shall be minimized between the point where it leaves the vehicle tailpipe(s) and the point where it enters the dilution tunnel airstream. To accomplish this, a short length (not more than 12 feet (365 cm) if uninsulated, or not more than 20 feet (610 cm) if insulated) of smooth stainless steel tubing from the tailpipe to the dilution tunnel is required. This tubing shall have a maximum inside diameter of 4.0 inches (10.2 cm). Short sections of flexible tubing at connection points are allowed.
(4) The vehicle exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel.
(5) The dilution air shall be between 68 °F (20 °C) and 86 °F (30 °C) during the test.
(6) The dilution tunnel shall be:
(i) Sized to permit development of turbulent flow (Reynold's No. >>4000) and complete mixing of the exhaust and dilution air between the mixing orifice and each of the two sample probes (
(ii) At least 8.0 inches (20.3 cm) in diameter.
(iii) Constructed of electrically conductive material which does not react with the exhaust components.
(iv) Grounded.
(7) The temperature of the diluted exhaust stream inside of the dilution tunnel shall be sufficient to prevent water condensation. However, the sample zone dilute exhaust temperature shall not exceed 125 °F (52 °C) at any time during the test.
(8) The particulate sample probe shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (
(ii) Sufficiently distant (radially) from the total hydrocarbon probe so as to be free from the influence of any wakes or eddies produced by the total hydrocarbon probe.
(iii) 0.5 inch (1.27 cm) minimum inside diameter.
(iv) The distance from the sampling tip to the filter holder shall be at least 5 probe diameters (for filters located inside of the tunnel), but not more than 40.0 inches (102 cm) for filters located outside of the dilution tunnel.
(v) Free from sharp bends.
(vi) Configured so that a clean particulate filter (including back-up filter) can be selected simultaneously with the selection of an empty gaseous emissions bag.
(9) The flow rate through the particulate probe shall be maintained to a constant value within
(10) The particulate sample pump shall be located sufficiently distant from the dilution tunnel so that the inlet gas temperature is maintained at a constant temperature (
(11) The gas meters or flow instrumentation shall be located sufficiently distant from the tunnel so that the inlet gas temperature remains constant (
(12) The total hydrocarbon probe shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (
(ii) Sufficiently distant (radially) from the particulate probe so as to be free from the influence of any wakes or eddies produced by the particulate probe.
(iii) Heated and insulated over the entire length to maintain a 375°
(iv) 0.19 in. (0.48 cm) minimum inside diameter.
(13) It is intended that the total hydrocarbon probe be free from cold spots (
(14) The dilute exhaust gas flowing in the total hydrocarbon sample system shall be:
(i) At 375 °F
(ii) At 375 °F
(15) It is intended that the dilute exhaust gas flowing in the total hydrocarbon sample system be between 365 °F and 385 °F (185 °C and 197 °C).
(c)
(1) The PDP-CVS, Figure B90-5 shall conform to all of the requirements listed for the exhaust gas PDP-CVS (§ 86.109 (a)(3) and (b)), with one exception: a flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less and shall prevent the condensation of water vapor in the dilution tunnel.
(2) The CFV sample system, Figure B90-6 shall conform to all of the requirements listed for the exhaust gas CFV sample system (§ 86.109 (a)(4) and (c)), with four exceptions:
(i) A flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less and shall prevent the condensation of water vapor in the dilution tunnel.
(ii) A heat exchanger is required.
(iii) The gas mixture temperature, measured at a point immediately ahead of the critical flow venturi, shall be within
(iv) The cyclonic separator is optional.
(3) Losses of methanol due to condensation of water in the duct connecting the vehicle tail pipe to the dilation tunnel must be minimized. This may be accomplished by:
(i) The use of a duct of unrestricted length maintained at 235°
(ii) The use of a short duct (up to 12 feet long) constructed of smooth wall pipe with a minimum of flexible sections maintained at 235°
(iii) Using a smooth wall duct less than five feet long with no required heating, or
(iv) Omitting the duct and performing the exhaust gas dilution function at the vehicle tailpipe exit.
(4) The vehicle exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel.
(5) The dilution air shall be between 68 °F (20 °C) and 86 °F (30 °C) during the test.
(6) The dilution tunnel shall be:
(i) Sized to permit development of turbulent flow (Reynold's No. >>4000) and complete mixing of the exhaust and dilution air between the mixing orifice and the particulate sample probe. It is recommended that uniform mixing be demonstrated by the user.
(ii) At least 8.0 inches (20.3 cm) in diameter.
(iii) Constructed of electrically conductive material which does not react with the exhaust components.
(iv) Grounded.
(7) The temperature of the diluted exhaust stream inside of the dilution tunnel shall be sufficient to prevent water condensation. However, the sample zone dilute exhaust temperature shall not exceed 125 °F (52 °C) at any time during the test.
(8) The particulate sample probe shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (
(ii) Sufficiently distant (radially) from the total hydrocarbon probe so as to be free from the influence of any wakes or eddies produced by the total hydrocarbon probe.
(iii) 0.5 inch (1.27 cm) minimum inside diameter.
(iv) The distance from the sampling tip to the filter holder shall be at least 5 probe diameters (for filters located inside of the tunnel), but not more than 40.0 inches (102 cm) for filters located outside of the dilution tunnel.
(v) Free from sharp bends.
(vi) Configured so that a clean particulate filter (including back up filter)
(9) The flow rate through the particulate probe shall be maintained to a constant value within
(10) The particulate sample pump shall be located sufficiently distant from the dilution tunnel so that the inlet gas temperature is maintained at a constant temperature (
(11) The gas meters or flow instrumentation shall be located sufficiently distant from the tunnel so that the inlet gas temperature remains constant (
(12) The hydrocarbon probe shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (
(ii) Sufficiently distant (radially) from the particulate probe so as to be free from the influence of any wakes or eddies produced by the particulate probe.
(iii) Heated and insulated over the entire length to maintain a 235°
(iv) 0.19in. (0.48 cm) minimum inside diameter.
(13) It is intended that the total hydrocarbon probe be free from cold spots (
(14) The dilute exhaust gas flowing in the hydrocarbon sample system shall be:
(i) At 235 °F
(ii) At 235 °F
(15) It is intended that the dilute exhaust gas flowing in the hydrocarbon sample system be between 220 °F and 250 °F (105 °C and 121 °C).
(16) For methanol-fueled vehicles, bag sampling procedures for the measurement of hydrocarbons as described in § 86.109 may be employed.
(d)
(i) During each phase of the UDDS, dilute exhaust will be simultaneously sampled by paired primary test and back-up test filters.
(ii) The back-up filter holder shall be located 3 to 4 inches downstream of the primary filter holder.
(iii) The net weight of particulate material collected on each primary test filter and each back-up test filter shall be determined by the procedure outlined in § 86.139.
(iv) A ratio of net weights will be determined by the following formula:
(v) If the ratio is greater than 0.95, then particulate emissions calculations are based on the net weight of the primary filter only.
(vi) If the ratio is less than 0.95, then particulate emissions calculations are based on the combined net weights of the back-up test filter and the primary test filter.
(2) The particulate filter must have a minimum 47 mm diameter (37 mm stain area). Larger diameter filters are
(3) The recommended minimum loading on the primary 47 mm filter is 0.5 milligrams. Equivalent loadings (i.e., mass/stain area) are recommended for larger filters.
(4) Fluorocarbon coated glass fiber filters or fluorocarbon-based (membrane) filters are required for particulate collection.
Section 86.110-94 includes text that specifies requirements that differ from § 86.110-90. Where a paragraph in § 86.110-90 is identical and applicable to § 86.110-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.110-90.” Where a corresponding paragraph of § 86.110-90 is not applicable, this is indicated by the statement “[Reserved].”
(a)
(1) This sampling system requires the use of a PDP-CVS, CFV-CVS (or a CFV-EFC-CVS), sample system with heat exchanger connected to a dilution tunnel. The heat exchanger is not required for the CFV-CVS or EFC-CFV-CVS if electronic flow controllers are used to maintain proportionality for the particulate sample. Figure B94-5 is a schematic drawing of the PDP system. Figure B94-6 is a schematic drawing of the CFV-CVS system. (Methanol-fueled Otto-cycle vehicles may be tested using this test equipment, without measuring particulate emissions.)
(2) Bag, continuous HFID (required for petroleum-fueled diesel-cycle and optional for methanol-fueled, natural gas-fueled and liquefied petroleum gas-fueled diesel-cycle vehicles), and particulate sampling capabilities as shown in Figure B94-5 (or Figure B94-6) are required to provide both gaseous and particulate emissions sampling capabilities from a single system.
(3) Petroleum-fueled diesel-cycle vehicles require a heated flame ionization detector (HFID) (375 °
(4) Methanol-fueled vehicles require the use of a heated flame ionization detector (HFID) (235 °
For 1990 through 1994 model year methanol-fueled vehicles, methanol and formaldehyde sampling may be omitted provided the bag sample is analyzed using a HFID calibrated with methanol.
(5) For methanol-fueled vehicles, the vehicle tailpipe-to-dilution tunnel connection shall be made by:
(i) A tailpipe to dilution tunnel duct of unrestricted length maintained at a temperature above the dew point of the mixture, but below 250 °F (121 °C) through heating and cooling as required; or
(ii) Using a short duct (up to 12 feet long) constructed of smooth wall pipe with a minimum of flexible sections maintained at a temperature above the dew point of the mixture, but below 250 °F (121 °C) prior to the test and during breaks in testing (insulation may remain in place and or heating may occur during the testing provided the maximum temperature is not exceeded); or
(iii) Using smooth wall duct less than five feet long with no required heating. A maximum of two short flexible connectors are allowed under this option; or
(iv) By omitting the duct and performing the exhaust gas dilution function at the vehicle tailpipe exit.
(6) For natural gas-fueled and liquefied petroleum gas-fueled diesel vehicles either a heated flame ionization detector (HFID) [375°
(7) Since various con-fig-u-ra-tions can produce equivalent results, exact conformance with these drawings is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and coordinate the functions of the component systems.
(8) Other sampling systems may be used if shown to yield equivalent or superior results and if approved in advance by the Administrator.
(b)
(1) The PDP-CVS, Figure B94-5, shall contain a proportional particulate sampling system, and shall conform to all of the requirements listed for the exhaust gas PDP-CVS (§ 86.109(b)), with one exception: a flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less.
(2) The CFV sample system, Figure B94-6, shall contain a proportional particulate sampling system, and shall conform to all of the requirements listed for the exhaust gas CFV sample system (§ 86.109(c)), except for the following:
(i) A flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less.
(ii) If a constant volume particulate sample is collected, a heat exchanger is required.
(iii) If a heat exchanger is used, the gas mixture temperature, measured at a point immediately ahead of the critical flow venturi, shall be within
(iv) The cyclonic separator is optional.
(3) For gasoline-fueled, natural gas-fueled and liquefied petroleum gas-fueled Otto-cycle and petroleum-fueled, natural gas- fueled and liquefied petroleum gas-fueled diesel-cycle vehicles,
(4) The vehicle exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel.
(5) The dilution air shall be between 68 °F (20 °C) and 86 °F (30 °C) during the test.
(6) The dilution tunnel shall be:
(i) Sized to permit development of turbulent flow (Reynold's No.
(ii) At least 8.0 inches (20.3 cm) in diameter.
(iii) Constructed of electrically conductive material which does not react with the exhaust components.
(iv) Grounded.
(7) The temperature of the diluted exhaust stream inside of the dilution tunnel shall be sufficient to prevent water condensation. However, the sample zone dilute exhaust temperature shall not exceed 125 °F (52 °C) at any time during the test.
(8) The particulate sample probe shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (i.e., near the tunnel centerline, approximately 10 tunnel diameters downstream from the point where the exhaust enters the dilution tunnel).
(ii) Sufficiently distant (radially) from the THC probe (when the THC probe is required) so as to be free from the influence of any wakes or eddies produced by the THC probe.
(iii) 0.5 inch (1.27 cm) minimum inside diameter.
(iv) The distance from the sampling tip to the filter holder shall be at least 5 probe diameters (for filters located inside of the tunnel), but not more than 40.0 inches (102 cm) for filters located outside of the dilution tunnel.
(v) Free from sharp bends.
(vi) Configured so that a clean particulate filter (including back-up filter) can be selected simultaneously with the selection of an empty gaseous emissions bag.
(9) The flow rate through the particulate probe shall be maintained to a constant value within
(10) The particulate sample pump shall be located sufficiently distant from the dilution tunnel so that the inlet gas temperature is maintained at a constant temperature (
(11) The gas meters or flow instrumentation shall be located sufficiently distant from the tunnel so that the inlet gas temperature remains constant (
(12) The THC probe (when the THC probe is required) shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (i.e., approximately 10 tunnel diameters downstream from the point where the exhaust enters the dilution tunnel).
(ii) Sufficiently distant (radially) from the particulate probe so as to be free from the influence of any wakes or eddies produced by the particulate probe.
(iii) Heated and insulated over the entire length to maintain a 375 °
(iv) 0.19 in. (0.48 cm) minimum inside diameter.
(13) It is intended that the THC probe be free from cold spots (i.e., free from spots where the probe wall temperature is less than 355 °F). This will be determined by a temperature sensor located on a section of the probe wall outside of the dilution tunnel. The temperature sensor shall be insulated from any heating elements on the probe. The sensor shall have an accuracy and precision of
(14) The dilute exhaust gas flowing in the THC sample system shall be:
(i) At 375 °F
(ii) At 375 °F
(15) It is intended that the dilute exhaust gas flowing in the THC sample system be between 365 °F and 385 °F (185 °C and 197 °C).
(c)
(1) The PDP-CVS, Figure B94-5, shall contain a proportional particulate sampling system, and shall conform to all of the requirements listed for the exhaust gas PDP-CVS (§ 86.109), with one exception: a flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less.
(2) The CFV-CVS sample system, Figure B94-6, shall contain a proportional particulate sampling system, and shall conform to all of the requirements listed for the exhaust gas CFV sample system (§ 86.109), except for the following:
(i) A flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less.
(ii) If a constant volume particulate sample is collected, a heat exchanger is required.
(iii) If a heat exchanger is used, the gas mixture temperature, measured at a point immediately ahead of the critical flow venturi, shall be within
(iv) The cyclonic separator is optional.
(3) The EFC-CFV-CVS sample system shall conform to all of the requirements listed for the exhaust gas EFC sample system (§ 86.109) with three exceptions:
(i) A flow rate of sufficient volume is required to maintain the diluted exhaust stream, from which the particulate sample flow is taken, at a temperature of 125 °F (52 °C) or less.
(ii) A proportional particulate sample shall be collected using an electronic flow controller that meets the performance criteria listed in § 86.109 for methanol and formaldehyde EFC systems.
(iii) The cyclonic separator is optional.
(4) Losses of methanol due to condensation of water in the duct connecting the vehicle tail pipe to the dilution tunnel must be eliminated. This may be accomplished by:
(i) The use of a duct of unrestricted length maintained at a temperature above the maximum dew point of the exhaust, but below 250 °F (121 °C), through heating and cooling as required; or
(ii) The use of a short duct (up to 12 feet long) constructed of smooth wall pipe with a minimum of flexible sections maintained at a temperature above the maximum dew point of the exhaust, but below 250 °F (121 °C), prior to the test and during breaks in testing (insulation may remain in place and/or heating may occur during testing provided maximum temperature is not exceeded); or
(iii) Using smooth wall duct less than five feet long with no required heating. A maximum of two short flexible connectors are allowed under this option; or
(iv) Omitting the duct and performing the exhaust gas dilution function at the vehicle tailpipe exit.
(5) The vehicle exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel.
(6) The dilution air shall be between 68 °F (20 °C) and 86 °F (30 °C) during the
(7) The dilution tunnel shall be:
(i) Sized to permit development of turbulent flow (Reynold's No.
(ii) At least 8.0 inches (20.3 cm) in diameter.
(iii) Constructed of electrically conductive material which does not react with the exhaust components.
(iv) Grounded.
(8) The temperature of the diluted exhaust stream inside of the dilution tunnel shall be sufficient to prevent water condensation. However, the sample zone dilute exhaust temperature shall not exceed 125 °F (52 °C) at any time during the test.
(9) The particulate sample probe shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (i.e., near the tunnel centerline, approximately 10 tunnel diameters downstream from the point where the exhaust enters the dilution tunnel).
(ii) Sufficiently distant (radially) from the THC probe so as to be free from the influence of any wakes or eddies produced by the THC probe.
(iii) 0.5 inch (1.27 cm) minimum inside diameter.
(iv) The distance from the sampling tip to the filter holder shall be at least five probe diameters (for filters located inside the tunnel), but not more than 40.0 inches (102 cm) for filters located outside of the dilution tunnel.
(v) Free from sharp bends.
(vi) Configured so that a clean particulate filter (including back up filter) can be selected simultaneously with the selection of an empty gaseous emissions bag.
(10) The flow rate through the particulate probe shall be maintained to a constant value within
(11) The particulate sample pump shall be located sufficiently distant from the dilution tunnel so that the inlet gas temperature is maintained at a constant temperature (
(12) The gas meters or flow instrumentation shall be located sufficiently distant from the tunnel so that the inlet gas temperature remains constant (
(13) The hydrocarbon probe shall be:
(i) Installed facing upstream at a point where the dilution air and exhaust are well mixed (i.e., approximately ten tunnel diameters downstream from the point where the exhaust enters the dilution tunnel).
(ii) Sufficiently distant (radially) from the particulate probe so as to be free from the influence of any wakes of eddies produced by the particulate probe.
(iii) Heated and insulated over the entire length to maintain a wall temperature more than 5 °F (3 °C) above the maximum dew point of the sample, but below 250 °F (121 °C).
(iv) 0.19 in. (0.48 cm) minimum inside diameter.
(14) It is intended that the THC probe be free from cold spots (i.e., free from cold spots where the probe wall temperature is less than 5 °F (3 °C) above the maximum dew point of the sample.) This will be determined by a temperature sensor located on a section of the probe wall outside of the dilution tunnel. The temperature sensor shall be insulated from any heating elements on the probe. The sensor shall have an accuracy and precision of
(15) The dilute exhaust gas flowing in the hydrocarbon sample system shall be:
(i) At 235 °F
(ii) At 235°
(16) It is intended that the dilute exhaust gas flowing in the hydrocarbon sample system between 220 °F and 250 °F (105 °C and 121 °C).
(17) For methanol-fueled vehicles, bag sampling procedures for the measurement of hydrocarbons as described in § 86.109 may be employed.
(d) [Reserved]. For guidance see § 86.110-90.
(a)
(b)
(1) The CL requires that the nitrogen dioxide present in the sample be converted to nitric oxide before analysis. Other types of analyzers may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(2) The carbon monoxide (CO) NDIR analyzer may require a sample conditioning column containing CaSO
(i) If CO instruments which are essentially free of CO
(ii) A CO instrument will be considered to be essentially free of CO
(3) For petroleum-fueled diesel vehicles (and if selected, for methanol-fueled diesel vehicles) a continuous hydrocarbon sample shall be measured using a heated analyzer train as shown in Figure B90-5 (or B90-6). The train shall include a heated probe, a heated continuous sampling line, a heated particulate filter and a heated hydrocarbon instrument (HFID) complete with heated pump, filter and flow control system.
(i) The response time of this instrument shall be less than 1.5 seconds for 90 percent of full scale response.
(ii) The continuous HC sample system may use an “overflow” zero and span system; see § 86.140-82(b)(4). In this type of system (figures B82-3A and B82-4A), zero or span gas is introduced into the heated sample line at a flow rate that exceeds the sample flow rate to the HFID. The excess gas overflows the sample probe into the dilution tunnel. This method assures that the reference gas enters HFID in the same concentration as the injected reference gas and at the same rate as the sample exhaust gas. In addition to zero and span checks, it may also be used to calibrate the HC analyzer per § 86.121-82(b). The overflow gas flow rate into the sample line shall be greater than 125 percent of the HFID flow rate with the CVS blower operating. A lower flow rate may be used if it has been experimentally shown to produce equivalent results and current dccumentation is maintained. The overflow gases shall enter the heated sample line as close as practicable to the outside surface of the dilution tunnel.
(iii) No other analyzers may draw a sample from the continuous HC sample probe, line or system, unless a common sample pump is used of all analyzers and the single sample line system design reflects good engineering practice.
(iv) Sample transport time from sampling point to inlet of instrument shall be less than 4 seconds.
(v) For petroleum-fueled diesel vehicles, the sample line and filter shall be heated to maintain a sample gas temperature of 375°
(vi) For methanol-fueled diesel vehicles, the sample line and filter shall be heated to maintain a sample gas temperature of 235°
(c)
Section 86.111-94 includes text that specifies requirements that differ from § 86.111-90. Where a paragraph in § 86.111-90 is identical and applicable to § 86.111-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For
(a)
(b)
(1) The CL requires that the nitrogen dioxide present in the sample be converted to nitric oxide before analysis. Other types of analyzers may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(2) The carbon monoxide (CO) NDIR analyzer may require a sample conditioning column containing CaSO
(i) If CO instruments which are essentially free of CO
(ii) A CO instrument will be considered to be essentially free of CO
(3) For petroleum-fueled diesel vehicles (and if selected, for methanol-fueled, natural gas-fueled and liquefied petroleum gas-fueled diesel vehicles) a continuous hydrocarbon sample shall be measured using a heated analyzer train as shown in Figure B90-5 (or B90-6). The train shall include a heated probe, a heated continuous sampling line, a heated particulate filter and a heated hydrocarbon instrument (HFID) complete with heated pump, filter and flow control system.
(i) The response time of this instrument shall be less than 1.5 seconds for 90 percent of full scale response.
(ii) The continuous THC sample system may use an “overflow” zero and span system; see § 86.140-82(b)(4). In this type of system (figures B82-3A and B82-4A), zero or span gas is introduced into the heated sample line at a flow rate that exceeds the sample flow rate to the HFID. The excess gas overflows the sample probe into the dilution tunnel. This method assures that the reference gas enters HFID in the same concentration as the injected reference gas and at the same rate as the sample exhaust gas. In addition to zero and span checks, it may also be used to calibrate the THC analyzer per § 86.121-82(b). The overflow gas flow rate into the sample line shall be greater than 125 percent of the HFID flow rate with the CVS blower operating. A lower flow rate may be used if it has been experimentally shown to produce equivalent results and current documentation is maintained. The overflow gases shall enter the heated sample line as close as practicable to the outside surface of the dilution tunnel.
(iii) No other analyzers may draw a sample from the continuous THC sample probe, line, or system, unless a common sample pump is used of all analyzers and the single sample line system design reflects good engineering practice.
(iv) Sample transport time from sampling point to inlet of instrument shall be less than 4 seconds.
(v) For petroleum-fueled, natural gas-fueled and liquefied petroleum gas-fueled diesel vehicles, the sample line and filter shall be heated to maintain a sample gas temperature of 375°
(vi) For methanol-fueled diesel-cycle vehicles, the sample line and filter shall be heated to maintain a sample gas temperature of 235 °
(vii) Using a methane analyzer consisting of a gas chromatograph combined with a FID, the measurement of methane shall be done in accordance
(A) This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
(B) Copies may be inspected at U.S. EPA, OAR, 401 M Street, SW., Washington, DC 20460, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. Copies of this material may be obtained from Society of Automotive Engineers International, 400 Commonwealth Drive, Warrendale, PA 15096-001.
(c)
(a)
(2)
(3) The environment shall be free from any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilization.
(4) It is required that two unused reference filters remain in the weighing room at all times in covered (to reduce dust contamination) but unsealed (to permit humidity exchange) petri dishes. These reference filters shall be placed in the same general area as the sample filters. These reference filters shall be weighed within 4 hours of, but preferably just prior to, the pre- and post-test sample filter weighings.
(5) If the weight of either of the reference filters changes between pre- and post-test sample filter weighings by more than
(6) The reference filters shall be changed at least once per month, but never between pre- and post-test weighings of a given sample filter. The reference filters shall be the same size and material as the sample filters.
(b)
(c)
(a)
(2) Unleaded gasoline representative of commercial gasoline which will be generally available through retail outlets shall be used in service accumulation for petroleum-fueled Otto-cycle vehicles. Leaded gasoline will not be used in service accumulation.
(i) The octane rating of the gasoline used shall be no higher than 1.0 Research octane number above the minimum recommended by the manufacturer and have a minimum sensitivity of 7.5 octane numbers, where sensitivity is defined as the Research octane number minus the Motor octane number.
(ii) The Reid Vapor Pressure of the gasoline used shall be characteristic of the motor fuel used during the season in which the service accumulation takes place.
(3) Methanol fuel used for exhaust and evaporative emission testing and in service accumulation of methanol-fueled Otto-cycle vehicles shall be representative of commercially available methanol fuel and shall consist of at least 50 percent methanol by volume.
(i) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation in accordance with paragraph (a)(3) of this section.
(ii) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(4) Other methanol fuels may be used for testing and service accumulation provided:
(i) They are commercially available, and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service, and
(iii) Use of a fuel listed under paragraph (a)(3) of this section would have a detrimental effect on emissions or durability, and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(5) The specification range of the fuels to be used under paragraphs (a)(2), (a)(3), and (a)(4) of this section shall be reported in accordance with § 86.090-21(b)(3).
(b)
(2) Petroleum fuel for diesel vehicles meeting the following specifications, or substantially equivalent specifications approved by the Administrator, shall be used in exhaust emissions testing. The grade of petroleum fuel recommended by the engine manufacturer, commercially designated as “Type 2-D” grade diesel, shall be used.
(3) Petroleum fuel for diesel vehicles meeting the following specifications, or substantially equivalent specifications approved by the Administrator, shall be used in service accumulation. The grade of petroleum diesel fuel recommended by the engine manufacturer, commercially designated as “Type 2-D” grade diesel fuel, shall be used.
(4) Methanol fuel used for exhaust and evaporative emission testing and in service accumulation of methanol-fueled diesel vehicles shall be representative of commercially available methanol fuel and shall consist of at least 50 percent methanol by volume.
(i) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation in accordance with paragraph (b)(4) of this section.
(ii) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(5) Other fuels may be used for testing and service accumulation provided:
(i) They are commercially available, and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service, and
(iii) Use of a fuel listed under paragraphs (b)(2) and (b)(3) or (b)(4) of this section would have a detrimental effect on emissions or durability, and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(6) The specification range of the fuels to be used under paragraphs (b)(2), (b)(3), (b)(4), and (b)(5) of this section shall be reported in accordance with § 86.090-21(b)(3).
(c) Fuels not meeting the specifications set forth in this section may be used only with the advance approval of the Administrator.
(d)
(2) Manufacturer testing and service accumulation may be performed using only those mixtures (mixtures may be different for exhaust testing, evaporative testing, and service accumulation expected to result in the highest emissions, provided:
(i) The fuels which constitute the mixture will be used in customer service, and
(ii) Information, acceptable to the Administrator, is provided by the manufacturer to show that the designated fuel mixtures would result in the highest emissions, and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraph (d)(1) of this section shall be reported in accordance with § 86.090-21(b)(3).
(a)
(2)(i) Unleaded gasoline representative of commercial gasoline which will be generally available through retail outlets shall be used in service accumulation. Leaded gasoline will not be used in service accumulation.
(ii) The octane rating of the gasoline used shall be no higher than 1.0 Research octane number above the minimum recommended by the manufacturer and have a minimum sensitivity of 7.5 octane numbers, where sensitivity is defined as the Research octane number minus the Motor octane number.
(iii) The Reid Vapor Pressure of the gasoline used shall be characteristic of the motor fuel used during the season in which the service accumulation takes place.
(3) The specification range of the gasoline to be used under paragraph (a) of this section shall be reported in accordance with § 86.094-21(b)(3).
(b)
(2) Petroleum fuel for diesel vehicles meeting the following specifications, or substantially equivalent specifications approved by the Administrator, shall be used in exhaust emission testing. The grade of petroleum diesel fuel recommended by the engine manufacturer, commercially designated as “Type 2-D” grade diesel, shall be used:
(3) Petroleum fuel for diesel vehicles meeting the following specifications, or substantially equivalent specifications approved by the Administrator, shall be used in service accumulation. The grade of petroleum diesel fuel recommended by the engine manufacturer, commercially designated as “Type 2-D” grade diesel fuel, shall be used:
(4) Other petroleum distillate fuels may be used for testing and service accumulation provided:
(i) They are commercially available; and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Use of a fuel listed under paragraphs (b)(2) and (b)(3) of this section would have a detrimental effect on emissions or durability; and
(iv) Written approval from the Administrator of the fuel specifications is provided prior to the start of testing.
(5) The specification range of the fuels to be used under paragraphs (b)(2), (b)(3) and (b)(4) of this section shall be reported in accordance with § 86.094-21(b)(3).
(c)
(i) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation.
(ii) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(2) Other methanol fuels may be used for testing and service accumulation provided:
(i) They are commercially available; and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Use of a fuel listed under paragraph (c)(1) of this section would have a detrimental effect on emissions or durability; and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraphs (c)(1) and (c)(2) of this section shall be reported in accordance with § 86.094-21(b)(3).
(d)
(2) The fuel mixtures used by the manufacturers shall be sufficient to demonstrate compliance over the full design range, and shall include:
(i) For emission testing:
(A) The petroleum fuel specified in paragraph (a) or (b) of this section;
(B) A methanol fuel representative of the methanol fuel expected to the found in use, as specified in paragraph (c) of this section;
(C) A combination of the fuels specified in paragraphs (d)(2)(i)(A) and (d)(2)(i)(B) of this section at a composition which represents the highest Reid Vapor Pressure of in-use mixtures. This mixture shall contain between 9-13 percent methanol by volume.
(ii) For service accumulation, the fuels specified in paragraphs (a) and (c) of this section or, for diesel FFVs, paragraphs (b) and (c) of this section shall be used alternately. The fuels shall be alternated at mileage intervals not to exceed 5,000 miles. The fuels shall be alternated such that the cumulative volumes of both the methanol fuel and the petroleum fuel used shall be at least 25 percent of the total fuel volume.
(iii) Or, other combinations for testing or service accumulation which demonstrate compliance with the standards over the entire design range of the vehicle, provided that written approval is obtained from the Administrator prior to the start of testing.
(3) The specification range of the fuels to be used under this paragraph (d) shall be reported in accordance with § 86.094-21.
(e)
(2) Natural gas representative of commercially available natural gas fuel which will be generally available through retail outlets shall be used in service accumulation for natural gas- fueled vehicles.
(3) Other natural gas fuels may be used for testing and service accumulation provided:
(i) They are commercially available; and
(ii) Information acceptable to the Administrator is provided to show that only the designated fuel would be used in customer service; and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(4) The specification range of the fuels to be used under paragraphs (e)(1), (e)(2) and (e)(3) of this section shall be reported in accordance with § 86.094-21(b)(3).
(f)
(i) Manufacturers shall recommend the liquefied petroleum gas fuel to be used for testing and service accumulation.
(ii) The Administrator shall determine the liquefied petroleum gas fuel to be used for testing and service accumulation.
(2) Other liquefied petroleum gas fuels may be used for testing and service accumulation provided:
(i) They are commercially available; and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuel to be used under paragraphs (f)(1) and (f)(2) of this section shall be measured in accordance with ASTM D2163-61 and reported in accordance with § 86.094-21(b)(3).
(g) Fuels not meeting the specifications set forth in this section may be used only with the advance approval of the Administrator.
(a)
(2) Gases for the hydrocarbon analyzer shall be single blends of propane using air as the diluent.
(3) Gases for NO
(4) Fuel for the evaporative emission enclosure FID shall be a blend of 40
(5) The allowable zero gas (air or nitrogen) impurity concentrations shall not exceed 1 ppm equivalent carbon response, 1 ppm carbon monoxide, 0.04 percent (400 ppm) carbon dioxide and 0.1 ppm nitric oxide.
(6) “Zero grade air” includes artificial “air” consisting of a blend of nitrogen and oxygen with oxygen concentrations between 18 and 21 mole percent.
(7) The use of precision blending devices (gas dividers) to obtain the required calibration, as defined below, is acceptable, provided that the calibration curver they produce name a calibration gas within 2 percent of its certified concentration. This verification shall be performed at between 15 and 50 percent of the full scale concentration of the range and shall be included with each gas calibration incorporating a blending device. Alternative procedures to verify the validity of the analyzer calibration curves generated using a gas divider are acceptable provided the procedures are approved in advance by the Administrator.
(b) Calibration gases shall be traceable to within 1 percent of NBS gas standards, or other gas standards which have been approved by the Administrator.
(c) Span gases shall be accurate to within 2 percent of true concentration, where true concentration refers to NBS gas standards, or other gas standards which have been approved by the Administrator.
(a)
(2) Gases for the THC analyzer shall be:
(i) Single blends of propane using air as the diluent; and
(ii) Optionally, for response factor determination, single blends of methanol using air as the diluent.
(3) Gases for the methane analyzer shall be single blends of methane using air as the diluent.
(4) Gases for the NO
(5) Fuel for FIDs and HFIDs and the methane analyzer shall be a blend of 40
(6) The allowable zero gas (air or nitrogen) impurity concentrations shall not exceed 1 ppm equivalent carbon response, 1 ppm carbon monoxide, 0.04 percent (400 ppm) carbon dioxide, and 0.1 ppm nitric oxide.
(7) “Zero grade air” includes artificial “air” consisting of a blend of nitrogen and oxygen with oxygen concentrations between 18 and 21 mole percent.
(8) The use of precision blending devices (gas dividers) to obtain the required calibration, as defined below, is acceptable, provided that the calibration curves they produce name a calibration gas within 2 percent of its certified concentration. This verification shall be performed at between 15 and 50 percent of the full scale concentration of the range and shall be included with each gas calibration incorporating a blending device. Alternative procedures to verify the validity of the analyzer calibration curves generated using a gas divider are acceptable provided the procedures are approved in advance by the Administrator.
(b) Calibration gases (not including methanol) shall be traceable to within one percent of NIST (formerly NBS) gas standards, or other gas standards which have been approved by the Administrator.
(c) Span gases (not including methanol) shall be accurate to within two percent of true concentration, where true concentration refers to NIST (formerly NBS) gas standards, or other gas standards which have been approved by the Administrator.
(d) Methanol in air gases used for response factor determination shall:
(1) Be traceable to within
(2) Remain within
Section 86.115-00 includes text that specifies requirements that differ from § 86.115-78. Where a paragraph in § 86.115-78 is identical and applicable to § 86.115-00, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.115-78.”
(a) The driving schedules for the EPA Urban Dynamometer Driving Schedule, US06, SC03, and the EPA New York City Cycles are contained in appendix I of this part. The driving schedules are defined by a smooth trace drawn through the specified speed vs. time relationships. They each consist of a distinct non-repetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences and rates.
(b) The driver should attempt to follow the target schedule as closely as possible (refer to § 86.128-00 for additional cycle driving instructions). The speed tolerance at any given time for these schedules, or for a driver's aid chart approved by the Administrator, are as follows:
(b)(1) through (c) [Reserved]. For guidance see § 86.115-78.
(a) The EPA Urban Dynamometer Driving Schedule and the EPA New York City Cycle are listed in appendix I of this part. The driving schedules are defined by a smooth trace drawn through the specified speed vs. time relationships. They each consist of a distinct nonrepetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences and rates.
(b) The driver should attempt to follow the target schedule as closely as possible. The speed tolerance at any
(1) The upper limit is 2 mph (3.2 km/h) higher than the highest point on the trace within 1 second of the given time.
(2) The lower limit is 2 mph (3.2 km/h) lower than the lowest point on the trace within 1 second of the given time.
(3)(i) Speed variations greater than the tolerances (such as may occur during gear changes or braking spikes) are acceptable, provided they occur for less than 2 seconds on any occasion and are clearly documented as to the time and speed at that point of the driving schedule.
(ii) When conducted to meet the requirements of § 86.129-94 or § 86.153-98(d), up to three additional occurrences of speed variations greater than the tolerance are acceptable, provided they occur for less than 15 seconds on any occasion, and are clearly documented as to the time and speed at that point of the driving schedule.
(4) Speeds lower than those prescribed are acceptable, provided the vehicle is operated at maximum available power during such occurrences.
(5) When conducted to meet the requirements of § 86.129-94, § 86.132-96, § 86.146-96, or § 86.153-98(d), the speed tolerance shall be as specified above, except that the upper and lower limits shall be 4 mph (6.4 km/h).
(c) Figures B78-4(a) and B78-4(b) show the range of acceptable speed -tolerances for typical points. Figure B78-4(a) is typical of portions of the speed curve which are increasing or decreasing throughout the 2-second time interval. Figure B78-4(b) is typical of portions of the speed curve which include a maximum or minimum value.
(a) Calibrations shall be performed as specified in § 86.117 through § 86.126.
(b) At least yearly or after any maintenance which could alter background emission levels, evaporative enclosure background emission measurements shall be performed.
(c) At least monthly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) Calibrate the hydrocarbon analyzers (both evaporative and exhaust instruments), carbon dioxide analyzer, carbon monoxide analyzer, oxides of nitrogen analyzer, methanol analyzer, and formaldehyde analyzer (certain analyzers may require more frequent calibration depending on particular equipment and uses).
(2) Calibrate the dynamometer. If the dynamometer receives a weekly performance check (and remains within calibration) the monthly calibration need not be performed.
(3) Perform a hydrocarbon and methanol (if methanol fuel is used) retention check and calibration on the evaporative emission enclosure.
(4) Calibrate the gas meters or flow instrumentation used for providing total flow measurement for particulate sampling.
(d) At least weekly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) Check the oxides of nitrogen converter efficiency, and
(2) Perform a CVS system verification.
(3) Run a performance check on the dynamometer. This check may be omitted if the dynamometer has been calibrated within the preceeding month.
(e) The CVS positive displacement pump or Critical Flow Venturi shall be calibrated following initial installation, major maintenance, or as necessary when indicated by the CVS system verification (described in § 86.119).
(f) Sample conditioning columns, if used in the CO analyzer train, should be checked at a frequency consistent with observed column life or when the indicator of the column packing begins to show deterioration.
(a) Calibrations shall be performed as specified in § 86.117 through § 86.126.
(b) At least yearly or after any maintenance which could alter background emission levels, evaporative enclosure background emission measurements shall be performed.
(c) At least monthly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) Calibrate the THC analyzers (both evaporative and exhaust instruments), methane analyzer, carbon dioxide analyzer, carbon monoxide analyzer, and oxides of nitrogen analyzer (certain analyzers may require more frequent calibration depending on particular equipment and uses).
(2) Calibrate the dynamometer. If the dynamometer receives a weekly performance check (and remains within calibration) the monthly calibration need not be performed.
(3) Perform an organic gas retention and calibration on the evaporative emissions enclosure (see § 86.117-90(c)).
(4) Calibrate the gas meters or flow instrumentation used for providing total flow measurement for particulate sampling.
(5) Check the oxides of nitrogen converter efficiency.
(d) At least weekly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) [Reserved]
(2) Perform a CVS system verification, and
(3) Run a performance check on the dynamometer. This check may be omitted if the dynamometer has been calibrated within the preceding month.
(e) The CVS positive displacement pump or Critical Flow Venturi shall be calibrated following initial installation, major maintenance, or as necessary when indicated by the CVS system verification (described in § 86.119).
(f) Sample conditioning columns, if used in the CO analyzer train, should be checked at a frequency consistent with observed column life or when the indicator of the column packing begins to show deterioration.
(g) The Administrator, upon request, may waive the requirement to comply with the specified methanol recovery tolerance (e.g.,
(1) The Administrator determines that compliance with these specified tolerances is not practically feasible; and
(2) The manufacturer makes information available to the Administrator which indicates that the calibration tests and their results are consistent with good laboratory practice, and that the results are consistent with the results of calibration testing conducted by the Administrator.
The calibration of the evaporative emission enclosure consists of three parts: Initial and periodic determination of enclosure background emissions (hydrocarbons and methanol); initial determination of enclosure internal volume; and periodic hydrocarbon and methanol retention check and calibration. Methanol measurements may be omitted when methanol-fueled vehicles will not be tested in the evaporative enclosure.
(a)
When methanol as well as hydrocarbons are present in the evaporative enclosure, the HFID hydrocarbon concentration measurement includes the partial response of the HFID to methanol plus the hydrocarbons. Determination of the HFID response to methanol, § 86.121, prior to its being placed in service is required for the determination of hydrocarbons.
(1) Zero and span (calibrate if required) the hydrocarbon analyzer.
(2) Purge the enclosure until a stable background hydrocarbon reading is obtained.
(3) Turn on the mixing blower (if not already on).
(4) Seal enclosure and measure background hydrocarbon concentration, background methanol, temperature, and barometric pressure. These are the initial readings C
(5) Allow the enclosure to stand undisturbed without sampling for four hours.
(6) Measure the hydrocarbon concentration on the same FID and the methanol level. These are the final concentrations, C
(7) Calculate the mass change of methanol, hydrocarbons, and hydrocarbons plus methanol in the enclosure according to the equations in paragraph (d) of this section. The enclosure background emissions (hydrocarbons plus methanol) shall not be greater than 0.4g for the 4 hours.
(b)
(1) Carefully measure the internal length, width and height of the enclosure, accounting for irregularities (such as braces) and calculate the internal volume.
(2) Perform an enclosure calibration check according to paragraphs (c) (1) through (7) of this section.
(3) If the calculated mass does not agree within 2 percent of the injected propane mass, then corrective action is required.
(c)
(1) Zero and span (calibrate if required) the hydrocarbon analyzer.
(2) Purge the enclosure until a stable background hydrocarbon reading is obtained.
(3) Turn on the mixing blower (if not already on).
(4) Seal enclosure and measure background hydrocarbon concentration, background methanol, temperature, and barometric pressure. These are the initial readings C
(5) Inject into the enclosure a known quantity of pure propane (4g is a convenient quantity) and a known quantity of pure methanol (4g is a convenient quantity) in gaseous form; i.e., at a temperature of at least 150-155 °F (65-68 °C). The propane and methanol may be measured by volume flow or by mass measurement. The method used to measure the propane and methanol shall have an accuracy of
(6) After a minimum of 5 minutes of mixing, analyze the enclosure atmosphere for hydrocarbon and methanol content, also record temperature and pressure. These measurements are the final readings for the enclosure calibration as well as the initial readings for the retention check.
(7) To verify the enclosure calibration, calculate the mass of propane and the mass of methanol using the measurements taken in steps (4) and (6) (see paragraph (d) of this section). This quantity must be within
(8) Allow the enclosure to remain sealed for a minimum of 4 hours, analyze the enclosure atmosphere for hydrocarbon and methanol content; record temperature and barometric pressure. These are the final readings for the hydrocarbon and methanol retention check.
(9) Calculate, using the equations in paragraph (d) of this section and the readings taken in step (8), the hydrocarbon and methanol mass. It may not differ by more than
(d)
(2) The hydrocarbon mass change is calculated from the initial and final FID readings of hydrocarbon concentration, methanol concentration with FID response to methanol, temperature, and pressure according to the following equation:
Hydrocarbon concentration is stated in ppm carbon, that is, ppm propane × 3. Expressions in parentheses are for SI units.
The calibration of evaporative emission enclosures consists of three parts: initial and periodic determination of enclosure background emissions (hydrocarbons and methanol); initial determination of enclosure internal volume; and periodic hydrocarbon and methanol retention check and calibration. Methanol measurements may be omitted if methanol-fueled vehicles will not be tested in the evaporative enclosure. Alternate calibration methods may be used if shown to yield equivalent or superior results, and if approved in advance by the Administrator; specifically, more extreme temperatures may be used for determining calibration without affecting the validity of test results.
(a)
(1) Prepare the enclosure. (i) Variable-volume enclosures may be operated in either latched or unlatched volume configuration, as described in
(ii) Fixed-volume enclosures may be operated with inlet and outlet flow streams either closed or open; if inlet and outlet flow streams are open, the air flowing into and out of the enclosure must be monitored in accordance with § 86.107-96(a)(1)(ii)(B). Ambient temperatures shall be maintained at 96
(iii) For running loss enclosures ambient temperatures shall be maintained at 95
(2) The enclosure may be sealed and the mixing fan operated for a period of up to 12 hours before the 4-hour background sampling period begins.
(3) Zero and span (calibrate if required) the hydrocarbon analyzer.
(4) Prior to the background determination, purge the enclosure until a stable background hydrocarbon reading is obtained.
(5) Turn on the mixing blower (if not already on).
(6) Seal enclosure and measure background hydrocarbon concentration, background methanol, temperature, and barometric pressure.
These are the initial readings C
(7) Allow the enclosure to stand undisturbed for four hours.
(8) Measure the hydrocarbon concentration on the same FID and the methanol level. These are the final concentrations, C
(9) Calculate the mass change of methanol, hydrocarbons, and hydrocarbons plus methanol in the enclosure according to the equations in paragraph (d) of this section.
(i)
(ii)
(b)
(1) Carefully measure the internal length, width and height of the enclosure, accounting for irregularities (such as braces) and calculate the internal volume. For variable-volume enclosures, latch the enclosure to a fixed volume when the enclosure is held at a constant temperature; this nominal volume shall be repeatable within
(2)-(3) [Reserved]
(c)
(1) An enclosure to be used for the diurnal emission test (see § 86.133-96) shall be calibrated according to the following procedure. Calibration for hydrocarbon and methanol may be conducted simultaneously or in sequential test runs.
(i) Zero and span (calibrate if required) the hydrocarbon analyzer.
(ii) Purge the enclosure until a stable background hydrocarbon reading is obtained.
(iii) Turn on the mixing blowers (if not already on).
(iv) [Reserved]
(v) Turn on the ambient temperature control system (if not already on) and adjust it for an initial temperature of
(vi) When the enclosure stabilizes at 96
(vii) Inject into the enclosure 2 to 6 grams of pure methanol at a temperature of at least 150 °F (65 °C) and/or 2 to 6 grams of pure propane. The injected quantity may be measured by volume flow or by mass measurement. The method used to measure the quantity of methanol and propane shall have an accuracy of
(viii) After a minimum of 5 minutes of mixing, analyze the enclosure atmosphere for hydrocarbon and methanol content, also record temperature and pressure. These measurements are the final readings for the enclosure calibration as well as the initial readings for the retention check.
(ix) To verify the enclosure calibration, calculate the mass of propane and the mass of methanol using the measurements taken in paragraphs (c)(1)(vi) and (viii) of this section. See paragraph (d) of this section. This quantity must be within
(x) For variable-volume enclosures, unlatch the enclosure from the nominal volume configuration. For fixed-volume enclosures, open the outlet and inlet flow streams.
(xi) Start cycling the ambient temperature from 96 °F to 72 °F and back to 96 °F over a 24-hour period, according to the profile specified in § 86.133-96 and appendix II of this part, within 15 minutes of sealing the enclosure.
(xii) At the completion of the 24-hour cycling period, analyze the enclosure atmosphere for hydrocarbon and methanol content; determine the net withdrawn methanol (in the case of diurnal emission testing with fixed volume enclosures); record temperature and barometric pressure. These are the final readings for the hydrocarbon and methanol retention check. The final hydrocarbon and methanol mass, calculated in paragraph (d) of this section, shall be within three percent of that determined in paragraph (c)(1)(viii) of this section. (For 1991-1995 calendar years, the difference may exceed
(2) An enclosure to be used for the running loss test (see § 86.134-96) shall meet the calibration and retention requirements of § 86.117-90(c).
(3) Enclosures calibrated according to the procedures specified in either paragraph (c)(1) or (c)(2) of this section may be used for hot soak testing (see § 86.138).
(d)
(2) The hydrocarbon mass change is calculated from the initial and final FID readings of hydrocarbon concentration, methanol concentration with FID response to methanol, the net withdrawn hydrocarbon and methanol (in the case of diurnal emission testing with fixed-volume enclosures), and initial and final temperature and pressure according to the following equation:
(i) M
(ii) C
(iii) C
(iv) V=Enclosure volume ft
(v) r=FID response factor to methanol.
(vi) P
(vii) T=Enclosure ambient temperature, R(K).
(viii) i=Indicates initial reading.
(ix) f=Indicates final reading.
(x)(A) k=3.05.
(B) For SI units, k=17.60.
(xi) M
(xii) M
(3) For variable-volume enclosures, defined in § 86.107(a)(1)(i), the following simplified form of the hydrocarbon mass change equation may be used:
(e)
(1) The following “gravimetric” technique can be used to verify that the vapor sampling system and analytical instruments can accurately measure a mass of gas that has been injected into the system. If the vapor sampling system will be used only in the testing of petroleum-fueled engines, the system verification may be performed using propane. If the vapor sampling system will be used with methanol-fueled vehicles as well as petroleum-fueled vehicles, the system verification performance check must include a methanol check in addition to the propane check. (Verification can also be accomplished by constant flow metering using critical flow orifice devices.)
(i) Obtain a small cylinder that has been charged with pure propane gas. Obtain another small cylinder that has been charged with pure methanol if the system will be used for methanol-fueled vehicle testing. Since this cylinder will be heated to 150-155 °F, care must be taken to ensure that the liquid volume of methanol placed in the cylinder does not exceed approximately one-half of the total volume of the cylinder.
(ii) Determine a reference cylinder weight to the nearest 0.01 grams.
(iii) Operate the vapor sampling system in the normal manner and release a known quantity of pure propane into the most frequently used fuel vapor collector during the sampling period (approximately 5 minutes).
(iv) Continue to operate the vapor sampling system in the normal manner and release a known quantity of pure methanol into the system during the sampling period (approximately 5 minutes).
(v) The calculations of § 86.144 are performed in the normal way, except in the case of propane. The density of propane (17.30 g/ft
(vi) The gravimetric mass is subtracted from the vapor sampling system measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
(vii) The cause for any discrepancy greater than
(2) This procedure shall be conducted in the point-source running loss test environment with the collector installed in a vehicle in the normal test configuration. The fuel of the test vehicle shall either be diesel, or it shall be kept under 100 °F (38 °C). Two to six grams of pure propane and two to six grams of pure methanol shall be injected into the collector while the vehicle is operated over one Urban Dynamometer Driving Schedule (UDDS), as described in § 86.115 and appendix I of this part. The propane and methanol injections shall be conducted at the ambient temperature of 95
(a) The dynamometer shall be calibrated at least once each month or performance verified at least once each week and then calibrated as required.
(b) For large single roll electric dynamometers or equivalent dynamometer configurations, the dynamometer adjustment settings for each vehicle's emission test sequence shall be verified by comparing the force imposed during dynamometer operation with actual road load force.
(a) The dynamometer shall be calibrated at least once each month or performance verified at least once each week and then calibrated as required. The calibration shall consist of the manufacturer's recommended calibration procedure plus a determination of the dynamometer frictional power absorption at 50.0 mph (80.5 km/h). One method for determining dynamometer frictional power absorption at 50.0 mph
(1) Devise a method to determine the speed of the drive roll if it is not already measured. A fifth wheel, revolution pickup, or other suitable means may be used.
(2) Place a vehicle on the dynamometer or devise another method of driving the dynamometer.
(3) Engage the inertial flywheel or other inertial simulation system for the most common vehicle mass category for which the dynamometer is used. In addition other vehicle mass categories may be calibrated, if desired.
(4) Drive the dynamometer up to 50.0 mph (80.5 km/h).
(5) Record indicated road power.
(6) Drive the dynamometer up to 60.0 mph (96.9 km/h).
(7) Disengage the device used to drive the dynamometer.
(8) Record the time for the dynamometer drive roll to coastdown from 55.0 mph (88.5 km/h) to 45 mph (72.4 km/h).
(9) Adjust the power absorption unit to a different level.
(10) Repeat steps (4) to (9) above sufficient times to cover the range of road power used.
(11) Calculate absorbed road power (HP
(12) Plot indicated road load power at 50 mph (80.5 km/h) versus road load power at 50 mph (80.5 km/h) as shown in Figure B78-5.
(b) The performance check consists of conducting a dynamometer coastdown at one or more inertia-horsepower settings and comparing the coastdown time to that recorded during the last calibration. If the coastdown times differ by more than 1 s, a new calibration is required.
(c)
(Expressions in parentheses are for SI units.) When the coastdown is from 55 to 45 mph (88.5 to 72.4 km/h) the above equation reduces to:
The CVS is calibrated using an accurate flowmeter and restrictor valve. Measurements of various parameters are made and related to flow through the unit. Procedures used by EPA for both PDP and CFV are outlined below. Other procedures yielding equivalent results may be used if approved in advance by the Administrator. After the calibration curve has been obtained,
(a)
(2) This calibration procedure is based on the measurement of the absolute values of the pump and flowmeter parameters that relate the flow rate at each point. Three conditions must be maintained to assure the accuracy and integrity of the calibration curve. First, the pump pressures should be measured at taps on the pump rather than at the external piping on the pump inlet and outlet. Pressure taps that are mounted at the top center and bottom center of the pump drive headplate are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differentials. Secondly, temperature stability must be maintained during the calibration. The laminar flowmeter is sensitive to inlet temperature oscillations which cause the data points to be scattered. Gradual changes (
(3) During an exhaust emission test the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation.
(4) Connect a system as shown in Figure B90-8. Although particular types of equipment are shown, other configurations that yield equivalent results may be used if approved in advance by the Administrator. For the system indicated, the following data with given accuracy are required:
(5) After the system has been connected as shown in Figure B90-8, set the variable restrictor in the wide open position and run the CVS pump for 20 minutes. Record the calibration data.
(6) Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression (about 4 in. H
(7) Data analysis:
(i) The air flow rate, Q
(ii) The air flow rate is then converted to pump flow, V
(
(iii) The correlation function at each test point is then calculated from the calibration data:
(8) A CVS system that has multiple speeds should be calibrated on each speed used. The calibration curves generated for the ranges will be approximately parallel and the intercept values, D
(9) If the calibration has been performed carefully, the calculated values from the equation will be within
(b)
(2) The manufacturer's recommended procedure shall be followed for calibrating electronic portions of the CFV.
(3) Measurements necessary for flow calibration are as follows:
(4) Set up equipment as shown in Figure B90-9 and check for leaks. Any leaks between the flow measuring device and the critical flow venturi will seriously affect the accuracy of the calibration.
(5) Set the variable flow restrictor to the open position, start the blower, and allow the system to stabilize. Record data from all instruments.
(6) Vary the flow restrictor and make at least 8 readings across the critical flow range of the venturi.
(7)
(i) The air flow rate, Q
(ii) Calculate values of the calibration coefficient for each test point:
(iii) Plot K
(iv) For a minimum of 8 points in the critical region calculate an average K
(v) If the standard deviation exceeds 0.3 percent of the average K
(c)
(1) Obtain a small cylinder that has been charged with pure propane or carbon monoxide gas (CAUTION—carbon monoxide is poisonous).
(2) Determine a reference cylinder weight to the nearest 0.01 grams.
(3) Operate the CVS in the normal manner and release a quantity of pure propane or carbon monoxide into the system during the sampling period (approximately 5 minutes).
(4) Following completion of step (3) in this paragraph (c) (if methanol injection is required), continue to operate the CVS in the normal manner and release a known quantity of pure methanol (in gaseous form) into the system during the sampling period (approximately five minutes). This step does not need to be performed with each verification, provided that it is performed at least twice annually.
(5) The calculations of § 86.144 are performed in the normal way, except in the case of propane. The density of propane (17.30 g/ft
(6) The gravimetric mass is subtracted from the CVS measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
(7) The cause for any discrepancy greater than
Sampling for particulate emissions requires the use of gas meters or flow instrumentation to measure flow through the particulate filters. The meters or instrumentation shall receive initial and periodic calibrations as follows:
(a) Install a standard air flow measurement device upstream of the gas meter or instrument being calibrated. This standard device shall measure air flow at standard conditions with an accuracy of
(b) Flow air through the calibration system at the sample flow rate used for particulate testing and at the backpressure which occurs during the sample test.
(c) When the temperature and pressure in the system have stabilized, measure the gas meter or instrument indicated volume over a time period of at least 5 minutes and until a flow volume of at least
(d) Calculate air flow at standard conditions as measured by both the standard device and the gas meter or instrument being calibrated.
(e) Repeat the procedures of paragraphs (b) through (d) of this section using flow rates which are 10 percent above the nominal sampling flow rate and 10 percent below the nominal sampling flow rate.
(f) If the air flow at standard conditions measured by the gas meter or instrument being calibrated differs by more than
(1) Mechanically adjust the gas meter or instrument so that it agrees within 1 percent of the standard measurement at the three specified flow rates, or
(2) Develop a continuous best fit calibration curve for the gas meter (as a function of the standard device flow measurement) from the three calibration points that represents the data to within 1 percent at all points to determine corrected flow.
(g)
(a) Sampling for particulate, methanol and formaldehyde emissions requires the use of gas meters or flow instrumentation to determine flow through the particulate filters, methanol impingers and formaldehyde impingers. These instruments shall receive initial and periodic calibrations as follows:
(1)(i) Install a calibration device in series with the instrument. A critical flow orifice, a bellmouth nozzle, a laminar flow element or an NBS traceable flow calibration device is required as the standard device.
(ii) The flow system should be checked for leaks between the calibration and sampling meters, including any pumps that may be part of the system, using good engineering practice.
(2) Flow air through the calibration system at the sample flow rate used for particulate, methanol, and formaldehyde testing and at the backpressure which occurs during the test.
(3) When the temperature and pressure in the system have stabilized, measure the indicated gas volume over a time period of at least five minutes or until a gas volume of at least
(4) Calculate air flow at standard conditions as measured by both the standard device and the instrument(s). (Standard conditions are defined as 68 °F (20 °C) and 29.92 in Hg (101.3 kPa).)
(5) Repeat the procedures of paragraphs (a)(2) through (4) of this section using at least two flow rates which bracket the typical operating range.
(6) If the air flow at standard conditions measured by the instrument differs by
(i) Mechanically adjust the instrument so that it agrees with the calibration measurement at the specified flow rates using the criteria of paragraph (a)(6) of this section; or
(ii) Develop a continuous best fit calibration curve for the instrument (as a function of the calibration device flow measurement) from the calibration points to determine corrected flow. The points on the calibration curve relative to the calibration device measurements must be within
(b) Other systems. A bell prover may be used to calibrate the instrument if the procedure outlined in ANSI B109.1-1973 is used. Prior approval by the Administrator is not required to use the bell prover.
The hydrocarbon analyzers shall receive the following initial and periodic calibration. The HFID shall be operated at a temperature of 375
(a)
(1) Follow the manufacturer's instructions or good engineering practice for instrument startup and basic operating adjustment using the appropriate fuel and zero-grade air.
(2) Optimize on the most common operating range. Introduce into the analyzer a propane in air mixture with a propane concentration equal to approximately 90 percent of the most common operating range.
(3) One of the following is required for FID or HFID optimization:
(i) For all FIDs and HFIDs, the procedures specified by the applicable FID or HFID manufacturer.
(ii) For Beckman 400 FIDs only, implementation of the recommendations outlined in Society of Automotive Engineers (SAE) paper No. 770141, “Optimization of Flame Ionization Detector for Determination of Hydrocarbons in Diluted Automobile Exhaust;” author, Glenn D. Reschke.
(iii) For HFIDs only, the following peaking procedure. (A) With the fuel and air flow rates set at the manufacturer's recommendations, determine the analyzer response from the difference between the span-gas response and the zero gas response. Incrementally adjust the fuel flow above and below the manufacturer's specification. Record the span and zero response at these fuel flows. A plot of the difference between the span and zero response versus the fuel flow will be similar to the one shown in Fig. B87-11. Adjust the fuel-flow rate to the highest setting that produces the maximum analyzer response.
(B) To determine the optimum air flow, use the fuel flow setting determined in paragraph (a)(3)(iii)(A) of this section and vary air flow.
(iv) Alternative procedures may be used if approved in advance by the Administrator.
(4) After the optimum flow rates have been determined, record them for future reference.
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon analyzer with zero-grade air.
(3) Calibrate on each normally used operating range with propane in air calibration gases having nominal concentrations of 15, 30, 45, 60, 75, and 90 percent of that range. For each range calibrated, if the deviation from a least squares best-fit straight line is 2 percent or less of the value at each data point, concentration values may be calculated by use of a single calibration factor for that range. If the deviation exceeds 2 percent at any point, the best-fit non-linear equation which represents the data to within 2 percent of each test point shall be used to determine concentration.
The hydrocarbon analyzers shall receive the following initial and periodic calibration. The HFID used with petroleum-fueled diesel vehicles shall be operated at a temperature of 375 °F
(a)
(1) Follow the manufacturer's instructions or good engineering practice for instrument startup and basic operating adjustment using the appropriate FID fuel and zero-grade air.
(2) Optimize on the most common operating range. Introduce into the analyzer a propane (methane as appropriate) in air mixture (methanol in air mixture for methanol-fueled vehicles when optional methanol calibrated HFID procedure is used during the 1994 model year) with a propane (or methane or methanol as appropriate) concentration equal to approximately 90 percent of the most common operating range.
(3) One of the following is required for FID or HFID optimization:
(i) For all FIDs and HFIDs, the procedures specified by the applicable FID or HFID manufacturer.
(ii) For Beckman 400 FIDs only, implementation of the recommendations outlined in Society of Automotive Engineers (SAE) paper No. 770141, “Optimization of Flame Ionization Detector for Determination of Hydrocarbons in Diluted Automobile Exhaust”; author, Glenn D. Reschke.
(iii) For HFIDs only, the following peaking procedure. (A) With the fuel and air flow rates set in the manufacturer's recommendations, determine the analyzer response from the difference between the span-gas response and the zero gas response. Incrementally adjust the fuel flow above and below the manufacturer's specification. Record the span and zero response at these fuel flows. A plot of the difference between the span and zero response versus the fuel flow will be similar to the one shown in Fig. B87-11. Adjust the fuel-flow rate to the highest setting that produces the maximum analyzer response.
(B) To determine the optimum air flow, use the fuel flow setting determined in paragraph (a)(3)(iii)(A) of this section and vary air flow.
(iv) Alternative procedures may be used if approved in advance by the Administrator.
(4) To determine the optimum air flow, use the FID fuel flow setting determined above and vary air flow.
(5) After the optimum flow rates have been determined, record them for future reference.
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon analyzer with zero-grade air.
(3) Calibrate on each normally used operating range with propane in air calibration gases (either methanol or methane in air as appropriate) having nominal concentrations of 15, 30, 45, 60, 75 and 90 percent of that range. For each range calibrated, if the deviation from a least squares best-fit straight line is two percent or less of the value at each data point, concentration values may be calculated by use of a single calibration factor for that range. If the deviation exceeds two percent at any point, the best-fit non-linear equation which represents the data to within two percent of each test point shall be used to determine concentration.
(c)
(1) The bag sample of methanol for analysis in the FID, if used, shall be prepared using the apparatus shown in Figure B90-11. A known volume of methanol is injected, using a microliter syringe, into the heated mixing zone (250 °F (121 °C)) of the apparatus. The methanol is vaporized and swept into the sample bag with a known volume of zero grade air measured by a gas flow meter meeting the performance requirements of § 86.120.
(2) The bag sample is analyzed using the FID.
(3) The FID response factor, r, is calculated as follows:
(d)
The NDIR carbon monoxide analyzer shall receive the following initial and periodic calibrations:
(a)
(1) Follow the manufacturer's instructions for instrument startup and operation. Adjust the analyzer to optimize performance on the most sensitive range to be used.
(2) Zero the carbon monoxide analyzer with either zero-grade air or zero-grade nitrogen.
(3) Bubble a mixture of 3 percent CO
(4) An analyzer response of more than 1 percent of full scale for ranges above 300 ppm full scale or of more than 3 ppm on ranges below 300 ppm full scale will require corrective action. (Use of conditioning columns is one form of corrective action which may be taken.)
(b)
(1) Adjust the analyzer to optimize performance.
(2) Zero the carbon monoxide analyzer with either zero-grade air or zero-grade nitrogen.
(3) Calibrate on each normally used operating range with carbon monoxide in N
The chemiluminescent oxides of nitrogen analyzer shall receive the following initial and periodic calibration.
(a) Prior to introduction into service and at least monthly thereafter the chemiluminescent oxides of nitrogen analyzer must be checked for NO
(1) Follow the manufacturer's instructions for instrument startup and
(2) Zero the oxides of nitrogen analyzer with zero-grade air or zero-grade nitrogen.
(3) Connect the outlet of the NO
(4) Introduce into the NO
(5) With the oxides of nitrogen analyzer in the NO mode, record the concentration of NO indicated by the analyzer.
(6) Turn on the NO
(7) Switch the NO
(8) Switch the oxides of nitrogen analyzer to the NO
(9) Switch off the NO
(10) Turn off the NO
(11) Calculate the efficiency of the NO
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the oxides of nitrogen analyzer with zero-grade air or zero-grade nitrogen.
(3) Calibrate on each normally used operating range with NO in N2 calibration gases having nominal concentrations of 15, 30, 45, 60, 75, and 90 percent of that range. For each range calibrated, if the deviation from a least-squares best-fit straight line is 2 percent or less of the value at each data point, concentration values may be calculated by use of a single calibration factor for that range. If the deviation exceeds 2 percent at any point, the best-fit non-linear equation which represents the data to within 2 percent of each test point shall be used to determine concentration.
(c) When testing methanol-fueled vehicles, it may be necessary to clean the analyzer frequently to prevent interference with NO
Prior to its introduction into service and monthly thereafter the NDIR carbon dioxide analyzer shall be calibrated:
(a) Follow the manufacturer's instructions for instrument startup and operation. Adjust the analyzer to optimize performance.
(b) Zero the carbon dioxide analyzer with either zero-grade air or zero-grade nitrogen.
(c) Calibrate on each normally used operating range with carbon dioxide in N
Prior to introduction into service and monthly thereafter, the methane analyzer shall be calibrated:
(a) Follow the manufacturer's instructions for instrument startup and operation. Adjust the analyzer to optimize performance.
(b) Zero the methane analyzer with zero-grade air.
(c) Calibrate on each normally used operating range with CH
Other test equipment used for testing shall be calibrated as often as required by the manufacturer or as necessary according to good practice. Specific equipment requiring calibration are the gas chromatograph and flame ionization detector used in measuring methanol and the high pressure liquid chromatograph (HPLC) and ultraviolet detector for measuring formaldehyde.
(a) The overall test consists of prescribed sequences of fueling, parking, and operating test conditions. Vehicles are tested for any or all of the following emissions:
(1) Gaseous exhaust THC, CO, NO
(2) Particulates.
(3) Evaporative HC (for gasoline-fueled, methanol-fueled and gaseous-fueled vehicles) and CH
(4) Fuel spitback (this test is not required for gaseous-fueled vehicles).
(b) The FTP Otto-cycle exhaust emission test is designed to determine gaseous THC, CO, CO
(c) through (e) “[Reserved]. For guidance see § 86.127-96.”
(f) The element of the SFTP for exhaust emissions related to aggressive driving (US06) is designed to determine gaseous THC, NMHC, CO, CO
(g)(1) The element of the SFTP related to the increased exhaust emissions caused by air conditioning operation (SC03) is designed to determine gaseous THC, NMHC, CO, CO
(2) The SC03 air conditioning test is conducted with the air conditioner operating at specified settings and the ambient test conditions of:
(i) Air temperature of 95 °F;
(ii) 100 grains of water/pound of dry air (approximately 40 percent relative humidity);
(iii) Simulated solar heat intensity of 850 W/m
(iv) air flow directed at the vehicle that will provide representative air conditioner system condenser cooling at all vehicle speeds (see § 86.161-00(e)).
(3) Manufacturers have the option of simulating air conditioning operation during testing at other ambient test conditions provided they can demonstrate that the vehicle tail pipe exhaust emissions are representative of the emissions that would result from the SC03 cycle test procedure and the ambient conditions of paragraph (g)(2) of this section. The Administrator has approved two optional air conditioning test simulation procedures AC1 and AC2 (see § 86.162-00) for only the model years of 2000 through 2002. If a manufacturer desires to conduct simulation SC03 testing for model year 2003 and beyond, the simulation test procedure must be approved in advance by the Administrator (see §§ 86.162-00 and 86.163-00).
(h) Except in cases of component malfunction or failure, all emission control systems installed on or incorporated in a new motor vehicle shall be functioning during all procedures in this subpart. Maintenance to correct component malfunction or failure shall be authorized in accordance with § 86.090-25.
(i) Background concentrations are measured for all species for which emissions measurements are made. For exhaust testing, this requires sampling and analysis of the dilution air. For evaporative testing, this requires measuring initial concentrations. (When testing methanol-fueled vehicles, manufacturers may choose not to measure background concentrations of methanol and/or formaldehyde, and then assume that the concentrations are zero during calculations.)
The procedures described in this and subsequent sections are used to determine the conformity of vehicles with the standards set forth in subpart A for light-duty vehicles and light-duty trucks.
(a) The overall test consists of prescribed sequences of fueling, parking and operating conditions. Vehicles are tested for any or all of the following emissions:
(1) Gaseous exhaust HC, CO, NO
(2) Particulates (diesel vehicles).
(3) Evaporative HC (for gasoline-fueled and methanol-fueled vehicles) and CH
The evaporative portion of the test procedure occurs before and after the exhaust emission test, and in some cases, during the exhaust emission test.
(b) The Otto-cycle exhaust emission test is designed to determine gaseous hydrocarbon, carbon monoxide, carbon dioxide, and oxides of nitrogen mass emissions from gasoline-fueled and methanol-fueled vehicles as well as methanol and formaldehyde from methanol-fueled Otto-cycle vehicles while simulating an average trip in an urban area of 7.5 miles (12.1 kilometers). The test consists of engine startups and vehicle operation on a chassis dynamometer, through a specified driving schedule. A proportional part of the diluted exhaust is collected continuously for subsequent analysis, using a constant volume (variable dilution) sampler or critical flow venturi sampler.
(c) The diesel exhaust emission test is designed to determine particulate and gaseous mass emissions during a test similar to the test in § 86.127(b). For petroleum-fueled vehicles, diluted exhaust is continuously analyzed for total hydrocarbons using a heated sample line and analyzer. The other gaseous emissions, CO, CO
(d) The evaporative emission test (gasoline-fueled vehicles and methanol-fueled vehicles) is designed to determine hydrocarbon and methanol evaporative emissions as a consequence of diurnal temperature fluctuation, urban driving, and hot soaks during parking. It is associated with a series of events representative of a motor vehicle's operation, which result in hydrocarbon and/or methanol vapor losses. The test procedure is designed to measure:
(1) Diurnal breathing losses resulting from daily temperature changes, measured by the enclosure technique;
(2) Running losses from suspected sources (if indicated by engineering analysis or vehicle inspection) resulting from a simulated trip on a chassis dynamometer, measured by carbon traps; and
(3) Hot soak losses, which result when the vehicle is parked and the hot engine is turned off, measured by the enclosure technique.
(e) Except in cases of component malfunction or failure, all emission control systems installed on or incorporated in a new motor vehicle shall be functioning during all procedures in this subpart. Maintenance to correct component malfunction or failure shall be authorized in accordance with § 86.088-25.
The procedures described in this and subsequent sections are used to determine the conformity of vehicles with the standards set forth in subpart A of this part for light-duty vehicles and light-duty trucks.
(a) The overall test consists of prescribed sequences of fueling, parking, and operating conditions. Vehicles are tested for any or all of the following emissions:
(1) Gaseous exhaust THC, CO, NO
(2) Particulates.
(3) Evaporative HC (for gasoline-fueled and methanol-fueled vehicles) and CH
(b) The Otto-cycle exhaust emission test is designed to determine gaseous THC, CO, CO
(c) The diesel-cycle exhaust emission test is designed to determine particulate and gaseous mass emissions during a test similar to the test in § 86.127(b). For petroleum-fueled diesel-cycle vehicles, diluted exhaust is continuously analyzed for THC using a heated sample line and analyzer; the other gaseous emissions (CH
(d) The evaporative emission test (gasoline-fueled vehicles and methanol-fueled vehicles) is designed to determine hydrocarbon and methanol evaporative emissions as a consequence of diurnal temperature fluctuation, urban driving, and hot soaks during parking. It is associated with a series of events representative of a motor vehicle's operation, which result in hydrocarbon and/or methanol vapor losses. The test procedure is designed to measure:
(1) Diurnal breathing losses resulting from daily temperature changes, measured by the enclosure technique;
(2) Running losses from suspected sources (if indicated by engineering analysis or vehicle inspection) resulting from a simulated trip on a chassis dynamometer, measured by carbon traps; and
(3) Hot soak losses, which result when the vehicle is parked and the hot engine is turned off, measured by the enclosure technique.
(e) Except in cases of component malfunction or failure, all emission control systems installed on or incorporated in a new motor vehicle shall be functioning during all procedures in this subpart. Maintenance to correct component malfunction or failure shall be authorized in accordance with § 86.090-25.
(f) Background concentrations are measured for all species for which emissions measurements are made. For exhaust testing, this requires sampling and analysis of the dilution air. For evaporative testing, this requires measuring initial concentrations.
The procedures described in this and subsequent sections are used to determine the conformity of vehicles with the standards set forth in subpart A of this part for light-duty vehicles and light-duty trucks.
(a) The overall test consists of prescribed sequences of fueling, parking, and operating conditions. Vehicles are tested for any or all of the following emissions:
(1) Gaseous exhaust THC, CO, NO
(2) Particulates.
(3) Evaporative HC (for gasoline-fueled, methanol-fueled and gaseous-fueled vehicles) and CH
(4) Fuel spitback (this test is not required for gaseous-fueled vehicles).
(b) The Otto-cycle exhaust emission test is designed to determine gaseous THC, CO, CO
(c) The diesel-cycle exhaust emission test is designed to determine particulate and gaseous mass emissions during a test similar to the test in § 86.127(b). For petroleum-fueled diesel-cycle vehicles, diluted exhaust is continuously analyzed for THC using a heated sample line and analyzer; the other gaseous emissions (CH
(d) The evaporative emission test (gasoline-fueled vehicles, methanol-fueled and gaseous-fueled vehicles) is designed to determine hydrocarbon and methanol evaporative emissions as a consequence of diurnal temperature fluctuation, urban driving and hot soaks following drives. It is associated with a series of events that a vehicle may experience and that may result in hydrocarbon and/or methanol vapor losses. The test procedure is designed to measure:
(1) Diurnal emissions resulting from daily temperature changes (as well as relatively constant resting losses), measured by the enclosure technique (see § 86.133);
(2) Running losses resulting from a simulated trip performed on a chassis dynamometer, measured by the enclosure or point-source technique (see § 86.134; this test is not required for gaseous-fueled vehicles); and
(3) Hot soak emissions, which result when the vehicle is parked and the hot engine is turned off, measured by the enclosure technique (see § 86.138).
(e) Fuel spitback emissions occur when a vehicle's fuel fill neck cannot accommodate dispensing rates. The vehicle test for spitback consists of a short drive followed immediately by a complete refueling event. This test is
(f) Except in cases of component malfunction or failure, all emission control systems installed on or incorporated in a new motor vehicle shall be functioning during all procedures in this subpart. Maintenance to correct component malfunction or failure shall be authorized in accordance with § 86.090-25.
(g) Background concentrations are measured for all species for which emissions measurements are made. For exhaust testing, this requires sampling and analysis of the dilution air. For evaporative testing, this requires measuring initial concentrations. (When testing methanol-fueled vehicles, manufacturers may choose not to measure background concentrations of methanol and/or formaldehyde, and then assume that the concentrations are zero during calculations.)
Section 86.128-00 includes text that specifies requirements that differ from § 86.128-79. Where a paragraph in § 86.128-79 is identical and applicable to § 86.128-00, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.128-79.”
(a) through (c) [Reserved]. For guidance see § 86.128-79.
(d) The vehicle shall be driven with appropriate accelerator pedal movement necessary to achieve the speed versus time relationship prescribed by the driving schedule. Both smoothing of speed variations and excessive accelerator pedal perturbations are to be avoided.
(e) through (h) [Reserved]. For guidance see § 86.128-79.
(a) All test conditions, except as noted, shall be run according to the manufacturer's recommendations to the ultimate purchaser,
(b) Vehicles equipped with free wheeling or overdrive, except as noted, shall be tested with these features operated according to the manufacturer's recommendations to the ultimate purchaser.
(c) Idle modes less than one minute in length shall be run with automatic transmissions in “Drive” and the wheels braked; manual transmissions shall be in gear with the clutch disengaged, except for the first idle mode (see §§ 86.134, 86.136, and 86.137). The first idle mode and idle modes longer than one minute in length may be run with automatic transmissions in “Neutral;” manual transmissions may be in “Neutral” with the clutch engaged (clutch may be disengaged for engine start-up). If an automatic transmission is in “Neutral” during an idle mode, it shall be placed in “Drive” with the wheels braked at least 5 seconds before the end of the idle mode. If a manual transmission is in “Neutral” during an idle mode, it shall be placed in gear with the clutch disengaged at least 5 seconds before the end of the idle mode.
(d) The vehicle shall be driven with minimum accelerator pedal movement to maintain the desired speed.
(e) Accelerations shall be driven smoothly following representative shift speeds and procedures. For manual transmissions, the operator shall release the accelerator pedal during each shift and accomplish the shift with minimum time. If the vehicle cannot accelerate at the specified rate, the vehicle shall be operated at maximum available power until the vehicle speed reaches the value prescribed for that time in the driving schedule.
(f) The deceleration modes shall be run in gear using brakes or accelerator pedal as necessary to maintain the desired speed. Manual transmission vehicles shall have the clutch engaged and shall not change gears from the previous mode. For those modes which decelerate to zero, manual transmission clutches shall be depressed when the speed drops below 15 mph (24.1 km/h), when engine roughness is evident, or when engine stalling is imminent.
(g)(1) In the case of test vehicles equipped with manual transmissions, the transmission shall be shifted in accordance with procedures which are representative of shift patterns that may reasonably be expected to be followed by vehicles in use, in terms of such variables as vehicle speed or percent rated engine speed. At the Administrator's discretion, a test vehicle may also be shifted according to the shift procedures recommended by the manufacturer to the ultimate purchaser, if such procedures differ from those which are reasonably expected to be followed by vehicles in use.
(2) A manufacturer may recommend to the ultimate purchaser shift procedures other than those used in testing by the EPA, Provided that: All shift procedures (including multiple shift speeds) which the manufacturer proposes to supply to the ultimate purchaser are provided to the Administrator as part of the manufacturer's application for certification, or as an amendment to such application, under § 86.079-32, § 86.079-33, or § 86.079-34.
(h) Downshifting is allowed at the beginning of or during a power mode in accordance with the shift procedure determined in paragraph (g)(1) of this section.
(a) [Reserved]. For guidance see § 86.129-94.
(b) through (c) [Reserved]. For guidance see § 86.129-80.
(d) [Reserved]. For guidance see § 86.129-94.
(e)(1) For each test vehicle from an engine family required to comply with SFTP requirements, the manufacturer shall supply representative road load forces for the vehicle at speeds between 15 km/hr (9.3 mph) and 115 km/hr (71.5 mph). The road load force shall represent vehicle operation on a smooth level road, during calm winds, with no precipitation, at an ambient temperature of 20 °C (68 °F), and atmospheric pressure of 98.21 kPa. Road load force for low speed may be extrapolated. Manufacturers may, at their option, use road load forces meeting the objectives of paragraph (f) of this section for any vehicle.
(2) The dynamometer's power absorption shall be set for each vehicle's emission test sequence such that the force imposed during dynamometer operation matches actual road load force at all speeds.
(3) The 10 percent adjustment in road load power for air conditioning discussed in § 86.129-80(b)(3), is not applicable when road load forces are determined for dynamometer testing using paragraphs (e)(1) and (e)(2) of this section.
(f)(1) Required test dynamometer inertia weight class selections for the test elements of FTP, US06, and SC03 are determined by the test vehicles test weight basis and corresponding equivalent weight as listed in the tabular information of § 86.129-94(a). With the exception of the fuel economy test weight information in footnote 4 to the table in § 86.129-94(a), none of the other footnotes to the tabular listing apply to emission tests utilizing an approved single roll dynamometer or equivalent dynamometer configuration. All light-duty vehicles and light light-duty trucks are to be tested at the inertia
(i) For light-duty vehicles and light light-duty trucks, test weight basis is loaded vehicle weight, which is the vehicle weight plus 300 pounds.
(ii) For heavy light-duty trucks, the definition of test weight basis varies depending on the SFTP test element being tested.
(A) For the aggressive driving cycle (US06), the test weight basis is the vehicle curb weight plus 300 pounds.
(B) For the FTP and the air conditioning (SC03) element of the SFTP, the test weight is the average of the curb weight plus GVWR.
(2) Dynamic inertia load adjustments may be made to the test inertia weight during specific US06 acceleration events when wide open throttle operation is equal to or greater than eight (8) seconds (see § 86.108-00). The dynamic inertia weight adjustment procedure must be approved in advance of conducting official US06 testing. The Administrator will perform confirmatory US06 testing using the same dynamometer inertia adjustment procedures as the manufacturer if:
(i) The manufacturer submits a request to the Administrator; and
(ii) The manufacturer provides the dynamometer hardware and/or software necessary for these adjustments to the Administrator.
At 61 FR 54892, Oct. 22, 1996, § 86.129-00 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
(a) Flywheels, electrical or other means of simulating test weight as shown in the following table shall be used. If the equivalent test weight specified is not available on the dynamometer being used, the next higher equivalent test weight (not to exceed 250 pounds) available shall be used.
(b)
(2) The road load power listed in the table above shall be used or the vehicle
(3) Where it is expected that more than 33 percent of a car line within an engine-system combination will be equipped with air conditioning per § 86.080-24(g)(2), the road load power listed above or as determined in paragraph (b)(2) of this section shall be increased by 10 percent, up to a maximum increase of 1.4 horsepower, for testing all test vehicies representing that car line within that engine-system combination if those vehicles are intended to be offered with air conditioning in production. The above increase for air conditioning shall be added prior to rounding off as instructed by notes 2 and 3 of the table.
(c)
(2) The dynamometer road load setting is determined from the equivalent test weight, the reference frontal area, the body shape, the vehicle protuberances, and the tire type by the following equations.
(i) For light-duty vehicles to be tested on a twin roll dynamometer.
A vehicle is considered to have a fastback shape if the rearward projection of that portion of the rear surface (
The protuberance frontal area,
(ii) The dynamometer power absorber setting for light-duty vehicles shall be rounded to the nearest 0.1 horsepower.
(iii) For light-duty vehicles to be tested on a single, large roll dynamometer.
(3) The road load power calculated above shall be used or the vehicle manufacturer may determine the road load power by an alternate procedure requested by the manufacturer and approved in advance by the Administrator.
(4) Where it is expected that more than 33 percent of a car line within an engine-system combination will be equipped with air conditioning, per § 86.080-24(g)(2), the road load power as determined in paragraph (c) (2) or (3) of this section shall be increased by 10 percent up to a maximum increment of 1.4 horsepower, for testing all test vehicles of that car line within that engine-system combination if those vehicles are intended to be offered with air conditioning in production. This power increment shall be added to the indicated dynamometer power absorption setting prior to rounding off this value.
Section 86.129-94 includes text that specifies requirements that differ from § 86.129-80. Where a paragraph in § 86.129-80 is identical and applicable to § 86.129-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.129-80.” Where a corresponding paragraph of § 86.129-80 is not applicable, this is indicated by the statement “[Reserved].”
(a) Flywheels, electrical, or other means of simulating test weight as shown in the following table shall be used. If the equivalent test weight specified is not available on the dynamometer being used, the next higher equivalent test weight (not to exceed 250 pounds) available shall be used.
(b) through (c) [Reserved]. For guidance see § 86.129-80.
(d)
(ii) If a manufacturer uses a vehicle model to develop a profile to represent multiple models, the vehicle model selected must have the greatest expected fuel temperature increase during driving of all those models it represents. Also, manufacturers must select test vehicles with any available vehicle options that increase fuel temperatures during driving (for example, any feature that limits underbody airflow).
(iii) Manufacturers may conduct testing to develop fuel temperature profiles in a laboratory setting, subject to approval by the Administrator. The laboratory facility should simulate outdoor testing to reproduce fuel and vapor temperature behavior over the specified driving schedule. The design of the laboratory facility should include consideration of any parameters that may affect fuel temperatures, such as solar loading, pavement heat, and relative wind velocities around and underneath the test vehicle. Indoor testing to develop the fuel temperature profiles must be conducted with little or no vehicle-specific adjustment of laboratory parameters. Manufacturers would need to maintain an ongoing demonstration of correlation between laboratory and outdoor measurement of fuel temperatures. Specifically, fuel temperatures and pressures from indoor driving should be at least as high as measured when driving outdoors according to the procedures described in this section.
(iv) Small-volume manufacturers, as defined in § 86.094-14(b)(1), may use an alternate method for generating fuel temperature profiles, subject to the approval of the Administrator.
(v) The Administrator may conduct testing to establish any vehicle's temperature profiles or to verify compliance with fuel tank pressure requirements.
(2)
(ii) A computer, data logger, or strip chart data recorder shall record the following parameters at a minimum during the test run:
(A) Desired speed;
(B) Actual speed;
(C) Instantaneous average liquid fuel temperature (T
(D) Vapor space pressure (the Administrator may omit measurement of fuel tank pressure).
(iii) The data recording system described in paragraph (d)(2)(ii) of this section shall be capable of resolving time to
(3)
(i) Starting ambient temperature (T
(ii) Wind conditions shall be calm to light with maximum wind speed of 15 mph. In the case of temporary gusting, wind speeds between 15 and 25 mph may occur for up to 5 percent of the total driving time without invalidating the data collection. Wind speed shall be measured and recorded in regular intervals of at least once per minute. Measure wind speed with the following requirements (based on
(iii) Road surface temperature shall be at least 125 °F throughout the driving period. Pavement temperature shall be measured and recorded in regular intervals of at least once per minute. The track temperature may be measured with an embedded sensor, a portable temperature probe, or an infrared pyrometer that can provide an accuracy of
(iv) Conditions shall be sunny or mostly sunny with a maximum cloud cover of 25 percent.
(v) Reported cloud cover, wind speed, and ambient temperature should be consistent with that reported by the nearest weather station; the Administrator may request justification of any discrepancy.
(4)
(ii) The vehicle shall be moved to the location where the data is to be collected. It may be driven a maximum distance of 5 miles and may also be transported by other means. The vehicle shall be stabilized by one of the following methods:
(A) The vehicle shall be parked for a minimum of 12 hours in an open area on a surface that is representative of the test road, without any artificial
(B) The vehicle may be soaked in a temperature-controlled environment to stabilize fuel temperatures. Before starting the drive, the vehicle shall be stabilized with fuel temperatures 95
(iii) Once the ambient conditions specified in paragraph (d)(3) of this section are met and the vehicle has been stabilized according to paragraph (d)(4)(ii) of this section, the vehicle's engine may be started. The vehicle's air conditioning system (if so equipped) shall be set to the “normal” air conditioning mode and adjusted to the minimum discharge air temperature and high fan speed. Vehicles equipped with automatic temperature controlled air conditioning systems shall be set to operate in “automatic” temperature and fan modes with the system set at 72 °F.
(iv) The vehicle may be operated at minimum throttle for a period up to 60 seconds prior to the start of the driving schedule, as necessary to move from the parking location onto the road surface. The driver's aid shall be started and the vehicle operated over the driving cycle specified in § 86.134-96(b) with the transmission operated in the same manner as specified in § 86.128-79. The data recording system shall provide a record of the required parameters over the entire period of driving.
(5)
(i) Date and time of vehicle fueling;
(ii) Odometer reading at vehicle fueling;
(iii) Date and time vehicle was parked, parking location and orientation;
(iv) Odometer reading at parking;
(v) Date and time engine was started;
(vi) Time of initiation of first UDDS;
(vii) Time of completion of the driving cycle;
(viii) Ambient temperatures throughout the period of driving (T
(ix) Wind speed throughout the period of driving;
(x) Track surface temperatures throughout the period of driving cycle (T
(xi) Percent cloud cover during the period of driving; and
(xii) Ambient temperature, wind speed, and percent cloud cover reported by the nearest weather station for the time corresponding most closely to the period of driving.
(6)
(7)
(A) T
(
(
(B) T
(C) T
(D) W
(ii) Failure to comply with any of these requirements shall result in invalidation of the data and require that the procedure be repeated, beginning with the fuel drain at paragraph (d)(4)(i) of this section.
(iii) If all these requirements are met, the following calculations shall be performed to determine a profile for liquid fuel temperatures and, if applicable, for vapor temperatures:
(A) Ti,
(B) T
(C) T
(iv) The relative temperature profile consists of the set of temperatures at each 1-minute interval. If temperatures are sampled more frequently than once per minute, the temperature data points may represent a rolling average of temperatures sampled for up to one-minute intervals. If multiple valid test runs are conducted for any model, then all the collected data shall be used to calculate a composite profile, based on the average temperatures at each point. The absolute temperature profile is determined by adding 95 °F (35 °C) to each point of the relative profile. Other methodologies for developing corrected liquid fuel and vapor space temperature profiles may be used if demonstrated to yield equivalent results and approved in advance by the Administrator.
(v) Manufacturers may use a lower initial fuel temperature for the running loss test, if approved in advance by the Administrator. To demonstrate the need for such an adjustment, manufacturers would be expected to determine the maximum fuel temperature experienced by a vehicle during an extended park or after driving one UDDS cycle when exposed to the ambient conditions described in paragraph (d)(3) of this section. To use this provision, manufacturers would have to show maximum fuel temperatures no greater than 92 °F.
(a) through (d) [Reserved]. For guidance see § 86.130-96.
(e) The supplemental tests for exhaust emissions related to aggressive driving (US06) and air conditioning (SC03) use are conducted as stand-alone tests as described in §§ 86.158-00, 86.159-00, and 86.160-00. These tests may be performed in any sequence that maintains the appropriate preconditioning requirements for these tests as specified in § 86.132-00.
(f) If tests are invalidated after collection of emission data from previous test segments, the test may be repeated to collect only those data points needed to complete emission measurements. Compliance with emission standards may be determined by combining emission measurements from different test runs. If any emission measurements are repeated, the new measurements supersede previous values.
The test sequence shown in figure B78-10 shows the steps encountered as the test vehicle undergoes the procedures subsequently described to determine conformity with the standards set forth. Ambient temperature levels encountered by the test vehicle shall not be less than 68 °F (20 °C) nor more than 86 °F (30 °C). The temperatures monitored during testing must be representative of those experienced by the test vehicle. The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(a)(1)
(2)
(b) The vehicle test for fuel spitback during fuel dispensing is conducted as a stand-alone test (see § 86.146). This test is not required for gaseous-fueled vehicles.
(c) Ambient temperature levels encountered by the test vehicle shall be not less than 68 °F nor more than 86 °F, unless otherwise specified. If a different ambient temperature is specified for soaking the vehicle, the soak period may be interrupted once for up to 10 minutes to transport the vehicle from one soak area to another, provided the ambient temperature experienced by the vehicle is never below 68 °F. The temperatures monitored during testing must be representative of those experienced by the test vehicle.
(d) The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(e) If tests are invalidated after collection of emission data from previous test segments, the test may be repeated to collect only those data points needed to complete emission measurements. Compliance with emission standards may be determined by combining emission measurements from different test runs. If any emission measurements are repeated, the new measurements supersede previous values.
Section 86.131-00 includes text that specifies requirements that differ from § 86.131-96. Where a paragraph in § 86.131-96 is identical and applicable to § 86.131-00, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.131-96.”
(a) through (e) [Reserved]. For guidance see § 86.131-96.
(f) For vehicles to be tested for aggressive driving emissions (US06), provide a throttle position sensing signal that is compatible with the test dynamometer. This signal provides the input information that controls dynamometer dynamic inertia weight adjustments (see §§ 86.108-00(b)(2)(ii) and 86.129-00(f)(2)). If a manufacturer chooses not to implement dynamic inertia adjustments for a portion or all of their product line, this requirement is not applicable.
(a) For gasoline-fueled and methanol-fueled vehicles prepare the fuel tank(s) for recording the temperature of the prescribed test fuel at the approximate mid-volume of the fuel.
(b) Provide additional fittings and adapters, as required, to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle.
(a) For gasoline- and methanol-fueled vehicles prepare the fuel tank(s) for recording the temperature of the prescribed test fuel, as described in § 86.107-96(e).
(b) Provide additional fittings and adapters, as required, to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle.
(c) For preconditioning that involves loading the evaporative emission canister(s) with butane, provide valving or other means as necessary to allow purging and loading of the canister(s).
(d) For vehicles to be tested for running loss emissions, prepare the fuel tank(s) for measuring and recording the temperature and pressure of the fuel tank as specified in § 86.107-96 (e) and (f). Measurement of vapor temperature is optional during the running loss test. If vapor temperature is not measured, fuel tank pressure need not be measured.
(e) For vehicles to be tested for running loss emissions, prepare the exhaust system by sealing or plugging all detectable sources of exhaust gas leaks. The exhaust system shall be tested or inspected to ensure that detectable exhaust hydrocarbons are not emitted into the running loss enclosure during the running loss test.
(a) through (c)(1) [Reserved]. For guidance see § 86.132-96.
(c)(2)(i) Once a test vehicle has completed the refueling and vehicle soak steps specified in § 86.132-96 (b) and (c)(1), these steps may be omitted in subsequent testing with the same vehicle and the same fuel specifications, provided the vehicle remains under laboratory ambient temperature conditions for at least 6 hours before starting the next test. In such cases, each subsequent test shall begin with the preconditioning drive specified in § 86.132-96(c)(1). The test vehicle may not be used to set dynamometer horsepower.
(ii) The SFTP test elements of aggressive driving (US06) and air conditioning (SC03) can be run immediately or up to 72 hours after the official FTP
(d) through (m) [Reserved]. For guidance see § 86.132-96.
(n)
(i) If the soak period since the last exhaust test element is less than or equal to two hours, preconditioning may consist of a 505, 866, highway, US06, or SC03 test cycles.
(ii) If the soak period since the last exhaust test element is greater than two hours, preconditioning consists of one full Urban Dynamometer Driving Cycle. Manufacturers, at their option, may elect to use the preconditioning in paragraph (n)(1)(i) of this section when the soak period exceeds two hours.
(iii) If a manufacturer has concerns about fuel effects on adaptive memory systems, a manufacturer may precondition a test vehicle on test fuel and the US06 cycle. Upon request from a manufacturer, the administrator will also perform the preconditioning with the US06 cycle.
(iv) The preconditioning cycles for the US06 test schedule are conducted at the same ambient test conditions as the certification US06 test.
(2) Following the preconditioning specified in paragraphs (n)(1)(i), (ii), and (iii) of this section, the test vehicle is returned to idle for one to two minutes before the start of the official US06 test cycle.
(o)
(i) If the soak period since the last exhaust test element is less than or equal to two hours, preconditioning may consist of a 505, 866, or SC03 test cycles.
(ii) If the soak period since the last exhaust test element is greater than two hours, preconditioning consists of one full Urban Dynamometer Driving Cycle. Manufacturers, at their option, may elect to use the preconditioning in paragraph (o)(1)(i) of this section when the soak period exceeds two hours.
(2) Following the preconditioning specified in paragraphs (o)(1)(i) and (ii) of this section, the test vehicle is turned off, the vehicle cooling fan(s) is turned off, and the vehicle is allowed to soak for 10 minutes prior to the start of the official SC03 test cycle.
(3) The preconditioning cycles for the SC03 air conditioning test and the 10 minute soak are conducted at the same ambient test conditions as the SC03 certification air conditioning test.
(a) The vehicle shall be moved to the test area and the following operations performed:
(1) The fuel tank(s) shall be drained through the provided fuel tank(s) drain(s) and filled to the prescribed “tank fuel volume” with the specified test fuel, § 86.113. For the above operations the evaporative emission control system shall neither be abnormally purged nor abnormally loaded.
(2) Within one hour of being fueled the vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through one Urban Dynamometer Driving Schedule test procedure, see § 86.115 and appendix I. A test vehicle may not be used to set dynamometer horsepower.
(3) For those unusual circumstances where additional preconditioning is desired by the manufacturer, such preconditioning may be allowed with the advance approval of the Administrator.
(4) The Administrator may also choose to conduct or require the conduct of additional preconditioning to insure that the evaporative emission control system is stabilized in the case of gasoline-fueled and methanol-fueled vehicles, or to insure that the exhaust system is stabilized in the case of petroleum-fueled, natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled diesel vehicles.
(i)
(B) The vehicle may be driven off the dynamometer following each UDDS for the soak period.
(ii)
(A) The additional preconditioning described in paragraph (a)(4)(i) of this section; or
(B) For abnormally treated vehicles, as defined in § 86.085-2, two Highway Fuel Economy Driving Schedules, found in part 600 appendix I, run in immediate succession, with the road load power set at twice the value obtained from § 86.129-80.
(b) Within five minutes of completion of preconditioning, the vehicle shall be driven off the dynamometer and parked. The vehicle shall be stored for not less than 12 hours nor for more than 36 hours prior to the cold start exhaust test. (Gasoline-fueled and methanol-fueled vehicles undergo a one-hour diurnal heat build prior to the cold start exhaust test. A wait of up to one hour is permitted between the end of the diurnal heat build and the beginning of the cold start exhaust test. See § 86.130 and Figure B79-5.)
(c) Vehicles to be tested for evaporative emissions shall be processed in accordance with procedures in §§ 86.133 through 86.138. Vehicles to be tested for exhaust emissions only shall be processed according to § 86.133 through § 86.137.
(a) Fuel tank cap(s) of gasoline- and methanol-fueled vehicles shall be removed during any period that the vehicle is parked outdoors awaiting testing, to prevent unusual loading of the canisters. During this time care must be taken to prevent entry of water or other contaminants into the fuel tank. During storage in the test area while awaiting testing, the fuel tank cap(s) may be in place. The vehicle shall be moved into the test area and the following operations performed.
(b)(1)
(2)
(c)(1) Gasoline- and methanol-fueled vehicles shall be soaked for at least 6 hours after being refueled. Petroleum-fueled diesel vehicles and gaseous-fueled vehicles shall be soaked for at least 1 hour after being refueled. Following this soak period, the test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through one Urban Dynamometer Driving Schedule (UDDS), specified in § 86.115 and appendix I of this part.
(2) Once a test vehicle has completed the refueling and vehicle soak steps specified in paragraphs (b) and (c)(1) of this section, these steps may be omitted in subsequent testing with the same vehicle and the same fuel specifications, provided the vehicle remains under laboratory ambient temperature
(d) For unusual circumstances where the need for additional preconditioning is demonstrated by the manufacturer, such preconditioning may be allowed with the advance approval of the Administrator.
(e) The Administrator may also choose to conduct or require to be conducted additional preconditioning to ensure that the evaporative emission control system is stabilized in the case of gasoline-fueled and methanol-fueled vehicles, or to ensure that the exhaust system is stabilized in the case of petroleum- and methanol-fueled diesel vehicles. The preconditioning shall consist of one of the following:
(1)
(ii) In the case of repeat testing on a flexible-fueled vehicle, in which the test fuel is changed, the following preconditioning procedure shall be used. This additional preconditioning allows the vehicle to adapt to the new fuel before the next test run.
(A) Purge the vehicle's evaporative canister for 60 minutes at 0.8 cfm.
(B) Drain the fuel tank(s) and fill with 3 gallons of the test fuel.
(C) Start the vehicle and allow it to idle for 1 minute.
(D) Drain the fuel tank(s) and fill with the new test fuel to the “tank fuel volume” defined in § 86.082-2. The average temperature of the dispensed fuel shall be less than 60 °F.
(E) Conduct a heat build according to the procedure specified in § 86.133-90.
(F) The vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through one UDDS, specified in § 86.115 and appendix I of this part.
(G) Following the dynamometer drive, the vehicle shall be turned off for 5 minutes, then restarted and allowed to idle for 1 minute. The vehicle shall then be turned off for 1 minute, and allowed to idle again for 1 minute.
(H) After the vehicle is turned off the last time, it may be tested for evaporative and exhaust emissions, starting with paragraph (a) of this section.
(2)
(i) An initial one hour minimum soak and, one, two, or three driving cycles of the UDDS, as described in paragraph (c) of this section, each followed by a soak of at least one hour with engine off, engine compartment cover closed and cooling fan off. The vehicle may be driven off the dynamometer following each UDDS for the soak period; or
(ii) For abnormally treated vehicles, as defined in § 86.085-2, two Highway Fuel Economy Driving Schedules, found in appendix I of part 600, run in immediate succession, with the road load power set at twice the value obtained from § 86.129.
(f)(1)
(2)
(3)
(g) The vehicle shall be soaked for not less than 12 hours nor more than 36 hours between the end of the refueling event and the beginning of the cold start exhaust emission test.
(h) During the soak period for the three-diurnal test sequence described in § 86.130-96, evaporative canisters, if the vehicle is so equipped, shall be preconditioned according to the following procedure. For vehicles with multiple canisters in a series configuration, the set of canisters must be preconditioned as a unit. For vehicles with multiple canisters in a parallel configuration, each canister must be preconditioned separately. If production evaporative canisters are equipped with a functional service port designed for vapor load or purge steps, the service port shall be used during testing to precondition the canister. In addition, for model year 1998 and later vehicles equipped with refueling canisters, these canisters shall be preconditioned for the three-diurnal test sequence according to the procedure in paragraph (j)(1) of this section. If a vehicle is designed to actively control evaporative or refueling emissions without a canister, the manufacturer shall devise an appropriate preconditioning procedure, subject to the approval of the Administrator.
(1)(i) Prepare the evaporative emission canister for the canister purging and loading operation. The canister shall not be removed from the vehicle, unless access to the canister in its normal location is so restricted that purging and loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system. A replacement canister may be temporarily installed during the soak period while the canister from the test vehicle is preconditioned.
(ii) The canister purge shall be performed with ambient air of humidity controlled to 50
(iii) The evaporative emission canister shall then be loaded by sending to the canister an amount of commercial grade butane vapors equivalent to 1.5 times its nominal working capacity. The canister shall be loaded with a mixture composed of 50 percent butane and 50 percent nitrogen by volume at a rate of 15
(iv) The determination of a canister's nominal working capacity shall be based on the average capacity of no less than five canisters that are in a stabilized condition.
(A) For stabilization, each canister must be loaded no less than 10 times and no more than 100 times to 2-gram breakthrough with a 50/50 mixture by volume of butane and nitrogen, at a rate of 15 grams butane per hour. Each canister loading step must be preceded by canister purging with 300 canister bed volume exchanges at 0.8 cfm.
(B) For determining working capacity, each canister must first be purged with 300 canister bed volume exchanges at 0.8 cfm. The working capacity of each canister shall be established by determining the mass of butane required to load the canister from the purged state so that it emits 2 grams of hydrocarbon vapor; the canister must be loaded with a 50/50 mixture by volume of butane and nitrogen, at a rate of 15 grams butane per hour.
(2) For methanol-fueled and flexible-fueled vehicles, canister preconditioning shall be performed with a fuel vapor composition representative of that which the vehicle would generate
(i) [Reserved]
(j) For the supplemental two-diurnal test sequence described in § 86.130-96, one of the following methods shall be used to precondition evaporative canisters during the soak period specified in paragraph (g) of this section. For vehicles with multiple canisters in a series configuration, the set of canisters must be preconditioned as a unit. For vehicles with multiple canisters in a parallel configuration, each canister must be preconditioned separately. In addition, for model year 1998 and later vehicles equipped with refueling canisters, these canisters shall be preconditioned for the supplemental two-diurnal test sequence according to the procedure in paragraph (j)(1) of this section. Canister emissions are measured to determine breakthrough. Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons emitted is equal to 2 grams.
(1)
(i) Prepare the evaporative/refueling emission canister for the canister loading operation. The canister shall not be removed from the vehicle, unless access to the canister in its normal location is so restricted that purging and loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system. A replacement canister may be temporarily installed during the soak period while the canister from the test vehicle is preconditioned.
(ii) The evaporative emission enclosure shall be purged for several minutes. Warning: If at any time the concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C the enclosure should be immediately purged. This concentration provides at least a 4:1 safety factor against the lean flammability limit.
(iii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the canister loading procedure.
(iv) If not already on, the evaporative enclosure mixing fan shall be turned on at this time.
(v) Place the vehicle in a sealed enclosure and measure emissions with a FID.
(vi)(A) For gasoline-fueled vehicles, load the canister with a mixture composed of 50 percent butane and 50 percent nitrogen by volume at a rate of 40 grams butane per hour.
(B) For methanol-fueled and flexible-fueled vehicles, canister preconditioning shall be performed with a fuel vapor composition representative of that which the vehicle would generate with the fuel mixture used for the current test. Manufacturers shall develop a procedure to precondition the evaporative canister, if the vehicle is so equipped, for the different fuel.
(vii) As soon as the canister reaches breakthrough, the vapor source shall be shut off.
(viii) Reconnect the evaporative/refueling emission canister and restore the vehicle to its normal operating condition.
(2)
(i) The evaporative emission enclosure shall be purged for several minutes.
(ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the diurnal heat builds.
(iii) If not already on, the evaporative enclosure mixing fan shall be turned on at this time.
(iv) The fuel tank(s) of the prepared vehicle shall be drained and filled with test fuel, as specified in § 86.113, to the “tank fuel volume” defined in § 86.082-2. The average temperature of the dispensed fuel shall be 60
(v) Within one hour of being refueled, the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure. The fuel tank temperature sensor shall be connected to the temperature recording system. A heat source, specified in § 86.107-90(a)(4), shall be properly positioned with respect to the fuel tank(s) and connected to the temperature controller.
(vi) The temperature recording system shall be started.
(vii) The fuel may be artificially heated to the starting diurnal temperature.
(viii) When the fuel temperature reaches at least 69 °F (21 °C), immediately: turn off purge blower (if not already off); close and seal enclosure doors; and initiate measurement of the hydrocarbon level in the enclosure.
(ix) When the fuel temperature reaches 72
(x) The fuel shall be heated in such a way that its temperature change conforms to the following function to within
(xi) As soon as breakthrough occurs or when the fuel temperature reaches 96 °F (36 °C), whichever occurs first, the heat source shall be turned off, the enclosure doors shall be unsealed and opened, and the vehicle fuel tank cap(s) shall be removed. If breakthrough has not occurred by the time the fuel temperature reaches 96 °F (36 °C), the heat source shall be removed from the vehicle, the vehicle shall be removed (with engine still off) from the evaporative emission enclosure and the entire procedure outlined in paragraph (j)(2) of this section shall be repeated until breakthrough occurs.
(xii) After breakthrough occurs, the fuel tank(s) of the prepared vehicle shall be drained and filled with test fuel, as specified in § 86.113, to the “tank fuel volume” defined in § 86.082-2. The fuel shall be stabilized to a temperature within 3 °F of the lab ambient before beginning the driving cycle for the exhaust emission test.
(k) The Administrator may conduct the vehicle preparation and preconditioning for measurement of fuel economy or exhaust emissions according to the procedures specified in §§ 86.132-90 and 86.133-90, in lieu of the procedures specified in this section.
(l) Vehicles to be tested for exhaust emissions only shall be processed according to §§ 86.135 through 86.137. Vehicles to be tested for evaporative emissions shall be processed in accordance with the procedures in §§ 86.133 through 86.138, starting with § 86.135.
(m) Vehicles to be tested for evaporative emissions with the supplemental two-diurnal test sequence described in § 86.130-96, shall proceed according to §§ 86.135 through 86.137, followed by the supplemental hot soak test (see § 86.138-96(k)) and the supplemental diurnal emission test (see § 86.133-96(p)).
(a)(1) Following vehicle preparation and vehicle preconditioning procedures described in §§ 86.131 and 86.132 the test vehicle shall be allowed to soak for a period of not less than 12 or more than 36 hours prior to the exhaust emission test. The diurnal test shall start not less than 10 or more than 35 hours after the end of the preconditioning procedure. The start of the exhaust test shall follow the end of the diurnal test within one hour.
(2) Gasoline-fueled and methanol-fueled vehicles to be tested for exhaust emissions only shall undergo the diurnal heat build. Since no evaporative measurements are necessary, an evaporative enclosure is not required.
(b) The evaporative emission enclosure shall be purged for several minutes immediately prior to the test.
If at any time the concentration of hydrocarbons, of methanol or of methanol and hydrocarbons exceeds 15,000 ppm C the enclosure should be immediately purged. The concentration provides a 4:1 safety factor of hydrocarbons and methanol against the lean flammability limit.
(c) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the test.
(d) Impingers charged with known volumes of pure deionized water shall be placed in the methanol sampling system (methanol-fueled vehicles only).
(e) If not already on, evaporative enclosure mixing fan shall be turned on at this time.
(f) Immediately prior to the diurnal breathing loss test, the fuel tank(s) of the prepared vehicle shall be drained and recharged with the specified test fuel, § 86.113, to the prescribed “tank fuel volume,” defined in § 86.078-2. The temperature of the fuel prior to its delivery to the fuel tank shall be between 45° and 60 °F (7.2 °C and 16 °C). The fuel tank cap(s) is not installed until the diurnal heat build begins.
(g) The test vehicle, with the engine shut off, shall be moved into the evaporative emission enclosure, the test vehicle windows and luggage compartment(s) shall be opened, the fuel tank temperature sensor shall be connected to the temperature recording system, and, if required, the heat source shall be properly positioned with respect to the fuel tank(s) and/or connected to the temperature controller.
(h) The temperature recording system shall be started.
(i) The fuel may be artificially heated to the starting diurnal temperature.
(j) When the fuel temperature recording system reaches at least 58 °F (14 °C), immediately:
(1) Install fuel tank cap(s).
(2) Turn off purge blowers, if not already off at this time.
(3) Close and seal enclosure doors.
(k) When the fuel temperature recording system reaches 60°
(1) Analyze enclosure atmosphere for hydrocarbons and record. This is the initial (time = 0 minutes) hydrocarbon concentration, C
(2) Simultaneously with initiation of the hydrocarbon analysis, initiate collection of the methanol sample by drawing a sample from the enclosure through the sampling system for four minutes. This is the initial methanol measurement from which methanol concentration C
(3) Start diurnal heat build and record time. This commences the 60
(l) The fuel shall be heated in such a way that its temperature change conforms to the following function to within
(1) F = T
(2) For SI units, C = T
(3) F = fuel temperature, °F.
(4) C = fuel temperature, °C.
(5) t = time since beginning of test, minutes.
(6) T
After 60
(m) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of the diurnal test.
(n) The end of the diurnal breathing loss test occurs 60
(o) Simultaneously with the start of the hydrocarbon analysis, initiate collection of the methanol sample. Sample for 4.0
(p)
(q) Once the final methanol sample has been collected, the heat source shall be turned off and the enclosure doors unsealed and opened.
(r) The heat source shall be moved away from the vehicle, if required, and/or disconnected from the temperature controller, the fuel tank temperature sensor shall be disconnected from the temperature recording system, the test vehicle windows and luggage compartments may be closed and the test vehicle, with the engine shut off, shall be removed from the evaporative emission enclosure.
(s) For vehicles with multiple tanks, the largest tank shall be designated as the primary tank and shall be heated in accordance with the procedures described in paragraph (1) of this section. All other tanks shall be designated as auxiliary tanks and shall undergo a similar heat build such that the fuel temperature shall be within 3 °F (1.6 °C) of the primary tank.
(a)(1) The diurnal emission test for gasoline-, methanol- and gaseous-fueled vehicles consists of three 24-hour test cycles following the hot soak test. Emissions are measured for each 24-hour cycle, with the highest emission level used to determine compliance with the standards specified in subpart A of this part. The Administrator may truncate a test after any 24-hour cycle without affecting the validity of the collected data. Sampling of emissions from the running loss and hot soak tests is not required as preparation for the diurnal emission test. The diurnal emission test may be conducted as part of either the three- diurnal test sequence or the supplemental two-diurnal test sequence, as described in § 86.130-96.
(2) For the full three-diurnal test sequence, the diurnal emission test outlined in paragraphs (b) through (o) of this section follows the high-temperature hot soak test concluded in § 86.138-96(j).
(3) For the supplemental two-diurnal test sequence, the diurnal emission test outlined in paragraph (p) of this section follows the alternate hot soak test specified in § 86.138-96(k). This test is not required for gaseous-fueled vehicles.
(b) The test vehicle shall be soaked for not less than 6 hours nor more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least the last 6 hours of this period, the vehicle shall be soaked at 72°
(c) The test vehicle shall be exposed to ambient temperatures cycled according to the profile specified in § 86.133 and appendix II of this part.
(1) Temperatures measured with the underbody temperature sensor shall follow the profile with a maximum deviation of 3 °F at any time and an average temperature deviation not to exceed 2 °F, where the average deviation is calculated using the absolute value
(2) Ambient temperatures shall be measured at least every minute. Temperature cycling shall begin when time=0 minutes, as specified in paragraph (i)(5) of this section.
(d) The diurnal enclosure shall be purged for several minutes prior to the test.
(e) The test vehicle, with the engine shut off and the test vehicle windows and luggage compartment(s) opened, shall be moved into the diurnal enclosure.
(f)-(g) [Reserved]
(h) Prior to sampling for emissions and throughout the period of cycled ambient temperatures, the mixing fan(s) shall circulate the air at a rate of 0.8
(i) Emission sampling may begin as follows:
(1) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the sampling.
(2) Impingers charged with known volumes of pure deionized water shall be placed in the methanol sampling system (methanol-fueled vehicles only).
(3) Turn off purge blowers (if not already off).
(4) Close and seal enclosure doors (if not already closed and sealed).
(5) Within 10 minutes of closing and sealing the doors, analyze enclosure atmosphere for hydrocarbons and record. This is the initial (time=0 minutes) hydrocarbon concentration, C
(6) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(j) If testing indicates that a vehicle design may result in fuel temperature responses during enclosure testing that are not representative of in-use summertime conditions, the Administrator may adjust air circulation and temperature during the test as needed to ensure that the test sufficiently duplicates the vehicle's in-use experience.
(k) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of each emission sampling period.
(l) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of each emission measurement, if applicable.
(m) The end of the first, second, and third emission sampling period shall occur 1440
(1) At the end of each emission sampling period, analyze the enclosure atmosphere for hydrocarbons and record.
(2) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(n) At the end of the temperature cycling period the enclosure doors shall be unsealed and opened, the test vehicle windows and luggage compartments may be closed and the test vehicle, with the engine shut off, shall be removed from the enclosure.
(o) This completes the full three-diurnal evaporative emission test sequence described in § 86.130-96.
(p) For the supplemental two-diurnal test sequence described in § 86.130-96, the following steps shall be performed in lieu of the steps described in paragraphs (b) through (n) of this section.
(1) For the supplemental two-diurnal test sequence, the test vehicle shall be soaked for not less than 6 hours nor more than 36 hours between the end of the hot soak test described in § 86.138-96(k), and the start of the two-diurnal emission test. For at least the last 6 hours of this period, the vehicle shall be soaked at 72
(2) The vehicle shall be tested for diurnal emissions according to the procedures specified in paragraphs (c) through (n) of this section, except that the test includes only two 24-hour periods. Therefore the end of the first and second emission sampling periods shall occur 1440
(3) This completes the supplemental two-diurnal test sequence for evaporative emission measurement.
(a)
(b)
(c)
(2) Provisions of § 86.135-90(c) shall apply.
(3) Practice runs over the prescribed driving schedule may not be performed at test point.
(4) Provisions of § 86.135-90 (e) and (f) shall apply.
(5) If the dynamometer horsepower must be adjusted manually, it shall be set within 1 hour prior to the running loss test phase. The test vehicle shall not be used to make this adjustment. Dynamometers using automatic control of preselectable power settings may be set any time prior to the beginning of the emissions test.
(6) Dynamometer roll or shaft revolutions shall be used to determine the actual driving distance for the running loss test, D
(7) Provisions of § 86.135-90(i) shall apply.
(8) The test run may be stopped if a warning light or gauge indicates that the vehicle's engine coolant has overheated.
(d)
(2) If the vehicle does not start after the manufacturer's recommended cranking time (or 10 continuous seconds in the absence of a manufacturer's recommendation), cranking shall cease for the period recommended by the manufacturer (or 10 seconds in the absence of a manufacturer's recommendation). This may be repeated for up to three start attempts. If the vehicle does not start after three attempts, the reason for failure to start shall be determined. If failure to start is an operational error, the vehicle shall be rescheduled for testing, starting with the soak period immediately preceding the running loss test.
(3) If failure to start is caused by a vehicle malfunction, corrective action of less than 30 minutes duration may be taken (according to § 86.090-25), and the test continued, provided that the ambient conditions to which the vehicle is exposed are maintained at 95
(4) Provisions of § 86.136-90(e) shall apply.
(e)
(f)
(1) Fuel temperatures must be held at 95
(2) If a vehicle's fuel temperature profile has an initial temperature lower than 95 °F, as described in § 86.129-94(d)(7)(v), the fuel in the test vehicle must be stabilized to within 3 °F of that temperature for at least one hour before the start of the running loss test.
(g)
(1)
(ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the test.
(iii) If not already on, the running loss enclosure mixing fan(s) shall be turned on at this time. Throughout the test, the mixing fan(s) shall circulate the air at a rate of at least 1.0 cfm per cubic foot of ambient volume.
(iv) The test vehicle, with the engine off, shall be moved onto the dynamometer in the running loss enclosure. The vehicle engine compartment cover shall be unlatched, but closed as much as possible, allowing for the air intake equipment specified in paragraph (g)(1)(vii) of this section. The vehicle engine compartment cover may be closed if alternate routing is found for the air intake equipment. Any windows, doors, and luggage compartments shall be closed. A window may be opened to direct cooling air into the passenger compartment of the vehicle, if the vehicle is not equipped with its own air conditioning.
(v) Fans shall be positioned as described in §§ 86.107-96 (d) and (h).
(vi) The vehicle air conditioning system (if so equipped) shall be set to the “normal” air conditioning mode and adjusted to the minimum discharge air temperature and high fan speed. Vehicles equipped with automatic temperature controlled air conditioning systems shall be set to operate in “automatic” temperature and fan modes with the system set at 72 °F.
(vii) Connect the air intake equipment to the vehicle, if applicable. This connection shall be made to minimize leakage.
(viii) The temperature and pressure recording systems shall be started. Measurement of vapor temperature is optional during the running loss test. If vapor temperature is not measured, fuel tank pressure need not be measured.
(ix) Turn off purge blowers (if not already off).
(x) The temperature of the liquid fuel shall be monitored and recorded at least every 15 seconds with the temperature recording system specified in § 86.107-96(e).
(xi) Close and seal the enclosure doors.
(xii) When the ambient temperature is 95
(A) Analyze enclosure atmosphere for hydrocarbons and record. This is the initial (time=0 minutes) hydrocarbon concentration, C
(B) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(xiii) Start the engine and begin operation of the vehicle over the drive cycle specified in paragraph (b) of this section.
(xiv) The ambient temperature shall be maintained at 95
(xv) The fuel temperature during the dynamometer drive shall be controlled to match the fuel tank temperature profile determined in § 86.129. Measured fuel temperatures must be within
(xvi) Tank pressure shall not exceed 10 inches of water at any time during the running loss test unless a pressurized system is used and the manufacturer demonstrates that vapor would not be vented to the atmosphere upon fuel cap removal. A vehicle may exceed the pressure limit for temporary periods during the running loss test, up to 10 percent of the total driving time, provided that the vehicle has demonstrated conformance with the pressure limit during the entire outdoor driving period specified in § 86.129. Measurement of fuel tank pressures will be considered valid only if vapor temperatures are measured and controlled to the tolerances specified in paragraph (g)(1)(xv) of this section.
(xvii) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior the end of the test.
(xviii) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of the test, if applicable.
(xix) The running loss test ends with the completion of the third 2-minute idle period.
(xx) At the end of the running loss test:
(A) Analyze the enclosure atmosphere for hydrocarbons and record. This is the final hydrocarbon concentration, C
(B) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start prior to the end of the test and continue for 4.0
(C) Turn off all the fans specified in § 86.107-96(d). Also, the time that the vehicle's engine compartment cover is open for removal of air intake equipment, if applicable, shall be minimized to avoid loss of heat from the engine compartment.
(xxi) Turn off any CVS apparatus (if not already turned off).
(2)
(ii) Fans shall be positioned as described in §§ 86.135-90(b) and 86.107-96(d).
(iii) The running loss vapor vent collection system shall be properly positioned at the potential fuel vapor vents or leaks of the vehicle's fuel system. Typical vapor vents for current fuel systems are the ports of the evaporative emission canister and the pressure relief vent of the fuel tank (typically integrated into the fuel tank cap).
(iv) The running loss vapor vent collection system may be connected to a PDP-CVS or CFV-CVS bag collection system. Otherwise, running loss vapors shall be sampled continuously with analyzers meeting the requirements of § 86.107-96(b).
(v) Fans shall be positioned as described in § 86.107-96(d).
(vi) The vehicle air conditioning system (if so equipped) shall be set to the “normal” air conditioning mode and adjusted to the minimum discharge air temperature and high fan speed. Vehicles equipped with automatic temperature controlled air conditioning systems shall be set to operate in “automatic” temperature and fan modes with the system set at 72 °F.
(vii) The temperature and pressure recording systems shall be started. Measurement of vapor temperature is optional during the running loss test. If vapor temperature is not measured, fuel tank pressure need not be measured.
(viii) The temperature of the liquid fuel shall be monitored and recorded at least every 15 seconds with the temperature recording system specified in § 86.107-96(e).
(ix) When the ambient temperature is 95
(x) The ambient temperature shall be maintained at 95
(xi) Fuel temperatures shall be controlled according to the specifications of paragraph (g)(1)(xv) of this section.
(xii) The tank pressure requirements described in paragraph (g)(1)(xvi) of this section apply also to running loss testing by the point source method.
(xiii) The running loss test ends with completion of the third 2-minute idle period.
(xiv) If emissions are collected in bags, the sample bags must be analyzed within 20 minutes of their respective sample collection phases, as described in § 86.137-94(b)(15). The results of the analysis are used in § 86.143 to calculate the mass of hydrocarbons emitted.
(xv) At the end of the running loss test, turn off all the fans specified in § 86.107-96(d).
(h) Following the completion of the running loss drive, the vehicle may be tested for hot soak emissions as specified in § 86.138-96.
Section 86.135-00 includes text that specifies requirements that differ from § 86.135-90 and § 86.135-94. Where a paragraph in § 86.135-90 or § 86.135-94 is identical and applicable to § 86.135-00, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.135-90.” or “[Reserved]. For guidance see § 86.135-94.”
(a) [Reserved]. For guidance see § 86.135-94.
(b) through (c) [Reserved]. For guidance see § 86.135-90.
(d) Practice runs over the prescribed driving schedule may be performed at test point, provided an emission sample is not taken, for the purpose of finding the appropriate throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustment. Both smoothing of speed variations and excessive accelerator pedal perturbations are to be avoided. When using two-roll dynamometers a truer speed-time trace may be obtained by minimizing the rocking of the vehicle in the rolls; the rocking of the vehicle changes the tire rolling radius on each roll. This rocking may be minimized by restraining the vehicle horizontally (or nearly so) by using a cable and winch.
(e) through (i) [Reserved]. For guidance see § 86.135-90.
(a)
(2)
(b) During dynamometer operation, a fixed speed cooling fan shall be positioned so as to direct cooling air to the vehicle in an appropriate manner with the engine compartment cover open. In the case of vehicles with front engine compartments, the fan shall be squarely positioned within 12 inches (30.5 centimeters) of the vehicle. In the case of vehicles with rear engine compartments (or if special designs make the above impractical), the 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
(c) The vehicle speed as measured from the dynamometer rolls shall be used. A speed
(d) Practice runs over the prescribed driving schedule may be performed at test point, provided an emission sample is not taken, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustment.
When using two-roll dynamometers a truer speed-time trace may be obtained by minimizing the rocking of the vehicle in the rolls; the rocking of the vehicle changes the tire rolling radius on each roll. This rocking may be minimized by restraining the vehicle horizontally (or nearly so) by using a cable and winch.
(e) The drive wheel tires may be inflated up to a gauge pressure of 45 psi (310 kPa) in order to prevent tire damage. The drive wheel tire pressure shall be reported with the test results.
(f) lf the dynamometer has not been operated during the 2-hour period immediately preceding the test, it shall be warmed up for 15 minutes by operating at 30 mph (48 kph) using a non-test vehicle or as recommended by the dynamometer manufacturer.
(g) If the dynamometer horsepower must be adjusted manually, it shall be set within 1 hour prior to the exhaust emissions test phase. The test vehicle shall not be used to make this adjustment. Dynamometers using automatic control of preselectable power settings may be set anytime prior to the beginning of the emissions test.
(h) The driving distance, as measured by counting the number of dynamometer roll or shaft revolutions, shall be determined for the transient cold start, stabilized cold start, and transient hot start phases of the test. The revolutions shall be measured on the same roll or shaft used for measuring the vehicle's speed.
(i) Four-wheel drive vehicles will be tested in a two-wheel drive mode of operation. Full-time four-wheel drive vehicles will have one set of drive wheels temporarily disengaged by the vehicle manufacturer. Four-wheel drive vehicles which can be manually shifted to a two-wheel mode will be tested in the normal on-highway two-wheel drive mode of operation.
Section 86.135-94 includes text that specifies requirements that differ from § 86.135-90. Where a paragraph in § 86.135-90 is identical and applicable to § 86.135-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.135-90.” Where a corresponding paragraph of § 86.135-90 is not applicable, this is indicated by the statement “[Reserved].”
(a)
(b) through (i) [Reserved]. For guidance see § 86.135-90.
(a)
(1) The engine shall be started according to the manufacturer's recommended starting procedures in the owner's manual. The initial 20-second idle period shall begin when the engine starts.
(2)
(ii) Vehicles equipped with manual chokes shall be operated according to the manufacturer's operating instructions in the owner's manual.
(3) The transmission shall be placed in gear 15 seconds after the engine is started. If necessary, braking may be employed to keep the drive wheels from turning.
(4) The operator may use the choke, accelerator pedal, etc., where necessary to keep the engine running.
(5) If the manufacturer's operating instructions in the owner's manual do not specify a warm engine starting procedure, the engine (automatic and manual-choke engines) shall be started by depressing the accelerator pedal about half way and cranking the engine until it starts.
(b)
(c) If the vehicle does not start after the manufacturer's recommended cranking time (or 10 continuous seconds in the absence of a manufacturer's recommendation), cranking shall cease for the period recommended by the manufacturer (or 10 seconds in the absence of a manufacturer's recommendation). This may be repeated for up to three start attempts. If the vehicle does not start after three attempts, the reason for failure to start shall be determined. The gas flow measuring device on the constant volume sampler (usually a revolution counter) or CFV (and the hydrocarbon integrator and particulate sampling system when testing petroleum-fueled diesel vehicles and the particulate sampling system when testing methanol-fueled diesel vehicles, see § 86.137) shall be turned off and the sampler selector valves, including the methanol sampler, placed in the “standby” position during this diagnostic period. In addition, either the CVS should be turned off, or the exhaust tube disconnected from the tailpipe during the diagnostic period. If failure to start is an operational error, the vehicle shall be rescheduled for testing from a cold start.
(d) If the engine “false starts” the operator shall repeat the recommended starting procedure (such as resetting the choke,etc.).
(e)
(2) If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the vehicle shall then be restarted and accelerated to the speed required at that point in the driving schedule and the test continued. During acceleration to this point, shifting shall be performed in accordance with § 86.128.
(3) If the vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken, and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported to the Administrator.
(a)
(2)
(b) The following steps shall be taken for each test:
(1) Place drive wheels of vehicle on dynamometer without starting engine.
(2) Open the vehicle engine compartment cover and position the cooling fan.
(3) For all vehicles, with the sample selector valves in the “standby” position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(4) For methanol-fueled vehicles, with the sample selector valves in the “standby” position, insert fresh sample collection impingers into the methanol sample collection system, the formaldehyde sample collection system and fresh impingers (or capsules for formaldehyde) into the dilution air sample collection systems for methanol and formaldehyde (may be omitted for 1990 through 1994 model years).
(5) Start the CVS (if not already on), the sample pumps (except the diesel particulate sample pump, if applicable), the temperature recorder, the vehicle cooling fan, and the heated hydrocarbon analysis recorder (diesels only). (The heat exchanger of the constant volume sampler, if used, petroleum-fueled diesel hydrocarbon analyzer continuous sample line and filter, methanol-fueled vehicle hydrocarbon, methanol and formaldehyde sample lines, if applicable, should be preheated to their respective operating temperatures before the test begins.)
(6) Adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero.
(i) For gaseous bag samples (except hydrocarbon samples), the minimum flow rate is 0.17 cfm (0.08 1/sec).
(ii) For hydrocarbon samples, the minimum FID (or HFID in the case of diesel- and methanol-fueled Otto-cycle vehicles) flow rate is 0.066 cfm (0.031 -1/sec).
(iii) For methanol samples, the minimum flow rate is 0.14 cfm (0.067 -1/sec).
(iv) For formaldehyde samples, the minimum flow rate is 0.036 cfm (0.017 l/s) with capsule collector and 0.14 cfm (0.067 l/s) with impinger.
CFV sample flow rate is fixed by the venturi design.
(7) Attach the exhaust tube to the vehicle tailpipe(s).
(8) Carefully install a particulate sample filter into each of the filter holders for diesel vehicle tests. The filters must be handled only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination.
(9) Start the gas flow measuring device, position the sample selector valves to direct the sample flow into the “transient” exhaust sample bag, the “transient” methanol exhaust sample, the “transient” formaldehyde exhaust sample, the “transient” dilution air sample bag, the “transient” methanol dilution air sample and the “transient” formaldehyde dilution air sample (turn on the petroleum-fueled diesel hydrocarbon analyzer system integrator, mark the recorder chart, start particulate sample pump No. 1, and record both gas meter or flow measurement instrument readings, if applicable), turn the key on, and start cranking the engine.
(10) Fifteen seconds after the engine starts, place the transmission in gear.
(11) Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule.
(12) Operate the vehicle according to the Urban Dynamometer Driving Schedule (§ 86.115).
During diesel vehicle testing, adjust the flow rate through the particulate sample probe to maintain a constant value within
(13) At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously switch the sample flows from the “transient” bags and samples to the “stabilized” bags and samples, switch off gas flow measuring device No. 1, switch off the No. 1 petroleum-fueled diesel hydrocarbon integrator and the No. 1 particulate sample pump, mark the petroleum-fueled diesel hydrocarbon recorder chart, and close valves isolating particulate filter No. 1, if applicable, and start gas flow measuring device No. 2, and start the petroleum-fueled diesel hydrocarbon integrator No. 2 and the No. 2 particulate sample pump and open valves isolating particulate filter No. 2, if applicable. Before the acceleration which is scheduled to occur at 510 seconds, record the measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon as possible transfer the “transient” exhaust and dilution air samples to the analytical system and process the samples according to § 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.
(14) Turn the engine off 2 seconds after the end of the last deceleration (at 1,369 seconds).
(15) 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, turn off the No. 2 particulate sample pump and close the valves isolating particulate filter No. 2, and position the sample selector valves to the “standby” position (and open the valves isolating particulate filter No. 1, if applicable). 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 “stabilized” exhaust and dilution air samples to the analytical system and process the samples according to § 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.
(16) Immediately after the end of the sample period, turn off the cooling fan and close the engine compartment cover.
(17) Turn off the CVS or disconnect the exhaust tube from the tailpipe(s) of the vehicle.
(18) Repeat the steps in paragraphs (b)(2) through (b)(2) of this section for the hot start test, except only two evacuated sample bags, two methanol sample impingers, two formaldehyde sample impingers, and one pair of particulate sample filters, as appropriate, are required. The step in paragraph (b)(9) of this section shall begin between 9 and 11 minutes after the end of the sample period for the cold start test.
(19) At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously turn off gas flow measuring device No. 1 (and the petroleum-fueled diesel hydrocarbon integrator No. 1, mark the petroleum-fueled diesel hydrocarbon recorder chart and turn off the No. 1 particulate sample pump, if applicable) and position the sample selector valve to the “standby” position. (Engine shutdown is not part of the hot start test sample period.) Record the measured roll or shaft revolutions (and the No. 1 gas meter reading or flow measurement instrument). (Carefully remove the third pair of particulate sample filters from its holder and place in a clean petri dish and cover, if applicable.)
(20) As soon as possible, transfer the hot start “transient” exhaust and dilution air samples to the analytical system and process the samples according to § 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. (If it is not possible to perform analysis on the methanol and formaldehyde samples, within 24 hours, the samples should be stored in a dark cold (4-10 °C) environment until analysis. The samples should be analyzed within fourteen days.)
(21) As soon as possible, and in no case longer than one hour after the end of the hot start phase of the test, transfer the six particulate filters to the weighing chamber for post-test conditioning, if applicable.
(22) Disconnect the exhaust tube from the vehicle tailpipe(s) and drive the vehicle from dynamometer.
(23) The CVS or CFV may be turned off, if desired.
(24) Vehicles to be tested for evaporative emissions will proceed according to § 86.138. For all others this completes the test sequence.
Section 86.137-94 includes text that specifies requirements that differ from § 86.137-90. Where a paragraph in § 86.137-90 is identical and applicable to § 86.137-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.137-90.” Where a corresponding paragraph of § 86.137-90 is not applicable, this is indicated by the statement “[Reserved].”
(a)
(b) The following steps shall be taken for each test:
(1) Place drive wheels of vehicle on dynamometer without starting engine.
(2) Open the vehicle engine compartment cover and position the cooling fan.
(3) For all vehicles, with the sample selector valves in the “standby” position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(4) For methanol-fueled vehicles, with the sample selector valves in the “standby” position, insert fresh sample collection impingers into the methanol sample collection system, fresh impingers or a fresh cartridge into the formaldehyde sample collection system and fresh impingers (or a single cartridge for formaldehyde) into the dilution air sample collection systems for methanol and formaldehyde (background measurements of methanol and formaldehyde may be omitted and concentrations assumed to be zero for calculations in § 86.144).
(5) Start the CVS (if not already on), the sample pumps (except the particulate sample pump, if applicable), the temperature recorder, the vehicle cooling fan, and the heated THC analysis recorder (diesel-cycle only). (The heat exchanger of the constant volume sampler, if used, petroleum-fueled diesel-cycle THC analyzer continuous sample line and filter, methanol-fueled vehicle THC, methanol and formaldehyde sample lines, if applicable, should be preheated to their respective operating temperatures before the test begins).
(6) Adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero.
(i) For gaseous bag samples (except THC samples), the minimum flow rate is 0.17 cfm (0.08 1/sec).
(ii) For THC samples, the minimum FID (or HFID in the case of diesel-cycle and methanol-fueled Otto-cycle vehicles) flow rate is 0.066 cfm (0.031 -1/sec).
(iii) For methanol samples, the flow rates shall be set such that the system meets the design criteria of § 86.109 and § 86.110. For samples in which the concentration in the primary impinger exceeds 0.5 mg/l, it is recommended that the mass of methanol collected in the secondary impinger not exceed ten percent of the total mass collected. For samples in which the concentration in the primary impinger does not exceed 0.5 mg/l, analysis of the secondary impingers is not necessary.
(iv) For formaldehyde samples, the flow rates shall be set such that the system meets the design criteria of § 86.109 and § 86.110. For impinger samples in which the concentration of formaldehyde in the primary impinger exceeds 0.1 mg/l, it is recommended that the mass of formaldehyde collected in the secondary impinger not exceed ten percent of the total mass collected. For samples in which the concentration in the primary impinger does not exceed 0.1 mg/l, analysis of the secondary impingers is not necessary.
(7) Attach the exhaust tube to the vehicle tailpipe(s).
(8) Carefully install a particulate sample filter into each of the filter holders. The filters must be handled only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination.
(9) Start the gas flow measuring device, position the sample selector valves to direct the sample flow into the “transient” exhaust sample bag, the “transient” methanol exhaust sample, the “transient” formaldehyde exhaust sample, the “transient” dilution air sample bag, the “transient” methanol dilution air sample and the “transient” formaldehyde dilution air sample (turn on the petroleum-fueled diesel-cycle THC analyzer system integrator, mark the recorder chart, start particulate sample pump No. 1, and record both gas meter or flow measurement instrument readings, if applicable), turn the key on, and start cranking the engine.
(10) Fifteen seconds after the engine starts, place the transmission in gear.
(11) Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule.
(12) Operate the vehicle according to the Urban Dynamometer Driving Schedule (§ 86.115).
During particulate testing, adjust the flow rate through the particulate sample probe to maintain a constant value within
(13) At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously switch the sample flows from the “transient” bags and samples to the “stabilized” bags and samples, switch off gas flow measuring device No. 1, switch off the No. 1 petroleum-fueled diesel hydrocarbon integrator and the No. 1 particulate sample pump, mark the petroleum-fueled diesel hydrocarbon recorder chart, and close valves isolating particulate filter No. 1, if applicable, start gas flow measuring device No. 2, and start the petroleum-fueled diesel hydrocarbon integrator No. 2 and the No. 2 particulate sample pump and open valves isolating particulate filter No. 2, if applicable. Before the acceleration which is scheduled to occur at 510 seconds, record the measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon as possible transfer the “transient” exhaust and dilution air samples to the analytical system and process the samples according to § 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.
(14) Turn the engine off 2 seconds after the end of the last deceleration (at 1,369 seconds).
(15) Five seconds after the engine stops running, simultaneously turn off gas flow measuring device No. 2 and if applicable, turn off the hydrocarbon integrator No. 2, mark the hydrocarbon recorder chart, turn off the No. 2 particulate sample pump and close the valves isolating particulate filter No. 2, and position the sample selector valves to the “standby” position (and open the valves isolating particulate filter No. 1, if applicable). Record the measured roll or shaft revolutions (both gas meter or flow measurement instrumentation readings), and reset the counter. As soon as possible, transfer the “stabilized” exhaust and dilution air samples to the analytical system and process the samples according to § 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. (If it is not possible to perform analysis on the methanol and formaldehyde samples within 24 hours, the samples should be stored in a dark cold (4-10 °C) environment until analysis. The samples should be analyzed within fourteen days.) If applicable, carefully remove both pairs of particulate sample filters from their respective holders, and place each in a separate petri dish, and cover.
(b)(16) through (b)(24) [Reserved]. For guidance see § 86.137-90.
Section 86.137-96 includes text that specifies requirements that differ from those specified in §§ 86.137-90 and 86.137-94. Where a paragraph in § 86.137-90 or § 86.137-94 is identical and applicable to § 86.137-96, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.137-90.” or “[Reserved]. For guidance see § 86.137-94.”
(a) through (b)(15) [Reserved]. For guidance see § 86.137-94.
(b)(16) through (b)(23) [Reserved]. For guidance see § 86.137-90.
(b)(24) Vehicles to be tested for evaporative emissions will proceed according to § 86.134; vehicles to be tested with the supplemental two-diurnal test sequence for evaporative emissions will proceed according to § 86.138-96(k). For
The hot-soak evaporative emission test shall be conducted immediately following the hot transient exhaust emission test.
(a) Prior to the completion of the hot-start transient exhaust emission sampling period, the evaporative emission enclosure shall be purged for several minutes.
(b) The enclosure doors shall be closed and sealed within two minutes of engine shutdown and within seven minutes after the end of the exhaust emission test. The steps after the end of the driving cycle should be done as quickly as possible to minimize the time needed to start the hot soak test.
(c) Fresh impingers shall be installed in the methanol sample collection system immediately prior to the start of the test, if applicable.
(d) If not already on, the evaporative enclosure mixing fan shall be turned on at this time.
(e) Upon completion of the hot transient exhaust emission sampling period, the vehicle engine compartment cover shall be closed, the cooling fan shall be moved, the vehicle shall be disconnected from the dynamometer and exhaust sampling system, and then driven at minimum throttle to the vehicle entrance of the enclosure.
(f) The vehicle's engine must be stopped before any part of the vehicle enters the enclosure. The vehicle may be pushed or coasted into the enclosure.
(g) The test vehicle windows and luggage compartments shall be opened, if not already open.
(h) The temperature recording system shall be started and the time of engine shut off shall be noted on the evaporative emission hydrocarbon recording system.
(i) The enclosure doors shall be closed and sealed within two minutes of engine shutdown and within five minutes after the end of the exhaust emission test.
(j) The 60
(k) The test vehicle shall be permitted to soak for a period of one hour in the enclosure.
(l) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of the test.
(m) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of the test, if applicable.
(n) At the end of the 60
(o)
(a)(1)
(2)
(b) The hot soak test may be conducted in the running loss enclosure as a continuation of that test or in a separate enclosure.
(1) If the hot soak test is conducted in the running loss enclosure, the driver may exit the enclosure after the running loss test. If exiting, the driver should use the personnel door described in § 86.107-96(a)(2), exiting as quickly as possible with a minimum disturbance to the system. The final hydrocarbon and methanol concentration for the running loss test, measured in § 86.134-96(g)(1)(xx), shall be the initial hydrocarbon and methanol concentration (time=0 minutes) C
(2) If the vehicle must be moved to a different enclosure, the following steps must be taken:
(i) The enclosure for the hot soak test shall be purged for several minutes prior to completion of the running loss test. WARNING: If at any time the concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C the enclosure should be immediately purged. This concentration provides at least a 4:1 safety factor against the lean flammability limit.
(ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the test.
(iii) Fresh impingers shall be installed in the methanol sample collection system immediately prior to the start of the test, if applicable.
(iv) If not already on, the mixing fan(s) shall be turned on at this time. Throughout the hot soak test, the mixing fan(s) shall circulate the air at a rate of 0.8
(v) Begin sampling as follows:
(A) Analyze the enclosure atmosphere for hydrocarbons and record. This is the initial (time = 0 minutes) hydrocarbon concentration, C
(B) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(vi) The vehicle engine compartment cover shall be closed (if not already closed), the cooling fan shall be moved, the vehicle shall be disconnected from the dynamometer and any sampling system, and then driven at minimum throttle to the enclosure for the hot soak test. These steps should be done as quickly as possible to minimize the time needed to start the hot soak test.
(vii) The vehicle's engine must be stopped before any part of the vehicle enters the enclosure.
(viii) The vehicle shall enter the enclosure; the enclosure doors shall be closed and sealed within 2 minutes of engine shutdown and within seven minutes after the end of the running loss test.
(ix) The test vehicle windows and any luggage compartments shall be opened (if not already open). The vehicle engine compartment cover shall be closed (if not already closed).
(c) [Reserved]
(d) The temperature recording system shall be started and the time of engine shutoff shall be noted on the evaporative emission hydrocarbon data recording system.
(e) For the first 5 minutes of the hot soak test, the ambient temperature
(f) The 60
(g) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of the test.
(h) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of the test, if applicable.
(i) [Reserved]
(j) At the end of the 60
(1) Analyze the enclosure atmosphere for hydrocarbons and record. This is the final (time=60 minutes) hydrocarbon concentration, C
(2) Analyze the enclosure atmosphere for methanol and record, if applicable. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(k) For the supplemental two-diurnal test sequence (see § 86.130-96), the hot soak test described in § 86.138-90 shall be conducted immediately following the hot transient exhaust emission test. This test requires ambient temperatures between 68° and 86 °F at all times. The equipment and calibration specifications of §§ 86.107-90 and 86.117-90 may apply for this testing. Enclosures meeting the requirements of §§ 86.107-96 and 86.117-96 may also be used. This hot soak test is followed by two consecutive diurnal heat builds, described in § 86.133-96(p).
(l) If the vehicle is to be tested for diurnal emissions, follow the procedure outlined in § 86.133-96.
(a) At least 8 hours, but not more than 56 hours before the test, place each filter in an open, but protected, petri dish and place in the weighing chamber which meets the humidity and temperature specifications of § 86.112.
(b) At the end of the 8 to 56 hour stabilization period, weigh the filter on a balance having a precision of one microgram. Record this weight. This reading is the tare weight.
(c) The filter shall then be stored in a covered petri dish which shall remain in the weighing chamber until needed for testing.
(d)(1) If the filter is not used within one hour of its removal from the weighing chamber, it shall be reweighed.
(2) The one hour limit may be replaced by an eight-hour limit if one or both of the following conditions are met:
(i) A stabilized filter is placed and kept in a sealed filter holder assembly with the ends plugged, or
(ii) A stabilized filter is placed in a sealed filter holder assembly, which is then immediately placed in a sample line through which there is no flow.
(e) After the test, and after the sample filter is returned to the weighing room, condition it for at least 1 hour but not more than 56 hours. Then weigh a second time. This latter reading is the gross weight of the filter. Record this weight.
(f) The net weight (P
Should the sample on the filter contact the petri dish or any other surface, the test is void and must be rerun.
The following sequence of operations shall be performed in conjunction with each series of measurement Y:
(a) For CO, CO
(1) Zero the analyzers and obtain a stable zero reading. Recheck after tests.
(2) Introduce span gases and set instrument gains. In order to avoid errors, span and calibrate at the same flow rates used to analyze the test sample. Span gases should have concentrations equal to 75 to 100 percent of full scale. If gain has shifted significantly on the analyzers, check the calibrations. Show actual concentrations on chart.
(3) Check zeros; repeat the procedure in paragraphs (a) (1) and (2) of this section if required.
(4) Check flow rates and pressures.
(5) Measure HC, CO, CO
(6) Check zero and span points. If difference is greater than 2 percent of full scale, repeat the procedure in paragraphs (a) (1) through (5) of this section.
(b) For diesel HC:
(1) Zero HFID analyzer and obtain a stable zero reading.
(2) Introduce span gas and set instrument gains. Span gas should have concentration equal to 75 to 100 percent of full scale.
(3) Check zero as in paragraph (b)(1) of this section.
(4) Introduction of zero and span gas into the analyzer can be accomplished by either of the following methods:
(i) Close heated valve in HC sample (see Figures B82-3 or B82-4), and allow gases to enter HFID. Extreme care should be taken not to introduce gases under high pressure.
(ii) Connect zero and span line directly to HC sample probe and introduce gases at a flow rate greater than 125 percent of the HFID flow rate with the CVS blower operating (see figures B82-3A or B82-4A). Excess flow must be allowed to exit probe inlet.
In order to minimize errors, HFID flow rate and pressure during zero and span (and background bag reading) must be exactly the same as that used during testing.
(5) Continuously record (integrate electronically if desired) dilute hydrocarbon emissions levels during test. Background samples are collected in sample bags and analyzed as in paragraph (4)(i) or (4)(ii) of this section.
(6) Check zero and span as in paragraph (b)(1) through (b)(4)(i) or (4)(ii) of this section. If difference is greater than 2 percent of full scale, void test
The following sequence of operations shall be performed in conjunction with each series of measurements:
(a) For CO, CO
(1) Zero the analyzers and obtain a stable zero reading. Recheck after tests.
(2) Introduce span gases and set instrument gains. In order to avoid errors, span and calibrate at the same flow rates used to analyze the test sample. Span gases should have concentrations equal to 75 to 100 percent of full scale. If gain has shifted significantly on the analyzers, check the calibrations. Show actual concentrations on chart.
(3) Check zeroes; repeat the procedure in paragraphs (1) and (2) of this section if required.
(4) Check flow rates and pressures.
(5) Measure HC, CO, CO
(6) Check zero and span points. If difference is greater than 2 percent of full scale, repeat the procedure in paragraphs (a) (1) through (5) of this section.
(b) For petroleum-fueled diesel vehicle HC:
(1) Zero HFID analyzer and obtain a stable zero reading.
(2) Introduce span gas and set instrument gains. Span gas should have concentration equal to 75 to 100 percent of full scale.
(3) Check zero as in (b)(1) of this section.
(4) Introduction of zero and span gas into the analyzer can be accomplished by either of the following methods:
(i) Close heated valve in HC sample (see Figures B90-5 or B90-6), and allow gases to enter HFID. Extreme care should be taken not to introduce gases under high pressure.
(ii) Connect zero and span line directly to HC sample probe and introduce gases at a flow rate greater than 125 percent of the HFID flow rate with the CVS blower operating (see Figures B90-5 or B90-6). Excess flow must be allowed to exit probe inlet.
In order to minimize errors, HFID flow rate and pressure during zero and span (and background bag reading) must be exactly the same as that used during testing.
(5) Continuously record (integrate electronically if desired) dilute hydrocarbon emissions levels during test. Background samples are collected in sample bags and analyzed as in paragraphs (b)(4) (i) or (ii) of this section.
(6) Check zero and span as in paragraphs (b)(1) through (b)(4) (i) or (ii) of this section. If difference is greater than 2 percent of full scale, void test and check for HC “hangup” or electronic drift in analyzer.
(c) For CH
(1) Introduce a reference sample of methanol (the concentration of methanol in deionized water is known and is C
(2) Introduce test samples into the gas chromatograph and measure the area of the response peak. This peak area is A
(d) For HCHO (methanol-fueled vehicles):
(1) Introduce a reference sample of formaldehyde (the concentration of formaldehyde as a dinitrophenylhydrazine derivative in acetonitrile is known (C
(2) Introduce test samples into the high pressure liquid chromatograph and measure the area of the responses peak. This peak area is A
The following sequence shall be performed in conjunction with each series of measurements:
(a) For CO, CO
(1) Zero the analyzers and obtain a stable zero reading. Recheck after tests.
(2) Introduce span gases and set instrument gains. In order to avoid errors, span and calibrate at the same flow rates used to analyze the test sample. Span gases should have concentrations equal to 75 to 100 percent of full scale. If gain has shifted significantly on the analyzers, check the calibrations. Show actual concentrations on chart.
(3) Check zeroes; repeat the procedure in paragraphs (a) (1) and (2) of this section if required.
(4) Check flow rates and pressures.
(5) Measure THC, CO, CO
(6) Check zero and span points. If difference is greater than 2 percent of full scale, repeat the procedure in paragraphs (a) (1) through (5) of this section.
(b) For petroleum-fueled, natural gas-fueled and liquefied petroleum gas-fueled (if HFID is used) diesel vehicle HC:
(1) Zero HFID analyzer and obtain a stable zero reading.
(2) Introduce span gas and set instrument gains. Span gas should have concentration equal to 75 to 100 percent of full scale.
(3) Check zero as in paragraph (b)(1) of this section.
(4) Introduction of zero and span gas into the analyzer can be accomplished by either of the following methods:
(i) Close heated valve in THC sample (see Figures B94-5 or B94-6) and allow gases to enter HFID. Extreme care should be taken not to introduce gases under high pressure.
(ii) Connect zero and span line directly to THC sample probe and introduce gases at a flow rate greater than 125 percent of the HFID flow rate with the CVS blower operating (see Figures B94-5 or B94-6). Excess flow must be allowed to exit probe inlet.
In order to minimize errors, HFID flow rate and pressure during zero and span (and background bag reading) must be exactly the same as that used during testing.
(5) Continuously record (integrate electronically if desired) dilute THC emission levels during test. Background samples are collected in sample bags and analyzed as in paragraphs (b)(4) (i) or (ii) of this section.
(6) Check zero and span as in paragraphs (b) (1) through (4) of this section. If difference is greater than 2 percent of full scale, void test and check for THC “hangup” or electronic drift in analyzer.
(c) For CH
(d) For HCHO (methanol-fueled vehicles), introduce formaldehyde test samples into the high pressure liquid chromatograph and measure the concentration of formaldehyde as a dinitrophenylhydrazine derivative in acetonitrile. This concentration is C
(e) For CH
(1) In the event that the procedure results in negative NMHC
(2) Other sampling procedures may be used if shown to yield equivalent or superior results and if approved in advance by the Administrator.
The following information shall be recorded with respect to each test:
(a) Test number.
(b) System or device tested (brief description).
(c) Date and time of day for each part of the test schedule.
(d) Test results.
(e) Driver and equipment operator IDs.
(f) Vehicle: ID number, manufacturer, model year, standards, engine family, evaporative emissions family,
(g) Dynamometer: Dynamometer ID, inertia weight setting, indicated power absorption setting, records to verify compliance with the vehicle speed versus time requirements of the test, and driving distance for each of the three phases of the test, calculated from the measured roll or shaft revolutions.
(h) Gas analyzers: Analyzer bench ID, analyzer ranges, recordings of analyzer output during zero, span, and sample readings.
(i) Recorder charts: Test number, date, vehicle ID, operator ID, and identification of the measurements recorded.
(j) Test cell barometric pressure, ambient temperature, and humidity.
A central laboratory barometer may be used:
(k) Temperatures: Records to verify compliance with the ambient temperature requirements throughout the test procedure and recordings of vehicle fuel temperature(s) during the diurnal test and of the enclosure temperatures during the diurnal and hot soak tests.
(l) CFV-CVS: Total dilute exhaust volume (Vmix) for each phase of the exhaust test.
(m) PDP-CVS: Test measurements required to calculate the Vmix. Total dilute exhaust volume (Vmix) for each phase of the exhaust test.
(n) The humidity of the dilution air.
If conditioning columns are not used (see §§ 86.122 and 86.144) this measurement can be deleted. If the conditioning columns are used and the dilution air is taken from the test cell, the ambient humidity can be used for this measurement.
(o) Additional records required for diesel vehicles: (1) Pressure and temperature of the dilute exhaust mixture (and background air if sampled) at the inlet to the gas meter used for particulate sampling.
(2) The temperature of the dilute exhaust mixture inside the dilution tunnel near the inlet of the particulate probe.
(3) The temperature of the gas flowing in the heated sample line before the heated filter, and also before the HFID, and the temperature of the control system of the heated hydrocarbon detector.
(4) Gas meter or flow measurement instrumentation readings at the start of each sample period and at the end of each sample period.
(5) The stabilized pre-test weight and post-test weight of each particulate sample and back-up filter.
(6) Continuous temperature and humidity recording of the ambient air in which the particulate filters were stabilized.
(p) Additional required records for methanol-fueled vehicles:
(1) Specification of the methanol-fuel or methanol-fuel mixtures used during the test.
(2) Volume of sample passed through the methanol sampling system and the volume of deionized water in each impinger.
(3) The concentration of the GC analyses of the test samples (methanol).
(4) Volume of sample passed through the formaldehyde sampling system and the volume of DNPH solution used.
(5) The concentration of the HPLC analysis of the test sample (formaldehyde).
(6) The temperatures of the sample lines before the HFID and the impinger, the temperature of the exhaust transfer duct (as applicable), and the temperature of the control system of the heated hydrocarbon detector.
(7) A continuous measurement of the dew point of the raw and diluted exhaust. This requirement may be omitted if the temperatures of all heated lines are kept above 220 °F, or if the manufacturer performs an engineering analysis demonstrating that the temperature of the heated systems remains above the maximum dew point of the
(q)
(r)
(a) The calculation of the net hydrocarbon, methanol and hydrocarbon plus methanol (total hydrocarbon equivalent) mass change in the enclosure is used to determine the diurnal and hot soak mass emissions. The mass changes are calculated from initial and final hydrocarbon and methanol concentrations in ppm carbon, initial and final enclosure ambient temperatures, initial and final barometric pressures, and net enclosure volume using the following equations:
(1) For methanol:
(i) M
(ii) V
(iii) T
(iv) V
(v) T
(vi) C
(vii) AV = Volume of absorbing reagent in impinger.
(viii) P
(ix) i = Initial sample.
(x) f = Final sample.
(xi) 1 = First impinger.
(xii) 2 = Second impinger.
(2) For hydrocarbons:
(i) M
(ii) C
(iii) C
(iv) V
(v) r=FID response factor to methanol.
(vi) P
(vii) T=Enclosure temperature, °R(°K).
(viii) i=initial reading.
(ix) f=final reading.
(x) 1=First impinger.
(xi) 2=Second impinger.
(xii)(A) k=0.208 (12+H/C).
(B)
(xiii) H/C=hydrogen-carbon ratio.
(A) H/C=2.33 for diurnal emissions.
(B) H/C=2.2 for hot soak emissions.
(3) For total evaporative emissions:
Total Evaporative Emissions=Total Diurnal Emissions+Total Hot Soak Emissions
(b) The final reported results shall be computed by summing the individual evaporative emission results determined for the diurnal breathing-loss test, running-loss test and the hot-soak test.
(a) The following equations are used to calculate the evaporative emissions from gasoline- and methanol-fueled vehicles, and for gaseous-fueled vehicles.
(b) Use the measurements of initial and final concentrations to determine the mass of hydrocarbons and methanol emitted. For testing with pure gasoline, methanol emissions are assumed to be zero.
(1) For enclosure testing of diurnal, hot soak, and running loss emissions:
(i) Methanol emissions:
(A) M
(B) V
(C) [Reserved].
(D) V
(E) [Reserved].
(F) C
(G) AV = Volume of absorbing reagent in impinger.
(H) P
(I) i = Initial sample.
(J) f = Final sample.
(K) 1 = First impinger.
(L) 2 = Second impinger.
(M) M
(N) M
(ii) Hydrocarbon emissions:
(A) M
(B) C
(C) C
(D) V
(E) r=FID response factor to methanol.
(F) P
(G) T=Enclosure temperature, °R(°K).
(H) i=initial reading.
(I) f=final reading.
(J) 1=First impinger.
(K) 2=Second impinger.
(L) Assuming a hydrogen to carbon ratio of 2.3:
(
(
(M) M
(N) M
(iii) For variable-volume enclosures, defined in § 86.107(a)(1)(i), the following
(2) For running loss testing by the point-source method, the mass emissions of each test phase are calculated below, then summed for a total mass emission for the running loss test. If emissions are continuously sampled, the following equations can be used in integral form.
(i) Methanol emissions:
(A) M
(B)
(C) V
(D) C
(E) C
(ii) Hydrocarbon emissions:
(A) M
(B)
(C) V
(D) C
(E) C
(c) Calculate the adjusted total mass emissions for each test segment.
where M
(d)(1) For the full three-diurnal test sequence, there are two final results to report:
(i) The sum of the adjusted total mass emissions for the diurnal and hot soak tests (M
(ii) The adjusted total mass emissions for the running loss test, on a grams per mile basis=M
(2) For the supplemental two-diurnal test sequence, there is one final result to report: the sum of the adjusted total mass emissions for the diurnal and hot soak tests (M
The final reported test results shall be computed by use of the following formula:
(a) For light-duty vehicles and light duty trucks:
(1) Y
(2) Y
(3) Y
(4) Y
(5) D
(6) D
(7) D
(b) The mass of each pollutant for each phase of both the cold start test and the hot start test is determined from the following:
(1) Hydrocarbon mass:
(2) Oxides of nitrogen mass:
(3) Carbon monoxide mass:
(4) Carbon dioxide mass:
(5) Methanol mass:
(6) Formaldehyde mass:
(7) Total hydrocarbon equivalent mass:
(i) THCE=
(c) Meaning of symbols:
(1)(i) HC
(ii) Density
(iii)(A) HC
(B) HC
(iv)(A) HC
(B) HC
(v) FID HC
(vi) r=FID response to methanol.
(vii) C
(viii)(A) HC
(B) HC
(ix) FID HC
(x) C
(2)(i) NO
(ii) Density
(iii)(A) NOx
(B) NOx
(iv) NOx
(v) NOx
(3)(i) CO
(ii) Density
(iii)(A) CO
(B) CO
(iv)(A) CO
(B) CO
(C) CO
(v) CO
(vi) CO
(vii) R=Relative humidity of the dilution air, in percent (see § 86.142(n)).
(viii)(A) CO
(B) CO
(ix) CO
If a CO instrument which meets the criteria specified in § 86.111 is used and the conditioninq column has been deleted, CO
(4)(i) CO
(ii) Density CO
(iii)(A) CO
(B) CO
(iv) CO
(5)(i) CH
(ii) Density
(iii)(A) CH
(B) CH
(iv)(A) C
(B)
(v)(A) C
(B)
(vi) C
(vii) A
(viii) T
(ix) T
(x) P
(xi) V
(xii) V
(xiii) A
(xiv) A
(xv) AV
(xvi) AV
(6)(i) HCHO
(ii) Density
(iii)(A) HCHO
(B) HCHO
(iv)(A) C
(B)
(v)(A) C
(B)
(vi) C
(vii) V
(viii)(A) Q = Ratio of molecular weights of formaldehyde to its DNPH derivative.
(B) Q = 0.1429.
(ix) T
(x) V
(xi) P
(xii) C
(xiii) V
(xiv) T
(xv) V
(7)(i) DF = 13.4/[CO
(ii)
(iii)(A) K
(B) K
(C)
(iv)(A) H = Absolute humidity in grains (grams) of water per pound (kilogram) of dry air.
(B) H = [(43.478)R
(C)
(v) R
(vi) P
(vii) P
(viii)(A) V
(B) For PDP-CVS,V
(C)
(ix) V
(x) N = Number of revolutions of the positive displacement pump during the test phase while samples are being collected.
(xi) P
(xii) P
(xiii) T
(d) For petroleum-fueled vehicles, example calculation of mass values of exhaust emissions using positive displacement pump:
(1) For the “transient” phase of the cold start test assume the following:
V
(i) V
(ii) H=(43.478)(48.2)(22.225)/762 − (22.225)(48.2/100) = 62 grains of water per pound of dry air.
(iii) K
(iv) CO
(v) CO
(vi) DF = 13.4/[1.43 + 10
(vii) HC
(viii) HC
(ix) NOx
(x) NOx
(xi) CO
(xii) CO
(xiii) CO
(xiv) CO
(2) For the stabilized portion of the cold start test assume that similar calculations resulted in the following:
(i) HC
(ii) NOx
(iii) CO
(iv) CO
(v) D
(3) For the “transient” portion of the hot start test assume that similar calculations resulted in the following:
(i) HC
(ii) NOx
(iii) CO
(iv) CO
(v) D
(4) Weighted mass emission results:
(i) HC
(ii) NO
(iii) CO
(iv) CO
(e) For methanol-fueled vehicle with measured fuel composition of CH
(1) For the “transient” phase of the cold start test assume the following:
V
(i) V
(ii) H = (43.478)(48.2)(22.225)/[762 − (22.225 × 48.2/100)] = 62 grains of water per pound of dry air.
(iii) K
(iv) CO
(v) CO
(vi) C
(vii) DF = 100(1/[1 + (3.14/2) + 3.76(1 + (3.14/4) − (0.6/2))])/1.43 + 10
(viii) C
(ix) CH
(x) CH
(xi) HC
(xii) HC
(xiii) C
(xiv) C
(xv) HCHO
(xvi) HCHO
(xvii) THCE=1.24+(13.8756/32.042)(5.43)+(13.8756/30.0262)(0.1275)=3.65 grams per test phase.
(xviii) NOx
(xix) NOx
(xx) CO
(xxi) CO
(xxii) CO
(xxiii) CO
(2) For the stabilized portion of the cold start test assume that similar calculations resulted in the following:
(i) THCE=0.55 grams per test phase.
(ii) NOx
(iii) CO
(iv) CO
(v) D
(3) For the “transient” portion of the hot start test assume that similar calculations resulted in the following:
(i) THCE=0.67 grams as carbon equivalent per test phase.
(ii) NOx
(iii) CO
(iv) CO
(v) D
(4) Weighted emission results:
(i) THCE
(ii) NOx
(iii) CO
(iv) CO
The final reported test results shall be computed by use of the following formula:
(a) For light-duty vehicles and light duty trucks:
(1) Y
(2) Y
(3) Y
(4) Y
(5) D
(6) D
(7) D
(b) The mass of each pollutant for each phase of both the cold start test and the hot start test is determined from the following:
(1) Total hydrocarbon mass:
(2) Oxides of nitrogen mass:
(3) Carbon monoxide mass:
(4) Carbon dioxide mass:
(5) Methanol mass:
(6) Formaldehyde mass:
(7) Total hydrocarbon equivalent mass:
(8) Non-methane hydrocarbon mass:
(9) Non-methane hydrocarbon equivalent mass:
(10) Methane mass:
(c) Meaning of symbols:
(1)(i) HC
(ii) Density
(A)
(B)
(iii)(A) HC
(B) HC
(iv)(A) HC
(B) HC
(v) FID HC
(vi) r=FID response to methanol.
(vii) C
(viii)(A) HC
(B) HC
(ix) FID HC
(x) C
(2)(i) NOx
(ii) Density
(iii)(A) NOx
(B) NOx
(iv) NOx
(v) NOx
(3)(i) CO
(ii) Density
(iii)(A) CO
(B) CO
(iv)(A) CO
(B) CO
(C) CO
(v) CO
(vi) CO
(vii) R = Relative humidity of the dilution air, in percent (see § 86.142(n)).
(viii)(A) CO
(B) CO
(ix) CO
If a CO instrument which meets the criteria specified in § 86.111 is used and the conditioning column has been deleted, CO
(4)(i) CO
(ii) Density CO
(iii)(A) CO
(B) CO
(iv) CO
(5)(i) CH
(ii) Density
(iii)(A) CH
(B) CH
(iv)(A) C
(B)
(v)(A) C
(B)
(vi) T
(vii) T
(viii) P
(ix) V
(x) V
(xi) C
(xii) C
(xiii) AVS=Volume of absorbing reagent (deionized water) in impinger through which methanol sample from dilute exhaust is drawn, ml.
(xiv) AVD=Volume of absorbing reagent (deionized water) in impinger through which methanol sample from dilution air is drawn, ml.
(xv) 1=first impinger.
(xvi) 2=second impinger.
(xvii) 1 = first impinger.
(xviii) 2 = second impinger.
(6)(i) HCHO
(ii) Density
(iii)(A) HCHO
(B) HCHO
(iv)(A) C
(B)
(v)(A) C
(B)
(vi) C
(vii) V
(viii)(A) Q = Ratio of molecular weights of formaldehyde to its DNPH derivative.
(B) Q = 0.1429.
(ix) T
(x) V
(xi) P
(xii) C
(xiii) V
(xiv) T
(xv) V
(7)(i) DF = 13.4/[CO
(ii) For methanol-fueled vehicles, where fuel composition is C
(iii)
(iv)(A) K
(B) K
(C)
(v)(A) H=Absolute humidity in grains (grams) of water per pound (kilogram) of dry air.
(B) H=[(43.478)R
(C)
(vi) R
(vii) P
(viii) P
(ix)(A) V
(B) For PDP-CVS, V
(C)
(x) V
(xi) N=Number of revolutions of the positive displacement pump during the test phase while samples are being collected.
(xii) P
(xiii) P
(xiv) T
(8)(i) NMHC
(ii) Density
(A)
(B) For natural gas and liquefied petroleum gas fuel; Density
(iii)(A) CH
(B) CH
(iv) CH
(v) CH
(vi) r
(9)(i) CH
(ii) Density
(d) For petroleum-fueled vehicles, example calculation of mass values of exhaust emissions using positive displacement pump:
(1) For the “transient” phase of the cold start test assume the following: V
(i) V
(ii) H = (43.478)(48.2)(22.225)/762 − (22.225)(48.2/100) = 62 grains of water per pound of dry air.
(iii) K
(iv) CO
(v) CO
(vi) DF = 13.4/[1.43 + 10
(vii) HC
(viii) HC
(ix) NOx
(x) NOx
(xi) CO
(xii) CO
(xiii) CO
(xiv) CO
(xv) CH
(xvi) NMHC
(xvii) NMHC
(2) For the stabilized portion of the cold start test assume that similar calculations resulted in the following:
(i) HC
(ii) NOx
(iii) CO
(iv) CO
(v) D
(vi) NMHC
(3) For the “transient” portion of the hot start test assume that similar calculations resulted in the following:
(i) HC
(ii) NOx
(iii) CO
(iv) CO
(v) D
(vi) NMHC
(4) Weighted mass emission results:
(i) HC
(ii) NOx
(iii) CO
(iv) CO
(v) NMHC
(e) For methanol-fueled vehicles with measured fuel composition of CH
(1) For the “transient” phase of the cold start test assume the following: V
(i) V
(ii) H=(43.478)(37.5)(22.02)/[725.42-(22.02x37.5/100)]=50 grains of water per pound of dry air.
(iii) K
(iv) CO
(v) CO
(vi) C
(vii) HCe=14.65−(0.788)(10.86)=6.092.
(viii) DF = 100(1/[1 + (3.487/2) + 3.76(1 + (3.487/4) − (0.763/2))])/0.469 + (6.092 + 96.332 + 10.86 + 0.664)(10
(ix) C
(x) CH
(xi) CH
(xii) HC
(xiii) HC
(xiv) C
(xv) C
(xvi) HCHO
(xvii) HCHO
(xviii) THCE=0.35+(13.8756/32.042)(2.44)+(13.8756/ 30.0262)(0.1405)=1.47 grams per test phase.
(xix) NO
(xx) NO
(xxi) CO
(xxii) CO
(xxiii) CO2
(xxiv) CO2
(xxv) CH4
(xxvi) NMHC
(xxvii) NMHC
(xxviii) NMHCE
(2) For the stabilized portion of the cold start test assume that similar calculations resulted in the following:
(i) THCE=0.143 grams per test phase.
(ii) NO
(iii) CO
(iv) CO
(v) D
(vi) NMHCE=0.113 grams per test phase.
(3) For the “transient” portion of the hot start test assume that similar calculations resulted in the following:
(i) THCE=0.488 grams as carbon equivalent per test phase.
(ii) NO
(iii) CO
(iv) CO
(v) D
(vi) NMHCE=0.426 grams per test phase.
(4) Weighted emission results:
(i) THCE
(ii) NOx
(iii) CO
(iv) CO2
(v) NMHCE
(a) The final reported test results for the mass particulate (M
(1) M
(2) M
(3) M
(4) D
(5) D
(6) D
(b) The mass of particulate for each phase of testing is determined as follows:
(1) j = 1, 2 or 3 depending on which phase the mass of particulate is being determined for (i.e., the “transient” phase of the cold start test, the “stabilized” phase of the cold start test, or the “transient” phase of the hot start test).
(2) V
(3)
(4) P
(i) The background particulate level, P
(ii) Any manufacturer may make the same assumption without prior EPA approval.
(iii) If P
(6) V
(i) V
(ii) P
(iii) P
(iv) T
(7) V
(i) V
(ii) P
(iii) P
(iv) T
(8) DF = dilution factor. (DF is not required if P
(a) The vehicle is fueled at a rate of 10 gal/min to test for fuel spitback emissions. All liquid fuel spitback emissions that occur during the test are collected in a bag made of a material impermeable to hydrocarbons or methanol. The bag shall be designed and used so that liquid fuel does not spit back onto the vehicle body, adjacent floor, etc., and it must not impede the free flow of displaced gasoline vapor from the orifice of the filler pipe. The bag must be designed to permit passage of the dispensing nozzle through the bag. If the bag has been used for previous testing, sufficient time shall be allowed for the bag to dry out. The dispensing nozzle shall be a commercial model, not equipped with vapor recovery hardware.
(b) Ambient temperature levels encountered by the test vehicle shall be not less than 68 °F nor more than 86 °F. The temperatures monitored during testing must be representative of those experienced by the test vehicle. The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(c) Measure and record the mass of the bag to be used for collecting spitback emissions to the nearest 0.01 gram.
(d) Drain the fuel tank(s) and fill with test fuel, as specified in § 86.113, to 10 percent of the reported nominal fuel
(e) The vehicle shall be soaked at 80
(f) Following the preconditioning drive, the vehicle shall be moved or driven at minimum throttle to the refueling area.
(g) All areas in proximity to the vehicle fuel fill orifice and the dispenser nozzle itself shall be completely dry of liquid fuel.
(h) The fuel filler neck shall be snugly fitted with the vented bag to capture any fuel emissions. The fuel nozzle shall be inserted through the bag into the filler neck of the test vehicle to its maximum penetration. The plane of the nozzle's handle shall be perpendicular to the floor of the laboratory.
(i) The fueling procedure consists of dispensing fuel through a nozzle, interrupted by a series of automatic shutoffs. A minimum of 3 seconds shall elapse between any automatic shutoff and subsequent resumption of dispensing. Dispensing may not be manually terminated, unless the test vehicle has already clearly failed the test. The vehicle shall be fueled according to the following procedure:
(1) The fueling operation shall be started within 4 minutes after the vehicle is turned off and within 8 minutes after completion of the preconditioning drive. The average temperature of the dispensed fuel shall be 65
(2) The fuel shall be dispensed at a rate of 9.8
(3) If the automatic shutoff is activated before the nozzle has dispensed an amount of fuel equal to 70 percent of the tank's nominal capacity, the dispensing may be resumed at a reduced rate. Repeat as necessary until the nozzle has dispensed an amount of fuel equal to at least 70 percent of the tank's nominal capacity.
(4) Once the automatic shutoff is activated after the nozzle has dispensed an amount of fuel equal to 70 percent of the tank's nominal capacity, the fuel shall be dispensed at a rate of 5
(5) If the nozzle has dispensed an amount of fuel less than 85 percent of the tank's nominal capacity after the two additional dispensing restarts, dispensing shall be resumed, and shall continue through as many automatic shutoffs as necessary to achieve this level. This completes the fueling procedure.
(j) Withdraw the nozzle from the vehicle and the bag, holding the tip of the nozzle upward to avoid any dripping into the bag.
(k) Within 1 minute after completion of the fueling event, the bag shall be folded to minimize the vapor volume inside the bag. The bag shall be folded as quickly as possible to prevent evaporation of collected emissions.
(l) Within 5 minutes after completion of the fueling event, the mass of the bag and its contents shall be measured and recorded (consistent with paragraph (c) of this section). The bag shall be weighed as quickly as possible to prevent evaporation of collected emissions.
(a) The refueling emissions test procedure described in this and subsequent sections is used to determine the conformity of vehicles with the refueling emissions standards set forth in subpart A of this part for light-duty vehicles and light-duty trucks. The refueling emissions test procedure may be performed as an individual test or in combination with the evaporative and exhaust emissions test sequences of § 86.130-96.
(b) The refueling emissions test is designed to measure hydrocarbon emissions resulting from the generation or displacement of fuel tank vapor during vehicle refueling. The refueling emissions shall be measured by the enclosure technique.
(c) All emission control systems installed on or incorporated in a new
(1) In cases of component malfunction or failure; and
(2) during certain specified fuel drain and fill operations, at which times the refueling emission control canister is disconnected. Maintenance to correct component malfunction or failure shall be authorized in accordance with § 86.098-25.
(d)
(a) The refueling emissions procedure, shown in Figure B98-12, starts with the stabilizing of the vehicle and the loading of the refueling emissions canister(s) to breakthrough, and continues with the vehicle drive for purging of the canister, followed by the refueling emissions measurement. The test is conducted following §§ 86.152-98 through 86.154-98 in order.
(b) Ambient temperature levels encountered by the test vehicle throughout the test sequence shall not be less than 68 °F (20 °C) nor more than 86 °F (30 °C).
(c) The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(a) Provide additional fittings and adapters, as required, to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle. The canister shall not be removed from the vehicle, unless access to the canister in its normal location is so restricted that purging and loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system. A replacement canister may be temporarily installed during the soak period while the canister from the test vehicle is preconditioned.
(b) Provide valving or other means to allow the venting of the refueling vapor line to the atmosphere rather than to the refueling emissions canister(s) when required by this test procedure.
(c) For preconditioning that involves loading the vapor collection canister(s) with butane, provide valving or other means as necessary to allow loading of the canister(s).
(a)
(b)
(1)
(2)
(c)
(2) To provide additional opportunity for canister purge, conduct additional driving on a dynamometer, within one hour of completion of the hot start exhaust test, by operating the test vehicle through one UDDS, a 2 minute idle, two NYCCs, another 2 minute idle, another UDDS, then another 2 minute idle (see § 86.115-78 and appendix I of this part). Fifteen seconds after the engine starts, place the transmission in gear. Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule. The transmission shall be operated according to the specifications of § 86.128-79 during the driving cycles. The vehicle's air conditioner (if so equipped) shall be turned off. Ambient temperature shall be controlled as specified in § 86.151-98. It is not necessary to monitor and/or control in-tank fuel temperatures.
(i) The fixed-speed fan specified in § 86.135-94(b) may be used for engine cooling. If a fixed-speed fan is used, the vehicle's hood shall be opened.
(ii) Alternatively, the roadspeed-modulated fan specified in § 86.107-96(d)(1) may be used for engine cooling.
(d)
(1)
(ii) Except with the advance approval of the Administrator, the number of UDDSs required to consume 85 percent of tank fuel capacity (total capacity of both tanks when the vehicle is equipped with dual fuel tanks) shall be determined from the fuel economy on the UDDS applicable to the test vehicle and from the number of gallons to the nearest 0.1 gallon (0.38 liter) that constitutes 85 percent of tank volume. If this “fuel consumed point” occurs partway through a UDDS cycle, the cycle shall be completed in its entirety.
(iii) For vehicles equipped with dual fuel tanks, fuel switching from the first tank to the second tank shall occur at the 10 percent volume of the first tank regardless of the point in the UDDS cycle at which this occurs.
(iv) If necessary to accommodate work schedules, the engine may be turned off and the vehicle parked on the dynamometer. The vehicle may be parked off of the dynamometer to facilitate maintenance or repairs if required.
(v) During the driving on the dynamometer, a cooling fan(s) shall be positioned as described in § 86.135-94(b).
(2)
(ii) If the distance from the emission laboratory to the test track is less than 5 miles (8.05 km) the vehicle may be driven to the test track at a speed not to exceed 25 mph. If the distance is greater than 5 miles (8.05 km) the vehicle shall be moved to the test track with the engine off.
(iii) Except with the advance approval of the Administrator, the number of UDDSs required to consume 85 percent of tank fuel capacity (total capacity of both tanks when the vehicle is equipped with dual fuel tanks) shall be determined from the fuel economy on the UDDS applicable to the test vehicle and from the number of gallons to the nearest 0.1 gallon (0.38 liter) that constitutes 85 percent of tank volume. If this “fuel consumed point” occurs partway through a UDDS cycle, the cycle shall be completed in its entirety.
(iv) The vehicle shall be driven at a speed not to exceed 25 mph from the
(v) For vehicles equipped with dual fuel tanks, fuel switching from the first tank to the second tank shall occur at the 10 percent volume of the first tank regardless of the point in the UDDS cycle at which this occurs.
(vi) If necessary to accommodate work schedules, the engine may be turned off and the vehicle parked on the test track. The vehicle may be parked off of the test track to facilitate maintenance or repairs if required. If the vehicle is moved from the test track, it shall be returned to the track with the engine off when mileage accumulation is to be resumed.
(3)
(e)
(2)
(a) The refueling test measurement procedure described in this section immediately follows the vehicle and canister preconditioning described in § 86.153-98.
(b) The refueling emission enclosure shall be purged for several minutes immediately prior to the test. Warning: If at any time the concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C, the enclosure should be immediately purged. This concentration provides a 4:1 safety factor against the lean flammability limit.
(c)(1) The FID (or HFID) hydrocarbon analyzer, and additional analyzer, if needed, shall be zeroed and spanned immediately prior to the test.
(2) For methanol-fueled vehicles only, impingers charged with known volumes of pure deionized water shall be placed in the methanol sampling system.
(d) If not already on, the enclosure mixing fan and the spilled fuel mixing blower shall be turned on at this time.
(e) The refueling emission measurement portion of the refueling test shall be performed as follows:
(1) The line from the fuel tank(s) to the refueling emissions canister(s) shall be connected.
(2) The test vehicle, with the engine shut off, shall be moved into the enclosure. The test vehicle windows and luggage compartment shall be opened if not already open.
(3) An electrical ground shall be attached to the vehicle. The vehicle fuel filler cap shall be removed and the enclosure door shall be closed and sealed within two minutes of cap removal. The FID (or HFID) trace shall be allowed to stabilize.
(4) The dispensed fuel temperature recording system shall be started.
(5)(i) Within 10 minutes of closing and sealing the doors, analyze enclosure atmosphere for hydrocarbons and record. This is the initial (time=0 minutes) hydrocarbon concentration, C
(ii) For methanol-fueled vehicles only, measure the initial concentration of methanol as described in § 86.133-96(i)(6).
(6) Within one minute of obtaining the initial FID (or HFID) reading, and methanol reading if applicable, the fuel nozzle shall be inserted into the filler neck of the test vehicle, to its maximum penetration, and the refueling operation shall be started. The plane of the nozzle's handle shall be approximately perpendicular to the floor of the laboratory. The fuel shall be dispensed at a temperature of 67
(7)(i)
(ii)
(8)(i) The final reading of the evaporative enclosure FID analyzer shall be taken 60
(ii)
(9) For vehicles equipped with more than one fuel tank, the procedures described in this section shall be performed for each fuel tank.
The following information shall be recorded with respect to each test:
(a) Test number.
(b) System or device tested (brief description).
(c) Date and time of day.
(d) Instrument operated.
(e) Operator.
(f) Vehicle: ID number, manufacturer, model year, engine family, evaporative/refueling emission family, refueling emission control system, refueling emissions canister continuous drive purge miles and number of UDDSs driven for non-integrated systems, fuel system (including fuel tank(s) capacity and location), basic engine description (including displacement, number of cylinders, turbocharger (if used), and catalyst usage), engine code, and odometer reading.
(g) All pertinent instrument information including nozzle and fuel delivery system description. As an alternative,
(h) Recorder charts: Identify zero, span, and enclosure gas sample traces.
(i) Enclosure barometric pressure and ambient temperature: a central laboratory barometer may be used,
(j) Temperatures: Soak area; dispensed fuel, initial and final.
(k) Fuel dispensing rate(s).
(l) Dispensed fuel volume.
(m) For methanol-fueled vehicles:
(1) Volume of sample passed through the methanol sampling system and the volume of deionized water in each impinger.
(2) The methanol concentration in the reference sample and the peak area from the GC analysis of the reference sample.
(3) The peak area of the GC analyses of the test samples (methanol).
(n) All additional information necessary for the calculations specified in § 86.156-98.
(a) The calculation of the net hydrocarbon mass change and methanol mass change (if applicable) in the enclosure is used to determine refueling mass emissions. The mass is calculated from initial and final hydrocarbon and methanol (if applicable) concentrations in ppm carbon, initial and final enclosure ambient temperatures, initial and final barometric pressures, and net enclosure volume using the equations of § 86.143-96. For vehicles with multiple tanks, the results for each tank shall be calculated and then summed to determine overall refueling emissions.
(b) The final results for comparison with the refueling control emission standard shall be computed by dividing the total refueling mass emissions by the total gallons of fuel dispensed in the refueling test (see § 86.154-98(e)(7)(ii)).
(c) The results of all emission tests shall be rounded, in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in § 86.094-28(a)(4)(i)(B)(
(a)
(2) The refueling equipment nozzle specifications shall meet the requirements described in § 80.32.
(b)
(2) Ambient temperature levels encountered by the test vehicle throughout the test sequence shall not be less than 68 °F (20 °C) nor more than 86 °F (30 °C).
(3) The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(c)
(2) The vehicle shall be parked (without starting the engine) within the temperature range specified in paragraph (a)(2) of this section for a minimum of one hour and a maximum of six hours.
(d)
(2) Within one minute of obtaining the initial FID (or HFID) reading, the dispensed fuel nozzle shall be attached to the vehicle fuel receptacle, and the refueling operation shall be started. If the vehicle is equipped with a fixed liquid level gauge or other gauge or valve
(3) The fuel flow shall continue until the amount of fuel dispensed is at least 85 percent of nominal fuel tank capacity, determined to the nearest one-tenth of a U.S. gallon (0.38 liter).
(4) Following the fuel shut-off the fixed liquid level gauge or other gauges or valves, if open, shall be closed and the nozzle disconnected.
(5) The final reading of the evaporative enclosure FID (or HFID) analyzer shall be taken 60
(6) For vehicles equipped with more than one fuel tank, the procedures described in this section shall be performed for each fuel tank.
(e)
(2) Vehicle: ID number, manufacturer, model year, engine family, evaporative/refueling emission family, fuel tank(s) capacity, basic fuel system description and odometer reading.
(3) All pertinent instrument information including nozzle and fuel delivery system description. As an alternative, a reference to a vehicle test cell number may be used, with advance approval of the Administrator, provided test cell calibration records show the pertinent instrument information.
(4) All additional information necessary for the calculations specified in paragraph (f) of this section.
(f)
(2) The final results for comparison with the refueling control emission standard shall be computed by dividing the total refueling mass emissions by the total gallons of fuel dispensed in the refueling test (see paragraph (d)(3) of this section).
(3) The results of all emission tests shall be rounded, in accordance with ASTM E 29-67 to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure. This procedure has been incorporated by reference (see § 86.1).
The procedures described in §§ 86.158-00, 86.159-00, 86.160-00, and 86.166-00 discuss the aggressive driving (US06) and air conditioning (SC03) elements of the Supplemental Federal Test Procedures (SFTP). These test procedures consist of two separable test elements: A sequence of vehicle operation that tests exhaust emissions with a driving schedule (US06) that tests exhaust emissions under high speeds and accelerations (aggressive driving); and a sequence of vehicle operation that tests exhaust emissions with a driving schedule (SC03) which includes the impacts of actual air conditioning operation. These test procedures (and the associated standards set forth in subpart A of this part) are applicable to light-duty vehicles and light-duty trucks.
(a) Vehicles are tested for the exhaust emissions of THC, CO, NO
(b) Each test procedure follows the vehicle preconditioning specified in § 86.132-00.
(c)
(d)
(e) The emission results from the aggressive driving test (§ 86.159-00), air conditioning test (§ 86.160-00), and a FTP test (§ 86.130-00 (a) through (d) and (f)) (conducted on a large single roll or equivalent dynamometer) are analyzed according to the calculation methodology in § 86.164-00 and compared to the applicable SFTP emission standards in subpart A of this part (§§ 86.108-00 and 86.109-00).
(f) These test procedures may be run in any sequence that maintains the applicable preconditioning elements specified in § 86.132-00.
(a)
(b)
(2) Position (vehicle can be driven) the test vehicle on the dynamometer and restrain.
(3) Required US06 schedule test dynamometer inertia weight class selections are determined by the test vehicles test weight basis and corresponding equivalent weight as listed in the tabular information of § 86.129-94(a) and discussed in § 86.129-00 (e) and (f).
(4) Set the dynamometer test inertia weight and roadload horsepower requirements for the test vehicle (see § 86.129-00 (e) and (f). The dynamometer's horsepower adjustment settings shall be set to match the force imposed during dynamometer operation with actual road load force at all speeds.
(5) The vehicle speed as measured from the dynamometer rolls shall be
(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 vehicles will be tested in a two-wheel drive mode of operation. Full-time four-wheel drive vehicles will have one set of drive wheels temporarily disengaged by the vehicle manufacturer. Four-wheel drive vehicles which can be manually shifted to a two-wheel mode will be tested in the normal on-highway two-wheel drive mode of operation.
(9) During dynamometer operation, a fixed speed cooling fan with a maximum discharge velocity of 15,000 cfm will be positioned so as to direct cooling air to the vehicle in an appropriate manner with the engine compartment cover open. In the case of vehicles with front engine compartments, the fan shall be positioned within 24 inches (61 centimeters) of the vehicle. In the case of vehicles with rear engine compartments (or if special designs make the above impractical), the cooling fan(s) shall be placed in a position to provide sufficient air to maintain vehicle cooling. The Administrator may approve modified cooling configurations or additional cooling if necessary to satisfactorily perform the test. In approving requests for additional or modified cooling, the Administrator will consider such items as actual road cooling data and whether such additional cooling is needed to provide a representative test.
(c) The flow capacity of the CVS shall be large enough to virtually eliminate water condensation in the system.
(d) Practice runs over the prescribed driving schedule may be performed at test point, provided an emission sample is not taken, for the purpose of finding the appropriate throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustment.
(e) Perform the test bench sampling sequence outlined in § 86.140-94 prior to or in conjunction with each series of exhaust emission measurements.
(f)
(2) The following steps shall be taken for each test:
(i) Immediately after completion of the preconditioning, idle the vehicle. The idle period is not to be less than one minute or not greater than two minutes.
(ii) With the sample selector valves in the “standby” position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(iii) Start the CVS (if not already on), the sample pumps, the temperature recorder, the vehicle cooling fan, and the heated THC analysis recorder (diesel-cycle only). The heat exchanger of the constant volume sampler, if used, petroleum-fueled diesel-cycle THC analyzer continuous sample line should be preheated to their respective operating temperatures before the test begins.
(iv) Adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero.
(A) For gaseous bag samples (except THC samples), the minimum flow rate is 0.17 cfm (0.08 liters/sec).
(B) For THC samples, the minimum FID (or HFID in the case of diesel-cycle vehicles) flow rate is 0.066 cfm (0.031 liters/sec).
(C) CFV sample flow rate is fixed by the venturi design.
(v) Attach the exhaust tube to the vehicle tailpipe(s).
(vi) Start the gas flow measuring device, position the sample selector valves to direct the sample flow into the exhaust sample bag, the dilution air sample bag, turn on the petroleum-
(vii) Place vehicle in gear after starting the gas flow measuring device, but prior to the first acceleration. Begin the first acceleration 5 seconds after starting the measuring device.
(viii) Operate the vehicle according to the US06 driving schedule, as described in appendix I, paragraph (g), of this part. Manual transmission vehicles shall be shifted according to the manufacturer recommended shift schedule, subject to review and approval by the Administrator. For further guidance on transmissions see § 86.128-00.
(ix) Turn the engine off 2 seconds after the end of the last deceleration.
(x) Five seconds after the engine stops running, simultaneously turn off gas flow measuring device No. 1 (and the petroleum-fueled diesel hydrocarbon integrator No. 1 and mark the petroleum-fueled diesel hydrocarbon recorder chart if applicable) and position the sample selector valves to the “standby” position. Record the measured roll or shaft revolutions and the No. 1 gas meter reading or flow measurement instrument.
(xi) As soon as possible, transfer the exhaust and dilution air bag samples to the analytical system and process the samples according to § 86.140-94 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.
(xii) Immediately after the end of the sample period, turn off the cooling fan, close the engine compartment cover, disconnect the exhaust tube from the vehicle tailpipe(s), and drive the vehicle from dynamometer.
(xiii) The CVS or CFV may be turned off, if desired.
At 61 FR 54894, Oct. 22, 1996, § 86.159-00 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
(a)
(b)
(2) Position (vehicle can be driven) the test vehicle on the dynamometer and restrain.
(3) Required SC03 schedule test dynamometer inertia weight class selections are determined by the test vehicles test weight basis and corresponding equivalent weight as listed in the tabular information of § 86.129-00(a) and discussed in § 86.129-00 (e) and (f).
(4) Set the dynamometer test inertia weight and roadload horsepower requirements for the test vehicle (see § 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 vehicles will be tested in a two-wheel drive mode of operation. Full-time four-wheel drive vehicles will have one set of drive wheels temporarily disengaged by the vehicle manufacturer. Four-wheel drive vehicles which can be manually shifted to a two-wheel mode will be tested in the normal on-highway two-wheel drive mode of operation.
(c)
(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 § 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 SC03 driving schedule. See § 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) Close all vehicle windows.
(4) Connect the emission test sampling system to the vehicle's exhaust tail pipe(s).
(5)(i) Set the environmental test cell ambient test conditions to the conditions defined in § 86.161-00.
(ii) Turn on the solar heating system.
(iii) All vehicle test phases of preconditioning, soak, and the official SC03 test cycle are to be performed in this set of ambient test conditions.
(6) Set the air conditioning system controls as follows:
(i) A/C mode setting at Maximum.
(ii) Airflow setting at Recirculate, if so equipped.
(iii) Fan setting at Highest setting.
(iv) A/C Temperature setting at full cool (for automatic systems set at 72 °F).
(v) Air conditioning controls should be placed in the “on” position prior to vehicle starting so that the air conditioning system is active whenever the engine is running.
(7) Start the vehicle (with air conditioning system on) and conduct a preconditioning cycle as discussed in § 86.132-00(o)(1).
(i) If engine stalling should occur during any air conditioning test cycle
(ii) For manual transmission vehicles, the vehicle shall be shifted according the provisions of § 86.128-00.
(8) Following the preconditioning cycle, the test vehicle (and consequently the air conditioning system) and cooling fan(s) are turned off and the vehicle is allowed to soak in the ambient conditions of paragraph (c)(5) of this section for 10
(9) Start engine (with air conditioning system also running). Fifteen seconds after the engine starts, place vehicle in gear.
(10) Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule.
(11) Operate the vehicle according to the SC03 driving schedule, as described in appendix I, paragraph (h), of this part.
(12) Turn the engine off 2 seconds after the end of the last deceleration.
(d)
(1) Perform the test bench sampling calibration sequence outlined in § 86.140-94 prior to or in conjunction with each series of exhaust emission measurements.
(2) With the sample selector valves in the “standby” position, connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(3) Start the CVS (if not already on), the sample pumps, the temperature recorder, the vehicle cooling fan, and the heated THC analysis recorder (diesel-cycle only). The heat exchanger of the constant volume sampler, if used, petroleum-fueled diesel-cycle THC analyzer continuous sample line should be preheated to their respective operating temperatures before the test begins.
(4) Adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero.
(i) For gaseous bag samples (except THC samples), the minimum flow rate is 0.17 cfm (0.08 liters/sec).
(ii) For THC samples, the minimum FID (or HFID in the case of diesel-cycle vehicles) flow rate is 0.066 cfm (0.031 1/sec).
(iii) CFV sample flow rate is fixed by the venturi design.
(5) Attach the exhaust tube to the vehicle tailpipe(s).
(6) Start the gas flow measuring device, position the sample selector valves to direct the sample flow into the exhaust sample bag, the dilution air sample bag, turn on the petroleum-fueled diesel-cycle THC analyzer system integrator, mark the recorder chart, and record both gas meter or flow measurement instrument readings, if applicable.
(7) Start the engine (with air conditioning system also running). Fifteen seconds after the engine starts, place vehicle in gear.
(8) Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule.
(9) Operate the vehicle according to the SC03 driving schedule.
(10) Turn the engine off 2 seconds after the end of the last deceleration.
(11) Five seconds after the engine stops running, simultaneously turn off gas flow measuring device No. 1 (and the petroleum-fueled diesel hydrocarbon integrator No. 1 and mark the petroleum-fueled diesel hydrocarbon recorder chart if applicable) and position the sample selector valves to the “standby” position. Record the measured roll or shaft revolutions and the No. 1 gas meter reading or flow measurement instrument).
(12) As soon as possible, transfer the exhaust and dilution air bag samples to the analytical system and process the samples according to § 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.
(13) Immediately after the end of the sample period, turn off the cooling fan, close the engine compartment cover, disconnect the exhaust tube from the vehicle tailpipe(s), and drive the vehicle from dynamometer.
(14) The CVS or CFV may be turned off, if desired.
(e)
At 61 FR 54895, Oct. 22, 1996, § 86.160-00 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
The goal of an air conditioning test facility is to simulate the impact of an ambient heat load on the power requirements of the vehicle's air conditioning compressor while operating on a specific driving cycle. The environmental facility control elements that are discussed are ambient air temperature and humidity, minimum test cell size, solar heating, and vehicle frontal air flow.
(a)
(2) 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.
(b)
(2) 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.
(c)
(2) Test cells with smaller size dimensions may be approved by the Administrator if it can be shown that all of the ambient test condition performance requirements are satisfied.
(d)
(A) Metal halide;
(B) Quartz halogen with dichroic mirrors; and
(C) Sodium iodide.
(ii) The Administrator will approve other types of radiant energy emitters if the manufacturer can show they satisfy the requirements of this section.
(2) The height of the minimal cell size will dictate the type of radiant energy source that will satisfy the spectral distribution and uniformity definitions of this section.
(3) Radiant energy specifications. (i) Simulated solar radiant energy intensity is determined as an average of the two points measured at:
(A) Centerline of the test vehicle at the base of the windshield.
(B) Centerline of the vehicle at the base of the rear window (truck and van location defined as bottom of vertical window or where an optional window would be located).
(ii) The radiant energy intensity set point is 850
(iii) The definition of an acceptable spectral distribution is contained in the following table:
(iv) The angle of incidence of radiant energy is defined as 90 degrees from the test cell floor.
(v) The requirements for measuring the uniformity of radiant energy are:
(A) The radiant energy uniformity tolerance is
(B) The uniformity of radiant energy intensity is measured at each point of
(C) Radiant energy uniformity must be checked at least every 500 hours of emitter usage or every six months depending on which covers the shorter time period; and every time major changes in the solar simulation hardware occur.
(vi) The radiant energy intensity measurement instrument specifications (minimum) are:
(A) Sensitivity of 9 microvolts per watt/square meter;
(B) Response time of 1 second;
(C) Linearity of
(D) Cosine of
(e)
(1) The minimum air flow nozzle discharge area must be equal or exceed the vehicle frontal inlet area. Optimum discharge area is 18 square feet (4.25 x 4.25), however, other sizes can be used.
(2) Air flow volumes must be proportional to vehicle speed. With the above optimum discharge size, the fan volume would vary from 0 cubic feet/minute (cfm) at 0 mph to approximately 95,000 cfm at 60 mph. If this fan is also the only source of cell air circulation or if fan operational mechanics make the 0 mph air flow requirement impractical, air flow of 2 mph or less will be allowed at 0 mph vehicle speed.
(3) The fan air flow velocity vector perpendicular to the axial flow velocity vector shall be less than 10 percent of the mean velocity measured at fan speeds corresponding to vehicle speeds of 20 and 40 mph.
(4)(i) Fan axial air flow velocity is measured two feet from nozzle outlet at each point of a one foot grid over the entire discharge area.
(ii) The uniformity of axial flow tolerance is 20 percent of the fan speeds corresponding to vehicle speeds of 20 and 40 mph.
(5) The instrument used to verify the air velocity must have an accuracy of 2 percent of the measured air flow speed.
(6) The fan discharge nozzle must be located 2 to 3 feet from the vehicle and 0 to 6 inches above the test cell floor during air conditioning testing. This applies to non-wind tunnel environmental test cells only.
(7) The design specifications discussed in paragraphs (e)(1) through (e)(5) of this section must be verified by the manufacturer prior to conducting certification air conditioning tests.
At 61 FR 54897, Oct. 22, 1996, § 86.161-00 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
The alternative air conditioning test procedures AC1 and AC2 are approved by the Administrator for all light-duty vehicles and light-duty trucks only for the model years of 2000, 2001, and 2002. To obtain Administrator approval of other simulation test procedures a manufacturer must satisfy the requirements of paragraph (a) of this section and meet the requirements of § 86.163-00. Air conditioning tests AC1 and AC2 are simulations of the environmental test cell air conditioning test discussed in § 86.160-00. AC1 simulates, in standard test cell ambient conditions and with the air conditioning off, the exhaust emission results of air conditioning operation in an environmental test cell by adding additional power requirements to roadload dynamometer requirements. AC2 simulates, in standard test cell ambient conditions and with the air conditioning controls in the heat position, the exhaust emission results of air conditioning operation in an environmental test cell by adding a heat load to the passenger compartment. The only differences between the test activities described in § 86.160-00 and those for AC1 and AC2 occur as the result of how the effect of the environmental cell ambient test conditions, defined in § 86.160-00(c)(5)(i), are simulated in a standard test cell nominal
(a) Upon petition from a manufacturer or upon the Agency's own initiative, the Administrator will approve a simulation of the environmental cell for air conditioning test (SC03) described in § 86.160-00 providing that the procedure can be run by the Administrator for SEA and in-use enforcement testing and providing that the criteria of paragraphs (a)(1)(2), and (3) of this section are satisfied.
(1) In deciding whether approvals will be granted, the Administrator may consider data showing how well the simulation matches environmental cell test data for the range of vehicles to be covered by the simulation including items such as the tailpipe emissions, air conditioning compressor load, and fuel economy.
(2) The Administrator has approved test procedures AC1 and AC2 for only the model years of 2000, 2001, and 2002.
(3) Excluding the AC1 and AC2 procedures described in paragraphs (b) and (c) of this section for model years 2000, 2001, and 2002, for any simulation approved under paragraph (a) of this section, the manufacturer must agree to be subject to an ongoing yearly correlation spot check as described in § 86.163-00.
(4) Once a simulation is approved and used by a manufacturer for testing for a given vehicle, EPA agrees to use the simulation test procedure for all official testing conducted on that vehicle by the Agency for certification, SEA, and recall purposes, excluding spot check testing and vehicles which fail the spot check criteria as described in § 86.163-00.
(5) EPA will moniter the aggregate results of spot check testing and full environmental test cells. If EPA determines, based on such aggregate results, that any simulation (other than the AC1 and AC2 procedures described in paragraphs (b) and (c) of this section for the 2000, 2001, and 2002 model years) is producing test results consistantly below those from a full environmental test cell, EPA may review its approval of the simulation.
(b)
(2) Section 86.160-00(b) is applicable to the AC1 test procedure except that the dynamometer horsepower settings procedure of § 86.160-00(b)(4) is expanded to include a horsepower increase adjustment.
(i) The following describes one acceptable method of obtaining the required compressor horsepower and the corresponding roadload equivalent horsepower adjustment. Air compressor horsepower is measured during a SC03 air conditioning test cycle while operating in an environmental test cell as described in § 86.160-00.
(A) Install an air conditioning (A/C) compressor with a strain-gauged input shaft that measures shaft torque in foot pounds. Other measurement techniques that produce data that can be shown will estimate A/C compressor horsepower are also acceptable.
(B) Obtain the engine crankshaft to -A/C compressor pulley diameter (D) ratio (ACPR) as:
(C) Record the following parameters, as a function of accumulated time (t), at least once per second from second 0 to second 600 while driving the SC03 cycle with the air conditioning system operating.
(
(
(D) For each second of data recorded from paragraph (b)(2)(i)(C) of this section, calculate compressor horsepower (CHP
(E) For each second of accumulated time and the data of paragraph (b)(2)(i) (B) and (D) of this section, determine a value of air conditioning compressor roadload force (ACRF
(F) Values of (ACRF
(ii) The method by which the values of (ACRF
(iii) For those calculated values of (ACRF
(iv) Values of (ACRF
(v) Values of (ACRF
(vi) Test results, calculations, and dynamometer setting values associated with making these roadload determinations are to be retained by the manufacturer as part of their certification records.
(3) Perform the SC03 air conditioning test sequence as described in § 86.160-00(c) with the following exceptions:
(i) The variable speed cooling fan of § 86.160-00(c)(2)(ii) is replaced with the fixed speed cooling fan requirements of § 86.159-00(b).
(ii) The position of vehicle windows is optional.
(iii) The nominal ambient air test conditions of § 86.160-00(b)(5)(i) (A) and (B) are replaced with 76 °F and 50 grains of water/pound of dry air and the solar heat load of § 86.160-00(b)(5)(i)(C) is omitted.
(iv) The air conditioning system is not operated during the SC03 test cycle. Operation of the air conditioning during preconditioning test cycles is optional.
(4) Section 86.160-00(d) is applicable to the AC1 test procedure.
(5)
(c)
(2) Section 86.160-00(b) is applicable to the AC2 test procedure.
(3) Section 86.160-00(c) is applicable except for the following:
(i) Section 86.160-00(c)(3) is applicable except the drivers side front window is left open and all the others are closed.
(ii) The nominal ambient air test conditions of § 86.160-00(b)(5)(i) (A) and (B) are replaced with 76 °F and 50 grains of water/pound of dry air and
(iii) The control position instruction of § 86.160-00(c)(6)(iv) is replaced with set the A/C temperature control to the highest warm position (maximum for automatic systems).
(4) Section 86.160-00(d) is applicable to the AC2 test procedure.
(5)
At 61 FR 54898, Oct. 22, 1996, § 86.162-00 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
(a) Upon petition from a manufacturer or upon the Agency's own initiative, the Administrator will approve a simulation of the environmental cell for air conditioning test (SC03) described in § 86.160-00 providing that the procedure can be run by the Administrator for SEA and in-use enforcement testing and providing that the following criteria are met:
(1) In deciding whether approvals will be granted, the Administrator will consider data showing how well the simulation matches environmental cell test data for the range of vehicles to be covered by the simulation including items such as the tailpipe emissions, air conditioning compressor load, and fuel economy.
(2) For any simulation approved under paragraph (a) of this section, the manufacturer must agree to be subject to an ongoing yearly correlation spot check as described in § 86.163-00.
(3) Once a simulation is approved and used by a manufacturer for testing for a given vehicle, EPA agrees to use the simulation test procedure for all official testing conducted on that vehicle by the Agency for certification, SEA, and recall purposes, excluding spot check testing and vehicles which fail the spot check criteria as described in § 86.163-00.
(4) EPA will moniter the aggregate results of spot check testing and full environmental test cells. If EPA determines, based on such aggregate results, that any simulation is producing test results consistantly below those from a full environmental test cell, EPA may review its approval of the simulation.
(b) [Reserved]
At 61 FR 54899, Oct. 22, 1996, § 86.162-03 was added. This section contains information collection and recordkeeping requirements and will not become effective until approval has been given by the Office of Management and Budget.
This section is applicable for vehicles which are tested using a simulation of the environmental test cell approved under the provisions of § 86.162-00(a).
(a) The Administrator may select up to five emission data vehicles (one emission data vehicle for small volume manufacturers), including vehicles submitted for running change approval, each model year for any manufacturer undergoing the spot checking procedures of this section.
(b) Testing conducted under this section (including testing performed in an environmental test cell) will be considered as official data as described in § 86.091-29 and used in determining compliance with the standards. Such testing must comply with all applicable emission standards of subpart A of this part. Retests for the purpose of emission compliance will be allowed using the procedures described in § 86.091-29.
(c)
(2) An air conditioning emission test will be performed as described in § 86.162-00 in a full environmental test cell.
(i) The results of the original simulation test and the full environmental test cell required in paragraph (c)(1) of this section are compared. In order to pass the spot check, the test results must pass both the following two criteria:
(A) The NO
(B) The fuel consumption of the simulation test must be at least 95% of the fuel consumption of the environmental chamber test.
(ii) If either of two criteria of paragraph (c)(2)(i) of this section were not met, a retest is allowed. The manufacturer may elect to conduct either a retest of the simulation procedure or the environmental chamber testing. In order to pass the spot check, the test results must pass both the following two criteria using the retest test result.
(A) The NO
(B) The fuel consumption of the simulation test must be at least 95% of the fuel consumption of the environmental chamber test.
(iii) If either of the two criteria of paragraph (c)(2)(ii) of this section were not met, a second retest is allowed. The procedure not selected for the first retest must be used for the second retest, yielding two test results for each procedure. In order to pass the spot check, the test results must pass both the following two criteria using the average test result for each procedure:
(A) The NO
(B) The fuel consumption of the simulation test must be at least 95% of the fuel consumption of the environmental chamber test.
(iv) If the spot check criteria have not passed after any of the initial test, the first retest, or the second retest the spot check is considered failed.
(d)
(2) The Administrator will allow up to 60 days for the manufacturer to supply additional data addressing the correlation of the simulation with a full environmental test cell.
(i) If that data prove to the satisfaction of the Administrator that the simulation produces results that correlate sufficiently with the environmental test chamber, the Administrator may allow the continued use of the simulation.
(ii) Otherwise, the Administrator will determine that the simulation fails to meet adequate correlation levels with full environmental testing. As a consequence of this finding, all future air conditioning emission testing on the population of vehicles represented by the failing-spot-check test vehicle (which may include past model year configurations) will be conducted using an environment chamber or a different (or corrected) approved simulation procedure.
(iii) For each vehicle that fails a spot check, the Administrator may select up to two additional vehicles to test for the spot check that do not count against the five vehicle limit of paragraph (a) of this section.
(e) EPA will monitor the aggregate results of spot check testing and full environmental test cells. If EPA determines, based on such aggregate results, that any simulation (other than the AC1 and AC2 procedures described in paragraphs (b) and (c) of this section for the 2000, 2001, and 2002 model years) is producing test results consistently below those from a full environmental
(a) The provisions of § 86.144-94 (b) and (c) are applicable to this section except that the NO
(b) The provisions of § 86.144-94(a) are applicable to this section. These provisions provide the procedures for determining the weighted mass emissions for the FTP test schedule (Y
(c)(1) When the test vehicle is equipped with air conditioning, the final reported test results for the SFTP composite (NMHC+NO
(i) Y
(A) Y
(B) Y
(C) Y
(D) Y
(ii) Composite (NMHC+NO
(A) Y
(B) Y
(2) When the test vehicle is not equipped with air conditioning, the relationship of paragraph (c)(1)(i) of this section is:
(i) Y
(A) Y
(B) Y
(C) Y
(ii) Composite (NMHC+NO
(A) Y
(B) Y
(d) The NO
(a) This subpart describes procedures for determining the cold temperature carbon monoxide (CO) emission from 1994 and later model year new gasoline-fueled light-duty vehicles and light-duty trucks.
(b) All of the provisions of this subpart are applicable to testing conducted at a nominal temperature of 20 °F (−7 °C).
(c) The provisions that are specially applicable to testing at temperatures between 25 °F (−4 °C) and 68 °F (20 °C) are specified in § 86.246-94 of this subpart.
The definitions in subpart A of this part apply to this subpart.
The abbreviations in subpart A of this part apply to this subpart.
(a) In the section number, the two digits following the hyphen designate the first model year for which a section is effective. A section remains effective until superseded.
(b)
(a) This subpart describes the equipment required and the procedures to follow in order to perform gaseous exhaust emission tests on gasoline-fueled light-duty vehicles and light-duty trucks. Subpart A of this part sets forth testing requirements and test intervals necessary to comply with EPA certification procedures.
(b) A section reference without a model year suffix refers to the section applicable for the appropriate model years.
(c) Three topics are addressed in this subpart. Sections 86.206 through 86.215 set forth specifications and equipment requirements; §§ 86.216 through 86.226 discuss calibration methods and frequency; test procedures and data requirements are listed (in approximate order of performance) in §§ 86.227 through 86.245.
This subpart contains procedures for exhaust emission tests on gasoline-fueled light-duty vehicles and light-duty trucks. Equipment required and specifications are as follows:
(a)
(b)
(a) For testing that is conducted by the Administrator, the dynamometer shall have a single roll with a nominal diameter of 48 inches (1.22 meters), an electrical power absorption unit for simulation of road load power, flywheels or other means for simulating the inertia weight as specified in § 86.229, and a roll or shaft revolution counter or other means for determining distance driven.
(b) For certification testing that is conducted by the manufacturer, a dynamometer with different characteristics may be used provided cold CO emissions are not decreased.
The provisions of § 86.109-90 apply to this subpart.
The provisions of § 86.111 apply to this subpart, except that the NO
Gasoline having the following specifications will be used by the Administrator. Gasoline having the specifications set forth in the table in this section, or substantially equivalent specifications approved by the Administrator, may be used by the manufacturer except that the octane specification does not apply. In lieu of using gasoline having these specifications, the manufacturer may, for certification testing, use gasoline having the specifications specified in § 86.113-90 provided the cold CO emissions are not decreased. Documentation showing that cold CO emissions are not decreased shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
The provisions of § 86.114-94 apply to this subpart.
The provisions of § 86.115-78 apply to this subpart.
The provisions of § 86.116-94 apply to this subpart.
The provisions of § 86.118-78 apply to this subpart.
The provisions of § 86.119-90 apply to this subpart.
The provisions of § 86.121-90 apply to this subpart.
The provisions of § 86.122-78 apply to this subpart.
The provisions of § 86.123-78 apply to this subpart if NO
The provisions of § 86.124-78 apply to this subpart.
The provisions of § 86.126 apply to this subpart.
The provisions of § 86.127-94 (a), (b), and (e) apply to this subpart.
The provisions of § 86.128-79 apply to this subpart.
(a) Flywheels, electrical forces, or other means of simulating test weight as shown in the table in this paragraph shall be used. If the equivalent test weight specified is not available on the dynamometer being used, the next higher equivalent test weight (not to exceed 250 pounds) available shall be used. Light-duty vehicles over 5750 lbs. loaded vehicle weight shall be tested at a 5,500 lb. equivalent test weight.
(b) A dynamometer which meets the specifications of § 86.208-94(a) shall be adjusted to simulate the operation of a vehicle on the road at 20 °F (−7 °C). Such adjustment may be based on a determination of the road load force profile at 20 °F (−7 °C). Alternatively, the adjustment may be based on a 10 percent decrease in the target coastdown time that is used for FTP testing.
(a)
(b)
(c)
(2) The ambient temperature reported shall be a simple average of the test cell temperatures measured at constant intervals no more than one minute apart. Before the driving cycle may begin, the test cell temperature shall be 20 °F
(d)
(e)
(2) In lieu of using a separate fan, an air handling system that is integral with the test cell may be used provided comparable air movement is obtained. The cooling air temperature shall be measured in the center of a vertical plane that is located approximately 2 feet in front of the vehicle.
(3) The manufacturer may use, for certification testing, alternative engine compartment cooling fans or systems, including those which provide a variable air flow, if the manufacturer has determined that comparable results are obtained.
(f)
The provisions of § 86.131-90 apply to this subpart.
(a) The vehicle shall be moved to the test area and the following operations performed:
(1) The fuel tank(s) shall be filled to approximately the prescribed “tank fuel volume” with the test fuel specified § 86.213. If the existing fuel in the fuel tank(s) does not meet the specifications contained in § 86.213, the existing fuel must be drained prior to the fuel fill. The test fuel shall be at a temperature less than or equal to 60 °F. For the operations in this paragraph (a)(1), the evaporative emission control system shall neither be abnormally purged nor abnormally loaded.
(2) For operation on a 48-inch (1.22 metre) diameter single roll dynamometer, the drive wheel tires shall be inflated to the pressure recommended by the tire manufacturer. For operation on a twin-roll dynamometer, the drive wheel tires may be inflated to a gauge pressure of 40 psi (276 kPa). The drive wheel tire pressures shall be reported with the test results.
(3) The fuel in the vehicle shall be stabilized at 20 F°
(4) The vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through one UDDS cycle.
(5) For those unusual circumstances where additional preconditioning is desired by the manufacturer, such preconditioning may be allowed with the advance approval of the Administrator.
(6) The Administrator may also choose to conduct additional preconditioning. The additional preconditioning shall consist of one or
(7) The manufacturer may, for certification testing, precondition vehicles at temperatures above 20 °F (−7 °C) and with temperature tolerances greater than those specified in § 86.230(a) if the manufacturer has determined that such preconditioning does not decrease CO emissions during the testing specified in § 86.237.
(b) Within five minutes of completion of preconditioning, the vehicle shall be shut off. During this five minute period, the vehicle shall not experience ambient temperatures less than 10 °F (−12 °C) nor more than 30 °F (−1 °C).
(c) One of the following two methods shall be utilized to stabilize the vehicle before the emissions test:
(1)
(2)
(ii) Vehicle cooling may be accomplished by either force-cooling or force-warming the vehicle to the test temperature. If cooling is augmented by fans, the fans shall be placed in a vertical position for maximum drive train and engine cooling, not primarily oil pan cooling. Fans shall not be placed under the vehicle.
(iii) The ambient temperature need only be stringently controlled after the vehicle has been cooled to 20 °F
(iv) The vehicle must be stored for at least one hour after it has been cooled to 20 °F
(d) If the vehicle is stabilized at 20 °F (−7 °C) in a separate area and is moved through a warm area to the test cell, the vehicle must be restabilized in the test cell for at least six times the period the vehicle is exposed to warmer temperatures. The ambient temperature (dry bulb) during this period shall average 20 °F
(a)
(b) As long as an emission sample is not taken, practice runs over the prescribed driving schedule may be performed at test point for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship or to permit sampling system adjustment.
(c) Humidity should be set low enough to prevent condensation on the dynamometer rolls.
(d) The dynamometer shall be warmed as recommended by the dynamometer manufacturer and using procedures or control methods that assure stability of the residual frictional horsepower.
(e) The time between dynamometer warming and the start of the emission test shall be no longer than 10 minutes if the dynamometer bearings are not independently heated. If the dynamometer bearings are independently heated, the emission test shall begin no longer than 20 minutes after dynamometer warming.
(f) If the dynamometer horsepower must be adjusted manually, it shall be set within one hour prior to the exhaust emission test phase. The test vehicle shall not be used to make the adjustment. Dynamometers using automatic control of preselectable power settings may be set anytime prior to the beginning of the emission test.
(g) The driving distance, as measured by counting the number of dynamometer roll or shaft revolutions, shall be determined for the transient cold start, stabilized cold start, and transient hot start phases of the test.
(h) Four-wheel drive vehicles will be tested in a two-wheel drive mode of operation. Full-time four-wheel drive vehicles will have one set of drive wheels temporarily disengaged by the vehicle manufacturer. Four-wheel drive vehicles which can be manually shifted to a two-wheel drive mode will be tested in the normal on-highway two-wheel drive mode of operation.
The provisions of § 86.136 apply to this subpart.
(a) The complete dynamometer test consists of a cold start drive of approximately 7.5 miles (12.1 kilometers) and a hot start drive of approximately 3.6 miles (5.8 kilometers).
(b) If the preconditioned vehicle is not already on the dynamometer, it shall be pushed into position.
(c) The vehicle is allowed to stand on the dynamometer during the ten minute time period between the cold and hot start test. The cold start test is divided into two periods. The first period, representing the cold start “transient” phase, terminates at the end of the deceleration which is scheduled to occur at 505 seconds of the driving schedule. The second period, representing the “stabilized” phase, consists of the remainder of the driving schedule, including engine shutdown. The hot start test is identical to the first part or transient phase of the cold start test. Therefore, the hot start test terminates after the first period (505 seconds) is run.
(d) The provisions of § 86.137(b) apply to this subpart.
The provisions of § 86.140 apply to this subpart.
The provisions of § 86.142-90 apply to this subpart.
The provisions of § 86.144-94 apply to this subpart, except that NO
(a) This section is applicable to tests which are conducted at an intermediate temperature as defined in § 86.094-2.
(b) For testing during ambient temperatures of less than 50 °F (10 °C), the test procedure is identical to the test procedure that is used for testing at 20 °F (−7 °C) contained in 40 CFR part 86, subpart C.
(c) For testing at temperatures of 50 °F (10 °C) or higher, the FTP shall be used.
Secs. 202, 206, 207, 208, 301(a), Clean Air Act, as amended (42 U.S.C. 1857f-1, 1857f-5, 1857f-5a, 1857f-6, 1857g(a)).
This subpart contains gaseous emission test procedures for gasoline-fueled and Diesel heavy-duty engines. It applies to 1979 and later model years.
The definitions in §§ 86.077-2, 86.078-2, and 86.079-2 apply to this subpart.
The abbreviations in § 86.078-3 apply to this subpart.
(a) The model year of initial applicability is indicated by the section number. The two digits following the hyphen designate the first model year for which a section is effective. A section remains effective until superseded.
(b) A section reference without a model year suffix refers to the section applicable for the appropriate model year.
(c) Unless indicated, all provisions in this subpart apply to both gasoline-fueled and Diesel heavy-duty engines.
(a) This subpart describes the equipment required and the procedures to follow in order to perform exhaust emission tests on gasoline-fueled and Diesel heavy-duty engines. Subpart A sets forth the testing requirements and test intervals necessary to comply with EPA certification procedures.
(b) Four topics are addressed in this subpart. Sections 86.306 through 86.318 set forth specifications and equipment requirements; §§ 86.319 through 86.333 discuss calibration methods and frequency; test procedures and data requirements are listed (in approximately chronological order) in §§ 86.334 through 86.343; and calculation formulas are found in §§ 86.344 and 86.345. Alternative procedures and calculations are set forth in §§ 86.346 and 86.347.
(a) This subpart contains procedures for both gasoline-fueled and Diesel engine gaseous emission tests. Generally, the equipment required is identical for both types of engines. Equipment required and specifications are found in §§ 86.307 through 86.318.
(b) Some analyzer specifications refer to calibration checks found in §§ 86.320 through 86.332.
(a)
(2) Gasoline representative of commercial gasoline which will be generally available through retail outlets shall be used in service accumulation. For leaded fuel the minimum lead content shall be equal to the average lead content found in regular leaded gasoline in the fuel survey prescribed by the Administrator. Where the Administrator determines that engines represented by a test engine will be operated using gasoline of different lead content from that prescribed in this paragraph, he may consent in writing to use of a gasoline with a different lead content. The octane rating of the gasoline used shall be no higher than 4.0 research octane numbers above the minimum recommended by the manufacturer and have a minimum sensitivity of 7.5 octane numbers for unleaded fuel and 7.0 octane numbers for leaded fuel, where sensitivity is defined as research octane number minus motor octane number.
(b)
(2) Diesel fuel meeting the following specifications, or substantially equivalent specifications approved by the Administrator, shall be used in exhaust emissions testing. The grade of diesel fuel recommended by the engine manufacturer commercially designated as “Type 1-D” or “Type 2-D”, shall be used.
(3) Diesel fuel meeting the following specifications, or substantially equivalent specifications approved by the Administrator, shall be used in service accumulation. The grade of diesel fuel recommended by the engine manufacturer, commercially designated as
(4) Other petroleum distillate fuels may be used for testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service;
(iii) Use of a fuel listed under paragraphs (b) (2) and (3) of this section would have a detrimental effect on emissions or durability; and
(iv) Written approval from the Administrator of the fuel specifications was provided prior to the start of testing.
(5) The specification range of the fuels to be used under paragraphs (b) (2), (3), and (4) of this section shall be reported in accordance with § 86.082-21(b)(3).
(c) Fuels not meeting the specifications set forth in this section may be used only with the advance approval of the Administrator.
(a)
(2) Calibration or span gases for the hydrocarbon analyzer shall be propane with zero-grade nitrogen as a diluent when testing gasoline-fueled engines. For Diesel engine tests the diluent shall be zero-grade air.
(3) Calibration or span gases for the NO
(4) Zero-grade gases for hydrocarbon analyzers shall be nitrogen when testing gasoline-fueled engines and air when testing Diesel engines.
(5) Zero-grade gases for the carbon monoxide, carbon dioxide and oxides of nitrogen analyzers shall be either zero-grade air or zero-grade nitrogen.
(6) The allowable zero grade gas (air or nitrogen) impurity concentrations shall not exceed 2 ppmC hydrocarbon, 10 ppm carbon monoxide, 400 ppm carbon dioxide and 1 ppm nitric oxide.
(7) “Zero-grade air” includes artificial “air” consisting of a blend of nitrogen and oxygen with oxygen concentrations between 18 and 21 mole percent.
(b)
(c)
(d)
(2)
(i) For Diesel engines this fuel is not recommended. However, this fuel may be used if the engine manufacturer demonstrates, on each basic combustion system (i.e., 4 cycle DI, 2 cycle DI, 4 cycle pre-cup, etc.) that an HFID using this fuel produces comparable results to an HFID using 40% H
(ii) For gasoline-fueled engines, pure hydrogen fuel for the HFID is not allowed.
(e)
(f) Oxygen interference check gases shall contain propane with 350 ppmC
(g) Proportioning and blending devices may be used to obtain required gas concentration.
(a) Any variation from the specifications in this subpart including performance specifications and emission detection methods may be used only with prior approval by the Administrator.
(b)
(2) The following requirements must be incorporated in each system used for testing under this subpart.
(i) All analyzers must obtain the sample to be analyzed from the same sample line.
(ii) The sample transport system from the engine exhaust pipe to the HC analyzer and the NO
(iii) Carbon monoxide and carbon dioxide measurements must be made on a dry basis. Specific requirements for the means of drying the sample can be found in § 86.309 (b)(5) and § 86.311(e).
(iv) All NDIR analyzers must have a pressure gauge immediately downstream of the analyzer. The gauge tap must be within 2 inches of the analyzer exit port. Gauge specifications can be found in § 86.309(b)(3).
(v) All bypass and analyzer flows exiting the analysis system must be measured. Capillary flows such as in HFID and CL analyzers are excluded. For each ND IR analyzer with a flow meter located upstream of the analyzer, an upstream pressure gauge must be used. The gauge tap must be within 2 inches of the analyzer entrance port.
(vi) Calibration or span gases for the NO
(vii) The temperature of the NO
(c)
(1)
(i) F1—Fine particulate filter.
(ii) F2—Fine particulate filter.
(iii) F3—Fine heated particulate filter.
(iv) F4—Coarse heated particulate filter.
(2)
(ii) Flowmeters FL 3, FL 4, FL 5, and FL 6 indicate bypass flow rates.
(3)
(i) Upstream gauges G1 and G2 measure the input to the CO and CO
(ii) Downstream gauges G3 and G4 measure the exit pressure of the CO and CO
(4)
(ii) P2, P3, P4 and P5—sample or span pressure at inlet to flow control valves.
(5)
(6)
(ii) R2 and R5—back presssure regulators to control sample pressure at inlet to flow control valves.
(7)
(ii) V2—optional heated selector valve to purge the sample probe, perform leak checks, or to perform hang-up checks.
(iii) V3 and V5—Selector valves to select sample or span gases.
(iv) V4, V6, and V15—flow control valves.
(v) V9 and V13—heated selector valve to select sample or span gases.
(vi) V10 and V12—heated flow control valves.
(vii) VII—Selector valve to select NO
(viii) V16—heated selector valve to perform leak checks.
(8)
(9)
(10)
(a)
(i) In the HC sample path must be maintained above 110 °C (230 °F) and shall not exceed 230 °C (446 °F).
(ii) In the NO
(2)
(i) In the HC sample path must be maintained above 180 °C (356 °F) and shall not exceed 230 °C (446 °F).
(ii) In the NO
(3) The sample line outside wall temperature must be maintained at the temperature specified in this paragraph. An exception is made for the first 4 feet of sample line from the exhaust duct. The upper temperature tolerance for this 4 foot section is waived and only the minimum temperature specification applies.
(b)
(2) There shall be a minimum of three holes in the probe. The spacing of the radial planes for each hole in the probe must be such that they cover approximately equal cross-sectional areas of the exhaust duct. The angular spacing of the holes must be approximately equal. The angular spacing of any two holes in one plane may not be 180°
(3) The probe shall extend radially across the exhaust duct. The probe must pass through the approximate center and must extend across at least 80 percent of the diameter of the duct.
(c)
(2) If valve V2 is used, the sample probe must connect directly to valve V2. The location of optional valve V2 may not be greater than 4 feet from the exhaust duct.
(3) The location of optional valve V16 may not be greater than 24 inches from the sample pump. The leakage rate for this section on the pressure side of the sample pump may not exceed the leakage rate specification for the vacuum side of the pump.
(d)
(a)
(2) When testing gasoline-fueled engines all chart recorders (analyzers, torque, rpm, etc.) shall be provided with Automatic markers which indicate one second intervals. Preprinted chart paper (one second intervals) may be used in lieu of the automatic markers provided the correct chart speed is used.
(b)
(i) Temperature measurements used in calculating the engine intake humidity:
(ii) The temperature of the fuel in volume measuring flow rate devices;
(iii) The temperature of the sample within the water trap(s).
(2) All other temperature measurements shall be accurate within 2.5 °C.
(c)
(2)
(3) Engine intake air temperature measurement must be made within 48 inches of the engine. The measurement location must be made either in the supply system or in the air stream entering the supply system.
(d)
(e) If water is removed by condensation, the sample gas temperature or sample dew point must be monitored either within the water trap or downstream. It may not exceed 7 °C (45 °F).
(a)
(2)
(b)
(c)
(i) A chassis-type exhaust system including muffler(s) shall be used. The exhaust system must have a single tail pipe. For engines designed for a dual exhaust system, a standard or specially fabricated “Y” pipe may be used. The “Y” pipe may be located upstream of a single muffler or downstream of a single muffler or downstream of dual mufflers. The potential increase in backpressure due to the use of a single tail pipe instead of dual pipes may be compensated for by using larger than standard exhaust system components downstream of the “Y” pipe. For systems with the “Y” pipe upstream of the muffler, the backpressure at the exhaust manifold exit with the single exhaust system must be comparable to the standard dual exhaust system under the test conditions specified in § 86.335.
(ii) For all catalyst systems the distance from the exhaust manifold flange(s) to the catalyst shall be the same as in the vehicle configuration unless the manufacturer provides temperature data showing equivalent performance at another location.
(iii) For catalyst systems, the probe shall be located in the single exhaust pipe and from 2 to 10 feet downstream of the catalyst(s) and at least 2 feet downstream of the “Y” intersection of any “Y” pipe (if used).
(iv) For noncatalyst systems, the probe shall be located in the single exhaust pipe downstream of the muffler(s) and from 3 to 20 feet downstream from the exhaust manifold flange or turbocharger exit flange. The probe shall also be at least 2 feet downstream of the “Y” intersection of any “Y” pipe (if used).
(v) For all exhaust systems, the probe shall be located at least 24 inches from the end of the tail pipe. Additional exhaust pipe may be added to the tail pipe to meet the specification.
(2) When testing Diesel engines, a noninsulated exhaust system extending 15
(a) The air flow measurement method used must have a range large enough to accurately measure the air flow over the engine operating range during the test. Overall measurement accuracy must be
(b) Corrections to the measured air mass-flow-rate shall be made when an engine system incorporates devices that add or subtract air mass (air injection, bleed air, etc.). The method used to determine the air mass from these devices shall be approved by the Administrator.
(c) An engine air inlet system presenting an air inlet restriction within 1 inch of water of the upper limit for the engine operating condition which results in maximum air flow, as established by the engine manufacturer in his sales and service literature, for the Diesel engine being tested shall be used.
(a) The fuel flow rate measurement instrument must have a minimum accuracy of
(1) The error in the elapsed time measurement of the event must not be greater than 1 percent of the absolute event time. This includes errors in starting and stopping the clock as well as the period of the clock.
(2) For Diesel engines only, if the mass of fuel consumed is measured by discrete weights, then the error in the actual weight of the fuel consumed must not be greater than
(3) If the mass of fuel consumed is measured electronically (load cell, load beam, etc.), the error in the actual weight of fuel consumed must not be greater than
(4) If the mass of fuel consumed is measured by volume flow and density, the error in the actual volume consumed must not be greater than
(b) For the devices that have varying mass scales (electronic weight, volume, density, etc.), measurements may not be used for calculations if the measurement is less than 20 percent of full scale.
(c)
(a)
(b)
(c)
(d)
(e)
(a) Carbon monoxide and carbon dioxide measurements are to be made with nondispersive infrared (NDIR) an analyzers.
(b) The use of linearizing circuits is permitted.
(c) The minimum water rejection ratio (maximum CO
(1) For CO analyzers, 1000:1.
(2) For CO
(d) The minimum CO
(e)
(a) Hydrocarbon measurements are to be made with a heated flame ionization detector (HFID) analyzer.
(b)
(c) The analyzer shall be fitted with a constant temperature oven housing the detector and sample-handling components. It shall maintain temperature with 2 °C of the set point. The detector, oven, and sample-handling components within the oven shall be suitable for continuous operation at temperatures to 200 °C.
(d) Fuel and burner air shall conform to the specifications in § 86.308.
(e) The percent of oxygen interference must be less than 3 percent, as specified in § 86.331(d)(7).
(f) Premixed burner air:
(1) For Diesel engines, premixing a small amount of air with the HFID fuel prior to combustion within the HFID burner is not recommended as a means of improving oxygen interference (%O
(2) For gasoline-fueled engines, premixing burner air with the HFID fuel is not allowed.
(a) Oxides of nitrogen are to be measured with a chemiluminescense analyzer.
(1) The NO
(2) For high vacuum CL analyzers with heated capillary modules, supplying a heated sample to the capillary module is sufficient.
(3) The NO
(4) The quench interference must be less than 3.0 percent as measured in § 86.327.
(b)
(1) The system shall include an NO
(2) The NO
(3) The water trap shall meet the specifications in § 86.311(e).
(4) The NO NDIR analyzer shall be calibrated per § 86.330.
(5) The minimum water rejection ratio (maximum water interference)
(6) The minimum CO
(a) Prior to initial use and after major repairs, bench check each analyzer (see § 86.320).
(b) At least monthly during testing, check the NO
(c) At least once every 30 days during testing, perform the following:
(1) Leak check the pressure side of the system (see § 86.328). If the option described in § 86.328(b)(2) is used, a pressure leak check is not required.
(2) Calibrate all analyzers (see §§ 86.330 through 86.332).
(3) Check the analysis system response time (see § 86.329). If the option described in § 86.329(b) is used, a response time check is not required.
(4) Verify that the automatic data collection system (if used) meets the chart reading requirements found in § 86.343.
(5) Check the fuel flow measurement instrument to insure that the specifications in § 86.314 are met. Flow meters of the tapered tube and float design (rotometers) or the balance beam principle need be checked only every 90 days.
(d) At least once every 90 days during testing check the water rejection ratio and the CO
(e) At least once every 180 days during testing check the dynamometer test stand and power output instrumentation (see § 86.333).
(a) Prior to initial use and after major repairs verify that each analyzer complies with the following specifications:
(1) Response time (see § 86.315(a)).
(2) Precision (see § 86.315(b)).
(3) Noise (see § 86.315(c)).
(4) Zero drift (see § 86.315(d)).
(5) Span drift (see § 86.315(e)).
(6) Water rejection ratio, NDIR analyzers only (see §§ 86.316(c) and 86.318 (b)(5).
(7) CO
(8) Quench check, CL analyzers only (see § 86.327).
(b) If a stainless steel NO
(a) Zero and span the analyzer on the lowest range that will be used.
(b) Introduce a saturated mixture of water and zero gas at room temperature directly to the analyzer.
(c) Determine and record the analyzer operating pressure (
(d) Determine and record the temperature of the zero-gas mixture.
(e) Record the analyzers' response (
(f) For the temperature recorded in step (d), determine the saturation vapor presssure (
(g) Calculate the water concentration
(h) Calculate the water rejection ratio (
(a) Zero and span the analyzer on the lowest range that will be used.
(b) Introduce a CO
(c) Record the CO
(d) Record the analyzers' response (
(e) Calculate the CO
(a) Perform the reaction chamber quench check for each model of high vacuum reaction chamber analyzer prior to initial use.
(b) Perform the reaction chamber quench check for each new analyzer that has an ambient pressure or “soft vacuum” reaction chamber prior to initial use. Additionally, perform this check prior to reusing an analyzer of this type any time any repairs could potentially alter any flow rate into the reaction chamber. This includes, but is not limited to, sample capillary, ozone capillary, and if used, dilution capillary.
(c) Quench check as follows:
(1) Calibrate the NO
(2) Introduce a mixture of CO
(3)
(4) Prior to testing, the difference between the calculated NO
(a)
(2) The maximum allowable leakage rate on the vacuum side is 0.5 percent of the in-use flow rate for the portion of the system being checked. the analyzer flows and bypass flows may be used to estimate the in-use flow rates.
(3) The sample probe and the connection between the sample probe and valve V2 (Figure D79-1) may be excluded from the leak check.
(b)
(2) Option: If the flow rate for each flow meter is equal to or greater than the flow rate recorded in § 86.329(b)(1)(ii), then a pressure side leak check is not required.
(a) Check the system response time by the following procedure:
(1) Stabilize the operating temperature of the sample line, sample pump, and heated filters.
(2) Introduce an HC span gas into the sampling system at the sample probe or valve V2 at atmospheric pressure. Simultaneously, start the time measurement.
(3) When the HC instrument response is 95 percent of the span gas concentration used, stop the time measurement.
(4) If the elapsed time is more than 20.0 seconds, make necessary adjustments.
(5) Repeat with the CO, CO
(b)
(1)
(ii) Record the highest minimum flow rate for each flow meter as determined in step (i).
(2)
(i) Operate the analyzer(s) at the in-use capillary pressure.
(ii) Adjust the bypass flow rate to the flow rate recorded in paragraph (b)(1)(ii) of this section.
(iii) Measure and record the response time from the sample/span valve(s) per paragraph (a) of this section.
(iv) The response time (step (iii)) can be determined by switching from the “sample” position to the “span” position of the sample/span valve and observing the analyzer response on a chart recorder. Normally, the “sample” position would select a “room air” sample and the “span” position would select a span gas.
(v) Adjust the bypass flow rate to the normal in-use value.
(vi) Measure and record the response time from the sample/span valve(s) per paragraph (a) of this section.
(vii) Determine the slowest response time (step (iii) or step (iv)) and add 2 seconds to it.
(a)
(b)
(1) Zero the analyzer.
(2) Span the analyzer to give a response of approximately 90 percent of full-scale chart deflection.
(3)
(4) Record the response of calibration gases having nominal concentrations of 15, 30, 45, 60, 75, and 90 percent of full-scale concentration.
(5)
(6)
(7) If multiple range analyzers are used, only the lowest range must meet the curve fit requirements below 15 percent of full scale.
(c) If any range is within 2 percent of being linear a linear calibration may be used. To determine if this criterion is met:
(1) Perform a linear least-square regression on the data generated. Use an equation of the form
(2) Use the equation
(3) Determine the linearity (%
(4) The linearity criterion is met if the %
The following steps are followed in sequence to calibrate the hydrocarbon analyzer. It is suggested, but not required, that efforts be made to minimize relative response variations.
(a) If necessary, follow manufacturer's instructions for instrument start-up and basic operating adjustments.
(b) Set the oven temperature 5 °C hotter than the required sample-line temperature. Allow at least one-half hour after the oven has reached temperature for the system to equilibrate.
(c)
(d)
(1) Zero the analyzer.
(2) Span the analyzer with the zero-percent oxygen blend for gasoline-fueled engines. Diesel engine instruments shall be spanned with the 21-percent oxygen blend.
(3)
(4) Introduce the 5 percent and 10 percent oxygen interference check gases.
(5)
(6) Calculate the percent of oxygen interference (%O
A = hydrocarbon concentration (
B = hydrocarbon concentration (
(7) The percent of oxygen interference (%O
(8) If the oxygen interference is greater than the specifications, incrementally adjust the air flow above and below the manufacturer's specifications, repeating paragraphs (d) (1) through (7) of this section for each flow.
(9) If the oxygen interference is greater than the specification after adjusting the air flow, vary the fuel flow and thereafter the sample flow, repeating paragraphs (d) (1) through (7) of this section for each new setting.
(10) If the oxygen interference is still greater than the specifications, repair or replace the analyzer, FID fuel, or burner air prior to testing. Repeat this section with the repaired or replaced equipment or gases.
(e)
(1) With the fuel flow, air flow and sample flow adjust to meet the oxygen interference specification, zero the analyzer.
(2) Span the analyzer using a calibration gas that will provide a response of approximately 90 percent of full-scale concentration.
(3)
(4) Record the response of calibration gases having nominal concentrations of 30, 60, and 90 percent of full-scale concentration. It is permitted to use additional concentrations.
(5) Perform a linear least square regression on the data generated. Use an equation of the form
(6) Use the equation
(7) Determine the linearity (%
(8) The linearity criterion is met if the %
(9) If the %
(10) If the %
(f)
(a) At least monthly during testing, perform a converter efficiency check as described in paragraph (b) of this section. Perform a monthly linearity check as described in paragraph (c) of this section.
(b)
(1) Follow the manufacturer's instructions for instrument startup and operation.
(2) Zero the oxides of nitrogen analyzer.
(3) Connect the outlet of the NO
(4) Introduce into the NO
(5) With the oxides of nitrogen analyzer in the NO Mode, record the concentration of NO indicated by the analyzer.
(6) Turn on the NO
(7) Switch the NO
(8) Switch the oxides of nitrogen analyzer to the NO
(9) Switch off the NO
(10) Turn off the NO
(11) Calculate the efficiency of the NO
(c)
(1) With the operating parameters adjusted to meet the converter efficiency check and the quench checks, zero the analyzer.
(2) Span the analyzer using a calibration gas that will give a response of approximately 90 percent of full-scale concentration.
(3)
(4) Record the response of calibration gases having nominal concentrations of 30, 60 and 90 percent of full-scale concentration. It is permitted to use additional concentrations.
(5) Perform a linear least-square regression on the data generated. Use an equation of the form
(6) Use the equation
(7) Determine the linearity (%
(8) The linearity criterion is met if the %
(9) If the %
(10) Perform a converter-efficiency check (see paragraph (b) of this section).
(11) The operating parameters are defined as “optimized” at this point.
(d)-(e) [Reserved]
(a) If necessary, follow the manufacturer's instructions for initial start-up and basic operating adjustments.
(b) Check the dynamometer torque measurement for each range used by the following:
(1) Warm up the dynamometer following the equipment manufacturer's specifications.
(2) Determine the dynamometer calibration moment arm. Equipment manufacturer's data, actual measurement, or the value recorded from the previous calibration used for this subpart may be used.
(3) Calculate the indicated torque (
(4) Attach each calibration weight specified in § 86.312 to the moment arm at the calibration distance determined in step (2). Record the power measurement equipment response (ft-lb) to each weight.
(5) For each calibration weight, compare the torque value measured in step (4) to the calculated torque determined in step (3).
(6) The measured torque must be within 2 percent of the calculated torque.
(7) If the measured torque is not within 2 percent of the calculated torque, adjust or repair the system. Repeat steps (1) through (6) with the adjusted or repaired system.
(c)
(1) The master load-cell and read out system must be calibrated with weights at each test weight specified in § 86.312-79. The calibration weights must be traceable to within 0.1 percent of NBS weights.
(2) Warm up the dynamometer following the equipment manufacturer's specifications.
(3) Attach the master load-cell and loading system.
(4) Load the dynamometer to a minimum of 6 equally spaced torque values as indicated by the master load-cell for each in-use range used.
(5) The in-use torque measurement must be within 2 percent of the torque measured by the master system for each load used.
(6) If the in-use torque is not within 2 percent of the master torque, adjust or repair the system. Repeat step (2) through step (5) with the adjusted or repaired system.
(d) The dynamometer calibration must be completed within 2 hours from the completion of the dynamometer warm-up.
(a) The test consists of prescribed sequences of engine operating conditions to be conducted on an engine dynamometer. The exhaust gases generated during engine operation are sampled for specific component analysis through the analytical train. The test is applicable to engines equipped with catalytic or direct-flame afterburners, induction system modifications, or other systems, or to uncontrolled engines.
(b) The tests are designed to determine the brake-specific emissions of hydrocarbons, carbon monoxide, and oxides of nitrogen. The gasoline-fueled engine test consists of 1 warm-up cycle and 1 hot cycle. The Diesel engine test consists of 3 idle modes and 5 power modes at each of 2 speeds which span the typical operating range of Diesel engines. These procedures require the determination of the concentration of each pollutant, the fuel flow and the power output during each mode. The measured values are weighted and used to calculate the grams of each pollutant emitted per brake-horsepower hour.
(c)(1) When an engine is tested for exhaust emissions or is operated for service accumulation on an engine dynamometer, the complete engine shall be tested, with all emission control devices installed and functioning.
(2) Evaporative emission controls need not be connected if data are provided to show that normal operating
(3) On air cooled engines, the fan shall be installed.
(4) Additional accessories (e.g., oil cooler, alternators, air compressors, etc.) may be installed with advance approval by the Administrator.
(d) All emission control systems installed on or incorporated in a new motor vehicle engine shall be functioning during all procedures in this subpart. In cases of component malfunction or failure, maintenance to correct component failure or malfunction shall be authorized in accordance with § 86.079-25.
(a) The following test sequence shall be followed in dynamometer operation tests of gasoline-fueled heavy-duty engines. Diesel engines are covered in § 86.336.
(b) Except for idles, the engine dynamometer shall be operated at a constant speed of 2000 rpm
(c) The times in-mode specified in paragraph (a) for the CT modes are
(d) The first 35 seconds of each 60 second engine power mode is allowed for engine-dynamometer stabilization. After this stabilization period the torque must be held at the specified value
(e) The idle operating mode shall be carried out at the manufacturer's recommended curb-idle engine speed. Arrive at the last idle mode by closing the throttle, braking the dynamometer to the engine idle speed, and unloading the dynamometer.
(f) The CT operating mode shall be carried out at the same engine speed as specified in paragraph (b) of this section.
(g) If the Administrator determines that an engine shall be tested as an automatic transmission code engine, then a load shall be applied by the dynamometer during the idle modes (1 and 18) such that the engine speed is decreased from the recommended dynamometer-idle speed to the recommended curb-idle speed. The engine
(h) If the operating conditions specified in paragraph (a) of this section for modes 2 through 8, and 10 through 16 cannot be maintained, the Administrator may authorize deviations from the specified load conditions. Such deviations shall not exceed 5 percent of the maximum torque at the test speed. The minimum deviations, above and below the specified load, necessary for stable operation shall be determined by the manufacturer and approved by the Administrator prior to the test run. Emission tests shall be performed by operating the engine at the higher approved load setting during cycle 1 and at the lower approved load setting during cycle 2. The weighting factors shall be as specified in paragraph (a) of this section.
(a) The following 13-mode cycle shall be followed in dynamometer operation tests of heavy-duty Diesel engines. Gasoline-fueled engines are covered in § 86.335.
(b) During each mode the specified speed shall be held to within 50 rpm. Torque for each mode must be held at the specified value
(c) If the operating conditions specified in paragraph (b) of this section for modes 3, 4, 5, 9, 10, and 11 cannot be maintained, the Administrator may authorize deviations from the specified load conditions. Such deviations shall not exceed 10 percent of the maximum torque at the test speed. The minimum deviations, above and below the specified load, necessary for stable operation shall be determined by the manufacturer and approved by the Administrator prior to the test run. Emission tests shall be performed at each of the approved load settings, one above and one below the operating conditions specified in paragraph (a) of this section. The emission values obtained shall be calculated in accordance with § 86.345 except that the weighting factor shall be 0.04.
(d) If the Administrator determines that an engine shall be tested as an automatic transmission code engine, then a load shall be applied by the dynamometer during the idle modes (1, 7, and 13) such that the engine speed is decreased from the recommended dynamometer-idle speed to the recommended curb-idle speed. The engine-idle torque recorded for the calculations in § 86.345 shall be zero.
The following information, as applicable, shall be recorded for each test:
(a)
(1) Engine-system combination.
(2) Engine identification numbers.
(3) Number of hours of operation accumulated on engine.
(4) Rated maximum horsepower and torque.
(5) Maximum horsepower and torque speeds.
(6) Engine displacement.
(7) Governed speed.
(8) Manufacturer's start-up and warm-up reference, (gasoline-fueled engines only).
(9) Curb-idle rpm.
(10) Dynamometer-idle rpm (automatic transmission code engines only).
(11) Maximum horsepower at 2000 rpm (gasoline-fueled engines only).
(12) Fuel consumption and maximum torque at 2000 rpm (gasoline-fueled engines only).
(13) Fuel consumption at maximum power and torque (Diesel engines only).
(14) Maximum air flow (Diesel engines only).
(15) Air inlet restriction (Diesel engines only).
(16) Exhaust pipe diameter(s) (Diesel engines only).
(17) Maximum exhaust system back pressure (Diesel engines only).
(18) Maximum exhaust system back pressure at 2000 rpm, if applicable (gasoline-fueled engines only).
(b)
(1) Engine-system combination.
(2) Engine identification number.
(3) Instrument operator.
(4) Engine operator.
(5) Number of hours of operation accumulated on the engine prior to beginning the warm-up portion of the test.
(6) Fuel identification.
(7) Date of most recent analytical assembly calibration.
(8) All pertinent instrument information such as tuning, gain, serial numbers, detector number, calibration curve numbers, etc. As long as this information is traceable, it may be summarized by system number or analyzer identification numbers.
(c)
(2) Test number.
(3) Ambient temperature in dynamom-eter testing room (gasoline-fueled engines only).
(4) Barometric pressure, pre-test for gasoline-fueled engines, pre-test segment for Diesel engines.
(5) Engine intake humidity, pre-test for gasoline-fueled engines, pre-test segment for Diesel engines with non-conditioned air supply systems.
(6) Maximum observed torque for intermediate and rated speeds (Diesel engines only).
(7) Maximum observed torque at 2000 rpm (gasoline-fueled engines only).
(8)
(d)
(2) Observed engine torque.
(3) Observed engine rpm.
(4) Record engine torque and engine rpm continuously with a chart recorder or equivalent recording device.
(5) Intake air flow and depression for each mode (Diesel engines only).
(6) Engine intake air temperature for each mode (Diesel engines only).
(7)
(8) Engine intake humidity (only for Diesel engines with humidity conditioned air supply).
(e)
(2)
(3) Ambient temperature in the dynamometer testing room (gasoline-fueled engines only).
(4) Total number of hours of operation accumulated on the engine.
(a) The analyzers must be operated between 15 percent and 100 percent of full-scale chart deflection during the measurement of the emissions for each mode. The exceptions to the lower limit of this operating rule are:
(1) The analyzer's response may be less than 15 percent of full-scale if the full-scale value is 155 ppm (or ppm C) or less.
(2)
(3) The analyzer's response may be less than 15 percent of full scale if the emissions from the engine are erratic and the average chart-deflection value is greater than 15 percent of full scale.
(4) For gasoline-fueled engines, the analyzer's response may be less than 15 percent of full scale during the initial part of the CT mode provided that average chart-deflection value is greater than 15 percent of full scale.
(5) The analyzer's response may be less than 15 percent of full scale if the contribution of all modes read below the 15 percent level is less than 10 percent by mass of the final test results.
(6) The HC analyzer's response may be less than 15 percent of full-scale when transient emissions (spikes) can be reasonably expected to exceed 90 percent of full-scale. Higher analyzer ranges may be used provided that the precision and linearity of the analyzer at the level of the readings below 15 percent meets the specifications of the range that would be required if the transient emissions did not exist.
(b) [Reserved]
(a) Allow a minimum of 30 minutes warm-up in the stand-by or operating mode prior to spanning the analyzers.
(b) Replace or clean the filter elements and then vacuum leak check the system, § 86.328(a). A pressure leak check is also permitted per § 86.328(b). Allow the heated sample line, filters, and pumps to reach operating temperature.
(c) Perform the following system checks:
(1) If a stainless steel NO
(2) Check the sample-line temperature (see § 86.310).
(3) Check the system response time (see § 86.329). System response time may be applied from the most recent check of response time if all of the following are met:
(i) The flow rate for each flow meter is equal to or greater than the flow rate recorded in § 86.329(b)(1)(ii).
(ii) For analyzers with capillaries, the response time from the sample/span valve is measured using in-use pressures and bypass flows (see § 86.329(b)(2)).
(iii) The response time measured in step (ii) is equal to or less than the -response time determined in § 86.329(b)(2)(vii).
(4) A hang-up check is permitted.
(5) A converter-efficiency check is permitted. The check need not conform to § 86.332(b). The test procedure may be aborted at this point in the procedure in order to repair the NO
(d) Introduce the zero-grade gases at the same flow rates and pressures used
(e) Introduce span gases to the instruments under the same flow conditions as were used for the zero gases. Adjust the instrument gains on the lowest range that will be used to give the desired value. Span gases should have a concentration greater than 70 percent of full scale for each range used. Immediately prior to each test and also prior to each segment of the Diesel test, record the response to the span gas and the span-gas concentration for each range that will be used during the test.
(f)
(g) Check system flow rates and pressures. Note the values of gauges G3 and G4 for reference during the test.
(a) This section applies to gasoline-fueled engines only. Diesel engines are covered in § 86.341.
(b)(1) Mount test engine on the engine dynamometer.
(2) Install instrumentation and sample probe.
(3) Read and record the general test data as specified in § 86.337(b).
(c) Precondition the engine by the following continuous steps:
(1) The engine shall be started and operated at:
(i) Zero load in accordance with the manufacturer's start-up and warm-up procedures for 1 minute
(ii) A torque equivalent to 10
(iii) A torque equivalent to 55
(iv)
(2) If tested under the provisions of § 86.079-29, check specifications as required. This check must be performed within 20 minutes after completion of engine preconditioning;
(3) Determine the maximum torque of the engine at 2000 rpm
(i) Operate the engine with the throttle fully opened for a maximum of three minutes. During the second minute of operation, record the high and low torque readings. The average of these two readings will be the maximum torque value at 2000 rpm.
(ii) Calculate the torque corresponding to 10, 25, 55, and 90 percent of the observed maximum torque value.
(4) Determine the analyzer ranges required for each mode specified in § 86.335 to meet the range specifications of § 86.338. Prior to determining the range selection, the automatic dynamometer controller, if used, may be calibrated for the prevailing ambient conditions. The engine must not be operated for more than 30 minutes. Cycle 1, or cycles 1 and 2, specified in § 86.335, may be used for this purpose.
(5) The engine shall be turned off and allowed to stand for at least 1 hour, but not more than 2 hours, at an average ambient temperature of 25 °C
(d) The following steps shall be taken for each test:
(1) Maintain dynamometer test cell average ambient temperature at 25 °C
(2) Observe pre-test procedures; § 86.339;
(3) Start cooling system;
(4) Start engine and operate in accordance with manufacturer's start-up and warm-up procedures. The duration of the warm-up procedures shall be 5 minutes
(5) Read and record all pre-test data specified in § 86.337(c) during the 5 minute warm-up;
(6) Release the choke idle-stop (if necessary) and return the engine throttle control to the curb-idle position, start sample flow and recorders if not
(7) Should it be determined that the test must be rerun, then only the soak specified in paragraph (c)(5) of this section need be performed prior to paragraph (d) of this section;
(8) Perform the test cycle, § 86.335, and continuously record exhaust gas concentrations;
(9) Read and record all modal data specified in § 86.337(d) during the test cycle;
(10) The engine speed and load must be maintained within the requirements of § 86.343;
(11) If at any time during a test, the test equipment malfunctions or the specifications in paragraph (d)(10) of this section are not met, the test is void, and may be aborted. The test sequence may be restarted under the provisions of paragraph (c)(5) of this section.
(e)
(2) For each analyzer, each range that may be used during a test must have the zero and span responses recorded prior to the execution of that test. Only the range(s) used to measure the emissions during a test are required to have their zero and span recorded after the completion of the test.
(3) If during an emission test the value of gauges downstream of the NDIR analyzer(s) (G3 or G4) differs by more than
(a) This section applies to Diesel engines only. Gasoline-fueled engines are covered in § 86.340.
(b) The temperature of the air supplied to the engine shall be between 68 °F and 86 °F. The fuel temperature at the pump inlet shall be 100 °F
(c) The governor and fuel system shall have been adjusted to provide engine performance at the levels in the application for certification required under § 86.079-21. These adjustments are only permitted under the provisions of § 86.079-25.
(d) The following steps shall be taken for each test:
(1) Install instrumentation and sample probes as required;
(2) Observe pre-test procedure, § 86.339;
(3) Read and record the general test data as specified in § 86.337(b);
(4) Start cooling system;
(5) Precondition the engine in the following manner:
(i) Operate the engine at idle for 2 to 3 minutes;
(ii) Operate the engine at approximately 50 percent power at the peak torque speed for 5 to 7 minutes;
(iii) Operate the engine at rated speed and maximum horsepower for 25 to 30 minutes;
(iv)
(v)
(vi) Longer preconditioning times may be used only if prior approval is obtained from the Administrator.
(6) Within a total elapsed time of 10 minutes or less, determine by experimentation the maximum torque at the rated and intermediate speeds;
(7) Calculate the torque corresponding to 2, 25, 50, 75, and 100 percent of the maximum observed torque for the rated and intermediate speeds;
(8) Read and record all pre-test data specified in § 86.337(c);
(9) Start the test cycle, § 86.336, within 10 minutes, after determining test load using the torque values determined in paragraph (d)(6) of this section;
(10) Read and record all modal data specified in § 86.337(d) during the last 2 minutes of each mode;
(11) Continuously record the analyzer's response to the exhaust gas during each test segment;
(12) Test segments may be repeated;
(13) If a delay of more than 20 minutes occurs between the end of one segment and the beginning of another segment the test is void. The test may be restarted at paragraph (d)(8) of this section. If the delay exceeds 4 hours, the test shall be restarted at paragraph (d)(2) of this section;
(14) The engine speed and load must be maintained within the requirements of § 86.336 during the last 2 minutes of each mode. If the requirement is not met for all modes during a test segment, that segment of the test is void. The test segment may be restarted beginning with paragraph (d)(8) of this section;
(15) If at any time during a test segment, the test equipment malfunctions or the specifications in paragraph (d)(14) of this section are not met, the test segment is void, and may be aborted. The test segment may be restarted beginning with paragraph (d)(8) of this section;
(16) Fuel flow and air flow during the idle or 2-percent load conditions may be determined just prior to or immediately following the dynamometer sequence, if longer times are required for accurate measurements.
(e)
(2) Each analyzer range that may be used during a test segment must have the zero and span responses recorded prior to the execution of that test segment. Only the range(s) used to measure the emissions during a test segment are required to have their zero and span recorded after the completion of the test segment.
(3) It is permitted to change filter elements between test segments.
(4) A leak check is permitted between test segments.
(5) A hang-up check is permitted between test segments.
(6) If, during the emission measurement portion of a test segment, the value of the gauges downstream of the NDIR analyzer(s) G3 or G4 differs by more than
(a) Begin a hang-up check within 30 seconds of the completion of the last mode in the test. Use the following procedure:
(1) Introduce a zero-grade gas or room air into the sample probe or valve V2 to check the “hangup zero” response. Simultaneously start a time measurement.
(2) Select the lowest HC range used during the test;
(3) The difference between the span-zero response and the hang-up zero response shall not be greater than 5.0 percent of full scale or 10 ppmC whichever is greater, within:
(i) 50 seconds for gasoline-fueled engine test, or
(ii) 4 minutes for Diesel engine tests, or
(b) Begin the analyzer span checks within 6 minutes after the completion of the last mode in the test. Record for
(c) If during the test, the filter element(s) were replaced or cleaned, a vacuum check must be performed per § 86.328 immediately after the span checks. If the vacuum side leak check does not meet the requirements of § 86.328 the test is void.
(d) Read and record the post-test data specified in § 86.337(e).
(e) For a valid test, the analyzer drift between the before-test and after-test (before-segment and after-segment for Diesels) span checks for each analyzer must meet the following requirements:
(1) The span drift (defined as the change in the difference between the zero response and the span response) must not exceed 2.0 percent of full-scale chart deflection for each range used;
(2) The zero response drift must not exceed 2.0 percent of full-scale chart deflection for each range used above 155 ppm (or ppm C), or 3 percent of full-scale chart deflection for each range below 155 ppm (or ppm C).
(a) A computer or any other automatic data processing device(s) may be used as long as the system meets the requirements of this subpart.
(b) Determine the location on the chart of the analyzer responses corresponding to the end of each mode.
(c) For gasoline-fueled engines, determine whether the test cycle was run in accordance with § 86.335 by observing either chart event marks, speed trace, torque trace, or concentration traces. The test will be invalidated if there is a deviation of more than:
(1) 2 seconds from the specified time for each CT mode, and 4 seconds for all other modes; or,
(2) Two percent of maximum torque during the exhaust gas sampling period (last 10 seconds on each nonclosed throttle gasoline-fueled engine mode); or
(3) 5 percent of maximum torque during the remainder of the mode, excluding the first 35 seconds of the mode; or
(4) 200 rpm during the first 10 seconds of each mode, or 100 rpm during the remainder of each mode.
(d) Determine chart deflections.
(1) Locate the last 10 seconds of each gasoline-fueled engine mode except CT. Locate the last 50 seconds of each gasoline-fueled engine CT mode. For all Diesel engine modes locate the last 60 seconds.
(2)(i) Divide the last 10 seconds or 60 seconds, whichever is applicable, into a minimum of 10 equally spaced increments. Determine the chart deflection of each increment for the CO
(ii) Option for Diesel engine modes. If the deviation from a straight line (other than instrument noise) during this 60 seconds is less than
(3) Other methods of determining the chart deflection of the analyzers may be used only with prior approval by the Administrator.
(e) Determine CO
(1) If the option in paragraph (d)(2)(ii) of this section is employed, then those chart deflections for both linear and non-linear analyzers may be substituted for the average chart deflection in step (e)(2).
(2) For linear instruments, average the chart deflections determined in paragraph (d)(2)(i) of this section. Determine the concentration for this average chart deflection using calibration data.
(3) For non-linear instruments, calculate concentrations for each chart deflection determined in paragraph (d)(2)(i) of this section. Take the average of these concentrations for each mode.
(4) For purposes of this paragraph, calibration data includes calibration curves, linearity curves, span-gas responses, and zero-gas responses.
(a) The following abbreviations (and units) are used in this section:
(b) The specific humidity on a dry basis of the intake air (
(c) The partial pressure of water vapor may be determined in two manners:
(1) A dew point device may be used. In that case:
(2) A wet-bulb, dry-bulb method may be used. In that case “Ferrels equation” (eq. (2)) is used.
(d)(1) The saturation vapor pressure (
(2) The table in Figure D79-5 may be used in lieu of equation (3).
(e) The saturated vapor pressure of water at the dry-bulb temperature (
(f) The percent of relative humidity (
(g) The water-vapor volume concentration on a dry basis of the engine intake air (
(a) The following abbreviations (and units) are used in this section.
(b) Determine the exhaust species volume concentration for each mode.
(c)(1) Convert wet basis measurements to a dry basis by the following:
Dry concentrations = 1/
(2) For Diesel engines, for each mode use the measured engine (
(3) For gasoline-fueled engines, optional for Diesel engines, calculate
(4) Calculate a
(5) Calculate a separate
(d) Compute the dry (
(e)
(2)
(3) Other methods of data validation may be used if prior approval is obtained from the Administrator.
(4) Data validation techniques that have obtained prior approval from the Administrator for use on gasoline-fueled engines may be used to determine void tests.
(f) Multiply the dry nitric oxide volume concentrations by the following humidity correction factor to obtain
(1) Gasoline-fueled engines:
(2) Diesel engines:
(g) Calculate the mass emissions of each species in grams per hour for each mode as follows:
(h)(1) For gasoline-fueled engines, weight the mass values of
(2) For Diesel engines, weight the values of
(i) Weight the values from each idle mode by multiplying the values by (0.067);
(ii) Weight the remaining modes by multiplying the values by 0.08.
(i) Calculate the brake specific emissions for:
(1) Each gasoline-fueled engine test cycle, and
(2) Each Diesel engine test by summing the weighted values (
(
(j)(1) Calculate the brake-specific fuel consumption (
(2) For gasoline-fuel engines use:
(3) For Diesel engines use:
(4) Other methods of correcting power to determine
(k) Calculate the weighted brake-specific fuel consumption (
(1) Each gasoline engine test cycle by:
(2) Each Diesel engine test by:
(l) For gasoline-fueled engines, calculate the brake-specific emissions and fuel consumption for the complete test as follows:
(a) Oxides of nitrogen (NO
(1) A heated sample line maintained above the dew point:
(2) An NO
(3) A combination per 40 CFR 86.777 or 40 CFR 86.977, whichever is applicable of a water trap, dryer, flow controls, and an NO NDIR analyzer obtaining a sample from the converter.
(b) The provisions of 40 CFR 86 subpart D shall apply to the “alternative instrumentation”, where applicable, with the following exceptions:
(1) Analyzer specifications found in §§ 86.315, 86.321, and 86.322 do not apply to the “alternative instrumentation”.
(2) For the purposes of this section, the full-scale value specified in § 86.338 (a)(1) shall be 1,500 ppm for Diesel engines and 2,500 ppm for gasoline-fueled engines.
(c) The “alternative instrumentation” shall be calibrated per § 86.330.
(d) The NO NDIR analyzer shall meet the performance and interference specifications contained in 40 CFR 86.777 or 40 CFR 86.977, whichever is applicable.
(e) The operation of the dryer shall follow good engineering practice such that the test results are not altered. Proper preconditioning of the dryer is allowed.
(a)
(b) For Diesel engines, the calculations specified in 40 CFR 86.977-15 may be substituted for § 86.345.
(c) The modal
(d) If the provisions of this section are used, a CO
(e) Both 40 CFR 86.977-15(a) and § 86.313 shall apply to air-flow measurements. For the purposes of this section, the air-flow measurement accuracy specified in § 86.313 shall be
(a) Fuel H/C analysis need not be performed if the following average H/C ratios are used for all calculations.
(1) #1B1 Diesel: 1:93
(2) #1B2 Diesel: 1:80
(3) Gasoline: 1.85
(b) [Reserved]
(a) This subpart applies to 1978 and later model year, new, gasoline-fueled motorcycles built after December 31, 1977, and to 1990 and later model year, new, methanol-fueled motorcycles built after December 31, 1989.
(b) Motorcycles with engine displacements less than 50 cc (3.1 cu in) are excluded from the requirements of this subpart.
(c) Motorcycles are excluded from the requirements of this subpart, if with an 80 kg (176 lb) driver, it cannot:
(1) Start from a dead stop using only the engine, or
(2) Exceed a maximum speed of 40 km/h (25 mph) on level paved surfaces.
(a) This subpart applies to 1978 and later model year, new, gasoline-fueled motorcycles built after 31 December, 1977, and to 1990 and later model year, new, methanol-fueled motorcycles built after 31 December, 1989 and to 1997 and later model year, new, natural
(b) Motorcycles with engine displacements less than 50 cc (3.1 cu in) are excluded from the requirements of this subpart.
(c) Motorcycles are excluded from the requirements of this subpart, if with an 80 kg (176 lb) driver, it cannot:
(1) Start from a dead stop using only the engine; or
(2) Exceed a maximum speed of 40 km/h (25 mph) on level paved surfaces.
(a) The definitions in this section apply to this subpart and also to subpart F.
(b) [Reserved]
The definitions of § 86.402-78 apply to this subpart. The following definition in this section is applicable beginning with the 1998 model year:
The abbreviations used in this subpart have the following meanings in both capital and lowercase:
(a) The year of initial applicability of a section is indicated by its section number. The two digits following the hyphen designate the first model year for which a section is effective. A section remains effective until superseded.
Section 86.411-78 applies to 1978 and subsequent model years until it is superseded. If a § 86.411-81 is promulgated it would take effect beginning with 1981; § 86.411-78 would apply to years 1978 through 1980.
(b) A reference to a section without a year designation implies the appropriate model year.
When considering 1979 vehicles a reference to § 86.411 implies § 86.411-79. However if no § 86.411-79 has been promulgated then § 86.411-78 is implied; See paragraph (a) of this section.
(a) This subpart and subpart F have been written using System International (SI) units. SI units will be used to determine compliance with these regulations. English equivalents have been indicated solely for the user's convenience.
(b) [Reserved]
(a) This subpart contains general provisions regulating the emission of air pollution from new motorcycles. Test procedures are found in subpart F.
(b) Several discrete concepts are addressed:
(1)
(2)
(3)
(4)
(5)
(c) The certification procedure to be followed depends upon the manufacturer's projected sales.
(1) New motorcycles, produced by a manufacturer whose projected U.S. sales of motorcycles is 10,000 or more units (for the model year in which certification is sought) shall demonstrate compliance with all general standards and all specific emission requirements before they can be sold in the United States. The manufacturer is required to submit an application with sales data, product information, required maintenance, testing and service accumulation procedures. The Administrator will select vehicle(s) which will represent the manufacturer's product line. The manufacturer is required to construct these vehicles to be representative of actual production. Service is accumulated and emission tests performed with data submitted to the Administrator. The Administrator may run his own tests to confirm the manufacturer's results. The Administrator will review the data and either grant or deny certification. If the manufacturer wishes to make changes to a certified vehicle, or to produce a new vehicle, the Administrator must be notified. The Administrator may require testing to demonstrate continued compliance with emission standards. Each vehicle must be labeled with tune up specifications and the purchaser must be supplied with maintenance instructions. Also, information on production vehicles must be supplied to the Administrator.
(2) New motorcycles produced by a manufacturer whose projected U.S. sales of motorcycles is less than 10,000 units (for the model year in which certification is sought) shall meet both the general standards and specific emission requirements described in §§ 86.401 through 86.417, § 86.425, § 86.437, and §§ 86.440 through 86.444 of this subpart before they can be sold in the United States. The manufacturer is required to submit an application containing a statement that his vehicles conform to the applicable emission standards. The manufacturer is required to retain in his records, but not submit with the application, valid emission test data which support his statement. The Administrator will review the application and either grant or deny certification. Each vehicle must be labeled with tune up specifications and the purchaser must be supplied with maintenance instructions. Also, information on production vehicles must be supplied to the Administrator.
(d) Manufacturers who are considering an application should contact: Director, Vehicle Programs and Compliance Division, Environmental Protection Agency, 2565 Plymouth Rd., Ann Arbor, Michigan 48105 and state whether he/she plans to certify for total sales of greater than or less than 10,000 vehicles for the applicable model year.
Every new motorcycle manufactured for sale, sold, offered for sale, introduced or delivered for introduction into commerce, or imported into the United States which is subject to any of the standards prescribed in this subpart is required to be covered by a certificate of conformity issued pursuant to this subpart.
(a) Any system installed on or incorporated in a new motorcycle to enable such vehicle to conform to standards imposed by this subpart:
(1) Shall not in its operation or function cause the emission into the ambient air of any noxious or toxic substance that would not be emitted in the operation of such vehicle without such system, except as specifically permitted by regulation; and
(2) Shall not in its operation, function, or malfunction result in any unsafe condition endangering the motorcycle, its rider(s), or persons or property in close proximity to the vehicle.
(b) Every manufacturer of new motorcycles subject to any of the standards imposed by this subpart shall,
(a) No motorcycle shall be equipped with a defeat device.
(b) Defeat device means any element of design which:
(1) Senses temperature, vehicle speed, engine RPM, transmission gear, manifold vacuum, or any other parameter for the purpose of activating, modulating, delaying or deactivating the operation of any part of the emission control system and
(2) Reduces the effectiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal urban vehicle operation and use, unless
(i) Such conditions are substantially included in the Federal emission test procedure, or
(ii) The need for the device is justified in terms of protecting the vehicle against damage or accident, or
(iii) The device does not go beyond the requirements of engine starting or warm-up.
(a)(1) Exhaust emissions from 1980 and later model year motorcycles shall not exceed:
(i)
(ii)
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over driving schedules as set forth in subpart F and measured and calculated in accordance with those procedures.
(b) No crankcase emissions shall be discharged into the ambient atmosphere from any new motorcycle subject to this subpart.
(a)(1) Exhaust emissions from 1990 and later model year gasoline-fueled, natural gas-fueled and liquefied petroleum gas-fueled motorcycles shall not exceed (compliance with these standards is optional prior to the 1997 model year for natural gas-fueled and liquefied petroleum gas-fueled motorcycles):
(i)
(ii)
(2) Exhaust emissions from 1990 and later model year methanol-fueled motorcycles shall not exceed:
(i)
(ii)
(3) The standards set forth in paragraphs (a) (1) and (2) of this section refer to the exhaust emitted over driving schedule as set forth in subpart F and measured and calculated in accordance with those procedures.
(b) No crankcase emissions shall be discharged into the ambient atmosphere from any new motorcycle subject to this subpart.
(a) The manufacturer shall furnish or cause to be furnished to the ultimate purchaser of each new motorcycle the written instructions for the periodic and anticipated maintenance and use of the vehicle by the ultimate purchaser as may be reasonable and necessary to assure the proper functioning of emission control systems for the vehicle's useful life.
(1) Such instructions shall be provided for those vehicle and engine components listed in appendix VI to this part (and for any other components) to the extent that maintenance of these components is necessary to assure the proper functioning of emission control systems.
(2) Such instructions shall be in the English language and in clear, and to the extent practicable, nontechnical language.
(b) The maintenance instructions required by this section shall:
(1) Contain a general description of the documentation which the manufacturer will require from the ultimate purchaser or any subsequent purchaser as evidence of compliance with the instructions, and
(2) Specify the performance of all scheduled maintenance performed by the manufacturer under § 86.428.
(a)
(2) Any revision to the maintenance instructions which will affect emissions shall be supplied to the Administrator at least 30 days before being supplied to the ultimate purchaser unless the Administrator consents to a lesser period of time.
(b)
(a)(1) The manufacturer of any motorcycle shall, at the time of manufacture, affix a permanent, legible label, of the type and in the manner described below, containing the information hereinafter provided, to all production models of such vehicles available for sale to the public and covered by a certificate of conformity.
(2) A permanent, legible label shall be affixed in a readily accessible position. Multi-part labels may be used.
(3) The label shall be affixed by the vehicle manufacturer who has been issued the certificate of conformity for such vehicle, in such a manner that it cannot be removed without destroying or defacing the label.
(4) The label shall contain the following information lettered in the English language in block letters and numerals, which shall be of a color that contrasts with the background of the label:
(i)
(ii) Full corporate name and trademark of the manufacturer;
(iii) Engine displacement (in cubic centimetres) and engine family identification;
(iv) Engine tuneup specifications and adjustments, as recommended by the manufacturer, including idle speed, ignition timing, and the idle air-fuel mixture setting procedure and value (e.g., idle CO, idle air-fuel ratio, idle speed drop). These specifications shall indicate the proper transmission position during tuneup;
(v) Any specific fuel or engine lubricant requirements (e.g., lead content, Research octane number, engine lubricant type);
(vi) An unconditional statement of conformity to USEPA regulations which includes the model year; for example, This Vehicle Conforms to USEPA Regulation Applicable to . . . . . . . . . Model Year New Motorcycles.
(b) The provisions of this section shall not prevent a manufacturer from also reciting on the label that such vehicle conforms to any other applicable Federal or State standards for new motorcycles or any other information
(a) Upon request by the Administrator, the manufacturer of any motorcycle covered by a certificate of conformity shall, within 30 days, identify by vehicle identification number, the vehicle(s) covered by the certificate of conformity.
(b) The manufacturer of any motorcycle covered by a certificate of conformity shall furnish to the Administrator, at the beginning of each model year, any vehicle identification number coding system which identifies whether such vehicle(s) are covered by a certificate of conformity.
(a) Any manufacturer obtaining certification shall supply to the Administrator, upon his request, a reasonable number of production vehicles selected by the Administrator which are representative of the engines, emission control systems, fuel systems, and transmissions offered and typical of production models available for sale under the certificate. These vehicles shall be supplied for testing at such time and place and for such reasonable periods as the Administrator may require.
(b) Any manufacturer obtaining certification shall notify the Administrator, on a yearly basis, of the number of vehicles of each engine family—engine displacement—emission control system—fuel system—transmission type—inertial mass category combination produced for sale in the United States during the preceding year.
(c) All motorcycles covered by a certificate of conformity shall prior to delivery to the ultimate purchaser be adjusted, by the manufacturer or his agent, to the ignition timing specification detailed in § 86.413.
(a) New motorcycles produced by a manufacturer whose projected sales in the United States is 10,000 or more units (for the model year in which certification if sought) are covered by the following:
(1) An application for a certificate of conformity to the regulations in the English language applicable to new motorcycles shall be made to the Administrator by the manufacturer and shall be updated and corrected by amendment. Where possible, a manufacturer should include in a single application for certification, a description of all vehicles in each class for which certification is required. A manufacturer may, however, choose to apply separately for certification of part of his product line. The selection of test vehicles and the computation of test results will be determined separately for each application.
(2) The application shall be in writing signed by an authorized representative of the manufacturer, and shall include the following:
(i) Identification and description of the vehicles covered by the application and a description of their engine, emission control system and fuel system components. This shall include a detailed description of each auxiliary emission control device. Transmission gear ratios, overall drive ratios and vehicle mass (or range of mass) shall also be included. The label and its location shall be specified, § 86.413. Available optional equipment shall be described.
(ii) The range of available fuel and ignition system adjustments.
(iii) Projected U.S. sales data sufficient to enable the Administrator to select a test fleet representative of the vehicles for which certification is requested. If reduced testing based on low sales volume is requested the method of predicting sales shall be described.
(iv) A description of the test equipment (if applicable) and fuel and engine lubricant proposed to be used.
(v) A description of the proposed service accumulation procedure and a description of the proposed scheduled maintenance.
(vi) A statement of recommended periodic and anticipated maintenance and procedures necessary to assure that the vehicles covered by a certificate of conformity in operation conform to the regulations, listings of the fuels and lubricants to be recommended to the ultimate purchaser and a description of the program for training of personnel for such maintenance, and the equipment required to perform this maintenance.
(vii) A description of normal assembly line operations and adjustments if such procedures exceed 100 km (62 miles) or three hours of engine operations.
(3) Completed copies of the application and of any amendments thereto, and all notifications under §§ 86.438 and 86.439 shall be submitted in such multiple copies as the Administrator may require.
(4) For purposes of this section, “auxiliary emission control device” means any element of design which senses temperature, vehicle speed, engine RPM, transmission gear, manifold vacuum, or any other parameter for the purpose of activating, modulating, delaying, or deactivating the operation of any part of the emission control system.
(b) New motorcycles produced by a manufacturer whose projected sales in the United States is less than 10,000 units (for the model year in which certification is sought) are covered by the following:
(1) All the information that would otherwise be required to be submitted to EPA under paragraph (a)(2) of this section must be made a part of the manufacturer's records, except there is no requirement to submit the information to the Administrator or receive approval from the Administrator.
(2) Section 86.437 details the statements that these manufacturers are required to provide to the Administrator.
(c) For the purpose of determining applicability of paragraphs (a) or (b) of this section, where there is more than one importer or distributor of vehicles manufactured by the same person, the projected sales shall be the aggregate of the projected sales of those vehicles by such importers or distributors.
(d)(1) The Administrator has determined that the following certification procedure may be used to demonstrate compliance for each motorcycle engine family for which certification is sought. Manufacturers may follow these procedures at their option.
(i) The manufacturer shall satisfy all applicable requirements of part 86 necessary to demonstrate compliance with the standards for each class of new motorcycles for which certification is sought.
(ii) As specifically allowed by the Administrator the manufacturer shall assume the responsibility for part or all of the decisions applicable to the family for which certification is sought and which are within the jurisdiction of the Administrator, with the exception that the Administrator will determine whether a test motorcycle has met the applicable emission standards.
(iii) The manufacturer shall maintain, update, and correct all records and information required.
(iv) The Administrator may review a manufacturer's records at any time. At the Administrator's discretion, this review may take place either at the manufacturer's facility or at another facility designated by the Administrator.
(v) At the Administrator's request, the manufacturer shall notify the Administrator of the status of the certification program including projected schedules of those significant accomplishments specified by the Administrator.
(vi) The manufacturer shall permit the Administrator to inspect any facilities, records, and vehicles from which data were obtained under the abbreviated certification review procedure.
(vii) Upon completing all applicable requirements of part 86 the manufacturer shall submit a separate application for a certificate of conformity for each class of new motorcycles for which certification is sought. Such application shall be made in writing to the Administrator by the manufacturer.
(A) The Administrator may approve or disapprove in whole or in part an application for certification according to the procedures specified in § 86.417-78(b).
(B) If, after a review of the application for certification, test reports and data submitted by the manufacturer, data obtained during an inspection, and any other pertinent data or information, the Administrator determines that a test vehicle(s) has not met the requirements of the Act and the applicable subpart, he will notify the manufacturer in writing and set forth the reason(s) for the determination.
(2) Those families which are not following the procedure described in paragraph (d)(1) of this section will follow the procedure in this subpart with the exception of paragraph (d)(1) of this section.
(e) The Administrator may require that an engine family previously allowed to be subjected to the abbreviated certification review procedure be transferred to the complete review procedure.
(a) After a review of the application for certification and any other information which the Administrator may require, the Administrator may approve the application and select a test fleet as appropriate.
(b) The Administrator may disapprove in whole or in part an application for certification for reasons including incompleteness, inaccuracy, inappropriate proposed distance accumulation procedures, maintenance, test equipment, label content or location, fuel or lubricant, and incorporation of defeat devices in vehicles described by the application. Where any part of an application is rejected the Administrator shall notify the manufacturer in writing and set forth the reasons for such rejection. The manufacturer may request a hearing under § 86.443.
(a) Test fleet selection and requirements on test vehicles are found in §§ 86.419 to 86.423. This selection process is also graphically depicted in Figure E78-1.
(b) [Reserved]
(a)(1) Engine displacement shall be calculated using nominal engine values and rounded to the nearest whole cubic centimetre, in accordance with ASTM E 29-67.
(2) For rotary engines, displacement means the maximum volume of a combustion chamber between two rotor tip
(b) Motorcycles will be divided into classes based on engine displacement.
(1) Class I—50 to 169 cc (3.1 to 10.4 cu. in.).
(2) Class II—170 to 279 cc (10.4 to 17.1 cu. in.).
(3) Class III—280 cc and over (17.1 cu. in. and over).
(c) At the manufacturer's option, a vehicle described in an application for certification may be placed in a higher class (larger displacement). All procedures for the higher class must then be complied with, compliance with emission standards will be determined on the basis of engine displacement.
(a) The vehicles covered in the application will be divided into groupings whose engines are expected to have similar emission characteristics throughout their useful life. Each group of engines with similar emission characteristics shall be defined as a separate engine family.
(b)
(1) The combustion cycle.
(2) The cooling mechanism.
(3) The cylinder configuration (inline, vee, opposed, bore spacings, etc.).
(4) The number of cylinders.
(5) The engine displacement class, § 86.419.
(6) The method of air aspiration.
(7) The number of catalytic converters, location, volume, and composition.
(8) The thermal reactor characteristics.
(9) The number of carburetors.
(10) The prechamber characteristics.
(c) At the manufacturer's option, reciprocating engines identical in all the respects listed in paragraph (b) of this section may be further divided into different engine families if the Administrator determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of features such as:
(1) The bore and stroke.
(2) The combustion chamber configuration.
(3) The intake and exhaust timing method of actuation (poppet valve, reed valve, rotary valve, etc.).
(4) The intake and exhaust valve or port sizes, as applicable.
(5) The fuel system.
(6) The exhaust system.
(d)
(1) The major axis of the epitrochoidal curve.
(2) The minor axis of the epitrochoidal curve.
(3) The generating radius of the epitrochoidal curve.
(4) The cooling mechanism.
(5) The number of rotors.
(6) The engine displacement class, § 86.419.
(7) The method of air aspiration.
(8) The number of catalytic converters, location, volume and composition.
(9) The thermal reactor characteristics.
(10) The number of carburetors.
(11) The prechamber characteristics.
(e) At the manufacturer's option, rotary combustion cycle engines identical in all the respects listed in paragraph (d) of this section, may be further divided into different engine families if the Administrator determines that they may be expected to have different emission characteristics. This determination will be based upon a consideration of features, such as:
(1) The width of the rotor housing.
(2) The type and location of intake port (side, peripheral, combination, etc.).
(3) The number of spark plugs per rotor.
(4) The fuel system.
(5) The exhaust system.
(f) Where engines are of a type which cannot be divided into engine families based upon the criteria listed in paragraphs (b) and (d) of this section, the Administrator will establish families
(a) A test vehicle will be selected by the Administrator to represent each engine-displacement-system combination. The configuration (engine calibration, transmission, drive ratio, mass, options, etc.) in the manufacturer's application which the Administrator believes has the greatest probability of exceeding the standards will be selected.
(b) At the manufacturer's option, the Administrator will only select one vehicle to represent each engine family where the total projected annual sales for that family are less than 5,000 vehicles.
(c) A manufacturer may elect to operate and test additional vehicles which are identical to those selected by the Administrator. Written notice of a commitment to operate and test additional vehicles shall be given to the Administrator prior to the start of testing and not later than 30 days following notification of the test fleet selection. The results of tests performed by the manufacturer will be combined to determine deterioration factors. Each vehicle must meet applicable standards when tested by the Administrator and when those results are projected to the useful life.
(d) In lieu of testing a test vehicle and submitting data therefore, a manufacturer may, with the prior written approval of the Administrator, submit exhaust emission data on a similar vehicle for which certification has previously been obtained or for which all applicable data has previously been submitted.
The Administrator may require additional test vehicles identical in all material respects to vehicles selected in accordance with § 86.421. The number of vehicles selected shall not increase the size of the test fleet by more than 20 percent or one vehicle, whichever is greater.
(a)(1) Before beginning service accumulation on a test vehicle, the manufacturer may perform a zero-kilometer exhaust emission test.
(2) If such a test is performed, the data shall be submitted to the Administrator when the application is submitted.
(3) Zero-kilometer test results shall not be included in the determination of deterioration factors.
(b) Once a manufacturer begins to operate a test vehicle, as indicated by compliance with paragraph (a) of this section, the data from the vehicle will be used, unless specified otherwise by the Administrator. Discontinuation of a vehicle shall be allowed only with the written consent of the Administrator.
(c) Test vehicles shall be calibrated at zero kilometres within the production tolerances applicable to the manufacturer's specifications.
(d) The Administrator may disqualify a vehicle which receives assembly line operations and adjustments which will not be performed on production vehicles.
(a) Motorcycle emission test procedures are found in subpart F.
(b) The Administrator may prescribe emission test procedures for any motorcycle which he determines is not susceptible to satisfactory testing by the procedures set forth in subpart F.
(c) Testing of any type with respect to any test vehicle other than that specified in this subpart and subpart F is not allowed except as specifically authorized by the Administrator.
(a) The procedure for service accumulation will be the Durability Driving Schedule as specified in appendix IV to this part. A modified procedure may also be used if approved in advance by the Administrator. Except with the advance approval of the Administrator, all vehicles will accumulate distance at a measured curb mass which is within 5 kg (11.0 lb) of the loaded vehicle mass specified by the Administrator.
(b) During service accumulation, vehicles shall not be operated for more than 12 hours during an operating sequence. Engine shutdowns are permitted during the operating sequence, but the periods of shutdown are not included in the 12 hour total. Following each operating sequence, the vehicle shall soak, without operation, for a minimum of 8 hours. During soak periods, the vehicle shall be exposed to normal outside ambient temperatures and humidity conditions unless vehicle maintenance or servicing is being performed.
(c) The manufacturer's recommended shifting procedure will be used for laps 1 through 10. Lap 11 shifts (W.O.T. accelerations) must be conducted at the manufacturer's recommended maximum safe engine speed.
(a)(1) Each test vehicle shall be driven with all emission control systems installed and operating for the following total test distances, or for such lesser distances as the Administrator may agree to as meeting the objectives of this procedure. (See § 86.419 for class explanation.)
(2) A zero kilometer emission test may be performed prior to the beginning of service accumulation.
(b) All vehicles shall undergo at least four emission tests; one at the minimum test distance, one before and one after periodic maintenance, and one at the total test distance. If no maintenance is scheduled, then at least two tests will be performed, at equal intervals, between the minimum and total test distances. Additional tests may be performed; such tests must be at equal intervals and approved by the Administrator prior to starting service accumulation.
(c) Where the Administrator agrees to a lesser distance for service accumulation, he may modify the maintenance provisions of this subpart.
(d) All tests required by this subpart must be conducted at an accumulated distance within 250 kilometers (155 mi) of the nominal distance at each test point.
(e)(1) If a manufacturer conducts multiple tests at any test point at which the data are intended to be used in the calculation of the deterioration factor, the number of tests must be the same at each point and may not exceed three valid tests unless the manufacturer chooses to average the test results.
(2) If the manufacturer chooses to average the test results at a test point, he may conduct more tests than the minimum number of tests conducted at any other test point.
The results of the multiple tests shall be averaged to create a single value which is the test point value used in the deterioration factor calculation specified in § 86.432-78.
(3) When using this option to generate data for a particular test point, the manufacturer must include in the average all valid test data generated at that test point.
(4) The manufacturer shall follow the same procedure for all exhaust pollutants.
(5) The test results obtained from the emission tests performed before and after maintenance affecting emissions shall not be averaged.
(f) The Administrator may require that any one or more of the test vehicles be submitted to him, at such places as he may designate, for the purpose of conducting emissions tests. The Administrator may specify that he will conduct such testing at the manufacturer's facility, in which case instrumentation and equipment specified by the Administrator shall be made available by the manufacturer for test operations. Any testing conducted at a manufacturer's facility pursuant to this paragraph shall be scheduled by the manufacturer as promptly as possible.
(g) Whenever the Administrator conducts a test on a test vehicle, the results of that test, unless subsequently invalidated by the Administrator, shall comprise the data for the vehicle at
(a) Periodic maintenance on the engine, emission control system, and fuel system of test vehicles shall be scheduled for performance at the same distance intervals that will be specified in the manufacturer's maintenance instructions furnished to the ultimate purchaser. Such maintenance shall be performed only under the following provisions.
(b) Periodic major engine tune-ups to the manufacturer's specifications may be performed no more frequently than as follows nor may any tune-up be performed within 1000 km prior to the official test.
(c) A scheduled major engine tune-up shall be restricted to items listed below and shall be conducted in a manner consistent with service instructions and specifications provided by the manufacturer for use by customer service personnel. The following items may be inspected, replaced, cleaned, adjusted, and/or serviced as required: (1) Breaker points, timing, (2) idle speed and idle air/fuel mixture, (3) valve lash, (4) engine bolt torque, and (5) spark plugs.
(d) The Administrator will specify the ignition timing, idle air fuel mixture and other fuel system adjustments to be used at each tune-up. The settings selected will be those the Administrator deems appropriate within the physically available range.
(e) Periodic change of engine and transmission oil, and change or service of oil, air, and fuel filters will be allowed at the same distance intervals that will be specified in the manufacturer's maintenance instructions.
(f) Requests for authorization of periodic maintenance of emission control related components not specifically authorized to be maintained by this section, and for anticipated maintenance (see § 86.428), must be made prior to the beginning of distance accumulation. The Administrator will approve the performance of such maintenance if the manufacturer makes a satisfactory showing that the maintenance will be performed on vehicles in use and that the maintenance is reasonable and necessary.
(1) The EGR system may be serviced a maximum of two times during the durability service accumulation if failure of the EGR system activates an audible and/or visual signal approved by the Administrator which alerts the vehicle operator to the need for EGR system maintenance, or if the need for periodic maintenance of the EGR system is overtly signalled to the vehicle operator by an appropriate means, e.g., an indicator light or significantly reduced driveability performance.
(2) The catalytic converter may be serviced only once during the durability service accumulation if failure of the catalytic converter activates an audible and/or visual signal approved by the Administrator which alerts the vehicle operator to the need for catalytic converter maintenance, or if the need for periodic maintenance of the catalytic converter is overtly signalled to the vehicle operator by an appropriate means, e.g., an indicator light or significantly reduced driveability performance.
(g) Certain engine components may require maintenance which, by its nature, cannot be scheduled for periodic intervals, but which the manufacturer believes will be necessary. For example, piston and cylinder replacement caused by piston seizure which results in the vehicle being inoperative; or in the case of two-stroke engines, decarbonization, the need for which is signalled to the vehicle operator by significantly reduce driveability performance. Such maintenance is designated anticipated maintenance. Anticipated maintenance must be identified by the manufacturer and approved
(h) Complete emission tests (see subpart F) are required, unless waived by the Administrator, before and after any vehicle maintenance which may reasonably be expected to affect emissions.
(a) Any unscheduled engine, emission control system, or fuel system adjustment, repair, removal, disassembly, cleaning, or replacement on vehicles shall be performed only with the advance approval of the Administrator.
(1) In the case of unscheduled maintenance, such approval will be given if the Administrator:
(i) Has made a preliminary determination that part failure or system malfunction, or the repair of such failure or malfunction, does not render the vehicle unrepresentative of vehicles in use, and does not require direct access to the combustion chamber, except for spark plug, fuel injection component, or removable prechamber removal or replacement; and
(ii) Has made a determination that the need for maintenance or repairs is indicated by an overt indication of malfunction such as persistent misfire, vehicle stall, overheating, fluid leakage, loss of oil pressure, or charge indicator warning.
(2) Emission measurements may not be used as a means of determining the need for unscheduled maintenance under paragraph (a)(1)(i) of this section.
(b) Repairs to vehicle components of test vehicles, other than the engine, emission control system, or fuel system, shall be performed only as a result of part failure, vehicle system malfunction, or with the advance approval of the Administrator.
(c) The Administrator shall be given the opportunity to verify the extent of an overt indication of part failure and/or vehicle malfunction (e.g., misfire, stall), or an activation of an audible and/or visual signal, prior to the performance of any maintenance to which such overt indication or signal is relevant under the provisions of this section.
(d) Equipment, instruments, or tools may not be used to identify malfunctioning, maladjusted, or defective engine components unless the same or equivalent equipment, instruments, or tools will be available at dealerships and other service outlets and
(1) Are used in conjunction with scheduled maintenance on such components, and
(2) Are used subsequent to the identification of a vehicle or engine malfunction, as provided in paragraph (a)(1) of this section for durability or emission data vehicles, or
(3) Unless specifically authorized by the Administrator.
(e) If the Administrator determines that part failure or system malfunction occurrence and/or repair rendered the vehicle unrepresentative of vehicles in use, the vehicle shall not be used as a test vehicle.
(f) Complete emission tests are required, unless waived by the Administrator, before and after any vehicle maintenance which may reasonably be expected to affect emissions.
Any test vehicle which incurs major mechanical failure necessitating disassembly of the engine shall not be used as a test vehicle. This prohibition does not apply to failures occurring after the completion of all required tests at the total test distance.
(a) Data from all tests (including voided tests) performed by a manufacturer with total projected sales in excess of 10,000 vehicles shall be included in the application.
(b) The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given by the manufacturer. If the Administrator determines that voiding the test was not appropriate, the Administrator may require that the data
(c) When unscheduled or anticipated maintenance is performed, a complete record of all pertinent maintenance, including the malfunction diagnosis made, the corrective action taken, and the test data obtained shall be included in the application.
(d) A complete record of all maintenance shall be supplied.
(a) Deterioration factors shall be developed for each test vehicle from the emission test results. A separate factor shall be developed for each pollutant. The applicable data to be used in calculating these factors are:
(1) The results from all valid tests conducted by the manufacturer or Administrator at scheduled test intervals.
(2) The results from tests conducted before and after scheduled maintenance unless specifically excluded by the Administrator.
(3) The results from tests conducted before and after unscheduled maintenance, if approval of the maintenance by the Administrator was conditioned on the data being used in the deterioration factor calculation.
(b) Emission results which are less than 0.10 g/km shall be considered to be 0.10 g/km for purposes of this section.
(c) Test results for each pollutant shall be plotted as a function of the service accumulated at the start of the emission test, rounded to the nearest kilometre. These results shall be correlated to a straight line, fit by the method of least squares.
(d) An exhaust emission deterioration factor will be calculated by dividing the predicted emissions at the useful life distance by the predicted emissions at the total test distance. Predicted emissions are obtained from the correlation developed in paragraph (c) of this section.
(e) Deterioration factors computed to be less than 1.000 shall be 1.000.
(f)(1) The manufacturer has the option of applying an outlier test point procedure to completed durability data within its certification testing program for a given model year.
(2) The outlier procedure will be specified by the Administrator.
(3) For any pollutant, durability-data test points that are identified as outliers shall not be included in the determination of deterioration factors if the manufacturer has elected this option.
(4) The manufacturer shall specify to the Administrator, before the certification of the first engine family for that model year, if it intends to use the outlier procedure.
(5) The manufacturer may not change procedures after the first engine family of the model year is certified.
(6) Where the manufacturer chooses to apply the outlier procedure to a data set containing data which were averaged under § 86.427-78(e), the outlier procedure shall be completed before averaging the data.
(a) At the conclusion of service accumulation, and after emission tests for deterioration, the Administrator may require confirmatory testing. The Administrator will designate where such testing shall be performed.
(b) The manufacturer may request a retest. The results of the retest will be used to determine compliance.
(c) If the emission results exceed the standard, certification will be denied.
(a) If the deterioration factor lines are below the standards between the minimum test distance and the useful life, or if all points used to generate
(b) The emission test results of each pollutant obtained from the half life test will be multiplied by the appropriate deterioration factors to determine useful life emissions.
(1) If the useful life emissions are below the standards, certification will be granted.
(2) If any of the useful life emissions exceed the emission standards, the vehicle must (if not withdrawn) accumulate distance to the useful life.
(a) Additional service up to the useful life will be accumulated under the same conditions as the initial service accumulation.
(b) New deterioration lines will be generated using all applicable test points up to the useful life. The same procedures for determining the original deterioration lines will be used.
(c) [Reserved]
(d) To qualify for certification:
(1) The full life emission test results must be below the standards, and
(2) The deterioration line must be below the standard at the minimum test distance and the useful life, or all points used to generate the line, must be below the standard.
(e) If the vehicle is unable to complete the total distance due to engine mechanical failure, certification will be granted if:
(1) The mechanical failure was anticipated, § 86.428, and
(2) A new deterioration line calculated using the procedure described in § 86.436-78(b) is below the standard at the minimum test distance and at the useful life, and,
(3) The results of the half life emission tests, when adjusted by the new deterioration factors, are below the standards.
(a) New motorcycles produced by a manufacturer whose projected sales in the United States is 10,000 or more units (for the model year in which certification is sought) are covered by the following:
(1) The manufacturer shall submit to the Administrator a statement that the test vehicles with respect to which data are submitted have been tested in accordance with the applicable test procedures, that they meet the requirements of such tests, and that, on the basis of such tests, they conform to the requirements of the regulations in this part. If such statements cannot be made with respect to any vehicle tested, the vehicle shall be identified, and all pertinent test data relating thereto shall be supplied.
(2)(i) If, after a review of the test reports and data submitted by the manufacturer, data derived from any inspection carried out under § 86.441 and any other pertinent data or information, the Administrator determines that a test vehicle(s) meets the requirements of the Act and of this subpart, he will issue a certificate of conformity with respect to such vehicle(s) except in cases covered by § 86.442.
(ii) Such certificate will be issued for such period not to exceed one model year as the Administrator may determine and upon such terms as he may deem necessary to assure that any new motorcycle covered by the certificate will meet the requirements of the act and of this subpart.
(iii) The certificate will cover all vehicles represented by the test vehicle and will certify compliance with no more than one set of applicable standards.
(3)(i) If, after a review of the test reports and data submitted by the manufacturer, data derived from any additional testing conducted pursuant to § 86.427, or information derived from any inspection carried out under § 86.441, or any other pertinent data or information, the Administrator determines that one or more test vehicles of the certification test fleet do not meet applicable standards, he will notify the manufacturer in writing, setting forth the basis for his determination. The
(ii) The manufacturer may, at his option, proceed with any of the following alternatives with respect to any vehicles represented by a test vehicle(s) determined not in compliance with applicable standards:
(A) Request a hearing.
(B) Delete from the application for certification the vehicles represented by the failing test vehicle. (Vehicles so deleted may be included in a later request for certification under paragraph (b)(2)(iii) of this section.) The Administrator will then select in place of each failing vehicle an alternate vehicle chosen in accordance with selection criteria employed in selecting the vehicle that failed, or
(C) Repair the test vehicle and demonstrate by testing that it meets applicable standards. Another vehicle which is in all material respects the same as the first vehicle, as repaired, shall then be operated and tested in accordance with applicable test procedures.
(iii) If the manufacturer does not request a hearing or present the required data under subparagraph (2) of this paragraph, the Administrator will deny certification.
(b) New motorcycles produced by a manufacturer whose projected sales in the United States is less than 10,000 units (for the model year in which certification is sought) are covered by the following:
(1) The manufacturer shall submit to the Administrator an application for certification containing the following:
(i) A brief description of the vehicles to be covered by the certificate (the manufacturer's sales data book or advertising including specifications will satisfy this requirement for most manufacturers).
(ii) A statement signed by the authorized representative of the manufacturer stating: “The vehicles described herein have been tested in accordance with the provisions of subpart E, part 86, title 40, of the Code of Federal Regulations, and on the basis of these tests are in conformance with that subpart. All of the data and records required by that subpart are on file and are available for inspection by the Administrator. Total sales of vehicles subject to this subpart will be limited to less than 10,000 units.”
(2) If, after a review of the statement the Administrator determines that the requirements of this subpart have been met, he will issue a certificate of conformity with respect to the described vehicles except in cases covered by § 86.442.
(3) Such certificate will be issued for such a period not to exceed one model year as the Administrator may determine and upon such terms as he may deem necessary to assure that any new motorcycle covered by the certificate will meet the requirements of the Act and of this subpart.
(4) The certificate will cover all vehicles described by the manufacturer.
(5)(i) If, after a review of the statements and descriptions submitted by the manufacturer, the Administrator determines that the applicable requirements have not been met, he will notify the manufacturer in writing, setting forth the basis for his determination. The manufacturer may request a hearing on the Administrator's determination.
(ii) If the manufacturer does not request a hearing or present the required information the Administrator will deny certification.
(a) The manufacturer shall inform the Administrator by way of amendment to the application of any proposed changes to vehicles in production or additional vehicles to be produced. The Administrator will, if appropriate, select a new test vehicle. Except as provided in § 86.439, no changes may be instituted until approved by the Administrator.
(b) The Administrator may allow reduced testing.
(a)(1) A manufacturer may, in lieu of notifying the Administrator in advance of an addition of a vehicle or a change in a vehicle under § 86.438-78, notify the
(2) Such notification shall include a full description of the addition or change and any supporting documentation the manufacturer may include to support the manufacturer's determination that the addition or change does not cause noncompliance.
(3) The manufacturer's determination that the addition or change does not cause noncompliance shall be based on an engineering evaluation of the addition or change and/or testing.
(b) [Reserved]
(c)(1) The Administrator may require that additional emission testing be performed to support the manufacturer's original determination submitted in accordance with paragraph (a) of this section.
(2) If additional testing is required, the Administrator shall proceed as in § 86.438-78.
(3) Additional test data, if requested, must be provided within 30 days of the request or the manufacturer must rescind the addition or change immediately.
(4) The Administrator may grant additional time to complete testing.
(5) If based on this additional testing or any other information, the Administrator determines that the vehicles affected by the addition or change do not meet the applicable standards, the Administrator will notify the manufacturer to rescind the addition or change immediately upon receipt of the notification.
(d) Election to produce vehicles under this section will be deemed to be a consent to recall all vehicles which the Administrator determines under § 86.438-78 do not meet applicable standards, and to cause such nonconformity to be remedied at no expense to the owner.
(a) The manufacturer of any motorcycle subject to any of the standards or procedures prescribed in this subpart shall establish, maintain and retain the following adequately organized and indexed records;
(1)
(B) A description of all emission control systems which are installed on or incorporated in each certification vehicle.
(C) A description of all procedures used to test each such certification vehicle.
(ii) A properly completed application, following the format prescribed by the U.S. EPA for the appropriate year of production, fulfills each of the requirements of this paragraph.
(2)
(A)(
(
(
(
(B) A complete record of all emission tests performed (except tests performed by EPA directly) including test results, the date and purpose of each test, and the distance accumulated on the vehicle.
(C) The date of each service accumulation run, listing the distance accumulated.
(D) [Reserved]
(E) A record and description of all maintenance and other servicing performed, giving the date of the maintenance or service and the reason for it.
(F) A record and description of each test performed to diagnose engine or emissions control system performance, giving the date and time of the test and the reason for it.
(G) [Reserved]
(H) A brief description of any significant events affecting the vehicle during any time in the period covered by the history, not described by an entry under one of the previous headings, including such extraordinary events as vehicle accidents or dynamometer runaway.
(ii) Each such history shall be started on the date that the first of any of the selection or build-up activities in paragraph (a)(2)(i)(A) of this section occurred with respect to the certification vehicle, shall be updated each time the operational status of the vehicle changes or additional work is performed on it, and shall be kept in a designated location.
(3) All records, other than routine emission test records, required to be maintained under this subpart shall be retained by the manufacturer for a period of six (6) years after the issuance of all certificates of conformity to which they relate. Routine emission test records shall be retained by the manufacturer for a period of one (1) year after issuance of all certificates of conformity to which they relate. Records may be retained as hard copy or reduced to microfilm, punch cards, etc., depending on the record retention procedures of the manufacturer:
(a) Any manufacturer who has applied for certification of a new motorcycle subject to certification tests under this subpart shall admit or cause to be admitted any EPA Enforcement Officer during operating hours on presentation of any credentials to any of the following:
(1) Any facility where any such tests or any procedures or activities connected with such tests are or were performed.
(2) Any facility where any new motorcycle which is being, was or is to be tested is present.
(3) Any facility where any construction process or assembly process used in the modification or build-up of such a vehicle into a certification vehicle is taking place or has taken place.
(4) Any facility where any record or other document relating to any of the above is located.
(b) Upon admission to any facility referred to in paragraph (c)(1) of this section, any EPA Enforcement Officer shall be allowed:
(1) To inspect and monitor any part or aspect of such procedures, activities, and testing facilities, including, but not limited to, monitoring vehicle preconditioning, emissions tests and service accumulation, maintenance, and vehicle soak and storage procedures; and to verify correlation or calibration of test equipment;
(2) To inspect and make copies of any such records, designs, or other documents; and
(3) To inspect and/or photograph any part or aspect of any such certification vehicle and any components to be used in the construction thereof.
(c) In order to allow the Administrator to determine whether or not production motorcycles conform in all material respects to the design specifications which applied to those vehicles described in the application for certification for which a certificate of conformity has been issued and to standards prescribed under section 202 of the Act, any manufacturer shall
(1) Any facility where any document design, or procedure relating to the translation of the design and construction of engines and emission related components described in the application for certification or used for certification testing into production vehicles is located or carried on; and
(2) Any facility where any motorcycles to be introduced into commerce are manufactured or assembled.
(d) On admission to any such facility referred to in paragraph (c)(3) of this section, any EPA Enforcement Officer shall be allowed:
(1) To inspect and monitor any aspects of such manufacture or assembly and other procedures;
(2) To inspect and make copies of any such records, documents or designs; and
(3) To inspect and photograph any part or aspect of any such new motorcycles and any component used in the assembly thereof that are reasonably related to the purpose of his entry.
(e) Any EPA Enforcement Officer shall be furnished by those in charge of a facility being inspected with such reasonable assistance as he may request to help him discharge any function listed in this paragraph. Each applicant for or recipient of certification is required to cause those in charge of a facility operated for its benefit to furnish such reasonable assistance without charge to EPA whether or not the applicant controls the facility.
(f) The duty to admit or cause to be admitted any EPA Enforcement Officer applies whether or not the applicant owns or controls the facility in question and applies both to domestic and to foreign manufacturers and facilities. EPA will not attempt to make any inspections which it has been informed that local law forbids. However, if local law makes it impossible to do what is necessary to insure the accuracy of data generated at a facility, no informed judgment that a vehicle or engine is certifiable or is covered by a certificate can properly be based on that data. It is the responsibility of the manufacturer to locate its testing and manufacturing facilities in jurisdictions where this situation will not arise.
(g) For purposes of this section:
(1)
(2) Where vehicle, component, or engine storage areas or facilities are concerned,
(3) Where facilities or areas other than those covered by paragraph (g)(2) of this section are concerned,
(4)
(5) Any entry without 24 hours prior written or oral notification to the affected manufacturer shall be authorized in writing by the Assistant Administrator for Enforcement.
(a) Notwithstanding the fact that any certification vehicle(s) may comply with other provisions of this subpart, the Administrator may withhold or deny the issuance of a certificate of conformity (or suspend or revoke any such certificate which has been issued) with respect to any such vehicle(s) if:
(1) The manufacturer submits false or incomplete information in his application for certification thereof; or
(2) The manufacturer renders inaccurate or invalid any test data which he submits pertaining thereto or otherwise circumvents the intent of the Act or of this subpart with respect to such vehicle; or
(3) Any EPA Enforcement Officer is denied access on the terms specified in § 86.441 to any facility or portion thereof which contains any of the following:
(i) The vehicle, or
(ii) Any components used or considered for use in its modification or build-up into a certification vehicle, or
(iii) Any production vehicle which is or will be claimed by the manufacturer to be covered by the certificate, or
(iv) Any step in the construction of a vehicle described in paragraph (c) of this section, or
(v) Any records, documents, reports, or histories required by this part to be kept concerning any of the above.
(4) Any EPA Enforcement Officer is denied “reasonable assistance” (as defined in § 86.444) in examining any of the items listed in paragraph (a)(1)(iii) of this section.
(b) The sanctions of withholding, denying, revoking, or suspending of a certificate may be imposed for the reasons in paragraph (a) of this section only when the infraction is substantial.
(c) In any case in which a manufacturer knowingly submits false or inaccurate information, or knowingly renders inaccurate or invalid any test data, or commits any fraudulent acts and such acts contribute substantially to the Administrator's decision to issue a certificate of conformity, the Administrator may deem such certificate void ab initio.
(d) In any case in which certification of a vehicle is proposed to be withheld, denied, revoked, or suspended under paragraph (a) (3) or (4) of this section, and in which the Administrator has presented to the manufacturer involved reasonable evidence that a violation of § 86.441 in fact occurred, the manufacturer, if the wishes to contend that, even though the violation occurred, the vehicle in question was not involved in the violation to a degree that would warrant withholding, denial, revocation, or suspension of certification under either paragraph (a) (3) or (4) of this section, shall have the burden of establishing that contention to the satisfaction of the Administrator.
(e) Any revocation or suspension of certification under paragraph (a) of this section shall:
(1) Be made only after the manufacturer concerned has been offered an opportunity for a hearing conducted in accordance with § 86.444 hereof.
(2) Extend no further than to forbid the introduction into commerce of vehicles previously covered by the certification which are still in the hands of the manufacturer, except in cases of such fraud or other misconduct as makes the certification invalid ab initio.
(f) The manufacturer may request in the form and manner specified in § 86.443 that any determination made by the Administrator under paragraph (a) of this section to withhold or deny certification be reviewed in a hearing conducted in accordance with § 86.444. If the Administrator finds, after a review of the request and supporting data, that the request raises a substantial factual issue, he will grant the request with respect to such issue.
Within 30 days following receipt of notification that an application has been rejected or that certification has been denied, the manufacturer may request a hearing on the Administrator's determination. The request shall be in
(a)(1) After granting a request for a hearing under § 86.443 the Administrator will designate a Presiding Officer for the hearing.
(2) The General Counsel will represent the Environmental Protection Agency in any hearing under this section.
(3) If a time and place for the hearing have not been fixed by the Administrator under § 86.443, the hearing shall be held as soon as practicable at a time and place fixed by the Administrator or by the Presiding Officer.
(4) In the case of any hearing requested pursuant to § 86.437, the Administrator may in his discretion direct that all argument and presentation of evidence be concluded within such fixed period not less than 30 days as he may establish from the date that the first written offer of a hearing is made to the manufacturer. To expedite proceedings, the Administrator may direct that the decision of the Presiding Officer (who may, but need not be the Administrator himself) shall be the final EPA decision.
(b)(1) Upon his appointment pursuant to paragraph (a) of this section, the Presiding Officer will establish a hearing file. The file shall consist of the notice issue by the Administrator under a hearing and the supporting data submitted therewith and all documents relating to the request for certification and all documents submitted therewith, and correspondence and other data material to the hearing.
(2) The appeal file will be available for inspection by the applicant at the office of the Presiding Officer.
(c) An applicant may appear in person, or may be represented by counsel or by any other duly authorized representative.
(d)(1) The Presiding Officer upon the request of any party, or in his discretion, may arrange for a prehearing conference at a time and place specified by him to consider the following:
(i) Simplification of the issues;
(ii) Stipulations, admissions of fact, and the introduction of documents;
(iii) Limitation of the number of expert witnesses;
(iv) Possibility of agreement disposing of all or any of the issues in dispute;
(v) Such other matters as may aid in the disposition of the hearing, including such additional tests as may be agreed upon by the parties.
(2) The results of the conference shall be reduced to writing by the Presiding Officer and made part of the record.
(e)(1) Hearings shall be conducted by the Presiding Officer in an informal but orderly and expeditious manner. The parties may offer oral or written evidence, subject to the exclusion by the Presiding Officer of irrevelant, immaterial, and repetitious evidence.
(2) Witnesses will not be required to testify under oath. However, the Presiding Officer shall call to the attention of witnesses that their statements may be subject to the provisions of title 18 U.S.C. 1001 which imposes penalties for knowingly making false statements or representations, or using false documents in any matter within the jurisdiction of any department or agency of the United States.
(3) Any witness may be examined or cross-examined by the Presiding Officer, the parties, or their representatives.
(4) Hearings shall be reported verbatim. Copies of transcripts of proceedings may be purchased by the applicant from the reporter.
(5) All written statements, charts, tabulations, and similar data offered in evidence at the hearing shall, upon a showing satisfactory to the Presiding Officer of their authenticity, relevancy, and materiality, be received in evidence and shall constitute a part of the record.
(6) Oral argument may be permitted in the discretion of the Presiding Officer and shall be reported as part of the
(f)(1) The Presiding Officer shall make an initial decision which shall include written findings and conclusions and the reasons or basis therefore on all the material issues of fact, law, or discretion presented on the record. The findings, conclusions, and written decision shall be provided to the parties and made a part of the record. The initial decision shall become the decision of the Administrator without further proceedings unless there is an appeal to the Administrator or motion for review by the Administrator within 20 days of the date the initial decision was filed.
(2) On appeal from or review of the initial decision the Administrator shall have all the powers which he would have in making the initial decision including the discretion to require or allow briefs, oral argument, the taking of additional evidence or the remanding to the Presiding Officer for additional proceedings. The decision by the Administrator shall include written findings and conclusions and the reasons or basis therefore on all the material issues of fact, law, or discretion presented on the appeal or considered in the review.
(a) This subpart contains the motorcycle test procedures specified in subpart E.
(b) Provisions of this subpart apply to tests performed by both the Administrator and motor vehicle manufacturers.
(a) The definitions in § 86.402-78 apply to this subpart.
(b) [Reserved]
(a) The abbreviations in § 86.403-78 apply to this subpart.
(b) [Reserved]
(a) The section numbering system described in § 86.404-78 is used in this subpart.
(b) [Reserved]
(a) This subpart describes the equipment required and the procedures to follow in order to perform exhaust emission tests on motorcycles. Subpart E sets forth the testing requirements and test intervals necessary to comply with EPA certification procedures.
(b) Three topics are addressed in this subpart. Sections 86.508 through 86.515 set forth specifications and equipment requirements; §§ 86.516 through 86.526 discuss calibration methods and frequency; test procedures and data requirements are listed (in approximate order of performance) in §§ 86.527 through 86.544.
(a) The dynamometer shall have a single roll with a diameter of at least 0.400 metre.
(b) The dynamometer shall be equipped with a roll revolution counter for measuring actual distance traveled.
(c) Flywheels or other means shall be used to stimulate the inertia specified in § 86.529.
(d) A variable speed cooling blower shall direct air to the vehicle. The blower outlet shall be at least 0.40 m
(e) The dynamometer shall comply with the tolerances in § 86.529.
(a)(1)
(2)
(i) Using a duct of unrestricted length maintained at a temperature above the maximum dew point of the exhaust, but below 121 °C (250 °F); heating and possibly cooling capabilities are required; or
(ii) Using a short duct (up to 12 feet long) constructed of smooth wall pipe with a minimum of flexible sections, maintained at a temperature above the maximum dew point of the exhaust, but below 121 °C (250 °F), prior to the test and during any breaks in the test and uninsulated during the test (insulation may remain in place and/or heating may occur during testing provided maximum temperature is not exceeded); or
(iii) Using smooth wall duct less than five feet long with no required heating. A maximum of two short flexible connectors are allowed under this option; or
(iv) Omitting the duct and performing the exhaust gas dilution function at the motorcycle tailpipe exit.
(3)
(4)
(5)
(6)
(b)
(1) Static pressure variations at the tailpipe(s) of the vehicle shall remain within
(2) The gas mixture temperature, measured at a point immediately ahead of the positive displacement pump, shall be within
(3) The pressure gauges shall have an accuracy and precision of
(4) The location of the dilution air inlet shall be placed so as to use test-cell air for dilution and the flow capacity of the CVS shall be large enough to completely eliminate water condensation in the dilution and sampling systems. Control of water condensation with methanol-fueled vehicles is critical. Additional care may also be required to eliminate water condensation when testing natural gas and liquefied petroleum gas-fueled vehicles. (Procedures for determining CVS flow rates are detailed in “Calculation of Emissions and Fuel Economy When Using Alternative Fuels,” EPA 460/3-83-009.) Dehumidifying the dilution air before entering the CVS is allowed. Heating the dilution air is also allowed, provided:
(i) The air (or air plus exhaust gas) temperature does not exceed 121 °C (250 °F).
(ii) Calculation of the CVS flow rate necessary to prevent water condensation is based on the lowest temperature encountered in the CVS prior to sampling. (It is recommended that the CVS system be insulated when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples (hydrocarbons and carbon monoide) shall be of sufficient size so as not to impede sample flow. A single dilution air sample, covering the total test period, may be collected for the determination of methanol and formaldehyde background (methanol-fueled motorcycles).
(6) The methanol sample collection system and the formaldehyde sample collection system shall each be of sufficient capacity so as to collect samples of adequate size for analysis without significant impact on the volume of dilute exhaust passing through the PDP. The systems shall also comply with the following requirements that apply to the design of the systems, not to individual tests:
(i) The methanol system shall be designed such that if a test motorcycle continuously emitted the maximum allowable level of methanol (based on all applicable standards) the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer.
(ii) The formaldehyde system shall be designed such that if a test motorcycle continuously emitted formaldehyde at a rate equal to twenty percent of the maximum allowable level of THCE (
(iii) The methanol and formaldehyde systems shall be designed such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. This requirement does not apply to dilution air samples, since they do not require secondary impingers, or to samples in which the concentrations approach the limit of detection.
(c)
(1) Static pressure variations at the tailpipe(s) of the vehicle shall remain within
(2) The temperature measuring system shall have an accuracy and precision of
(3) The pressure measuring system shall have an accuracy and precision of
(4) The location of the dilution air inlet shall be placed so as to use test-cell air for dilution and the flow capacity of the CVS shall be large enough to completely eliminate water condensation in the dilution and sampling systems. Control of water condensation with methanol-fueled vehicles is critical. Additional care may also be required to eliminate water condensation when testing natural gas and liquefied petroleum gas-fueled vehicles. (Procedures for determining CVS flow rates are detailed in “Calculation of Emissions and Fuel Economy When Using Alternative Fuels,” EPA 460/3-83-009.) Dehumidifying the dilution air before entering the CVS is allowed. Heating the dilution air is also allowed, provided:
(i) The air (or air plus exhaust gas) temperature does not exceed 250 °F.
(ii) Calculation of the CVS flow rate necessary to prevent water condensation is based on the lowest temperature encountered in the CVS prior to sampling. (It is recommended that the CVS system be insulated when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples (hydrocarbons and carbon monoxide) shall be of sufficient size so as not to impede sample flow. A single dilution air sample, covering the total test period, may be collected for the determination of methanol and formaldehyde background (methanol-fueled motorcycles).
(6) The methanol sample collection system and the formaldehyde sample collection system shall each be of sufficient capacity so as to collect samples of adequate size for analysis without
(i) The methanol system shall be designed such that if a test motorcycle continuously emitted the maximum allowable level of methanol (based on all applicable standards) the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer.
(ii) The formaldehyde system shall be designed such that if a test motorcycle continuously emitted formaldehyde at a rate equal to twenty percent of the maximum allowable level of THCE (
(iii) The methanol and formaldehyde systems shall be designed such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. This requirement does not apply to dilution air samples, since they do not require secondary impingers, or to samples in which the concentrations approach the limit of detection.
(d)
(1) The ratio of the CVS flow rate to the sample flow rate shall not deviate from the ratio at the start of the test by more than
(2) Flow totalizers for methanol and/or formaldehyde samples shall have an accuracy of
(a)
(b)
(1) The CL requires that the nitrogen dioxide present in the sample be converted to nitric oxide before analysis. Other types of analyzers may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(2) The carbon monoxide (CO) NDIR analyzer may require a sample conditioning column containing CaSO
(i) If CO instruments which are essentially free of CO
(ii) A CO instrument will be considered to be essentially free of CO
(c)
(a) Gasoline having the following specifications will be used by the Administrator in exhaust emission testing. Gasoline having the following specifications or substantially equivalent specifications approved by the Administrator, shall be used by the manufacturer for emission testing except that the lead and octane specifications do not apply.
(b)(1) Gasoline and engine lubricants representative of commercial fuels and engine lubricants which will be generally available through retail outlets shall be used in service accumulation.
(2) For leaded fuel the lead content shall not exceed 0.100 gram lead per gallon leaded gasoline.
(3) Where the Administrator determines that vehicles represented by a test vehicle will be operated using gasoline of different lead content than that prescribed in this paragraph, he may consent in writing to use a gasoline with a different lead content.
(4) The octane rating of the gasoline used shall be no higher than 4.0 research octane numbers above the minimum recommended by the manufacturer.
(5) The Reid Vapor Pressure of the fuel used shall be characteristic of the motor fuel during the season in which the service accumulation takes place.
(6) If the manufacturer specifies several lubricants to be used by the ultimate purchaser, the Administrator will select one to be used during service accumulation.
(c) The specification range of the fuels and engine lubricants to be used under paragraph (b) of this section shall be reported in accordance with § 86.416.
(d) The same lubricant(s) shall be used for both service accumulation and emission testing.
(e) Fuels not meeting the specifications set forth in this section may be used only with the advance approval of the Administrator.
(a) Gasoline having the following specifications will be used by the Administrator in exhaust emission testing. Gasoline having the following specifications or substantially equivalent specifications approved by the Administrator, shall be used by the manufacturer for emission testing except that the octane specifications do not apply.
(b)(1) Unleaded gasoline and engine lubricants representative of commercial fuels and engine lubricants which will be generally available through retail outlets shall be used in service accumulation.
(2) The octane rating of the gasoline used shall be no higher than 4.0 Research octane numbers above the minimum recommended by the manufacturer.
(3) The Reid Vapor Pressure of the fuel used shall be characteristic of the motor fuel during the season in which the service accumulation takes place.
(4) If the manufacturer specifies several lubricants to be used by the ultimate purchaser, the Administrator will select one to be used during service accumulation.
(c) Methanol fuel used for exhaust and evaporative emission testing and in service accumulation of methanol-fueled motorcycle vehicles shall be representative of commercially available methanol fuel and shall consist of at least 50 percent methanol by volume.
(1) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation in accordance with paragraph (c).
(2) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(d) Other methanol fuels may be used for testing and service accumulation provided:
(1) They are commercially available, and
(2) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service, and
(3) Use of a fuel listed under paragraph (a)(3) of this section would have a detrimental effect on emissions or durability, and
(4) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(e) The specification range of the fuels and engine lubricants to be used under paragraph (b) of this section shall be reported in accordance with § 86.416.
(f) The same lubricant(s) shall be used for both service accumulation and emission testing.
(g) Fuels not meeting the specifications set forth in this section may be used only with the advance approval of the Administrator.
(h)
(2) Manufacturer testing and service accumulation may be performed using only those mixtures (mixtures may be different for exhaust testing, evaporative testing, and service accumulation) expected to result in the highest emissions, provided:
(i) The fuels which constitute the mixture will be used in customer service, and
(ii) Information, acceptable to the Administrator, is provided by the manufacturer to show that the designated fuel mixtures would result in the highest emissions, and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraph (h)(1) of this section shall be reported in accordance with § 86.090 21(b)(3).
(a)
(2) Unleaded gasoline and engine lubricants representative of commercial fuels and engine lubricants which will be generally available through retail outlets shall be used in service accumulation.
(3) The octane rating of the gasoline used shall be no higher than 4.0 Research octane numbers above the minimum recommended by the manufacturer.
(4) The Reid Vapor Pressure of the gasoline used shall be characteristic of commercial gasoline fuel during the season in which the service accumulation takes place.
(b)
(2) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation in accordance with paragraph (b)(1) of this section.
(3) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(4) Other methanol fuels may be used for testing and service accumulation provided:
(i) They are commercially available; and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Use of a fuel listed under paragraphs (b)(1), (b)(2) or (b)(3) of this section would have a detrimental effect on emissions or durability; and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(c)
(2) The fuel mixtures used by the manufacturers shall be sufficient to demonstrate compliance over the full design range, and shall include:
(i) For emission testing,
(A) The petroleum fuel specified in paragraph (a) or (b),
(B) A methanol fuel representative of the methanol fuel expected to the found in use, as specified in paragraph (b),
(ii) For service accumulation, an alternating combination of the fuels specified in paragraphs (a) and (b) will be used to demonstrate the durability of the emission control systems based on good engineering judgement. The combination shall be selected such that the cumulative volumes of both the methanol fuel and the petroleum fuel used shall be at least twenty-five percent of the total fuel volume. The fuels shall be alternated at mileage intervals not to exceed 1,000 kilometers.
(3) The specification range of the fuels to be used under paragraph (c) of this section shall be reported in accordance with § 86.094-21.
(d)
(2) Natural gas-fuel and engine lubricants representative of commercial fuels and engine lubricants which will be generally available through retail outlets shall be used in service accumulation.
(3) Other natural gas-fuels may be used for testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service;
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(e)
(2) Manufacturers shall recommend the liquefied petroleum gas-fuel to be used for testing and service accumulation in accordance with paragraph (e)(1) of this section.
(3) The Administrator shall determine the liquefied petroleum gas-fuel to be used for testing and service accumulation.
(4) Other liquefied petroleum gas-fuels may be used for testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(f)
(2) The same lubricant(s) shall be used for both service accumulation and emission testing.
(g) The specification range of the fuels and of the engine lubricants to be used under paragraphs (a), (b), (c), (d) and (e) of this section shall be reported in accordance with § 86.416.
(h) Written approval from the Administrator of the fuel and lubricant specifications must be provided prior to the start of testing.
(a)
(2) Gases for the THC analyzer shall be:
(i) Single blends of propane using air as the diluent; and
(ii) Optionally, for response factor determination, single blends of methanol using air as the diluent.
(3) Gases for the NO
(4) [Reserved]
(5) The allowable zero gas (air or nitrogen) impurity concentrations shall not exceed 1 ppm equivalent carbon response, 1 ppm carbon monoxide, 0.04 percent (400 ppm) carbon dioxide, and 0.1 ppm nitric oxide.
(6) “Zero grade air” includes artificial “air” consisting of a blend of nitrogen and oxygen with oxygen concentrations between 18 and 21 mole percent.
(7) The use of proportioning and precision blending devices to obtain the required analyzer gas concentrations is allowable provided their use has been approved in advance by the Administrator.
(b) Calibration gases (not including methanol) shall be known to within 2 percent of true values.
(c) Methanol in air gases used for response factor determination shall:
(1) Be traceable to within
(2) Remain within
(a) The dynamometer driving schedules are listed in appendix I. The driving schedules are defined by a smooth trace drawn through the specified speed vs. time relationships. They consist of a nonrepetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences and rates. Appropriate driving schedules are as follows:
(b) The speed tolerance at any given time on the dynamometer driving schedule prescribed in appendix I or as printed on a driver's aid chart approved by the Administrator, when conducted
(c) Figure F78-4 shows the range of acceptable speed tolerances for typical points. Figure F78-4(a) is typical of portions of the speed curve which are increasing or decreasing throughout the two second time interval. Figure F78-4(b) is typical of portions of the speed curve which include a maximum or minimum value.
(a) Calibrations shall be performed as specified in §§ 86.517 through 86.526.
(b) [Reserved]
(c) At least monthly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) Calibrate the hydrocarbon analyzer, methane analyzer, carbon dioxide analyzer, carbon monoxide analyzer, and oxides of nitrogen analyzer (certain analyzers may require more frequent calibration depending on particular equipment and uses).
(2) Calibrate the dynamometer. If the dynamometer receives a weekly performance check (and remains within
(3) Check the oxides of nitrogen converter efficiency.
(d) At least weekly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) [Reserved]
(2) Perform a CVS system verification, and
(3) Run a performance check on the dynamometer. This check may be omitted if the dynamometer has been calibrated within the preceding month.
(e) The CVS positive displacement pump or Critical Flow Venturi shall be calibrated following initial installation, major maintenance or as necessary when indicated by the CVS system verification (described in § 86.519).
(f) Sample conditioning columns, if used in the CO analyzer train, should be checked at a frequency consistent with observed column life or when the indicator of the column packing begins to show deterioration.
(a) The dynamometer shall be calibrated at least once each month or performance verified at least once each week and then calibrated as required. The dynamometer is driven above the test speed range. The device used to drive the dynamometer is then disengaged from the dynamometer and the roll is allowed to coast down. The kinetic energy of the system is dissipated by the dynamometer. This method neglects the variations in roll bearing friction due to the drive axle weight of the vehicle.
(b) Calibration shall consist of coasting down the dynamometer for each -inertia load combination used. Coastdown times for the interval from 70 to 60 km/h shall be within the tolerances specified in § 86.529. The dynamometer adjustments necessary to produce these results shall be noted for future reference.
(c) The performance check consists of conducting a dynamometer coastdown at one or more inertia-horsepower settings and comparing the coastdown time to the table in Figure F98-9 of § 86.529-98. If the coastdown time is outside the tolerance, a new calibration is required.
The CVS (Constant Volume Sampler) is calibrated using an accurate flowmeter and restrictor valve. Measurements of various parameters are made and related to flow through the unit. Procedures used by EPA for both PDP (Positive Displacement Pump) and CFV (Critical Flow Venturi) are outlined below. Other procedures yielding equivalent results may be used if approved in advance by the Administrator. After the calibration curve has been obtained, verification of the entire system can be performed by injecting a known mass of gas into the system and comparing the mass indicated by the system to the true mass injected. An indicated error does not necessarily mean that the calibration is wrong, since other factors can influence the accuracy of the system, e.g. analyzer calibration. A verification procedure is found in paragraph (c) of this section.
(a)
(2) This calibration procedure is based on the measurement of the absolute values of the pump and flowmeter parameters that relate the flow rate at each point. Three conditions must be
(3) During an exhaust emission test the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation.
(4) Connect a system as shown in Figure F78-5. Although particular types of equipment are shown, other configurations that yield equivalent results may be used if approved in advance by the Administrator. For the system indicated, the following data with given accuracy are required:
(5) After the system has been connected as shown in Figure F78-5, set the variable restrictor in the wide open position and run the CVS pump for twenty minutes. Record the calibration data.
(6) Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression (about 1.0 kPa (4″ H
(7)
(ii) The air flow rate is then converted to pump flow,
(iii) The correlation function at each test point is then calculated from the calibration data:
PPO = Pressure head at pump outlet, kPa (in. fluid)
(iv) A linear least squares fit is performed to generate the calibration equations which have the forms:
(8) A CVS system that has multiple speeds shall be calibrated on each speed used. The calibration curves generated for the ranges will be approximately parallel and the intercept values,
(9) If the calibration has been performed carefully, the calculated values from the equation will be within
(b)
(2) The manufacturer's recommended procedure shall be followed for calibrating electronic portions of the CFV.
(3) Measurements necessary for flow calibration are as follows:
(4) Set up equipment as shown in Figure F78-6 and check for leaks. Any leaks between the flow measuring device and the critical flow venturi will seriously affect the accuracy of the calibration.
(5) Set the variable flow restrictor to the open position, start the blower and allow the system to stabilize. Record data from all instruments.
(6) Vary the flow restrictor and make at least 8 readings across the critical flow range of the venturi.
(7)
(i) The air flow rate,
(ii) Calculate values of the calibration coefficient for each test point:
PPI = Venturi inlet pressure depression, kPa (in. fluid).
SP. GR. = Specific gravity of manometer fluid, relative to water.
(iii) Plot
(iv) For a minimum of 8 points in the critical region calculate an average
(v) If the standard deviation exceeds 0.3 percent of the average
(c)
(1) Obtain a small cylinder that has been charged with pure propane or carbon monoxide gas (caution—carbon monoxide is poisonous).
(2) Determine a reference cylinder weight to the nearest 0.01 grams.
(3) Operate the CVS in the normal manner and release a quantity of pure propane or carbon monoxide into the system during the sampling period (approximately 5 minutes).
(4) The calculations of § 86.544 are performed in the normal way except in the case of propane. The density of propane (0.6109 kg/m
(5) The gravimetric mass is subtracted from the CVS measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
(6) The cause for any discrepancy greater than
(a) The CVS (Constant Volume Sampler) is calibrated using an accurate flowmeter and restrictor valve. Measurements of various parameters are made and related to flow through the unit. Procedures used by EPA for both PDP (Positive Displacement Pump) and CFV (Critical Flow Venturi) are outlined below. Other procedures yielding equivalent results may be used if approved in advance by the Administrator. After the calibration curve has been obtained, verification of the entire system can be performed by injecting a known mass of gas into the system and comparing the mass indicated by the system to the true mass injected. An indicated error does not necessarily mean that the calibration is wrong, since other factors can influence the accuracy of the system, e.g., analyzer calibration. A verification procedure is found in paragraph (d) of this section.
(b)
(2) This calibration procedure is based on the measurement of the absolute values of the pump and flowmeter parameters that relate the flow rate at each point. Three conditions must be maintained to assure the accuracy and integrity of the calibration curve. First, the pump pressures should be measured at taps on the pump rather than at the external piping on the pump inlet and outlet. Pressure taps that are mounted at the top center and bottom center of the pump drive headplate are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differentials. Secondly, temperature stability must be maintained during the calibration. The laminar flowmeter is sensitive to inlet temperature oscillations which cause the data points to be scattered. Gradual changes (
(3) During an exhaust emission test the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation.
(4) Connect a system as shown in Figure F78-5. Although particular types of equipment are shown, other configurations that yield equivalent results may be used if approved in advance by the Administrator. For the system indicated, the following data with given accuracy are required:
(5) After the system has been connected as shown in Figure F78-6, set the variable restrictor in the wide open position and run the CVS pump for twenty minutes. Record the calibration data.
(6) Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression (about 1.0 kPa (4 in. H
(7) Data analysis:
(i) The air flow rate, Q
(ii) The air flow rate is then converted to pump flow, V
V
(A) V
(B) Q
(C) n = Pump speed in revolutions per minute.
(D)(
(
(E)(
(
(F) P
(G) PPI = Pump inlet depression, kPa (in. fluid).
(H) SP.GR. = Specific gravity of manometer fluid relative to water.
(iii) The correlation function at each test point is then calculated from the calibration data:
(A) X
(B)
(C)(
(
(D) PPO = Pressure head at pump outlet, kPa (in. fluid).
(iv) A linear least squares fit is performed to generate the calibration equations which have the forms:
V
n = A − B(
D
(8) A CVS system that has multiple speeds shall be calibrated on each speed used. The calibration curves generated for the ranges will be approximately parallel and the intercept values, D
(9) If the calibration has been performed carefully, the calculated values from the equation will be within
(c)
(i) Q
(ii) K
(iii) P = Absolute pressure.
(iv) T = Absolute temperature.
The calibration procedure described below establishes the value of the calibration coefficient at the measured values of pressure, temperature and air flow.
(2) The manufacturer's recommended procedure shall be followed for calibrating electronic portions of the CFV.
(3) Measurements necessary for flow calibration are as follows:
(4) Set up equipment as shown in Figure F78-6 and check for leaks. Any leaks between the flow measuring device and the critical flow venturi will seriously affect the accuracy of the calibration.
(5) Set the variable flow restrictor to the open position, start the blower and allow the system to stabilize. Record data from all instruments.
(6) Vary the flow restrictor and make at least 8 readings across the critical flow range of the venturi.
(7)
(i) The air flow rate, Q
(ii) Calculate values of the calibration coefficient for each test point:
(A) Q
(B) T
(C)(
(
(D) PPI = Venturi inlet pressure depression, kPa (in. fluid).
(E) SP.GR.=Specific gravity of manometer fluid, relative to water.
(iii) Plot K
(iv) For a minimum of 8 points in the critical region, calculate an average K
(v) If the standard deviation exceeds 0.3 percent of the average K
(d)
(1) Obtain a small cylinder that has been charged with pure propane or carbon monoxide gas (CAUTION—carbon monoxide is poisonous).
(2) Determine a reference cylinder weight to the nearest 0.01 grams.
(3) Operate the CVS in the normal manner and release a quantity of pure propane or carbon monoxide into the system during the sampling period (approximately 5 minutes).
(4) Following completion of step (3) above (if methanol injection is required), continue to operate the CVS in the normal manner and release a known quantity of pure methanol (in gaseous form) into the system during the sampling period (approximately 5 minutes). This step does not need to be performed with each verification, provided that it is performed at least twice annually.
(5) The calculations of § 86.544 are performed in the normal way except in the case of propane. The density of propane (0.6109 kg/m
(6) The gravimetric mass is subtracted from the CVS measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
(7) The cause for any discrepancy greater than
(i) The Administrator determines that compliance with the specified tolerance is not practically feasible; and
(ii) The manufacturer makes information available to the Administrator which indicates that the calibration tests and their results are consistent
(a) The FID hydrocarbon analyzer shall receive the following initial and periodic calibration. The HFID used with methanol-fueled vehicles shall be operated at 235 °F
(b)
(1) Follow the manufacturer's instructions or good engineering practice for instrument startup and basic operating adjustment using the appropriate FID fuel and zero-grade air.
(2) Optimize on the most common operating range. Introduce into the analyzer a propane (methane as appropriate) in air mixture (methanol in air mixture for methanol-fueled vehicles when optional methanol calibrated FID procedure is used during the 1990 through 1994 model year) with a propane (or methane or methanol as appropriate) concentration equal to approximately 90 percent of the most common operating range.
(3) Select an operating FID fuel flow rate that will give near maximum response and least variation in response with minor fuel flow variations.
(4) To determine the optimum air flow, use the FID fuel flow setting determined above and vary air flow.
(5) After the optimum flow rates have been determined, record them for future reference.
(c)
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon analyzer with zero grade air.
(3) Calibrate on each normally used operating range with propane in air (or methanol or methane in air as appropriate) calibration gases having nominal concentrations of 15, 30, 45, 60, 75 and 90 percent of that range. For each range calibrated, if the deviation from a least squares best-fit straight line is two percent or less of the value at each data point, concentration values may be calculated by use of a single calibration factor for that range. If the deviation exceeds two percent at any point, the best-fit non-linear equation which represents the data to within two percent of each test point shall be used to determine concentration.
(d)
(1) The bag sample, if used, of methanol for analysis in the FID shall be prepared using the apparatus shown in Figure F90-4. A known volume of methanol is injected, using a microliter syringe, into the heated mixing zone (250 °F (121 °C)) of the apparatus. The methanol is vaporized and swept into the sample bag with a known volume of zero grade air measured by a gas flow meter meeting the performance requirements of § 86.120.
(2) The bag sample is analyzed using the FID.
(3) The FID response factor, r, is calculated as follows:
r = FID
(i) r = FID response factor.
(ii) FID
(iii) SAMppm=methanol concentration in the sample bag, or gas bottle, in ppmC. SAMppm for sample bags:
(iv) 0.02406 = Volume of one mole at 101.3 kPa (29.92 in. Hg) and 20 °C (68 °F), m
(v) Fuel injected = Volume of methanol injected, ml.
(vi) Fuel Density = Density of methanol, 0.7914 g/ml
(vii) Air volume = Volume of zero grade air, m
(viii) Mol. Wt. CH
(e)
(a)
(1) Follow the manufacturer's instructions for instrument startup and operation. Adjust the analyzer to optimize performance on the most sensitive range.
(2) Zero the carbon monoxide analyzer with either zero grade air or zero grade nitrogen.
(3) Bubble a mixture of 3 percent CO
(4) An analyzer response of more than 1 percent of full scale for ranges above 300 ppm full scale or of more than 3 ppm on ranges below 300 ppm full scale will require corrective action. (Use of conditioning columns is one form of corrective action which may be taken.)
(b)
(1) Adjust the analyzer to optimize performance.
(2) Zero the carbon monoxide analyzer with either zero grade air or zero grade nitrogen.
(3) Calibrate on each normally used operating range with carbon monoxide in N
(a) Prior to introduction into service and at least monthly thereafter, if oxides of nitrogen are measured, the chemiluminescent oxides of nitrogen analyzer must be checked for NO
(1) Follow the manufacturer's instructions for instrument startup and operation. Adjust the analyzer to optimize performance.
(2) Zero the oxides of nitrogen analyzer with zero grade air or zero grade nitrogen.
(3) Connect the outlet of the NO
(4) Introduce into the NO
(5) With the oxides of nitrogen analyzer in the NO mode, record the concentration of NO indicated by the analyzer.
(6) Turn on the NO
(7) Switch the NO
(8) Switch the oxides of nitrogen analyzer to the NO
(9) Switch off the NO
(10) Turn off the NO
(11) Calculate the efficiency of the NO
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the oxides of nitrogen analyzer with zero grade air or zero grade nitrogen.
(3) Calibrate on each normally used operating range with NO in N
(c) When testing methanol-fueled motorcycles, it may be necessary to clean the analyzer frequently to prevent interference with NO
(a) Prior to its introduction into service and monthly thereafter the NDIR carbon dioxide analyzer shall be calibrated:
(1) Follow the manufacturer's instructions for instrument startup and operation. Adjust the analyzer to optimize performance.
(2) Zero the carbon dioxide analyzer with either zero grade air or zero grade nitrogen.
(3) Calibrate on each normally used operating range with carbon dioxide in N
(b) [Reserved]
Other test equipment used for testing shall be calibrated as often as required by the manufacturer or as necessary according to good practice. Specific equipment requiring calibration is the gas chromatograph and flame ionization detector used in measuring methanol and the high pressure liquid chromatograph (HPLC) and ultraviolet detector for measuring formaldehyde.
(a) The procedures described in this and subsequent sections are used to determine the conformity of motorcycles with the standards set forth in subpart E of this part.
(b) The overall test consists of prescribed sequences of fueling, parking, and operating conditions.
(c) The exhaust emission test is designed to determine hydrocarbon (gasoline-fueled, natural gas-fueled and liquefied petroleum gas-fueled motorcycles), methanol, formaldehyde, and hydrocarbon (methanol-fueled motorcycles), carbon monoxide and oxides of nitrogen mass emissions while simulating an average trip in an urban area. The test consists of engine startups and motorcycle operation on a chassis dynamometer, through a specified driving schedule. A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis, using a constant volume (variable dilution) sampler.
(d) Except in cases of component malfunction or failure, all emission control systems installed on or incorporated in a new motorcycle shall be functioning during all procedures in this subpart. Maintenance to correct component malfunction or failure shall be authorized in accordance with subpart E of this part.
(e) Background concentrations are measured for all species for which emissions measurements are made. For exhaust testing, this requires sampling and analysis of the dilution air. (When testing methanol-fueled motorcycles, manufacturers may choose not to measure background concentrations of methanol and/or formaldehyde, and then assume that the concentrations are zero during calculations.)
(a) Vehicles equipped with transfer cases, multiple sprockets, etc., shall be tested in the manufacturer's recommended configuration for street or highway use. If more than one configuration is recommended or if the recommendation is deemed unreasonable by the Administrator, the Administrator will specify the test configuration.
(b) All tests shall be conducted with automatic transmissions in “Drive” (highest gear). Automatic clutch-torque converter transmissions may be shifted as manual transmissions at the option of the manufacturer.
(c) Idle modes shall be run with automatic transmissions in “Drive” and the wheels braked, manual transmission shall be in gear with the clutch disengaged; except first idle, see §§ 86.536 and 86.537.
(d) The vehicle shall be driven with minimum throttle movement to maintain the desired speed. No simultaneous use of brake and throttle shall be permitted.
(e) Acceleration modes shall be driven smoothly. Automatic transmissions shall shift automatically through the normal sequence of gears; manual transmissions shall be shifted as recommended by the manufacturer to the ultimate purchaser (unless determined to be unreasonable by the Administrator) with the operator closing the throttle during each shift and accomplishing the shift with minimum time. If the vehicle cannot accelerate at the specified rate, the vehicle shall be operated with the throttle fully opened until the vehicle speed reaches the value prescribed for that time in the driving schedule.
(f) The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired speed. Manual transmission vehicles shall be downshifted using the same shift points as when upshifting or as recommended by the manufacturer in the vehicle owner's manual. All downshifts shall be made smoothly, disengaging the clutch while shifting and engaging the clutch once the lower gear has been selected. For those modes which require the vehicle to decelerate to zero, manual transmission clutches shall be disengaged when the speed drops below 15 km/h (9.3 mph) for vehicles with engine displacements equal to or greater than 280 cc (17.1 cu. in.), when the speed drops below 10 km/h (6.2 mph) for vehicles with engine displacements less than 280 cc (17.1 cu. in.), when engine roughness is evident, or when engine stalling is imminent.
(g) If downshifting during deceleration is not permitted in the vehicle owner's manual, manual transmissions will be downshifted at the beginning of or during a power mode if recommended by the manufacturer or if
(h) If shift speeds are not recommended by the manufacturer, manual transmission vehicles shall be shifted as follows:
(1) For Class I and II motorcycles:
(2) For Class III motorcycles:
(3) Higher gears may be used at the manufacturer's option.
(a) Road load as a function of speed is given by the following equation:
(b) The inertia given in Figure F78-9 shall be used. Motorcycles with loaded vehicle mass outside these limits shall be tested at an equivalent inertial mass and road load force specified by the Administrator.
(c) The dynamometer shall be adjusted to reproduce the specified road load as determined by the most recent calibration. Alternatively, the actual vehicle road load can be measured and duplicated:
(1) Make at least 5 replicate coastdowns in each direction from 70 to 60 km/h on a smooth, level, track under balanced wind conditions. The driver must have a mass of 80
(2) Average the coastdown times. Adjust the dynamometer load so that the coastdown time is duplicated with the vehicle and driver on the dynamom-eter.
(3) Alternate procedures may be used if approved in advance by the Administrator.
(a)(1) Road load as a function of speed is given by the following equation:
(2) The values for coefficients A and C and the test inertia are given in Figure F98-9 of this section. Velocity V is in km/h and force (F) is in newtons. The forces given by the equation in paragraph (a)(1) of this section shall be simulated to the best ability of the equipment being used.
(b) The inertia given in Figure F98-9 shall be used. Motorcycles with loaded
(c) The dynamometer shall be adjusted to reproduce the specified road load as determined by the most recent calibration. Alternatively, the actual vehicle road load can be measured and duplicated:
(1) Make at least 5 replicate coastdowns in each direction from 70 to 60 km/h on a smooth, level track under balanced wind conditions. The driver must have a mass of 80
(2) Average the coastdown times. Adjust the dynamometer load so that the coastdown time is duplicated with the vehicle and driver on the dynamometer.
(3) Alternate procedures may be used if approved in advance by the Administrator.
(a) Ambient temperature levels encountered by the test vehicle throughout the test sequence shall not be less than 20 °C (68 °F) nor more than 30 °C (86 °F). The vehicle shall be approximately level during the emission test to prevent abnormal fuel distribution.
(b) [Reserved]
(a) The manufacturer shall provide additional fittings and adapters, as required by the Administrator * * *, such as * * * to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle and to provide for exhaust sample collection.
(b) [Reserved]
(a) The vehicle shall be moved to the test area and the following operations performed:
(1) The fuel tank(s) shall be drained through the provided fuel tank(s) drain(s) and charged with the specified test fuel, § 86.513, to half the tank(s) capacity.
(2) The vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through one Urban Dynamometer Driving Schedule test procedure (see § 86.515 and appendix I). The vehicle need not be cold, and may be used to set dynamometer horsepower.
(b) Within five (5) minutes of completion of preconditioning, the vehicle shall be removed from the dynamometer and may be driven or pushed to the soak area to be parked. The vehicle shall be stored for not less than the following times prior to the cold start exhaust test.
(a) The dynamometer run consists of two tests, a “cold” start test and a “hot” start test following the “cold” start by 10 minutes. Engine startup (with all accessories turned off), operation over the driving schedule, 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 and a continuously proportional sample is collected for analysis during each phase. The composite samples collected in bags are analyzed for hydrocarbons, carbon monoxide, carbon dioxide, and, optionally, for oxides of nitrogen. A parallel sample of the dilution air is similarly analyzed for hydrocarbon, carbon monoxide, carbon dioxide, and, optionally, for oxides of nitrogen. Methanol and formaldehyde samples (exhaust and dilution air) are collected and analyzed for methanol-fueled vehicles (a single dilution air formaldehyde sample covering the total time of the test may be collected in place of individual test phases).
(b) [Reserved]
(c) The vehicle speed, as measured from the dynamometer roll, shall be used. A speed
(d) Practice runs over the prescribed driving schedule may be performed at test points, provided an emission sample is not taken, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit sampling system adjustments.
(e) The drive wheel tires must be inflated to the manufacturer's recommended pressure,
(f) If the dynamometer has not been operated during the two-hour period immediately preceding the test, it shall be warmed up for 15 minutes by operating at 50 km/h (31 mph) using a nontest vehicle, or as recommended by the dynamometer manufacturer.
(g) If the dynamometer horsepower must be adjusted manually, it shall be set within one hour prior to the exhaust emissions test phase. The test vehicle shall not be used to make this adjustment. Dynamometers using automatic control of preselectable power settings may be set anytime prior to the beginning of the emissions test.
(h) The driving distance, as measured by counting the number of dynamometer roll revolutions, shall be determined for the transient cold start, stabilized cold start, and transient hot start phases of the test.
(a)(1) The engine shall be started according to the manufacturer's recommended starting procedures. The initial 20 second idle period shall begin when the engine starts.
(2)
(ii) Vehicles equipped with manual chokes shall be operated according to the manufacturer's operating instructions or owner's manual. Where times are provided in the instructions, the Administrator may specify the specific point for operation, within 15 seconds of the recommended time.
(3) The operator may use the choke, throttle etc. where necessary to keep the engine running.
(4) If the manufacturer's operating instructions or owner's manual do not specify a warm engine starting procedure, the engine (automatic and manual choke engines) shall be started by
(b) [Reserved]
(c) If, during the cold start, the vehicle does not start after 10 seconds of cranking, or ten cycles of the manual starting mechanism, cranking shall cease and the reason for failure to start determined. The revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the “standby” position during this diagnostic period. In addition, either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period.
(1) If failure to start is an operational error, the vehicle shall be rescheduled for testing from a cold start. If failure to start is caused by vehicle malfunction, corrective action (following the unscheduled maintenance provisions) of less than 30 minutes duration may be taken and the test continued. The sampling system shall be reactivated at the same time cranking is started. When the engine starts, the driving schedule timing sequence shall begin. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken (following the unscheduled maintenance provisions), and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
(2) If the vehicle does not start during the hot start after ten seconds of cranking, or ten cycles of the manual starting mechanism, cranking shall cease, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken in accordance with § 86.428 or § 86.429, and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
(d) If the engine “false starts”, the operator shall repeat the recommended starting procedure (such as resetting the choke, etc.)
(e)
(2) If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the vehicle shall then be restarted and accelerated to the speed required at that point in the driving schedule and the test continued. During acceleration to this point, shifting shall be performed in accordance with § 86.528.
(3) If the vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken, and the vehicle rescheduled for test. The reason for the malfunction (if determined) and the corrective action taken shall be reported.
(a) The vehicle shall be allowed to stand with the engine turned off (see § 86.532 for required time). The vehicle shall be stored prior to the emission test in such a manner that precipitation (
(b) The following steps shall be taken for each test:
(1) Place drive wheel of vehicle on dynamometer without starting engine.
(2) Activate vehicle cooling fan.
(3) For all vehicles, with the sample selector valves in the “standby” position connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(4) For methanol-fueled vehicles, with the sample selector valves in the “standby” position, insert fresh sample collection impingers into the methanol sample collection system, fresh impingers or a fresh cartridge into the formaldehyde sample collection system and fresh impingers (or a single cartridge for formaldehyde) into the dilution air sample collection systems for methanol and formaldehyde (background measurements of methanol and formaldehyde may be omitted and concentrations assumed to be zero for calculations in § 86.544).
(5) Start the CVS (if not already on), the sample pumps and the temperature recorder. (The heat exchanger of the constant volume sampler, if used, methanol-fueled vehicle hydrocarbon analyzer and sample lines should be preheated to their respective operating temperatures before the test begins.)
(6) Adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero.
(i) For gaseous bag samples (except hydrocarbon samples), the minimum flow rate is 0.17 cfm (0.08 l/s).
(ii) For hydrocarbon samples, the minimum FID (or HFID in the case of methanol-fueled vehicles) flow rate is 0.066 cfm (0.031 l/s).
(iii) For methanol samples, the flow rates shall be set such that the system meets the design criteria of § 86.509. For samples in which the concentration in the primary impinger exceeds 0.5 mg/l, it is recommended that the mass of methanol collected in the secondary impinger not exceed ten percent of the total mass collected. For samples in which the concentration in the primary impinger does not exceed 0.5 mg/l, secondary impingers do not need to be analyzed.
(iv) For formaldehyde samples, the flow rates shall be set such that the system meets the design criteria of § 86.509. For impinger samples in which the concentration of formaldehyde in the primary impinger exceeds 0.1 mg/l, it is recommended that the mass of formaldehyde collected in the secondary impinger not exceed ten percent of the total mass collected. For samples in which the concentration in the primary impinger does not exceed 0.1 mg/l, secondary impingers do not need to be analyzed.
(7) Attach the flexible exhaust tube to the vehicle tailpipe(s).
(8) Start the gas flow measuring device, position the sample selector valves to direct the sample flow into the “transient” exhaust sample bag, the “transient” methanol exhaust sample, the “transient” formaldehyde exhaust sample, the “transient” dilution air sample bag, the “transient” methanol dilution air sample and the “transient” formaldehyde dilution air sample, turn the key on, and start cranking the engine.
(9) Fifteen seconds after the engine starts, place the transmission in gear.
(10) Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule.
(11) Operate the vehicle according to the Urban Dynamometer Driving Schedule (§ 86.515).
(12) At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously switch the sample flows from the “transient” bags and samples to “stabilized” bags and samples, switch off gas flow measuring device No. 1 and, start gas flow measuring device No. 2. Before the acceleration which is scheduled to occur at 510 seconds, record the measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon as possible, transfer the “stabilized” exhaust and dilution air samples to the analytical system and process the samples according to § 86.540, 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. (If it is not possible to
(13) Turn the engine off 2 seconds after the end of the last deceleration (at 1,369 seconds).
(14) Five seconds after the engine stops running, simultaneously turn off gas flow measuring device No. 2 and position the sample selector valves to the “standby” position (and open the valves isolating particulate filter No. 1, if applicable). 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 “stabilized” exhaust and dilution air samples to the analytical system and process the samples according to § 86.540, 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. (If it is not possible to perform analysis on the methanol and formaldehyde samples within 24 hours, the samples should be stored in a dark cold (4-10 °C) environment until analysis. The samples should be analyzed within fourteen days.)
(15) Immediately after the end of the sample period, turn off the cooling fan.
(16) Turn off the CVS or disconnect the exhaust tube from the tailpipe(s) of the vehicle.
(17) Repeat the steps in paragraph (b) (2) through (11) of this section for the hot start test, except only two evacuated sample bags, two methanol sample impingers, and two formaldehyde sample impingers are required. The step in paragraph (b)(8) of this section shall begin between 9 and 11 minutes after the end of the sample period for the cold start test.
(18) At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously turn off gas flow measuring device No. 1 and position the sample selector valve to the “standby” position. (Engine shutdown is not part of the hot start test sample period.) Record the measured roll or shaft revolutions.
(19) As soon as possible, transfer the hot start “transient” exhaust and dilution air bag samples to the analytical system and process the samples according to § 86.540 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 period (if it is not possible to perform analysis on the methanol and formaldehyde samples within 24 hours, the samples should be stored in a dark, cold (
(20) Disconnect the exhaust tube from the vehicle tailpipe(s) and remove the vehicle from dynamometer.
(21) The CVS or CFV may be turned off, if desired.
(22) Continuous monitoring of exhaust emissions will not normally be allowed. Specific written approval must be obtained from the Administrator for continuous monitoring of exhaust emissions.
The following sequence of operations shall be performed in conjunction with each series of measurements:
(a) For CO, CO
(1) Zero the analyzers and obtain a stable zero reading. Recheck after tests.
(2) Introduce span gases and set instrument gains. In order to avoid errors, span and calibrate at the same flow rates used to analyze the test sample. Span gases should have concentrations equal to 75 to 100 percent of full scale. If gain has shifted significantly on the analyzers, check the calibrations. Show actual concentrations on chart.
(3) Check zeros; repeat the procedure in paragraphs (a) (1) and (2) of this section if required.
(4) Check flow rates and pressures.
(5) Measure HC, CO, CO
(6) Check zero and span points. If difference is greater than 2 percent of full scale, repeat the procedure in paragraphs (a) (1) through (5) of this section.
(b) For CH
(c) For HCHO (methanol-fueled vehicles), introduce test samples into the high pressure liquid chromatograph and measure the concentration of formaldehyde as a dinitropheylhydrazine derivative in acetonitrile. This concentration is C
The following information shall be recorded with respect to each test:
(a) Test number.
(b) System or device tested (brief description).
(c) Date and time of day for each part of the test schedule.
(d) Instrument operator.
(e) Driver or operator.
(f)
(g)
(h) All pertinent instrument information such as tuning-gain-serial number-detector number-range. As an alternative, a reference to a vehicle test cell number may be used, with the advance approval of the Administrator, provided test cell calibration records show the pertinent instrument information.
(i) Recorder Charts: Identify zero, span, exhaust gas, and dilution air sample traces.
(j) Test cell barometric pressure, ambient temperature and humidity.
A central laboratory barometer may be used;
(k) [Reserved]
(l) Pressure of the mixture of exhaust and dilution air entering the CVS metering device, the pressure increase across the device, and the temperature at the inlet. The temperature may be recorded continuously or digitally to determine temperature variations.
(m) The number of revolutions of the positive displacement pump accumulated during each test phase while exhaust samples are being collected. The number of standard cubic meters metered by a critical flow venturi during each test phase would be the equivalent record for a CFV-CVS.
(n) The humidity of the dilution air.
If conditioning columns are not used (see §§ 86.522 and 86.544) this measurement can be deleted. If the conditioning columns are used and the dilution air is taken from the test cell, the ambient humidity can be used for this measurement.
(o) The driving distance for each of the three phases of test, calculated from the measured roll or shaft revolutions.
(p) Additional required records for methanol-fueled vehicles:
(1) Specification of the methanol fuel, or fuel mixtures, used during testing.
(2) Volume of sample passed through the methanol sampling system and the volume of deionized water in each impinger.
(3) The methanol calibration information from the GC standards.
(4) The concentration of the GC analyses of the test samples (methanol).
(5) Volume of sample passed through the formaldehyde sampling system.
(6) The formaldehyde calibration information from the HPLC standards.
(7) The concentration of the HPLC analysis of the test sample (formaldehyde).
(q)
(r)
The final reported test results, with oxides of nitrogen being optional, shall be computed by use of the following formula: (The results of all emission tests shall be rounded, using the “Rounding-Off Method” specified in ASTM E 29-67, to the number of places to the right of the decimal point indicated by expressing the applicable standard to three significant figures.)
(1) Y
(2) Y
(3) Y
(4) Y
(5) D
(6) D
(7) D
(b) The mass of each pollutant for each phase of both the cold-start test and the hot-start test is determined from the following:
(1) Hydrocarbon mass:
(2) Oxides of nitrogen mass:
(3) Carbon monoxide mass:
(4) Carbon dioxide mass:
(5) Methanol mass:
(6) Formaldehyde mass:
(7) Total hydrocarbon equivalent:
(i) THCE = HC
(c) Meaning of symbols:
(1)(i) HC
(ii) Density
(A)
(B)
(iii)(A) HC
(B) HC
(iv)(A) HC
(B) HC
(v) FID HC
(vi) r = FID response to methanol.
(vii) C
(viii)(A) HC
(B) HC
(ix) FID HC
(x) C
(2)(i) NOx
(ii) Density
(iii)(A) NOx
(B) NOx
(iv) NOx
(v) NOx
(3)(i) CO
(ii) Density
(iii)(A) CO
(B) CO
(iv)(A) CO
(B) CO
(C) CO
(v) CO
(vi) CO
(vii) R = Relative humidity of the dilution air, pct (
(viii)(A) CO
(B) CO
(ix) CO
If a CO instrument which meets the criteria specified in § 86.511 is used and the conditioning column has been deleted, CO
(4)(i) CO
(ii) Density
(iii)(A) CO
(B) CO
(iv) CO
(5)(i) CH
(ii) Density
(iii)(A) CH
(B) CH
(iv)(A) C
(B)
(v)(A) C
(B)
(vi) T
(vii) T
(viii) P
(ix) V
(x) V
(xi) C
(xii) C
(xiii) AV
(xiv) AV
(xv) 1=first impinger.
(xvi) 2=second impinger.
(6)(i) HCHO
(ii) Density
(iii)(A) HCHO
(B) HCHO
Where:
(iv)(A) C
(B)
(v)(A) C
(B)
(vi) C
(vii) V
(viii)(A) Q = Ratio of molecular weights of formaldehyde to its DNPH derivative.
(B) Q = 0.1429
(ix) T
(x) V
(xi) P
(xii) C
(xiii) V
(xiv) T
(xv) V
(7)(i) DF = 13.4/[CO
(ii) For methanol-fueled, natural gas-fueled or liquefied petroleum gas-fueled motorcycles, where fuel composition is C
(iii)(A) V
(B)
(iv) V
(v) N = Number of revolutions of the positive displacement pump during the test phase while samples are being collected.
(vi) P
(vii) P
(viii) T
(ix)(A) K
(B) K
(x)(A) H = Absolute humidity in grams of water per kilogram of dry air.
(B) H = [(6.211)R
(xi) R
(xii) P
(xiii) P
(d) Sample calculation of mass emission values for gasoline-fueled vehicles with engine displacements equal to or greater than 170 cc (10.4 cu. in.):
(1) For the “transient” phase of the cold-start test, assume V
(i) V
(ii) H = [(6.211)(20.5)(3.382)]/[(99.05) − (3.382)(20.5/100)] = 4.378 grams H
(iii) K
(iv) CO
(v) CO
(vi) DF = 13.4/[0.415 + (249.75 + 306.68)10
(vii) HC
(viii) HC
(ix) NOx
(x) NOx
(xi) CO
(xii) CO
(xiii) CO
(xiv) CO
(2) For the “stabilized” portion of the cold-start test, assume that similar calculations resulted in HC
(3) For the “transient” portion of the hot-start test, assume that similar calculations resulted in HC
(4) For a 1978 motorcycle with an engine displacement equal to or greater than 170 cc (10.4 cu. in):
(i) HC
(ii) NOx
(iii) CO
(iv) CO
For 1984 and later model year light-duty vehicles, all provisions of this subpart are applicable. The provisions of this subpart are not applicable to 1984 and later model year light-duty trucks.
(a)
(2) A section reference without a model year suffix shall be interpreted to be a reference to the section applicable to the appropriate model year.
(b) [Reserved]
(a) The definitions in this section apply to this subpart.
(b) As used in this subpart, all terms not defined herein have the meaning given them in the Act.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Section 86.602-97 includes text that specifies requirements that differ from those specified in § 86.602-84. Where a paragraph in § 86.602-84 is identical and applicable to § 86.602-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.602-84.”
(a) through (b)(8) [Reserved]. For guidance see § 86.602-84.
(b)(9)
(10)
(11)
Section 86.602-98 includes text that specifies requirements that differ from § 86.602-84. Where a paragraph in § 86.602-84 is identical and applicable to § 86.602-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.602-84.” Where a corresponding paragraph of § 86.602-84 is not applicable, this is indicated by the statement “[Reserved].”.
(a) through (b)(2) [Reserved]. For guidance see § 86.602-84.
(b)(3)(i)
(ii)
(4)
(b)(5) through (b)(8) [Reserved]. For guidance see § 86.602-84.
(9)
(10)
(11)
(a) The Administrator will require any testing under this subpart by means of a test order addressed to the manufacturer.
(b) The test order will be signed by the Assistant Administrator for Air and Radiation or his designee. The test order will be delivered in person by an EPA Enforcement Officer to a company representative or sent by registered mail, return receipt requested, to the manufacturer's representative who signs the Application for Certification submitted by the manufacturer pursuant to the requirements of the applicable sections of subpart A of this part. Upon receipt of a test order, the manufacturer shall comply with all of the provisions of this subpart and instructions in the test order.
(c)(1) The test order will specify the vehicle configuration selected for testing, the time and location at which vehicles must be selected, and the procedure by which vehicles of the specified configuration must be selected. The test order may specify the number of vehicles to be selected per day and may include alternative configurations (primary, secondary, etc.) to be selected for testing in the event that vehicles of the first specified configuration are not available for testing because those vehicles are not being manufactured at the specified assembly plant, not being manufactured during the specified time, or not being stored at the specified assembly plant or associated storage facility. If total production of the specified vehicle configuration is less than the number specified in the test order, the manufacturer will select the actual number of vehicles produced per day. If the first specified configuration is not being manufactured at a rate of at least four vehicles per day over the expected duration of the audit, the Assistant Administrator for Air and Radiation or his designated representative may select vehicles of a primary alternate configuration for testing in lieu of the first specified configuration. Likewise, vehicles of a secondary alternate configuration may be selected in lieu of vehicles of the first specified configuration or primary alternate configuration. In addition, the test order may include other directions or information essential to the administration of the required testing.
(2) The following instructions are applicable to each test order issued under this subpart:
(i) The manufacturer shall make the following documents available to an EPA Enforcement Officer upon request:
(A) A properly filed and current Application for Certification following the format prescribed by the EPA for the appropriate model year; and
(B) A copy of the shop manual, dealer service bulletins, and pre-delivery inspection procedures for the configuration being tested.
(ii) Only one mechanic at a time per vehicle shall make authorized checks, adjustments, or repairs, unless a particular check, adjustment, or repair requires a second mechanic as indicated in the shop manual or dealer service bulletins.
(iii) A mechanic shall not perform any check, adjustment, or repair without an Enforcement Officer present unless otherwise authorized.
(iv) The manufacturer shall utilize only those tools and test equipment utilized by its dealers when performing authorized checks, adjustments, or repairs.
(d) A manufacturer may indicate preferred assembly plants for the various
(e) During a given model year, the Administrator shall not issue to a manufacturer more SEA test orders than an annual limit determined by dividing the projected sales bound for the U.S. market for that model year, as made by the manufacturer in its report submitted under paragraph (a)(2) of § 600.207-80 of the Automobile Fuel Economy Regulations, by 300,000 and rounding to the nearest whole number, unless the projected sales are less than 150,000, in which case the annual limit is one. However, the annual limit for SEA test orders will be recalculated if a manufacturer submits to EPA in writing prior to or during the model year a sales projection update.
(1) Any SEA test order for which the configuration fails in accordance with § 86.610 or for which testing is not completed does not count against the annual limit.
(2) When the annual limit has been met, the Administrator may issue additional test orders for those configurations for which evidence exists indicating noncompliance. An SEA test order issued on this basis will include a statement as to the reason for its issuance.
Section 86.603-97 includes text that specifies requirements that differ from those specified in § 86.603-88. Where a paragraph in § 86.603-88 is identical and applicable to § 86.603-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.603-88.”
(a) through (e) [Reserved]. For guidance see § 86.603-88.
(f) In the event evidence exists indicating an engine family is in noncompliance, the Administrator may, in addition to other powers provided by this section, issue a test order specifying the engine family the manufacturer is required to test.
Section 86.603-98 includes text that specifies requirements that differ from § 86.603-88. Where a paragraph in § 86.603-88 is identical and applicable to § 86.603-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.603-88.” Where a corresponding paragraph of § 86.603-88 is not applicable, this is indicated by the statement “[Reserved].”.
(a) through (c) [Reserved]. For guidance see § 86.603-88.
(d) A manufacturer may indicate preferred assembly plants for the various engine families and evaporative/refueling families produced by the manufacturer for selection of vehicles in response to a test order. This shall be accomplished by submitting a list of engine families with the associated evaporative/refueling families, and the corresponding assembly plants from which the manufacturer desires to have vehicles selected, to the Administrator. In order that a manufacturer's preferred location for issuance of a test order for a configuration of a particular engine family and/or evaporative/refueling family be considered, the list must be submitted prior to issuance of the test order. Notwithstanding the fact that a manufacturer has submitted the above list, the Administrator may, upon making the determination that evidence exists indicating noncompliance
(e) [Reserved]. For guidance see § 86.603-88.
(f) In the event evidence exists indicating an engine family is in noncompliance, the Administrator may, in addition to other powers provided by this section, issue a test order specifying the engine family the manufacturer is required to test.
(a) The Administrator may require by test order that vehicles of a specified configuration be selected in a manner consistent with the requirements of § 86.607 and submitted to him at such place as he may designate for the purpose of conducting emission tests. These tests shall be conducted in accordance with § 86.608 of these regulations to determine whether vehicles manufactured by the manufacturer conform with the regulations with respect to which the certificate of conformity was issued.
(b)(1) Whenever the Administrator conducts a test on a test vehicle or the Administrator and manufacturer each conduct a test on the same test vehicle, the results of the Administrator's test shall comprise the official data for that vehicle.
(2) Whenever the manufacturer conducts all tests on a test vehicle, the manufacturer's test data will be accepted as the official data:
(c) In the event that testing conducted under paragraph (a) of this section demonstrates a lack of agreement under paragraph (b)(2), of this section, the Administrator will:
(1) Notify the manufacturer in writing of his determination that the test facility is inappropriate for conducting the tests required by this subpart and the reasons therefor, and
(2) Reinstate any manufacturer's data upon a showing by the manufacturer that the data acquired under paragraph (a) of this section was erroneous and the manufacturer's data was correct.
(d) The manufacturer may request in writing that the Administrator reconsider his determination in paragraph (b)(2) of this section based on data or information which indicates that changes have been made to the test facility and such changes have resolved the reasons for disqualification.
(a) The manufacturer of any new motor vehicle subject to any of the standards or procedures prescribed in this part shall establish, maintain and retain the following adequately organized and indexed records:
(1)
(A) Dynamometer.
(
(
(
(B) Constant Volume Sampler.
(
(
(
(
(C) Instrumentation.
(
(
(
(
(D) Test cell.
(
(
(ii) In lieu of recording test equipment information, reference to a vehicle test cell number may be used, with the advance approval of the Administrator: Provided, the test cell records show the pertinent information.
(2)
(i) The location where audit testing was performed, and the date and time for each emissions test.
(ii) The number of miles on the test vehicle when the test began and ended.
(iii) The names of supervisory personnel responsible for the conduct of the audit.
(iv) A record and description of any repairs performed prior to and/or subsequent to approval by the Administrator, giving the date and time of the repair, the reason for it, the person authorizing it, and the names of supervisory personnel responsible for the repair.
(v) The dates when the test vehicles were shipped from the assembly plant or the storage facility and when they were received at the testing facility.
(vi) The drive wheel tire pressure and the inertia weight class for each test vehicle, and the actual curb weight for each test vehicle required to be weighed pursuant to a test order.
(vii) A complete record of all emission tests performed pursuant to this subpart (except tests performed by EPA directly) including all individual worksheets and/or other documentation relating to each test, or exact copies thereof.
(viii) A brief description of all significant audit events, commencing with the test vehicle selection process, but not described by any other subparagraph under paragraph (a)(2) of this section, including such extraordinary events as vehicle accident.
(ix) A paper copy of the driver's trace for each test.
(3) Additional required records for diesel vehicles.
(4) The manufacturer shall record test equipment description, pursuant to paragraph (a)(1) of this section, for each test cell that is used to perform emission testing under this subpart.
(b) All records required to be maintained under this subpart shall be retained by the manufacturer for a period of one (1) year after completion of all testing in response to a test order. Records may be retained as hard copy or reduced to microfilm, punch cards, etc., depending upon the record retention procedures of the manufacturer:
(c) The manufacturer shall, pursuant to a request made by the Administrator, submit to the Administrator the following information with regard to vehicle production:
(1) Number of vehicles, by configuration and assembly plant, scheduled for production for the time period designated in the request.
(2) Number of vehicles, by configuration and assembly plant, produced during the time period designated in the request which are complete for introduction into commerce.
(d) Nothing in this section shall limit the Administrator's discretion to require the manufacturer to retain additional records or submit information not specifically required by this section.
(e) All reports, submissions, notifications and requests for approvals made under this subpart shall be addressed to:
Section 86.605-98 includes text that specifies requirements that differ from § 86.605-88. Where a paragraph in § 86.605-88 is identical and applicable to § 86.605-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.605-88.” Where a corresponding paragraph of § 86.605-88 is not applicable, this is indicated by the statement “[Reserved].”.
(a) through (a)(1)(i)(D) [Reserved]. For guidance see § 86.605-88.
(E) Refueling Enclosure (Refueling SHED).
(
(
(
(
(
(F) Fuel Dispenser for Refueling.
(
(
(
(
(a)(1)(ii) through (e) [Reserved]. For guidance see § 86.605-88.
(2) [Reserved]
(a) In order to allow the Administrator to determine whether a manufacturer is complying with the provisions of this subpart and a test order issued thereunder, EPA Enforcement Officers may enter during normal operating hours upon presentation of credentials any of the following:
(1) Any facility where any vehicle to be introduced into commerce or any emission-related component is or has been manufactured, assembled, or stored;
(2) Any facility where any tests conducted pursuant to a test order or any procedures or activities connected with such tests are or were performed;
(3) Any facility where any vehicle which is being, was, or is to be tested is present; and
(4) Any facility where any record or other document relating to any of the above is located.
(b) Upon admission to any facility referred to in paragraph (a) of this section, EPA Enforcement Officers may:
(1) Inspect and monitor any part or aspect of vehicle manufacturer, assembly, storage, testing and other procedures, and the facilities in which these procedures are conducted;
(2) Inspect and monitor any part or aspect of vehicle test procedures or activities, including, but not limited to, vehicle selection, preparation, mileage accumulation, preconditioning, emission tests, and maintenance; and verify calibration of test equipment;
(3) Inspect and make copies of any records or documents related to the assembly, storage, selection and testing of a vehicle in compliance with a test order; and
(4) Inspect and photograph any part or aspect of any vehicle and any component used in its assembly that is reasonably related to the purpose of the entry.
(c) EPA Enforcement Officers may obtain reasonable assistance without cost from those in charge of a facility to help them perform any function listed in this subpart and may request the recipient of a test order to arrange with those in charge of a facility operated for its benefit to furnish reasonable assistance without cost to EPA whether or not the recipient controls the facility.
(d) EPA Enforcement Officers may seek a warrant or court order authorizing the EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section. EPA Enforcement Officers may proceed
(e) A recipient of a test order shall permit EPA Enforcement Officers who present a warrant or court order as described in paragraph (d) of this section to conduct activities related to entry and access as authorized in this section and as described in the warrant or court order. A recipient of a test order shall cause those in charge of its facility or a facility operated for its benefit
(f) It is not a violation of this part or the Clean Air Act for any person to refuse to permit EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section without a warrant or court order.
(g) A manufacturer is responsible for locating its foreign testing and manufacturing facilities in jurisdictions in which local foreign law does not prohibit EPA Enforcement Officers from conducting the entry and access activities specified in this section. EPA will not attempt to make any inspections which it has been informed that local foreign law prohibits.
(h) For purposes of this section:
(1)
(2) Where vehicle storage areas or facilities are concerned,
(3) Where facilities or areas other than those covered by paragraph (h)(2) of this section are concerned,
(4)
(a) Vehicles comprising a test sample which are required to be tested, pursuant to a test order issued in accordance with this subpart, will be selected at the location and in the manner specified in the test order. If a manufacturer determines that the test vehicles cannot be selected in the manner specified in the test order, an alternative selection procedure may be employed:
(b) The manufacturer shall have assembled the test vehicles of the configuration selected for testing using its normal mass production processes for vehicles to be distributed into commerce. During the audit, the manufacturer shall inform the Administrator of any change(s) implemented in its production processes, including quality control, which may be reasonably expected to affect the emissions of the vehicles selected, between the time the manufacturer received the test order and the time the manufacturer finished selecting test vehicles.
(c) No quality control, testing, or assembly procedures will be used on the completed test vehicles or any portion thereof, including parts and subassemblies, that has not been or will not be used during the production and assembly of all other vehicles of that configuration.
(d) The test order may specify that EPA Enforcement Officers, rather than the manufacturer, will select the test vehicles according to the method described in paragraph (a) of this section.
(e) The order in which test vehicles are selected determines the order in
(f) The manufacturer shall keep on hand all untested vehicles, if any, comprising the test sample until a pass or fail decision is reached in accordance with paragraph (d) of § 86.610. The manufacturer may ship any tested vehicle which has not failed in accordance with paragraph (a) of § 86.610. However, once a manufacturer ships any vehicle from the test sample, it relinquishes the prerogative to conduct retests provided in paragraph (i) of § 86.608.
(a) The prescribed test procedures are contained in subpart B of this part 86. For purposes of Selective Enforcement Audit testing, the manufacturer shall not perform any of the test procedures in subpart B of this part relating to evaporative emission testing, except as specified in paragraph (a)(2) of this section.
(1) The Administrator may, on the basis of a written application by a manufacturer, prescribe test procedures other than those in subpart B of this part for any motor vehicle which he determines is not susceptible to satisfactory testing using the procedures in subpart B of this part.
(2) The following exceptions to the test procedures in subpart B of this part are applicable to Selective Enforcement Audit testing:
(i) The manufacturer may use test fuel meeting the specifications of paragraph (a)(1) or (b)(2) of § 86.113-82 for mileage accumulation. Otherwise, the manufacturer may use fuels other than those specified in this section only with advance approval of the Administrator.
(ii) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank, as specified in § 86.131(a), and may drain the test fuel from other than the lowest point of the tank, as specified in § 86.131(b), provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
(iii) The manufacturer may perform additional preconditioning on SEA test vehicles other than the preconditioning specified in § 86.132 only if the additional preconditioning had been performed on certification test vehicles of the same configuration.
(iv) The manufacturer shall perform the heat build procedure 11 to 34 hours following vehicle preconditioning rather than according to the time period specified in paragraph § 86.133(a). All references in § 86.133 to an evaporative emission enclosure (SHED) and analyzing for HC during the heat build can be ignored.
(v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in paragraph § 86.135(e):
(vi) The cold start exhaust emission test described in § 86.137 shall follow the heat build procedure described in § 86.133 by not more than one hour.
(vii) In performing exhaust sample analysis under § 86.140.
(A) When testing diesel vehicles, the manufacturer shall allow a minimum of 20 minutes warm-up for the HC analyzer, and a minimum of 2 hours warm-up for the CO, CO
(B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(viii) The manufacturer need not comply with § 86.142, since the records required therein are provided under other provisions of subpart G of this part.
(ix) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline-fueled vehicles as follows prior to exhaust emission testing:
(A) The manufacturer shall inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative emission control system.
(C) The manufacturer shall not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution, except to comply with paragraph (a)(2)(ii) of this section if approved in advance by the Administrator.
(b)(1) The manufacturer shall not adjust, repair, prepare, or modify the vehicles selected for testing and shall not perform any emission tests on vehicles selected for testing pursuant to the test order unless this adjustment, repair, preparation, modification, and/or tests are documented in the manufacturer's vehicle assembly and inspection procedures and are actually performed or unless these adjustments and/or tests are required or permitted under this subpart or are approved in advance by the Administrator.
(2) For 1981 and later model years the Administrator may adjust or cause to be adjusted any engine or vehicle parameter which the Administrator has determined to be subject to adjustment for new vehicle compliance testing (e.g., for certification
(c) Prior to performing exhaust emission testing on an SEA test vehicle, the manufacturer may accumulate on each vehicle a number of miles equal to the greater of 4,000 miles, or the number of miles the manufacturer accumulated during certification on the emission-data vehicle corresponding to the configuration specified in the test order.
(1) Mileage accumulation must be performed in any manner using good engineering judgment to obtain emission results representative of normal production vehicles. This mileage accumulation must be consistent with the new vehicle break-in instructions contained in the applicable vehicle owner's manual, if any.
(2) The manufacturer shall accumulate mileage at a minimum rate of 300 miles per vehicle during each 24 hour period, unless otherwise provided by the Administrator.
(i) The first 24 hour period for mileage accumulation shall begin as soon as authorized vehicle checks, inspections and preparations are completed on each vehicle.
(ii) The minimum mileage accumulation rate does not apply on weekends or holidays.
(iii) If the manufacturer's mileage accumulation target is less than the minimum rate specified (300 miles per day), then the minimum daily accumulation rate shall be equal to the manufacturer's mileage accumulation target.
(3) Mileage accumulation shall be completed on a sufficient number of test vehicles during consecutive 24 hour periods to assure that the number
(d) The manufacturer shall not perform any maintenance on test vehicles after selection for testing nor shall the Administrator allow deletion of any test vehicle from the test sequence, unless requested by the manufacturer and approved by the Administrator before any test vehicle maintenance or deletion.
(e) The manufacturer will be allowed 24 hours to ship test vehicles from the assembly plant or storage facility to the test facility if the test facility is not located at the plant or storage facility or in close proximity to the plant or storage facility: Except, That the Administrator may approve more time based upon a request by the manufacturer accompanied by a satisfactory justification.
(f) If a vehicle cannot complete the mileage accumulation or emission tests because of vehicle malfunction, the manufacturer may request the Administrator to authorize the repair of that vehicle or its deletion from the test sequence.
(g) Whenever the manufacturer conducts testing pursuant to a test order issued under this subpart, the manufacturer shall notify the Administrator within one working day of receipt of the test order, which test facility will be used to comply with the test order and the number of available test cells at that facility. If no test cells are available at the desired facility, the manufacturer must provide alternate testing capability satisfactory to the Administrator. The manufacturer shall complete emission testing on a minimum of four vehicles per 24 hour period including voided tests for each available test cell at his testing facility: Except, That the Administrator may approve a longer period based upon a request by the manufacturer accompanied by satisfactory justification.
(h) The manufacturer shall perform test vehicle selection, preparation, mileage accumulation, shipping, and testing in such a manner as to assure that the audit is performed in an expeditious manner.
(i) The manufacturer may retest any test vehicle after a fail decision has been reached in accordance with paragraph (d) of § 86.610 based on the first test on each vehicle;
(a) The prescribed test procedures are contained in subpart B and/or subpart C of this part 86. For purposes of Selective Enforcement Audit testing, the manufacturer shall not perform any of the test procedures in subpart B of this part relating to evaporative emission testing, except as specified in paragraph (a)(2) of this section.
(1) The Administrator may, on the basis of a written application by a manufacturer, prescribe test procedures other than those in subpart B and/or subpart C of this part for any motor vehicle which he determines is not susceptible to satisfactory testing using the procedures in subpart B and/or subpart C of this part. The Administrator may, based on advance application by a manufacturer, approve optional test procedures for use in Selective Enforcement Audit testing.
(2) The following exceptions to the test procedures in subpart B of this part are applicable to Selective Enforcement Audit testing:
(i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications of mileage and service accumulation fuels of § 86.113. Otherwise, the manufacturer may use fuels other than those specified in this section only with the advance approval of the Administrator.
(ii) The manufacturer may measure the temperature of the test fuel at
(iii) The manufacturer may perform additional preconditioning on SEA test vehicles other than the preconditioning specified in § 86.132 only if the additional preconditioning had been performed on certification test vehicles of the same configuration.
(iv) If the Administrator elects to use the evaporative canister preconditioning procedure described in § 86.132-96(k), the manufacturer shall perform the heat build procedure 11 to 34 hours following vehicle preconditioning rather than according to the time period specified in § 86.133-90(a). All references in § 86.133-90 to an evaporative emission enclosure (SHED) and analyzing for HC during the heat build can be ignored.
(v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in paragraph § 86.135-90(e): Provided, that the slave tires are the same size.
(vi) If the Administrator elects to use the evaporative canister preconditioning procedure described in § 86.132-96(k), the cold start exhaust emission test described in § 86.137 shall follow the heat build procedure described in § 86.133-90 by not more than one hour.
(vii) In performing exhaust sample analysis under § 86.140.
(A) When testing diesel vehicles, or methanol-fueled Otto-cycle vehicles, the manufacturer shall allow a minimum of 20 minutes warm-up for the HC analyzer, and for diesel vehicles, a minimum of two hours warm-up for the CO, CO
(B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(viii) The manufacturer need not comply with § 86.142, since the records required therein are provided under other provisions of subpart G of this part.
(ix) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline-fueled and methanol-fueled vehicles as follows prior to exhaust emissions testing:
(A) The manufacturer shall inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative emission control system.
(C) The manufacturer shall not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution, except to comply with paragraph (a)(2)(ii) of this section if approved in advance by the Administrator.
(3) The following exceptions to the test procedures in subpart C of this part are applicable to Selective Enforcement Audit testing:
(i) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank, as specified in § 86.231(a), and may drain the test fuel from other than the lowest point of the fuel tank as specified in § 86.231(b), provided an equivalent method is used. Equivalency documentation shall be
(ii) In performing exhaust sample analysis under § 86.240, the manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(iii) The manufacturer need not comply with § 86.242 since the records required therein are provided under other provisions of subpart G of this part.
(iv) In addition to the requirements of subpart C of this part, the manufacturer shall prepare gasoline-fueled vehicles as follows prior to exhaust emission testing:
(A) The manufacturer shall inspect the fuel system to ensure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative emission control system.
(C) The manufacturer shall not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution, except if approved in advance by the Administrator, to comply with paragraph (a)(3)(i) of this section.
(b)(1) The manufacturer shall not adjust, repair, prepare, or modify the vehicles selected for testing and shall not perform any emission tests on vehicles selected for testing pursuant to the test order unless this adjustment, repair, preparation, modification, and/or tests are documented in the manufacturer's vehicle assembly and inspection procedures and are actually performed or unless these adjustments and/or tests are required or permitted under this subpart or are approved in advance by the Administrator.
(2) For 1981 and later model years the Administrator may adjust or cause to be adjusted any engine or vehicle parameter which the Administrator has determined to be subject to adjustment for new vehicle compliance testing (e.g., for certification or Selective Enforcement Audit testing) in accordance with § 86.081-22(c)(1), to any setting within the physically adjustable range of that parameter, as determined by the Administrator in accordance with § 86.081-22(e)(3)(ii), prior to the performance of any tests. However, if the idle speed parameter is one which the Administrator has determined to be subject to adjustment, the Administrator shall not adjust it to a setting which causes a lower engine idle speed than will be possible within the physically adjustable range of the idle speed parameter on the vehicle when it has accumulated 4,000 miles, all other parameters being adjusted identically for the purpose of comparison. The Administrator, in making or specifying such adjustments, will consider the effect of the deviation from the manufacturer's recommended setting on emissions performance characteristics as well as the likelihood that similar settings will occur on in-use light-duty vehicles or light-duty trucks. In determining likelihood, the Administrator will consider factors such as, but not limited to, the effect of the adjustment on vehicle performance characteristics and surveillance information from similar in-use vehicles.
(c) Prior to performing exhaust emission testing on an SEA test vehicle, the manufacturer may accumulate on each vehicle a number of miles equal to the greater of 4,000 miles, or the number of miles the manufacturer accumulated during certification on the emission-data vehicle corresponding to the configuration specified in the test order.
(1) Mileage accumulation must be performed in any manner using good engineering judgement to obtain emission results representative of normal production vehicles. This mileage accumulation must be consistent with the new vehicle break-in instructions contained in the applicable vehicle owner's manual, if any.
(2) The manufacturer shall accumulate mileage at a minimum rate of 300 miles per vehicle during each 24 hour period, unless otherwise provided by the Administrator.
(i) The first 24 hour period for mileage accumulation shall begin as soon as authorized vehicle checks, inspections and preparations are completed on each vehicle.
(ii) The minimum mileage accumulation rate does not apply on weekends or holidays.
(iii) If the manufacturer's mileage accumulation target is less than the minimum rate specified (300 miles per day), then the minimum daily accumulation rate shall be equal to the manufacturer's mileage accumulation target.
(3) Mileage accumulation shall be completed on a sufficient number of test vehicles during consecutive 24 hour periods to assure that the number of vehicles tested per day fulfills the requirements of paragraph (g) of this section.
(d) The manufacturer shall not perform any maintenance on test vehicles after selection for testing nor shall the Administrator allow deletion of any test vehicle from the test sequence, unless requested by the manufacturer and approved by the Administrator before any test vehicle maintenance or deletion.
(e) The manufacturer will be allowed 24 hours to ship test vehicles from the assembly plant or storage facility to the test facility if the test facility is not located at the plant or storage facility or in close proximity to the plant or storage facility: Except, That the Administrator may approve more time based upon a request by the manufacturer accompanied by a satisfactory justification.
(f) If a vehicle cannot complete the mileage accumulation or emission tests because of vehicle malfunction, the manufacturer may request the Administrator to authorize the repair of that vehicle or its deletion from the test sequence.
(g) Whenever the manufacturer conducts testing pursuant to a test order issued under this subpart, the manufacturer shall notify the Administrator within one working day of receipt of the test order, which test facility will be used to comply with the test cells at that facility. If no test cells are available at the desired facility, the manufacturer must provide alternate testing capability satisfactory to the Administrator. The manufacturer shall complete emission testing on a minimum of four vehicles per 24 hour period including voided tests for each available test cell at his testing facility: Except, That the Administrator may approve a longer period based upon a request by the manufacturer accompanied by satisfactory justification.
(h) The manufacturer shall perform test vehicle selection, preparation, mileage accumulation, shipping, and testing in such a manner as to assure that the audit is performed in an expeditious manner.
(i) The manufacturer may retest any test vehicle after a fail decision has been reached in accordance with paragraph (d) of § 86.610 based on the first test on each vehicle; except, that the Administrator may approve retesting at other times during the audit based upon a request by the manufacturer accompanied by a satisfactory justification. The manufacturer may test each vehicle the same number of times. The manufacturer may accumulate additional mileage on test vehicles before conducting retests, subject to the provisions of paragraph (c) of this section.
Section 86.608-96 includes text that specifies requirements that differ from § 86.608-90. Where a paragraph in § 86.608-90 is identical and applicable to § 86.608-96, this is indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.608-90.” Where a corresponding paragraph of § 86.608-90 is not applicable, this is indicated by the statement “[Reserved].”
(a) The prescribed test procedures are the FTP as described in subpart B of this part, the cold temperature CO test procedure as described in subpart C of this part, and the CST as described in subpart O of this part, as applicable. For purposes of Selective Enforcement
(1) The Administrator may select and prescribe the sequence of any CSTs. Further, the Administrator may, on the basis of a written application by a manufacturer, approve optional test procedures other than those in subparts B, C, and O of this part for any motor vehicle which is not subject to satisfactory testing using the procedures in subparts B, C, and O of this part.
(2) through (3) [Reserved]. For guidance see § 86.608-90.
(4) The exceptions to the test procedures described in subpart O of this part that are listed in paragraphs (a)(4)(i) and (ii) of this section are applicable to Selective Enforcement Audit testing.
(i) The manufacturer need not comply with § 86.1442, since the records required therein are provided under other provisions of subpart G of this part.
(ii) In addition to the requirements of subpart O of this part, the manufacturer must prepare vehicles as in paragraphs (a)(4)(ii) (A) through (C) of this section prior to exhaust emission testing.
(A) The manufacturer must inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer must exercise care to neither purge nor load the evaporative system.
(C) The manufacturer may not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution.
(b) through (i) [Reserved]. For guidance see § 86.608-90.
Section 86.608-97 includes text that specifies requirements that differ from those specified in §§ 86.608-90 and 86.608-96. Where a paragraph in § 86.608-90 or § 86.608-96 is identical and applicable to § 86.608-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.608-90.” or “[Reserved]. For guidance see § 86.608-96.”
(a) The prescribed test procedures are the Federal Test Procedure, as described in subpart B and/or subpart R of this part, whichever is applicable, the cold temperature CO test procedure as described in subpart C of this part, and the Certification Short Test procedure as described in subpart O of this part. Where the manufacturer conducts testing based on the requirements specified in Chapter 1 or Chapter 2 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996), the prescribed test procedures are the procedures cited in the previous sentence, or substantially similar procedures, as determined by the Administrator. The California Regulatory Requirements Applicable to the National Low Emission Vehicle Program are incorporated by reference (see § 86.1). For purposes of Selective Enforcement Audit testing, the manufacturer shall not be required to perform any of the test procedures in subpart B of this part relating to evaporative emission testing, except as specified in paragraph (a)(2) of this section.
(1) [Reserved]. For guidance see § 86.608-96.
(2) The following exceptions to the test procedures in subpart B and/or subpart R of this part are applicable to Selective Enforcement Audit testing:
(i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications for mileage and service accumulation fuels of § 86.113, or, for vehicles certified to the National LEV standards, the specifications of § 86.1771. Otherwise, the manufacturer may use fuels other than those specified in this section only with the advance approval of the Administrator.
(ii) [Reserved]. For guidance see § 86.608-90.
(iii) The manufacturer may perform additional preconditioning on Selective Enforcement Audit test vehicles other than the preconditioning specified in § 86.132, or § 86.1773 for vehicles certified to the National LEV standards, only if the additional preconditioning had been performed on certification test vehicles of the same configuration.
(a)(2)(iv) through (a)(2)(vii) [Reserved]. For guidance see § 86.608-90.
(a)(2)(viii) The manufacturer need not comply with § 86.142, or § 86.1775, since the records required therein are provided under other provisions of this subpart G.
(a)(2)(ix) through (a)(3) [Reserved]. For guidance see § 86.608-90.
(a)(4) [Reserved]. For guidance see § 86.608-96.
(b) through (i) [Reserved]. For guidance see § 86.608-90.
(a) The prescribed test procedures are the Federal Test Procedure, as described in subpart B and/or subpart R of this part, whichever is applicable, the cold temperature CO test procedure as described in subpart C of this part, and the Certification Short Test procedure as described in subpart O of this part. Where the manufacturer conducts testing based on the requirements specified in Chapter 1 or Chapter 2 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996), the prescribed test procedures are the procedures cited in the previous sentence, or substantially similar procedures, as determined by the Administrator. The California Regulatory Requirements Applicable to the National Low Emission Vehicle Program are incorporated by reference (see § 86.1). For purposes of Selective Enforcement Audit testing, the manufacturer shall not be required to perform any of the test procedures in subpart B of this part relating to evaporative emission testing, other than refueling emissions testing, except as specified in paragraph (a)(2) of this section.
(1) The Administrator may omit any of the testing procedures described in paragraph (a) of this section and may select and prescribe the sequence of any CSTs. Further, the Administrator may, on the basis of a written application by a manufacturer, approve optional test procedures other than those in subparts B, C, and O of this part for any motor vehicle which is not susceptible to satisfactory testing using the procedures in subparts B, C, and O of this part.
(2) The following exceptions to the test procedures in subpart B and/or subpart R of this part are applicable to Selective Enforcement Audit testing:
(i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications for mileage and service accumulation fuels of § 86.113, or, for vehicles certified to the National LEV standards, the specifications of § 86.1771. Otherwise, the manufacturer may use fuels other than those specified in this section only with the advance approval of the Administrator.
(ii) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank, as specified in § 86.131-96(a) with only a single temperature sensor, and may drain the test fuel from other than the lowest point of the tank, as specified in § 86.131-96(b) and § 86.152-98(a), provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturers and shall be made available to the Administrator upon request. Additionally, for any test vehicle that has remained under laboratory ambient temperature conditions for at least 6 hours prior to testing, the vehicle soak described in § 86.132-96(c) may be eliminated upon approval of the Administrator. In such cases, the vehicle shall be operated through the preconditioning drive described in § 86.132-96(c) immediately following the fuel drain and fill procedure described in § 86.132-96(b).
(iii) The manufacturer may perform additional preconditioning on Selective Enforcement Audit test vehicles other than the preconditioning specified in § 86.132, or § 86.1773, for vehicles certified to the National LEV standards only if the additional preconditioning was performed on certification test vehicles of the same configuration.
(iv) If the Administrator elects to use the evaporative/refueling canister preconditioning procedure described in § 86.132-96(k), the manufacturer shall perform the heat build procedure 11 to 34 hours following vehicle preconditioning rather than according to the time period specified in § 86.133-90(a). All references to an evaporative emission enclosure and analyzing for HC during the heat build can be ignored.
(v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in paragraph § 86.135-90(e):
(vi) If the Administrator elects to use the evaporative/refueling canister preconditioning procedure described in § 86.132-96(k), the cold start exhaust emission test described in § 86.137-96 shall follow the heat build procedure described in § 86.133-90 by not more than one hour.
(vii) In performing exhaust sample analysis under § 86.140-94.
(A) When testing diesel vehicles, or methanol-fueled Otto-cycle vehicles, the manufacturer shall allow a minimum of 20 minutes warm-up for the HC analyzer, and for diesel vehicles, a minimum of two hours warm-up for the CO, CO
(B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(viii) The manufacturer need not comply with § 86.142, § 86.155, or § 86.1775, since the records required therein are provided under other provisions of this subpart G.
(ix) If a manufacturer elects to perform the background determination procedure described in paragraph (a)(2)(xi) of this section in addition to performing the refueling emissions test procedure, the elapsed time between the initial and final FID readings shall be recorded, rounded to the nearest second rather than minute as described in § 86.154-98(e)(8). In addition, the vehicle soak described in § 86.153-98(e) shall be conducted with the windows and luggage compartment of the vehicle open.
(x) The Administrator may elect to perform a seal test, described in § 86.153-98(b), of both integrated and non-integrated systems instead of the full refueling test. When testing non-integrated systems, an manufacturer may conduct the canister purge described in § 86.153-98(b)(1) directly following the preconditioning drive described in § 86.132-96(e) or directly following the exhaust emissions test described in § 86.137-96.
(xi) In addition to the refueling test, a manufacturer may elect to perform the following background emissions determination immediately prior to the refueling measurement procedure described in § 86.154-98, provided EPA is notified of this decision prior to the start of testing in an SEA.
(A) The SHED shall be purged for several minutes immediately prior to the background determination. Warning: If at any time the concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C, the enclosure should be immediately purged. This concentration provides a 4:1 safety factor against the lean flammability limit.
(B) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the background determination. If not already on, the enclosure mixing fan and the spilled fuel mixing blower shall be turned on at this time.
(C) Place the vehicle in the SHED. The ambient temperature level encountered by the test vehicle during the entire background emissions determination shall be 80 °F
(D) Seal the SHED. Immediately analyze the ambient concentration of hydrocarbons in the SHED and record. This is the initial background hydrocarbon concentration.
(E) Soak the vehicle for ten minutes
(F) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
(G) Analyze the ambient concentration of hydrocarbons in the SHED and record. This is the final background hydrocarbon concentration.
(H) The total hydrocarbon mass emitted during the background determination is calculated according to § 86.156-98. To obtain a per-minute background emission rate, divide the total hydrocarbon mass calculated in this paragraph by the duration of the soak, rounded to the nearest second, described in paragraph (a)(2)(xi)(G) of this section.
(I) The background emission rate is multiplied by the duration of the refueling measurement obtained in paragraph (a)(2)(ix) of this section. This number is then subtracted from the total grams of emissions calculated for the refueling test according to § 86.156-98(a) to obtain the adjusted value for total refueling emissions. The final results for comparison with the refueling emission standard shall be computed by dividing the adjusted value for total refueling mass emissions by the total gallons of fuel dispensed in the refueling test as described in § 86.156-98(b).
(xii) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline-fueled and methanol-fueled vehicles as follows prior to emission testing:
(A) The manufacturer shall inspect the fuel system to ensure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control systems.
(C) The manufacturer may not modify the test vehicle's evaporative or refueling emission control systems by component addition, deletion, or substitution, except to comply with paragraph (a)(2)(ii) of this section if approved in advance by the Administrator.
(3) The following exceptions to the test procedures in subpart C of this part are applicable to Selective Enforcement Audit testing:
(i) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank, as specified in § 86.131-90(a), and may drain the test fuel from other than the lowest point of the fuel tank as specified in § 86.131-90(b), provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
(ii) In performing exhaust sample analysis under § 86.140-94, the manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(iii) The manufacturer need not comply with § 86.142-90 since the records required therein are provided under other provisions of this subpart G.
(iv) In addition to the requirements of subpart C of this part, the manufacturer shall prepare gasoline-fueled vehicles as follows prior to exhaust emission testing:
(A) The manufacturer shall inspect the fuel system to ensure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control system.
(C) The manufacturer shall not modify the test vehicle's evaporative or refueling emission control system by component addition, deletion, or substitution, except if approved in advance by the Administrator, to comply with paragraph (a)(3)(i) of this section.
(4) The exceptions to the test procedures in subpart O of this part applicable to Selective Enforcement Audit testing are listed in paragraphs (a)(4) (i) and (ii) of this section.
(i) The manufacturer need not comply with § 86.1442, since the records required therein are provided under provisions of this subpart G.
(ii) In addition to the requirements of subpart O of this part, the manufacturer must prepare vehicles as in paragraphs (a)(4)(ii) (A) through (C) of this section prior to exhaust emission testing.
(A) The manufacturer must inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer must exercise care to neither purge nor load the evaporative or refueling emission control system.
(C) The manufacturer may not modify the test vehicle's evaporative or refueling emission control system by component addition, deletion, or substitution.
(b)(1) The manufacturer shall not adjust, repair, prepare, or modify the vehicles selected for testing and shall not perform any emission tests on vehicles selected for testing pursuant to the test order unless this adjustment repair, preparation, modification, and/or tests are documented in the manufacturer's vehicle assembly and inspection procedures and are actually performed or unless these adjustments and/or tests are required or permitted under this subpart or are approved in advance by the Administrator.
(2) For 1981 and later model years the Administrator may adjust or cause to be adjusted any engine or vehicle parameter which the Administrator has determined to be subject to adjustment for new vehicle compliance testing (e.g., for certification or Selective Enforcement Audit testing) in accordance with § 86.081-22(c)(1), to any setting within the physically adjustable range of that parameter, as determined by the Administrator in accordance with § 86.081-22(e)(3)(ii), prior to the performance of any tests. However, if the idle speed parameter is one which the Administrator has determined to be subject to adjustment, the Administrator shall not adjust it to a setting which causes a lower engine idle speed than will be possible within the physically adjustable range of the idle speed parameter on the vehicle when it has accumulated 4,000 miles, all other parameters being adjusted identically for the purpose of comparison. The Administrator, in making or specifying such adjustments, will consider the effect of the deviation from the manufacturer's recommended setting on emissions performance characteristics as well as the likelihood that similar settings will occur on in-use light-duty vehicles or light-duty trucks. In determining likelihood, the Administrator will consider factors such as, but not limited to, the effect of the adjustment on vehicle performance characteristics and surveillance information from similar in-use vehicles.
(c) Prior to performing emission testing pursuant to paragraph (a) of this section on an SEA test vehicle, the manufacturer may accumulate on each vehicle a number of miles equal to the greater of 4,000 miles, or the number of miles the manufacturer accumulated during certification on the emission-data vehicle corresponding to the configuration specified in the test order.
(1) Mileage accumulation must be performed in any manner using good engineering judgment to obtain emission results representative of normal production vehicles. This mileage accumulation must be consistent with the
(2) The manufacturer shall accumulate mileage at a minimum rate of 300 miles per vehicle during each 24-hour period, unless otherwise provided by the Administrator.
(i) The first 24-hour period for mileage accumulation shall begin as soon as authorized vehicle checks, inspections and preparations are completed on each vehicle.
(ii) The minimum mileage accumulation rate does not apply on weekends or holidays.
(iii) If the manufacturer's mileage accumulation target is less than the minimum rate specified (300 miles per day), then the minimum daily accumulation rate shall be equal to the manufacturer's mileage accumulation target.
(3) Mileage accumulation shall be completed on a sufficient number of test vehicles during consecutive 24-hour periods to assure that the number of vehicles tested per day fulfills the requirements of paragraph (g) of this section.
(d) The manufacturer shall not perform any maintenance on test vehicles after selection for testing nor shall the Administrator allow deletion of any test vehicle from the test sequence, unless requested by the manufacturer and approved by the Administrator before any test vehicle maintenance of deletion.
(e) The manufacturer will be allowed 24 hours to ship test vehicles from the assembly plant or storage facility to the test facility if the test facility is not located at the plant or storage facility or in close proximity to the plant or storage facility: Except, that the Administrator may approve more time based upon a request by the manufacturer accompanied by a satisfactory justification.
(f) If a vehicle cannot complete the mileage accumulation or emission tests because of vehicle malfunction, the manufacturer may request the Administrator to authorize the repair of that vehicle or its deletion from the test sequence.
(g) Whenever the manufacturer conducts testing pursuant to a test order issued under this subpart, the manufacturer shall notify the Administrator within one working day of receipt of the test order, which test facility will be used to comply with the test order and the number of available test cells at that facility. If no test cells are available at the desired facility, the manufacturer must provide alternate testing capability satisfactory to the Administrator.
(1) The manufacturer shall perform a combination of tests pursuant to paragraph (a) of this section so that a minimum of four tests are performed per 24 hour period, including voided tests, for each available test cell.
(2) The Administrator may approve a longer period based upon a request by a manufacturer accompanied by satisfactory justification.
(h) The manufacturer shall perform test vehicle selection, preparation, mileage accumulation, shipping, and testing in such a manner as to assure that the audit is performed in an expeditious manner.
(i) The manufacturer may retest any test vehicle after a fail decision has been reached in accordance with § 86.610-98(d) based on the first test on each vehicle; except that the Administrator may approve retests at other times during the audit based upon a request by the manufacturer accompanied by a satisfactory justification. The manufacturer may test each vehicle a total of three times. The manufacturer shall test each vehicle the same number of times. The manufacturer may accumulate additional mileage on test vehicles before conducting retests, subject to the provisions of paragraph (c) of this section.
(a) Initial test results are calculated following the Federal Test Procedure specified in § 86.608(a). Round the initial test results to the number of decimal places contained in the applicable emission standard, expressed to one additional significant figure. Rounding shall be done in accordance with ASTM E 29-90, Standard Practice for Using
(b) Final test results for each test vehicle shall be calculated by summing the initial test results derived in paragraph (a) of this section for each test vehicle, dividing by the number of tests conducted on the vehicle, and rounding to the same number of decimal places contained in the applicable emission standard expressed to one additional significant figure. Rounding shall be done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(c)(1) The final deteriorated test results for each test vehicle shall be calculated by multiplying the final test results by the appropriate deterioration factor derived for the certification process for the engine family and model year to which the selected configuration belongs, and rounded to two significant figures. Rounding shall be done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1). For the purposes of this paragraph, if a deterioration factor as computed during the certification process is less than one, that deterioration factor shall be one.
(2) There are no deterioration factors for light-duty vehicles tested in accordance with § 86.146-96 of subpart B of this part. Accordingly, for the fuel dispensing spitback test the term “final deteriorated test results” shall mean the final test results derived in paragraph (b) of this section for each test vehicle, rounded to the same number of significant figures contained in the applicable standard in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(d) Within five working days after completion of testing of all vehicles pursuant to a test order, the manufacturer shall submit to the Administrator a report which includes the following information:
(1) The location and description of the manufacturer's exhaust emission test facilities which were utilized to conduct testing reported pursuant to this section;
(2) The applicable standards against which the vehicles were tested;
(3) Deterioration factors for the selected configuration.
(4) A description of the vehicle selection method used;
(5) For each test conducted,
(i) Test vehicle description including:
(A) Configuration and engine family identification.
(B) Year, make, build date, and model of vehicle.
(C) Vehicle Identification Number.
(D) Miles accumulated on vehicle.
(ii) Location where mileage accumulation was conducted and description of accumulation schedule.
(iii) Test number, date, initial test results, final results and final deteriorated test results for all valid and invalid exhaust emission tests, and the reason for invalidation.
(iv) A complete description of any modification, repair, preparation, maintenance and/or testing which was performed on the test vehicle and (A) has not been reported pursuant to any other paragraph of this subpart and (B) will not be performed on all other production vehicles.
(v) Carbon dioxide emission values for all valid and invalid exhaust emission tests;
(vi) Where a vehicle was deleted from the test sequence by authorization of the Administrator, the reason for the deletion;
(vii) Any other information the Administrator may request relevant to the determination as to whether the new motor vehicles being manufactured by the manufacturer do in fact conform with the regulations with respect to which the certificate of conformity was issued.
(6) The following statement and endorsement:
This report is submitted pursuant to sections 206 and 208 of the Clean Air Act. This Selective Enforcement Audit was conducted in complete conformance with all applicable regulations under 40 CFR part 86 et seq. and
Section 86.609-96 includes text that specifies requirements that differ from § 86.609-84. Where a paragraph in § 86.609-84 is identical and applicable to § 86.609-96, this is indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.609-84.” Where a corresponding paragraph of § 86.609-84 is not applicable, this is indicated by the statement “[Reserved].”
(a) Initial test results are calculated following the test procedures specified in § 86.608(a). Round the initial test results to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure. Rounding is done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(b) Final test results for each test vehicle are calculated by summing the initial test results within a specific FTP, CST, or Cold Temperature CO Test Procedure derived in paragraph (a) of this section for each test vehicle, dividing by the number of times that specific FTP, CST, or Cold Temperature CO Test Procedure has been conducted on the vehicle, and rounding to the same number of decimal places contained in the applicable emission standard expressed to one additional significant figure. Rounding is done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(c)
(2)
(ii) There are no deterioration factors for light-duty vehicles tested in accordance with § 86.146-96. Accordingly, for the fuel dispensing spitback test the term “final deteriorated test results” means the final test results derived in paragraph (b) of this section for each test vehicle, rounded to the same number of significant figures contained in the applicable standard in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance
(d) [Reserved]. For guidance see § 86.609-84.
Section 86.609-97 includes text that specifies requirements that differ from those specified in §§ 86.609-84 and 86.609-96. Where a paragraph in § 86.609-84 or § 86.609-96 is identical and applicable to § 86.609-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.609-84.” or “[Reserved]. For guidance see § 86.609-96.”
(a) through (b) [Reserved]. For guidance see § 86.609-96.
(c)
(c)(2) [Reserved]. For guidance see § 86.609-96.
(d) [Reserved]. For guidance see § 86.609-84.
(a) Initial test results are calculated following the test procedures specified in § 86.608-98(a). Round the initial test results to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure. Rounding is done in accordance with ASTM E 29-67, (reapproved 1980) (as referenced in § 86.094-28 (a)(4)(i)(B)(
(b) Final test results for each test vehicle are calculated by summing the initial test results derived in paragraph (a) of this section for each test vehicle, dividing by the number of times that specific test has been conducted on the vehicle, and rounding to the same number of decimal places contained in the applicable standard expressed to one additional significant figure. Rounding is done in accordance with ASTM E 29-67, (reapproved 1980) (as referenced in § 86.094-28 (a)(4)(i)(B)(
(c)
(2)
(d) Within five working days after completion of testing of all vehicles pursuant to a test order, the manufacturer shall submit to the Administrator a report which includes the following information:
(1) The location and description of the manufacturer's emission test facilities which were utilized to conduct testing reported pursuant to this section.
(2) The applicable standards against which the vehicles were tested.
(3) Deterioration factors for the selected configuration.
(4) A description of the vehicle selection method used.
(5) For each test conducted.
(i) Test vehicle description including:
(A) Configuration, engine family, and refueling family identification.
(B) Year, make, build date, and model of vehicle.
(C) Vehicle Identification Number.
(D) Miles accumulated on vehicle.
(ii) Location where mileage accumulation was conducted and description of accumulation schedule.
(iii) Test number, date initial test results, final results and final deteriorated test results for all valid and invalid exhaust emission tests, and the reason for invalidation.
(iv) A complete description of any modification, repair, preparation, maintenance and/or testing which was performed on the test vehicle and:
(A) Has not been reported pursuant to any other paragraph of this subpart; and
(B) Will not be performed on all other production vehicles.
(v) Carbon dioxide emission values for all valid and invalid exhaust emission tests.
(vi) Where a vehicle was deleted from the test sequence by authorization of the Administrator, the reason for the deletion.
(vii) Any other information the Administrator may request relevant to the determination as to whether the new motor vehicles being manufactured by the manufacturer do in fact conform with the regulations with respect to which the certificate of conformity was issued.
(6) The following statement and endorsement:
This report is submitted pursuant to sections 206 and 208 of the Clean Air Act. This Selective Enforcement Audit was conducted in complete conformance with all applicable regulations under 40 CFR part 86 and the conditions of the test order. No emission related change(s) to production processes or quality control procedures for the vehicle configuration tested have been made between receipt of this test order and conclusion of the audit. All data and information reported herein is, to the best of
(a) The prescribed acceptable quality level is 40 percent.
(b) A failed vehicle is one whose final deteriorated test results pursuant to § 86.609-96(c), for one or more of the applicable pollutants, including fuel spitback, exceed the applicable emission standard. For the CST as described in subpart O of this part, a vehicle fail determination is made if the final deteriorated test results for HC and/or CO emissions from any CST exceed the applicable emission standard.
(c)
(2)
(d) Passing or failing of an SEA occurs when the decision is made on the last vehicle required to make a decision under paragraph (c) of this section.
(e) The Administrator may terminate testing earlier than required in paragraph (c) of this section.
(a) The prescribed acceptable quality level is 40 percent.
(b) A failed vehicle is one whose final deteriorated test results pursuant to § 86.609-98(c) exceed at least one of the applicable emission standards associated with the test procedures pursuant to § 86.608-98(a).
(c)(1)
(2) CST criteria only. For CST testing pursuant to subpart O, a pass or fail decision is determined according to the pass/fail criteria described in paragraph (c)(1) of this section, except that for each vehicle, the CST in its entirety is considered one pollutant.
(d) Passing or failing of an SEA audit occurs when the decision is made on the last vehicle required to make a decision under paragraph (c) of this section.
(e) The Administrator may terminate testing earlier than required in paragraph (c) of this section.
(a) The certificate of conformity is suspended with respect to any vehicle failing pursuant to paragraph (b) of § 86.610 effective from the time that testing of that vehicle is completed.
(b) The Administrator may suspend the certificate of conformity for a configuration which does not pass a Selective Enforcement Audit pursuant to paragraph § 86.610(c) based on the first test, or all tests, conducted on each vehicle. This suspension will not occur before ten days after failure to pass the audit.
(c) If the results of vehicle testing pursuant to these regulations indicate the vehicles of a particular configuration produced at more than one plant do not conform to the regulations with respect to which the certificate of conformity was issued, the Administrator may suspend the certificate of conformity with respect to that configuration for vehicles manufactured by the manufacturer in other plants of the manufacturer.
(d) The Administrator will notify the manufacturer in writing of any suspension or revocation of a certificate of conformity in whole or in part: Except, That the certificate of conformity is immediately suspended with respect to any vehicle failing pursuant to § 86.610(a) and as provided for in paragraph (a) of this section.
(e) The Administrator may revoke a certificate of conformity for a configuration when the certificate has been suspended pursuant to paragraph (b) or (c) of this section if the proposed remedy for the nonconformity, as reported by the manufacturer to the Administrator, is one requiring a design change(s) to the engine and/or emission control system as described in the Application for Certification of the affected configuration.
(f) Once a certificate has been suspended for a failed vehicle as provided for in paragraph (a) of this section, the manufacturer must take the following actions:
(1) Before the certificate is reinstated for that failed vehicle,
(i) Remedy the nonconformity, and
(ii) Demonstrate that the vehicle's final deteriorated test results conform to the applicable emission standards or family particulate emission limits, as defined in part 86 by retesting the vehicle in accordance with these regulations.
(2) Submit a written report to the Administrator within thirty days after successful completion of testing on the failed vehicle, which contains a description of the remedy and test results for the vehicle in addition to other information that may be required by this regulation.
(g) Once a certificate has been suspended pursuant to paragraph (b) or (c) of this section, the manufacturer must take the following actions before the Administrator will consider reinstating such certificate:
(1) Submit a written report to the Administrator which identifies the reason for the noncompliance of the vehicles, describes the proposed remedy, including a description of any proposed quality control and/or quality assurance measures to be taken by the manufacturer to prevent the future occurrence of the problem, and states the date on which the remedies will be implemented, and
(2) Demonstrate that the vehicle configuration for which the certificate of conformity has been suspended does in fact comply with these regulations by testing vehicles selected from normal production runs of that vehicle configuration, at the plant(s) or the facilities specified by the Administrator, in accordance with the conditions specified in the initial test order;
(h) Once a certificate for a failed configuration has been revoked under paragraph (e) of this section and the manufacturer desires to introduce into commerce a modified version of that configuration, the following actions will be taken before the Administrator may issue a certificate for the new configuration:
(1) If the Administrator determines that the proposed change(s) in vehicle design may have an effect on emission performance deterioration and/or fuel economy, he shall notify the manufacturer within 5 working days after receipt of the report in paragraph (g) of this section whether subsequent testing under this subpart will be sufficient to evaluate the proposed change(s) or whether additional testing will be required; and
(2) After implementing the change(s) intended to remedy the nonconformity, the manufacturer shall demonstrate that the modified vehicle configuration does in fact conform with these regulations by testing vehicles selected from normal production runs of that modified vehicle configuration in accordance with the conditions specified in the initial test order. The Administrator shall consider this testing to satisfy the testing requirements of § 86.079-32 or § 86.079-33 if the Administrator had so notified the manufacturer. If the subsequent testing results in passing of the audit, the Administrator shall reissue or amend the certificate, if necessary, to include that configuration:
(i) A manufacturer may at any time subsequent to an initial suspension of a certificate of conformity with respect to a test vehicle pursuant to paragraph (a) of this section, but not later than fifteen (15) days or such other period as may be allowed by the Administrator after notification of the Administrator's decision to suspend or revoke a certificate of conformity in whole or in part pursuant to paragraph (b), (c) or (e) of this section, request that the Administrator grant such manufacturer a hearing as to whether the tests have been properly conducted or any sampling methods have been properly applied.
(j) After the Administrator suspends or revokes a certificate of conformity pursuant to this section or notifies a manufacturer of his intent to suspend, revoke or void a certificate of conformity under paragraph (d) of § 86.084-30, and prior to the commencement of a hearing under § 86.614, if the manufacturer demonstrates to the Administrator's satisfaction that the decision to suspend, revoke or void the certificate was based on erroneous information, the Administrator shall reinstate the certificate.
(k) To permit a manufacturer to avoid storing non-test vehicles when conducting an audit of a configuration subsequent to suspension or revocation of the certificate of conformity for that configuration, resulting from failure of the initial audit of that configuration, he may request that the Administrator conditionally reinstate the certificate for that configuration. The Administrator may reinstate the certificate subject to the condition that the manufacturer consents to recall all vehicles of that configuration produced from the time the certificate is conditionally reinstated if the configuration
(a) The certificate of conformity is immediately suspended with respect to any vehicle failing pursuant to § 86.610(b) effective from the time that testing of that vehicle is completed.
(b)(1)
(2)
(c)(1)
(2)
(d) The Administrator will notify the manufacturer in writing of any suspension or revocation of a certificate of conformity in whole or in part: Except, that the certificate of conformity is immediately suspended with respect to any vehicle failing pursuant to § 86.610(b) and as provided for in paragraph (a) of this section.
(e)(1)
(2)
(f) Once a certificate has been suspended for a failed vehicle as provided for in paragraph (a) of this section, the manufacturer must take the following actions:
(1) Before the certificate is reinstated for that failed vehicle—
(i) Remedy the nonconformity; and
(ii) Demonstrate that the vehicle's final deteriorated test results conform to the applicable emission standards or family particulate emission limits, as defined in this part 86 by retesting the vehicle in accordance with the requirements of this subpart.
(2) Submit a written report to the Administrator within thirty days after successful completion of testing on the failed vehicle, which contains a description of the remedy and test results for the vehicle in addition to other information that may be required by this subpart.
(g) Once a certificate has been suspended pursuant to paragraph (b) or (c) of this section, the manufacturer must take the following actions before the Administrator will consider reinstating such certificate:
(1) Submit a written report to the Administrator which identifies the reason for the noncompliance of the vehicles, describes the proposed remedy, including a description of any proposed quality control and/or quality assurance measures to be taken by the manufacturer to prevent the future occurrence of the problem, and states the date on which the remedies will be implemented.
(2) Demonstrate that the engine family or configuration for which the certificate of conformity has been suspended does in fact comply with the requirements of this subpart by testing vehicles selected from normal production runs of that engine family or configuration at the plant(s) or the facilities specified by the Administrator, in accordance with:
(i) The conditions specified in the initial test order pursuant to § 86.603 for a configuration suspended pursuant to paragraph (b)(1) or (c)(1) of this section; or
(ii) The conditions specified in a test order pursuant to § 86.603 for an engine family or configuration suspended pursuant to paragraph (b)(2) or (c)(2) of this section.
(3) If the Administrator has not revoked the certificate pursuant to paragraph (e) of this section and if the manufacturer elects to continue testing individual vehicles after suspension of a certificate, the certificate is reinstated for any vehicle actually determined to have its final deteriorated test results in conformance with the applicable standards through testing in accordance with the applicable test procedures.
(4) In cases where the Administrator has suspended a certificate of conformity for a 50-state engine family or configuration pursuant to paragraph (b)(2) or (c)(2) of this section, manufacturers may request in writing that the Administrator reinstate the certificate of an engine family or configuration when, in lieu of the actions described in paragraphs (g) (1) and (2) of this section, the manufacturer has agreed to comply with Chapter 3 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996), provided an Executive Order is in place for the engine family or configuration. The California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996) are incorporated by reference (see § 86.1).
(h) Once a certificate for a failed engine family or configuration has been revoked under paragraph (e) (1) or (2) of
(1) If the Administrator determines that the proposed change(s) in vehicle design may have an effect on emission performance deterioration and/or fuel economy, he/she shall notify the manufacturer within five working days after receipt of the report in paragraph (g)(1) of this section or after receipt of information pursuant to paragraph (g)(4) of this section whether subsequent testing under this subpart will be sufficient to evaluate the proposed change(s) or whether additional testing will be required.
(2) After implementing the change(s) intended to remedy the nonconformity, the manufacturer shall demonstrate:
(i) If the certificate was revoked pursuant to paragraph (e)(1) of this section, that the modified vehicle configuration does in fact conform with the requirements of this subpart by testing vehicles selected from normal production runs of that modified vehicle configuration in accordance with the conditions specified in the initial test order pursuant to § 86.603. The Administrator shall consider this testing to satisfy the testing requirements of § 86.079-32 or § 86.079-33 if the Administrator had so notified the manufacturer. If the subsequent testing results in a pass decision pursuant to the criteria in § 86.610-96(c), the Administrator shall reissue or amend the certificate, if necessary, to include that configuration:
(ii) If the certificate was revoked pursuant to paragraph (e)(2) of this section, that the modified engine family or configuration does in fact conform with the requirements of this subpart by testing vehicles selected from normal production runs of that modified engine family or configuration in accordance with the conditions specified in a test order pursuant to § 86.603. The Administrator shall consider this testing to satisfy the testing requirements of § 86.079-32 or § 86.079-33 if the Administrator had so notified the manufacturer. If the subsequent testing results in a pass decision pursuant to § 86.610(c), the Administrator shall reissue or amend the certificate as necessary:
(3) In cases where the Administrator has revoked a certificate of conformity for a 50-state engine family or configuration pursuant to paragraph (e)(2) of this section, manufacturers may request in writing that the Administrator reissue the certificate of an engine family or configuration when, in lieu of the actions described in paragraphs (h) (1) and (2) of this section, the manufacturer has complied with Chapter 3 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996), provided an Executive Order is in place for the engine family or configuration. The California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996) are incorporated by reference (see § 86.1).
(i) A manufacturer may at any time subsequent to an initial suspension of a certificate of conformity with respect to a test vehicle pursuant to paragraph (a) of this section, but not later than fifteen (15) days or such other period as may be allowed by the Administrator after notification of the Administrator's decision to suspend or revoke a certificate of conformity in whole or in part pursuant to paragraph (b), (c) or (e) of this section, request that the Administrator grant such manufacturer a hearing as to whether the tests have
(j) After the Administrator suspends or revokes a certificate of conformity pursuant to this section or notifies a manufacturer of his intent to suspend, revoke or void a certificate of conformity under § 86.084-30(d), and prior to the commencement of a hearing under § 86.614, if the manufacturer demonstrates to the Administrator's satisfaction that the decision to suspend, revoke or void the certificate was based on erroneous information, the Administrator shall reinstate the certificate.
(k) To permit a manufacturer to avoid storing non-test vehicles when conducting testing of an engine family or configuration subsequent to suspension or revocation of the certificate of conformity for that engine family or configuration pursuant to paragraph (b), (c), or (e) of this section, the manufacturer may request that the Administrator conditionally reinstate the certificate for that engine family or configuration. The Administrator may reinstate the certificate subject to the condition that the manufacturer consents to recall all vehicles of that engine family or configuration produced from the time the certificate is conditionally reinstated if the engine family or configuration fails the subsequent testing and to remedy any nonconformity at no expense to the owner.
(a)
(b)
(1)
(2)
(3)
(4)
(5)
(c)
(2) The request for a public hearing shall contain:
(i) A statement as to which vehicle configurations or engine families are to be the subject of the hearing;
(ii) A concise statement of the issues to be raised by the manufacturer at the hearing for each vehicle configuration or engine family or vehicle for which the manufacturer has requested the hearing:
(A) Whether tests were conducted in accordance with applicable regulations under this part;
(B) Whether test equipment was properly calibrated and functioning;
(C) Whether sampling procedures specified in appendix XI of this part were followed; and
(D) Whether there exists a basis for distinguishing vehicles produced at plants other than the one from which vehicles were selected which would invalidate the Administrator's decision under § 86.612(c);
(iii) A statement specifying reasons the manufacturer believes he will prevail on the merits on each of the issues so raised; and
(iv) A summary of the evidence which supports the manufacturer's position on each of the issues so raised.
(3) A copy of all requests for public hearings shall be kept on file in the Office of the Hearing Clerk and shall be made available to the public during Agency business hours.
(d)
(2) In the case of a hearing requested under § 86.084-30(d)(6)(i), to challenge a proposed suspension of a certificate of conformity for the reasons specified in § 86.084-30(d)(1) (i) or (ii), when it clearly appears from the data and other information contained in the request for a hearing that there is no genuine and substantial question of fact with respect to the issue of whether the refusal to comply with the provisions of a test order or any other requirement of § 86.603 was caused by conditions and circumstances outside the control of the manufacturer, the Administrator will enter an order denying the request for a hearing, and suspending the certificate of conformity.
(3) Any order issued under paragraph (d) (1) or (2) of this section shall have the force and effect of a final decision of the Administrator, as issued pursuant to paragraph (w)(4) of this section.
(4) If the Administrator determines that a genuine and substantial question of fact does exist with respect to any of the issues referred to in paragraphs (d)(1) and (2) of this section, he shall grant the request for a hearing and publish a notice of public hearing in accordance with paragraph (h) of this section.
(e)
(2) To the maximum extent possible, testimony shall be presented in written form. Copies of written testimony shall be served upon all parties as soon as practicable prior to the start of the hearing. A certificate of service shall be provided on or accompany each document or paper filed with the Hearing Clerk. Documents to be served upon the Director of the Manufacturers Operations Division shall be sent by registered mail to: Director, Manufacturers Operations Division, U.S. Environmental Protection Agency (EN-340), 401 M Street, SW., WSM, Washington, DC 20460. Service by registered mail is complete upon mailing.
(f)
(2) A prescribed period of time within which a party is required or permitted to do an act shall be computed from the time of service, except that when service is accomplished by mail, three days shall be added to the prescribed period.
(g)
(h)
(i)
(j)
(1) To administer oaths and affirmations;
(2) To rule upon offers of proof and exclude irrelevant or repetitious material;
(3) To regulate the course of the hearings and the conduct of the parties and their counsel therein;
(4) To hold conferences for simplification of the issues or any other proper purpose;
(5) To consider and rule upon all procedural and other motions appropriate in such proceedings;
(6) To require the submission of direct testimony in written form with or without affidavit whenever, in the opinion of the Presiding Officer, oral testimony is not necessary for full and true disclosure of the facts;
(7) To enforce agreements and orders requiring access as authorized by law;
(8) To require the filing of briefs on any matter on which he is required to rule;
(9) To require any party or any witness, during the course of the hearing, to state his position on any issue;
(10) To take or cause depositions to be taken whenever the ends of justice would be served thereby;
(11) To make decisions or recommend decisions to resolve the disputed issues on the record of the hearing;
(12) To issue, upon good cause shown, protective orders as described in paragraph (n) of this section.
(k)
(i) Obtain stipulations and admissions, receive requests and order depositions to be taken, identify disputed issues of fact and law, and require or allow the submission of written testimony from any witness or party;
(ii) Set a hearing schedule for as many of the following as are deemed necessary by the Presiding Officer:
(A) Oral and written statements;
(B) Submission of written direct testimony as required or authorized by the Presiding Officer;
(C) Oral direct and cross-examination of a witness where necessary as prescribed in paragraph (p) of this section: and
(D) Oral argument, if appropriate.
(iii) Identify matters of which official notice may be taken;
(iv) Consider limitation of the number of expert and other witnesses;
(v) Consider the procedure to be followed at the hearing; and
(vi) Consider any other matter that may expedite the hearing or aid in the disposition of the issue.
(2) The results of any conference including all stipulations shall, if not transcribed, be summarized in writing by the Presiding Officer and made part of the record.
(l)
(2) The Presiding Officer, may, upon motion by a party or other person, and for good cause shown, by order (i) restrict or defer disclosure by a party of the name of a witness or a narrative summary of the expected testimony of a witness, and (ii) prescribe other appropriate measures to protect a witness. Any party affected by any such action shall have an adequate opportunity, once he learns the name of a witness and obtains the narrative summary of his expected testimony, to prepare for the presentation of his case.
(m)
(i) That such discovery will not in any way unreasonably delay the proceeding;
(ii) That the information to be obtained is not obtainable voluntarily; and
(iii) That such information has significant probative value. The Presiding Officer shall be guided by the procedures set forth in the Federal Rules of Civil Procedure, where practicable, and the precedents thereunder, except that no discovery shall be undertaken except upon order of the Presiding Officer or upon agreement of the parties.
(2) The Presiding Officer shall order depositions upon oral questions only upon a showing of good cause and upon a finding that:
(i) The information sought cannot be obtained by alternative methods; or
(ii) There is a substantial reason to believe that relevant and probative evidence may otherwise not be preserved for presentation by a witness at the hearing.
(3) Any party to the proceeding desiring an order of discovery shall make a motion or motions therefor. Such a motion shall set forth:
(i) The circumstances warranting the taking of the discovery;
(ii) The nature of the information expected to be discovered; and
(iii) The proposed time and place where it will be taken.
(4) Failure to comply with an order issued pursuant to this paragraph may lead to the inference that the information to be discovered would be adverse to the person or party from whom the information was sought.
(n)
(2)(i) A party or person seeking a protective order may be permitted to make all or part of the required showing in camera. A record shall be made of such in camera proceedings. If the Presiding Officer enters a protective order following a showing in camera, the record of such showing shall be sealed and preserved and made available to the agency or court in the event of appeal.
(ii) Attendance at any in camera proceeding may be limited to the Presiding Officer, the agency, and the person or party seeking the protective order.
(3) Any party, subject to the terms and conditions of any protective order issued pursuant to paragraph (n)(1) of this section, desiring for the presentation of his case to make use of any in camera documents or testimony shall make application to the Presiding Officer by motion setting forth the justification therefor. The Presiding Officer, in granting any such motion, shall enter an order protecting the rights of the affected persons and parties and preventing unnecessary disclosure of such information, including the presentation of such information and oral testimony and cross-examination concerning it in executive session, as in his discretion is necessary and practicable.
(4) In the submittal of proposed findings, briefs, or other papers, counsel for all parties shall make a good faith attempt to refrain from disclosing the specific details of in camera documents and testimony. This shall not preclude references in such proposed findings, briefs, or other papers to such documents or testimony including generalized statements based on their contents. To the extent that counsel considers it necessary to include specific details in their presentations, such data shall be incorporated in separate proposed findings, briefs, or other papers marked “confidential,” which shall become part of the in camera record.
(o)
(2) Within such time as may be fixed by the Environmental Appeals Board or the Presiding Officer, as appropriate, any party may serve and file an answer to the motion. The movant shall, if requested by the Environmental Appeals Board or the Presiding Officer, as appropriate, serve and file reply papers within the time set by the request.
(3) The Presiding Officer shall rule upon all motions filed or made prior to the filing of his decision or accelerated decision, as appropriate. The Environmental Appeals Board shall rule upon all motions filed prior to the appointment of a Presiding Officer and all motions filed after the filing of the decision of the Presiding Officer or accelerated decision. Oral argument of motions will be permitted only if the Presiding Officer or the Environmental Appeals Board, as appropriate, deems it necessary.
(p)
(2) The Presiding Officer shall allow the parties to examine and cross-examine a witness to the extent that such examination and cross-examination is necessary for a full and true disclosure of the facts.
(3) Rulings of the Presiding Officer on the admissibility of evidence, the propriety of examination and cross-examination and other procedural matters shall appear in the record.
(4) Parties shall automatically be presumed to have taken exception to an adverse ruling.
(q)
(2) The official transcripts and exhibits, together with all papers and requests filed in the proceeding, shall constitute the record.
(r)
(2) The record shall show the Presiding Officer's ruling on the proposed findings and conclusions except when his order disposing of the proceeding otherwise informs the parties of the action taken by him thereon.
(s)
(2) The Presiding Officer's decision shall become the decision of the Environmental Appeals Board (i) when no notice of intention to appeal as described in paragraphs (t) and (u) of this section is filed, 10 days after issuance thereof, unless in the interim the Environmental Appeals Board shall have taken action to review or stay the effective date of the decision; or (ii), when a notice of intention to appeal is filed but the appeal is not perfected as required by paragraphs (t) or (u) of this section, 5 days after the period allowed for perfection of an appeal has expired unless within that 5 day period, the Environmental Appeals Board shall have taken action to review or stay the effective date of the decision.
(3) The Presiding Officer's decision shall include a statement of findings and conclusions, as well as the reasons or basis therefore, upon all the material issues of fact or law presented on the record and an appropriate rule or order. Such decision shall be supported by substantial evidence and based upon a consideration of the whole record.
(4) At any time prior to the issuance of his decision, the Presiding Officer may reopen the proceeding for the reception of further evidence. Except for the correction of clerical errors, the jurisdication of the Presiding Officer is terminated upon the issuance of his decision.
(t)
(2) When an appeal is taken from the decision of the Presiding Officer, any party may file a brief with respect to such appeal. The brief shall be filed within 15 days of the date of the filing of the appellant's brief.
(3) Any brief filed pursuant to this paragraph shall contain in the order indicated, the following:
(i) A subject index of the matter in the brief, with page references, and a table of cases (alphabetically arranged) textbooks, statutes, and other material cited, with page references thereto;
(ii) A specification of the issues intended to be urged:
(iii) The argument presenting clearly the points of fact and law relied upon in support of the position taken on each issue, with specific page references to the record and the legal or other material relied upon; and
(iv) A proposed order for the Environmental Appeals Board's consideration if different from the order contained in the Presiding Officer's decision.
(4) No brief in excess of 40 pages shall be filed without leave of the Environmental Appeals Board.
(5) Oral argument shall be allowed only in the discretion of the Environmental Appeals Board.
(u)
(2) Any party to the proceeding may appeal the Presiding Officer's decision to the Environmental Appeals Board by filing a notice of appeal within 10 days.
(3) The notice appeal shall be in the form of a brief, and shall conform to the requirements of paragraph (t)(3) of this section.
(4) Within 10 days after a notice of appeal from the decision of the Presiding Officer is filed under this paragraph, any party may file a brief with respect to such appeal.
(5) No brief in excess of 15 pages shall be filed without leave of the Environmental Appeals Board.
(v)
(2) The Environmental Appeals Board, upon receipt of notice from the Hearing Clerk that no notice of intention to appeal the decision of the Presiding Officer has been filed, or if filed, not perfected pursuant to paragraph (t) or (u) of this section, may, on its own motion, within the time limits specified in paragraph (s)(2) of this section, review the decision of the Presiding Officer. Notice of the intention of the Environmental Appeals Board to review the decision of the Presiding Officer shall be given to all parties and shall set forth the scope of such review and the issues which shall be considered and shall make provision for filing of briefs.
(w)
(2) In rendering its decision, the Environmental Appeals Board shall adopt, modify or set aside the findings, conclusions, and order contained in the decision of the Presiding Officer and shall set forth in its decision a statement of the reasons or bases for its action.
(3) In those cases where the Environmental Appeals Board determines that it should further information or additional views of the parties as to the form and content of the rule or order to be issued, the Environmental Appeals Board, in its discretion, may
(4) Any decision rendered under this paragraph which completes disposition of a case shall be a final decision of the Environmental Appeals Board.
(x)
(y)
(i) Failure to state a claim upon which relief can be granted, or direct or collateral estoppel;
(ii) The lack of any genuine issue of material fact, causing a party to be entitled to judgment as a matter of law; or
(iii) Such other and further reasons as are just, including specifically failure to obey a procedural order of the Presiding Officer.
(2) If under this paragraph an accelerated decision is issued as to all the issues and claims joined in the proceeding, the decision shall be treated for the purposes of these procedures as the decision of the Presiding Officer as provided in paragraph (s) of this section.
(3) If under this paragraph, judgment is rendered on less than all issues or claims in the proceeding, the Presiding Officer shall determine what material facts exist without substantial controversy and what material facts are actually and in good faith controverted. He shall thereupon issue an order specifying the facts which appear without substantial controversy, and the issues and claims upon which the hearing will proceed.
(z)
(2) If an appeal of the Presiding Officer's decision is taken pursuant to paragraphs (t) and (u) of this section, or if, in the absence of such appeal, the Environmental Appeals Board moves to review the decision of the Presiding Officer pursuant to paragraph (v) of this section, the hearing will be deemed to have ended upon rendering of a final decision by the Environmental Appeals Board.
(aa)
(2) Before forwarding the record to the court, the Agency shall advise the petitioner of costs of preparing it and as soon as payment to cover fees is
(a) Any manufacturer may assert that some or all of the information submitted pursuant to this subpart is entitled to confidential treatment as provided by 40 CFR part 2, subpart B.
(b) Any claim of confidentiality must accompany the information at the time it is submitted to EPA.
(c) To assert that information submitted pursuant to this subpart is confidential, a manufacturer must indicate clearly the items of information claimed confidential by marking, circling, bracketing, stamping, or otherwise specifying the confidential information. Furthermore, EPA requests, but does not require, that the submitter also provide a second copy of its submittal from which all confidential information has been deleted. If a need arises to publicly release nonconfidential information, EPA will assume that the submitter has accurately deleted the confidential information from this second copy.
(d) If a claim is made that some or all of the information submitted pursuant to this subpart is entitled to confidential treatment, the information covered by that confidentiality claim will be disclosed by the Environmental Appeals Board only to the extent and by means of the procedures set forth in part 2, subpart B, of this chapter.
(e) Information provided without a claim of confidentiality at the time of submission may be made available to the public by EPA without further notice to the submitter, in accordance with 40 CFR 2.204(c)(2)(i)(A).
The provisions of this subpart apply to: 1994 and later model year Otto-cycle and diesel light-duty vehicles; 1994 and later model year Otto-cycle and diesel light-duty trucks; and 1994 and later model year Otto-cycle and diesel heavy-duty engines. The provisions of subpart B of this part apply to this subpart for compliance with emissions subject to FTP standards. For cold CO standards, the provisions of subpart C of this part apply to this subpart.
The definitions in subparts A and B of this part apply to this subpart.
The abbreviations in subparts A and B of this part apply to this subpart.
Section § 86.104 of subpart B applies to this subpart.
Section 86.708-94 includes text that specifies requirements that differ from § 86.090-8 of subpart A of this part. Where a paragraph in § 86.090-8 is identical and applicable to § 86.708-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.090-8.” Where a corresponding paragraph of § 86.090-8 is not applicable, this is indicated by the statement “[Reserved].”
(a)(1)
(A)(
(
(
(
(B)(
(
(
(
(
(
(
(
(
(ii) Engine families participating in the particulate averaging program as
(iii) CST emissions from model year 1996 and later gasoline-fueled Otto-cycle light-duty vehicles measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(iii) (A) and (B) of this section.
(A) Hydrocarbons: 220 ppm as hexane.
(B) Carbon monoxide: 1.2 percent.
(2) The standards set forth in paragraph (a)(1)(i) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light-duty vehicles, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight.
(3) The standards set forth in paragraph (a)(1)(iii) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) The provisions of § 86.090-8(b) through (h) of subpart A of this part apply to this section. The provisions of § 86.096-8(i) through (k) of subpart A of this part apply to this section.
Section 86.708-98 includes text that specifies requirements that differ from § 86.090-8 of subpart A of this part. Where a paragraph in § 86.090-8 is identical and applicable to § 86.708-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.090-8.” Where a corresponding paragraph of § 86.090-8 is not applicable, this is indicated by the statement “[Reserved].”
(a)(1)(i) In-use exhaust emissions from 1998 and later model year light-duty vehicles shall meet all standards in tables H98-1 and H98-2 in the rows designated with the applicable fuel type.
(ii)(A) Vehicles subject to the standards of paragraph (a)(1)(i) of this section shall be all actual U.S. sales of light-duty vehicles of the applicable model year by a manufacturer.
(B) A manufacturer cannot use one set of engine families to meet its in-use intermediate useful life standards and another to meet its in-use full useful life standards. The same families which
(iii) CST emissions from gasoline-fueled Otto-cycle light-duty vehicles measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(iii) (A) and (B) of this section.
(A) Hydrocarbons: 220 ppm as hexane.
(B) Carbon monoxide: 1.2 percent.
(2) The standards set forth in paragraph (a)(1) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light-duty vehicles, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight.
(3) The standards set forth in paragraph (a)(1)(iii) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) The provisions of § 86.090-8 (b) through (h) of subpart A of this part apply to this section. The provisions of § 86.096-8 (i) through (j) of subpart A of this part apply to this section.
Section 86.709-94 includes text that specifies requirements that differ from § 86.091-9 of subpart A of this part. Where a paragraph in § 86.091-9 is identical and applicable to § 86.709-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.091-9.” Where a corresponding paragraph of § 86.091-9 is not applicable, this is indicated by the statement “[Reserved].”
(a)(1)
(A)(
(
(
(
(
(B)(
(
(
(
(
(
(
(
(
(ii)
(A)(
(
(
(2)
(B)(
(
(
(
(
(
(
(
(
(iii) Exhaust emissions of carbon monoxide from 1994 and later model year light-duty trucks shall not exceed 0.50 percent of exhaust gas flow at curb idle at a useful life of 11 years or 120,000 miles, whichever first occurs (for Otto-cycle and methanol-fueled diesel-cycle light-duty trucks only).
(iv)(A) Engine families participating in the applicable NO
(B) Engine families participating in the applicable particulate averaging program as specified in § 86.094-9(a)(1)(iv)(B) shall be subject, for purposes of in-use compliance, to the particulate family emission limit determined for that engine family for certification purposes, in lieu of the appropriate particulate standard shown in the tables of in-use standards in this section.
(v) CST emissions from model year 1996 and later gasoline-fueled Otto-cycle light-duty trucks measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(v) (A) and (B) of this section.
(A) Hydrocarbons: 220 ppm as hexane.
(B) Carbon monoxide: 1.2 percent.
(2) The standards set forth in paragraphs (a)(1)(i) and (a)(1)(ii) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light light-duty trucks, and for heavy light-duty trucks certified to the Tier 0 standards of this section, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight. The test weight basis for heavy light-duty trucks certified to the Tier 1 or Tier 1
(3) The standards set forth in paragraph (a)(1)(v) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) The provision of § 86.090-8(b) through (k) of subpart A of this part apply to this section.
Section 86.709-99 includes text that specifies requirements that differ from § 86.091-9 of subpart A of this part. Where a paragraph in § 86.091-9 is identical and applicable to § 86.709-99, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.091-9.” Where a corresponding paragraph of § 86.091-9 is not applicable, this is indicated by the statement “[Reserved].”
(a)(1)(i)(A)
(B)(
(
(ii)(A)
(B)(
(
(iii) Exhaust emissions of carbon monoxide from 1999 and later model year light-duty trucks shall not exceed 0.50 percent of exhaust gas flow at curb
(iv) CST emissions from gasoline-fueled Otto-cycle light-duty trucks measured and calculated in accordance with subpart O of this part may not exceed the standards listed in paragraphs (a)(1)(iv) (A) and (B) of this section.
(A) Hydrocarbons: 220 ppm as hexane.
(B) Carbon monoxide: 1.2 percent.
(2) The standards set forth in paragraphs (a)(1)(i) and (a)(1)(ii) of this section refer to the exhaust emitted over a driving schedule as set forth in subpart B of this part and measured and calculated in accordance with those procedures. The test weight basis for light light-duty trucks, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be loaded vehicle weight. The test weight basis for heavy light-duty trucks, for the purposes of determining equivalent test weight as prescribed in § 86.129-94, shall be adjusted loaded vehicle weight. The standard set forth in paragraph (a)(1)(iii) of this section refers to the exhaust emitted at curb idle and measured and calculated in accordance with the procedures set forth in subpart P of this part.
(3) The standards set forth in paragraph (a)(1)(iv) of this section refer to the exhaust emitted during the CST as set forth in subpart O of this part and measured and calculated in accordance with those provisions.
(b) The provisions of § 86.097-9(b), (c), and (g) through (k) of subpart A of this part apply to this section.
Secs. 202, 206, 207, 208, 301(a), Clean Air Act; as amended 42 U.S.C. 7521, 7524, 7541, 7542, and 7601.
The provisions of this subpart are applicable to new petroleum-fueled diesel heavy-duty engines beginning with the 1984 model year, methanol-fueled diesel heavy-duty engines beginning with the 1990 model year and natural gas-fueled and liquefied petroleum gas-fueled diesel heavy-duty engines beginning with the 1997 model year. The provisions of this subpart are optional prior to the 1997 model year for natural gas-fueled and liquefied petroleum gas-fueled diesel heavy-duty engines.
The definitions in § 86.084-2 apply to this subpart.
The abbreviations in § 86.078-3 apply to this subpart.
The section numbering system set forth in § 86.084-4 applies to this subpart.
The procedures described in this and subsequent sections will be the test program to determine the conformity of engines with the standards set forth in § 86.084-11(b).
(a) The test consists of a prescribed sequence of engine operating conditions on an engine dynamometer with continuous examination of the exhaust gases. The test is applicable equally to controlled engines equipped with means for preventing, controlling, or eliminating smoke emissions and to uncontrolled engines.
(b) The test is designed to determine the opacity of smoke in exhaust emissions during those engine operating conditions which tend to promote smoke from diesel vehicles.
(c) The test procedure begins with a preconditioned engine which is then run through preloading and preconditioning operations. After an idling period, the engine is operated through acceleration and lugging modes during which smoke emission
(d)(1) Except in cases of component mulfunction or failure, all emission control systems installed on, or incorporated in, a new motor vehicle engine shall be functioning during all procedures in this subpart.
(2) Maintenance to correct component malfunction or failure shall be authorized in accordance with § 86.084-25.
The requirements of this section are set forth in § 86.1313.
(a) The following sequence of operations shall be performed during engine dynamometer testing of smoke emissions, starting with the dynamometer preloading determined and the engine preconditioned (§ 86.884-12(c)).
(1)
(2)
(ii) Immediately upon completion of the mode specified in paragraph (a)(2)(i) of this section, the throttle shall be moved rapidly to, and held in, the fully open position. The inertia of the engine and the dynamometer, or alternately a preselected dynamometer load, shall be used to control the acceleration of the engine so that the speed increases to 85 percent of the rated speed in 5
(iii) After the engine reaches the speed required in paragraph (a)(2)(ii) of this section the throttle shall be moved rapidly to, and held in, the fully closed position. Immediately after the throttle is closed, the preselected load required to perform the acceleration in paragraph (a)(2)(iv) of this section shall be applied. For electric motoring dynamometer operation in speed mode, the deceleration shall be performed in 2
(iv) When the engine decelerates to the intermediate speed (within 50 rpm), the throttle shall be moved rapidly to, and held in, the fully open position. The preselected dynamometer load which was applied during the preceding transition period shall be used to control the acceleration of the engine so that the speed increases to at least 95 percent of the rated speed in 10
(v) For electric dynamometer operation in speed mode, motoring assist may be used to offset excessive dynamometer inertia load when necessary. No negative flywheel torque shall occur during any of the three acceleration modes in paragraph (a)(2) of this section except for a maximum of 10ft-lbs. for the first 0.5 second of the mode.
(3)
(ii) With the throttle remaining in the fully open position, the dynamometer controls shall be adjusted gradually so that the engine speed is reduced to the intermediate speed. This lugging operation shall be performed smoothly over a period of 35
(4)
(b) The procedures described in paragraphs (a)(1) through (a)(4) of this section shall be repeated until three consecutive valid cycles have been completed. If three valid cycles have not been completed after a total of six consecutive cycles have been run, the engine shall be preconditioned by operation at maximum horsepower at rated speed for 10 minutes before the test sequence is repeated.
The following equipment shall be used for smoke emission testing of engines on engine dynamometers:
(a) An engine dynamometer with adequate characteristics to perform the test cycle described in §86.884-7.
(b) An engine cooling system having sufficient capacity to maintain the engine at normal operating temperatures during conduct of the prescribed engine tests.
(c) An exhaust system with an appropriate type of smokemeter placed 10 to 32 feet from the exhaust manifold(s), turbocharger outlet(s), exhaust aftertreatment device(s), or crossover junction (on Vee engines), whichever is farthest downstream. The smoke exhaust system can share the same hardware required in part 86, subpart N, § 86.1327-84(f)(2), insofar as that hardware also meets the following smoke test requirements. The smoke exhaust system shall present an exhaust backpressure within +0.2 inch Hg of the upper limit at maximum rated horsepower, as established by the engine manufacturer in his sales and service literature for vehicle application. The following options may also be used:
(1) For engines with multiple exhaust outlets, join the exhaust outlets together into a single exhaust system and install the smokemeter 10 to 32 feet downstream from the junction of the individual exhaust outlets, or exhaust aftertreatment device(s), whichever is farthest downstream.
(2) For engines with multiple exhaust outlets, install a smokemeter in each of the exhaust pipes 10 to 32 feet downstream from each exhaust manifold, turbocharger outlet, or exhaust aftertreatment device, whichever is farthest downstream.
(3) For engines with multiple exhaust outlets, install a smokemeter on the exhaust pipe which produces the highest smoke levels 10 to 32 feet downstream from the exhaust manifold, turbocharger outlet, or exhaust aftertreatment device, whichever is farthest downstream. It may be required to make smoke measurements from other exhaust outlets if deemed appropriate by the Administrator.
(4) When utilizing an end-of-line smokemeter, the terminal two feet of the exhaust pipe used for smoke measurement shall be of a circular cross section and be free of elbows and bends. The end of the pipe shall be cut off squarely. The terminal two feet of the exhaust pipe shall have a nominal inside diameter in accordance with the engine being tested, as specified below:
(5) When utilizing an in-line smokemeter, there shall be no change in the exhaust pipe diameter within 3 exhaust pipe diameters before or after
(d) An engine air inlet system presenting an air inlet restriction within one inch of water of the upper limit for the engine operating condition which results in maximum air flow, as established by the engine manufacturer in his sales and service literature, for the engine being tested.
(a)
(b)
(1) Adapter—the smokemeter optical unit may be mounted on a fixed or movable frame. The normal unrestricted shape of the exhaust plume shall not be modified by the adaptor, the meter, or any ventilatory system used to remove the exhaust from the test site.
(2) Smokemeter (light extinction meter)—continuous recording, full-flow light obscuration meter.
(i) It is positioned so that a built-in light beam traverses the exhaust smoke plume at right angles to the axis of the exhaust stream.
(ii) The smokemeter light source shall be an incandescent lamp with a color temperature range of 2800K to 3250K, or a light source with a spectral peak between 550 to 570 nanometers.
(iii) The light output is collimated to a beam with a maximum diameter of 1.125 inches and an included angle of divergence within a 6° included angle.
(iv) The light detector shall be a photocell or photodiode. If the light source is an incandescent lamp, the detector shall have a spectral response similar to the photopic curve of the human eye (a maximum response in the range of 550 to 570 nanometers, to less than 4 percent of that maximum response below 430 nanometers and above 680 nanometers).
(v) A collimating tube with apertures equal to the beam diameter is attached to the detector to restrict the viewing angle of the detector to within a 16
(vi) An amplified signal corresponding to the amount of light blocked is recorded continuously on a remote recorder.
(vii) An air curtain across the light source and detector window assemblies may be used to minimize deposition of smoke particles on those surfaces provided that it does not measurably affect the opacity of the plume.
(viii) The smokemeter consists of two units; an optical unit and a remote control unit.
(ix) Light extinction meters employing substantially identical measurement principles and producing substantially equivalent results, but which
(3) Recorder—a continuous recorder, with variable chart speed over a minimal range of 0.5 to 8.0 inches per minute (or equivalent) and an automatic marker indicating 1-second intervals continuously records the exhaust gas opacity, engine rpm and throttle position.
(i) The recorder is equipped to indicate only when the throttle is in the fully open or fully closed position.
(ii) The recorder scale for opacity is linear and calibrated to read from 0 to 100 percent opacity full scale.
(iii) The opacity trace has a resolution within one percent opacity.
(iv) The recorder scale for engine rpm is linear and has a resolution of 30 rpm.
(v) The throttle position trace clearly indicates when the throttle is in the fully open and fully closed positions.
(vi) Any means other than a strip-chart recorder may be used provided it produces a permanent visual data record of quality equal to or better than that described above (e.g., tabulated data, traces, or plots).
(4) The recorder used with the smokemeter shall be capable of full-scale deflection in 0.5 second or less. The smokemeter-recorder combination may be damped so that signals with a frequency higher than 10 cycles per second are attenuated. A separate lowpass electronic filter with the following performance characteristics may be installed between the smokemeter and the recorder to achieve the high-frequency attenuation:
(i) Three decibel point—10 cycles per second.
(ii) Insertion loss—zero
(iii) Selectivity—12 decibels per octave above 10 cycles per second.
(iv) Attenuation—27 decibels down at 40 cycles per second minimum.
(5) In lieu of the use of chart recorders, automatic data collection equipment may be used to record all required data. Automatic data processing equipment may then be used to perform the data analysis specified in § 86.884-13. The automatic data collection equipment must be capable of sampling at least two records per second.
(c)
(2) Power shall be supplied to the control unit of the smokemeter in time to allow at least 15 minutes for stabilization prior to testing.
The following information, as applicable, shall be recorded for each test:
(a) Engine description and specifications. A copy of the information specified in this paragraph must accompany each engine sent to the Administrator for compliance testing. If the engine is submitted to the Administrator for testing under subpart N, only the information specified in § 86.1344-84 need accompany the engine. The manufacturer need not record the information specified in this paragraph for each test if the information, with exception of paragraphs (a)(3), (a)(12), and (a)(13) of this section, is included in the manufacturer's part I.
(1) Engine-system combination.
(2) Engine identification numbers.
(3) Number of hours of operation accumulated on engine.
(4) Rated maximum horsepower and torque.
(5) Maximum horsepower and torque speeds.
(6) Engine displacement.
(7) Governed speed.
(8) Idle rpm.
(9) Fuel consumption at maximum power and torque.
(10) Maximum air flow.
(11) Maximum and test air inlet restriction.
(12) Exhaust pipe diameter(s).
(13) Maximum exhaust system backpressure.
(b)
(1) Engine-system combination.
(2) Engine identification numbers.
(3) Instrument operator.
(4) Engine operator.
(5) Number of hours of operation accumulated on the engine prior to beginning the warm-up portion of the test.
(6) Calibration date(s) of neutral density filters used to calibrate the smokemeter.
(c) Test data; pre-test.
(1) Date and time of day.
(2) Test number.
(3) Barometric pressure.
(4) [Reserved]
(5) Intake air humidity and temperature:
(i)
(ii)
(iii) Engine intake air temperature measurement must be made within 48 inches of the engine. The measurement location must be made either in the supply system or in the air stream entering the supply system.
(d)
(2) On the recorder or automatic data collection equipment: Identify zero traces—calibration traces—idle traces (or printout of the zero and calibration values)—closed-throttle trace-open throttle trace—acceleration and lugdown test traces—start and finish of each test.
(a) The smokemeter shall be checked according to the following procedure prior to each test:
(1) [Reserved]
(2) The zero control shall be adjusted under conditions of “no smoke” to give a recorder or data collection equipment response of zero;
(3) Calibrated neutral density filters having approximately 10, 20, and 40 percent opacity shall be employed to check the linearity of the instrument. The filter(s) shall be inserted in the light path perpendicular to the axis of the beam and adjacent to the opening from which the beam of light from the light source emanates, and the recorder response shall be noted. Filters with exposed filtering media should be checked for opacity every six months; all other filters shall be checked every year, using NBS or equivalent reference filters. Deviations in excess of 1 percent of the nominal opacity shall be corrected.
(b) The instruments for measuring and recording engine rpm, engine torque, air inlet restrictions, exhaust system backpressure, throttle position, etc., which are used in the test prescribed herein, shall be calibrated in accordance with good engineering practice.
(a) The temperature of the air supplied to the engine shall be between 68 °F and 86 °F. The engine fuel inlet temperature shall be 100 °F
(b) The governor and fuel system shall have been adjusted to provide engine performance at the levels in the application for certification required under § 86.084-21.
(c) The following steps shall be taken for each test:
(1) Start cooling system;
(2) Warm up the engine by the procedure described in § 86.1332-84(d)(3) (i) through (v).
(3) Determine by experimentation the dynamometer inertia and dynamometer load required to perform the acceleration in the dynamometer cycle for smoke emission tests (§ 86.884-7(a)(2)). In a manner appropriate for the dynamometer and controls being used, arrange to conduct the acceleration mode;
(4) Install smokemeter optical unit and connect it to the recorder/data collection system. Connect the engine rpm and throttle position sensing devices to the recorder/data collection system;
(5) Turn on purge air to the optical unit of the smokemeter, if purge air is used;
(6) Check and record zero and span settings of the smokemeter. (If a recorder is used, a chart speed of approximately one inch per minute shall be used.) The optical unit shall be retracted from its position about the exhaust stream if the engine is left running;
(7) Precondition the engine by operating it for 10 minutes at maximum rated horsepower;
(8) Proceed with the sequence of smoke emission measurements on the engine dynamometer as prescribed in § 86.884-7;
(9)(i) During the test sequence of § 86.884-7, continuously record smoke measurements, engine rpm, and throttle position.
(ii) If a chart recorder is used for data collection, it shall be run at a minimum chart speed of one inch per minute during the idle mode and transitional periods, and eight inches per minute during the acceleration and lugging modes.
(iii) Automatic data collection equipment, if used, shall sample at least two records per second.
(iv) The smoke meter zero and full scale response may be rechecked and reset during the idle mode of each test sequence.
(v) If either zero or full-scale drift is in excess of 2 percent opacity, the smokemeter controls must be readjusted and the test must be repeated;
(10) Turn off engine;
(11)(i) Check zero and reset if necessary.
(ii) Check span response (
(iii) If either zero drift
The following procedure shall be used to analyze the test data:
(a) Locate the modes specified in § 86.884-7(a)(1) through (a)(4) by applying the following starting and ending criteria:
(1) The idle mode specified in § 86.884-7(a)(1) starts when engine preconditioning or the lugging mode of a preceding cycle has been completed and ends when the engine speed is raised above the idle speed.
(2) The acceleration mode specified in § 86.884-7(a)(2)(i) starts when the preceding idle mode has been completed and ends when the throttle is in the fully open position, as indicated by the throttle position trace as specified in § 86.884-7(a)(2)(ii).
(3) The acceleration mode specified in § 86.884-7(a)(2)(ii) starts when the preceding acceleration mode has been completed and ends when the engine speed reaches 85 percent of the rated speed.
(4) The transition period specified in § 86.884-7(a)(2)(iii) starts when the preceding acceleration mode has been completed and ends when the throttle is in the fully open position as indicated by the throttle position trace, as specified in § 86.884-7(a)(2)(iv).
(5) The acceleration mode specified in § 86.884-7(a)(2)(iv) starts when the preceding transition period has been completed and ends when the engine speed reaches 95 percent of the rated speed.
(6) The transition period specified in § 86.884-7 (a)(3)(i) starts when the preceding acceleration mode has been completed and ends when the engine speed is 50 rpm below the rated speed and the provisions of § 86.884-7 (a)(3)(i) are met.
(7) The lugging mode specified in § 86.884-7(a)(3)(ii) starts when the preceding transition period has been completed and ends when the engine speed is at the intermediate speed.
(b) Determine if the test requirements of § 86.884-7 are met by applying the following modal criteria:
(1) Idle mode as specified in § 86.884-7(a)(1):
(i) Duration: 5 to 5.5 minutes.
(ii) Speed: within specification during the last four minutes of the mode.
(2) Acceleration mode as specified in § 86.884-7(a)(2)(i).
(i) Duration: three seconds or less.
(ii) Speed increase: 200
(3) Acceleration mode as specified in § 86.884-7(a)(2)(ii);
(i) Linearity:
(ii) Duration: 3.5 to 6.5 seconds.
(iii) Throttle position: fully open until speed is at least 85 percent of the rated speed.
(4) Transition period as specified in § 86.884-7(a)(2)(iii):
(i) Throttle position: moved rapidly to, and held in, the fully closed position.
(5) Acceleration mode as specified in § 86.884-7(a)(2)(iv):
(i) Duration: 8 to 12 seconds.
(ii) Throttle position: fully open when speed is at intermediate speed.
(6) Transition period as specified in § 86.884-7(a)(3)(i):
(i) Duration: 50 to 60 seconds.
(ii) Average speed during the last 10 seconds shall be within
(iii) Average observed power during the last 10 seconds shall be at least 95 percent of the horsepower developed during the preconditioning mode.
(7) Lugging mode as specified in § 86.884-7(a)(3)(ii):
(i) Linearity:
(ii) Duration: 30 to 40 seconds.
(iii) Speed at end: intermediate speed.
(c) Determine if the linearity requirements of § 86.884-7 were met by means of the following procedure:
(1) For the acceleration mode specified in § 86.884-7(a)(2)(ii), note the maximum deflection of the rpm trace from a straight line drawn between the starting and ending points specified in paragraph (a)(3) of this section.
(2) For the lugging mode specified in § 86.884-7(a)(3)(ii), note the maximum deflection of the rpm trace from a straight line drawn from the starting and ending points specified in paragraph (a)(7) of this section.
(3) The test results will be invalid if any deflection is greater than 100 rpm.
(4) This linearity check may be performed by direct analysis of the recorder traces, or by computer analysis of data collected by automatic data collection equipment.
(d) Analyze the smoke trace by means of the following procedure:
(1) Starting at the beginning of the first acceleration, as defined in paragraph (a)(2) of this section, and stopping at the end of the second acceleration, as defined in paragraph (a)(3) of this section, divide the smoke trace into half-second intervals. Similarly, subdivide into half-second intervals the third acceleration mode and the lugging mode as defined by paragraphs (a) (5) and (7) respectively, of this section.
(2) Determine the average smoke reading during each half-second interval.
(3) Locate and record the 15 highest half-second readings during the acceleration mode of each dynamometer cycle.
(4) Locate and record the five highest half-second readings during the lugging mode of each dynamometer cycle.
(5) Examine the average half-second values which were determined in paragraphs (d)(3) and (d)(4) of this section and record the three highest values for each dynamometer cycle.
(6) This smoke trace analysis may be performed by direct analysis of the recorder traces, or by computer analysis of data collected by automatic data collection equipment.
(a) If the measured half-second opacity values were obtained with a smokemeter with an optical path length different than shown in the table in § 86.884-8(c), then convert the measured half-second values or the original instantaneous values to the appropriate equivalent optical path length values specified in the table. Convert the opacity values according to the following equations:
(b) Average the 45 readings in § 86.884-13(d)(3) or the equivalent converted values from paragraph (a) of this section if appropriate, and designate the value as “A”. This is the value for the engine acceleration mode.
(c) Average the 15 readings in § 86.884-13(d)(4) or the equivalent converted values from paragraph (a) of this section if appropriate, and designate the value as “B”. This is the value for the engine lugging mode.
(d) Average the 9 readings in § 86.884-13(d)(5) or the equivalent converted values from paragraph (a) of this section if appropriate, and designate the value as “C”. This is the value for the peaks in either mode.
(e)(1) If multiple smokemeters were used, the half-second values for each mode from each smokemeter shall be combined and the calculated average based upon the total number of combined values.
(2) For example, if two smokemeters were used for acceleration mode data, 45 half-second values in each data set from both smokemeters would be combined to form a data set of 90 values, which would then be averaged.
The abbreviations in this section apply to this subpart and have the following meanings:
This subpart prescribes fees to be charged for the MVECP for 1993 and later Mys. The fees charged will apply to all manufacturers' and ICIs' LDVs, LDTs, HDVs, HDEs, and MCs. Nothing in this subpart shall be construed to limit the Administrator's authority to require manufacturer or confirmatory testing as provided in the Clean Air Act, including authority to require manufacturer in-use testing as provided in section 208 of the Clean Air Act.
(a)(1) The MY of initial applicability is indicated by the section number. The two digits following the hyphen designate the first MY for which a section is effective. A section remains effective until superseded.
(2)
(b)(1) A section reference without a MY suffix refers to the section applicable for the appropriate MY.
(2)
The MVECP includes all compliance, enforcement, and related activities performed by EPA which are associated with certification, fuel economy, SEA, and in-use compliance programs. The fee will recover those compliance, investigation and review costs which the EPA incurs in providing vehicle and engine manufacturers or ICIs with Certificates of Conformity, fuel economy labels, CAFE calculations, and ICI review necessary to market vehicles in the U.S. and to meet requirements otherwise imposed by statute.
Certification requests are grouped into three types corresponding to the three major divisions of regulated mobile sources: LDVs/LDTs; HDVs/HDEs; and MCs.
The fee for each certification request type is:
(a)
(1) A waiver will be granted to an applicant if the Administrator determines that:
(i) The certificate is to be used for sale of vehicles or engines within the United States; and
(ii) The full fee for a certification request for a MY exceeds 1% of the aggregate projected retail sales price of all vehicles covered by that certificate.
(2) The request for waiver must be submitted prior to the payment of any fee and shall include evidence, such as prior actual sales, retail sales price, and previous waiver requests, clearly showing that the applicant satisfies the two waiver criteria. The retail sales price will be based on the total projected sales of all vehicles under a certificate, including vehicles modified under the modification and test option in 40 CFR 85.1509. For an ICI certificate, the retail sales price shall be based on the applicable National Automobile Dealer's Association (NADA)
(3) If a waiver is granted, the fee to be paid by the applicant shall be 1% of the aggregate projected retail sales price of the vehicles or engines to be covered by the certification request.
(4) The waiver request will be reviewed by EPA.
(i) EPA or its designee will analyze each waiver request to determine whether the applicant has met the standards for a waiver and then will notify the applicant of its grant or denial.
(ii) If the request is denied, the applicant will have 30 days from the date of notification of the denial to submit the appropriate fee to EPA or appeal the denial.
(5) Whenever the aggregate projected retail sales price of the vehicles or engines to be covered by the certification request changes and/or the certificate which is under a fee waiver expires, the applicant, as appropriate:
(i) Shall submit a filing form with payment of the additional waiver fee; or
(ii) May submit a request for a refund.
(6) The total waiver fee shall not exceed the full fee amount for the applicable certification request type.
(b)
(1) That portion of the total fee to be refunded will be as follows:
(2) For a refund of a portion of a waiver payment due to a decrease in the projected retail sales price of the vehicles or engines to be covered by the certification request the applicant should submit documentation to EPA detailing the waiver fee adjustment.
(c)
(a) All fees required by this section shall be paid by money order, bank draft, certified check, corporate check, or electronic funds transfer payable in U.S. dollars to the order of the Environmental Protection Agency.
(b) All fees shall be forwarded with the filing form to the EPA to the address designated on the filing form.
(c) An application for which a partial waiver of the fee has been requested will not be accepted for processing until the appropriate fee has been determined and the balance waived or, if the waiver has been denied, the proper fee is submitted after notice of denial.
(a) Any filing pursuant to § 86.909 of this subpart that is not accompanied by the appropriate filing fee is deficient.
(b) The Administrator will inform any person who submits a deficient filing that:
(1) Such filing will be rejected and the amount paid refunded, unless the appropriate fee is submitted within a specified time;
(2) EPA will not process any filing that is deficient under this section; and
(3) The date of filing will be deemed the date on which EPA receives the appropriate fee.
(a) The fee schedule will be changed annually by the same percentage as the percent change in the CPI for all urban consumers.
(b) This annual change will occur within 60 days following release of the final estimates of the annual average for the CPI for all urban consumers by the Department of Labor.
(c) MVECP costs and fees will periodically be reviewed and changes will be made to the schedule as necessary.
(d) When automatic adjustments are made, based on the CPI, the new fee
(e) When changes are made based on periodic reviews, the changes will be subject to public comment.
The provisions of this subpart are applicable for 1984 and later model year heavy-duty engines and light-duty trucks.
(a)
(2) A section reference without a model year suffix shall be interpreted to be a reference to the section applicable to the appropriate model year.
(b) [Reserved]
(a) The definitions in this section apply to this subpart.
(b) As used in this subpart, all terms not defined herein have the meaning given them in the Act.
(a) The definitions in this section apply to this subpart.
(b) As used in this subpart, all terms not defined in this section have the meaning given them in the Act.
(a) The definitions in this section apply to this subpart.
(b) As used in this subpart, all terms not defined in this section have the meaning given them in the Act.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(a) The Administrator shall require any testing under this subpart by means of a test order addressed to the manufacturer.
(b) The test order will be signed by the Assistant Administrator for Air and Radiation or his designee. The test order will be delivered in person by an EPA Enforcement Officer to a company representative or sent by registered mail, return receipt requested, to the manufacturer's representative who signs the Application for Certification submitted by the manufacturer pursuant to the requirements of this applicable section of subpart A of this part. Upon receipt of a test order, the manufacturer shall comply with all of the provisions of this subpart and instructions in the test order.
(c)(1) The test order will specify the engine or vehicle configuration selected for testing, the manufacturer's vehicle or engine assembly plant or associated storage facility from which the engines or vehicles must be selected, the time and location at which engines or vehicles must be selected, and the procedure by which engines or vehicles of the specified configuration must be selected. The test order may specify the number of vehicles or engines to be selected per day.
(i) If the total production of the specified vehicle configuration is less than the number specified in the test order, the manufacturer will select the actual number of vehicles produced per day.
(ii) Heavy-duty engine manufacturers will be required to select a minimum of four engines per day unless an alternate selection procedure is approved pursuant to § 86.1007-84(a) or unless total production of the specified configuration is less than four engines per day. If total production of the specified configuration is less than four engines per day, the manufacturer will select the actual number of engines produced that day.
(2) The test order may include alternative configurations to be selected for testing in the event that engines or vehicles of the specified configuration are not available for testing because those engines or vehicles are not being manufactured during the specified time, or not being stored at the specified assembly plant or associated storage facilities.
(3) If the specified configuration is not being manufactured at a rate of at least four vehicles per day, in the case of light-duty truck manufacturers, two engines per day, in the case of heavy-duty engine manufacturers specified in paragraph (g)(1) of § 86.1008-84 or one engine per day, in the case of heavy-duty engine manufacturers specified in paragraph (g)(2) of § 86.1008-90, over the expected duration of the audit, the Assistant Administrator or his designated representative may select engines or vehicles of the alternate configuration for testing.
(4) In addition, the test order may include other directions or information essential to the administration of the required testing.
(d) A manufacturer may submit a list of engine families and the corresponding assembly plants or associated storage facilities from which the manufacturer prefers to have engines or vehicles selected for testing or response to a test order. In order that a manufacturer's preferred location be considered for inclusion in a test order for a configuration of a particular engine family, the list must be submitted prior to issuance of the test order. Notwithstanding the fact that a manufacturer has submitted the above list, the Administrator may order selection at other than a preferred location.
(e) Upon receipt of a test order, a manufacturer shall proceed in accordance with the provisions of this subpart.
(f)(1) During a given model year, the Administrator shall not issue to a manufacturer more Selective Enforcement Audit (SEA) test orders than an annual limit determined by the following:
(i) For manufacturers of heavy-duty engines, either petroleum-fueled or methanol-fueled, the number determined by dividing the projected heavy-duty engine sales bound for the United States market for that year, as made by the manufacturer in its Application for Certification, by 30,000 and rounding to the nearest whole number, unless the projected sales are less than 15,000, in which case the number is one;
(ii) For manufacturers of petroleum-fueled or methanol-fueled light-duty trucks, the number determined by dividing the projected light-duty truck sales bound for the United States market for that model year, as made by
(iii) If a manufacturer submits to EPA in writing prior to or during the model year a reliable sales projection update, that update will be used for recalculating the manufacturer's annual limit of SEA test orders.
(2) Any SEA test order for which the configuration fails in accordance with § 86.1010 or for which testing is not completed will not be counted against the annual limit.
(3) When the annual limit has been met, the Administrator may issue additional test orders for those configurations for which evidence exists indicating noncompliance. An SEA test order issued on this basis will include a statement as to the reason for its issuance.
Section 86.1003-97 includes text that specifies requirements that differ from those specified in § 86.1003-90. Where a paragraph in § 86.1003-90 is identical and applicable to § 86.1003-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1003-90.”
(a) through (f) [Reserved]. For guidance see § 86.1003-90.
(g) In the event evidence exists indicating an engine family is in noncompliance, the Administrator may, in addition to other powers provided by this section, issue a test order specifying the engine family the manufacturer is required to test.
Section 86.1003-2001 includes text that specifies requirements that differ from § 86.1003-88. Where a paragraph in § 86.1003-88 is identical and applicable to § 86.1003-2001, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1003-88.” Where a corresponding paragraph of § 86.1003-88 is not applicable, this is indicated by the statement “[Reserved].”.
(a) through (c)(1)(ii) [Reserved]. For guidance see § 86.1003-88.
(c)(1)(iii) Heavy-duty vehicle manufacturers will be required to select a minimum of four vehicles per day unless an alternate selection procedure is approved pursuant to § 86.1007-84(a) or unless total production of the specified configuration is less than four vehicles per day. If total production of the specified configuration is less than four vehicles per day, the manufacturer will select the actual number of vehicles produced per day.
(2) The test order may include alternative configurations to be selected for testing in the event that engines or vehicles of the specified configuration are not available for testing because those engines or vehicles are not being manufactured during the specified time, or not being stored at the specified assembly plant or associated storage facilities.
(3) If the specified configuration is not being manufactured at a rate of at least four vehicles per day, in the case of light-duty truck manufacturers, two heavy-duty engines or heavy-duty vehicles, in the case of heavy-duty vehicle and heavy-duty engine manufacturers specified in § 86.1008-2001(g)(1), or one engine or heavy-duty vehicle per day, in the case of heavy-duty vehicle or engine manufacturers specified in § 86.1008-2001(g)(2), over the expected duration of the audit, the Assistant Administrator or a designated representative may select engines or vehicles of an alternate configuration for testing.
(4) In addition, the test order may include other directions or information essential to the administration of the required testing.
(d) A manufacturer may submit a list of engine families and, if applicable, evaporative/refueling families and the corresponding assembly plants or associated storage facilities from which the manufacturer prefers to have engines or vehicles selected for testing in response to a test order. In order that a manufacturer's preferred location be considered for inclusion in a test order
(e) Upon receipt of a test order, a manufacturer shall proceed in accordance with the provisions of this subpart.
(f)(1) During a given model year, the Administrator shall not issue to a manufacturer more Selective Enforcement Auditing (SEA) test orders than the annual limit determined by the following:
(i) For manufacturers of heavy-duty engines or vehicles, either gasoline-fueled or diesel, the number determined by dividing the projected sales bound for the United States market for that year, as made by the manufacturer in its Application for Certification, by 30,000 and rounded to the nearest whole number, unless the projected sales are less than 15,000, in which case the number is one;
(f)(1)(ii) through (f)(3) [Reserved]. For guidance see § 86.1003-88.
(g) In the event evidence exists indicating an engine family is in noncompliance, the Administrator may, in addition to other powers provided by this section, issue a test order specifying the engine family the manufacturer is required to test.
(a) The Administrator may require by test order that engines or vehicles of a specified configuration be selected in a manner consistent with the requirements of § 86.1007-84 and submitted to him at such place as he may designate for the purpose of conducting emission tests. These tests will be conducted in accordance with § 86.1008-84 of these regulations to determine whether engines or vehicles manufactured by the manufacturer conform with the regulations with respect to which the certificate of conformity was issued.
(b)(1) Whenever the Administrator conducts a test on a test engine or vehicle or the Administrator and manufacturer each conduct a test on the same test engine or vehicle, the results of the Administrator's test will comprise the official data for that engine or vehicle.
(2) Whenever the manufacturer conducts all tests on a test engine or vehicle, the manufacturer's test data will be accepted as the official data:
(c) If testing conducted under paragraph (a) of this section demonstrates a lack of agreement under paragraph (b)(2) of this section, the Administrator shall:
(1) Notify the manufacturer in writing of his determination that the test facility is inappropriate for conducting the tests required by this subpart and the reasons therefor; and
(2) Reinstate any manufacturer's data upon a showing by the manufacturer that the data acquired under paragraph (a) of this section was erroneous and the manufacturer's data was correct.
(d) The manufacturer may request in writing that the Administrator reconsider his determination in paragraph (b)(2) of this section based on data or information which indicates that changes have been made to the test facility and these changes have resolved the reasons for disqualification.
(a) The manufacturer of any new petroleum-fueled or methanol-fueled heavy-duty engine or light-duty truck subject to any of the provisions of this subpart shall establish, maintain, and retain the following adequately organized and indexed records:
(1)
(i) If testing heavy-duty gasoline-fueled or methanol-fueled Otto-cycle engines, the equipment requirements specified in §§ 86.1306 and 86.1506 of this part;
(ii) If testing heavy-duty petroleum-fueled or methanol-fueled diesel engines, the equipment requirements specified in §§ 86.1306-84, 86.884-8, and 86.884-9 of this part;
(iii) If testing gasoline-fueled or methanol-fueled Ottocycle light-duty trucks, the equipment requirements specified in § 86.106 (excluding all references to evaporative and particulate emission testing), § 86.206, and § 86.1506-84 of this subpart; and
(iv) If testing petroleum-fueled or methanol-fueled diesel light-duty trucks, the equipment requirements specified in §§ 86.106 (excluding all references to evaporative emission testing) and 86.1506-83 of this part.
(2)
(i) The date, time, and location of each test;
(ii) The number of hours of service accumulated on each engine or the number of miles on the vehicle when the test began and ended;
(iii) The names of all supervisory personnel involved in the conduct of the audit;
(iv) A record and description of any repairs performed prior to and/or subsequent to approval by the Administrator, giving the date and time of the repair, the reason for it, the person authorizing it, and the names of all supervisory personnel responsible for the conduct of the repair;
(v) The date when the engine or vehicle was shipped from the assembly plant or associated storage facility and when it was received at the testing facility;
(vi) A complete record of all emission tests performed pursuant to this subpart (except tests performed by EPA directly), including all individual worksheets and/or other documentation relating to each test, or exact copies thereof, specifically
(A) If testing gasoline-fueled or methanol-fueled Otto-cycle heavy-duty engines, the record requirements specified in §§ 86.1342 and 86.1542 of this part;
(B) If testing petroleum-fueled or methanol-fueled diesel heavy-duty engines, the record requirements specified in §§ 86.1342, 86.1542, and 86.884-10;
(C) If testing gasoline-fueled or methanol-fueled Ottocycle light-duty trucks, the record requirements specified in § 86.142 (excluding all references to diesel vehicles), § 86.242, and § 86.1542; and
(D) If testing petroleum-fueled or methanol-fueled diesel light-duty trucks, the record requirements specified in § 86.142; and
(vii) A brief description of any significant audit events commencing with the test engine or vehicle selection process, but not described by any subparagraph under paragraph (a)(2) of this section, including such extraordinary events as engine damage during shipment or vehicle accident.
(viii) A paper copy of the driver's trace for each test.
(3) The manufacturer shall record test equipment description, pursuant to paragraph (a)(1) of this section, for each test cell that can be used to perform emission testing under this subpart.
(b) The manufacturer shall retain all records required to be maintained under this subpart for a period of one (1) year after completion of all testing in response to a test order. Records may be retained as hard copy or reduced to microfilm, punch cards, etc., depending upon the manufacturer's record retention procedure:
(c) Pursuant to a request made by the Administrator, the manufacturer shall submit to him the following information with regard to engine or vehicle production:
(1) Number of engines or vehicles, by configuration and assembly plant, scheduled for production for the time period designated in the request.
(2) Number of engines or vehicles, by configuration and assembly plan, produced during the time period designated in the request which are complete form introduction into commerce.
(d) Nothing in this section limits the Administrator's discretion in requiring the manufacturer to retain additional records or submit information not specifically required by this section.
(e) The manufacturer shall address all reports, submissions, notifications, and requests for approvals made under this subpart to: Director, Manufacturers Operations Division, U.S. Environmental Protection Agency, EN-340, 401 M Street, SW., Washington, DC 20460.
(a) To allow the Administrator to determine whether a manufacturer is complying with the provisions of this subpart and a test order issued thereunder, EPA Enforcement Officers are authorized to enter during operating hours and upon presentation of credentials any of the following:
(1) Any facility where any engine or vehicle to be introduced into commerce or any emission related component is manufactured, assembled, or stored;
(2) Any facility where any tests conducted pursuant to a test order or any procedures or activities connected with these tests are or were performed;
(3) Any facility where any engine or vehicle which is being tested, was tested, or will be tested is present; and
(4) Any facility where any record or other document relating to any of the above is located.
(b) Upon admission to any facility referred to in paragraph (a) of this section, EPA Enforcement Officers are authorized to perform the following inspection-related activities:
(1) To inspect and monitor any aspects of engine or vehicle manufacture, assembly, storage, testing and other procedures, and the facilities in which these procedures are conducted;
(2) To inspect and monitor any aspect of engine or vehicle test procedures or activities, including, but not limited to, monitoring engine or vehicle selection, preparation, service or mileage accumulation, preconditioning, emission test cycles, and maintenance; and to verify calibration of test equipment;
(3) To inspect and make copies of any records or documents related to the assembly, storage, selection and testing of an engine or vehicle in compliance with a test order; and
(4) To inspect and photograph any part or aspect of any engine or vehicle and any component used in the assembly thereof that is reasonably related to the purpose of the entry.
(c) EPA Enforcement Officers are authorized to obtain reasonable assistance without cost from those in charge of a facility to help them perform any function listed in this subpart and are authorized to request the recipient of a test order to make arrangements with those in charge of a facility operated for its benefit to furnish reasonable assistance without cost to EPA whether or not the recipient controls the facility.
(d) EPA Enforcement Officers are authorized to seek a warrant or court order authorizing the EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section, as appropriate, to execute the functions specified in this section. EPA Enforcement Officers may proceed
(e) A recipient of a test order shall permit EPA Enforcement Officers who present a warrant or court order as described in paragraph (d) of this section to conduct activities related to entry and access as authorized in this section and as described in the warrant or court order. The recipient shall cause those in charge of its facility or a facility operated for its benefit to permit EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section pursuant to a warrant or court order whether or not the recipient controls the facility. In the absence of such a warrant or court order, EPA Enforcement Officers may conduct activities related to entry
(f) It is not a violation of this part or the Clean Air Act for any person to refuse to permit EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section without a warrant or court order.
(g) A manufacturer is responsible for locating its foreign testing and manufacturing facilities in jurisdictions in which local foreign law does not prohibit EPA Enforcement Officers from conducting the entry and access activities specified in this section. EPA will not attempt to make any inspections which it has been informed that local foreign law prohibits.
(h) For purposes of this section, the following definitions are applicable:
(1)
(2) Where engine or vehicle storage areas or facilities are concerned,
(3) Where facilities or areas other than those covered by paragraph (h)(2) of this section are concerned,
(4)
(a) Engines or vehicles comprising a test sample which are required to be tested, pursuant to a test order issued in accordance with this subpart, will be selected at the location and in the manner specified in the test order. If a manufacturer determines that the test engines or vehicles cannot be selected in the manner specified in the test order, an alternative selection procedure may be employed:
(b) The manufacturer shall have assembled the test engines or vehicles of the configuration selected for testing using its normal mass production process for engines or vehicles to be distributed into commerce. During the audit, the manufacturer shall inform the Administrator of any change(s) implemented in its production processes, including quality control, which may reasonably be expected to affect the emissions of the vehicles or engines selected, between the time the manufacturer is notified of a test order and the time the manufacturer finishes selecting test vehicles or engines. In the case of heavy-duty engines, if the test engines are selected at a location where they do not have their operational and emission control systems installed, the test order will specify the manner and location for selection of components to complete assembly of the engines. The manufacturer shall assemble these components onto the test engines using normal assembly and quality control procedures as documented by the manufacturer.
(c) No quality control, testing, or assembly procedures will be used on the completed test engine or vehicle or any portion thereof, including parts and subassemblies, that has not been or will not be used during the production and assembly of all other engines or vehicles of that configuration, except, that the Administrator may approve a
(d) The test order may specify that EPA Enforcement Officers, rather than the manufacturer, will select the test engines or vehicles according to the method specified in the test order.
(e) The order in which test engines or vehicles are selected determines the order in which test results are to be used in applying the sampling plan in accordance with § 86.1010-84.
(f) The manufacturer shall keep on hand all untested engines or vehicles, if any, comprising the test sample until such time as a pass or fail decision is reached in accordance with § 86.1010-84(d). The manufacturer may ship any tested engine or vehicle which has not failed in accordance with § 86.1010-84(b). However, once the manufacturer ships any test engine or vehicle, it relinquishes the prerogative to conduct retests as provided in § 86.1008-84(i).
(a)(1)(i) For heavy-duty engines, the prescribed test procedure is the Federal Test Procedure, as described in subparts N, I, and P of this part.
(ii) For heavy-duty vehicles with a GVW of less than 14,000 pounds (6,400 kilograms), the prescribed test procedure is the Fuel Dispensing Spitback Test as described in 86.1246-96 of this part. The test for fuel spitback is conducted as a stand-alone test, thus all references to the test sequence described in figure M96-1 of subpart M of this part can be ignored.
(iii) During the testing of heavy-duty diesel engines, the manufacturer shall decide for each engine, prior to the start of the initial cold cycle, whether the measurement of background particulate is required for the cold and hot cycles to be valid. The manufacturer may choose to have different requirements for the cold and hot cycles. If a manufacturer chooses to require the measurement of background particulate, failure to measure background particulate shall void the test cycle regardless of the test results. If a test cycle is void, the manufacturer shall retest using the same validity requirements of the initial test.
(2) For light-duty trucks, the prescribed test procedure is the Federal Test Procedure as described in subparts B, P, and/or C of this part. The manufacturer shall not perform the evaporative emission test procedures contained in subpart B of this part. The Administrator may, based on advance application by a manufacturer, approve optional test procedures for use in Selective Enforcement Audit testing.
(3) When testing light-duty trucks the following exceptions to the test procedures in subpart B are applicable:
(i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications of mileage and service accumulation fuels of § 86.113. Otherwise, the manufacturer may use fuels other than those specified in this section only with the advance approval of the Administrator.
(ii) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank, as specified in § 86.131-96(a) with only a single temperature sensor, and may drain the test fuel from other than the lowest point of the tank, as specified in § 86.131-96(b), provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturers and shall be made available to the Administrator upon request.
(iii) The manufacturer may perform additional preconditioning on SEA test vehicles other than the preconditioning specified in § 86.132 only if the additional preconditioning had been performed on certification test vehicles of the same configuration.
(iv) If the Administrator elects to use the evaporative canister preconditioning procedure described in § 86.132-96(k), the manufacturer shall perform the heat build procedure 11 to 34 hours following vehicle preconditioning rather than according to the time period specified in § 86.133-90(a). All references in § 86.133-90 to an evaporative emission enclosure (SHED) and analyzing for HC during the heat build can be ignored.
(v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in paragraph (e)
(vi) If the Administrator elects to use the evaporative canister preconditioning procedure described in § 86.132-96(k), the cold start exhaust test described in § 86.137 shall follow the heat build procedure described in § 86.133-90 by not more than one hour.
(vii) In performing exhaust sample analysis under § 86.140.
(A) When testing diesel vehicles or methanol-fueled vehicles, the manufacturer shall allow a minimum of 20 minutes warm-up for the HC analyzer, and a minimum of 2 hours warm-up for the CO, CO
(B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(viii) The manufacturer need not comply with § 86.142, since the records required therein are provided under other provisions of subpart K of this part.
(ix) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline-fueled vehicles and methanol-fueled vehicles as follows prior to exhaust emission testing:
(A) The manufacturer shall inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5 + 0.5 inches of water to the fuel system, allowing the pressure to stabilize, and isolating the fuel system from the pressure source. Following isolation of the fuel system, pressure must not drop more than 2.0 inches of water in five minutes. If required, the manufacturer shall perform corrective action in accordance with § 86.1008 and report this action in accordance with § 86.1009.
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative emission control system.
(C) The manufacturer shall not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution, except to comply with paragraph (a)(4)(ii) of this section if approved in advance by the Administrator.
(4) The Administrator, may on the basis of a written application by a manufacturer, prescribe minor test procedure variations from those set forth in paragraphs (a)(1) and (a)(2) of this section for any heavy-duty engine.
(5) When testing light-duty trucks, the following exceptions to the test procedures in subpart C of this part are applicable:
(i) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank as specified in § 86.231(a) and may drain the test fuel from other than the lowest point of the fuel tank as specified in § 86.231(b) provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
(ii) In performing exhaust sample analysis under § 86.240, the manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(iii) The manufacturer need not comply with § 86.242 since the records required therein are provided under other provisions of subpart K of this part.
(iv) In addition to the requirements of subpart C of this part, the manufacturer shall prepare gasoline-fueled vehicles as follows prior to exhaust emission testing.
(A) The manufacturer shall inspect the fuel system to ensure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise
(C) The manufacturer shall not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution, except if approved in advance by the Administrator to comply with paragraph (a)(5)(i) of this section.
(b)(1) The manufacturer shall not adjust, repair, prepare, or modify the engines or vehicles selected for testing and shall not perform any emission tests on engines or vehicles selected for testing and shall not perform any emission tests on engines or vehicles selected for testing pursuant to the test order unless this adjustment, repair, preparation, modification, and/or tests are documented in the manufacturer's engine or vehicle assembly and inspection procedures and are actually performed or unless these adjustments and/or test are required or permitted under this subpart or are approved in advance by the Administrator.
(2) For 1984 and later model years the Administrator may adjust or cause to be adjusted any engine parameter which the Administrator has determined to be subject to adjustment for certification, Selective Enforcement Audit, and Production Compliance Audit testing in accordance with § 86.090-22(e)(1), to any setting within the physically adjustable range of that parameter, as determined by the Administrator in accordance with § 86.090-22(e)(3)(ii), prior to the performance of any tests. However, if the idle speed parameter is one which the Administrator has determined to be subject to adjustment, the Administrator shall not adjust it to any setting which causes a lower engine idle speed than would have been possible within the physically adjustable range of the idle speed parameter if the manufacturer had accumulated 125 hours of service on the engine or 4,000 miles on the vehicle under paragraph (c) of this section, all other parameters being identically adjusted for the purpose of the comparison. The manufacturer may be requested to supply information to establish such an alternative minimum idle speed. The Administrator, in making or specifying these adjustments, may consider the effect of the deviation from the manufacturer's recommended setting on emissions performance characteristics as well as the likelihood that similar settings will occur on in-use heavy-duty engines or light-duty trucks. In determining likelihood, the Administrator may consider factors such as, but not limited to, the effect of the adjustment on engine or vehicle performance characteristics and surveillance information from similar in-use engines or vehicles.
(c) Prior to performing exhaust emission testing on an SEA test engine, the manufacturer may accumulate on each engine a number of hours of service equal to the greater of 125 hours or the number of hours the manufacturer accumulated during certification on the emission-data engine corresponding to the configuration specified in the test order. Prior to performing exhaust emission testing on an SEA test vehicle, the manufacturer may accumulate a number of miles equal to the greater of 4,000 miles or the number of miles the manufacturer accumulated during certification on the emission data vehicle corresponding to the configuration specified in the test order.
(1) Service or mileage accumulation must be performed in a manner using good engineering judgment to obtain emission results representative of normal production vehicles. This service or mileage accumulation must be consistent with the new vehicle break-in instructions contained in the applicable vehicle owner's manual, if any.
(2) The manufacturer shall accumulate service at a minimum rate of 16 hours per engine or mileage at a minimum rate of 300 miles per vehicle during each 24-hour period, unless otherwise provided by the Administrator.
(i) The first 24 hour period for service or mileage accumulation shall begin as soon as authorization checks, inspections and preparations are completed on each engine or vehicle.
(ii) The minimum service or mileage accumulation rate does not apply on weekends or holidays.
(iii) If the manufacturer's service or mileage accumulation target is less than the minimum rate specified (16 hours or 300 miles per day), then the minimum daily accumulation rate shall be equal to the manufacturer's
(3) Service or mileage accumulation shall be completed on a sufficient number of test engines or vehicles during consecutive 24-hour periods to assure that the number of engines or vehicles tested per day fulfills the requirements of paragraph (g) of this section.
(d) The manufacturer shall not perform any maintenance on test vehicles or engines after selection for testing, nor shall the Administrator allow deletion of any test vehicle or engine from the test sequence, unless requested by the manufacturer, and approved by the Administrator before any test vehicle or engine maintenance or deletion.
(e) The manufacturer shall expeditiously ship test engines or vehicles from the point of selection to the test facility. If the test facility is not located at or in close proximity to the point of selection, the manufacturer shall assure that test engines or vehicles arrive at the test facility within 24 hours of selection:
(f) If an engine or vehicle cannot complete the service or mileage accumulation or emission test because of a malfunction, the manufacturer may request that the Administrator authorize the repair of that engine or vehicle or its deletion from the test sequence.
(g) Whenever a manufacturer conducts testing pursuant to a test order issued under this subpart, the manufacturer shall notify the Administrator within one working day of receipt of the test order which test facility will be used to comply with the test order. If no test cells are available at a desired facility, the manufacturer must provide alternate testing capability satisfactory to the Administrator.
(1) Heavy-duty engine manufacturers with projected sales for the United States market for that year of 30,000 or greater shall complete emission testing at their facility on a minimum of two engines per 24-hour period, including each voided test and each diesel engine smoke test.
(2) Heavy-duty engine manufacturers with projected sales for the United States market for that year of less than 30,000 shall complete emission testing at their facility on a minimum of one engine per 24-hour period, including each voided test and each diesel engine smoke test.
(3) Light-duty truck manufacturers shall complete emission testing at their facility on a minimum of four engines per 24-hour period, including each voided test.
(4) The Administrator may approve a lower daily rate of conducting emission tests based upon a request by a satisfactory justification.
(h) The manufacturer shall perform test engine or vehicle selection, shipping, preparation, service or mileage accumulation, and testing in such a manner as to assure that the audit is performed in an expeditious manner.
(i) The manufacturer may retest any engines or vehicles tested during a Selective Enforcement Audit once a fail decision for the audit has been reached in accordance with § 86.1010-84(d) based on the first test on each engine or vehicle:
Section 86.1008-96 includes text that specifies requirements that differ from § 86.1008-90. Where a paragraph in § 86.1008-90 is identical and applicable to § 86.1008-96, this is indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1008-90.” Where a corresponding paragraph of § 86.1008-90 is not applicable, this is indicated by the statement “[Reserved].”
(a)(1)(i) For heavy-duty engines, the prescribed test procedure is the Federal
(ii) During the testing of heavy-duty diesel engines, the manufacturer shall decide for each engine, prior to the start of the initial cold cycle, whether the measurement of background particulate is required for the cold and hot cycles to be valid. The manufacturer may choose to have different requirements for the cold and hot cycles. If a manufacturer chooses to require the measurement of background particulate, failure to measure background particulate shall void the test cycle regardless of the test results. If a test cycle is void, the manufacturer shall retest using the same validity requirements of the initial test.
(2) For light-duty trucks, the prescribed test procedures are the FTP as described in subparts B, C, and P of this part and the CST as described in subpart O of this part. The manufacturer may not perform the evaporative emission test procedure contained in subpart B. The Administrator may, based on advance application by a manufacturer, approve optional test procedures for use in Selective Enforcement Audit Testing.
(3) [Reserved]. For guidance see § 86.1008-90.
(4) When testing light-duty trucks the following exception to the test procedures in subpart O of this part is applicable: manufacturer need not comply with § 86.1442, since the records required therein are provided under other provisions of subpart K of this part.
(ii) In addition to the requirements of subpart O of this part the manufacturer must prepare vehicles as described in paragraphs (a)(4)(ii) (A) through (C) of this section prior to exhaust emission testing.
(A) The manufacturer must inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer must exercise care to neither purge nor load the evaporative system.
(C) The manufacturer may not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution.
(5) [Reserved]. For guidance see § 86.1008-90.
(6) The Administrator may select and prescribe the sequence of any CSTs. Further, the Administrator may, on the basis of a written application by a manufacturer, prescribe minor test procedure variations from those set forth in paragraphs (a) (1) and (2) of this section for any heavy-duty engine or light-duty truck.
(b) through (i) [Reserved]. For guidance see § 86.1008-90.
Section 86.1008-97 includes text that specifies requirements that differ from those specified in §§ 86.1008-90 and 86.1008-96. Where a paragraph in § 86.1008-90 or § 86.1008-96 is identical and applicable to § 86.1008-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1008-90.” or “[Reserved]. For guidance see § 86.1008-96.”
(a)(1) [Reserved]. For guidance see § 86.1008-96.
(2) For light-duty trucks, the prescribed test procedures are the Federal Test Procedure, as described in subpart B and/or subpart R of this part, whichever is applicable, the idle CO test procedure as described in subpart P of this part, the cold temperature CO test procedure as described in subpart C of this part, and the Certification Short Test procedure as described in subpart O of this part. Where the manufacturer conducts testing based on the requirements specified in Chapter 1 or Chapter 2 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996), the prescribed test procedures are the procedures cited in the previous
(3) When testing light-duty trucks the following exceptions to the test procedures in subpart B and/or subpart R of this part are applicable:
(i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications for mileage and service accumulation fuels of § 86.113-94, or, for vehicles certified to the National LEV standards, the specifications of § 86.1771. Otherwise, the manufacturer may use fuels other than those specified in this section only with the advance approval of the Administrator.
(ii) [Reserved]. For guidance see § 86.1008-90.
(iii) The manufacturer may perform additional preconditioning on Selective Enforcement Audit test vehicles other than the preconditioning specified in § 86.132, or § 86.1773 for vehicles certified to the National LEV standards, only if the additional preconditioning had been performed on certification test vehicles of the same configuration.
(a)(3)(iv) through (a)(3)(vii) [Reserved]. For guidance see § 86.1008-90.
(a)(3)(viii) The manufacturer need not comply with § 86.142 or § 86.1775, since the records required therein are provided under other provisions of this subpart.
(a)(3)(ix) [Reserved]. For guidance see § 86.1008-90.
(a)(4) [Reserved]. For guidance see § 86.1008-96.
(5) [Reserved]. For guidance see § 86.1008-90.
(6) [Reserved]. For guidance see § 86.1008-96.
(b) through (i) [Reserved]. For guidance see § 86.1008-90.
(a)(1)(i) For heavy-duty engines, the prescribed test procedure is the Federal Test Procedure as described in subparts N, I, and P of this part. The Administrator, may on the basis of a written application by a manufacturer, approve optional test procedures other than those in subparts N, I, and P of this part for any heavy-duty vehicle which is not susceptible to satisfactory testing using the procedures in subparts N, I, and P of this part.
(ii) For heavy-duty vehicles the prescribed test procedures are the Fuel Dispensing Spitback Test as described in § 86.1246-96 (for HDVs with a GVW of less than 14,000 pounds (6,400 kilograms)); this test for fuel spitback is conducted as a stand alone test, thus all references to the test sequence described in figure M96-1 of subpart M of this part can be ignored. Further, the Administrator may, on the basis of a written application by a manufacturer, approve optional test procedures other than those in subpart M of this part for any heavy-duty vehicle which is not susceptible to satisfactory testing using the procedures in subpart M of this part.
(iii) During the testing of heavy-duty diesel engines, the manufacturer shall decide for each engine, prior to the start of the initial cold cycle, whether the measurement of background particulate is required for the cold and hot cycles to be valid. The manufacturer may choose to have different requirements for the cold and hot cycles. If a manufacturer chooses to require the measurement of background particulate, failure to measure background particulate shall void the test cycle regardless of the test results. If a test cycle is void, the manufacturer shall retest using the same validity requirements of the initial test.
(2) For light-duty trucks, the prescribed test procedures are the Federal Test Procedure as described in subpart B and/or subpart R of this part, whichever is applicable, the idle CO test procedure as described in subpart P of this part, the cold temperature CO test procedure as described in subpart C of this part, and the Certification Short Test procedure as described in subpart O of this part. For purposes of Selective Enforcement Audit Testing, the manufacturer shall not be required to perform any of the test procedures in subpart B of this part relating to evaporative emission testing, other than refueling emissions testing, except as specified in paragraph (a)(3) of this section. The Administrator may select and prescribe the sequence of any CSTs. Further, the Administrator may, on the basis of a written application by a manufacturer, approve optional test procedures other than those in subparts B, C, P, O, and R of this part for any motor vehicle which is not susceptible to satisfactory testing using the procedures in subparts B, C, P, O, and R of this part.
(3) When testing light-duty trucks, the following exceptions to the test procedures in subpart B and/or subpart R of this part are applicable to Selective Enforcement Audit testing:
(i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications for mileage and service accumulation fuels of § 86.113, or, for vehicles certified to the National LEV standards, the specifications of § 86.1771. Otherwise, the manufacturer may use fuels other than those specified in this section only with the advance approval of the Administrator.
(ii) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank, as specified in § 86.131-96(a) with only a single temperature sensor, and may drain the test fuel from other than the lowest point of the tank, as specified in § 86.131-96(b) and § 86.152-98(a), provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturer and shall be made available upon request.
(iii) The manufacturer may perform additional preconditioning on SEA test vehicles other than the preconditioning specified in § 86.132, or § 86.1773 for vehicles certified to the National LEV standards, only if the additional preconditioning was performed on certification test vehicles of the same configuration.
(iv) If the Administrator elects to use the evaporative/refueling canister preconditioning procedure described in § 86.132-96(k), the manufacturer shall perform the heat build procedure 11 to 34 hours following vehicle preconditioning rather than according to the time period specified in § 86.133-90(a). All references to an evaporative emission enclosure and analyzing for HC during the heat build can be ignored.
(v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in paragraph § 86.135-90(e):
(vi) If the Administrator elects to use the evaporative/refueling canister preconditioning procedure described in § 86.132-96(k), the cold start exhaust emission test described in § 86.137-96 shall follow the heat build procedure described in § 86.133-90 by not more than one hour.
(vii) In performing exhaust sample analysis under § 86.140-94.
(A) When testing diesel vehicles, or methanol-fueled Otto-cycle vehicles, the manufacturer shall allow a minimum of 20 minutes warm-up for the HC analyzer, and for diesel vehicles, a minimum of two hours warm-up for the CO, CO
(B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(viii) The manufacturer need not comply with § 86.142, § 86.155, or § 86.1775 since the records required therein are provided under other provisions of this subpart K.
(ix) If a manufacturer elects to perform the background determination procedure described in paragraph
(x) The Administrator may elect to perform a seal test, described in § 86.153-98(b), of both integrated and non-integrated systems instead of the full refueling test. When testing non-integrated systems, a manufacturer may conduct the canister purge described in § 86.153-98(b)(1) directly following the preconditioning drive described in § 86.132-96(e) or directly following the exhaust emissions test described in § 86.137-96.
(xi) In addition to the refueling test, a manufacturer may elect to perform the following background emissions determination immediately prior to the refueling measurement procedure described in § 86.154-98, provided EPA is notified of this decision prior to the start of testing in an SEA.
(A) The SHED shall be purged for several minutes immediately prior to the background determination. Warning: If at any time the concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C, the enclosure should be immediately purged. This concentration provides a 4:1 safety factor against the lean flammability limit.
(B) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the background determination. If not already on, the enclosure mixing fan and the spilled fuel mixing blower shall be turned on at this time.
(C) Place the vehicle in the SHED. The ambient temperature level encountered by the test vehicle during the entire background emissions determination shall be 80 °F
(D) Seal the SHED. Immediately analyze the ambient concentration of hydrocarbons in the SHED and record. This is the initial background hydrocarbon concentration.
(E) Soak the vehicle for ten minutes
(F) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of the background determination.
(G) Analyze the ambient concentration of hydrocarbons in the SHED and record. This is the final background hydrocarbon concentration.
(H) The total hydrocarbon mass emitted during the background determination is calculated according to § 86.156-98. To obtain a per-minute background emission rate, divide the total hydrocarbon mass calculated in this paragraph by the duration of the soak, rounded to the nearest second, described in paragraph (a)(3)(xi)(G) of this section.
(I) The background emission rate is multiplied by the duration of the refueling measurement obtained in paragraph (a)(3)(ix) of this section. This number is then subtracted from the total grams of emissions calculated for the refueling test according to § 86.156-98(a) to obtain the adjusted value for total refueling emissions. The final results for comparison with the refueling emission standard shall be computed by dividing the adjusted value for total refueling mass emissions by the total gallons of fuel dispensed in the refueling test as described in § 86.156-98(b).
(xii) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline-fueled and methanol-fueled vehicles as follows prior to emission testing:
(A) The manufacturer shall inspect the fuel system to ensure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control systems.
(C) The manufacturer may not modify the test vehicle's evaporative or refueling emission control systems by component addition, deletion, or substitution, except to comply with paragraph (a)(3)(ii) of this section if approved in advance by the Administrator.
(4) When testing light-duty trucks, the following exceptions to the test procedures in subpart C of this part are applicable to Selective Enforcement Audit testing:
(i) The manufacturer may measure the temperature of the test fuel at other than the approximate mid-volume of the fuel tank, as specified in § 86.131-90(a), and may drain the test fuel from other than the lowest point of the fuel tank as specified in § 86.131-90(b), provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturer and shall be made available to the Administrator upon request.
(ii) In performing exhaust sample analysis under § 86.140-94, the manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(iii) The manufacturer need not comply with § 86.142-90 since the records required therein are provided under other provisions of this subpart K.
(iv) In addition to the requirements of subpart C of this part, the manufacturer shall prepare gasoline-fueled vehicles as follows prior to exhaust emission testing:
(A) The manufacturer shall inspect the fuel system to ensure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control system.
(C) The manufacturer shall not modify the test vehicle's evaporative or refueling emission control system by component addition, deletion, or substitution, except if approved in advance by the Administrator, to comply with paragraph (a)(4)(ii) of this section.
(5) When testing light-duty trucks, the exceptions to the test procedures in subpart O of this part applicable to Selective Enforcement Audit testing are listed in paragraphs (a)(5) (i) and (ii) of this section.
(i) The manufacturer need not comply with § 86.1442, since the records required therein are provided under provisions of this subpart K.
(ii) In addition to the requirements of subpart O of this part, the manufacturer must prepare vehicles as in paragraphs (a)(5)(ii) (A) through (C) of this section prior to exhaust emission testing.
(A) The manufacturer must inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer must exercise care to neither purge nor load the evaporative or refueling emission control system.
(C) The manufacturer may not modify the test vehicle's evaporative or refueling emission control system by component addition, deletion, or substitution.
(b)(1) The manufacturer shall not adjust, repair, prepare, or modify the vehicles selected for testing and shall not perform any emission tests on vehicles selected for testing pursuant to the
(2) For 1984 and later model years the Administrator may adjust or cause to be adjusted any engine or vehicle parameter which the Administrator has determined to be subject to adjustment for certification, Selective Enforcement Audit testing, and Production Compliance Audit testing in accordance with § 86.090-22(c)(1), to any setting within the physically adjustable range of that parameter, as determined by the Administrator in accordance with § 86.090-22(e)(3)(ii), prior to the performance of any tests. However, if the idle speed parameter is one which the Administrator has determined to be subject to adjustment, the Administrator shall not adjust it to a setting which causes a lower engine idle speed than will be possible within the physically adjustable range of the idle speed parameter if the manufacturer had accumulated 125 hours of service on the engine or 4,000 miles on the vehicle under paragraph (c) of this section, all other parameters being identically adjusted for the purpose of comparison. The manufacturer may be requested to supply information to establish such an alternative minimum idle speed. The Administrator, in making or specifying such adjustments, will consider the effect of the deviation from the manufacturer's recommended setting on emissions performance characteristics as well as the likelihood that similar settings will occur on in-use heavy-duty engines or light-duty trucks. In determining likelihood, the Administrator will consider factors such as, but not limited to, the effect of the adjustment on engine or vehicle performance characteristics and surveillance information from similar in-use vehicles.
(c) Prior to performing emission testing on an SEA test engine, the manufacturer may accumulate on each engine a number of hours of service equal to the greater of 125 hours or the number of hours the manufacturer accumulated during certification on the emission-data engine corresponding to the configuration specified in the test order. Prior to performing emission testing on an SEA test vehicle, the manufacturer may accumulate on each vehicle a number of miles equal to the greater of 4,000 miles, or the number of miles the manufacturer accumulated during certification on the emission-data vehicle corresponding to the configuration specified in the test order.
(1) Service or mileage accumulation must be performed in a manner using good engineering judgment to obtain emission results representative of normal production vehicles. This service or mileage accumulation must be consistent with the new vehicle break-in instructions contained in the applicable vehicle owner's manual, if any.
(2) The manufacturer shall accumulate service at a minimum rate of 16 hours per engine or mileage at a minimum rate of 300 miles per vehicle during each 24-hour period, unless otherwise provided by the Administrator.
(i) The first 24-hour period for service or mileage accumulation shall begin as soon as authorization checks, inspections and preparations are completed on each engine or vehicle.
(ii) The minimum service or mileage accumulation rate does not apply on weekends or holidays.
(iii) If the manufacturer's service or mileage accumulation target is less than the minimum rate specified (16 hours or 300 miles per day), then the minimum daily accumulation rate shall be equal to the manufacturer's service or mileage accumulation target.
(3) Service or mileage accumulation shall be completed on a sufficient number of test engines or vehicles during consecutive 24-hour periods to assure that the number of engines or vehicles tested per day fulfills the requirements of paragraph (g) of this section.
(d) The manufacturer shall not perform any maintenance on test vehicles or engines after selection for testing, nor shall the Administrator allow deletion of any test vehicle or engine from the test sequence, unless requested by the manufacturer, and approved by the
(e) The manufacturer shall expeditiously ship test engines or vehicles from the point of selection to the test facility. If the test facility is not located at or in close proximity to the point of selection, the manufacturer shall assure that the test engines or vehicles arrive at the test facility within 24 hours of selection:
(f) If an engine or vehicle cannot complete the service or mileage accumulation or emission test because of a malfunction, the manufacturer may request that the Administrator authorize the repair of that engine or vehicle or its deletion from the test sequence.
(g) Whenever the manufacturer conducts testing pursuant to a test order issued under this subpart, the manufacturer shall notify the Administrator within one working day of receipt of the test order, which test facility will be used to comply with the test order and the number of available test cells at that facility. If no test cells are available at the desired facility, the manufacturer must provide alternate testing capability satisfactory to the Administrator.
(1) Heavy-duty engine manufacturers with projected sales for the United States market for that year of 30,000 or greater shall complete emission testing at their facility on a minimum of two engines per 24-hour period, including each voided test and each diesel engine smoke test.
(2) Heavy-duty engine manufacturers with projected sales for the United States market for that year of less than 30,000 shall complete emission testing at their facility on a minimum of one engine per 24-hour period, including each voided test and each diesel engine smoke test.
(3) Light-duty truck and heavy-duty vehicle manufacturers shall perform a combination of tests pursuant to paragraph (a) of this section so that a minimum of four tests are performed per 24 hour period, including voided tests, for each available test cell.
(4) The Administrator may approve a longer period based upon a request by a manufacturer accompanied by satisfactory justification.
(h) The manufacturer shall perform test engine or vehicle selection, shipping, preparation, service or mileage accumulation, and testing in such a manner as to assure that the audit is performed in an expeditious manner.
(i) The manufacturer may retest any test vehicle or engine after a fail decision has been reached in accordance with § 86.1010-2001(d) based on the first test on each vehicle or engine; except that the Administrator may approve retests at other times during the audit based upon a request by the manufacturer accompanied by a satisfactory justification. The manufacturer may test each vehicle or engine a total of three times. The manufacturer shall test each vehicle or engine the same number of times. The manufacturer may accumulate additional service or mileage before conducting retests, subject to the provisions of paragraph (c) of this section.
(a) Initial test results are calculated following the Federal Test Procedure specified in § 86.1008-94(a). Round the initial test results to the number of decimal places contained in the applicable emission standard, expressed to one additional significant figure. Rounding shall be done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(b) Final test results for each test vehicle shall be calculated by summing the initial test results derived in paragraph (a) of this section for each test engine or vehicle, dividing by the number of tests conducted on the engine or vehicle, and rounding to the same number of decimal places contained in the applicable emission standard, expressed to one additional significant figure. Rounding shall be done in accordance with ASTM E 29-90, Standard
(c)
(2) The final deteriorated test results for each heavy-duty engine tested according to subpart I of this part are calculated by adding the appropriate deterioration factor, derived from the certification process for the engine family-control system combination and model year for the selected configuration to which the test engine belongs, to the final test results. If the deterioration factor computed during the certification process is less than zero, that deterioration factor will be zero.
(3) There are no deterioration factors for light-duty trucks tested in accordance with § 86.146-96 of subpart B of this part or for heavy-duty vehicles tested in accordance with § 86.1246-96 of subpart M of this part. Accordingly, for the Fuel Dispensing Spitback Test the term “final deteriorated test results” shall mean the final test results derived in paragraph (b) of this section for each test vehicle, rounded to the same number of significant figures contained in the applicable standard in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(4) The final deteriorated test results are rounded to the same number of significant figures contained in the applicable standard in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(d) Within five working days after completion of testing of all engines or vehicles pursuant to a test order, the manufacturer shall submit to the Administrator a report which includes the following information:
(1) The location and description of the manufacturer's exhaust emission test facilities which were utilized to conduct testing reported pursuant to this section;
(2) The applicable standards or compliance levels against which the engines or vehicles were tested;
(3) Deterioration factors for the engine family to which the selected configuration belongs;
(4) A description of the engine or vehicle and any emission-related component selection method used;
(5) For each test conducted,
(i) Test engine or vehicle description, including:
(A) Configuration and engine family identification,
(B) Year, make and build date,
(C) Engine or vehicle identification number, and
(D) Number of hours of service accumulated on engine or number of miles on vehicle prior to testing;
(ii) Location where service or mileage accumulation was conducted and description of accumulation procedure and schedule;
(iii) Test number, date, initial test results before and after rounding, final test results and final deteriorated test results for all exhaust emission tests, whether valid or invalid, and the reason for invalidation, if applicable;
(iv) A complete description of any modification, repair, preparation, maintenance, and/or testing which was performed on the test engine or vehicle and has not been reported pursuant to any other paragraph of this subpart and will not be performed on all other production engines or vehicles;
(v) Where an engine or vehicle was deleted from the test sequence by authorization of the Administrator, the reason for the deletion;
(vi) For all valid and invalid exhaust emission tests, carbon dioxide emission values for LDTs and brake-specific fuel consumption values for HDEs; and
(vii) Any other information the Administrator may request relevant to
(6) The following statement and endorsement:
This report is submitted pursuant to Sections 206 and 208 of the Clean Air Act. This Selective Enforcement Audit was conducted in complete conformance with all applicable regulations under 40 CFR part 86
Section 86.1009-96 includes text that specifies requirements that differ from § 86.1009-84. Where a paragraph in § 86.1009-84 is identical and applicable to § 86.1009-96, this is indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1009-84.” Where a corresponding paragraph of § 86.1009-84 is not applicable, this is indicated by the statement “[Reserved].”
(a) Initial test results are calculated following the test procedures specified in § 86.1008(a). Round these results to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure. Rounding is done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(b) Final test results are calculated by summing the initial test results within a specific FTP, CST, or Cold Temperature CO Test Procedure derived in paragraph (a) of this section for each test engine or vehicle, dividing by the number of times that specific FTP, CST, or Cold Temperature CO Test Procedure has been conducted on the engine or vehicle, and rounding in accordance with ASTM E29-90 to the same number of decimal places contained in the applicable standard expressed to one additional significant figure. Rounding is done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(c)
(2) [Reserved]
(3)(i) There are no deterioration factors for light-duty vehicles tested in accordance with subpart O of this part. Accordingly, for the CST the term “final deteriorated test results” means the final test results derived in paragraph (b) of this section for each test vehicle.
(ii) There are no deterioration factors for light-duty trucks tested in accordance with § 86.146-96 or for heavy-duty vehicles tested in accordance with § 86.1246-96. Accordingly, for the Fuel Dispensing Spitback Test the term “final deteriorated test results” means the final test results derived in paragraph (b) of this section for each test vehicle.
(4) The final deteriorated test results are rounded to the same number of significant figures contained in the applicable standard in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(d) [Reserved]. For guidance see § 86.1009-84.
Section 86.1009-97 includes text that specifies requirements that differ from those specified in §§ 86.1009-84 and 86.1009-96. Where a paragraph in § 86.1009-84 or § 86.1009-96 is identical and applicable to § 86.1009-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1009-84.” or “[Reserved]. For guidance see § 86.1009-96.”.
(a) and (b) [Reserved]. For guidance see § 86.1009-96.
(c)
(c)(2) [Reserved]
(c)(3) through (c)(4) [Reserved]. For guidance see § 86.1009-96.
(d) [Reserved]. For guidance see § 86.1009-84.
(a) Initial test results are calculated following the Federal Test Procedure specified in § 86.1008-2001(a). Rounding is done in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in § 86.094-28 (a)(4)(i)(B)(
(b) Final test results are calculated by summing the initial test results derived in paragraph (a) of this section for each test vehicle or engine, dividing by the number of times that specific test has been conducted on the vehicle or engine, and rounding to the same number of decimal places contained in the applicable standard expressed to one additional significant figure. Rounding is done in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in § 86.094-28(a)(4)(i)(B)(
(c)
(2)
(3) The final deteriorated test results obtained in paragraph (c) (1) and (2) of this section are rounded to the same number of decimal places contained in the applicable emission standard. Rounding is done in accordance with ASTM E 29-67 (reapproved 1980) (as referenced in § 86.094-28(a)(4)(i)(B)(
(d) Within five working days after completion of testing of all engines or vehicles pursuant to a test order, the manufacturer shall submit to the Administrator a report which includes the following information:
(1) The location and description of the manufacturer's emission test facilities which were utilized to conduct testing reported pursuant to this section.
(2) The applicable standards or compliance levels against which the engines or vehicles were tested.
(3) Deterioration factors for the selected configuration.
(4) A description of the engine or vehicle and any emission-related component selection method used.
(5) For each test conducted.
(i) Test engine or vehicle description including:
(A) Configuration, engine family, and evaporative/refueling family identification.
(B) Year, make, build date, and model of vehicle.
(C) Vehicle Identification Number.
(D) Miles accumulated on vehicle.
(ii) Location where mileage accumulation was conducted and description of accumulation schedule.
(iii) Test number, date initial test results, final results and final deteriorated test results for all valid and invalid exhaust emission tests, and the reason for invalidation, if applicable.
(iv) A complete description of any modification, repair, preparation, maintenance and/or testing which was performed on the test engine or vehicle and has not been reported pursuant to any other paragraph of this subpart and will not be performed on all other production engines or vehicles.
(v) Where an engine or vehicle was deleted from the test sequence by authorization of the Administrator, the reason for the deletion.
(vi) For all valid and invalid exhaust emission tests, carbon dioxide emission values for LDTs and brake-specific fuel consumption values for HDEs.
(vii) Any other information the Administrator may request relevant to the determination as to whether the new motor vehicles being manufactured by the manufacturer do in fact conform with the regulations with respect to which the certificate of conformity was issued.
(6) The following statement and endorsement:
This report is submitted pursuant to sections 206 and 208 of the Clean Air Act. This Selective Enforcement Audit was conducted in complete conformance with all applicable regulations under 40 CFR part 86 and the conditions of the test order. No emission related change(s) to production processes or quality control procedures for the engine or vehicle configuration tested have been made between receipt of this test order and conclusion of the audit. All data and information reported herein is, to the best of
(a) The prescribed acceptable quality level is 40 percent.
(b) A failed engine or vehicle is one whose final deteriorated test results pursuant to § 86.1009(c), for one or more of the applicable pollutants, including fuel spitback, exceed the applicable emission standard or compliance level. For the CST as described in subpart O of this part, a vehicle fail determination is made if the final deteriorated test results for HC and/or CO emissions from any CST exceed the applicable emission standard.
(c)
(2)
(d) Passing or failing of a SEA occurs when the decision is made on the last engine or vehicle required to make a decision under paragraph (c) of this section.
(e) The Administrator may terminate testing earlier than required in paragraph (c) of this section.
(a) The prescribed acceptable quality level is 40 percent.
(b) A failed vehicle or engine is one whose final deteriorated test results pursuant to § 86.1009-2001(c) exceed at least one of the applicable emission standards associated with the test procedures pursuant to § 86.1008-2001(a).
(c)(1)
(2)
(d) Passing or failing of an SEA audit occurs when the decision is made on the last vehicle or engine required to make a decision under paragraph (c) of this section.
(e) The Administrator may terminate testing earlier than required in paragraph (c) of this section.
(a) The certificate of conformity is suspended with respect to any engine or vehicle failing pursuant to paragraph (b) of § 86.1010-84 effective from the time that testing of that engine or vehicle is completed.
(b) The Administrator may suspend the certificate of conformity for a configuration which does not pass an SEA, pursuant to paragraph § 86.1010-84(c), based on the first test or all tests conducted on each engine or vehicle. This suspension will not occur before ten days after failure to pass the audit.
(c)-(d) [Reserved]
(e) If the results of testing pursuant to these regulations indicate that engines or vehicles of a particular configuration produced at one plant of a manufacturer do not conform to the regulations with respect to which the certificate of conformity was issued, the Administrator may suspend the certificate of conformity with respect to that configuration for engines or vehicles manufactured by the manufacturer at all other plants.
(f) [Reserved]
(g) The Administrator shall notify the manufacturer in writing of any suspension or revocation of a certificate of conformity in whole or in part:
(h) The Administrator may revoke a certificate of conformity for a configuration when the certificate has been suspended pursuant to paragraph (b), (c) or (e) of this section if the proposed remedy for the nonconformity, as reported by the manufacturer to the Administrator, is one requiring a design change or changes to the engine and/or emission control system as described in the Application for Certification of the affected configuration.
(i) Once a certificate has been suspended for a failed engine or vehicle as provided for in paragraph (a) of this section, the manufacturer shall take the following actions:
(1) Before the certificate is reinstated for that failed engine or vehicle,
(i) Remedy the nonconformity, and
(ii) Demonstrate that the engine or vehicle conforms to applicable standards or compliance levels by retesting the engine or vehicle in accordance with these regulations; and
(2) Submit a written report to the Administrator, after successful completion of testing on the failed engine or vehicle, which contains a description of the remedy and test results for each engine or vehicle in addition to other information that may be required by this regulation.
(j) Once a certificate for a failed configuration has been suspended pursuant to paragraph (b), (c) or (e) of this section, the manufacturer shall take the
(1) Submit a written report to the Administrator which identifies the reason for the noncompliance of the engines or vehicles, describes the proposed remedy, including a description of any proposed quality control and/or quality assurance measures to be taken by the manufacturer to prevent future occurrences of the problem, and states the date on which the remedies will be implemented; and
(2) Demonstrate that the engine or vehicle configuration for which the certificate of conformity has been suspended does in fact comply with these regulations by testing engines or vehicles selected from normal production runs of that engine or vehicle configuration, at the plant(s) or associated storage facilities specified by the Administrator, in accordance with the conditions specified in the initial test order. If the manufacturer elects to continue testing individual engines or vehicles after suspension of a certificate, the certificate is reinstated for any engine or vehicle actually determined to be in conformance with the applicable standards or compliance levels through testing in accordance with the applicable test procedures, provided that the Administrator has not revoked the certificate pursuant to paragraph (h) of this section.
(k) Once the certificate has been revoked for a configuration and the manufacturer desires to continue introduction into commerce of a modified version of that configuration, the following actions shall be taken before the Administrator may consider issuing a certificate for that modified configuration:
(1) If the Administrator determines that the proposed change(s) in engine or vehicle design may have an effect on emission performance deterioration or, in the case of light-duty trucks, on fuel economy, the Administrator shall notify the manufacturer, within five (5) working days after receipt of the report in paragraph (h) of this section, whether subsequent testing under this subpart will be sufficient to evaluate the proposed change or changes or whether additional testing will be required; and
(2) After implementing the change or changes intended to remedy the nonconformity, the manufacturer shall demonstrate that the modified engine or vehicle configuration does in fact conform with these regulations by testing engines or vehicles selected from normal production runs of that modified engine or vehicle configuration in accordance with the conditions specified in the initial test order. This testing will be considered by the Administrator to satisfy the testing requirements of § 86.078-32 or § 86.079-33 if the Administrator has so notifed the manufacturer. If the subsequent audit results in passing of the audit at the level of the standards or compliance levels, if applicable, the Administrator shall reissue or amend the certificate, as the case may be, to include that configuration, provided that the manufacturer has satisfied the testing requirements of paragraph (k)(1) of this section. If the subsequent audit is failed, the revocation remains in effect. Any design change approvals under this subpart are limited to the configuration affected by the test order.
(l) At any time subsequent to an initial suspension of a certificate of conformity for a test engine or vehicle pursuant to paragraph (a) of this section, but not later than fifteen (15) days or such other period as may be allowed by the Administrator after notification of the Administrator's decision to suspend or revoke a certificate of conformity in whole or in part pursuant to paragraphs (b), (c), (d), (e), or (h) of this section, a manufacturer may request a hearing as to whether the tests have been properly conducted or any sampling methods have been properly applied.
(m) After the Administrator suspends or revokes a certificate of conformity pursuant to this section or notifies a manufacturer of his intent to suspend, revoke or void a certificate of conformity under paragraph § 86.087-30(e), and prior to the commencement of a hearing under § 86.1014-84, if the manufacturer demonstrates to the Administrator's satisfaction that the decision to suspend, revoke or void the certificate was based on erroneous information,
(n) To permit a manufacturer to avoid storing non-test engines or vehicles when conducting an audit of a configuration subsequent to suspension or revocation of the certificate of conformity for that configuration resulting from failure of an SEA, it may request that the Administrator conditionally reinstate the certificate for that configuration. The Administrator may reinstate the certificate subject to the condition that the manufacturer consents to recall all engines or vehicles of that configuration produced from the time the certificate is conditionally reinstated if the configuration fails the subsequent audit at the level of the standard and to remedy any nonconformity at no expense to the owner.
(a) The certificate of conformity is immediately suspended with respect to any engine or vehicle failing pursuant to § 86.1010(b) effective from the time that testing of that engine or vehicle is completed.
(b)(1)
(2)
(c)(1)
(2)
(d) The Administrator will notify the manufacturer in writing of any suspension or revocation of a certificate of conformity in whole or in part: Except, that the certificate is immediately suspended with respect to any failed engines or vehicles as provided for in paragraph (a) of this section.
(e)(1)
(2)
(f) Once a certificate has been suspended for a failed engine or vehicle as provided for in paragraph (a) of this section, the manufacturer must take the following actions:
(1) Before the certificate is reinstated for that failed engine or vehicle—
(i) Remedy the nonconformity; and
(ii) Demonstrate that the engine or vehicle's final deteriorated test results conform to the applicable emission standards or family particulate emission limits, as defined in this part 86 by retesting the engine or vehicle in accordance with the requirements of this subpart.
(2) Submit a written report to the Administrator within thirty days after successful completion of testing on the failed engine or vehicle, which contains a description of the remedy and test results for the engine or vehicle in addition to other information that may be required by this subpart.
(g) Once a certificate has been suspended pursuant to paragraph (b) or (c) of this section, the manufacturer must take the following actions before the Administrator will consider reinstating such certificate:
(1) Submit a written report to the Administrator which identifies the reason for the noncompliance of the vehicles, describes the proposed remedy, including a description of any proposed quality control and/or quality assurance measures to be taken by the manufacturer to prevent the future occurrence of the problem, and states the date on which the remedies will be implemented.
(2) Demonstrate that the engine family or configuration for which the certificate of conformity has been suspended does in fact comply with the requirements of this subpart by testing engines or vehicles selected from normal production runs of that engine family or configuration at the plant(s) or the facilities specified by the Administrator, in accordance with:
(i) The conditions specified in the initial test order pursuant to § 86.1003 for a configuration suspended pursuant to paragraph (b)(1) or (c)(1) of this section; or
(ii) The conditions specified in a test order pursuant to § 86.1003 for an engine family or configuration suspended pursuant to paragraph (b)(2) or (c)(2) of this section.
(3) If the Administrator has not revoked the certificate pursuant to paragraph (e) of this section and if the manufacturer elects to continue testing individual engines or vehicles after suspension of a certificate, the certificate is reinstated for any engine or vehicle actually determined to have its final deteriorated test results in conformance with the applicable standards through testing in accordance with the applicable test procedures.
(4) In cases where the Administrator has suspended a certificate of conformity for a 50-state engine family or configuration pursuant to paragraph (b)(2)
(h) Once a certificate for a failed engine family or configuration has been revoked under paragraph (e) (1) or (2) of this section and the manufacturer desires to introduce into commerce a modified version of that engine family or configuration the following actions will be taken before the Administrator may issue a certificate for the new engine family or configuration:
(1) If the Administrator determines that the proposed change(s) in engine or vehicle design may have an effect on emission performance deterioration and/or fuel economy, he/she shall notify the manufacturer within 5 working days after receipt of the report in paragraph (g)(1) of this section or after receipt of information pursuant to paragraph (g)(4) of this section whether subsequent testing under this subpart will be sufficient to evaluate the proposed change(s) or whether additional testing will be required.
(2) After implementing the change(s) intended to remedy the nonconformity, the manufacturer shall demonstrate:
(i) If the certificate was revoked pursuant to paragraph (e)(1) of this section, that the modified configuration does in fact conform with the requirements of this subpart by testing engines or vehicles selected from normal production runs of that modified configuration in accordance with the conditions specified in the initial test order pursuant to § 86.1003. The Administrator shall consider this testing to satisfy the testing requirements of § 86.079-32 or § 86.079-33 if the Administrator had so notified the manufacturer. If the subsequent testing results in a pass decision pursuant to the criteria in § 86.1010(c), the Administrator shall reissue or amend the certificate, if necessary, to include that configuration:
(ii) If the certificate was revoked pursuant to paragraph (e)(2) of this section, that the modified engine family or configuration does in fact conform with the requirements of this subpart by testing vehicles selected from normal production runs of that modified engine family or configuration in accordance with the conditions specified in a test order pursuant to § 86.1003. The Administrator shall consider this testing to satisfy the testing requirements of § 86.079-32 or § 86.079-33 if the Administrator had so notified the manufacturer. If the subsequent testing results in a pass decision pursuant to § 86.1010(c), the Administrator shall reissue or amend the certificate as necessary:
(3) In cases where the Administrator has revoked a certificate of conformity for a 50-state engine family or configuration pursuant to paragraph (e)(2) of this section, manufacturers may request in writing that the Administrator reissue the certificate for an engine family or configuration when, in lieu of the actions described in paragraphs (h) (1) and (2) of this section, the manufacturer has complied with Chapter 3 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996), provided an Executive Order is in place for the engine family
(i) through (k) [Reserved]
(l) At any time subsequent to an initial suspension of a certificate of conformity for a test engine or vehicle pursuant to paragraph (a) of this section, but not later than fifteen (15) days or such other period as may be allowed by the Administrator after notification of the Administrator's decision to suspend or revoke a certificate of conformity in whole or in part pursuant to paragraphs (b), (c), (d), (e), or (h) of this section, a manufacturer may request a hearing as to whether the tests have been properly conducted or any sampling methods have been properly applied.
(m) After the Administrator suspends or revokes a certificate of conformity pursuant to this section or notifies a manufacturer of his intent to suspend, revoke or void a certificate of conformity under paragraph § 86.087-30(e), and prior to the commencement of a hearing under § 86.1014, if the manufacturer demonstrates to the Administrator's satisfaction that the decision to suspend, revoke or void the certificate was based on erroneous information, the Administrator shall reinstate the certificate.
(n) To permit a manufacturer to avoid storing non-test engines or vehicles when conducting testing of an engine family or configuration subsequent to suspension or revocation of the certificate of conformity for that engine family or configuration pursuant to paragraph (b), (c), or (e) of this section, the manufacturer may request that the Administrator conditionally reinstate the certificate for that engine family or configuration. The Administrator may reinstate the certificate subject to the condition that the manufacturer consents to recall all engines or vehicles of that engine family or configuration produced from the time the certificate is conditionally reinstated if the engine family or configuration fails the subsequent testing and to remedy any nonconformity at no expense to the owner.
(a)
(b)
(1)
(2)
(3)
(4)
(5)
(c)
(2) A manufacturer shall include in the request for a public hearing—
(i) A statement as to which engine or vehicle configuration is to be the subject of the hearing;
(ii) A concise statement of the issues to be raised by the manufacturer at the hearing:
(A) Whether tests have been properly conducted, specifically, Whether the tests were conducted in accordance with applicable regulations under this part and whether test equipment was properly calibrated and functioning; and
(B) Whether sampling plans have been properly applied, specifically, whether sampling procedures specified in appendix X were followed and whether there exists a basis for distinguishing engines or vehicles produced at plants other than the one from which engines or vehicles were selected for testing which would invalidate the Administrator's decision under § 86.1012-84(e);
(iii) A statement specifying reasons why the manufacturer believes it will prevail on the merits of each of the issues raised; and
(iv) A summary of the evidence which supports the manufacturer's position on each of the issues raised.
(3) A copy of all requests for public hearings will be kept on file in the Office of the Hearing Clerk and will be made available to the public during Agency business hours.
(d)
(2) In the case of a hearing requested under § 86.087-30(e)(6)(i), to challenge a proposed suspension of a certificate of conformity for the reasons specified in § 86.087-30(e)(1)(i) or (e)(1)(ii), when it clearly appears from the data and other information contained in the request for the hearing that there is no genuine and substantial question of fact with respect to the issue of whether the refusal to comply with the provisions of a test order or any other requirement of § 86.1003-84 was caused by conditions and circumstances outside the control of the manufacturer, the Administrator shall enter an order denying the request for a hearing and suspending the certificate of conformity.
(3) Any order issued under paragraph (d) (1) or (2) of this section has the force and effect of a final decision of the Administrator, as issued pursuant to paragraph (w)(4) of this section.
(4) If the Administrator determines that a genuine and substantial question of fact does exist with respect to any of the issues referred to in paragraphs (d) (1) and (2) of this section, he shall grant the request for a hearing and publish a notice of public hearing in accordance with paragraph (h) of this section.
(e)
(2) To the maximum extent possible, testimony will be presented in written form. Copies of written testimony will be served upon all parties as soon as practicable prior to the start of the hearing. A certificate of service will be provided on or accompany each document or paper filed with the Hearing Clerk. Documents to be served upon the Director of the Manufacturers Operations Division must be sent by registered mail to:
(f)
(2) A prescribed period of time within which a party is required or permitted to do an act is computed from the time of service, except that when service is accomplished by mail, three days will be added to the prescribed period.
(g)
(h)
(i)
(j)
(1) To administer oaths and affirmations;
(2) To rule upon offers of proof and exclude irrelevant or repetitious material;
(3) To regulate the course of the hearings and the conduct of the parties and their counsel therein;
(4) To hold conferences for simplification of the issues or any other proper purpose;
(5) To consider and rule upon all procedural and other motions appropriate to these proceedings;
(6) To require the submission of direct testimony in written form with or without affidavit whenever, in his opinion, oral testimony is not necessary for full and true disclosure of the facts;
(7) To enforce agreements and orders requiring access as authorized by law;
(8) To require the filing of briefs on any matter on which he is required to rule;
(9) To require any party or any witness, during the course of the hearing, to state his position on any issue;
(10) To take or cause depositions to be taken whenever the ends of justice would be served thereby;
(11) To make decisions or recommend decisions to resolve the disputed issues on the record of the hearing; and
(12) To issue, upon good cause shown, protective orders as described in paragraph (n) of this section.
(k)
(i) Obtain stipulations and admissions, receive requests, order depositions to be taken, identify disputed issues of fact and law, and require or allow the submission of written testimony from any witness or party;
(ii) Set a hearing schedule for as many of the following as he considers necessary:
(A) Oral and written statements;
(B) Submission of written direct testimony as required or authorized by the Presiding Officer;
(C) Oral direct and cross-examination of a witness where necessary as prescribed in paragraph (p) of this section; and
(D) Oral argument, if appropriate;
(iii) Identify matters of which official notice may be taken;
(iv) Consider limitation of the number of expert and other witnesses;
(v) Consider the procedure to be followed at the hearing; and
(vi) Consider any other matter that may expedite the hearing or aid in the disposition of the issue.
(2) The Presiding Officer shall summarize in writing the results of any conference, including all stipulations, if not transcribed, and shall make the summary part of the record.
(l)
(2) The Presiding Officer, may, upon motion by a party or other person, and for good cause shown, by order:
(i) Restrict or defer disclosure by a party of the name of a witness or a narrative summary of the expected testimony of a witness; and
(ii) Prescribe other appropriate measures to protect a witness.
(3) Any party affected by an action in paragraph (l)(2) of this section shall have an adequate opportunity, once he learns the name of a witness and obtains the narrative summary of his expected testimony, to prepare for the presentation of his case.
(m)
(i) That this discovery will not in any way unreasonably delay the proceeding;
(ii) That the information to be obtained is not obtainable voluntarily; and
(iii) That the information has significant probative value. The Presiding Officer shall be guided by the procedures set forth in the Federal Rules of Civil Procedure, where practicable, and the precedents thereunder, except that no discovery will be undertaken except upon order of the Presiding Officer or upon agreement of the parties.
(2) The Presiding Officer shall order depositions upon oral questions only upon a showing of good cause and upon a finding that:
(i) The information sought cannot be obtained by alternative methods; or
(ii) There is a substantial reason to believe that relevant and probative evidence may otherwise not be preserved for presentation by a witness at the hearing.
(3) Any party to the proceeding desiring an order of discovery shall make a motion or motions therefor. The motion must include:
(i) The circumstances warranting the taking of the discovery;
(ii) The nature of the information expected to be discovered; and
(iii) The proposed time and place where it will be taken. If the Presiding Officer determines the motion should be granted, he shall issue an order for the taking of the discovery together with the conditions and terms thereof.
(4) Failure to comply with an order issued pursuant to this paragraph may lead to the inference that the information to be discovered would be adverse to the person or party from whom the information was sought.
(n)
(2)(i) A party or person seeking a protective order may be permitted to make all or part of the required showing in camera. A record will be made of the in camera proceedings. If the Presiding Officer enters a protective order following a showing in camera, the record of the showing will be sealed and preserved and made available to the Agency or court in the event of appeal.
(ii) Attendance at any in camera proceeding may be limited to the Presiding Officer, the Agency, and the person or party seeking the protective order.
(3) Any party, subject to the terms and conditions of any protective order issues pursuant to paragraph (n)(1) of this section, desiring for the presentation of his case to make use of any in camera documents or testimony, shall make application to the Presiding Officer by motion setting forth the justification therefor. The Presiding Officer, in granting this motion, shall enter an order protecting the rights of the affected persons and parties and preventing unnecessary disclosure of this information, including the presentation of the information and oral testimony and cross-examination concerning it in executive session, as in his discretion is necessary and practicable.
(4) In the submittal of proposed findings, briefs, or other papers, counsel for all parties shall make a good faith attempt to refrain from disclosing the specific details of in camera documents and testimony. This shall not preclude references in these proposed findings, briefs, or other papers to the documents or testimony, including generalized statements based on their contents. To the extent that counsel considers it necessary to include specific details in their presentations, these details will be incorporated in separate proposed findings, briefs, or other paper marked “confidential”, and wil become part of the in camera record.
(o)
(2) Within the time fixed by the Environmental Appeals Board or the Presiding Officer, as appropriate, any party may serve and file an answer to the motion. The movant shall, if requested by the Environmental Appeals Board or the Presiding Officer, as appropriate, serve and file reply papers within the time set by the request.
(3) The Presiding Officer shall rule upon all motions filed or made prior to the filing of his decision or accelerated decision, as appropriate. The Environmental Appeals Board shall rule upon
(p)
(2) The Presiding Officer shall allow the parties to examine and cross-examine a witness to the extent that this examination and cross-examination is necessary for a full and true disclosure of the facts.
(3) Ruling of the Presiding Officer on the admissibility of evidence, the propriety of examination and cross-examination, and other procedural matters will appear in the record.
(4) Parties shall automatically be presumed to have taken exception to an adverse ruling.
(q)
(2) The official transcripts and exhibits, together with all paper and requests filed in the proceeding, constitute the record.
(r)
(2) The record will show the Presiding Officer's ruling on the proposed findings and conclusions except when his order disposing of the proceeding otherwise informs the parties of the action taken by him thereon.
(s)
(2) The Presiding Officer's decision shall become the decision of the Environmental Appeals Board:
(i) When no notice of intention to appeal as described in paragraphs (t) and (u) of this section is filed, ten (10) days after issuance thereof, unless in the interim the Environmental Appeals Board shall have acted to review or stay the effective date of the decision; or
(ii) When a notice of intention to appeal is filed but the appeal is not perfected as required by paragraphs (t) or (u) of this section, five (5) days after the period allowed for perfection of an appeal has expired unless within that five (5) day period, the Environmental Appeals Board shall have acted to review or stay the effective date of the decision.
(3) The Presiding Officer's decision must include a statement of findings and conclusions, as well as the reasons or basis therefor, upon all the material issues of fact or law presented on the record and an appropriate rule or order. The decision must be supported by substantial evidence and based upon a consideration of the whole record.
(4) At any time prior to the issuance of his decision, the Presiding Officer may reopen the proceeding for the reception of further evidence. Except for
(t)
(2) When an appeal is taken from the decision of the Presiding Officer, any party may file a brief with respect to the appeal. The party shall file the brief within fifteen (15) days of the date of the filing of the appellant's brief.
(3) Any brief filed pursuant to this paragraph will contain, in the order indicated, the following:
(i) A subject index of the matter in the brief, with page references, and a table of cases (alphabetically arranged), textbooks, statutes, and other material cited, with page references thereto:
(ii) A specification of the issues intended to be urged; provided, however, that in the case of a hearing requested under § 86.1012-84(l), the brief will be restricted to the issues specified in paragraph (c)(2)(ii) of this section;
(iii) The argument presenting clearly the points of fact and law relied upon in support of the position taken on each issue, with specific page references to the record and the legal or other material relied upon; and
(iv) A proposed order for the Environmental Appeals Board's consideration if different from the order contained in the Presiding Officer's decision.
(4) No brief in excess of 40 pages will be filed without leave of the Environmental Appeals Board.
(5) The Environmental Appeals Board may allow oral argument.
(u)
(2) Any party to the proceeding may appeal the Presiding Officer's decision to the Environmental Appeals Board by filing a notice of appeal within ten (10) days.
(3) The notice of appeal must be in the form of a brief and conform to the requirements of paragraph (t)(3) of this section.
(4) Within ten (10) days after a notice of appeal from the decision of the Presiding Officer is filed under this paragraph, any party may file a brief with respect to that appeal.
(5) No brief in excess of fifteen (15) pages will be filed without leave of the Environmental Appeals Board.
(v)
(2) The Environmental Appeals Board, upon receipt of notice from the Hearing Clerk that no notice of intention to appeal the decision of the Presiding Officer has been filed, or if filed, not perfected pursuant to paragraph (t) or (u) of this section, may, on its own motion, within the time limits specified in paragraph (s)(2) of this section, review the decision of the Presiding Officer. Notice of the intention of the Environmental Appeals Board to review the decision of the Presiding Officer shall be given to all parties and shall set forth the scope of such review and the issues to be considered and shall make provision for filing of briefs.
(w)
(2) In rendering its decision, the Environmental Appeals Board shall adopt, modify or set aside the findings, conclusions, and order contained in the decision of the Presiding Officer and shall set forth in its decision a statement of the reasons or basis for its action.
(3) In those cases where the Environmental Appeals Board determines that it should have further information or additional views of the parties as to the form and content of the rule or order to be issued, the Environmental Appeals Board, in its discretion, may withhold final action pending the receipt of such additional information or views, or may remand the case to the Presiding Officer.
(4) Any decision rendered under this paragraph which completes disposition of a case constitutes a final decision of the Environmental Appeals Board.
(x)
(2) Any party desiring to oppose this petition shall file an answer thereto within ten (10) days after the filing of the petition. The filing of a petition for reconsideration shall not operate to stay the effective date of the decision or order or to toll the running of any statutory time period affecting such decision or order unless specifically so ordered by the Environmental Appeals Board.
(y)
(i) Failure to state a claim upon which relief can be granted, or direct or collateral estoppel;
(ii) The lack of any genuine issue of material fact, causing a party to be entitled to judgment as a matter of law; or
(iii) Such other reasons as are just, including specifically failure to obey a procedural order of the Presiding Officer.
(2) If, under this subsection, an accelerated decision is issued as to all the issues and claims joined in the proceeding, the decision will be treated for the purposes of these procedures as the decision of the Presiding Officer as provided in paragraph (s) of this section.
(3) If, under this subsection, judgment is rendered on less than all issues or claims in the proceeding, the Presiding Officer shall determine what material facts exist without substantial controversy and what material facts are actually and in good faith controverted. He shall thereupon issue an order specifying the facts which appear without substantial controversy, and the issues and claims upon which the hearing will proceed.
(z)
(2) If an appeal of the Presiding Officer's decision is taken pursuant to paragraphs (t) and (u) of this section, or if, in the absence of this appeal, the Environmental Appeals Board moves to review the decision of the Presiding Officer pursuant to paragraph (v) of this section, the hearing is considered ended upon rendering of a final decision by the Environmental Appeals Board.
(aa)
(2) Before forwarding the record to the court, the Agency shall advise the petitioner of costs of preparing it and as soon as payment to cover fees is made, shall forward the record to the court.
Section 86.1014-97 includes text that specifies requirements that differ from those specified in § 86.1014-84. Where a paragraph in § 86.1014-84 is identical and applicable to § 86.1014-97, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1014-84”.
(a) through (c)(2)(ii) introductory text [Reserved]. For guidance see § 86.1014-84.
(c)(2)(ii)(A) Whether tests have been properly conducted, specifically, whether the tests were conducted in accordance with applicable regulations and whether test equipment was properly calibrated and functioning; and
(c)(2)(ii) (B) through (aa) [Reserved]. For guidance see § 86.1014-84.
(a) Any manufacturer may assert that some or all of the information submitted pursuant to this subpart is entitled to confidential treatment as provided by 40 CFR part 2, subpart B.
(b) Any claim of confidentiality must accompany the information at the time it is submitted to EPA.
(c) To assert that information submitted pursuant to this subpart is confidential, a manufacturer must indicate clearly the items of information claimed confidential by marking, circling, bracketing, stamping, or otherwise specifying the confidential information. Furthermore, EPA requests, but does not require, that the submitter also provide a second copy of its submittal from which all confidential information has been deleted. If a need arises to publicly release non-con-fidential information, EPA will as-sume that the submitter has accurately deleted the confidential information from this second copy.
(d) If a claim is made that some or all of the information submitted pursuant to this subpart is entitled to confidential treatment, the information covered by that confidentiality claim will be disclosed by the Environmental Appeals Board only to the extent and by means of the procedures set forth in part 2, subpart B, of this chapter.
(e) Information provided without a claim of confidentiality at the time of submission may be made available to the public by EPA without further notice to the submitter, in accordance with 40 CFR 2.204(c)(2)(i)(A).
The provisions of this subpart are applicable for 1987 and later model year gasoline-fueled and diesel heavy-duty engines and heavy-duty vehicles. These vehicles include light-duty trucks rated in excess of 6,000 pounds gross vehicle weight.
(a) The definitions in this section apply to this subpart.
(b) As used in this subpart, all terms not defined herein have the meaning given them in the Act.
(i) Light-duty gasoline-fueled Otto cycle trucks (6,001-8,500 lb. GVW)
(ii) Light-duty methanol-fueled Otto cycle trucks (6,001-8,500 lb. GVW)
(iii) Light-duty petroleum-fueled diesel trucks (6,001-8,500 lb. GVW)
(iv) Light-duty methanol-fueled diesel trucks (6,001-8,500 lb. GVW)
(v) Light heavy-duty gasoline-fueled Otto cycle engines (for use in vehicles of 8,501-14,000 lb. GVW)
(vi) Light heavy-duty methanol-fueled Otto cycle engines (for use in vehicles of 8,501-14,000 lb. GVW)
(vii) Heavy heavy-duty gasoline-fueled Otto cycle engines (for use in vehicles of 14,001 lb and above GVW)
(viii) Heavy heavy-duty methanol-fueled Otto cycle engines (for use in vehicles of 14,001 lb. and above GVW)
(ix) Light heavy-duty petroleum-fueled diesel engines (see § 86.085-2(a)(1))
(x) Light heavy-duty methanol-fueled diesel engines (see § 86.085-2(a)(1))
(xi) Medium heavy-duty petroleum-fueled diesel engines (see § 86.085-2(a)(2))
(xii) Medium heavy-duty methanol-fueled diesel engines (see § 86.085-2(a)(2))
(xiii) Heavy heavy-duty petroleum-fueled diesel engines (see § 86.085-2(a)(3))
(xiv) Heavy heavy-duty methanol-fueled diesel engines (see § 86.085-2(a)(3))
(xv) Petroleum-fueled Urban Bus engines (see § 86.091-2)
(xvi) Methanol-fueled Urban Bus engines (see § 86.091-2).
For NCP purposes, all optionally certified engines and/or vehicles (engines certified in accordance with § 86.087-10(a)(3) and vehicles certified in accordance with § 86.085-1(b)) shall be considered part of, and included in the FRAC calculation of, the subclass for which they are optionally certified.
(a) EPA shall establish for each subclass of heavy-duty engines and heavy-duty vehicles (other than motorcycles), an NCP for a motor vehicle pollutant, when any new or revised emission standard is more stringent than the previous standard for the pollutant, or when an existing standard for that pollutant becomes more difficult to achieve because of a new or revised standard, provided that EPA finds:
(1) That for such subclass of engines or vehicles, substantial work will be required to meet the standard for which the NCP is offered, and
(2) That there is likely to be a technological laggard.
(b) Substantial work, as used in paragraph (a)(1) of this section, means the application of technology not previously used in an engine or vehicle class or subclass, or the significant
(a) The upper limit applicable to a pollutant emission standard for a subclass of heavy-duty engines or heavy-duty vehicles for which an NCP is established in accordance with § 86.1103-87, shall be the previous pollutant emission standard for that subclass.
(b) If no previous standard existed for the pollutant under paragraph (a) of this section, the upper limit will be developed by EPA during rulemaking.
(c) If a manufacturer participates in any of the emissions averaging, trading, or banking programs, and carries over certification of an engine family from the prior model year, the upper limit for that engine family shall be the family emission limit of the prior model year, unless the family emission limit is less than the upper limit determined in paragraph (a) of this section.
(a)-(b) [Reserved]
(c) Effective in the 1991 model year, NCPs will be available for the following additional emission standards:
(1) [Reserved]
(2) Petroleum-fueled diesel heavy-duty engine oxides of nitrogen standard of 5.0 grams per brake horsepower-hour.
(i) For petroleum-fueled light heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP in accordance with § 86.1113-87(h): 0.12.
(ii) For petroleum-fueled medium heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP in accordance with § 86.1113-87(h): 0.11.
(iii) For petroleum-fueled heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP in accordance with § 86.1113-87(h): 0.11.
(3) Petroleum-fueled diesel light-duty trucks (between 6,001 and 14,000 lbs GVW) particulate matter emission standard of 0.13 grams per vehicle mile.
(i) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(A) COC
(B) COC
(C) MC
(D) F: 1.2.
(ii) The following factor shall be used to calculate the engineering and development component of the NCP in accordance with § 86.1113-87(h): 0.01.
(d) Effective in the 1993 model year, NCPs will be available for the following additional emission standard:
(1) Petroleum-fueled diesel bus engine (as defined in § 86.093-2) particulate emission standard of 0.10 grams per brake horsepower-hour.
(i) The following values shall be used to calculate an NCP for the standard set forth in § 86.093-11(a)(1)(iv)(A) in accordance with § 86.1113-87(a):
(A) COC
(B) COC
(C) MC
(D) F: 1.2.
(E) UL: 0.25 grams per brake horsepower-hour.
(ii) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.093-11(a)(1)(iv)(A) in accordance with § 86.1113-87(h): 0.02.
(2) [Reserved]
(e) The values of COC
(f) Effective in the 1994 model year, NCPs will be available for the following emission standards:
(1) Petroleum-fueled urban bus engine (as defined in § 86.091-2) particulate emission standard of 0.07 grams per brake horsepower-hour.
(i) The following values shall be used to calculate an NCP for the standard set forth in § 86.094-11(a)(1)(iv)(A) in accordance with § 86.1113-87(a):
(A) COC
(B) COC
(C) MC
(D) F: 1.2.
(ii) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.094-11(a)(1)(iv)(A) in accordance with § 86.1113-87(h): 0.38.
(2) Petroleum-fueled diesel heavy-duty engine particulate matter emission standard of 0.10 grams per brake horsepower-hour.
(i) For petroleum-fueled light heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP in accordance with § 86.1113-87(h): 0.081.
(ii) For petroleum-fueled medium heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP in accordance with § 86.1113-87(h): 0.098.
(iii) For petroleum-fueled heavy heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP in accordance with § 86.1113-87(h): 0.083.
(g) Effective in the 1996 model year, NCPs will be available for the following emission standard:
(1) Light-duty truck 3 diesel-fueled vehicle at full useful life (as defined in § 86.094-2) particulate matter emission standard of 0.10 g/mi.
(i) The following values shall be used to calculate an NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(a):
(A) COC
(B) COC
(C) MC
(D) F: 1.2.
(ii) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(h): 0.093.
(2) Light-duty truck 3 diesel-fueled vehicle at full useful life (as defined in § 86.094-2) oxides of nitrogen emission standard of 0.98 g/mi.
(i) The following values shall be used to calculate an NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(a):
(A) COC
(B) COC
(C) MC
(D) F: 1.2.
(ii) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(h): 0.082.
(3) 1996 Urban Bus (as defined in § 86.094-2) particulate matter emission standard of 0.05 g/BHp-hr.
(i) The following values shall be used to calculate an NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(a):
(A) COC
(B) COC
(C) MC
(D) F: 1.2.
(ii) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(h): 0.500.
(h) Effective in the 1998 model year, NCPs will be available for the following emission standard:
(1) Petroleum-fueled diesel heavy-duty engine oxides of nitrogen standard of 4.0 grams per brake horsepower-hour.
(i) For petroleum-fueled light heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(h): 0.039.
(ii) For petroleum-fueled medium heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(h): 0.043.
(iii) For petroleum-fueled heavy heavy-duty diesel engines:
(A) The following values shall be used to calculate an NCP in accordance with § 86.1113-87(a):
(
(
(
(
(B) The following factor shall be used to calculate the engineering and development component of the NCP for the standard set forth in § 86.094-9(a)(1)(ii) in accordance with § 86.1113-87(h): 0.039.
(2) [Reserved]
For a model year in which upper limits for heavy-duty engine or heavy-duty vehicle emission standards for one or more exhaust pollutants are specified in § 86.1105-87, a manufacturer may elect to conduct a Production Compliance Audit (PCA) for each engine or vehicle configuration satisfying the following conditions:
(a) Certification test results, pursuant to § 86.082-23, exceed the emission standard for a particular pollutant but do not exceed the upper limit established for that pollutant. In that event, the manufacturer will be offered a qualified certificate of conformity allowing for the introduction into commerce of the specified engine family,
(1) The manufacturer must agree to conduct a PCA of those engines or vehicles;
(2) PCA testing must be conducted on the same configurations that exceeded the standard in certification. In lieu of that requirement, the Administrator may approve testing of a greater or lesser number of configurations provided the manufacturer agrees to pay the NCP determined from the CL of each tested configuration for that configuration and for other non-tested configurations that have similar emission characteristics. If an acceptable showing of similar emission characteristics is not made, the highest CL of the configurations tested will apply to all non-tested configurations exceeding the standard.
(3) The selection of engines or vehicles for PCA testing must be initiated no later than five (5) days after the start of assembly-line production of the specified engine or vehicle configuration, unless that period is extended by the Administrator;
(4) The manufacturer must agree:
(i) To pay the NCP amount calculated as a result of PCA testing on each engine or vehicle, unless the manufacturer successfully challenges the Administrator's determination of the compliance level or penalty calculation or both under § 86.1115-87(c);
(ii) To recall any engines or vehicles introduced into commerce, without invoking the procedural requirements of section 207(c) of the Clean Air Act, if the compliance level for the engine or vehicle configuration of (a)(2) exceeds the upper limit as determined by the PCA;
(5) If the compliance level determined in the PCA is below the emission standard, no NCP will be offered, and all appropriate qualifications will be removed from the qualified certificate of conformity.
(b) An engine or vehicle configuration fails a Selective Enforcement Audit (SEA) under subpart K of 40 CFR part 86 with respect to the standard for a particular pollutant but does not fail with respect to the upper limit established for that pollutant, and no NCP has been previously assessed for that configuration,
(1) The manufacturer must submit a written report to the Administrator within five (5) days after failure to pass the audit containing the following:
(i) A statement that the manufacturer does not intend, at that time, to make any engine and/or emission control system design changes that may remedy the nonconformity; and
(ii) A request from the manufacturer to conduct the PCA, including the date the testing will begin;
(2) Failure to submit the report within five (5) days after the SEA failure will result in the forfeiture of the NCP option, unless a satisfactory justification for the delay is provided to the Administrator;
(3) The selection of any required engines or vehicles for PCA testing must be initiated no later than ten (10) days after the SEA failure unless extended by the Administrator; otherwise, the manufacturer may forfeit the option to elect an NCP;
(4) PCA testing must be conducted on the same configuration that failed the SEA;
(5) Test results from the SEA, together with any additional test results required during the PCA, will be used in establishing a compliance level for the configuration pursuant to § 86.1112-87(a); and
(6) The manufacturer, upon approval by the Administrator to conduct a PCA on a failed SEA engine or vehicle configuration, must agree:
(i) To pay the NCP amount calculated as a result of PCA testing on each engine or vehicle introduced into commerce after the tenth day of the SEA failure, unless the manufacturer successfully challenges the Administrator's determination of the compliance level or penalty calculation or both under § 86.1115-87(c);
(ii) To recall any engines or vehicles introduced into commerce after the tenth day of the SEA failure, without invoking the procedural requirements of section 207(c) of the Clean Air Act, if the compliance level of the engine or vehicle configuration exceeds the upper limit as determined by the PCA.
(c) An engine or vehicle configuration, for which an NCP has been previously assessed for a particular pollutant, either passes an SEA with respect to the particular pollutant standard, fails an SEA with respect to the particular pollutant standard but not the previous compliance level, or fails an SEA with respect to the previous compliance level but not the associated upper limit,
(1) The manufacturer must submit a written statement to the Administrator within five (5) days of the conclusion of the SEA requesting a PCA, including the date the PCA testing will begin; otherwise, the manufacturer forfeits the option to establish a new compliance level;
(2) The selection of any required engines or vehicles for PCA testing must be initiated no later than ten (10) days after the conclusion of the SEA unless the period is extended by the Administrator; otherwise, the manufacturer forfeits the option to establish a new compliance level;
(3) PCA testing must be conducted on the same configuration tested during the SEA, and all conditions in the SEA test order must apply to the PCA;
(4) Test results for the SEA, together with any additional test results required during the PCA, will be used in establishing a new compliance level for the configuration pursuant to § 86.1112-87(a);
(5) The manufacturer must agree:
(i) To pay the NCP amount calculated as a result of PCA testing on each engine or vehicle introduced into commerce after the tenth day of the conclusion of the SEA, unless the manufacturer successfully challenges the Administrator's determination of the compliance level or penalty calculation or both under § 86.1115-87(c);
(ii) To recall any engines or vehicles introduced into commerce after the tenth day after the conclusion of the SEA, without invoking the procedural requirements of section 207(c) of the Clean Air Act, if the engine or vehicle configuration exceeds the upper limit as determined by the PCA;
(6) A previously assessed NCP will be terminated and no NCP will be established as a result of the new PCA if the compliance level is determined to be below the applicable emission standards.
(d) The implementation of a production running change that causes the emission level for a particular pollutant to be either above the emission standard but below the associated upper limit for a vehicle or engine configuration for which an NCP has not been previously assessed, or below the associated upper limit for a vehicle or engine configuration for which an NCP has been previously assessed, regardless of the previous compliance level. In that event, the manufacturer will be offered a qualified certificate of conformity allowing for the introduction into commerce of the engine or vehicle configuration resulting from the running change,
(1) The manufacturer must submit a written report to the Administrator outlining the reason for the running change and the date the manufacturer will begin PCA testing;
(2) The manufacturer must agree:
(i) To pay the NCP amount calculated as a result of PCA testing on each engine or vehicle, unless the manufacturer successfully challenges the Administrator's determination of compliance level or penalty calculation or both under § 86.1115-87(c);
(ii) To recall any engines or vehicles introduced into commerce, without invoking the procedural requirements of section 207(c) of the Clean Air Act, if the engine or vehicle configuration exceeds the upper limit as determined by the PCA;
(3) The selection of engines or vehicles for PCA testing must be initiated
(4) If the compliance level is determined to be below the applicable emission standard, a previously assessed NCP will be terminated, an NCP will not be established as a result of the PCA testing, and all qualifications will be removed from the qualified certificate of conformity.
(e) The following requirements are applicable to each PCA under this subpart.
(1) The manufacturer shall make the following documents available to EPA Enforcement Officers upon request;
(i) A properly filed and current application for certification, following the format prescribed by the EPA for the appropriate model year; and
(ii) A copy of the shop manual and dealer service bulletins for the configurations being tested.
(2) Only one mechanic at a time per engine or vehicle shall make authorized checks, adjustments, or repairs, unless a particular check, adjustment, or repair requires a second mechanic as indicated in the shop manual or dealer service bulletins.
(3) A mechanic shall not perform any check, adjustment, or repair without an Enforcement Officer present unless otherwise authorized.
(4) The manufacturer shall utilize only those tools and test equipment utilized by its dealers or those dealers using its engines when performing authorized checks, adjustments, or repairs.
(a) The Administrator may require that engines or vehicles of a specified configuration be selected in a manner consistent with the requirements of § 86.1110-87 and submitted to him at such place as he may designate for the purpose of conducting emission tests in accordance with § 86.1111-87 to determine whether engines or vehicles manufactured by the manufacturer conform with the regulations of this subpart.
(b)(1) Whenever the Administrator conducts a test on a test engine or vehicle or the Administrator and manufacturer each conduct a test on the same test engine or vehicle, the results of the Administrator's test will comprise the official data for that engine or vehicle.
(2) Whenever the manufacturer conducts all tests on a test engine or vehicle, the manufacturer's test data will be accepted as the official data, provided that if the Administrator makes a determination based on testing under paragraph (a) of this section that there is a substantial lack of agreement between the manufacturer's test results and the Administrator's test results, no manufacturer's test data from the manufacturer's test facility will be accepted for purposes of this subpart.
(c) If the Administrator determines that testing conducted under paragraph (a) of this section demonstrates a lack of agreement under paragraph (b)(2) of this section, the Administrator shall:
(1) Notify the manufacturer in writing of his determination that the manufacturer's test facility is inappropriate for conducting the tests required by this subpart and the reasons therefore; and
(2) Reinstate any manufacturer's data only upon a showing by the manufacturer that the data acquired under paragraph (a) of this section was erroneous and the manufacturer's data was correct.
(d) The manufacturer may request in writing that the Administrator reconsider his determination in paragraph (b)(2) of this section based on data or information which indicates that changes have been made to the test facility and that these changes have resolved the reasons for disqualification.
(a) The manufacturer of any new gasoline-fueled or diesel heavy-duty engine or heavy-duty vehicle subject to any of the provisions of this subpart shall establish, maintain, and retain the following adequately organized and indexed records:
(1)
(i) If testing heavy-duty gasoline engines, the equipment requirements specified in §§ 86.1306-84 and 86.1506-84 of this part.
(ii) If testing heavy-duty diesel engines, the equipment requirements specified in §§ 86.1306-84, 86.1506-84, 86.879-6, 86.879-8 and 86.879-9 of this part;
(iii) If testing light-duty gasoline-fueled trucks, the equipment requirements specified in §§ 86.106 (excluding all references to particulate emission testing) and 86.1506-84 of this part; and
(iv) If testing light-duty diesel trucks, the equipment requirements specified in § 86.106 (excluding all references to evaporative emission testing) of this part.
(2)
(i) The date, time, and location of each test;
(ii) The number of hours of service accumulated on the engine or the number of miles on the vehicle when the test began and ended;
(iii) The names of all supervisory personnel involved in the conduct of the Production Compliance Audit;
(iv) A record and description of any repair performed, giving the date and time of the repair, the reason for it, the person authorizing it, and the names of all personnel involved in the supervision and performance of the repair;
(v) The date when the engine or vehicle was shipped from the assembly plant or associated storage facility and when it was received at the testing facility;
(vi) A complete record of all emission tests performed pursuant to this subpart (except tests performed by EPA directly), including all individual worksheets and/or other documentation relating to each test, or exact copies thereof, specifically—
(A) If testing heavy-duty gasoline engines, the record requirements specified in §§ 86.1342-84 and 86.1542-84 of this part;
(B) If testing heavy-duty diesel engines, the record requirements specified in §§ 86.1342-84, 86.1542-84, and § 86.879-10; (§ 86.337-79 for subpart D testing only).
(C) If testing light-duty gasoline fueled trucks, the record requirements specified in §§ 86.142 (excluding all references to diesel vehicles) and 86.1542-84; and
(D) If the testing light-duty diesel trucks, the record requirements specified in § 86.142; and
(vii) A brief description of any significant Production Compliance Audit events commencing with the test engine or vehicle selection process, but not described by any subparagraph under paragraph (a)(2) of this section, including such extraordinary events as engine damage during shipment or vehicle accident.
(3) The manufacturer shall record the test equipment description, pursuant to paragraph (a)(1) of this section, for each test cell that was used to perform emission testing under this subpart.
(b) The manufacturer shall retain all records required to be maintained under this subpart for a period of six (6) years after completion of all testing. Records may be retained as hard copy or reduced to microfilm, punch cards, etc., depending upon the manufacturer's record retention procedure, provided that in every case all the information contained in the hard copy is retained.
(a) To allow the Administrator to determine whether a manufacturer is complying with the provisions of this subpart, EPA Enforcement Officers are authorized to enter any of the following (during operating hours and upon presentation of credentials):
(1) Any facility where any engine or vehicle to be introduced into commerce or any emission related component is manufactured, assembled, or stored;
(2) Any facility where any tests conducted pursuant to a PCA request or any procedures or activities connected with these tests are or were performed;
(3) Any facility where any engine or vehicle which is being tested, was tested, or will be tested is present; and
(4) Any facility where any record or other document relating to any of the above is located.
(b) Upon admission to any facility referred to in paragraph (a) of this section, EPA Enforcement Officers are authorized to perform the following inspection-related activities:
(1) To inspect and monitor any aspects of engine or vehicle manufacture, assembly, storage, testing and other procedures, and the facilities in which these procedures are conducted.
(2) To inspect and monitor any aspect of engine or vehicle test procedures or activities, including, but not limited to, monitoring engine or vehicle selection, preparation, service or mileage accumulation, preconditioning, repairs, emission test cycles, and maintenance; and to verify calibration of test equipment;
(3) To inspect and make copies of any records or documents related to the assembly, storage, selection and testing of an engine or vehicle; and
(4) To inspect and photograph any part or aspect of any engine or vehicle and any component used in the assembly thereof that is reasonably related to the purpose of the entry.
(c) EPA Enforcement Officers are authorized to obtain reasonable assistance without cost from those in charge of a facility to help them perform any function listed in this subpart and are authorized to request the manufacturer conducting the PCA to make arrangement with those in charge of a facility operated for its benefit to furnish reasonable assistance without cost to EPA, whether or not the manufacturer controls the facility.
(d) EPA Enforcement Officers are authorized to seek a warrant or court order authorizing the EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section, as appropriate, to execute the functions specified in this section. EPA Enforcement Officers may proceed ex parte to obtain a warrant whether or not the Enforcement Officers first attempted to seek permission of the manufacturer conducting the PCA or the party in charge of the facilities in question to conduct activities related to entry and access as authorized in this section.
(e) A manufacturer that conducts a PCA shall permit EPA Enforcement Officers who present a warrant or court order as described in paragraph (d) of this section to conduct activities related to entry and access as authorized in this section and as described in the warrant or court order. The manufacturer shall cause those in charge of its facility or a facility operated for its benefit to permit EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section pursuant to a warrant or court order whether or not the manufacturer controls the facility. In the absence of such a warrant or court order, EPA Enforcement Officers may conduct activities related to entry and access as authorized in this section only upon the consent of the manufacturer or the party in charge of the facilities in question.
(f) It is not a violation of this part or the Clean Air Act for any person to refuse to permit EPA Enforcement Officers to conduct activities related to entry and access as authorized in this section without a warrant or court order.
(g) A manufacturer is responsible for locating its foreign testing and manufacturing facilities in jurisdictions in which local foreign law does not prohibit EPA Enforcement Officers from conducting the entry and access activities specified in this section. EPA will not attempt to make any inspections which it has been informed that local foreign law prohibits.
(h) For purposes of this section, the following definitions are applicable:
(1)
(2) Where engine or vehicle storage areas or facilities are concerned,
(3) Where facilities or areas other than those covered by paragraph (h)(2) of this section are concerned,
(4)
(a) Engines or vehicles comprising a test sample which are required to be tested pursuant to a PCA in accordance with this subpart will be selected at the location and in the manner specified by EPA. If a manufacturer determines that the test engines or vehicles cannot be selected in the manner specified by EPA, an alternative selection procedure may be employed, provided that the manufacturer requests approval of the alternative procedure in advance of the start of test sample selection and that the Administrator approves the procedure.
(b) The manufacturer shall have assembled the test engines or vehicles of the configuration selected for testing using its normal mass production processes for engines or vehicles to be distributed into commerce. In the case of heavy-duty engines, if the test engines are selected at a location where they do not have their operational and emission control systems installed, EPA will specify the manner and location for selection of components to complete assembly of the engines. The manufacturer shall assemble these components onto the test engines using normal assembly and quality control procedures as documented by the manufacturer.
(c) No quality control, testing, or assembly procedures will be used on the completed test engine or vehicle or any portion thereof, including parts and subassemblies, that will not be used during the production and assembly of all other engines or vehicles of that configuration.
(d) The EPA Enforcement Officers may specify that they, rather than the manufacturer, will select the test engines or vehicles.
(e) The order in which test engines or vehicles are selected determines the order in which test results are to be used in applying the PCA testing plan in accordance with § 86.1112-87.
(f) The manufacturer shall keep on hand all engines or vehicles comprising the test sample until such time as a compliance level is determined in accordance with § 86.1112-87(a) except that the manufacturer may ship any tested engine or vehicle which has not failed in accordance with § 86.1112-87(f)(1). However, once the manufacturer ships any test engine or vehicle, it relinquishes the prerogative to conduct retests as provided in § 86.1111-87(i).
(a)(1) For heavy-duty engines, the prescribed test procedure for PCA testing is the Federal Test Procedure as described in subparts N, I, and P of this part.
(2) For heavy-duty vehicles, the prescribed test procedure for PCA testing is described in subpart M of this part.
(3) For light-duty trucks, the prescribed test procedure for PCA testing is the Federal Test Procedure as described in subparts B and P of this part.
(4) During the testing of heavy-duty diesel engines, the manufacturer shall decide for each engine, prior to the start of the initial cold cycle, whether the measurement of background particulate is required for the cold and hot cycles to be valid. The manufacturer may choose to have different requirements for the cold and hot cycles. If a manufacturer chooses to require the measurement of background particulate, failure to measure background particulate shall void the test cycle regardless of the test results. If a test
(5) When testing light-duty trucks, the following exceptions to the test procedures in subpart B are applicable:
(i) The manufacturer may use gasoline test fuel meeting the specifications of paragraph (a) of § 86.113 for mileage accumulation. Otherwise, the manufacturer may use fuels other than those specified in this section only with advance approval of the Administrator.
(ii) The manufacturer may measure the temperature of the test fuel at other than the approximate midvolume of the fuel tank, as specified in paragraph (a) of § 86.131, and may drain the test fuel from other than the lowest point of the fuel tank, as specified in paragraph (b) of § 86.131, with the advance approval of the Administrator.
(iii) The manufacturer may perform additional preconditioning on PCA test vehicles other than the preconditioning specified in § 86.132 only if the additional preconditioning has been performed on certification test vehicles of the same configuration.
(iv) The manufacturer shall perform the heat build procedure 11 to 34 hours following vehicle preconditioning rather than according to the time period specified in paragraph (a) of § 86.133.
(v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in paragraph (e) of § 86.135, provided that the slave tires are the same size as the drive wheel tires.
(vi) The cold start exhaust emission test described in § 86.137 shall follow the heat build procedure described in § 86.133 by not more than one hour.
(vii) In performing exhaust sample analysis under § 86.140:
(A) When testing diesel vehicles, the manufacturer shall allow a minimum of 20 minutes warm-up for the HC analyzer, and a minimum of 2 hours warm-up for the CO, CO
(B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags.
(viii) The manufacturer need not comply with § 86.142, since the records required therein are provided under other provisions of this subpart.
(ix) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline-fueled vehicles as follows prior to exhaust emission testing:
(A) The manufacturer shall inspect the fuel system to insure the absence of any leaks of liquid or vapor to the atmosphere by applying a pressure of 14.5
(B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative emission control system.
(C) The manufacturer shall not modify the test vehicle's evaporative emission control system by component addition, deletion, or substitution, except to comply with paragraph (a)(4)(ii) of this section if approved in advance by the Administrator.
(b)(1) The manufacturer shall not adjust, repair, prepare, or modify the engines or vehicles selected for testing and shall not perform any emission tests on engines or vehicles selected for testing pursuant to a PCA request unless the adjustment, repair, preparation, modification, or tests are documented in the manufacturer's engine or vehicle assembly and inspection procedures and are actually performed on all engines or vehicles produced or unless these adjustments or tests are required or permitted under this subpart or are approved in advance by the Administrator.
(2) For 1984 and later model years the Administrator may adjust or cause to be adjusted any engine parameter which the Administrator has determined to be subject to adjustment for certification, Selective Enforcement
(c) Prior to performing emission testing on a PCA test engine, the manufacturer may accumulate on each engine a number of hours of service equal to the greater of 125 hours or the number of hours the manufacturer accumulated during certification on the emission-data engine corresponding to the configuration tested during PCA. Prior to performing emission testing on a PCA test vehicle, the manufacturer may accumulate a number of miles equal to the greater of 4,000 miles or the number of miles the manufacturer accumulated during certification on the emission-data vehicle corresponding to the configuration tested during PCA. Service or mileage accumulation may be performed in any manner the manufacturer desires.
(d) No maintenance shall be performed on test engines or vehicles after selection for testing nor will any test engine or vehicle substitution or replacement be allowed, unless requested of and approved by the Administrator in advance of the performance of any maintenance or engine or vehicle substitution.
(e) The manufacturer shall expeditiously ship test engines or vehicles from the point of selection to the test facility or other location to meet any other requirements of this subpart. If the test facility is not located at or in close proximity to the point of selection, the manufacturer shall assure that test engines or vehicles arrive at the test facility within 24 hours of selection, except that the Administrator may approve more time based upon a request by the manufacturer accompanied by a satisfactory justification.
(f) If an engine or vehicle cannot complete the service or mileage accumulation or emission tests because of engine or vehicle malfunction, the manufacturer may request that the Administrator authorize the repair of the engine or vehicle. If the engine or vehicle cannot be repaired expeditiously, EPA may delete it from the test sequence.
(g)(1) Heavy-duty engine manufacturers with projected sales bound for the United States market for that year of 30,000 or greater, as made in their respective Applications for Certification, shall complete emission testing at their testing facility on a minimum of two engines per 24 hour period, including voided tests.
(2) Heavy-duty engine manufacturers with projected sales bound for the United States market for that year of less than 30,000, as made in their respective Applications for Certification, Shall complete emission testing at one engine per 24 hour period, including voided tests.
(3) Light-duty truck manufacturers shall complete emission testing on a minimum of four vehicles per 24 hour period, including voided tests.
(4) The Administrator may approve a longer period of time for conducting emission tests based upon a request by a manufacturer accompanied by a satisfactory justification.
(h) The manufacturer shall perform test engine or vehicle selection, shipping, preparation, service or mileage accumulation, and testing in such a manner as to insure that the audit is performed in an expeditious manner.
(i) The manufacturer may retest any engines or vehicles tested during a Production Compliance Audit once a compliance level has been established in accordance with § 86.1112-87 based on the first test on each engine or vehicle. The Administrator may approve retesting at other times based upon a request by the manufacturer accompanied by a satisfactory justification. The manufacturer may test each engine or vehicle a total of three times. The manufacturer shall test each engine or vehicle the same number of times. The manufacturer may accumulate additional service or mileage before conducting a retest, subject to the provisions of paragraph (c) of this section.
(a) A manufacturer that has elected to conduct a PCA in accordance with § 86.1106-87 may establish the compliance level for a pollutant for any engine or vehicle configuration by using the primary PCA sampling plan or either of two optional reduced PCA sampling plans (the fixed reduced sampling plan or the sequential reduced sampling plan) described below. A manufacturer that uses either of the two optional reduced PCA sampling plans may elect to continue testing and establish a compliance level under the primary PCA sampling plan.
(1) A manufacturer that elects to conduct a PCA for a pollutant using the primary PCA sampling plan shall:
(i) Conduct emission tests on 24 engines or vehicles in accordance with § 86.1111-87 for the pollutants for which the PCA was initiated. If the PCA follows an SEA failure, the number of additional tests conducted shall be the difference between 24 and the number of engines or vehicles tested in the SEA. If 24 or more engines or vehicles were tested in the SEA, no additional tests shall be conducted; and
(ii) Rank the final deteriorated test results, as defined by paragraph (e) of this section, obtained for that pollutant in order from the lowest to the highest value. If the PCA follows an SEA failure, all SEA test results for that pollutant shall be included in this ranking.
(iii) The compliance level for that pollutant is the final deteriorated test result in the sequence determined from table 1 of appendix XII of these regulations.
(2) A manufacturer that elects to conduct a PCA for a pollutant using the fixed reduced PCA sampling plan shall:
(i) Select a sample size between 3 and 23 engines or vehicles. If the PCA follows an SEA failure, the sample size selected cannot be less than the number of engines or vehicles tested during the SEA; and
(ii) Conduct emission tests on the selected sample in accordance with § 86.1111-87 for the pollutants for which the PCA was initiated.
(iii) The compliance level for the pollutant is the result of the following equation, using the test results obtained in paragraph (a)(2)(ii) of this section and all SEA test results for that pollutant if the PCA follows an SEA failure:
(3) A manufacturer that elects to conduct a PCA for a pollutant using the sequential reduced PCA sampling plan shall perform the following:
(i) Select a sample size of 4, 8, 12, 16 or 20 engines or vehicles. If the PCA follows an SEA failure, the sample size
(ii) Conduct emission tests on the selected sample in accordance with § 86.1111-87 for the pollutants for which the PCA was initiated.
(iii) The compliance level for the pollutant is the result of the following equation, using the test results obtained in (a)(3)(ii) and all SEA test results for that pollutant if the PCA follows an SEA failure:
(iv) After calculating a compliance level in accordance with paragraph (a)(3)(iii) of this section, a manufacturer may elect to increase the sample size by 4 engines or vehicles, or a multiple thereof, up to the maximum, including SEA engines or vehicles if any, of 20. Upon that election, the manufacturer shall add the additional engines or vehicles to the sample and perform paragraphs (a)(3)(ii) and (a)(3)(iii) of this section. This election may be repeated if appropriate. A compliance level determined under this election shall replace a previously determined compliance level.
(b) A fail decision is reached with respect to the upper limit when the compliance level determined in paragraph (a) of this section exceeds the applicable upper limit.
(c) Initial test results are calculated following the Federal Test Procedure specified in § 86.1111-87(a).
(d) Final test results are calculated by summing the initial test results derived in paragraph (c) of this section for each test engine or vehicle, dividing by the number of tests conducted on the engine or vehicle, and rounding in accordance with ASTM E29-67 to the same number of decimal places contained in the applicable standard expressed to one additional significant figure.
(e) Final deteriorated test results. (1) The final deteriorated test results for each heavy-duty engine or light-duty truck tested according to subpart B, I, N, or P of this part are calculated by applying the final test results by the appropriate deterioration factor, derived from the certification process for the engine family control system combination and model year for the selected configuration to which the test engine or vehicle belongs. If the deterioration factor computed during the certification process is multiplicative and it is less than one, that deterioration factor will be one. If the deterioration factor computed during the certification process is additive and it is less than zero, that deterioration factor will be zero.
(2) The final deteriorated test results are rounded to the same number of significant figures contained in the applicable standard in accordance with ASTM E29-67.
(f) A failed engine or vehicle is one whose final deteriorated test results, for one or more of the applicable exhaust pollutants, exceed:
(1) The applicable emission standard, or
(2) The compliance level established in paragraph (b) of this section.
(g) Within five working days after completion of PCA testing of all engines or vehicles, the manufacturer shall submit to the Administrator a report which includes the following information:
(1) The location and description of the manufacturer's emission test facilities which were utilized to conduct testing reported pursuant to this section;
(2) The applicable standards against which the engines or vehicles were tested;
(3) Deterioration factors for the engine family to which the selected configuration belongs;
(4) A description of the engine or vehicle and any emission-related component selection method used;
(5) For each test conducted:
(i) Test engine or vehicle description, including;
(A) Configuration and engine family identification,
(B) Year, make and build date,
(C) Engine or vehicle identification number, and
(D) Number of hours of service accumulated on engine or number of miles on vehicle prior to testing;
(ii) Location where service or mileage accumulation was conducted and description of accumulation procedure and schedule;
(iii) Test number, date, initial test results before and after rounding, final test results and final deteriorated test results for all emission tests, whether valid or invalid, and the reason for invalidation, if applicable;
(iv) A complete description of any modification, repair, preparation, main-tenance, and/or testing which was per-formed on the test engine or vehicle and has not been reported pursuant to any other paragraph of this subpart and will not be performed on all other pro-duction engines or vehicles; and
(v) Any other information the Administrator may request relevant to the determination as to whether the new heavy-duty engines or heavy-duty vehicles being manufactured by the manufacturer do in fact conform with the regulations of this subpart; and
(6) The following statement and endorsement:
This report is submitted pursuant to section 206 of the Clean Air Act. This Production Compliance Audit was conducted in complete conformance with all applicable regulations under 40 CFR part 86 et seq. All data and information reported herein is, to the best of
(a) The NCP for each engine or vehicle for which a compliance level has been determined under § 86.1112-87 is calculated according to the formula in paragraph (a)(1) or (a)(2) of this section depending on the value of the compliance level. Each formula contains an annual adjustment factor (AAF
(1) If the compliance level (CL) is greater than the standard and less than or equal to X (e.g., point CL
(2) If the compliance level is greater than X and less than or equal to the upper limit as determined by § 86.1104-87 (e.g., point CL
(3) AAF
(i) If frac
(ii) If frac
(iii) AAF
(iv) In calculating the NCP for year n, the value frac
(4) The terms in the above formulas have the following meanings and values, which may be determined separately for each subclass and pollutant for which an NCP is offered. The production of Federal and California designated engines or vehicles shall be combined for the purpose of this section in calculating the NCP for each engine or vehicle.
(5) The values of COC
(6) In calculating the NCP, appropriate values of the following predefined terms should be used: CL, S, UL, F, and A
(b) The NCP determined in paragraph (a) of this section is assessed against all those engines or vehicles of the nonconforming configuration or engine family produced at all assembly plants and distributed into commerce—
(1) Since the beginning of the model year in the case of a certification failure described by § 86.1106-87(a).
(2) Beginning ten days after an SEA failure described by § 86.1106-87 (b) or (c).
(3) Following implementation of a production running change described by § 86.1106-87(d).
(c) The NCP will continue to be assessed during the model year, until such time, if any, that the configuration or engine family is brought into conformance with applicable emission standards.
(d) A manufacturer may carry over an NCP from a model year to the next model year. There is no limit to the number of years that carryover can continue. The amount of the penalty will increase each year according to paragraph (a) of this section.
(e) The Administrator shall notify the manufacturer in writing of the nonconformance penalty established under paragraph (a) of this section after the completion of the PCA under § 86.1112-87.
(f) A manufacturer may request a hearing under § 86.1115-87 as to whether the compliance level (including a compliance level in excess of the upper limit) was determined in accordance with the procedures in § 86.1112-87(a) or whether the nonconformance penalty was calculated in accordance with the procedures in § 86.1113-87(a). If a nonconformance penalty has been established, such hearing must be requested within fifteen (15) days or such other period as may be allowed by the Administrator after the notification of the nonconformance penalty. If a manufacturer wishes to challenge a compliance level in excess of the upper limit, he must request a hearing within fifteen (15) days or such other period as may be allowed by the Administrator after the completion of the Production Compliance Audit.
(g)(1) Except as provided in paragraph (g)(2) of this section, the nonconformance penalty or penalties assessed under this subpart must be paid as follows:
(i) By the quarterly due dates, i.e., within 30 days of the end of each calendar quarter (March 31, June 30, September 30 and December 31), or according to such other payment schedule as the Administrator may approve pursuant to a manufacturer's request, for all nonconforming engines or vehicles produced by a manufacturer in accordance with paragraph (b) of this section and distributed into commerce for that quarter.
(ii) The penalty shall be payable to U.S. Environmental Protection Agency, NCP Fund, P.O. Box 360277M, Pittsburgh, PA 15251.
(2) When a manufacturer has requested a hearing under § 86.1115-87, it must pay the nonconformance penalty, and any interest, within ten days after the Presiding Officer renders his decision, unless the manufacturer first files a notice of intention to appeal to the Administrator pursuant to § 86.1115-87(t)(1), or, if an appeal of the Presiding Officer's decision is taken, within ten days after the Administrator renders his decision, unless the manufacturer first files a petition for judicial review.
(3) A manufacturer making payment under paragraph (g)(1) or (g)(2) of this section shall submit the following information by each quarterly due date to: Director, Manufacturers Operations Division, U.S. Environmental Protection Agency, 401 M Street SW., Washington, DC 20460. This information shall be submitted even if a manufacturer has no NCP production in a given quarter.
(i) Corporate identification, identification and quantity of engines or vehicles subject to the NCP, certificate identification (number and date), NCP payment calculations and interest payment calculations, if applicable.
(ii) The following statement and endorsement:
This information is submitted pursuant to section 206 of the Clean Air Act. All information reported herein is, to the best of
(4) The Administrator may verify the production figures or other documentation submitted under paragraph (g)(3) of this section.
(5)(i) Interest shall be assessed on any nonconformance penalty for which payment has been withheld under § 86.113-87(g) (1) or (2). Interest shall be calculated from the due date for the first quarterly NCP payment, as determined under § 86.1113-87(g)(1), until either the date on which the Presiding Officer or the Administrator renders the final decision of the Agency under § 86.1115-87 or the date when an alternate payment schedule (approved pursuant to § 86.1113-87(g)(1)) ends.
(ii) The combined principal plus interest on each quarterly NCP payment withheld pursuant to § 86.1113-87(g) (1) or (2) shall be calculated according to the formula:
(iii) The number of quarters for which payment is outstanding for purposes of this paragraph shall be the
(iv) The interest rate applicable to a quarter for purposes of this paragraph shall be the rate published by the Secretary of the Treasury pursuant to the Debt Collection Act of 1982 and effective on the date on which the NCP payment was originally due.
(6) A manufacturer will be refunded an overpayment, or be permitted to offset an overpayment by withholding a future payment, if approved in advance by the Administrator. The government shall pay no interest on overpayments.
(h) A manufacturer that certifies as a replacement for the nonconforming configuration, a configuration that is in conformance with applicable standards, and that performs a production compliance audit (PCA) in accordance with § 86.1112-87(a) that results in a compliance level below the applicable standard, will be eligible to receive a refund of a portion of the engineering and development component of the penalty. The engineering and development component will be determined by multiplying the base penalty amount by the engineering and development factor for the appropriate subclass and pollutant in § 86.1105-87. The amount refunded will depend on the model year in which the certification and PCA take place. In cases where payment of penalties have been waived by EPA in accordance with paragraph (g)(1)(iii) of this section, EPA will refund a portion of the engineering and development component. The proportionate refund to be paid by EPA will be based on the proportion of vehicles or engines of the nonconforming configuration for which NCPs were paid to EPA. The refund is calculated as follows:
(a) The certificate of conformity is suspended with respect to any engine or vehicle failing pursuant to paragraph (f) of § 86.1112-87 effective from the time that a fail decision is made for that engine or vehicle.
(b) Once a certificate has been suspended for a failed engine or vehicle as provided for in paragraph (a) of this section, the manufacturer shall take the following actions:
(1) Before the certificate is reinstated for that failed engine or vehicle,
(i) Remedy the nonconformity, and
(ii) Demonstrate that the engine or vehicle conforms to the applicable
(2) Submit a written report to the Administrator within five working days after successful completion of testing on the failed engine or vehicle, which contains a description of the remedy and test results for each engine or vehicle in addition to other information that may be required by this regulation.
(c) The Administrator may suspend the certificate of conformity if the manufacturer, after electing to conduct a PCA, fails to adhere to the requirements stated in § 86.1106-87(b)(3), (b)(6)(iii), (c)(2), or (c)(5)(iii).
(d) The Administrator may suspend the qualified certificate of conformity issued under the conditions specified in § 86.1106-87 if the manufacturer fails to adhere to the requirements stated in § 86.1106-87(a)(3), (a)(4)(iii), (d)(2)(iii), or (d)(3).
(e) The Administrator may suspend the certificate of conformity or the qualified certificate of conformity if the compliance level as determined in § 86.1112-87(a) is in excess of the upper limit.
(f) The Administrator may void the certificate of conformity if the compliance level as determined in § 86.1112-87(a) is in excess of the upper limit and the manufacturer fails to recall any engines or vehicles introduced into commerce pursuant to § 86.1106-87(a)(4)(ii), (b)(6)(ii), (c)(5)(ii) or (d)(2)(ii).
(g) The Administrator may void the certificate of conformity for those engines or vehicles for which the manufacturer fails to meet the requirements of § 86.1106-87(a)(4)(i), (b)(6)(i), (c)(5)(i), or (d)(2)(i).
(h) The Administrator shall notify the manufacturer in writing of any suspension or voiding of a certificate of conformity in whole or in part, except as provided for in paragraph (a) of this section.
(i) A certificate of conformity suspended or voided under paragaph (c), (d), (e), (f) or (g) of this section may be reinstated after a written request by the manufacturer and under such terms and conditions as the Administrator may require and after the manufacturer demonstrates compliance with applicable requirements.
(j) After the Administrator suspends or voids a certificate of conformity pursuant to this section or notifies a manufacturer of his intent to suspend or void a certificate of conformity under § 86.087-30(e), and prior to the commencement of a hearing, if any, under § 86.1115-87, if the manufacturer demonstrates to the Administrator's satisfaction that the decision to suspend or void the certificate was based on erroneous information, the Administrator shall reinstate the certificate.
(a)
(b)
(1)
(2)
(3)
(4)
(5)
(c)
(i) After receipt of the Administrator's notification of NCP, if the compliance level is in the allowable range of non-conformity, or
(ii) After completion of the Production Compliance Audit, if the compliance level exceeds the upper limit, or
(iii) After receipt of the Administrator's notification of a proposed suspension or voiding of a certificate of conformity if the hearing is requested pursuant to §§ 86.085-30(e)(6)(i) or 86.085-30(e)(7), unless otherwise specified by the Administrator. The manufacturer shall simultaneously serve two copies of this request upon the Director of the Manufacturers Operations Division and file two copies with the Hearing Clerk. Failure of the manufacturer to request a hearing within the time provided constitutes a waiver of the right to a hearing. Subsequent to the expiration of the period for requesting a hearing as of right, the Administrator may, in his discretion and for good cause shown, grant the manufacturer a hearing to contest the compliance level or penalty calculation.
(2) The request for a public hearing shall contain:
(i) A statement as to which vehicle or engine subclasses or configurations are to be the subject of the hearing;
(ii) A concise statement of the issues to be raised by the manufacturer at the hearing for each vehicle or engine subclass or configuration for which the manufacturer has requested the hearing.
(A) Whether the compliance level was determined in accordance with the procedures in § 86.1112-87(a); or
(B) Whether the penalty was calculated in accordance with the procedures in § 86.1113-87(a).
(iii) A statement specifying reasons why the manufacturer believes it will prevail on the merits on each of the issues so raised; and
(iv) A summary of the evidence which supports the manufacturer's position on each of the issues so raised.
(3) A copy of all requests for public hearings shall be kept on file in the Office of the Hearing Clerk and shall be made available to the public during Agency business hours.
(d)
(2) Any order issued under paragraph (d)(1) of this section shall have the force and effect of a final decision of the Administrator, as issued pursuant to paragraph (v)(4) of this section.
(3) If the Administrator determines that a genuine and substantial question of fact does exist with respect to any of the issues referred to in paragraph (d)(1) of this section, he shall grant the request for a hearing and publish a notice of public hearing in accordance with paragraph (h) of this section.
(e)
(2) To the maximum extent possible, testimony shall be presented in written form. Copies of written testimony shall be served upon all parties as soon as practicable prior to the start of the hearing. A certificate of service shall be provided on or accompany each document or paper filed with the Hearing Clerk. Documents to be served upon the Director of the Manufacturers Operations Division shall be sent by registered mail to: Director, Manufacturers Operations Division, U.S. Environmental Protection Agency (EN-340F), 401 M Street, SW., Washington, DC 20460. Service by registered mail is complete upon mailing.
(f)
(2) A prescribed period of time within which a party is required or permitted to do an act shall be computed from the time of service, except that when service is accomplished by mail, three days shall be added to the prescribed period.
(g)(1)
(2) If a vehicle or engine is determined to be in nonconformity during certification testing under subpart A of this part, then the manufacturer may wait to challenge the determination until after production compliance auditing and calculation of his penalty and may consolidate challenges to the determination of nonconformity and the compliance level determination or the penalty calculation, without losing any rights he would otherwise have had.
(3) If a vehicle or engine is determined to be in nonconformity during selective enforcement auditing under subpart K of this part, then the manufacturer must wait to challenge the determination until after the compliance level determination and the penalty calculation, and must consolidate challenges to the determination of nonconformity and the compliance level determination or the calculation of the penalty.
(h)
(2) [Revised]
(i)
(j)
(1) To administer oaths and affirmations;
(2) To rule upon offers of proof and exclude irrelevant or repetitious material;
(3) To regulate the course of the hearings and the conduct of the parties and their counsel therein;
(4) To hold conferences for simplification of the issues or any other proper purpose;
(5) To consider and rule upon all procedural and other motions appropriate in such proceedings;
(6) To require the submission of direct testimony in written form with or without affidavit whenever, in the opinion of the Presiding Officer, oral testimony is not necessary for full and true disclosure of the facts;
(7) To enforce agreements and orders requiring access as authorized by law;
(8) To require the filing of briefs on any matter on which he is required to rule;
(9) To require any party or any witness, during the course of the hearing, to state his position on any issue;
(10) To take or cause depositions to be taken whenever the ends of justice would be served thereby;
(11) To make decisions or recommend decisions to resolve the disputed issues on the record of the hearing;
(12) To issue, upon good cause shown, protective orders as described in paragraph (n) of this section.
(k)
(i) Obtain stipulations and admissions, receive requests and order depositions to be taken, identify disputed issues of fact and law, and require or allow the submission of written testimony from any witness or party;
(ii) Set a hearing schedule for as many of the following as are deemed necessary by the Presiding Officer:
(A) Oral and written statements;
(B) Submission of written direct testimony as required or authorized by the Presiding Officer;
(C) Oral direct and cross-examination of a witness where necessary as prescribed in paragraph (p) of this section; and
(D) Oral argument, if appropriate.
(iii) Identify matters of which official notice may be taken;
(iv) Consider limitation of the number of expert and other witnesses;
(v) Consider the procedure to be followed at the hearing; and
(vi) Consider any other matter that may expedite the hearing or aid in the disposition of the issue.
(2) The results of any conference including all stipulations shall, if not transcribed, be summarized in writing by the Presiding Officer and made part of the record.
(l)
(2) The Presiding Officer may upon motion by a party or other person, and for good cause shown, by order
(i) Restrict or defer disclosure by a party of the name of a witness or a narrative summary of the expected testimony of a witness, and
(ii) Prescribe other appropriate measures to protect a witness. Any party affected by any such action shall have an adequate opportunity, once he learns the name of a witness and obtains the narrative summary of this expected testimony, to prepare for the presentation of this case.
(m)
(i) That such discovery will not in any way unreasonably delay the proceeding;
(ii) That the information to be obtained is not obtainable voluntarily; and
(iii) That such information has significant probative value. The Presiding Officer shall be guided by the procedures set forth in the Federal Rules of Civil Procedure, where practicable, and the precedents thereunder, except that
(2) The Presiding Officer shall order depositions upon oral questions only upon a showing of good cause and upon a finding that:
(i) The information sought cannot be obtained by alternative methods; or
(ii) There is a substantial reason to believe that relevant and probative evidence may otherwise not be preserved for presentation by a witness at the hearing.
(3) Any party to the proceeding desiring an order of discovery shall make a motion or motions therefor. Such a motion shall set forth:
(i) The circumstances warranting the taking of the discovery;
(ii) The nature of the information expected to be discovered; and
(iii) The proposed time and place where it will be taken. If the Presiding Officer determines the motion should be granted, he shall issue an order for the taking of such discovery together with the conditions and terms thereof.
(4) Failure to comply with an order issued pursuant to this paragraph may lead to the inference that the information to be discovered would be adverse to the person or party from whom the information was sought.
(n)
(2)(i) A party or person seeking a protective order may be permitted to make all or part of the required showing in camera. A record shall be made of such in camera proceedings. If the Presiding Officer enters a protective order following a showing in camera, the record of such showing shall be sealed and preserved and made available to the Agency or court in the event of appeal.
(ii) Attendance at any in camera proceeding may be limited to the Presiding Officer, representatives of the Agency, and the person or party seeking the protective order.
(3) Any party, subject to the terms and conditions of any protective order issued pursuant to paragraph (n)(1) of this section, that desires to make use of any in camera documents or testimony in the presentation of his case shall apply to the Presiding Officer by motion for permission to do so, and shall state the justification for the motion. The Presiding Officer, in granting any such motion, shall enter an order protecting the rights of the affected persons and parties as far as is practicable, and preventing unnecessary disclosure of such information and testimony concerning such information.
(4) In the submittal of proposed findings, briefs, or other papers, counsel for all parties shall make a good faith attempt to refrain from disclosing the specific details of in camera documents and testimony. This shall not preclude references in such proposed findings, briefs, or other papers to such documents or testimony. This shall not preclude references in such proposed findings, briefs, or other papers marked
(o)
(2) Within such time as may be fixed by the Environmental Appeals Board or the Presiding Officer, as appropriate, any party may serve and file an answer to the motion. The movant shall, if requested by the Environmental Appeals Board or the Presiding Officer, as appropriate, serve and file reply papers, within the time set by the request.
(3) The Presiding Officer shall rule upon all motions filed or made prior to the filing of his decision or accelerated decision, as appropriate. The Environmental Appeals Board shall rule upon all motions filed prior to the appointment of a Presiding Officer and all motions filed after the filing of the decision of the Presiding Officer or accelerated decision. Oral argument of motions will be permitted only if the Presiding Officer or the Environmental Appeals Board, as appropriate, deems it necessary.
(p)
(2) The Presiding Officer shall allow the parties to examine and cross-examine a witness to the extent that such examination and cross-examination is necessary for a full and true disclosure of the facts.
(3) Rulings of the Presiding Officer on the admissibility of evidence, the propriety of examination and cross-examination and other procedural matters shall appear in the record.
(4) Parties shall automatically be presumed to have taken exception to an adverse ruling.
(q)
(2) The official transcripts and exhibits, together with all papers and requests filed in the proceeding, shall constitute the record.
(r)
(2) The record shall show the Presiding Officer's ruling on the proposed findings and conclusions except when his order disposing of the proceeding otherwise informs the parties of the action taken by him.
(s)
(2) The Presiding Officer's decision shall become the decision of the Environmental Appeals Board (i) 10 days after issuance thereof, if no notice of intention to appeal as described in paragraph (t) of this section is filed, unless in the interim the Environmental Appeals Board shall have taken
(3) The Presiding Officer's decision shall include a statement of findings and conclusions, as well as the reasons or basis therefore, upon all the material issues of fact or law presented on the record and an appropriate rule or order. Such decision shall be supported by substantial evidence and based upon a consideration of the whole record.
(4) At any time prior to the issuance of his decision, the Presiding Officer may reopen the proceeding for the reception of further evidence. Except for the correction of clerical errors, the jurisdiction of the Presiding Officer is terminated upon the issuance of his decision.
(t)
(2) When an appeal is taken from the decision of the Presiding Officer, any party may file a brief with respect to such appeal. The brief shall be filed within the same time limits as the appellant's brief.
(3) Any brief filed pursuant to this paragraph shall contain in the order indicated, the following:
(i) A subject index of the matter in the brief, with page references, and a table of cases (alphabetically arranged), textbooks, statutes, and other material cited, with page references thereto;
(ii) A specification of the issues intended to be appealed;
(iii) The argument, presenting clearly the points of fact and law relied upon in support of the position taken on each issue, with specific page references to the record and legal or other material relied upon; and
(iv) A proposed order for the Environmental Appeals Board's consideration if different from the order contained in the Presiding Officer's decision.
(4) No brief in excess of 15 pages shall be filed without leave of the Environmental Appeals Board.
(5) Oral argument will be allowed only in the discretion of the Environmental Appeals Board.
(u)
(2) The Environmental Appeals Board, upon receipt of notice from the Hearing Clerk that no notice of intention to appeal has been filed, or if filed, not perfected pursuant to paragraph (t)(1) of this section, may, on its own motion, within 14 days after notice from the Hearing Clerk, review the decision of the Presiding Officer. Notice of the intention of the Environmental Appeals Board to review the decision of the Presiding Officer shall be given to all parties and shall set forth the scope of such review and the issues which shall be considered and shall make provisions for filing of briefs.
(v)
(2) In rendering its decision, the Environmental Appeals Board shall adopt, modify, or set aside the findings, conclusions, and order contained in the decision of the Presiding Officer and shall set forth in its decision a statement of the reasons or bases for this action.
(3) In those cases where the Environmental Appeals Board determines that it should have further information or additional views of the parties as to
(4) Any decision rendered under this paragraph which completed disposition of a case shall be a final decision of the Environmental Appeals Board.
(w)
(x)
(i) Failure to state a claim upon which relief can be granted, or direct or collateral estoppel;
(ii) The lack of any genuine issue of material fact, causing a party to be entitled to judgment as a matter of law; or
(iii) Such other and further reasons as are just, including specifically, failure to obey a procedural order of the Presiding Officer.
(2) If under this paragraph an accelerated decision is issued as to all the issues and claims joined in the proceeding, the decision shall be treated for the purposes of these procedures as the decision of the Presiding Officer, as provided in paragraph (s) of this section.
(3) If under this paragraph, judgment is rendered on less than all issues or claims in the proceeding, the Presiding Officer shall determine what material facts exist without substantial controversy and what material facts are actually and in good faith controverted. He shall thereupon issue an order specifying the facts which appear without substantial controversy, and the issues and claims upon which the hearing will proceed.
(y)
(2) If an appeal of the Presiding Officer's decision is taken pursuant to paragraph (t) of this section, or if, in the absence of such appeal the Environmental Appeals Board moves to review the decision of the Presiding Officer pursuant to paragraph (u) of this section, the hearing will be deemed to have ended upon issuance of a final decision by the Environmental Appeals Board.
(z)
(2) [Reserved]
(a) Any manufacturer may assert that some or all of the information submitted pursuant to this subpart is entitled to confidential treatment as provided by 40 CFR part 2, subpart B.
(b) Any claim of confidentiality must accompany the information at the time it is submitted to EPA.
(c) To assert that information submitted pursuant to this subpart is confidential, a manufacturer must indicate clearly the items of information claimed confidential by marking, circling, bracketing, stamping, or otherwise specifying the confidential information. Furthermore, EPA requests, but does not require, that the submitter also provide a second copy of its submittal from which all confidential information has been deleted. If a need arises to publicly release non-con-fi-dential information, EPA will assume that the submitter has accurately deleted the confidential information from this second copy.
(d) If a claim is made that some or all of the information submitted pursuant to this subpart is entitled to confidential treatment, the information covered by that confidentiality claim will be disclosed by the Environmental Appeals Board only to the extent and by means of the procedures set forth in part 2, subpart B, of this chapter.
(e) Information provided without a claim of confidentiality at the time of submission may be made available to the public by EPA without further notice to the submitter, in accordance with 40 CFR 2.204(c)(2)(i)(A).
Secs. 202, 206, 301, Clean Air Act as amended, 42 U.S.C. 7521, 7525, 7601.
(a) The provisions of this subpart are applicable to new gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled heavy-duty vehicles.
(b) Provisions of this subpart apply to tests performed by both the Administrator and motor vehicle manufacturers.
(c) Test procedures and equipment other than those described in this subpart may be used by the vehicle manufacturer if shown to yield results which correlate with results yielded by those described in this subpart (with the reference driving schedule described in § 86.1215-85(a)) and if approved in advance by the Administrator.
Applicable definitions in §§ 86.077-2, 86.078-2, 86.079-2, 86.080-2, 86.081-2, 86.082-2 and 86.085-2 apply to this subpart.
The abbreviations in § 86.079-3 apply to this subpart.
The section numbering system set forth in § 86.104 applies to this subpart.
(a) This subpart describes the equipment required and the procedures to
(b) Three topics are addressed in this subpart. Sections 86.1206 through 86.1215 set forth specifications and equipment requirements; §§ 86.1216 through 86.1226 discuss calibration methods and frequency; test procedures and data requirements are listed in §§ 86.1227 through 86.1246.
This subpart specifies procedures for testing of gasoline-fueled and methanol-fueled heavy-duty vehicles. Equipment required and specifications are as follows:
(a)
(b)
This subpart specifies procedures for testing of gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled heavy-duty vehicles. Equipment required and specifications are as follows:
(a)
(b)
The following is a description of the components which will be used in evaporative emissions sampling systems for testing under this subpart.
(a)
(b)
(i) Stability of the analyzer shall be better than 0.01 Cstd ppm at zero and span over a 15-minute period on all ranges used.
(ii) Repeatability of the analyzer, expressed as one standard deviation, shall be better than 0.005 Cstd ppm on all ranges used.
(2) For methanol-fueled vehicles, a methanol sampling and analyzing system is required in addition to the FID analyzer. The methanol sampling equipment shall consist of impingers for collecting the methanol sample and appropriate equipment for drawing the sample through the impingers. The analytical equipment shall consist of a gas chromatograph equipped with a flame ionization detector. (Note: For 1990 through 1994 model year methanol-fueled vehicles, a HFID, calibrated on methanol may be used in place of the HFID calibrated on propane plus the methanol impingers and associated analytical equipment.)
(3) The methanol sampling system described in paragraph (b)(2) of this section shall be designed such that, if a test vehicle emitted the maximum allowable level of methanol (based on all applicable standards) during any phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer, and such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. The provisions of this paragraph apply to the design of sampling systems, not to individual tests.
(c)
(2) For the methanol sample, permanent records shall be made of the following: the volumes of deionized water introduced into each impinger, the rate and time of sample collection and the chromatogram of the analyzed sample.
(d)
(1) F = T
(2)
(e)
(f)
(g)
(a)
(i)
(ii)
(A) The enclosure shall be equipped with a mechanism to maintain a fixed internal air volume. This may be accomplished either by withdrawing air at a constant rate and providing makeup air as needed, or by reversing the flow of air into and out of the enclosure in response to rising or falling temperatures. If inlet air is added continuously throughout the test, it should be filtered with activated carbon to provide a relatively low and constant hydrocarbon level. Any method of volume accommodation shall maintain the differential between the enclosure internal pressure and the barometric pressure to a maximum value of
(B) The equipment shall be capable of measuring the mass of hydrocarbon and methanol (if the enclosure is used
(2)
(i) The running loss enclosure may be equipped to supply air to the vehicle, at a temperature of 95
(ii) If it is shown to yield equivalent or superior results, the running loss enclosure may be designed with an air makeup system that brings outside air into the enclosure to accommodate the aspiration needs of the engine and any auxiliary devices. The makeup air shall be monitored to establish the background hydrocarbon levels (or hydrocarbon and methanol, levels, if applicable) of the makeup air. A filter may be used to provide dry air with a stable concentration of background hydrocarbon. The makeup-air vent shall be readily sealable for calibration of the enclosure and other purposes. For calculation of running loss emissions, it may be assumed that the hydrocarbon and methanol concentration in the air consumed by the vehicle is the same as that of the rest of the air in the enclosure.
(3)
(i) If the hot soak test is conducted in the same enclosure as the immediately preceding running loss test, interior surface temperatures shall not be below 70 °F for the last 55 minutes of the hot soak test.
(ii) If the hot soak test is not conducted in the same enclosure as the immediately preceding running loss test, interior surface temperatures shall not be below 70 °F for the duration of the hot soak test.
(b)
(2) For methanol-fueled vehicles, a methanol sampling and analyzing system is required in addition to the FID analyzer. The methanol sampling equipment shall consist of impingers for collecting the methanol sample and appropriate equipment for drawing the sample through the impingers. The analytical equipment shall consist of a gas chromatograph equipped with a flame ionization detector.
(3) The methanol sampling system described in paragraph (b)(2) of this section shall be designed such that, if a test vehicle emitted the maximum allowable level of methanol (based on all applicable standards) during any phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer, and such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. The provisions of this paragraph apply to the design of sampling systems, not to individual tests.
(c)
(2) For the methanol sample, permanent records shall be made of the following: the volumes of deionized water introduced into each impinger, the rate and time of sample collection and the chromatogram of the analyzed sample.
(d)
(1) A vehicle cooling fan shall discharge air to the front of the vehicle. The fan shall be a road-speed modulated fan that is controlled to a discharge velocity that follows the dynamometer roll speed, at least up to speeds of 30 mph, throughout the driving cycle. If a warning light or gauge indicates that the vehicle's engine coolant has overheated, subsequent test runs on the that vehicle must include a vehicle cooling fan that follows the dynamometer roll speed at all speeds throughout the test cycle. The fan may direct airflow to both the vehicle radiator air inlet(s) and the vehicle underbody.
(2) An additional fan may be used to discharge airflow from the front of the vehicle directly to the vehicle underbody to control fuel temperatures. Such a fan shall provide a total discharge airflow not to exceed 8,000 cfm.
(3) Additional fans may be used to route heating or cooling air directly at the bottom of the vehicle's fuel tank. The air supplied to the tank shall be between 85° and 160 °F, with a total discharge airflow not to exceed 4,000 cfm. For exceptional circumstances, manufacturers may direct up to 6,000 cfm at the bottom of the fuel tank with the advance approval of the Administrator.
(4) Direct fuel heating may be needed for canister preconditioning, as specified in § 86.1232(j)(2). Also, under exceptional circumstances in which airflow alone is insufficient to control fuel temperatures during the running loss
(e)
(f)
(g)
(h)
(1)
(2)
(3)
(i)
(1) The running loss vapor vent collection system shall be configured to collect all running loss emissions from each of the discrete point sources that function as vehicle fuel system vapor vents, and transport the collected vapor emissions to a CFV- or PDP-based dilution and measurement system. The collection system shall consist of a collector at each vehicle vapor vent, lengths of heated sample line connecting each collector to the inlet of the heated sample pump, and lengths of heated sample line connecting the outlet of the heated sample pump to the inlet of the running loss fuel vapor sampling system. Up to 3 feet of unheated line connecting each of the vapor collectors to the heated sample lines shall be allowed. Each heated sample pump and its associated sample lines shall be maintained at a temperature between 175 °F and 200 °F to prevent condensation of fuel vapor in the sample lines. The heated sample pump(s) and its associated flow controls shall be configured and operated to draw a flow of ambient air into each collector at a flow rate of at least 0.67 cfm. The flow controls on each heated sampling system shall include an indicating flow meter that provides an alarm output to the data recording system if the flow rate drops below 0.67 cfm by more than 5 percent. The collector inlet for each discrete vapor vent shall be placed in proximity to the vent as necessary to capture any fuel vapor emissions without significantly affecting flow or pressure of the normal action of the vent. The collector inlets shall be designed to interface with the configuration and orientation of each specific vapor vent. For vapor vents that terminate in a tube or hose barb, a short length of tubing of an inside diameter larger throughout its length than the inside diameter of the vent outlet may be used to extend the vent into the mouth of the collector. For those vapor vent designs that are not compatible with such collector configurations, the vehicle manufacturer shall supply a collector that is configured to interface with the vapor vent design and that terminates in a fitting that is capable of capturing all vapor emitted from the vent. The Administrator may test for running losses by the point-source method without heating sample lines or pumps.
(2) The running loss fuel vapor sampling system shall be a CFV- or PDP-based dilution and measurement system that further dilutes the running loss fuel vapors collected by the vapor vent collection system(s) with ambient air, collects continuously proportional samples of the diluted running loss vapors and dilution air in sample bags, and measures the total dilute flow through the sampling system over each test interval. In practice, the system shall be configured and operated in a manner that is directly analogous to an exhaust emissions constant volume sampling system, except that the input flow to the system is the flow from the running loss vapor vent collection system(s) instead of vehicle exhaust flow. The system shall be configured and operated to meet the following requirements:
(i) The running loss fuel vapor sampling system shall be designed to measure the true mass of fuel vapor emissions collected by the running loss vapor vent collection system from the specified fuel vapor vents. The total volume of the mixture of running loss emissions and dilution air shall be
(ii) The PDP-CVS shall consist of a dilution air filter and mixing assembly, heat exchanger, positive-displacement pump, sampling system, and associated valves, pressure and temperature sensors. The PDP-CVS shall conform to the following requirements:
(A) The gas mixture temperature, measured at a point immediately ahead of the positive-displacement pump, shall be within
(B) The pressure gauges shall have an accuracy and precision of
(C) The flow capacity of the CVS shall not exceed 350 cfm.
(D) Sample collection bags for dilution air and running loss fuel vapor samples shall be sufficient size so as not to impede sample flow.
(iii) The CFV sample system shall consist of a dilution air filter and mixing assembly, a sampling venturi, a critical flow venturi, a sampling system and assorted valves, and pressure and temperature sensors. The CFV sample system shall conform to the following requirements:
(A) The temperature measuring system shall have an accuracy and precision of
(B) The pressure measuring system shall have an accuracy and precision of
(C) The flow capacity of the CVS shall not exceed 350 cfm.
(D) Sample collection bags for dilution air and running loss fuel vapor samples shall be of sufficient size so as not to impede sample flow.
(3) An on-line computer system or strip-chart recorder shall be used to record the following additional parameters during the running loss test sequence:
(i) CFV (if used) inlet temperature and pressure.
(ii) PDP (if used) inlet temperature, pressure, and differential pressure.
(a) Gasoline having the following specifications will be used in emissions testing for gasoline-fueled vehicles.
(b)(1) Unleaded gasoline representative of commercial gasoline which will be generally available through retail outlets shall be used in service accumulation.
(2) The octane rating of the gasoline used shall be no higher than 1.0 Research octane number above the minimum recommended by the manufacturer and have a minimum sensitivity of 7.5 octane numbers, where sensitivity is defined as the Research octane number minus the Motor octane number.
(3) The Reid Vapor Pressure of the gasoline used shall be characteristic of the motor fuel used during the season in which the service accumulation takes place.
(c) Methanol fuel used in evaporative emission testing and in service accumulation of methanol-fueled vehicles shall be representative of commercially available methanol fuel and shall consist of at least 50 percent methanol (CH
(1) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation in accordance with paragraph (c) of this section.
(2) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(d) Other methanol fuels may be used for testing and service accumulation provided:
(1) They are commercially available, and
(2) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service, and
(3) Use of a fuel listed under paragraph (c)(2) of this section would have a detrimental effect on emissions or durability, and
(4) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(e) The specification range of the fuels to be used under paragraphs (b), (c), and (d) of this section shall be reported in accordance with § 86.090-21(b)(3).
(f)
(2) Manufacturer testing and service accumulation may be performed using only those mixtures (mixtures may be different for exhaust testing, evaporative testing, and service accumulation) expected to result in the highest emissions, provided:
(i) The fuels which constitute the mixture will be used in customer service, and
(ii) Information, acceptable to the Administrator, is provided by the manufacturer to show that the designated fuel mixtures would result in the highest emissions, and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraph (f)(2) of this section shall be reported in accordance with § 86.090-21(b)(3).
(a)
(2)(i) Unleaded gasoline representative of commercial gasoline which will be generally available through retail outlets shall be used in service accumulation.
(ii) The octane rating of the gasoline used shall be no higher than 1.0 Research octane number above the minimum recommended by the manufacturer and have a minimum sensitivity of 7.5 octane numbers, where sensitivity is defined as the Research octane number minus the Motor octane number.
(iii) The Reid Vapor Pressure of the gasoline used shall be characteristic of the motor fuel used during the season in which the service accumulation takes place.
(3) The specification range of the gasoline to be used under paragraphs (a)(1) and (a)(2) of this section shall be reported in accordance with § 86.094-21(b)(3).
(b)
(i) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation.
(ii) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(2) Other methanol fuels may be used for testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Use of a fuel listed under paragraph (b)(1) of this section would have a detrimental effect on emissions or durability; and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the methanol fuels to be used under paragraphs (b)(1) and (b)(2) of this section shall be reported in accordance with § 86.094-21(b)(3).
(c)
(2) The fuel mixtures used by the manufacturers shall be sufficient to demonstrate compliance over the full design range, and shall include:
(i) For emission testing:
(A) The petroleum fuel specified in paragraph (a) of this section;
(B) A methanol fuel representative of the methanol fuel expected to be found in use, as specified in paragraph (d) of this section; and
(C) A combination of the fuels specified in paragraphs (c)(2)(i)(A) and (B) of this section that represents the composition which results in the highest Reid Vapor Pressure for the mixture. The mixture shall contain between nine and thirteen percent methanol.
(ii) For service accumulation, an alternating combination of the fuels specified in paragraphs (a) and (b) of this section that, based on good engineering judgement, demonstrates the durability of the emission control system. The fuels may be used as a single mixture or alternated.
(iii) Or, other combinations for testing or service accumulation which demonstrate compliance with the standards over the entire design range of the vehicle, provided that written approval is obtained from the Administrator prior to the start of testing.
(3) The specification range of the fuels to be used under paragraph (c) of this section shall be reported in accordance with § 86.094-21.
(d)
(2) Natural gas fuel representative of commercial natural gas which will be generally available through retail outlets shall be used in service accumulation.
(3) Other natural gas fuels may be used for emission testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(4) The specification range of the fuels to be used under paragraphs (d)(1), (d)(2) and (d)(3) of this section shall be reported in accordance with § 86.094-21(b)(3).
(e)
(i) Manufacturers shall recommend the liquefied petroleum gas-fuel to be used for testing and service accumulation.
(ii) The Administrator shall determine the liquefied petroleum gas-fuel to be used for testing and service accumulation.
(2) Other liquefied petroleum gas fuels may be used for testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraphs (e)(1) and (e)(2) of this section shall be measured in accordance with ASTM D2163-91 and reported in accordance with § 86.094-21(b)(3).
(a)
(i) Single blends of propane using air as the diluent; and
(ii) Optionally, for response factor determination, single blends of methanol using air as the diluent.
(2) Fuel for the evaporative emission enclosure FID (or HFID for methanol-fueled vehicles) shall be a blend of 40
(3) The allowable zero air impurity concentration shall not exceed 1 ppm equivalent carbon response.
(4) “Zero grade air” includes artificial “air” consisting of a blend of nitrogen and oxygen with oxygen concentrations between 18 and 21 mole percent.
(5) The use of proportioning and precision blending devices to obtain the required analyzer gas concentrations is allowable provided their use has been approved in advance by the Administrator.
(b) Calibration gases (not including methanol) shall be traceable to within one percent of NIST (formerly NBS) gas standards, or other gas standards which have been approved by the Administrator.
(c) Span gases (not including methanol) shall be accurate to within two percent of true concentration, where true concentration refers to NIST (formerly NBS) gas standards, or other gas standards which have been approved by the Administrator.
(d) Methanol in air gases used for response factor determination shall:
(1) Be traceable to within
(2) Remain within
(a) The EPA dynamometer driving schedule for heavy-duty vehicles is a 1060 second transient speed versus time cycle which is designed to simulate gasoline-fueled HDV operation in urban areas. A second by second listing of this schedule is given in appendix I(d) of this part. Thirty-three percent of the cycle is idle operation, and the average vehicle speed is 18.9 mph (30.4 km/hr). The Administrator will use this driving schedule when conducting evaporative emission tests, as described in § 86.1230-96.
(b) The driver should attempt to follow the target schedule as closely as possible. The speed tolerance at any given time for these schedules, or for a driver's aid chart approved by the Administrator, are as follows:
(1) The upper limit is 4 mph (6.4 km/h) higher than the highest point on the trace within 1 second of the given time.
(2) The lower limit is 4 mph (6.4 km/h) lower than the lowest point on the trace within 1 second of the given time.
(3)(i) Speed variations greater than the tolerances (such as may occur during gear changes or braking spikes) are acceptable, provided they occur for less than 2 seconds on any occasion and are clearly documented as to the time and speed at that point of the driving schedule.
(ii) When conducted to meet the requirements of § 86.1229, up to three additional occurrences of speed variations greater than the tolerance are acceptable, provided they occur for less than 15 seconds on any occasion, and are clearly documented as to the time and speed at that point of the driving schedule.
(4) Speeds lower than those prescribed are acceptable, provided the vehicle is operated at maximum available power during such occurrences.
(a) Calibrations shall be performed as specified in § 86.1217 through § 86.1226.
(b) At least yearly or after any maintenance which could alter background emission levels, enclosure background emission measurements shall be performed.
(c) At least monthly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) Calibrate the hydrocarbon analyzer (see § 86.1221). Certain analyzers may require more frequent calibration depending on particular equipment and uses.
(2) Calibrate the dynamometer. If the dynamometer receives a weekly performance check (and remains within calibration) the monthly calibration need not be performed (see § 86.1218).
(3) Perform a hydrocarbon retention check and calibration on the evaporative emission enclosure (see § 86.1217).
(d) At least twice annually or after any maintenance perform a methanol retention check and calibration on the evaporative emission enclosure (see § 86.1217).
(e) Calibrate the methanol analyzer as often as required by the manufacturer or as necessary according to good practice.
The calibration of the evaporative emission enclosure consists of three parts: Initial and periodic determination of enclosure background emissions (hydrocarbons and methanol); initial determination of enclosure internal volume; and periodic hydrocarbon and methanol retention check and calibration. Methanol measurements may be omitted when methanol-fueled vehicles will not be tested in the evaporative enclosure.
(a)
(1) Zero and span (calibrate if required) the hydrocarbon analyzer.
(2) Purge the enclosure until a stable background hydrocarbon reading is obtained.
(3) Turn on the mixing blower (if not already on).
(4) Seal enclosure and measure background hydrocarbon concentration, background methanol, temperature, and barometric pressure. These are the initial readings C
(5) Allow the enclosure to stand undisturbed without sampling for four hours.
(6) Measure the hydrocarbon and methanol concentration on the same FID. These are the final concentrations, C
(7) Calculate the mass change of methanol, hydrocarbons, and hydrocarbons plus methanol in the enclosure according to the equations in paragraph (d) of this section. The enclosure background emissions (hydrocarbons plus methanol) shall not be greater than 0.4g for the 4 hours.
(b)
(1) Carefully measure the internal length, width and height of the enclosure, accounting for irregularities (such as braces) and calculate the internal volume.
(2) Perform an enclosure calibration check according to paragraphs (c) (1) through (7) of this section.
(3) If the calculated mass does not agree within
(c)
(1) Zero and span (calibrate if required) the hydrocarbon analyzer.
(2) Purge the enclosure until a stable background hydrocarbon reading is obtained.
(3) Turn on the mixing blower (if not already on).
(4) Seal enclosure and measure background hydrocarbon concentration, background methanol, temperature, and barometric pressure. These are the initial readings C
(5) Inject into the enclosure a known quantity of pure propane (4g is a convenient quantity) and a known quantity of pure methanol (4g is a convenient quantity) in gaseous form; i.e., at a temperature of at least 150-155 °F (65-68 °C). The propane and methanol may be measured by volume flow or by mass measurement. The method used to measure the propane and methanol shall have an accuracy of
(6) After a minimum of 5 minutes of mixing, analyze the enclosure atmosphere for hydrocarbon and methanol content, also record temperature and pressure. These measurements are the final readings for the enclosure calibration as well as the initial readings for the retention check.
(7) To verify the enclosure calibration, calculate the mass of propane and the mass of methanol using the measurements taken in steps (4) and (6). See paragraph (d) of this section. This quantity must be within
(8) Allow the enclosure to remain sealed for a minimum of 4 hours, analyze the enclosure atmosphere for hydrocarbon and methanol content; record temperature and barometric pressure. These are the final readings for the hydrocarbon and methanol retention check.
(9) Calculate, using the equation in paragraph (d) of this section and the readings taken in step (8), the hydrocarbon and methanol mass. It may not differ by more than
(d)
(i) M
(ii) V=Enclosure volume, ft
(iii) T
(iv) V
(v) P
(vi) C
(vii) AV=Volume of absorbing reagent in impinger.
(viii) i=Initial sample.
(ix) f=Final sample.
(x) 1=First impinger.
(xi) 2=Second impinger.
(2) The hydrocarbon mass change is calculated from the initial and final FID readings of hydrocarbon concentration, methanol concentration with FID response to methanol, temperature, and pressure according to the following equation:
(iv) V = Enclosure volume, ft
(v) r = FID response factor to methanol.
(vi) P
(vii) T = Enclosure ambient temperature, °R(°K).
(viii) i = Indicates initial reading.
(ix) f = Indicates final reading.
(x) (A) k = 3.05
(B)
Hydrocarbon concentration is stated in ppm carbon, that is, ppm propane × 3. Expressions in parentheses are for SI units.
The calibration of evaporative emission enclosures consists of three parts: initial and periodic determination of enclosure background emissions (hydrocarbons and methanol); initial determination of enclosure internal volume; and periodic hydrocarbon and methanol retention check and calibration. Methanol measurements may be omitted if methanol-fueled vehicles will not be tested in the evaporative enclosure. Alternate calibration methods may be used if shown to yield equivalent or superior results, and if approved in advance by the Administrator; specifically, more extreme temperatures may be used for determining calibration without affecting the validity of test results.
(a)
(1) Prepare the enclosure. (i) Variable-volume enclosures may be operated in either latched or unlatched volume configuration, as described in paragraph (b)(1) of this section. Ambient temperatures shall be maintained at 96
(ii) Fixed-volume enclosures may be operated with inlet and outlet flow streams either closed or open; if inlet and outlet flow streams are open, the air flowing into and out of the enclosure must be monitored in accordance with § 86.107-96(a)(1)(ii)(B). Ambient temperatures shall be maintained at 96
(iii) For running loss enclosures ambient temperatures shall be maintained at 95
(2) The enclosure may be sealed and the mixing fan operated for a period of up to 12 hours before the 4-hour background sampling period begins.
(3) Zero and span (calibrate if required) the hydrocarbon analyzer.
(4) Prior to the background determination, purge the enclosure until a stable background hydrocarbon reading is obtained.
(5) Turn on the mixing blower (if not already on).
(6) Seal enclosure and measure background hydrocarbon concentration, background methanol, temperature, and barometric pressure. These are the initial readings C
(7) Allow the enclosure to stand undisturbed for four hours.
(8) Measure the hydrocarbon concentration on the same FID and the methanol level. These are the final concentrations, C
(9) Calculate the mass change of methanol, hydrocarbons, and hydrocarbons plus methanol in the enclosure according to the equations in paragraph (d) of this section.
(i)
(ii)
(b)
(1) Carefully measure the internal length, width and height of the enclosure, accounting for irregularities (such as braces) and calculate the internal volume. For variable-volume enclosures, latch the enclosure to a fixed volume when the enclosure is held at a constant temperature; this nominal volume shall be repeatable within
(2)-(3) [Reserved]
(c)
(1) An enclosure to be used for the diurnal emission test (see § 86.1233-96) shall be calibrated according to the following procedure. Calibration for hydrocarbon and methanol may be conducted simultaneously or in sequential test runs.
(i) Zero and span (calibrate if required) the hydrocarbon analyzer.
(ii) Purge the enclosure until a stable background hydrocarbon reading is obtained.
(iii) Turn on the mixing blowers (if not already on).
(iv) [Reserved]
(v) Turn on the ambient temperature control system (if not already on) and adjust it for an initial temperature of 96 °F (36 °C). On variable-volume enclosures, latch the enclosure to the appropriate volume position for the set temperature. On fixed-volume enclosures close the outlet and inlet flow streams.
(vi) When the enclosure stabilizes at 96
(vii) Inject into the enclosure 2 to 6 grams of pure methanol at a temperature of at least 150 °F (65 °C) and/or 2 to 6 grams of pure propane. The injected quantity may be measured by volume flow or by mass measurement. The method used to measure the quantity of methanol and propane shall have an accuracy of
(viii) After a minimum of 5 minutes of mixing, analyze the enclosure atmosphere for hydrocarbon and methanol content, also record temperature and pressure. These measurements are the final readings for the enclosure calibration as well as the initial readings for the retention check.
(ix) To verify the enclosure calibration, calculate the mass of propane and the mass of methanol using the measurements taken in paragraphs (c)(1)(vi) and (viii) of this section. See paragraph (d) of this section. This quantity must be within
(x) For variable-volume enclosures, unlatch the enclosure from the nominal volume configuration. For fixed-volume enclosures, open the outlet and inlet flow streams.
(xi) Start cycling the ambient temperature from 96 °F to 72 °F and back to 96 °F over a 24-hour period, according to the profile specified in § 86.1233-96 and appendix II of this part, within 15 minutes of sealing the enclosure.
(xii) At the completion of the 24-hour cycling period, analyze the enclosure atmosphere for hydrocarbon and methanol content; determine the net withdrawn methanol (in the case of diurnal emission testing with fixed-volume enclosures); record temperature and barometric pressure. These are the final
(2) An enclosure to be used for the running loss test (see § 86.1234-96) shall meet the calibration and retention requirements of § 86.1217-90(c).
(3) Enclosures calibrated according to the procedures specified in either paragraph (c)(1) or (c)(2) of this section may be used for hot soak testing (see § 86.1238).
(4) The Administrator, upon request, may waive the requirement to comply with
(i) The Administrator determines that compliance with these specified tolerances is not practically feasible; and
(ii) The manufacturer makes information available to the Administrator which indicates that the calibration tests and their results are consistent with good laboratory practice, and that the results are consistent with the results of calibration testing conducted by the Administrator.
(d)
(i) M
(ii) V=Enclosure volume, ft
(iii) [Reserved]
(iv) [Reserved]
(v) V
(vi) P
(vii) C
(viii) AV=Volume of absorbing reagent in impinger.
(ix) i=Initial sample.
(x) f=Final sample.
(xi) 1=First impinger.
(xii) 2=Second impinger.
(xiii) M
(xiv) M
(2) The hydrocarbon mass change is calculated from the initial and final FID readings of hydrocarbon concentration, methanol concentration with FID response to methanol, temperature, and pressure according to the following equation:
(i) M
(ii) C
(iii) C
(iv) V=Enclosure volume ft
(v) r=FID response factor to methanol.
(vi) P
(vii) T=Enclosure ambient temperature, R(K).
(viii) i=Indicates initial reading.
(ix) f=Indicates final reading.
(x)(A) k=3.05.
(B) For SI units, k=17.60.
(xi) M
(xii) M
(3) For variable-volume enclosures, defined in § 86.1207(a)(1)(i), the following simplified form of the hydrocarbon mass change equation may be used:
(e)
(1) The following “gravimetric” technique can be used to verify that the vapor sampling system and analytical instruments can accurately measure a mass of gas that has been injected into the system. If the vapor sampling system will be used only in the testing of petroleum-fueled engines, system verification may be performed using propane. If the vapor sampling system will be used with methanol-fueled vehicles as well as petroleum-fueled vehicles, the system verification performance check must include a methanol check in addition to the propane check. (Verification can also be accomplished by constant flow metering using critical flow orifice devices.)
(i) Obtain a small cylinder that has been charged with pure propane gas. Obtain another small cylinder that has been charged with pure methanol if the system will be used for methanol-fueled vehicle testing. Since this cylinder will be heated to 150-155 °F, care must be taken to ensure that the liquid volume of methanol placed in the cylinder does not exceed approximately one-half of the total volume of the cylinder.
(ii) Determine a reference cylinder weight to the nearest 0.01 grams.
(iii) Operate the vapor sampling system in the normal manner and release a known quantity of pure propane into the most frequently used fuel vapor collector during the sampling period (approximately 5 minutes).
(iv) Continue to operate the vapor sampling system in the normal manner and release a known quantity of pure
(v) The calculations of § 86.1244 are performed in the normal way, except in the case of propane. The density of propane (17.30 g/ft
(vi) The gravimetric mass is subtracted from the vapor sampling system measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
(vii) The cause for any discrepancy greater than
(2) This procedure shall be conducted in the point-source running loss test environment with the collector installed in a vehicle in the normal test configuration. The fuel of the test vehicle shall either be diesel, or it shall be kept under 100 °F (38 °C). Two to six grams of pure propane and two to six grams of pure methanol shall be injected into the collector while the vehicle is operated over one Heavy-Duty Vehicle Urban Dynamometer Driving Schedule, as described in § 86.1215 and appendix I of this part. The propane and methanol injections shall be conducted at the ambient temperature of 95
(a) The dynamometer shall be calibrated at least once each month or performance verified at least once each week and then calibrated as required. The calibration shall consist of the manufacturer's recommended calibration procedure plus a determination of the dynamometer frictional power absorption. If the dynamometer is to be used for driving only the reference (transient) schedule, the frictional power absorption needs to be determined only at 50.0 mph (80.5 km/hr). If the dynamometer is to be used for driving the steady-state cycle, the frictional power absorption needs to be determined through the range of 15 to 50 mph. One method for determining dynamometer frictional power absorption at 50.0 mph (80.5 km/hr) is described below. The same general method can be used at other speeds. Other methods may be used if shown to yield equivalent results. The measured absorbed road power includes the dynamometer friction as well as the power absorbed by the power absorption unit. The dynamometer is driven above the test speed range. The device used to drive the dynamometer is then disengaged from the dynamometer and the roll(s) is (are) allowed to coastdown. The kinetic energy of the system is dissipated by the dynamometer. This method neglects the variations in roll bearing friction due to the drive axle weight of the vehicle. In the case of dynamometers with paired rolls, the inertia and power absorption of the free (rear) roll may be neglected if its inertia is less than 3.0 percent of the total equivalent inertia required for vehicle testing.
(1) Devise a method to determine the speed of the roll(s) to be measured for power absorption. A fifth wheel, revolution pickup, or other suitable means may be used.
(2) Place a vehicle on the dynamometer or devise another method of driving the dynamometer.
(3) If the dynamometer is capable of simulating more than a single inertia mass, engage the inertial flywheel or other inertial simulation system for the most common vehicle mass category for which the dynamometer is used. In addition, other vehicle mass categories may be calibrated, if desired.
(4) Drive the dynamometer up to 50 mph (80.5 km/hr).
(5) Record indicated road power.
(6) Drive the dynamometer up to 60 mph (96.9 km/hr).
(7) Disengage the device used to drive the dynamometer.
(8) Record the time for the dynamometer roll(s) to coastdown from 55.0 mph (88.5 km/hr) to 45.0 mph (72.4 km/hr).
(9) Adjust the power absorption unit to a different level.
(10) Repeat steps (4) to (8) above sufficient times to cover the range of road power used.
(11) Calculate absorbed road power (HP
(12) Plot indicated road load power at 50 mph (80.5 km/hr) versus road load power at 50 mph (80.5 km/hr).
(b) The performance check consists of conducting a dynamometer coast-down and comparing the coast-down time to that recorded during the last cali-bra-tion. If the coast-down times differ by more than 1 second or by 5 percent of the time recorded during the last cali-bra-tion, whichever is greater, a new cali-bra-tion is required.
(c) Calculations. The road load power actually absorbed by each roll assembly (or roll-inertia weight assembly) of the dynamometer is calculated from the following equation:
The total road load power actually absorbed by the dynamometer is the sum of the absorbed road load power of each roll assembly.
The FID hydrocarbon analyzer shall receive the following initial and periodic calibrations.
(a)
(1) Follow the manufacturer's instructions or good engineering practice for instrument startup and basic operating adjustment using the appropriate FID fuel and zero-grade air.
(2) Optimize on the most common operating range. Introduce into the analyzer a propane (or methane as appropriate) in air mixture with a propane (or methane as appropriate) concentration equal to approximately 90 percent of the most common operating range.
(3) Select an operating FID fuel flow rate that will give near maximum response and least variation in response with minor fuel flow variations.
(4) To determine the optimum air flow, use the FID fuel flow setting determined above and vary air flow.
(5) After the optimum flow rates have been determined, record them for future reference.
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon analyzer with zero-grade air.
(3) Calibrate on each normally used operating range with propane in air (or methane in air as appropriate) calibration gases having nominal concentrations of 15, 30, 45, 60, 75 and 90 percent of that range. For each range calibrated, if the deviation from a least squares best-fit straight line is two percent or less of the value at each data point, concentration values may be calculated by use of a single calibration factor for that range. If the deviation exceeds two percent at any point, the best-fit non-linear equation which
(c)
(1) The bag sample of methanol for analysis in the FID, if used, shall be prepared using the apparatus shown in Figure M90-1. A known volume of methanol is injected, using a microliter syringe, into the heated mixing zone (250 °F (121 °C) of the apparatus. The methanol is vaporized and swept into the sample bag with a known volume of zero grade air measured by a gas flow meter with an accuracy of
(2) The bag sample is analyzed using the FID.
(3) The FID response factor, r, is calculated as follows:
r = FID
(i) r = FID response factor.
(ii) FID
(iii) SAMppm=methanol concentration in the sample bag, or gas bottle, in ppmC. SAMppm for sample bags:
(iv) 0.02406 = Volume of one mole at 29.92 in Hg and 68 °F, m
(v) Fuel injected = Volume of methanol injected, ml.
(vi) Fuel density = Density of methanol, 0.7914 g/ml.
(vii) Air volume = Volume of zero grade air, m
(viii) Mol. Wt. CH
(d) The gas chromatograph used in the analysis of methanol samples shall be calibrated at least monthly following manufacturers' recommended procedures (certain equipment may require more frequent calibration based on use and good engineering judgment).
(e)
(1) r
(2) FIDppm = FID reading in ppmC.
(3) SAMppm = the known methane concentration in ppmC.
Other test equipment used for testing shall be calibrated as often as required by the manufacturer or as necessary according to good practice.
(a) The overall test consists of prescribed sequences of fueling, parking, and operating conditions. Vehicles are tested only for evaporative emissions.
(b) The evaporative emission test (gasoline-fueled and methanol-fueled vehicles) is designed to determine hydrocarbon and/or methanol evaporative emissions as a consequence of diurnal temperature fluctuation, urban driving and hot soaks during engine-off periods. It is associated with a series of events representative of heavy-duty vehicle operation, which result in hydrocarbon and/or methanol vapor losses. The test procedure is designed to measure:
(1) Diurnal breathing losses resulting from daily temperature changes, measured by the enclosure technique;
(2) Running losses from suspected sources (if indicated by engineering analysis or vehicle inspection) resulting from a simulated trip on a chassis dynamometer, measured by carbon traps; and
(3) Hot soak losses which result when the vehicle is parked and the hot engine is turned off, measured by the enclosure technique.
(c) Background concentrations are measured for all species for which emissions measurements are made. For evaporative testing, this requires measuring initial concentrations. (When testing methanol-fueled vehicles, manufacturers may choose not to measure background concentrations of methanol, and then assume that the concentrations are zero during calculations.)
(a) The overall test consists of prescribed sequences of fueling, parking, and operating conditions. Vehicles are tested only for evaporative emissions.
(b) The evaporative emission test (gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled, and methanol-fueled vehicles) is designed
(1) Diurnal emissions resulting from daily temperature changes (as well as relatively constant resting losses), measured by the enclosure technique (see § 86.1233);
(2) Running losses resulting from a simulated trip on a chassis dynamometer, measured by the enclosure or point-source technique (see § 86.1234; this test is not required for gaseous-fueled vehicles); and
(3) Hot soak losses, which result when the vehicle is parked and the hot engine is turned off, measured by the enclosure technique (see § 86.1238).
(c) Background concentrations are measured for all species for which emissions measurements are made. For evaporative testing, this requires measuring initial concentrations. (When testing methanol-fueled vehicles, manufacturers may choose not to measure background concentrations of methanol, and then assume that the concentrations are zero during calculations.)
(a) All test conditions, except as noted, shall be run in a manner representative of in-use operation, and where appropriate, according to the manufacturer's recommendation to the ultimate purchaser.
(b) Except for the first idle mode, idle modes less than one minute in length shall be run with automatic transmissions in “Drive” and the wheels braked; manual transmissions shall be in gear with the clutch disengaged, except first idle. The first idle mode and idle modes longer than one minute in length shall be run with automatic transmissions in “Neutral,” and manual transmissions shall be in “Neutral” with the clutch engaged (clutch may be disengaged for engine start-up).
(c) The vehicle shall be driven with minimum accelerator pedal movement to maintain the desired operation.
(d) Accelerations shall be driven smoothly according to the manufacturer's recommendation to the ultimate purchaser. For manual transmissions, the operator shall accomplish each shift with minimum time. If the vehicle cannot accelerate at the specified rate, the vehicle shall be operated at maximum available power until the vehicle speed reaches the value prescribed for that time in the driving schedule.
(e) For those deceleration modes which decelerate to zero, manual transmission clutches shall be depressed when the speed drops below 15 mph (24.1 km/hr), when engine roughness is evident, or when engine stalling is imminent.
(a) Flywheels, electrical or other means of simulating inertia shall be used. The value of equivalent inertia weight shall be within 250 pounds of the loaded vehicle weight (LVW). Loaded vehicle weight is defined as follows:
(1) For test vehicles which have an actual weight less than 0.5 × (GVWR),
(2) For test vehicles which have an actual weight (As tested) greater than 0.5 × (GVWR),
(b)
(2) The road load power used shall be determined from the following equation:
(c) [Reserved]
(d)
(ii) If a manufacturer uses a vehicle model to develop a profile to represent multiple models, the vehicle model selected must have the greatest expected fuel temperature increase during driving of all those models it represents. Also, manufacturers must select test vehicles with any available vehicle options that increase fuel temperatures during driving (for example, any feature that limits underbody airflow).
(iii) Manufacturers may conduct testing to develop fuel temperature profiles in a laboratory setting, subject to approval by the Administrator. The laboratory facility should simulate outdoor testing to reproduce fuel and vapor temperature behavior over the specified driving schedule. The design of the laboratory facility should include consideration of any parameters that may affect fuel temperatures, such as solar loading, pavement heat, and relative wind velocities around and underneath the test vehicle. Indoor testing to develop the fuel temperature profiles must be conducted with little or no vehicle-specific adjustment of laboratory parameters. Manufacturers would need to maintain an ongoing demonstration of correlation between laboratory and outdoor measurement of fuel temperatures. Specifically, fuel temperatures and pressures from indoor driving should be at least as high as measured when driving outdoors according to the procedures described in this section.
(iv) Small-volume manufacturers, as defined in § 86.094-14(b)(1), may use an alternate method for generating fuel temperature profiles, subject to the approval of the Administrator.
(v) The Administrator may conduct testing to establish any vehicle's temperature profiles or to verify compliance with fuel tank pressure requirements.
(2)
(ii) A computer, data logger, or strip chart data recorder shall record the following parameters at a minimum during the test run:
(A) Desired speed;
(B) Actual speed;
(C) Instantaneous average liquid fuel temperature (T
(D) Vapor space pressure (the Administrator may omit measurement of fuel tank pressure).
(iii) The data recording system described in paragraph (d)(2)(ii) of this section shall be capable of resolving time to
(3)
(i) Starting ambient temperature (T
(ii) Wind conditions shall be calm to light with maximum wind speed of 15 mph. In the case of temporary gusting, wind speeds between 15 and 25 mph may occur for up to 5 percent of the total driving time without invalidating the data collection. Wind speed shall be measured and recorded in regular intervals of at least once per minute. Measure wind speed with the following requirements (based on
(iii) Road surface temperature shall be at least 125 °F throughout the driving period. Pavement temperature shall be measured and recorded in regular intervals of at least once per minute. The track temperature may be measured with an embedded sensor, a portable temperature probe, or an infrared pyrometer that can provide an accuracy of
(iv) Conditions shall be sunny or mostly sunny with a maximum cloud cover of 25 percent.
(v) Reported cloud cover, wind speed, and ambient temperature should be consistent with that reported by the nearest weather station; the Administrator may request justification of any discrepancy.
(4)
(ii) The vehicle shall be moved to the location where the data is to be collected. It may be driven a maximum distance of 5 miles and may also be transported by other means. The vehicle shall be stabilized by one of the following methods:
(A) The vehicle shall be parked for a minimum of 12 hours in an open area on a surface that is representative of the test road, without any artificial heating or cooling of the fuel. The orientation of the front of the vehicle during parking (e.g., N, SW, etc.) shall be documented.
(B) The vehicle may be soaked in a temperature-controlled environment to stabilize fuel temperatures. Before starting the drive, the vehicle shall be stabilized with fuel temperatures 95
(iii) Once the ambient conditions specified in paragraph (d)(3) of this section are met and the vehicle has been stabilized according to paragraph (d)(4)(ii) of this section, the vehicle's engine may be started. The vehicle's air conditioning system (if so equipped) shall be set to the “normal” air conditioning mode and adjusted to the minimum discharge air temperature and high fan speed. Vehicles equipped with automatic temperature controlled air conditioning systems shall be set to operate in “automatic” temperature and fan modes with the system set at 72 °F.
(iv) The vehicle may be operated at minimum throttle for a period up to 60 seconds prior to the start of the driving schedule, as necessary to move from the parking location onto the road surface. The driver's aid shall be started and the vehicle operated over the driving cycle specified in § 86.1234-96(b) with the transmission operated in the same manner as specified in § 86.128-79. The data recording system shall provide a record of the required parameters over the entire period of driving.
(5)
(i) Date and time of vehicle fueling;
(ii) Odometer reading at vehicle fueling;
(iii) Date and time vehicle was parked, parking location and orientation;
(iv) Odometer reading at parking;
(v) Date and time engine was started;
(vi) Time of initiation of first Heavy-Duty Vehicle UDDS;
(vii) Time of completion of the driving cycle;
(viii) Ambient temperatures throughout the period of driving (T
(ix) Wind speed throughout the period of driving;
(x) Track surface temperatures throughout the period of driving cycle (T
(xi) Percent cloud cover during the period of driving; and
(xii) Ambient temperature, wind speed, and percent cloud cover reported by the nearest weather station for the time corresponding most closely to the period of driving.
(6)
(7)
(A) T
(
(
(B) T
(C) T
(D) W
(ii) Failure to comply with any of these requirements shall result in invalidation of the data and require that the procedure be repeated, beginning with the fuel drain at paragraph (d)(4)(i) of this section.
(iii) If all these requirements are met, the following calculations shall be performed to determine a profile for liquid fuel temperatures and, if applicable, for vapor temperatures: T
(A) T
(B) T
(C) T
(iv) The relative temperature profile consists of the set of temperatures at
(v) Manufacturers may use a lower initial fuel temperature for the running loss test, if approved in advance by the Administrator. To demonstrate the need for such an adjustment, manufacturers would be expected to determine the maximum fuel temperature experienced by a vehicle during an extended park or after driving one UDDS cycle when exposed to the ambient conditions described in paragraph (d)(3) of this section. To use this provision, manufacturers would have to show maximum fuel temperatures no greater than 92 °F.
The test sequence shown in Figure M85-1 show the steps encountered as the test vehicle undergoes the test procedure. Ambient temperature levels encountered by the test vehicle throughout the test sequence shall not be less than 68
(a)(1)
(2)
(b) The vehicle test for fuel spitback during fuel dispensing is conducted as a stand-alone test (see § 86.1246). This test is not required for gaseous-fueled vehicles.
(c) Ambient temperature levels encountered by the test vehicle shall be not less than 68 °F nor more than 86 °F, unless otherwise specified. If a different ambient temperature is specified for soaking the vehicle, the soak period may be interrupted once for up to 10 minutes to transport the vehicle from one soak area to another, provided the ambient temperature experienced by the vehicle is never below 68 °F. The temperatures monitored during testing must be representative of those experienced by the test vehicle.
(d) The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(e) If tests are invalidated after collection of emission data from previous test segments, the test may be repeated to collect only those data points needed to complete emission measurements. Compliance with emission standards may be determined by combining emission measurements from different test runs. If any emission measurements are repeated, the new measurements supersede previous values.
(a) Prepare the fuel tank(s) for recording the temperature of the prescribed test fuel at the approximate mid-volume of the fuel when the tank is 40 percent full.
(b) Provide additional fittings and adapters, as required, to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle.
(c)(1) Any vapor storage device which absorbs HC vapors and/or CH
(i)
(ii)
(2) Ten load-purge cycles accumulated immediately prior to testing shall be conducted according to the method in paragraph (c)(1)(i) of this section. The preceding 20 cycles (minimum) shall be conducted according to either of the methods in paragraph (c)(1) (i) or (ii) of this section.
(a) For gasoline- and methanol-fueled vehicles prepare the fuel tank(s) for recording the temperature of the prescribed test fuel, as described in § 86.1207-96(e).
(b) Provide additional fittings and adapters, as required, to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle.
(c) For preconditioning that involves loading the evaporative emission canister(s) with butane, provide valving or other means as necessary to allow purging and loading of the canister(s).
(d) For vehicles to be tested for running loss emissions, prepare the fuel tank(s) for measuring and recording the temperature and pressure of the fuel tank as specified in § 86.1207-96 (e) and (f). Measurement of vapor temperature is optional during the running loss test. If vapor temperature is not measured, fuel tank pressure need not be measured.
(e) For vehicles to be tested for running loss emissions, prepare the exhaust system by sealing or plugging all detectable sources of exhaust gas leaks. The exhaust system shall be tested or inspected to ensure that detectable exhaust hydrocarbons are not emitted into the running loss enclosure during the running loss test.
(a) The vehicle shall be moved to the test area and the following operations performed:
(1) The fuel tank(s) shall be drained through the provided fuel tank(s) drain(s) and filled to the prescribed “tank fuel volume” with the specified test fuel, § 86.1213. For the above operations the evaporative emission control system shall neither be abnormally purged nor abnormally loaded.
(2) Within one hour of being fueled the vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through one HDV
(3) The Administrator may choose to conduct additional preconditioning to insure that the evaporative emissions control system is stabilized. The additional preconditioning shall consist of an initial one hour minimum soak and one, two or three driving cycles of the dynamometer driving schedule, as described in paragraph (a)(2) of this section, each followed by a soak of at least one hour with engine off, engine compartment cover closed and cooling fan off. The vehicle may be driven off the dynamometer for the soak period which follows each driving cycle.
(b) After completion of preconditioning the vehicle shall be driven off the dynamometer and parked. The engine shall be turned off within five minutes of completion of preconditioning. The vehicle may be pushed to its parking location after its engine has been turned off.
(a) Fuel tank cap(s) of gasoline- and methanol-fueled vehicles shall be removed during any period that the vehicle is parked outdoors awaiting testing, to prevent unusual loading of the canisters. During this time care must be taken to prevent entry of water or other contaminants into the fuel tank. During storage in the test area while awaiting testing, the fuel tank cap(s) may be in place. The vehicle shall be moved into the test area and the following operations performed.
(b)(1)
(2)
(c) Gasoline- and methanol-fueled vehicles shall be soaked for at least 6 hours after being refueled. Gaseous-fueled vehicles shall be soaked for at least 1 hour after being refueled. Following this soak period, the test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through one Heavy-Duty Vehicle Urban Dynamometer Driving schedule, specified in § 86.1215 and appendix I of this part. Once a test vehicle has completed the refueling and vehicle soak steps specified in paragraphs (b) and (c) of this section, these steps may be omitted in subsequent testing with the same vehicle and the same fuel specifications, provided the vehicle remains under laboratory ambient temperature conditions for at least 6 hours before starting the next test. In such cases, each subsequent test shall begin with the preconditioning drive specified in this paragraph. The test vehicle may not be used to set dynamometer horsepower.
(d) [Reserved]
(e) The Administrator may choose to conduct additional preconditioning to ensure that the evaporative emissions control system is stabilized. The additional preconditioning shall consist of an initial one hour minimum soak and one, two or three driving cycles of the dynamometer driving schedule, as described in paragraph (c) of this section, each followed by a soak of at least one hour with engine off, engine compartment cover closed and cooling fan off. The vehicle may be driven off the dynamometer for the soak period that follows each driving cycle.
(f)(1)
(2)
(g) The vehicle shall be soaked for not less than 12 hours nor more than 36 hours between the end of the refueling event and the beginning of the cold start exhaust emission test.
(h) During the soak period for the three-diurnal test sequence described in § 86.1230-96, evaporative canisters, if the vehicle is so equipped, shall be preconditioned according to the following procedure. For vehicles with multiple canisters in a series configuration, the set of canisters must be preconditioned as a unit. For vehicles with multiple canisters in a parallel configuration, each canister must be preconditioned separately. If production evaporative canisters are equipped with a functional service port designed for vapor load or purge steps, the service port shall be used during testing to precondition the canister. In addition, for model year 1998 and later vehicles equipped with refueling canisters, these canisters shall be preconditioned for the three-diurnal test sequence according to the procedure in paragraph (j)(1) of this section. If a vehicle is designed to actively control evaporative or refueling emissions without a canister, the manufacturer shall devise an appropriate preconditioning procedure, subject to the approval of the Administrator.
(1)(i) Prepare the evaporative emission canister for the canister purging and loading operation. The canister shall not be removed from the vehicle, unless access to the canister in its normal location is so restricted that purging and loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system. A replacement canister may be temporarily installed during the soak period while the canister from the test vehicle is preconditioned.
(ii) The canister purge shall be performed with ambient air of humidity controlled to 50
(iii) The evaporative emission canister shall then be loaded by sending to the canister an amount of commercial grade butane vapors equivalent to 1.5 times its nominal working capacity. The canister shall be loaded with a mixture composed of 50 percent butane and 50 percent nitrogen by volume at a rate of 15
(iv) The determination of a canister's nominal working capacity shall be based on the average capacity of no less than five canisters that are in a stabilized condition.
(A) For stabilization, each canister must be loaded no less than 10 times and no more than 100 times to 2-gram breakthrough with a 50/50 mixture by volume of butane and nitrogen, at a rate of 15 grams butane per hour. Each canister loading step must be preceded by canister purging with 300 canister bed volume exchanges at 0.8 cfm.
(B) For determining working capacity, each canister must first be purged with 300 canister bed volume exchanges
(2) For methanol-fueled and flexible-fueled vehicles, canister preconditioning shall be performed with a fuel vapor composition representative of that which the vehicle would generate with the fuel mixture used for the current test. Manufacturers shall develop a procedure to precondition the evaporative canister, if the vehicle is so equipped, for the different fuel. The procedure shall represent a canister loading equivalent to that specified in paragraph (h)(1) of this section and shall be approved in advance by the Administrator.
(i) [Reserved]
(j) For the supplemental two-diurnal test sequence described in § 86.1230-96, one of the following methods shall be used to precondition evaporative canisters during the soak period specified in paragraph (g) of this section. For vehicles with multiple canisters in a series configuration, the set of canisters must be preconditioned as a unit. For vehicles with multiple canisters in a parallel configuration, each canister must be preconditioned separately. In addition, for model year 1998 and later vehicles equipped with refueling canisters, these canisters shall be preconditioned for the supplemental two-diurnal test sequence according to the procedure in paragraph (j)(1) of this section. Canister emissions are measured to determine breakthrough. Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons emitted is equal to 2 grams.
(1)
(i) Prepare the evaporative/refueling emission canister for the canister loading operation. The canister shall not be removed from the vehicle, unless access to the canister in its normal location is so restricted that purging and loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system. A replacement canister may be temporarily installed during the soak period while the canister from the test vehicle is preconditioned.
(ii) The evaporative emission enclosure shall be purged for several minutes.
(iii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the canister loading procedure.
(iv) If not already on, the evaporative enclosure mixing fan shall be turned on at this time.
(v) Place the vehicle in a sealed enclosure and measure emissions with a FID.
(vi)(A) For gasoline-fueled vehicles, load the canister with a mixture composed of 50 percent butane and 50 percent nitrogen by volume at a rate of 40 grams butane per hour.
(B) For methanol-fueled and flexible-fueled vehicles, canister preconditioning shall be performed with a fuel vapor composition representative of that which the vehicle would generate with the fuel mixture used for the current test. Manufacturers shall develop a procedure to precondition the evaporative canister, if the vehicle is so equipped, for the different fuel.
(vii) As soon as the canister reaches breakthrough, the vapor source shall be shut off.
(viii) Reconnect the evaporative emission canister and restore the vehicle to its normal operating condition.
(2)
(i) The evaporative emission enclosure shall be purged for several minutes.
(ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the diurnal heat builds.
(iii) If not already on, the evaporative enclosure mixing fan shall be turned on at this time.
(iv) The fuel tank(s) of the prepared vehicle shall be drained and filled with test fuel, as specified in § 86.1213, to the “tank fuel volume” defined in § 86.082-2. The average temperature of the dispensed fuel shall be 60
(v) Within one hour of being refueled, the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure. The fuel tank temperature sensor shall be connected to the temperature recording system. A heat source, specified in § 86.1207-90(d), shall be properly positioned with respect to the fuel tank(s) and connected to the temperature controller.
(vi) The temperature recording system shall be started.
(vii) The fuel may be artificially heated to the starting diurnal temperature.
(viii) When the fuel temperature reaches at least 69 °F (21 °C), immediately turn off purge blower (if not already off); close and seal enclosure doors; and initiate measurement of the hydrocarbon level in the enclosure.
(ix) When the fuel temperature reaches 72
(x) The fuel shall be heated in such a way that its temperature change conforms to the following function to within
F= T
C=T
(xi) As soon as breakthrough occurs or when the fuel temperature reaches 96 °F (36 °C), whichever occurs first, the heat source shall be turned off, the enclosure doors shall be unsealed and opened, and the vehicle fuel tank cap(s) shall be removed. If breakthrough has not occurred by the time the fuel temperature reaches 96 °F (36 °C), the heat source shall be removed from the vehicle, the vehicle shall be removed (with engine still off) from the evaporative emission enclosure and the entire procedure outlined in paragraph (j)(2) of this section shall be repeated until breakthrough occurs.
(xii) After breakthrough occurs, the fuel tank(s) of the prepared vehicle shall be drained and filled with test fuel, as specified in § 86.1213, to the “tank fuel volume” defined in § 86.082-2. The fuel shall be stabilized to a temperature within 3 °F of the lab ambient before beginning the driving cycle for the dynamometer run.
(k) The Administrator may conduct the vehicle preparation and preconditioning for measurement of fuel economy or exhaust emissions according to the procedures specified in §§ 86.1232-90 and 86.1233-90, in lieu of the procedures specified in this section.
(l) Vehicles to be tested for exhaust emissions only shall be processed according to §§ 86.1235 through 86.1237. Vehicles to be tested for evaporative emissions shall be processed in accordance with the procedures in §§ 86.1233 through 86.1238, starting with § 86.1235.
(m) Vehicles to be tested for evaporative emissions with the supplemental
(a) Following vehicle preparation and vehicle preconditioning procedures described in §§ 86.1231 and 86.1232, the diurnal test shall start not less than 10 or more than 35 hours after the end of the preconditioning procedure. The start of vehicle operation shall follow the end of the diurnal test within one hour.
(b) The evaporative emissions enclosure shall be purged for several minutes immediately prior to the test.
If at any time the concentration of hydrocarbons, or of methanol, or of hydrocarbons and methanol exceeds 15,000 ppm C the enclosure should be immediately purged. This concentration provides a 4:1 safety factor against the lean flammability limit.
(c) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the test.
(d) Impingers charged with known volumes of pure deionized water -shall be placed in the methanol -sampl-ing system (methanol-fueled vehicles only).
(e) If not already on, the evaporative enclosure mixing fan(s) shall be turned on at this time.
(f) For vehicles with multiple tanks, the largest tank shall be designated as the primary tank and shall be heated in accordance with the procedures described in paragraph (m) of this section. All other tanks shall be designated as auxiliary tanks and shall undergo a similar heat build such that the fuel temperature shall be within 3 °F (1.6 °C) of the primary tank.
(g) Immediately prior to the diurnal breathing loss test, the fuel tank(s) of the prepared vehicle shall be drained and recharged with the specified test fuel as defined in § 86.1213 to the prescribed “tank fuel volume”, as defined in § 86.078-2. The temperature of the fuel prior to its delivery to the fuel tank shall be between 45 °F and 60 °F (7.2 °C and 16 °C). The fuel tank cap(s) is not installed until the diurnal heat build begins.
(h) The test vehicle, with the engine shut off, shall be moved into the evaporative emission enclosure, the test vehicle windows and any storage compartments shall be opened, the fuel tank temperature sensor shall be connected to the temperature recording system, and, if required, the heat source shall be properly positioned with respect to the fuel tank(s) and/or connected to the temperature controller.
(i) The temperature recording system shall be started.
(j) The fuel may be artificially heated to the starting diurnal temperature, -60 °F
(k) When the fuel temperature recording system reaches at least 58 °F (14 °C), immediately:
(1) Install fuel tank cap(s).
(2) Turn off purge blowers, if not already off at this time.
(3) Close and seal enclosure doors.
(l) When the fuel temperature recording system reaches 60 °F
(1) Analyze enclosure atmosphere for hydrocarbons and record. This is the initial (time = 0 minutes) hydrocarbon concentration, C
(2) Simultaneously with initiation of the hydrocarbon analysis, initiate collection of the methanol sample by drawing a sample from the enclosure through the sampling system for four minutes. This is the initial methanol measurement from which methanol concentration C
(3) Record barometric pressure reading. This is the initial (time = 0 minutes) barometric pressure, P
(4) Record enclosure ambient temperature. This is the initial (time = 0 minutes) enclosure ambient temperature, T
(5) Start diurnal heat build and record time. This commences the 60
(m) The fuel shall be heated in such a way that its temperature change conforms to the following function to within
(1) F = T
(2)
After 60
(n) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of the diurnal test.
(o)(1) The end of the diurnal breathing loss test occurs 60
(2) Simultaneously with the start of the hydrocarbon analysis, initiate collection of the methanol sample. Sample for four minutes. This is the final methanol sample.
(3)
(4) Record barometric pressure reading. This is the final (time = 60 minutes) barometric pressure, P
(5) Record enclosure ambient temperature. This is the final (time = 60 minutes) enclosure ambient temperature, T
(p) The heat source shall be turned off and the enclosure doors unsealed.
(q) The heat source shall be moved away from the vehicle, if required, and/or disconnected from the temperature controller, the fuel tank temperature sensor shall be disconnected from the temperature recording system, and the test vehicle windows and any storage compartments may be closed. The vehicle shall be either driven or pushed out of the evaporative emission enclosure.
(a)(1) The diurnal emission test for gasoline-, methanol- and gaseous-fueled vehicles consists of three 24-hour test cycles following the hot soak test. Emissions are measured for each 24-hour cycle, with the highest emission level used to determine compliance with the standards specified in subpart A of this part. The Administrator may truncate a test after any 24-hour cycle without affecting the validity of the collected data. Sampling of emissions from the running loss and hot soak tests is not required as preparation for the diurnal emission test. The diurnal emission test may be conducted as part of either the three-diurnal test sequence or the supplemental two-diurnal test sequence, as described in § 86.1230-96.
(2) For the full three-diurnal test sequence, the diurnal emission test outlined in paragraphs (b) through (o) of this section follows the high-temperature hot soak test concluded in § 86.1238-96(j).
(3) For the supplemental two-diurnal test sequence, the diurnal emission test outlined in paragraph (p) of this section follows the alternate hot soak test specified in § 86.1238-96(k). This test is not required for gaseous-fueled vehicles.
(b) The test vehicle shall be soaked for not less than 6 hours nor more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least the last 6 hours of this period, the vehicle shall be soaked at 72
(c) The test vehicle shall be exposed to ambient temperatures cycled according to the profile specified in § 86.1233 and appendix II of this part.
(1) Temperatures measured with the underbody temperature sensor shall follow the profile with a maximum deviation of 3 °F at any time and an average temperature deviation not to exceed 2 °F, where the average deviation is calculated using the absolute value of each measured deviation. In addition, the temperature from the sidewall temperature sensors shall follow the profile with a maximum deviation of 5 °F at any time.
(2) Ambient temperatures shall be measured at least every minute. Temperature cycling shall begin when time=0 minutes, as specified in paragraph (i)(5) of this section.
(d) The diurnal enclosure shall be purged for several minutes prior to the test.
(e) The test vehicle, with the engine shut off and the test vehicle windows and luggage compartment(s) opened, shall be moved into the diurnal enclosure.
(f)-(g) [Reserved]
(h) Prior to sampling for emissions and throughout the period of cycled ambient temperatures, the mixing fan(s) shall circulate the air at a rate of 0.8
(i) Emission sampling may begin as follows:
(1) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the sampling.
(2) Impingers charged with known volumes of pure deionized water shall be placed in the methanol sampling system (methanol-fueled vehicles only).
(3) Turn off purge blowers (if not already off).
(4) Close and seal enclosure doors (if not already closed and sealed).
(5) Within 10 minutes of closing and sealing the doors, analyze enclosure atmosphere for hydrocarbons and record. This is the initial (time=0 minutes) hydrocarbon concentration, C
(6) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(j) If testing indicates that a vehicle design may result in fuel temperature responses during enclosure testing that are not representative of in-use summertime conditions, the Administrator may adjust air circulation and temperature during the test as needed to ensure that the test sufficiently duplicates the vehicle's in-use experience.
(k) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
(l) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of each emission measurement, if applicable.
(m) The end of the first, second, and third emission sampling period shall occur 1440
(1) At the end of each emission sampling period, analyze the enclosure atmosphere for hydrocarbons and record. This is the final hydrocarbon concentration, C
(2) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(n) At the end of the temperature cycling period the enclosure doors shall be unsealed and opened, the test vehicle windows and luggage compartments may be closed and the test vehicle, with the engine shut off, shall be removed from the enclosure.
(o) This completes the full three-diurnal evaporative emission test sequence described in § 86.1230-96.
(p) For the supplemental two-diurnal test sequence described in § 86.1230-96, the following steps shall be performed in lieu of the steps described in paragraphs (b) through (n) of this section.
(1) For the supplemental two-diurnal test sequence, the test vehicle shall be soaked for not less than 6 hours nor more than 36 hours between the end of the hot soak test described in § 86.1238-96(k), and the start of the two-diurnal emission test. For at least the last 6 hours of this period, the vehicle shall be soaked at 72
(2) The vehicle shall be tested for diurnal emissions according to the procedures specified in paragraphs (c) through (n) of this section, except that the test includes only two 24-hour periods. Therefore the end of the first and second emission sampling periods shall occur 1440
(3) This completes the supplemental two-diurnal test sequence for evaporative emission measurement.
(a)
(b)
(c)
(2) Provisions of § 86.1235-85(c) shall apply.
(3) Practice runs over the prescribed driving schedule may not be performed at test point.
(4) Provisions of § 86.1235-85 (e) and (f) shall apply.
(5) If the dynamometer horsepower must be adjusted manually, it shall be set within 1 hour prior to the running loss test phase. The test vehicle shall not be used to make this adjustment. Dynamometers using automatic control of preselectable power settings may be set any time prior to the beginning of the emissions test.
(6) Dynamometer roll or shaft revolutions shall be used to determine the actual driving distance for the running loss test, D
(7) Provisions of § 86.1235-85(i) shall apply.
(8) The test run may be stopped if a warning light or gauge indicates that the vehicle's engine coolant has overheated.
(d)
(2) If the vehicle does not start after the manufacturer's recommended cranking time (or 10 continuous seconds in the absence of a manufacturer's recommendation), cranking shall cease for the period recommended by the manufacturer (or 10 seconds in the absence of a manufacturer's recom-mendation). This may be repeated for up to three start attempts. If the vehicle does not start after three attempts, the reason for failure to start shall be determined. If failure to start is an operational error, the vehicle shall be rescheduled for testing, starting with the soak period immediately pre-ceding the running loss test.
(3) If failure to start is caused by a vehicle malfunction, corrective action of less than 30 minutes duration may be taken (according to § 86.090-25), and the test continued, provided that the ambient conditions to which the vehicle is exposed are maintained at 95
(4) Provisions of § 86.1236-85(b) shall apply.
(e)
(f)
(1) Fuel temperatures must be held at 95
(2) If a vehicle's fuel temperature profile has an initial temperature lower than 95 °F, as described in § 86.1229-85(d)(7)(v), the fuel in the test vehicle must be stabilized to within 3 °F of that temperature for at least one hour before the start of the running loss test.
(g)
(1)
(ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the test.
(iii) If not already on, the running loss enclosure mixing fan(s) shall be turned on at this time. Throughout the test, the mixing fan(s) shall circulate the air at a rate of at least 1.0 cfm per cubic foot of ambient volume.
(iv) The test vehicle, with the engine off, shall be moved onto the dynamometer in the running loss enclosure. The vehicle engine compartment cover shall be unlatched, but closed as much as possible, allowing for the air intake equipment specified in paragraph (g)(1)(vii) of this section. The vehicle engine compartment cover may be closed if alternate routing is found for the air intake equipment. Any windows, doors, and luggage compartments shall be closed. A window may be opened to direct cooling air into the passenger compartment of the vehicle, if the vehicle is not equipped with its own air conditioning.
(v) Fans shall be positioned as described in §§ 86.1207-96 (d) and (h).
(vi) The vehicle air conditioning system (if so equipped) shall be set to the “normal” air conditioning mode and adjusted to the minimum discharge air temperature and high fan speed. Vehicles equipped with automatic temperature controlled air conditioning systems shall be set to operate in “automatic” temperature and fan modes with the system set at 72 °F.
(vii) Connect the air intake equipment to the vehicle, if applicable. This connection shall be made to minimize leakage.
(viii) The temperature and pressure recording systems shall be started. Measurement of vapor temperature is optional during the running loss test. If vapor temperature is not measured, fuel tank pressure need not be measured.
(ix) Turn off purge blowers (if not already off).
(x) The temperature of the liquid fuel shall be monitored and recorded at least every 15 seconds with the temperature recording system specified in § 86.1207-96(e).
(xi) Close and seal the enclosure doors.
(xii) When the ambient temperature is 95
(A) Analyze enclosure atmosphere for hydrocarbons and record. This is the initial (time=0 minutes) hydrocarbon concentration, C
(B) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(xiii) Start the engine and begin operation of the vehicle over the drive cycle specified in paragraph (b) of this section.
(xiv) The ambient temperature shall be maintained at 95
(xv) The fuel temperature during the dynamometer drive shall be controlled to match the fuel tank temperature
(xvi) Tank pressure shall not exceed 10 inches of water at any time during the running loss test unless a pressurized system is used and the manufacturer demonstrates that vapor would not be vented to the atmosphere upon fuel cap removal. A vehicle may exceed the pressure limit for temporary periods during the running loss test, up to 10 percent of the total driving time, provided that the vehicle has demonstrated conformance with the pressure limit during the entire outdoor driving period specified in § 86.1229. Measurement of fuel tank pressures will be considered valid only if vapor temperatures are measured and controlled to the tolerances specified in paragraph (g)(1)(xv) of this section.
(xvii) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior the end of the test.
(xviii) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of the test, if applicable.
(xix) The running loss test ends with the completion of the third 2-minute idle period.
(xx) At the end of the running loss test:
(A) Analyze the enclosure atmosphere for hydrocarbons and record. This is the final hydrocarbon concentration, C
(B) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start prior to the end of the test and continue for 4.0
(C) Turn off all the fans specified in § 86.1207-96(d). Also, the time that the vehicle's engine compartment cover is open for removal of air intake equipment, if applicable, shall be minimized to avoid loss of heat from the engine compartment.
(xxi) Turn off any CVS apparatus (if not already turned off).
(2)
(ii) Fans shall be positioned as described in §§ 86.1235-85(b) and 86.1207-96(d).
(iii) The running loss vapor vent collection system shall be properly positioned at the potential fuel vapor vents or leaks of the vehicle's fuel system. Typical vapor vents for current fuel systems are the ports of the evaporative emission canister and the pressure relief vent of the fuel tank (typically integrated into the fuel tank cap).
(iv) The running loss vapor vent collection system may be connected to a PDP-CVS or CFV-CVS bag collection system. Otherwise, running loss vapors shall be sampled continuously with analyzers meeting the requirements of § 86.1207-96(b).
(v) Fans shall be positioned as described in § 86.1207-96(d).
(vi) The vehicle air conditioning system (if so equipped) shall be set to the “normal” air conditioning mode and adjusted to the minimum discharge air temperature and high fan speed. Vehicles equipped with automatic temperature controlled air conditioning systems shall be set to operate in “automatic” temperature and fan modes with the system set at 72 °F.
(vii) The temperature and pressure recording systems shall be started. Measurement of vapor temperature is optional during the running loss test. If vapor temperature is not measured, fuel tank pressure need not be measured.
(viii) The temperature of the liquid fuel shall be monitored and recorded at least every 15 seconds with the temperature recording system specified in § 86.1207-96(e).
(ix) When the ambient temperature is 95
(x) The ambient temperature shall be maintained at 95
(xi) Fuel temperatures shall be controlled according to the specifications of paragraph (g)(1)(xv) of this section.
(xii) The tank pressure requirements described in paragraph (g)(1)(xvi) of this section apply also to running loss testing by the point source method.
(xiii) The running loss test ends with completion of the third 2-minute idle period.
(xiv) If emissions are collected in bags, the sample bags must be analyzed within 20 minutes of their respective sample collection phases, as described in § 86.137-94(b)(15). The results of the analysis are used in § 86.1243 to calculate the mass of hydrocarbons emitted.
(xv) At the end of the running loss test, turn off all the fans specified in § 86.1207-96(d).
(h) Following the completion of the running loss drive, the vehicle may be tested for hot soak emissions as specified in § 86.1238-96.
(a) The dynamometer run consists of one HDV urban dynamometer driving schedule cycle starting within one hour after completion of the diurnal loss test. This run includes engine startup (with all accessories turned off) and operation over the driving schedule.
(b) During dynamometer operation, one or more cooling fans shall be positioned so as to direct cooling air to the vehicle in an appropriate manner. The engine compartment cover shall be closed. If, however, the manufacturer can show that the engine compartment cover must be open to provide a test representative of field operation, the Administrator will allow the engine cover to be open. In the case of vehicles with front engine compartments, the fan(s) shall be squarely positioned within 12 inches of the vehicle. In the case of vehicles with rear engine compartments (or if special designs make the above impractical), the cooling fan(s) shall be placed in a position to provide sufficient air to maintain vehicle cooling. The fan capacity shall normally not exceed 10,600 (cfm (5.0 m
(c) The vehicle speed as measured from the dynamometer rolls shall be used.
(d) Practice runs over the prescribed driving schedule may be performed at test points, provided emissions are not measured, for the purpose of finding the minimum throttle action to maintain the proper speed-time relationship, or to permit test procedure adjustments.
When using two-roll dynamometers a truer speed-time trace may be obtained by minimizing the rocking of the vehicle in the rolls. The rocking of the vehicle changes the tire rolling radius on each roll. This rocking
(e) Drive wheel tires shall be inflated to the maximum gauge pressure recommended to the ultimate purchaser. If drive wheel tires have a maximum recommended inflation gauge pressure of less than 45 psi (310 kPa), they may be inflated up to a gauge pressure of 45 psi (310 kPa) in order to prevent tire damage. The drive wheel tire pressure shall be recorded with the test results.
(f) If the dynamometer has not been operated during the 2-hour period immediately preceding the test it shall be warmed up for 15 minutes by operating at 30 mph (48 km/h) using a non-test vehicle or as recommended by the dynamometer manufacturer.
(g) If the dynamometer horsepower must be adjusted manually, the power shall be set within 1 hour prior to dynamometer operation preceding the hot soak test. The test vehicle shall not be used to make the adjustment.
(h) If the dynamometer horsepower is selected by automatic control, the power may be set anytime prior to the beginning of the driving cycle.
(i) Multiple drive axle vehicles will be tested in one axle drive mode of operation. Full time multiple drive axle vehicles will have all but one axle temporarily disengaged by the vehicle manufacturer. Multiple drive axle vehicles which can be manually shifted to a one axle drive mode will be tested in the one axle drive mode of operation, unless this would pose a safety hazard, in which case all but one axle will be temporarily disengaged by the vehicle manufacturer.
Section 86.1235-96 includes text that specifies requirements that differ from § 86.1235-85. Where a paragraph in § 86.1235-85 is identical and applicable to § 86.1235-96, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1235-85.”
(a) The dynamometer run consists of one HDV urban dynamometer driving schedule cycle starting not less than 12 nor more than 36 hours after completion of the drive specified in § 86.1232-96. This run includes engine startup (with all accessories turned off) and operation over the driving schedule.
(b) through (i) [Reserved]. For guidance see § 86.1235-85.
(a)
(2) The operator may use the choke, accelerator pedal, etc., where necessary to keep the engine running.
(3) If the manufacturer's operating instructions in the owner's manual do not specify a warm engine starting procedure, the engine shall be started by depressing the accelerator pedal about half way and cranking the engine until it starts.
(4) If the vehicle does not start after the manufacturer's recommended cranking time (or 10 continuous seconds in the absence of a manufacturer's recom-mendation), cranking shall cease for the period recommended by the manufacturer (or 10 seconds in the absence of a manufacturer's recommendation). This may be repeated for up to three start attempts. If the vehicle does not start after three attempts, the reason for failure to start shall be determined. If failure to start is an operational error, the vehicle shall be rescheduled for the dynamometer run. If failure to start is caused by a vehicle mal-function, corrective action of less than 30 minutes duration may be taken, and the test continued. When the engine starts, the driving schedule timing sequence shall begin. If failure to start is caused by vehicle malfunction and the vehicle cannot be started, the test shall be voided, the vehicle removed from the dynamometer, and corrective action may be taken. The reasons for the malfunction (if de-termined) and the corrective action taken shall be recorded.
(b)
(2) If the engine stalls during some operating mode other than idle, the driving schedule indicator shall be stopped, the vehicle shall then be restarted and accelerated to the speed required at that point in the driving schedule and the driving schedule continued. During acceleration to this point, shifting shall be performed in accordance with § 86.1228-85.
(3) If the vehicle will not restart within one minute, the test shall be voided, the vehicle removed from the dynamometer, corrective action taken, and the vehicle rescheduled for testing. The reason for the malfunction (if determined) and the corrective action taken shall be recorded.
(a) The vehicle shall be either driven or pushed onto the dynamometer; however, if driven, the period of engine operation between the end of the diurnal loss test and beginning of the hot soak preparation run shall not exceed 3 minutes, and the vehicle shall be driven at minimum throttle. The dynamometer run shall follow the diurnal heat build by not more than one hour. The vehicle shall be stored prior to dynamometer operation in such a manner that it is not exposed to precipitation (e.g., rain or dew).
(b) The following steps shall be taken for the dynamometer run:
(1) Place drive wheels of vehicle on the dynamometer.
(2) Position the cooling fan(s).
(3) Attach an exhaust tube to the vehicle tailpipe(s).
(4) Start the engine.
(5) Turn on the cooling fan(s).
(6) Operate the vehicle according to the dynamometer driving schedule (§ 86.1215-85).
(7) At the end of the last deceleration, disconnect the exhaust tube from the vehicle tailpipe(s) and drive vehicle from the dynamometer.
Section 86.1237-96 includes text that specifies requirements that differ from § 86.1237-85. Where a paragraph in § 86.1237-85 is identical and applicable to § 86.1237-96, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1237-85.”
(a) The vehicle shall be either driven or pushed onto the dynamometer; however, if driven, the total time of engine operation during the 12 to 36 hour soak period shall not exceed 3 minutes, and the vehicle shall be driven at minimum throttle. The vehicle shall be stored prior to dynamometer operation in such a manner that it is not exposed to precipitation (e.g., rain or dew).
(b) [Reserved]. For guidance see § 86.1235-85.
The one-hour hot-soak evaporative emission test shall be conducted immediately following one cycle of the dynamometer driving schedule.
(a) Prior to the completion of the dynamometer cycle, the evaporative emission enclosure shall be purged for several minutes.
(b) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the test.
(c) Fresh impingers shall be installed in the methanol sample collection system immediately prior to the start of the test, if applicable.
(d) If not already on, the evaporative enclosure mixing fan(s) shall be turned on at this time.
(e) Upon completion of the dynamometer run the exhaust tube shall be disconnected from the vehicle tailpipe(s), the cooling fan(s) shall be moved, and the vehicle shall be disconnected from the dynamometer and driven at minimum throttle to the vehicle entrance of the enclosure.
(f) The vehicle's engine must be stopped before any part of the vehicle enters the enclosure. The vehicle may be pushed or coasted into the enclosure.
(g) The test vehicle windows and any storage compartments shall be opened, if not already open.
(h) The temperature recording system shall be started and the time of engine shut off shall be noted on the evaporative emissions hydrocarbon data recording system.
(i) The enclosure doors shall be closed and sealed within two minutes of engine shutdown and within seven minutes after the end of the exhaust emission test. The steps after the end of the driving cycle should be done as quickly as possible to minimize the time needed to start the hot soak test.
(j) The 60
(k) The test vehicle shall be permitted to soak for a period of one hour in the enclosure.
(l) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of the test.
(m) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of the test, if applicable.
(n) At the end of the 60
(o)
(a)(1)
(2)
(b) The hot soak test may be conducted in the running loss enclosure as a continuation of that test or in a separate enclosure.
(1) If the hot soak test is conducted in the running loss enclosure, the driver may exit the enclosure after the running loss test. If exiting, the driver should use the personnel door described in § 86.1207-96(a)(2), exiting as quickly as possible with a minimum disturbance to the system. The final hydrocarbon and methanol concentration for the running loss test, measured in § 86.1234-96(g)(1)(xx), shall be the initial hydrocarbon and methanol concentration (time=0 minutes) C
(2) If the vehicle must be moved to a different enclosure, the following steps must be taken:
(i) The enclosure for the hot soak test shall be purged for several minutes prior to completion of the running loss test.
(ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior to the test.
(iii) Fresh impingers shall be installed in the methanol sample collection system immediately prior to the start of the test, if applicable.
(iv) If not already on, the mixing fan(s) shall be turned on at this time. Throughout the hot soak test, the mixing fan(s) shall circulate the air at a rate of 0.8
(v) Begin sampling as follows:
(A) Analyze the enclosure atmosphere for hydrocarbons and record. This is the initial (time = 0 minutes) hydrocarbon concentration, C
(B) Analyze the enclosure atmosphere for methanol, if applicable, and record. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(vi) The vehicle engine compartment cover shall be closed (if not already closed), the cooling fan shall be moved, the vehicle shall be disconnected from the dynamometer and any sampling system, and then driven at minimum throttle to the enclosure for the hot soak test. These steps should be done as quickly as possible to minimize the time needed to start the hot soak test.
(vii) The vehicle's engine must be stopped before any part of the vehicle enters the enclosure.
(viii) The vehicle shall enter the enclosure; the enclosure doors shall be closed and sealed within 2 minutes of engine shutdown and within seven minutes after the end of the running loss test.
(ix) The test vehicle windows and any luggage compartments shall be opened (if not already open). The vehicle engine compartment cover shall be closed (if not already closed).
(c) [Reserved]
(d) The temperature recording system shall be started and the time of engine shutoff shall be noted on the evaporative emission hydrocarbon data recording system.
(e) For the first 5 minutes of the hot soak test, the ambient temperature shall be maintained at 95
(f) The 60
(g) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned immediately prior to the end of the test.
(h) Fresh impingers shall be installed in the methanol collection system immediately prior to the end of the test, if applicable.
(i) [Reserved]
(j) At the end of the 60
(1) Analyze the enclosure atmosphere for hydrocarbons and record. This is the final (time=60 minutes) hydrocarbon concentration, C
(2) Analyze the enclosure atmosphere for methanol and record, if applicable. The methanol sampling must start simultaneously with the initiation of the hydrocarbon analysis and continue for 4.0
(k) For the supplemental two-diurnal test sequence (see § 86.1230-96), the hot soak test described in § 86.1238-90 shall be conducted immediately following the dynamometer run. This test requires ambient temperatures between 68° and 86 °F at all times. The equipment and calibration specifications of §§ 86.1207-90 and 86.1207-90 may apply for this testing. Enclosures meeting the requirements of §§ 86.1207-96 and 86.1217-96 may also be used. This hot soak test is followed by two consecutive diurnal heat builds, described in § 86.1233-96(p).
(l) If the vehicle is to be tested for diurnal emissions, follow the procedure outlined in § 86.1233-96.
The following information shall be recorded with respect to each test:
(a) Test number.
(b) System or device tested (brief description).
(c) Date and time of day for each part of the test schedule.
(d) Instrument operator.
(e) Driver or operator.
(f) Vehicle: ID number; Manufacturer; Model Year; Engine family; Evaporative emissions family; Basic engine description (including displacement, number of cylinders, and catalyst usage); Engine maximum power rating and rated speed; Fuel system (including number of carburetors, number of carburetor barrels, fuel injection type, fuel tank(s) capacity and location, and number and size (volume and working capacity)) of evaporative control canisters, Engine code; Gross vehicle weight rating; Actual curb weight at zero miles; Actual road load at 50 mph; Transmission configuration; Axle ratio; Vehicle line; Odometer reading; Idle rpm; and Drive wheel tire pressure, as applicable.
(g) Indicated road load power absorption at 50 mph (80 km/hr) and dynamometer serial number. As an alternative to recording the dynamometer serial number, a reference to a vehicle test cell number may be used, provided the test cell records show the pertinent information.
(h) All pertinent instrument information such as tuning, gain, serial number, detector number and range. As an alternative, a reference to a vehicle test cell number may be used, with the advance approval of the Administrator, provided test cell calibration records show the pertinent instrument information.
(i) Recorder charts: Identify zero, span and enclosure gas sample traces.
(j) Test cell barometric pressure and ambient temperature.
A central laboratory barometer may be used:
(k) Fuel temperatures as prescribed.
(l)
(2) The concentration of the GC analyses of the test samples (methanol).
(m)
(n)
(a) The calculation of the net hydrocarbon, methanol and hydrocarbon plus methanol mass change in the enclosure is used to determine the diurnal and hot soak mass emissions. The mass changes are calculated from initial and final hydrocarbon and methanol concentrations in ppm carbon, initial and final enclosure ambient temperatures,
(1) For methanol:
(i) M
(ii) V
(iii) T
(iv) V
(v) T
(vi) P
(vii) C
(viii) AV=Volume of absorbing reagent in impinger.
(ix) i=Initial sample.
(x) f=Final sample.
(xi) 1=First impinger.
(xii) 2=Second impinger.
(2) For hydrocarbons:
Where:
(i) M
(ii) C
(iii) C
(iv) V
(v) r = FID response factor to methanol.
(vi) P
(vii) T = Enclosure temperature, °R(°K).
(viii) i = initial reading.
(ix) f = final reading.
(x) 1 = First impinger.
(xi) 2 = Second impinger.
(xii)(A) k = 0.208 (12 + H/C).
(B)
(xiii) H/C = hydrogen carbon ratio.
(A) H/C = 2.33 for diurnal emissions.
(B) H/C = 2.2 for hot soak emissions.
(3) For total evaporative emissions:
Total Evaporative Emissions =
(b) The final reported results shall be computed by summing the individual evaporative emission results determined for the diurnal breathing-loss test, running-loss test and the hot-soak test.
(a) The following equations are used to calculate the evaporative emissions from gasoline- and methanol-fueled vehicles, and for gaseous-fueled vehicles.
(b) Use the measurements of initial and final concentrations to determine the mass of hydrocarbons and methanol emitted. For testing with pure gasoline, methanol emissions are assumed to be zero.
(1) For enclosure testing of diurnal, hot soak, and running loss emissions:
(i) Methanol emissions:
(A) M
(B) VF
(C) [Reserved]
(D) V
(E) [Reserved]
(F) AC
(G) AV=Volume of absorbing reagent in impinger.
(H) P
(I) i=Initial sample.
(J) f=Final sample.
(K) 1=First impinger.
(L) 2=Second impinger.
(M) M
(N) M
(ii) Hydrocarbon emissions:
(A) M
(B) C
(C) C
(D) V
(E) r=FID response factor to methanol.
(F) P
(G) T=Enclosure temperature, °R(°K).
(H) i=initial reading.
(I) f=final reading.
(J) 1=First impinger.
(K) 2=Second impinger.
(L) Assuming a hydrogen to carbon ratio of 2.3:
(
(
(M) M
(N) M
(iii) For variable-volume enclosures, defined in § 86.1207(a)(1)(i), the following simplified form of the hydrocarbon mass change equation may be used:
(2) For running loss testing by the point-source method, the mass emissions of each test phase are calculated below, then summed for a total mass emission for the running loss test. If emissions are continuously sampled, the following equations can be used in integral form.
(i) Methanol emissions:
(A) M
(B)
(C) V
(D) C
(E) C
(ii) Hydrocarbon emissions:
(A) M
(B)
(C) V
(D) C
(E) C
(c) Calculate the adjusted total mass emissions for each test segment.
(d)(1) For the full three-diurnal test sequence, there are two final results to report:
(i) The sum of the adjusted total mass emissions for the diurnal and hot soak tests (M
(ii) The adjusted total mass emissions for the running loss test, on a grams per mile basis=M
(2) For the supplemental two-diurnal test sequence, there is one final result to report: the sum of the adjusted total
(a) The vehicle is fueled at a rate of 10 gal/min to test for fuel spitback emissions. All liquid fuel spitback emissions that occur during the test are collected in a bag made of a material impermeable to hydrocarbons or methanol. The bag shall be designed and used so that liquid fuel does not spit back onto the vehicle body, adjacent floor, etc., and it must not impede the free flow of displaced gasoline vapor from the orifice of the filler pipe. The bag must be designed to permit passage of the dispensing nozzle through the bag. If the bag has been used for previous testing, sufficient time shall be allowed for the bag to dry out. The dispensing nozzle shall be a commercial model, not equipped with vapor recovery hardware.
(b) Ambient temperature levels encountered by the test vehicle shall be not less than 68 °F nor more than 86 °F. The temperatures monitored during testing must be representative of those experienced by the test vehicle. The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(c) Measure and record the mass of the bag to be used for collecting spitback emissions to the nearest 0.01 gram.
(d) Drain the fuel tank(s) and fill with test fuel, as specified in § 86.1213, to 10 percent of the reported nominal fuel tank capacity. The fuel cap(s) shall be installed immediately after refueling.
(e) The vehicle shall be soaked at 80
(f) Following the preconditioning drive, the vehicle shall be moved or driven at minimum throttle to the refueling area.
(g) All areas in proximity to the vehicle fuel fill orifice and the dispenser nozzle itself shall be completely dry of liquid fuel.
(h) The fuel filler neck shall be snugly fitted with the vented bag to capture any fuel emissions. The fuel nozzle shall be inserted through the bag into the filler neck of the test vehicle to its maximum penetration. The plane of the nozzle's handle shall be perpendicular to the floor of the laboratory.
(i) The fueling procedure consists of dispensing fuel through a nozzle, interrupted by a series of automatic shutoffs. A minimum of 3 seconds shall elapse between any automatic shutoff and subsequent resumption of dispensing. Dispensing may not be manually terminated, unless the test vehicle has already clearly failed the test. The vehicle shall be fueled according to the following procedure:
(1) The fueling operation shall be started within 4 minutes after the vehicle is turned off and within 8 minutes after completion of the preconditioning drive. The average temperature of the dispensed fuel shall be 65
(2) The fuel shall be dispensed at a rate of 9.8
(3) If the automatic shutoff is activated before the nozzle has dispensed an amount of fuel equal to 70 percent of the tank's nominal capacity, the dispensing may be resumed at a reduced rate. Repeat as necessary until the nozzle has dispensed an amount of fuel equal to at least 70 percent of the tank's nominal capacity.
(4) Once the automatic shutoff is activated after the nozzle has dispensed an amount of fuel equal to 70 percent of the tank's nominal capacity, the fuel shall be dispensed at a rate of 5
(5) If the nozzle has dispensed an amount of fuel less than 85 percent of the tank's nominal capacity after the two additional dispensing restarts, dispensing shall be resumed, and shall
(j) Withdraw the nozzle from the vehicle and the bag, holding the tip of the nozzle upward to avoid any dripping into the bag.
(k) Within 1 minute after completion of the fueling event, the bag shall be folded to minimize the vapor volume inside the bag. The bag shall be folded as quickly as possible to prevent evaporation of collected emissions.
(l) Within 5 minutes after completion of the fueling event, the mass of the bag and its contents shall be measured and recorded (consistent with paragraph (c) of this section). The bag shall be weighed as quickly as possible to prevent evaporation of collected emissions.
Secs. 202, 206, 207, 208, 301(a), Clean Air Act as amended 42 U.S.C. 7521, 7524, 7541, 7542, and 7601.
This subpart contains gaseous emission test procedures for Otto-cycle and diesel heavy-duty engines, and particulate emission test procedures for diesel heavy-duty engines. It applies to 1990 and later model years.
The definitions in § 86.084-2 apply to this subpart.
The abbreviations in § 86.084-3 apply to this subpart.
(a) The model year of initial applicability is indicated by the section number. The two digits following the hyphen designate the first model year for which a section is effective. A section remains effective until superseded.
(b) A section reference without a model year suffix refers to the section applicable for the appropriate model year.
(c) Unless indicated, all provisions in this subpart apply to both Otto-cycle and diesel heavy-duty engines.
(a) This subpart describes the equipment required and the procedures to follow in order to perform exhaust emission tests on Otto-cycle and diesel heavy-duty engines. Subpart A sets forth the testing requirements and test intervals necessary to comply with EPA certification procedures.
(b) Four topics are addressed in this subpart. Sections 86.1306 through 86.1315 set forth specifications and equipment requirements; §§ 86.1316 through 86.1326 discuss calibration methods and frequency; test procedures are listed in §§ 86.1327 through 86.1341; calculation formula are found in § 86.1342; and data requirements are found in § 86.1344.
(a)
(b)
(a)
(b)
(a)
(1) Engine speed readout shall be accurate to within
(2) Engine flywheel torque readout shall be accurate to either within
(i)
(ii)
(iii)
(3)
(b)
(1) Speed values used for cycle evaluation are accurate to within 2 percent of the dynamometer or engine flywheel torque readout value.
(2) Engine flywheel torque values used for cycle evaluation are accurate to within 2 percent of the dynamometer or engine flywheel torque readout value.
(c)
(1) Speed values used for cycle evaluation shall be accurate to within
(2) Engine flywheel torque values used for cycle evaluation shall be accurate to within
(d)
(e)
(1) The lever-arm dead-weight technique involves the placement of known weights at a known horizontal distance from the center of rotation of the torque measuring device. The equipment required is:
(i)
(ii)
(2) The transfer technique involves the calibration of a master load cell (i.e., dynamometer case load cell). This calibration can be done with known calibration weights at known horizontal distances, or by using a hydraulically actuated precalibrated master load cell. This calibration is then transferred to the flywheel torque measuring device. The technique involves the following steps:
(i) A master load cell shall be either precalibrated or be calibrated per paragraph (e)(1)(i) of this section with known weights traceable to NBS, and used with the lever arm(s) specified in paragraph (e)(2)(ii) of this section. The dynamometer should be either running or vibrated during this calibration to minimize static hysteresis.
(ii) A lever arm(s) with a minimum length of 24 inches is (are) required. The horizontal distances from the centerline of the master load cell, to the centerline of the dynamometer, and to the point of weight or force application
(iii) Transfer of calibration from the case or master load cell to the flywheel torque measuring device shall be performed with the dynamometer operating at a constant speed. The flywheel torque measurement device readout shall be calibrated to the master load cell torque readout at a minimum of six loads approximately equally spaced across the full useful ranges of both measurement devices. (Note that good engineering practice requires that both devices have approximately equal useful ranges of torque measurement.) The transfer calibration shall be performed in a manner such that the accuracy requirements of paragraph (a)(2) of this section for the flywheel torque measurement device readout be met or exceeded.
(3) Other techniques may be used if shown to yield equivalent accuracy.
(f)
(a)(1)
(2)
(i) Using a duct of unrestricted length maintained at a temperature below 599 °F (315 °C). (Cooling capabilities as required); or
(ii) Using a smooth wall duct less than five feet long with no required heating (a maximum of two short flexible connectors are allowed under this option); or
(iii) Omitting the duct and performing the exhaust gas dilution function at the engine exhaust manifold, immediately after exhaust aftertreatment systems, or after a length of pipe representative of the vehicle exhaust pipe; or
(iv) Partial dilution of the exhaust gas prior to entering the dilution tunnel, which lowers the duct temperature below 599 °F (315 °C).
(3)
(4)
(5)
(6)
(7) Since various configurations can produce equivalent results, exact conformance with these drawings is not required. Additional components such as instruments, valves, solenoids, pumps and switches may be used to provide additional information and coordinate the functions of the component systems. Other components such as snubbers, which are not needed to maintain accuracy on some systems, may be excluded if their exclusion is based upon good engineering judgment.
(b)
(1) Exhaust system backpressure must not be artificially lowered by the CVS or dilution air inlet system. Measurements to verify this should be made in the raw exhaust immediately upstream of the inlet to the CVS. (For diesel engines, this measurement should be made immediately upstream of the backpressure set device.) This verification requires the continuous measurement and comparison of raw exhaust static pressure observed during a transient cycle, both with and without the operating CVS. Static pressure measured with the operating CVS system shall remain within
(2) The gas mixture temperature, measured at a point immediately ahead of the positive displacement pump and after the heat exchanger, shall be maintained within
(3) The pressure gauges shall have an accuracy and precision of
(4) The flow capacity of the CVS shall be large enough to eliminate water
(i) The air (or air plus exhaust gas) temperature does not exceed 250 °F, or 125 °F if particulate emissions are measured;
(ii) Calculation of the CVS flow rate necessary to prevent water condensation is based on the lowest temperature encountered in the CVS prior to sampling. (It is recommended that the CVS system be insulated when heated dilution air is used.);
(iii) The dilution ratio is sufficiently high to prevent condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples shall be of sufficient size so as not to impede sample flow. A single dilution air sample, covering the total test period, may be collected for the determination of methanol and formaldehyde background (where applicable).
(6) The methanol sample collection system and the formaldehyde sample collection system shall each be of sufficient capacity so as to collect samples of adequate size for analysis without significant impact on the volume of dilute exhaust passing through the PDP. The systems shall also comply with the following requirements that apply to the design of the systems, not to individual tests:
(i) The methanol system shall be designed such that, if a test engine emitted the maximum allowable level of methanol (based on all applicable standards) during the first phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer.
(ii) The formaldehyde system shall be designed such that, if a test engine emitted formaldehyde at a rate equal to twenty percent of the maximum allowable level of THCE (i.e., 0.2 g/Bhp-hr for a 1.1 g/Bhp-hr THCE standard), or the maximum formaldehyde level allowed by a specific formaldehyde standard, whichever is less, during the first phase of the test, the concentration of formaldehyde in the DNPH solution of the primary impinger, or solution resulting from the extraction of the DNPH cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 times the limit of detection for the HPLC analyzer.
(iii) The methanol and formaldehyde systems shall be designed such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. Sampling systems shall be identical for all phases.
(c)
(1) Static pressure variations in the raw exhaust shall conform to the specifications detailed in paragraph (b)(1) of this section.
(2) The temperature measuring system (sensors and readout) shall have an accuracy and precision of
(3) The pressure measuring system (sensors and readout) shall have an accuracy and precision of
(4) The flow capacity of the CVS shall be large enough to eliminate water condensation in the system. This is especially critical for methanol-fueled engines and may also be of concern with natural gas- and liquefied petroleum gas-fueled engines; see “Calculation of Emissions and Fuel Economy When Using Alternative Fuels,” EPA 460/3-83-009. Dehumidifying the dilution air before entering the CVS is allowed. Heating is also allowed, provided:
(i) The air (or air plus exhaust gas) temperature does not exceed 250 °F, or 125 °F if particulate emissions are measured.
(ii) Calculation of the CVS flow rate necessary to prevent water condensation is based on the lowest temperature encountered in the CVS prior to sampling. (It is recommended that the CVS system be insulated when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples shall be of sufficient size so as not to impede sample flow. A single dilution air sample, covering the total test period, may be collected for the determination of methanol and formaldehyde background (where applicable).
(6) The methanol sample collection system and the formaldehyde sample collection system shall each be of sufficient capacity so as to collect samples of adequate size for analysis without significant impact on the volume of dilute exhaust passing through the CFV. The systems shall also comply with the following requirements that apply to the design of the systems, not to individual tests:
(i) The methanol system shall be designed such that, if a test engine emitted the maximum allowable level of methanol (based on all applicable standards) during the first phase of the test, the measured concentration in the primary impinger would exceed either 25 mg/l or a concentration equal to 25 times the limit of detection for the GC analyzer.
(ii) The formaldehyde system shall be designed such that, if a test engine emitted formaldehyde at a rate equal to twenty percent of the maximum allowable level of THCE (i.e., 0.2 g/Bhp-hr for a 1.1 g/Bhp-hr THCE standard), or the maximum formaldehyde level allowed by a specific formaldehyde standard, whichever is less, during the first phase of the test, the concentration of formaldehyde in the DNPH solution of the primary impinger, or solution resulting from the extraction of the DNPH cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 times the limit of detection for the HPLC analyzer.
(iii) The methanol and formaldehyde systems shall be designed such that the primary impinger collects at least 90 percent of the analyte in the samples. The remaining analyte shall be collected by the secondary impinger. Sampling systems shall be identical for all phases of the test.
(d)
(1) All of the requirements of paragraph (c) of this section.
(2) The ratio of sample flow to CVS flow must not vary by more
(3) The sample flow totalizers shall meet the accuracy specifications of § 86.1320. Total sample flow volumes may be obtained from the flow controllers, with advance approval of the Administrator, provided that they can be shown to meet the accuracy specifications of § 86.1320.
(a)
(1) This sampling system requires the use of a PDP-CVS and a heat exchanger, a CFV-CVS (or an EFC-CFV-CVS) with either a heat exchanger or electronic flow compensation. Figure N90-5 is a schematic drawing of the PDP system. Figure N90-6 is a schematic drawing of the CFV-CVS system.
(2) The HC analytical system for petroleum-fueled diesel engines requires a heated flame ionization detector (HFID) and heated sample system (375
(3) Methanol-fueled engines require the use of a heated flame ionization detector (HFID) (235°
For 1990 through 1994 model year methanol-fueled engines, methanol and formaldehyde sampling may be omitted provided the hydrocarbon plus methanol analyses are performed using a FID calibrated on methanol.
(4) For methanol-fueled engines, cooling or reaction of the exhaust gases in the exhaust duct connected to the dilution tunnel (for the purposes of this paragraph, the exhaust duct excludes the length of pipe representative of the vehicle exhaust pipe) shall be minimized. This may be accomplished by:
(i) Using a duct of unrestricted length maintained at a temperature below 599 °F (315 °C). (Heating and possibly cooling capabilities as required); or
(ii) Using a smooth wall duct less than five feet long with no required heating (a maximum of two short flexible connectors are allowed under this option); or
(iii) Omitting the duct and performing the exhaust gas dilution function at the engine exhaust manifold or immediately after exhaust aftertreatment systems, or after a length of pipe representative of the vehicle exhaust pipe; or
(iv) Partial dilution of the exhaust gas prior to entering the dilution tunnel, which lowers the duct temperature below 599 °F (315 °C).
(5) Heated sample lines are required for the methanol and formaldehyde samples (care must be taken to prevent heating of the sample probes unless compensation for varying flow rate is made). The sample collection lines shall be heated to a temperature more than 5 °F (3 °C) above the maximum dew point of the mixture, but below 250 °F (121 °C).
(6) The CO and CO
(i) Bag sampling (§ 86.1309) and analytical (§ 86.1311) capabilities, as shown in Figure N90-5 (or Figure N90-6), or
(ii) Continuously integrated measurement of diluted CO and CO
(7) The NO
(8) The mass of particulate in the exhaust is determined via filtration. The particulate sampling system requires dilution of the exhaust in either one or two steps to a temperature never greater than 125 °F (51.7 °C) at the primary sample filter. A backup filter provides a confirmation of sufficient filtering efficiency.
(9) Since various configurations can produce equivalent results, exact conformance with these drawings is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and coordinate the functions of the component systems. Other components, such as snubbers, which are not needed to maintain accuracy on some systems, may be excluded if their exclusion is based upon good engineering judgment.
(10) Other sampling and/or analytical systems may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(b)
(1)
(i) The flow capacity of the CVS must be sufficient to maintain the diluted exhaust stream at or below the temperatures required for the measurement of particulate and hydrocarbon emission noted below and at, or above,
(A)
(B)
(ii) For the CFV-CVS or EFC-CFV-CVS, either a heat exchanger or electronic flow compensation (which also includes the particulate sample flows) is required (see Figure N90-6).
(iii) For the CFV-CVS or EFC-CFV-CVS when a heat exchanger is used, the gas mixture temperature, measured at a point immediately ahead of the critical flow venturi, shall be within
(iv) The primary dilution air and secondary dilution air (if applicable):
(A) Shall have a temperature of 77°
(B) May be filtered at the dilution air inlet.
(C) Primary dilution air may be sampled to determine background particulate levels, which can then be subtracted from the values measured in the diluted exhaust stream. The primary dilution air shall be sampled at the inlet to the primary dilution tunnel, if unfiltered, or downstream of any primary dilution air conditioning devices, if used.
(2) [Reserved]
(3)
(ii) No other analyzers may draw a sample from the continuous HC sample probe, line or system, unless a common sample pump is used for all analyzers and the sample line system design reflects good engineering practice.
(iii) The overflow gas flow rates into the sample line shall be at least 105 percent of the sample system flow rate.
(iv) The overflow gases shall enter the heated sample line as close as practicable to the outside surface of the CVS duct or dilution tunnel.
(v) The continuous HC sampling system shall consist of a probe (which must raise the sample to the specified temperature) and, where used, a sample transfer system (which must maintain
(A) Maintain a wall temperature of 464K
(B) Have a wall temperature of 464K
(C) Maintain a gas temperature of 464K
(vi) The continuous hydrocarbon sampling probe shall:
(A) Be defined as the first 25.4 cm (10 in) to 76.2 cm (30 in) of the continuous hydrocarbon sampling system.
(B) Have a 0.483 cm (0.19 in) minimum inside diameter.
(C) Be installed in the primary dilution tunnel at a point where the dilution air and exhaust are well mixed (i.e., approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel).
(D) Be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies.
(E) Increase the gas stream temperature to 464K
(vii) The response time of the continuous measurement system shall be no greater than:
(A) 1.5 seconds from an instantaneous step change at the port entrance to the analyzer to within 90 percent of the step change.
(B) 20 seconds from an instantaneous step change at the entrance to the sample probe or overflow span gas port to within 90 percent of the step change. Analysis system response time shall be coordinated with CVS flow fluctuations and sampling time/test cycle offsets if necessary.
(C) For the purpose of verification of response times, the step change shall be at least 60 percent of full-scale chart deflection.
(4)
(A) Small enough in diameter to cause turbulent flow (Reynolds Number greater than 4000) and of sufficient length to cause complete mixing of the exhaust and dilution air;
(B) At least 18 inches (46 cm) in diameter with a single-dilution system or at least 8 inches (20 cm) in diameter with a double-dilution system;
(C) Constructed of electrically conductive material which does not react with the exhaust components; and
(D) Electrically grounded.
(ii) The temperature of the diluted exhaust stream inside of the primary dilution tunnel shall be sufficient to prevent water condensation.
(iii) The engine exhaust shall be directed downstream at the point where it is introduced into the primary dilution tunnel.
(5)
(A) Be in the same plane as the continuous HC probe, but shall be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influences of any wakes or eddies.
(B) Heated and insulated over the entire length, to prevent water condensation, to a minimum temperature of 131 °F (55 °C). Sample gas temperature immediately before the first filter in the system shall be at least 131 °F (55 °C).
(ii) The continuous NO
(A) The system components required to be heated by subpart D need only be heated to prevent water condensation, the minimum component temperature shall be 131 °F (55 °C).
(B) The system response defined in § 86.329-79 shall be no greater than 20 seconds. Analysis system response time shall be coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if necessary.
(C) Alternative NO
(D) All analytical gases shall conform to the specifications of § 86.1314.
(E) Any range on a linear analyzer below 155 ppm shall have and use a calibration curve conforming to § 86.330-79.
(F) The measurement accuracy requirements specified in § 86.338-79 are superseded by those specified in § 86.1338.
(iii) The chart deflections or voltage output of analyzers with non-linear calibration curves shall be converted to concentration values by the calibration curve(s) specified in subpart D (§ 86.330-79) before flow correction (if used) and subsequent integration takes place.
(6)
(i)
(
(
(
(
(
(B) The particulate sample pump(s) shall be located sufficiently distant from the dilution tunnel so that the inlet gas temperature is maintained at a constant temperature (
(C) The gas meters or flow instrumentation shall be located sufficiently distant from the tunnel so that the inlet gas temperature remains constant (
(D) Other sample flow handling and/or measurement systems may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(ii)
(
(
(B) The particulate sample transfer tube shall be:
(
(
(
(
(
(C) The secondary dilution air shall be at a temperature of 77°
(D) The secondary-dilution tunnel shall be:
(
(
(
(E) Additional dilution air must be provided so as to maintain a sample temperature of 125 °F (51.7 °C) or less immediately before the primary sample filter.
(F) The primary filter holder shall be located within 12.0 in (30.5 cm) of the exit of the secondary dilution tunnel.
(G) Other sample flow handling and/or measurement systems may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(7)
(ii) Particulate filters must have a minimum diameter of 70 mm (60 mm stain diameter). Larger diameter filters are acceptable.
(iii) The dilute exhaust will be simultaneously sampled by a pair of filters (one primary and one back-up filter) during the cold-start test and by a second pair of filters during the hot-start test. The back-up filter holder shall be located no more than 4 inches (10 cm) downstream of the primary filter holder. The primary and back-up filters shall not be in contact with each other.
(iv) It is recommended that the filter loading should be maximized consistent with other temperature requirements and the requirement to avoid moisture condensation. A filter pair loading of 1 mg is typically proportional to a 0.1 g/bhp-hr emission level. All particulate filters, reference filters, and background filters shall be handled in pairs during all weighing operations for emissions testing.
(8)
(9)
(a)
(b)
(1) The CL requires that the nitrogen dioxide present in the sample be converted to nitric oxide before analysis. Other types of analyzers may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(2) The carbon monoxide (NDIR) analyzer may require a sample conditioning column containing CaSO
(i) If CO instruments are used which are essentially free of CO
(ii) A CO instrument will be considered to be essentially free of CO
(c)
(d)
(a)
(b)
(1) The CL requires that the nitrogen dioxide present in the sample be converted to nitric oxide before analysis. Other types of analyzers may be used if shown to yield equivalent results and if approved in advance by the Administrator.
(2) The carbon monoxide (NDIR) analyzer may require a sample conditioning column containing CaSO
(i) If CO instruments are used which are essentially free of CO
(ii) A CO instrument will be considered to be essentially free of CO
(3)(i) Using a methane analyzer consisting of a gas chromatograph combined with a FID, the measurement of methane shall be done in accordance with SAE Recommended Practice J1151, “Methane Measurement Using Gas Chromatography.” (Incorporated by reference pursuant to § 86.1(b)(2).)
(ii) For natural gas vehicles, the manufacturer has the option of using gas chromatography to measure NMHC through direct quantitation of individual hydrocarbon species. The manufacturer shall conform to standard industry practices and use good engineering judgement.
(c)
(d)
(a)
(2)
(3) The chamber (or room) environment shall be free of any ambient contaminates (such as dust) that would settle on the particulate filters during their stabilization. It is required that at least two unused reference filter pairs remain in the weighing room at all times in covered (to reduce dust contamination) but unsealed (to permit humidity exchange) petri dishes. These reference filter pairs shall be placed in the same general area as the sample filters. These reference filter pairs shall be weighed within 4 hours of, but preferably at the same time as, the sample filter pair weighings.
(4) If the average weight of the reference filter pairs changes between sample filter weighings by more than 40 micrograms, then all sample filters and background filters in the process of stabilization shall be discarded and the emissions tests repeated.
(5) If the room (or chamber) environmental conditions are not met, then the filters shall remain in the conditioning room for at least one hour after correct conditions are met prior to weighing.
(6) The reference filter pairs shall be changed at least once a month, but never between clean and used weighings of a given sample filter pairs. More than one set of reference filter pair may be used. The reference filters shall be the same size and material as the sample filters.
(b)
(a)
(2) Unleaded gasoline representative of commercial gasoline which will be generally available through retail outlets shall be used in service accumulation.
(i) The octane rating of the gasoline used shall be not higher than one Research octane number above the minimum recommended by the manufacturer and have a minimum sensitivity of 7.5 octane numbers, where sensitivity is defined as the Research octane number minus the Motor octane number.
(ii) The Reid Vapor Pressure of the gasoline used shall be characteristic of the motor fuel used during the season in which the service accumulation takes place.
(3) Methanol fuel used for exhaust and evaporative emission testing and in service accumulation of methanol-fueled Otto-cycle engines shall be representative of commercially available methanol fuel and shall consist of at least 50 percent methanol by volume.
(i) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation in accordance with paragraph (a)(3) of this section.
(ii) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(4) Other methanol fuels may be used for testing and service accumulation provided:
(i) They are commercially available, and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service, and
(iii) Use of a fuel listed under paragraph (a)(3) of this section would have a detrimental effect on emissions or durability, and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(5) The specification range of the fuels to be used under paragraphs (a)(2), (a)(3), and (a)(4) of this section shall be reported in accordance with § 86.090-21(b)(3).
(b)
(2) Petroleum fuel for diesel engines meeting the specifications in Table N91-2, or substantially equivalent specifications approved by the Administrator, shall be used in exhaust emissions testing. The grade of petroleum fuel used shall be commercially designated as “Type 2-D” grade diesel fuel except that fuel commercially designated as “Type 1-D” grade diesel fuel may be substituted provided that the manufacturer has submitted evidence to the Administrator demonstrating to the Administrator's satisfaction that this fuel will be the predominant in-use fuel. Such evidence could include such things as copies of signed contracts from customers indicating the intent to purchase and use “Type 1-D” grade diesel fuel as the primary fuel for use in the engines or other evidence acceptable to the Administrator.
(3) Petroleum fuel for diesel engines meeting the specifications in table N91-3, or substantially equivalent specifications approved by the Administrator, shall be used in service accumulation. The grade of petroleum fuel used shall be commercially designated as “Type 2-D” grade diesel fuel except that fuel commercially designated as “Type 1-D” grade diesel fuel may be substituted provided that the manufacturer has submitted evidence to the Administrator demonstrating to the Administrator's satisfaction that this fuel will be the predominant in-use fuel. Such evidence could include such things as copies of signed contracts from customers indicating the intent to purchase and use “Type 1-D” grade diesel fuel as the primary fuel for use in the engines or other evidence acceptable to the Administrator.
(4) Methanol fuel used for exhaust and evaporative emission testing and in service accumulation of methanol-fueled diesel engines shall be representative of commercially available methanol fuel and shall consist of at least 50 percent methanol by volume.
(i) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation in accordance with paragraph (b)(4) of this section.
(ii) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(5) Other fuels may be used for testing and service accumulation provided:
(i) They are commercially available, and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service, and
(iii) Use of a fuel listed under paragraphs (b)(2) and (b)(3) or (b)(4) of this section would have a detrimental effect on emissions or durability, and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(6) The specification range of the fuels to be used under paragraphs (b)(2), (b)(3), (b)(4), and (b)(5) of this section shall be reported in accordance with § 86.090-21(b)(3).
(c) Fuels not meeting the specifications set forth in this section may be used only with the advance approval of the Administrator.
(d)
(2) Manufacturer testing and service accumulation may be performed using only those mixtures (mixtures may be different for exhaust testing, evaporative testing, and service accumulation) expected to result in the highest emissions, provided:
(i) The fuels which constitute the mixture will be used in customer service, and
(ii) Information, acceptable to the Administrator, is provided by the manufacturer to show that the designated fuel mixtures would result in the highest emissions, and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraph (d)(2) of this section shall be reported in accordance with § 86.090-21(b)(3).
(a)
(2)(i) Unleaded gasoline representative of commercial gasoline which will be generally available through retail outlets shall be used in service accumulation.
(ii) The octane rating of the gasoline used shall not be higher than one Research octane number above the minimum recommended by the manufacturer and have a minimum sensitivity of 7.5 octane numbers, where sensitivity is defined as the Research octane number minus the Motor octane number.
(iii) The Reid Vapor Pressure of the gasoline used shall be characteristic of the motor fuel used during the season in which the service accumulation takes place.
(3) The specification range of the gasoline to be used under paragraph (a) of this section shall be reported in accordance with § 86.094-21(b)(3).
(b)
(2) Petroleum fuel for diesel engines meeting the specifications in Table N94-2, or substantially equivalent specifications approved by the Administrator, shall be used in exhaust emissions testing. The grade of petroleum fuel used shall be commercially designated as “Type 2-D” grade diesel fuel except that fuel commercially designated at “Type 1-D” grade diesel fuel may be substituted provided that the manufacturer has submitted evidence to the Administrator demonstrating to the Administrator's satisfaction that this fuel will be the predominant in-use fuel. Such evidence could include such things as copies of signed contracts from customers indicating the intent to purchase and use “Type 1-D” grade diesel fuel as the primary fuel for use in the engines or other evidence acceptable to the Administrator.
(3) Petroleum diesel fuel for diesel engines meeting the specifications in table N94-3, or substantially equivalent specifications approved by the Administrator, shall be used in service accumulation. The grade of petroleum diesel fuel used shall be commercially designated as “Type 2-D” grade diesel fuel except that fuel commercially designated as “Type 1-D” grade diesel fuel may be substituted provided that the manufacturer has submitted evidence to the Administrator demonstrating to the Administrator's satisfaction that this fuel will be the predominant in-use fuel. Such evidence could include such things as copies of signed contracts from customers indicating the intent to purchase and use “Type 1-D” grade diesel fuel as the primary fuel for use in the engines or other evidence acceptable to the Administrator.
(4) Other petroleum distillate fuels may be used for testing and service accumulation provided:
(i) They are commercially available; and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Use of a fuel listed under paragraphs (b)(2) and (b)(3) of this section would have a detrimental effect on emissions or durability; and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(5) The specification range of the fuels to be used under paragraph (b) of this section shall be reported in accordance with § 86.094-21(b)(3).
(c)
(i) Manufacturers shall recommend the methanol fuel to be used for testing and service accumulation.
(ii) The Administrator shall determine the methanol fuel to be used for testing and service accumulation.
(2) Other methanol fuels may be used for testing and service accumulation provided:
(i) They are commercially available; and
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Use of a fuel listed under paragraph (b)(4)(c)(1) of this section would have a detrimental effect on emissions or durability; and
(iv) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraphs (c)(1) and (c)(2) of this section shall be reported in accordance with § 86.094-21(b)(3).
(d)
(2) The fuel mixtures used by the manufacturers shall be sufficient to demonstrate compliance over the full design range, and shall include:
(i) For emission testing:
(A) A petroleum fuel specified in paragraph (a) or paragraph (b) of this section;
(B) A methanol fuel representative of the methanol fuel expected to the found in use.
(ii) For service accumulation, an alternating combination of the fuels specified in paragraphs (a) or (b), and (c) of this section that, based on good engineering judgement, demonstrates the durability of the emissions control system. The combination shall be selected such that the cumulative volumes of both the methanol fuel and the petroleum fuel used shall be at least 25 percent of the total fuel volume. The fuels shall be or alternated at intervals not to exceed 500 hours.
(iii) Or, other combinations for testing and/or service accumulation which demonstrate compliance with the standards over the entire design range of the vehicle, provided that written approval is obtained from the Administrator prior to the start of testing.
(3) The specification range of the fuels to be used under this paragraph (d) shall be reported in accordance with § 86.094-21.
(e)
(2) Natural gas-fuel representative of commercial natural gas-fuel and which will be generally available through retail outlets shall be used in service accumulation.
(3) Other natural gas-fuels may be used for testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(4) The specification range of the fuels to be used under paragraphs (e)(1) and (e)(2) of this section shall be reported in accordance with § 86.094-21(b)(3).
(f)
(i) Manufacturers shall recommend the liquefied petroleum gas-fuel to be used for testing and service accumulation.
(ii) The Administrator shall determine the liquefied petroleum gas-fuel to be used for testing and service accumulation.
(2) Other liquefied petroleum gas-fuels may be used for testing and service accumulation provided:
(i) They are commercially available;
(ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel would be used in customer service; and
(iii) Written approval from the Administrator of the fuel specifications must be provided prior to the start of testing.
(3) The specification range of the fuels to be used under paragraphs (f)(1) and (f)(2) of this section shall be measured in accordance with ASTM D2163-91 and reported in accordance with § 86.094-21(b)(3).
(g) Fuels not meeting the specifications set forth in this section may be used only with the advance approval of the Administrator.
Section 86.1313-98 includes text that specifies requirements that differ from § 86.1313-94. Where a paragraph in § 86.1313-94 is identical and applicable to § 86.1313-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1313-94”.
(a) through (b)(1) [Reserved]. For guidance see § 86.1313-94.
(b)(2) Petroleum fuel for diesel engines meeting the specifications in Table N98-2, or substantially equivalent specifications approved by the Administrator, shall be used in exhaust emissions testing. The grade of petroleum fuel used shall be commercially designated as “Type 2-D” grade diesel fuel except that fuel commercially designated at “Type 1-D” grade diesel fuel may be substituted provided that the manufacturer has submitted evidence to the Administrator demonstrating to the Administrator's satisfaction that this fuel will be the predominant in-use fuel. Such evidence could include such things as copies of signed contracts from customers indicating the intent to purchase and use “Type 1-D” grade diesel fuel as the primary fuel for use in the engines or other evidence acceptable to the Administrator.
(b)(3) through (e) [Reserved]. For guidance see § 86.1313-94.
(a) Gases for the CO and CO
(b) Gases for the hydrocarbon analyzer shall be single blends of propane using air as the diluent.
(c) Gases for the NO
(d) Fuel for the FID shall be a blend of 40
(e) The allowable zero gas (air or nitrogen) impurity concentrations shall not exceed 1 ppm equivalent carbon response, 1 ppm carbon monoxide, 0.04 percent (400 ppm) carbon dioxide and 0.1 ppm nitric oxide.
(f)(1) “Zero-grade air” includes artificial “air” consisting of a blend of nitrogen and oxygen with oxygen concentrations between 18 and 21 mole percent.
(2) Calibration gases shall be accurate to within
(3) Span gases shall be accurate to within
(g) The use of precision blending devices (gas dividers) to obtain the required calibration gas concentrations is acceptable, provided that the blended gases are accurate to within
(a) Gases for the CO and CO
(b) Gases for the hydrocarbon analyzer shall be:
(1) Single blends of propane using air as the diluent; and
(2) Optionally, for response factor determination, single blends of methanol using air as the diluent.
(c) Gases for the methane analyzer shall be single blends of methane using air as the diluent.
(d) Gases for the NO
(e) Fuel for FIDs and HFIDs and methane analyzers shall be a blend of 40
(f) The allowable zero gas (air or nitrogen) impurity concentrations shall not exceed 1 ppm equivalent carbon response, 1 ppm carbon monoxide, 0.04 percent (400 ppm) carbon dioxide and 0.1 ppm nitric oxide.
(g)(1) “Zero-grade air” includes artificial “air” consisting of a blend of nitrogen and oxygen with oxygen concentrations between 18 and 21 mole percent.
(2) Calibration gases (not including methanol) shall be traceable to within one percent of NIST (formerly NBS) gas standards, or other gas standards which have been approved by the Administrator.
(3) Span gases (not including methanol) shall be accurate to within two percent of true concentration, where true concentration refers to NIST (formerly NBS) gas standards, or other gas standards which have been approved by the Administrator.
(4) Methanol in air gases used for response factor determination shall:
(i) Be traceable to within
(ii) Remain within
(h) The use of precision blending devices (gas dividers) to obtain the required calibration gas concentrations
(a) Calibrations shall be performed as specified in §§ 86.1318 through 86.1326.
(b) At least monthly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) Calibrate the hydrocarbon analyzer, carbon dioxide analyzer, carbon monoxide analyzer, oxides of nitrogen analyzer, methanol analyzer and formaldehyde analyzer (certain analyzers may require more frequent calibration depending on the equipment and use). New calibration curves need not be generated each month if the existing curve meets the requirements of §§ 86.1321 through 86.1324.
(2) Calibrate the engine dynamometer flywheel torque and speed measurement transducers, and calculate the feedback signals to the cycle verification equipment.
(3) Check the oxides of nitrogen converter efficiency.
(c) At least weekly or after any maintenance which could alter calibration, the following checks shall be performed:
(1) [Reserved]
(2) Perform a CVS system verification.
(3) Check the shaft torque feedback signal at steady-state conditions by comparing:
(i) Shaft torque feedback to dynamometer beam load, or
(ii) By comparing in-line torque to armature current, or
(iii) By checking the in-line torque meter with a dead weight per § 86.1308(e).
(d) The CVS positive displacement pump or critical flow venturi shall be calibrated following initial installation, major maintenance or as necessary when indicated by the CVS system verification (described in § 86.1319).
(e) Sample conditioning columns, if used in the CO analyzer train, should be checked at a frequency consistent with observed column life or when the indicator of the column packing begins to show deterioration.
(f)
(a) Calibrations shall be performed as specified in §§ 86.1318 through 86.1326.
(b) At least monthly or after any maintenance which could alter calibration, the following calibrations and checks shall be performed:
(1) Calibrate the hydrocarbon analyzer, carbon dioxide analyzer, carbon monoxide analyzer, and oxides of nitrogen analyzer (certain analyzers may require more frequent calibration depending on the equipment and use). New calibration curves need not be generated each month if the existing curve meets the requirements of §§ 86.1321 through 86.1324.
(2) Calibrate the engine dynamometer flywheel torque and speed measurement transducers, and calculate the feedback signals to the cycle verification equipment.
(3) Check the oxides of nitrogen converter efficiency.
(c) At least weekly or after any maintenance which could alter calibration, the following checks shall be performed:
(1) Perform a CVS system verification.
(2) Check the shaft torque feedback signal at steady-state conditions by comparing:
(i) Shaft torque feedback to dynamometer beam load; or
(ii) By comparing in-line torque to armature current; or
(iii) By checking the in-line torque meter with a dead weight per § 86.1308(e).
(d) The CVS positive displacement pump or critical flow venturi shall be calibrated following initial installation, major maintenance or as necessary when indicated by the CVS system verification (described in § 86.1319).
(e) Sample conditioning columns, if used in the CO analyzer train, should be checked at a frequency consistent with observed column life or when the indicator of the column packing begins to show deterioration.
(f) For diesel fuel testing only. The carbon monoxide analyzer shall be calibrated at least every two months or after any maintenance which could alter calibration.
(a) The engine flywheel torque and engine speed measurement transducers shall be calibrated at least once each month with the calibration equipment described in § 86.1308-84.
(b) The engine flywheel torque feedback signals to the cycle verification equipment shall be electronically checked before each test, and adjusted as necessary.
(c) Other engine dynamometer system calibrations shall be performed as dictated by good engineering practice.
(d) When calibrating the engine flywheel torque transducer, any lever arm used to convert a weight or a force through a distance into a torque shall be used in a horizontal position (
(e) Calibrated resistors may not be used for engine flywheel torque transducer calibration, but may be used to span the transducer prior to engine testing.
(a) The CVS is calibrated using an accurate flowmeter and restrictor valve. The flowmeter calibration shall be traceable to the NBS, and will serve as the reference value (NBS “true” value) for the CVS calibration. (Note: In no case should an upstream screen or other restriction which can affect the flow be used ahead of the flowmeter unless calibrated throughout the flow range with such a device.) The CVS calibration procedures are designed for use of a “metering venturi” type flowmeter. Large radius or ASME flow nozzles are considered equivalent if traceable to NBS measurements. Other measurement systems may be used if shown to be equivalent under the test conditions in this action and traceable to NBS measurements. Measurements of the various flowmeter parameters are recorded and related to flow through the CVS. Procedures used by EPA for both PDP- and CFV-CVS's are outlined below. Other procedures yielding equivalent results may be used if approved in advance by the Administrator.
(b) After the calibration curve has been obtained, verification of the entire system may be performed by injecting a known mass of gas into the system and comparing the mass indicated by the system to the true mass injected. An indicated error does not necessarily mean that the calibration is wrong, since other factors can influence the accuracy of the system (e.g., analyzer calibration, leaks, or HC hangup). A verification procedure is found in paragraph (e) of this section.
(c)
(i) All the parameters related to the pump are simultaneously measured with the parameters related to a flowmeter which is connected in series with the pump.
(ii) The calculated flow rate, ft
(iii) The linear equation which relates the pump flow and the correlation function is then determined.
(iv) In the event that a CVS has a multiple speed drive, a calibration for each range used must be performed.
(2) This calibration procedure is based on the measurement of the absolute values of the pump and flowmeter parameters that relate the flow rate at each point. Two conditions must be
(i) The temperature stability must be maintained during calibration. (Flowmeters are sensitive to inlet temperature oscillations; this can cause the data points to be scattered. Gradual changes in temperature are acceptable as long as they occur over a period of several minutes.)
(ii) All connections and ducting between the flowmeter and the CVS pump must be absolutely void of leakage.
(3) During an exhaust emission test the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation.
(4) Connect a system as shown in Figure N84-6. Although particular types of equipment are shown, other configurations that yield equivalent results may be used if approved in advance by the Administrator. For the system indicated, the following measurements and accuracies are required:
(5) After the system has been connected as shown in Figure N84-6, set the variable restrictor in the wide open position and run the CVS pump for 20 minutes. Record the calibration data.
(6) Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression that will yield a minimum of six data points for the total calibration. Allow the system to stabilize for 3 minutes and repeat the data acquisition.
(7)
(ii) The air flow rate is then converted to pump flow, V
(iii) The correlation function at each test point is then calculated from the calibration data.
(iv) A linear least squares fit is performed to generate the calibration equation which has the form:
V
D
(8) A CVS system that has multiple speeds should be calibrated on each speed used. The calibration curves generated for the ranges will be approximately parallel and the intercept values, D
(9) If the calibration has been performed carefully, the calculated values from the equation will be within
(d)
(2) The manufacturer's recommended procedure shall be followed for calibrating electronic portions of the CFV.
(3) Measurements necessary for flow calibration are as follows:
(4) Set up equipment as shown in Figure N84-7 and eliminate leaks. (Leaks between the flow measuring devices and the critical flow venturi will seriously affect the accuracy of the calibration.)
(5) Set the variable flow restrictor to the open position, start the blower, and allow the system to stabilize. Record data from all instruments.
(6) Vary the flow restrictor and make at least eight readings across the critical flow range of the venturi.
(7)
(i) The air flow rate, Qs, at each test point is calculated in standard cubic feet per minute from the flow meter data using the manufacturer's prescribed method.
(ii) Calculate values of the calibration coefficient for each test point:
(iii) Plot K
(iv) For a minimum of 8 points in the critical region calculate an average K
(v) If the standard deviation exceeds 0.3 percent of the average K
(e)
(1) Obtain a small cylinder that has been charged with pure propane.
(2) Determine the weight of the reference propane cylinder to an accuracy of
(3) Operate the CVS in the normal manner and release a quantity of pure propane into the system during the sampling period (approximately 5 minutes).
(4) The calculations of § 86.1342 are performed in the normal way except in the case of propane. The density of propane (17.30 g/ft
(5) The gravimetric mass is subtracted from the CVS measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
(6) Good engineering practice requires that the cause for any discrepancy greater than
(a) The CVS is calibrated using an accurate flowmeter and restrictor valve. The flowmeter calibration shall be traceable to the NBS, and will serve as the reference value (NBS “true” value) for the CVS calibration. (
(b) After the calibration curve has been obtained, verification of the entire system may be performed by injecting a known mass of gas into the system and comparing the mass indicated by the system to the true mass injected. An indicated error does not necessarily mean that the calibration is wrong, since other factors can influence the accuracy of the system (
(c)
(i) All the parameters related to the pump are simultaneously measured with the parameters related to a flowmeter which is connected in series with the pump.
(ii) The calculated flow rate, ft
(iii) The linear equation which relates the pump flow and the correlation function is then determined.
(iv) In the event that a CVS has a multiple speed drive, a calibration for each range used must be performed.
(2) This calibration procedure is based on the measurement of the absolute values of the pump and flowmeter parameters that relate the flow rate at each point. Two conditions must be maintained to assure the accuracy and integrity of the calibration curve:
(i) The temperature stability must be maintained during calibration. (Flowmeters are sensitive to inlet temperature oscillations; this can cause the data points to be scattered. Gradual changes in temperature are acceptable as long as they occur over a period of several minutes.)
(ii) All connections and ducting between the flowmeter and the CVS pump must be absolutely void of leakage.
(3) During an exhaust emission test the measurement of these same pump
(4) Connect a system as shown in Figure N84-6. Although particular types of equipment are shown, other configurations that yield equivalent results may be used if approved in advance by the Administrator. For the system indicated, the following measurements and accuracies are required:
(5) After the system has been connected as shown in Figure N84-6, set the variable restrictor in the wide open position and run the CVS pump for 20 minutes. Record the calibration data.
(6) Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression that will yield a minimum of six data points for the total calibration. Allow the system to stabilize for 3 minutes and repeat the data acquisition.
(7)
(i) The air flow rate, Q
(ii) The air flow rate is then converted to pump flow, V
(A) V
(B) Q
(C) n = Pump speed in revolutions per minute.
(D) T
(E) P
= P
= PB − PPI for SI units.
(F) P
(G) PPI = Pump inlet depression, in. fluid (kPa).
(H) Sp.Gr. = Specific gravity of manometer fluid.
(iii) The correlation function at each test point is then calculated from the calibration data:
(A) X
(B) D
= P
(C) P
= P
= P
(D) PPO = Pressure head at pump outlet, in. fluid (kPa).
(iv) A linear least squares fit is performed to generate the calibration equation which has the form:
V
D
(8) A CVS system that has multiple speeds should be calibrated on each speed used. The calibration curves generated for the ranges will be approximately parallel and the intercept values, D
(9) If the calibration has been performed carefully, the calculated values from the equation will be within
(d)
(i) Q
(ii) K
(iii) P = absolute pressure.
(iv) T = absolute temperature.
The calibration procedure described in paragraph (d)(3) of this section establishes the value of the calibration coefficient at measured values of pressure, temperature and air flow.
(2) The manufacturer's recommended procedure shall be followed for calibrating electronic portions of the CFV.
(3) Measurements necessary for flow calibration are as follows:
(4) Set up equipment as shown in Figure N84-7 and eliminate leaks. (Leaks between the flow measuring devices and the critical flow venturi will seriously affect the accuracy of the calibration.)
(5) Set the variable flow restrictor to the open position, start the blower, and allow the system to stabilize. Record data from all instruments.
(6) Vary the flow restrictor and make at least eight readings across the critical flow range of the venturi.
(7)
(i) The air flow rate, Q
(ii) Calculate values of the calibration coefficient for each test point:
(A) Q
(B) T
(C) P
= P
= P
(D) PPI = Venturi inlet pressure depression, in. fluid (kPa).
(E) Sp.Gr. = Specific gravity of manometer fluid.
(iii) Plot K
(iv) For a minimum of 8 points in the critical region calculate an average K
(v) If the standard deviation exceeds 0.3 percent of the average K
(e)
(1) Obtain a small cylinder that has been charged with pure propane or carbon monoxide gas (CAUTION—carbon monoxide is poisonous).
(2) Determine a reference cylinder weight to the nearest 0.01 grams.
(3) Operate the CVS in the normal manner and release a quantity of pure propane into the system during the sampling period (approximately 5 minutes).
(4) Following completion of step (3) above (if methanol injection is required), continue to operate the CVS in the normal manner and release a known quantity of pure methanol (in gaseous form) into the system during the sampling period (approximately five minutes). This step does not need to be performed with each verification, provided that it is performed at least twice annually.
(5) The calculations of § 86.1342 are performed in the normal way except in the case of propane. The density of propane (17.30 g/ft
(6) The gravimetric mass is subtracted from the CVS measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
(7) The cause for any discrepancy greater than
(8) The Administrator, upon request, may waive the requirement to comply with
(i) The Administrator determines that compliance with these specified tolerances is not practically feasible; and
(ii) The manufacturer makes information available to the Administrator which indicates that the calibration tests and their results are consistent with good laboratory practice, and that the results are consistent with the results of calibration testing conducted by the Administrator.
(a) Sampling for particulate, methanol and formaldehyde emissions requires the use of gas meters or flow instrumentation to determine flow through the particulate filters, methanol impingers and formaldehyde impingers. These instruments shall receive initial and periodic calibrations as follows:
(1)(i) Install a calibration device in series with the instrument. A critical flow orifice, a bellmouth nozzle, or a laminar flow element or an NBS traceable flow calibration device is required as the standard device.
(ii) The flow system should be checked for leaks between the calibration and sampling meters, including any pumps that may be part of the system, using good engineering practice.
(2) Flow air through the calibration system at the sample flow rate used for particulate, methanol, and formaldehyde testing and at the backpressure which occurs during the sample test.
(3) When the temperature and pressure in the system have stabilized, measure the indicated gas volume over a time period of at least five minutes or until a gas volume of at least
(4) Calculate air flow at standard conditions as measured by both the standard device and the instrument(s). (Standard conditions are defined as 68 °F (20 °C) and 29.92 in Hg (101.3 kPa).)
(5) Repeat the procedures of paragraphs (a) (2) through (4) of this section using at least two flow rates which bracket the typical operating range.
(6) If the air flow at standard conditions measured by the instrument differs by
(i) Mechanically adjust the instrument so that it agrees with the calibration measurement at the specified flow rates using the criteria of paragraph (a)(6) of this section, or
(ii) Develop a continuous best fit calibration curve for the instrument (as a function of the calibration device flow measurement) from the calibration points to determine corrected flow. The points on the calibration curve relative to the calibration device measurements must be within
(7) For double dilution systems, the accuracy of the secondary dilution flow measurement device should be within
(b)
The FID hydrocarbon analyzer shall receive the following initial and periodic calibration. The HFID used with petroleum-fueled diesel engines shall be operated to a set point
(a)
(1) Follow good engineering practices for initial instrument start-up and basic operating adjustment using the
(2) Optimize the FID's response on the most common operating range. The response is to be optimized with respect to fuel pressure or flow while meeting the analyzer response time given in § 86.1310(b)(3)(vii)(A) for continuous HC measurement. Efforts shall be made to minimize response variations to different hydrocarbon species that are expected to be in the exhaust. Good engineering judgement is to be used to trade off optimal FID response to propane-in-air against reductions in relative responses to other hydrocarbons. A good example of trading off response on propane for relative responses to other hydrocarbon species is given in Society of Automotive Engineers (SAE) Paper No. 770141, “Optimization of Flame Ionization Detector for Determination of Hydrocarbon in Diluted Automotive Exhausts”; author Glenn D. Reschke. It is also required that the response be set to optimum condition with respect to air flow and sample flow. Heated Flame Ionization Detectors (HFIDs) must be at their specified operating temperature.
(3) One of the following procedures is to be used for FID or HFID optimization:
(i) Use the procedures outlined in Society of Automotive Engineers (SAE) paper No. 770141, “Optimization of Flame Ionization Detector for Determination of Hydrocarbons in Diluted Automobile Exhaust”; author, Glenn D. Reschke, as an example.
(ii) The HFID optimization procedures outlined in 40 CFR part 86, subpart D, § 86.331-79(c).
(iii) Alternative procedures may be used if approved in advance by the Administrator.
(iv) The procedures specified by the manufacturer of the FID or HFID.
(4) After the optimum fuel, air, and sample pressures or flow rates have been determined, they shall be recorded for future reference.
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon analyzer with zero-grade air.
(3) Calibrate on each used operating range with a minimum of 6, approximately equally spaced, propane-in-air calibration gases (e.g., 15, 30, 45, 60, 75, and 90 percent of that range). For each range calibrated, if the deviation from a least-squares best-fit straight line is within
(c)
(1) The bag sample of methanol for analysis in the FID shall be prepared using the apparatus shown in Figure N90-10. A known volume of methanol is injected, using a microliter syringe, into the heated mixing zone (250 °F (121 °C)) of the apparatus. The methanol is vaporized and swept into the sample bag with a known volume of zero-grade air measured by a dry gas meter.
(2) The bag sample is analyzed using the FID.
(3) The FID response factor, r, is calculated as follows:
The FID hydrocarbon analyzer shall receive the following initial and periodic calibration. The HFID used with petroleum-fueled, natural gas-fueled and liquefied petroleum gas-fueled diesel engines shall be operated to a set point
(a) Initial and periodic optimization of detector response. Prior to introduction into service and at least annually thereafter, the FID hydrocarbon analyzer shall be adjusted for optimum hydrocarbon response.
(1) Follow good engineering practices for initial instrument start-up and basic operating adjustment using the appropriate fuel (see § 86.1314) and zero-grade air.
(2) Optimize the FID's response on the most common operating range. The response is to be optimized with respect to fuel pressure or flow while meeting the analyzer response time given in § 86.1310(b)(3)(vii)(A) for continuous HC measurement. Efforts shall be made to minimize response variations to different hydrocarbon species that are expected to be in the exhaust. Good engineering judgement is to be used to trade off optimal FID response to propane-in-air against reductions in relative responses to other hydrocarbons. A good example of trading off response on propane for relative responses to other hydrocarbon species is given in Society of Automotive Engineers (SAE) Paper No. 770141, “Optimization of Flame Ionization Detector for Determination of Hydrocarbon in Diluted Automotive Exhausts”; author Glenn D. Reschke. It is also required that the response be set to optimum condition with respect to air flow and sample flow. Heated Flame Ionization Detectors (HFIDs) must be at their specified operating temperature.
(3) One of the following procedures is to be used for FID or HFID optimization:
(i) Use the procedures outlined in Society of Automotive Engineers (SAE) paper number 770141, “Optimization of Flame Ionization Detector for Determination of Hydrocarbons in Diluted Automobile Exhaust”; author, Glenn D. Reschke, as an example. Available from Society of Automotive Engineers International, 400 Commonwealth Dr., Warrendale, PA 15096-0001.
(ii) The procedure listed in subpart D, § 86.331-79(c) of this part.
(iii) The procedures specified by the manufacturer of the FID or HFID.
(iv) Alternative procedures may be used if approved in advance by the Administrator.
(4) After the optimum fuel, air and sample pressures or flow rates have been determined, they shall be recorded for future reference.
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon analyzer with zero-grade air.
(3) Calibrate on each used operating range with a minimum of 6, approximately equally spaced, propane-in-air calibration gases (e.g., 15, 30, 45, 60, 75, and 90 percent of that range). For each range calibrated, if the deviation from a least-squares best-fit straight line is within
(c)
(1) The bag sample of methanol for analysis in the FID, if used, shall be prepared using the apparatus shown in Figure N94-10. A known volume of methanol is injected, using a microliter syringe, into the heated mixing zone (250 °F (121 °C)) of the apparatus. The methanol is vaporized and swept into the sample bag with a known volume of zero grade air measured by a gas flow meter meeting the specifications of § 86.1320.
(2) The bag sample is analyzed using the FID.
(3) The FID response factor, r, is calculated as follows:
r=FIDppm/SAMppm
Where:
(i) r=FID response factor.
(ii) FIDppm=FID reading in ppmC.
(iii) SAMppm=methanol concentration in the sample bag, or gas bottle, in ppmC. SAMppm for sample bags:
(iv) 0.02406=volume of one mole at 29.92 in Hg and 68 °F, m
(v) Fuel injected = volume of methanol injected, ml.
(vi) Fuel density=density of methanol, 0.7914 g/ml.
(vii) Air volume=volume of zero-grade air, m
(viii) Mol. Wt. CH3OH=32.04.
(d)
(1) r
(2) FIDppm=FID reading in ppmC.
(3) SAMppm=the known methane concentration in ppmC.
The NDIR carbon monoxide analyzer shall receive the following initial and periodic calibration.
(a)
(1) Follow good engineering practices for instrument start-up and operation. Adjust the analyzer to optimize performance on the most sensitive range to be used.
(2) Zero the carbon monoxide analyzer with either zero-grade air or zero-grade nitrogen.
(3) Bubble a mixture of 3 percent CO
(4) An analyzer response of more than 1 percent of full scale for ranges above 300 ppm full scale or more than 3 ppm on ranges below 300 ppm full scale requires corrective action. (Use of conditioning columns is one form of corrective action which may be taken.)
(b)
(1) Adjust the analyzer to optimize performance.
(2) Zero the carbon monoxide analyzer with either zero-grade air or zero-grade nitrogen.
(3) Calibrate on each used operating range with a minimum of 6, approximately equally spaced, carbon monoxide-in-N
(c) The initial and periodic interference, system check, and calibration test procedures specified in 40 CFR part 86, subpart D may be used in lieu of the procedures specified in this section.
The chemiluminescent oxides of nitrogen analyzer shall receive the following initial and periodic calibration.
(a) Prior to introduction into service and at least monthly thereafter, the chemiluminescent oxides of nitrogen
(1) Follow good engineering practices for instrument start-up and operation. Adjust the analyzer to optimize performance.
(2) Zero the oxides of nitrogen analyzer with zero-grade air or zero-grade nitrogen.
(3) Connect the outlet of the NO
(4) Introduce into the NO
(5) With the oxides of nitrogen analyzer in the NO mode, record the concentration of NO indicated by the analyzer.
(6) Turn on the NO
(7) Switch the NO
(8) Switch the oxides of nitrogen analyzer to the NO
(9) Switch off the NO
(10) Turn off the NO
(11) Calculate the efficiency of the NO
(b)
(1) Adjust analyzer to optimize performance.
(2) Zero the oxides of nitrogen analyzer with zero-grade air or zero-grade nitrogen.
(3) Calibrate on each used operating range with a minimum of 6, approximately equally spaced, NO-in-N
(c) The initial and periodic interference, system check, and calibration test procedures specified in 40 CFR part 86, subpart D, may be used in lieu of the procedures specified in this section.
(d) When testing methanol-fueled engines it may be necessary to clean the analyzer frequently to prevent interference with NO
Prior to its introduction into service and monthly thereafter, the NDIR carbon dioxide analyzer shall be calibrated as follows:
(a) Follow good engineering practices for instrument start-up and operation. Adjust the analyzer to optimize performance.
(b) Zero the carbon dioxide analyzer with either zero-grade air or zero-grade nitrogen.
(c) Calibrate on each used operating range with a minimum of 6, approximately equally spaced, carbon dioxide-in-N
(d) The initial and periodic interference, system check, and calibration test procedures specified in 40 CFR part 86, subpart D, may be used in lieu of the procedures in this section.
Prior to introduction into service and monthly thereafter, the methane analyzer shall be calibrated:
(a) Follow the manufacturer's instructions for instrument startup and operation. Adjust the analyzer to optimize performance.
(b) Zero the methane analyzer with zero-grade air.
(c) Calibrate on each used operating range with a minimum of 6, approximately equally spaced, CH4 in air calibration gases (e.g., 15, 40, 45, 60, 75, and 90 percent of that range). For each range calibrated, if the deviation from a least-squares best-fit straight line is within
Other test equipment used for testing shall be calibrated as often as required by the manufacturer or as necessary according to good practice. Specific equipment requiring calibration is the gas chromatograph and flame ionization detector used in measuring methanol and the high pressure liquid chromatograph (HPLC) and ultraviolet detector for measuring formaldehyde.
(a) The engine dynamometer test procedure is designed to determine the brake specific emissions of hydrocarbons, nonmethane hydrocarbons carbon monoxide, oxides of nitrogen, particulate, methanol and formaldehyde, as applicable. The test procedure consists of a “cold” start test following either natural or forced cool-down periods described in §§ 86.1334 and 86.1335, respectively. A “hot” start test follows the “cold” start test after a hot soak of 20 minutes. The idle test of subpart P of this part may be run after the “hot” start test. The exhaust emissions are diluted with ambient air and a continuous proportional sample is collected for analysis during both the cold- and hot-start tests. The composite samples collected are analyzed either in bags or continuously for hydrocarbons (HC), methane (CH
(b) Engine torque and rpm command set points shall be issued at 5 (10 Hz recommended) Hz or greater during both the cold and hot start tests. Feedback engine torque and rpm shall be recorded at least once every second during the test.
(c) Using the torque and rpm feedback signals the brake horsepower is
(d)(1) When an engine is tested for exhaust emissions or is operated for service accumulation on an engine dynamometer, the complete engine shall be tested, with all emission control devices installed and functioning.
(2) Evaporative emission controls need not be connected if data are provided to show that normal operating conditions are maintained in the engine induction system.
(3) On air-cooled engines, the fan shall be installed.
(4) Additional accessories (
(5) The engine may be equipped with a production type starter.
(e) Means of engine cooling which will maintain the engine operating temperatures (
(f)
(1)
(2)
(i) The engine exhaust system shall meet the following requirements:
(A) The total length of the tubing from the exit of the engine exhaust manifold, turbocharger outlet or aftertreatment device to the primary dilution tunnel shall not exceed 32 feet (9.8 m).
(B) The initial portion of the exhaust system may consist of a typical in-use (i.e., length, diameter, material, etc.) chassis-type exhaust system.
(C) The distance from the exhaust manifold flange(s) or turbocharger outlet to any exhaust aftertreatment device shall be the same as in the vehicle configuration or within the distance specifications provided by the manufacturer.
(D) For engines which are not equipped with exhaust aftertreatment devices, all tubing in excess of 12 feet (3.7 m) from the exit of the turbocharger or exhaust manifold shall be insulated. For engines equipped with exhaust aftertreatment devices, all tubing after the aftertreatment device which is in excess of 12 feet (3.7 m) shall be insulated.
(E) If the tubing is required to be insulated, the radial thickness of the insulation must be at least 1.0 inch (25 mm). The thermal conductivity of the insulating material must have a value no greater than 0.75 BTU-in/hr/ft
(F) A smoke meter or other instrumentation may be inserted into the exhaust system tubing. If this option is exercised in the insulated portion of the tubing, then a minimal amount of tubing not to exceed 18 inches may be left uninsulated. However, no more than 12 feet (3.66 m) of tubing can be left uninsulated in total, including the length at the smoke meter.
(ii) The facility-type exhaust system shall meet the following requirements:
(A) It must be composed of smooth tubing made of typical in-use steel or stainless steel. This tubing shall have a maximum inside diameter of 6.0 in (15 cm).
(B) Short sections (altogether not to exceed 20 percent of the entire tube length) of flexible tubing at connection points are allowed.
(a) The engine dynamometer test procedure is designed to determine the brake specific emissions of hydrocarbons, nonmethane hydrocarbons (for natural gas-fueled engines only), carbon monoxide, oxides of nitrogen, particulate (petroleum-fueled, natural gas-fueled, liquefied petroleum gas-fueled and methanol-fueled diesel engines), and methanol and formaldehyde (for methanol-fueled diesel engines). The test procedure consists of a “cold” start test following either natural or forced cool-down periods described in §§ 86.1334 and 86.1335, respectively. A “hot” start test follows the “cold” start test after a hot soak of 20 minutes. The idle test of subpart P may be run after the “hot” start test. The exhaust emissions are diluted with ambient air and a continuous proportional sample is collected for analysis during both the cold- and hot-start tests. The composite samples collected are analyzed either in bags or continuously for hydrocarbons (HC), methane (CH
(b) Engine torque and rpm command set points shall be issued at 5 (10 Hz recommended) Hz or greater during both the cold and hot start tests. Feedback engine torque and rpm shall be recorded at least once every second during the test.
(c) Using the torque and rpm feedback signals the brake horsepower is integrated with respect to time for the cold and hot cycles. This produces a brake horsepower-hour value that enables the brake-specific emissions to be determined (see § 86.1342, Calculations, gaseous exhaust emissions; and § 86.1343, Calculations, particulate exhaust emissions).
(d)(1) When an engine is tested for exhaust emissions or is operated for service accumulation on an engine dynamometer, the complete engine shall be tested, with all emission control devices installed and functioning.
(2) Evaporative emission controls need not be connected if data are provided to show that normal operating conditions are maintained in the engine induction system.
(3) On air-cooled engines, the fan shall be installed.
(4) Additional accessories (
(5) The engine may be equipped with a production type starter.
(e) Means of engine cooling which will maintain the engine operating
(f)
(1)
(2)
(i) The engine exhaust system shall meet the following requirements:
(A) The total length of the tubing from the exit of the engine exhaust manifold, turbocharger outlet or aftertreatment device to the primary dilution tunnel shall not exceed 32 feet (9.8 m).
(B) The initial portion of the exhaust system may consist of a typical in-use (i.e., length, diameter, material, etc.) chassis-type exhaust system.
(C) The distance from the exhaust manifold flange(s) or turbocharger outlet to any exhaust aftertreatment device shall be the same as in the vehicle configuration or within the distance specifications provided by the manufacturer.
(D) For engines which are not equipped with exhaust aftertreatment devices, all tubing in excess of 12 feet (3.7 m) from the exit of the turbocharger or exhaust manifold shall be insulated. For engines equipped with exhaust aftertreatment devices, all tubing after the aftertreatment device which is in excess of 12 feet (3.7 m) shall be insulated.
(E) If the tubing is required to be insulated, the radial thickness of the insulation must be at least 1.0 inch (25 mm). The thermal conductivity of the insulating material must have a value no greater than 0.75 BTU-in/hr/ft
(F) A smoke meter or other instrumentation may be inserted into the exhaust system tubing. If this option is exercised in the insulated portion of the tubing, then a minimal amount of tubing not to exceed 18 inches may be left uninsulated. However, no more than 12 feet (3.66 m) of tubing can be left uninsulated in total, including the length at the smoke meter.
(ii) The facility-type exhaust system shall meet the following requirements:
(A) It must be composed of smooth tubing made of typical in-use steel or stainless steel. This tubing shall have a maximum inside diameter of 6.0 in (15 cm).
(B) Short sections (altogether not to exceed 20 percent of the entire tube length) of flexible tubing at connection points are allowed.
(a) The engine dynamometer test procedure is designed to determine the brake specific emissions of hydrocarbons, nonmethane hydrocarbons, carbon monoxide, oxides of nitrogen,
(b) Engine torque and rpm command set points shall be issued at 5 (10 Hz recommended) Hz or greater during both the cold and hot start tests. Feedback engine torque and rpm shall be recorded at least once every second during the test.
(c) Using the torque and rpm feedback signals, integrate the brake horsepower with respect to time for the cold and hot cycles. This produces a brake horsepower-hour value that enables the brake-specific emissions to be determined (see §§ 86.1342 and 86.1343).
(d)(1) When an engine is tested for exhaust emissions or is operated for service accumulation on an engine dynamometer, the complete engine shall be tested, with all emission control devices installed and functioning.
(2) For gasoline- and methanol-fueled engines, evaporative emission canisters must be loaded with fuel vapors and connected to the engine. The canisters used for testing must be of the same design as those used in engine applications.
(3) On air-cooled engines, the fan shall be installed.
(4) Additional accessories (e.g., oil cooler, alternators, air compressors, etc.) may be installed or their loading simulated if typical of the in-use application.
(5) The engine may be equipped with a production-type starter.
(e) Means of engine cooling that will maintain the engine operating temperatures (e.g., temperatures of intake air, oil, water, etc.) at approximately the same temperature as specified by the manufacturer shall be used. An auxiliary fan(s) may be used to maintain engine cooling during operation on the dynamometer. Rust inhibitors and lubrication additives may be used, up to the levels recommended by the additive manufacturer. Antifreeze mixtures and other coolants typical of those approved for use by the manufacturer may be used.
(f)
(1)
(2) Petroleum-fueled and methanol-fueled diesel engines. Either a chassis-type or a facility-type exhaust system or both systems simultaneously may be used. If the engine is equipped with an exhaust aftertreatment device, the exhaust pipe must be the same diameter as found in-use for at least 4 pipe diameters upstream to the inlet of the beginning of the expansion section containing the aftertreatment device. The
(i) The engine exhaust systems shall meet the following requirements:
(A) The total length of the tubing from the exit of the engine exhaust manifold, turbocharger outlet or aftertreatment device to the primary dilution tunnel shall not exceed 32 feet (9.8 m).
(B) The initial portion of the exhaust system may consist of a typical in-use (i.e., length, diameter, material, etc.) chassis-type exhaust system.
(C) The distance from the exhaust manifold flange(s) or turbocharger outlet to any exhaust aftertreatment device shall be the same as in the vehicle configuration or within the distance specifications provided by the manufacturer.
(D) For engines which are not equipped with exhaust aftertreatment devices, all tubing in excess of 12 feet (3.7 m) from the exit of the turbocharger or exhaust manifold shall be insulated. For engines equipped with exhaust aftertreatment devices, all tubing after the aftertreatment device which is in excess of 12 feet (3.7 m) shall be insulated.
(E) If the tubing is required to be insulated, the radial thickness of the insulation must be at least 1.0 inch (25 mm). The thermal conductivity of the insulating material must have a value no greater than 0.75 BTU-in/hr/ft
(F) A smoke meter or other instrumentation may be inserted into the exhaust system tubing. If this option is exercised in the insulated portion of the tubing, then a minimal amount of tubing not to exceed 18 inches may be left uninsulated. However, no more than 12 feet (3.66 m) of tubing can be left uninsulated in total, including the length at the smoke meter.
(ii) The facility-type exhaust system shall meet the following requirements:
(A) It must be composed of smooth tubing made of typical in-use steel or stainless steel. This tubing shall have a maximum inside diameter of 6.0 in (15 cm).
(B) Short sections (altogether not to exceed 20 percent of the entire tube length) of flexible tubing at connection points are allowed.
Section 86.1327-98 includes text that specifies requirements that differ from § 86.1327-96. Where a paragraph in § 86.1327-96 is identical and applicable to § 86.1327-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1327-96”.
(a) through (d)(3) [Reserved]. For guidance see § 86.1327-96.
(d)(4) Additional accessories (e.g., oil cooler, alternators, air compressors, etc.) may be installed or their loading simulated if typical of the in-use application. This loading shall be parasitic in nature and, if used, shall be applied during all engine testing operations, including mapping. The accessory work performed shall not be included in the integrated work used in emissions calculations.
(d)(5) through (f) [Reserved]. For guidance see § 86.1327-96.
(a) The test sequence shown in Figure N84-10 shows the major steps of the test procedure.
(b)
(2) For engines with auxiliary emission control devices which sense or detect ambient air temperature and operate at 68 °F or higher, the test cell ambient air temperature and the temperature of the engine intake air shall be maintained at 77 °F
(3) For engines which are not equipped with temperature dependent auxiliary emission control devices, the test cell ambient air temperature and the temperature of the engine intake air shall be greater than 20
(4) The only exceptions to these temperatures are as noted in § 86.1335-84.
(5) For engines equipped with an air-to-air intercooler (or any other low temperature charge air cooling device) between the turbocharger compressor and the intake manifold, the procedure for simulating the device in the transient dynamometer test facilities shall follow the SAE Recommended Practice J1937, “Engine Testing with Low Temperature Charge Air Cooling System in a Dynamometer Test Cell.”
(c) No control of ambient air, engine intake air or CVS dilution air humidity is required.
(d) The idle test of subpart P may be run after completion of the hot start exhaust emission test, if applicable.
(e) The barometric pressure observed during the generation of the maximum torque curve shall not deviate more than 1 inch Hg from the value measured at the beginning of the map. The average barometric pressure observed during the exhaust emission test must be within 1 inch Hg of the average observed during the maximum torque curve generation.
(f)
(ii) Inlet depression and exhaust backpressure shall be set with the engine operating at rated speed and wide open throttle, except for the case of inlet depression for naturally aspirated
(iii) The location at which the inlet depression and exhaust backpressure is measured shall be specified by the manufacturer.
(iv) The settings shall take place during the final mode of the preconditioning prior to determining the maximum torque curve.
(2)(i) The temperature of the inlet fuel to the engine shall not exceed 110 °F (or 130 °F during the first 10 seconds of the hot start test).
(ii) The pressure of the inlet fuel and the point at which it is measured shall be specified by the manufacturer.
(g) Pre-test engine measurements (e.g., governed diesel-fueled engine high idle speed, diesel-fueled engine fuel flows, etc.), pre-test engine performance checks (e.g., verification of actual rated rpm, etc.) and pre-test system calibrations (e.g., inlet and exhaust restrictions, etc.) shall be made prior to generation of the maximum torque curve. This can be done during engine preconditioning, or at the manufacturer's convenience subject to the requirements of good engineering practice.
(a) The test sequence shown in Figure N84-10 shows the major steps of the test procedure.
(b)
(2) For engines with auxiliary emission control devices which sense or detect ambient air temperature and operate at 68 °F or higher, the test cell ambient air temperature and the temperature of the engine intake air shall be maintained at 77 °F
(3) For engines which are not equipped with temperature dependent auxiliary emission control devices, the test cell ambient air temperature and the temperature of the engine intake air shall be greater than 68 °F (20 °C). No corrections will be made in test results or measured engine power if 86 °F (30 °C) is exceeded.
(4) The only exceptions to these temperatures are as noted in § 86.1335.
(5) For engines equipped with an air-to-air intercooler (or any other low temperature charge air cooling device) between the turbocharger compressor and the intake manifold, the procedure for simulating the device in the transient dynamometer test facilities shall follow the SAE Recommended Practice J1937, “Engine Testing with Low Temperature Charge Air Cooling System in a Dynamometer Test Cell.”
(c) No control of ambient air, engine intake or CVS dilution air humidity is required (dehumidification of the dilution air prior to entering the CVS is allowed).
(d) The idle test of subpart P may be run after completion of the hot start exhaust emission test, if applicable.
(e) The barometric pressure observed during the generation of the maximum torque curve shall not deviate more than 1 in. Hg. from the value measured at the beginning of the map. The average barometric pressure observed during the exhaust emission test must be within 1 in. Hg. of the average observed during the maximum torque curve generation.
(f)
(ii) Inlet depression and exhaust backpressure shall be set with the engine operating at rated speed and wide open throttle, except for the case of inlet depression for naturally aspirated engines, which shall be set at maximum engine speed and nominal zero load (high idle).
(iii) The location at which the inlet depression and exhaust backpressure is measured shall be specified by the manufacturer.
(iv) The settings shall take place during the final mode of the preconditioning prior to determining the maximum torque curve.
(2)(i) The temperature of the inlet fuel to the engine shall not exceed 110 °F (or 130 °F during the first 10 seconds of the hot start test).
(ii) The pressure of the inlet fuel and the point at which it is measured shall be specified by the manufacturer.
(g) Pre-test engine measurements (e.g., governed petroleum-fueled or methanol-fueled diesel engine high idle speed, petroleum-fueled or methanol-fueled diesel engine fuel flows, etc.), pre-test engine performance checks (e.g., verification of actual rated rpm, etc.) and pre-test system calibrations (e.g., inlet and exhaust restrictions, etc.) shall be made prior to generation of the maximum torque curve. This can be done during engine preconditioning, or at the manufacturer s convenience subject to the requirements of good engineering practice.
(a) Mount test engine on the engine dynamometer.
(b) Determine minimum mapping speed. The minimum speed is defined as the warm engine curb idle rpm.
(c) Determine maximum mapping speed per the following methodologies. (Note paragraph (d)(1) below.)
(1)
(ii) For ungoverned engines using the transient operating cycle set forth in paragraph (f)(3) of appendix I to this part, the maximum mapping shall be no less than that calculated from the following equation:
(iii) For governed engines the maximum mapped speed shall be no less than either that speed at which the wide-open throttle torque drops off to zero, or the maximum speed as calculated for ungoverned engines (paragraph (c)(1)(i) of this section)
(2)
(ii) For governed engines, the maximum mapping speed shall be no less than either that speed at which wide-open throttle torque drops off to zero, or the maximum speed as calculated for ungoverned engines (paragraph (c)(2)(i) of this section).
(d) Perform an engine power map.
(1) During engine preparation or warm-up, the engine may be operated such that a preliminary estimate of measured rated rpm can be made.
(2)
(ii) Operate the engine at a torque equivalent to 10
(iii) Operate the engine at a torque equivalent to 55
(iv) Operate the engine at idle (minimum speed).
(v) Open the throttle fully.
(vi) While maintaining wide-open throttle and full-load, maintain minimum engine speed for at least 15 seconds. Record the average torque during the last 5 seconds.
(vii) In no greater than 100
(viii)
(ix) Recalculate the maximum speed per paragraph (c)(1) (i) or (ii) of this section using the measured rated speed derived from the new maximum torque curve. If the new maximum speed lies outside the range of speeds encompassed by the actual map, then the map shall be considered void, and another map will need to be run using the newly derived measured rated speed in all calculations.
(x) For warm engines, the entire warm-up procedure specified in paragraphs (d)(2) (i) through (iii) of this section need not be repeated. It is sufficient for an engine already at normal operating temperatures to be operated at the conditions specified in paragraph (d)(2)(iii) of this section until oil and water temperatures are stabilized, after which the procedures of paragraph (d)(2) (iv) through (vii) of this section may be performed. The oil and water temperatures are defined as stabilized if they are maintained within 2 percent of point for 2 minutes.
(3)
(ii) Operate the engine at approximately 50 percent power at the peak torque speed for 5 to 7 minutes.
(iii) Operate the engine at rated speed and wide-open throttle for 25 to 30 minutes.
(iv)
(v) Unload the engine and operate at the curb idle speed.
(vi) Operate the engine at wide open throttle and minimum engine speed. Increase the engine speed at an average rate of 8 rpm/sec (
(vii) Recalculate the maximum speed per paragraph (c)(2) (i) or (ii) of this section using the measured rated speed derived from the new maximum torque curve. If the new maximum speed lies outside the range of speeds encompassed by the actual map, then the map shall be considered void. The entire mapping procedure shall be repeated, using the newly derived measured rated speed in all calculations.
(viii) For warm engines, the entire warm-up procedure specified in paragraphs (d)(3) (i) through (iv) of this section need not be repeated. It is sufficient for an engine already at normal operating temperatures to be operated per the requirements of paragraph (d)(3)(iv) of this section, after which the procedures of paragraph (d)(3) (v) through (vi) of this section may be performed.
(e) Mapping curve generation.
(1)
(ii) All points generated under the continuous rpm sweep by paragraphs (d)(2) (vi) and (viii) of this section shall be connected by linear interpolation between points.
(iii) For governed engines, all points above the maximum speed (see paragraph (c)(1)(ii) of this section) shall be assigned maximum torque values of zero for purposes of cycle generation.
(iv) For all engines, all speed points below the minimum speed shall be assigned a maximum torque value equal to that observed at minimum speed for purposes of cycle generation.
(v) The torque curve resulting from paragraphs (e)(1) (i) through (iv) of this section is the mapping curve and will be used to convert the normalized torque values in the engine cycle (
(2)
(ii) For governed engines, all points above the maximum speed (
(iii) For all engines, all speed points below the minimum speed shall be assigned a maximum torque value equal to that observed at the minimum speed for purposes of cycle generation.
(iv) The torque curve resulting from paragraphs (e)(2) (i) through (iii) of this section is the mapping curve and will be used to convert the normalized torque values in the engine cycle (
(f)
(g)
(1) An unreasonable amount of time has transpired since the last map, as determined by engineering judgment, or
(2) The barometric pressure prior to the start of the cold cycle test has changed more than 1 in hg. from the average barometric pressure observed durinq the map, or
(3) Physical changes or recalibrations have been made to the engine which may potentially affect engine performance.
(a) The heavy-duty transient engine cycles for Otto-cycle and diesel engines are listed in appendix I ((f) (1), (2) and (3)) to this part. These second-by-second listings represent torque and rpm maneuvers characteristic of heavy-duty engines. Both rpm and torque are normalized (expressed as a percentage of maximum) in these listings.
(1) To unnormalize rpm, use the following equation:
(2) Torque is normalized to the maximum torque at the rpm listed with it. Therefore, to unnormalize the torque values in the cycle, the maximum torque curve for the engine in question must be used. The generation of the maximum torque curve is described in § 86.1332.
(3) The EPA Engine Dynamometer Schedule for Heavy Duty Diesel Engines listed in appendix I (f)(2) contains torque points referred to as “closed rack motoring.” For reference cycle calculation torque points shall take on unnormalized values determined in either of the following three ways:
(i) Negative 40 percent of the positive torque available at the associated speed point. The generation of this positive maximum torque curve is described in § 86.1332.
(ii) Map the amount of negative torque required to motor the engine between idle and maximum mapping speed and use this map to determine the amount of negative torque required at the associated speed point.
(iii) Determine the amount of negative torque required to motor the engine at idle and rated speeds and linearly interpolate using these two points.
(b)
Measured Rated rpm = 3800.
Curb Idle rpm = 600.
(1)
(2)
(c) Engine speed and torque shall be recorded at least once every second during the cold start test and hot start test. The torque and rpm feedback signals may be filtered.
(d)
(1) During automatic cold start enhancement device operation, a manual transmission engine shall be allowed to idle at whatever speed is required to produce a feedback torque of 0 ft-lbs.
(2) During automatic cold start enhancement device operation, an automatic transmission engine shall be allowed to idle at whatever speed is required to produce a feedback torque of CITT ft-lbs.
(e)
(1) Zero percent speed for automatic transmission engines is defined as curb idle rpm (
(2) All zero-percent speed, zero-percent torque points (idle points) shall be modified to zero percent speed, Curb Idle Transmission Torque (CITT), except as permitted in § 86.1337-90(a)(9). Also, all points with speed equal to or less than zero percent and torque less than CITT shall be modified to CITT. Motoring torque shall remain unchanged. In order to provide a smooth torque transition, all consecutive torque points that are between 0 and CITT shall be changed to CITT if the first of these is preceded or the last of these is succeeded by idle points. The manufacturer's specified CITT shall be based upon that value observed in typical applications at the mean of the manufacturers’ specified idle speed range at stabilized temperature conditions.
(f)
(g)
(1) From the maximum torque curve generated per § 86.1332, find the maximum observed brake horsepower of the engine.
(2) Calculate 98 percent of the observed maximum brake horsepower, and determine from the maximum torque curve the highest and lowest engine rpms at which this brake horsepower is observed.
(3) The highest and lowest of the 98 percent power rpms represent the endpoints of an rpm range. The midpoint of this range shall be considered the measured rated rpm for cycle generation purposes.
(a)
(2) Following any practice runs or calibration procedures, the engine shall be cooled per § 86.1335-90.
(b) [Reserved]
(a) This cool-down procedure applies to Otto-cycle and diesel engines.
(b) Engines may be soaked at ambient conditions. No substances or fluids may be applied to the engine's internal or external surfaces except for water and air as prescribed in paragraphs (c) and (d) of this section.
(c) For water-cooled engines, two types of cooling are permitted:
(1) Water may be circulated through the engine's water coolant system.
(i) The coolant may be flowed in either direction and at any desired flow rate. The thermostat may be removed or blocked open during the cool-down but must be restored before the exhaust emissions test begins.
(ii) The temperature of the circulated or injected water shall be at least 10 °C (50 °F). In addition, the temperature of the cooling water shall not exceed 30 °C (86 °F) during the last 30 minutes of the cool-down.
(iii) Only water, including the use of a building's standard water supply, or the coolant type that is already in the engine (per § 86.1327-90(e)) is permitted for cool-down purposes.
(2) Flows of air may be directed at the exterior of the engine.
(i) The air shall be directed essentially uniformly over the exterior surface of the engine at any desired flow rate.
(ii) The temperature of the cooling air shall not exceed 86 °F (30 °C) during the last 30 minutes of the cool-down, but may be less than 68 °F (20 °C) at any time.
(d) For air-cooled engines, only cooling as prescribed in paragraph (c)(2) of this section is permitted.
(e)(1) The cold cycle exhaust emission test may begin after a cool-down only when the engine oil and water temperatures are stabilized between 68 °F and 86 °F (20 °C and 30 °C) for a minimum of fifteen minutes.
(i) These temperature measurements are to be made by temperature measurement devices immersed in the sump oil and in the thermostat housing or cylinder head cooling circuit, the sensor parts of which are not in contact with any engine surface.
(ii) The flow of oil and water shall be shut off during this measurement. Air flow, except as necessary to keep the cell temperature between 68 °F and 86 °F (20 °C and 30 °C), shall be shut off. No engine oil change is permitted during the test sequence.
(2) Direct cooling of engine oil through the use of oil coolers or heat exchangers is permitted. The cold cycle emission test may begin only when the requirements in paragraph (e)(1)(ii) are met.
(3) Any other means for the direct cooling of the engine oil must be approved in advance by the Administrator.
(f)(1) The cold cycle exhaust emission test for engines equipped with exhaust aftertreatment devices may begin after a cool-down only when the aftertreatment device is 77 °F
(2) Exhaust aftertreatment device cool-down may be accomplished in whatever manner and using whatever coolant deemed appropriate by proper engineering judgment. The aftertreatment device, engine, and exhaust piping configurations shall not be separated, altered, or moved in any way during the cool-down.
(g) For engines with auxiliary emission control devices which are temperature dependent, the cold start shall not begin until the temperature readings of the auxiliary emission control devices are stable at 77 °F
(h) At the completion of the cool-down all of the general requirements specified in § 86.1330, the oil temperature specification set forth in paragraph (e) of this section, and the catalyst temperature specifications in paragraph (f) of this section must be met before the cold cycle exhaust emission test may begin.
(a) The engine shall be started according to the manufacturer's recommended starting procedure in the
(1) Engines equipped with automatic chokes shall be operated according to the manufacturer's operating instructions in the owner's manual, including choke setting and “kick-down” from cold fast idle.
(2) Engines equipped with manual chokes shall be operated according to the manufacturer's operating instructions in the owner's manual.
(3) The operator may use the choke, throttle, etc. where necessary to keep the engine running.
(4) If the manufacturer's operating instructions in the owner's manual do not specify a warm engine starting procedure, the engine (automatic and manual choke engines) shall be started by depressing the throttle half way and cranking the engine until it starts.
(b)(1) If the engine does not start after 15 seconds of cranking, cranking shall cease and the reason for failure to start shall be determined. The gas flow measuring device (or revolution counter) on the constant volume sampler (and the hydrocarbon integrator when testing diesel-fueled engines) shall be turned off during this diagnostic period. In addition, either the CVS should be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period. If failure to start is an operational error, the engine shall be rescheduled for testing from a cold start.
(2) If longer cranking times are necessary and recommended to the ultimate purchaser, such cranking times may be used in lieu of the 15-second limit, provided the owner's manual and the service repair manual indicate that the longer cranking times are normal.
(3) If a failure to start occurs during the cold portion of the test and is caused by an engine malfunction, corrective action of less than 30 minutes duration may be taken (according to § 86.084-25), and the test continued. The sampling system shall be reactivated at the same time cranking begins. When the engine starts, the timing sequence shall begin. If failure to start is caused by engine malfunction and the engine cannot be started, the test shall be voided and corrective action may be taken according to § 86.084-25.
(4) If a failure to start occurs during the hot start portion of the test and is caused by engine malfunction, the engine must be started within one minute of key on. The sampling system shall be reactivated at the same time cranking begins. When the engine starts, the transient engine cycle timing sequence shall begin. If the engine cannot be started within one minute of key on, the test shall be voided, corrective action taken (according to § 86.084-25), and the engine rescheduled for testing.
(c)
(2) If the engine stalls anywhere in the cold cycle, except in the initial idle period, the test shall be voided.
(3) If the engine stalls on the hot cycle portion of the test at any time other than the initial idle, the engine may be shut off and resoaked for 20 minutes. The hot cycle may then be rerun. Only one hot start resoak and restart is permitted.
(d)
(e)
(2)
(ii) If a malfunction occurs in any of the required test equipment (computer, gaseous emissions analyzer, etc.) during the hot cycle portion of the test, complete the full engine cycle before engine shut-down then resoak for 20 minutes.
(A) If the test equipment malfunction can be corrected before the resoak period has been completed, the hot cycle portion of the test may be rerun.
(B)(
(
(a) The following steps shall be taken for each test:
(1) Prepare the engine, dynamometer, and sampling system for the cold-start test. Change filters, etc., and leak check as necessary.
For a single dilution particulate system, a propane check will not reveal a pressure side leak (that portion of the system downstream of the pump) since the volume concentration in ppm will not change if a portion of the sample is lost. A separate leak check is needed.
A leak check of a filter assembly that has only one seal ring in contact with the filter media will not detect a leak when tested under vacuum. A pressure leak test should be performed.
(2) Connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(3) For methanol-fueled vehicles, install fresh methanol and formaldehyde impingers (or cartridges) in the exhaust and dilution air sample systems for methanol and formaldehyde. A single dilution air sample covering the total test period may be utilized for methanol and formaldehyde background. (Background measurements of methanol and formaldehyde may be omitted and concentrations assumed to be zero for calculations in § 86.1344.)
(4) Attach the CVS to the engine exhaust system any time prior to starting the CVS.
(5) Start the CVS (if not already on), the sample pumps (except for the particulate sample pump(s), if applicable), the engine cooling fan(s), and the data collection system. The heat exchanger of the constant volume sampler (if used), and the heated components of any continuous sampling system(s) (if applicable) shall be preheated to their designated operating temperatures before the test begins. (
(6) Adjust the sample flow rates to the desired flow rates and set the CVS gas flow measuring devices to zero.
CFV-CVS sample flow rate is fixed by the venturi design.
(7) For diesel engines tested for particulate emissions, carefully install a clean particulate sample filter into each of the filter holders and install the assembled filter holders in the sample flow line (filter holders may be preassembled).
(8) Follow the manufacturers choke and throttle instructions for cold starting. Simultaneously start the engine and begin exhaust and dilution air sampling. For petroleum-fueled diesel engines (and natural gas-fueled, liquified petroleum gas-fueled or methanol-fueled diesels, if used), turn on the hydrocarbon and NO
(9) As soon as it is determined that the engine is started, start a “free idle” timer. Allow the engine to idle freely with no-load for 24
(10) Begin the transient engine cycles such that the first non-idle record of the cycle occurs at 25
(i) During diesel particulate sampling it must be demonstrated that the ratio of main tunnel flow to particulate sample flow does not change by more than
For double dilution operation, sample flow is the net difference between the flow rate through the sample filters and the secondary dilution air flow rate.
(ii) Record the average temperature and pressure at the gas meter(s) or flow instrumentation inlet, where needed to calculate flow. If the set flow rate cannot be maintained because of high particulate loading on the filter, the test shall be terminated. The test shall be rerun using a lower flow rate and/or a larger diameter filter.
(11) Begin the transient engine cycles such that the first non-idle record of the cycle occurs at 25
(12) On the last record of the cycle, cease sampling. Immediately turn the engine off, and start a hot-soak timer. Also turn off the particulate sample pumps, the gas flow measuring device(s) and any continuous analyzer system integrators and indicate the end of the test on the data collection medium. Sampling systems should continue to sample after the end of the test cycle until system response times have elapsed.
(13) Immediately after the engine is turned off, turn off the engine cooling fan(s) if used, and the CVS blower (or disconnect the exhaust system from the CVS). As soon as possible, transfer the “cold start cycle” exhaust and dilution air bag samples to the analytical system and process the samples according to § 86.1340. A stabilized reading of the exhaust sample on all analyzers shall be obtained within 20 minutes of the end of the sample collection phase of the test. Analysis of the methanol and formaldehyde samples shall be obtained within 24 hours of the end of the sample collection period. For petroleum-fueled and methanol-fueled diesel engines, carefully remove the filter holder from the sample flow apparatus, and remove each particulate sample filter from its holder and invert the secondary filter and place it stain side to stain side on top of the primary filter. Place the filter pair in a petri dish and cover.
(14) Allow the engine to soak for 20
(15) Prepare the engine and dynamometer for the hot start test.
(16) Connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(17) Install fresh methanol and formaldehyde impingers (or capsules) in the exhaust and dilution air sample systems for methanol and formaldehyde.
(18) Start the CVS (if not already on) or connect the exhaust system to the CVS (if disconnected). Start the sample pumps (except the particulate sample pump(s), if applicable), the engine cooling fan(s) and the data collection system. The heat exchanger of the constant volume sampler (if used) and the heated components of any continuous sampling system(s) (if applicable) shall be preheated to their designated operating temperatures before the test begins. See § 86.1340(e) for continuous sampling procedures.
(19) Adjust the sample flow rates to the desired flow rate and set the CVS gas flow measuring devices to zero.
(20) For diesel engines tested for particulate, carefully install a clean particulate filter in each of the filter holders and install assembled filter holders in the sample flow line (filter holders may be preassembled).
(21) Follow the manufacturer's choke and throttle instruction for hot starting. Simultaneously start the engine and begin exhaust and dilution air sampling. For diesel engines, turn on the hydrocarbon and NO
(22) As soon as it is determined that the engine is started, start a “free idle” timer.
(23) Allow the engine to idle freely with no-load for 24
(24) Begin the transient-engine cycle such that the first non-idle record of the cycle occurs at 25
(25) On the last record of the cycle, allow sampling system response times to elapse and cease sampling. Turn off the particulate sample pump(s) (if appropriate), the gas flow measuring device(s) and any continuous analyzer system integrators and indicate the end of the test on the data collection medium.
(26) As soon as possible, transfer the “hot start cycle” exhaust and dilution air bag samples to the analytical system and process the samples according to § 86.1340. A stabilized reading of the exhaust sample on all analyzers shall be obtained within 20 minutes of the end of the sample collection phase of the test. Analyze the methanol and formaldehyde samples within 24 hours. (If it is not possible to perform analysis within 24 hours, the samples should be stored in a cold (approximately 0 °C) dark environment until analysis can be performed). For petroleum-fueled and methanol-fueled diesel engines, carefully remove the assembled filter holder from the sample flow lines and remove each particulate sample filter from its holder and invert the secondary filter and place it stain side to stain side on top of the primary filter. Place the filter pairs in a clean petri dish and cover as soon as possible. Within 1 hour after the end of the hot start phase of the test, transfer the particulate filters to the weighing chamber for post-test conditioning.
(27) The CVS and the engine may be turned off, if desired.
(b) The procedure in paragraph (a) of this section is designed for one sample bag for the cold start portion and one for the hot start portion. It is also permissible to use more than one sample bag per test portion.
(c) If a dynamometer test run is determined to be void, corrective action may be taken. The engine may then be allowed to cool (naturally or forced) and the dynamometer test rerun per paragraph (a) or (b) of this section.
(a) The following steps shall be taken for each test:
(1)
(ii) Prepare the engine, dynamometer, and sampling system.
(iii) Change filters, etc., and leak check as necessary. For a single dilution particulate system, a propane check will not reveal a pressure side leak (that portion of the system downstream of the pump) since the volume concentration in ppm will not change if a portion of the sample is lost. A separate leak check is needed. A leak check of a filter assembly that has only one seal ring in contact with the filter media will not detect a leak when tested under vacuum. A pressure leak test should be performed.
(2) Connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(3) For methanol-fueled vehicles, install fresh methanol and formaldehyde impingers (or cartridges) in the exhaust and dilution air sample systems for methanol and formaldehyde. A single dilution air sample covering the total test period may be utilized for methanol and formaldehyde background. (Background measurements of methanol and formaldehyde may be
(4) Attach the CVS to the engine exhaust system any time prior to starting the CVS.
(5) Start the CVS (if not already on), the sample pumps (except for the particulate sample pump(s), if applicable), the engine cooling fan(s), and the data collection system. The heat exchanger of the constant volume sampler (if used), and the heated components of any continuous sampling system(s) (if applicable) shall be preheated to their designated operating temperatures before the test begins. (See § 86.1340(e) for continuous sampling procedures.)
(6) Adjust the sample flow rates to the desired flow rates and set the CVS gas flow measuring devices to zero. CFV-CVS sample flow rate is fixed by the venturi design.
(7) For diesel engines tested for particulate emissions, carefully install a clean particulate sample filter into each of the filter holders and install the assembled filter holders in the sample flow line (filter holders may be preassembled).
(8) Follow the manufacturer's choke and throttle instructions for cold starting. Simultaneously start the engine and begin exhaust and dilution air sampling. For petroleum-fueled diesel engines (and natural gas-fueled, liquified petroleum gas-fueled or methanol-fueled diesels, if used) turn on the hydrocarbon and NO
(9) As soon as it is determined that the engine is started, start a “free idle” timer. Allow the engine to idle freely with no-load for 24
(10) Begin the transient engine cycles such that the first non-idle record of the cycle occurs at 25
(i) During diesel particulate sampling it must be demonstrated that the ratio of main tunnel flow to particulate sample flow does not change by more than
(ii) Record the average temperature and pressure at the gas meter(s) or flow instrumentation inlet, where needed to calculate flow. If the set flow rate cannot be maintained because of high particulate loading on the filter, the test shall be terminated. The test shall be rerun using a lower flow rate and/or a larger diameter filter.
(11) Begin the transient engine cycles such that the first non-idle record of the cycle occurs at 25
(12) On the last record of the cycle, cease sampling. Immediately turn the engine off and start a hot-soak timer. Also turn off the particulate sample pumps, the gas flow measuring device(s) and any continuous analyzer system integrator and indicate the end of the test on the data collection medium. Sampling systems should continue to sample after the end of the test cycle until system response times have elapsed.
(13) Immediately after the engine is turned off, turn off the engine cooling fan(s) if used, and the CVS blower (or disconnect the exhaust system from the CVS). As soon as possible, transfer the “cold start cycle” exhaust and dilution air bag samples to the analytical system and process the samples according to § 86.1340. A stabilized reading of the exhaust sample on all analyzers shall be obtained within 20 minutes of the end of the sample collection phase of the test. Analysis of the methanol and formaldehyde samples shall be obtained within 24 hours of the end of the sample collection period. For petroleum-fueled and methanol-fueled diesel engines, carefully remove the filter holder from the sample flow apparatus,
(14) Allow the engine to soak for 20
(15) Prepare the engine and dynamometer for the hot start test.
(16) Connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(17) Install fresh methanol and formaldehyde impingers (or capsules) in the exhaust and dilution air sample systems for methanol and formaldehyde.
(18) Start the CVS (if not already on) or connect the exhaust system to the CVS (if disconnected). Start the sample pumps (except the particulate sample pump(s), if applicable), the engine cooling fan(s) and the data collection system. The heat exchanger of the constant volume sampler (if used) and the heated components of any continuous sampling system(s) (if applicable) shall be preheated to their designated operating temperatures before the test begins. See § 86.1340(e) for continuous sampling procedures.
(19) Adjust the sample flow rates to the desired flow rate and set the CVS gas flow measuring devices to zero.
(20) For diesel engines tested for particulate, carefully install a clean particulate filter in each of the filter holders and install assembled filter holders in the sample flow line (filter holders may be preassembled).
(21) Follow the manufacturer's choke and throttle instruction for hot starting. Simultaneously start the engine and begin exhaust and dilution air sampling. For diesel engines, turn on the hydrocarbon and NO
(22) As soon as it is determined that the engine is started, start a “free idle” timer.
(23) Allow the engine to idle freely with no-load for 24
(24) Begin the transient-engine cycle such that the first non-idle record of the cycle occurs at 25
(25) On the last record of the cycle, allow sampling system response times to elapse and cease sampling. Turn off the particulate sample pump(s) (if appropriate), the gas flow measuring device(s) and any continuous analyzer system integrator and indicate the end of the test on the data collection medium.
(26) As soon as possible, transfer the “hot start cycle” exhaust and dilution air bag samples to the analytical system and process the samples according to § 86.1340. A stabilized reading of the exhaust sample on all analyzers shall be obtained within 20 minutes of the end of the sample collection phase of the test. Analyze the methanol and formaldehyde samples within 24 hours. (If it is not possible to perform analysis within 24 hours, the samples should be stored in a cold (approximately 0 °C) dark environment until analysis can be performed). For petroleum-fueled and methanol-fueled diesel engines, carefully remove the assembled filter holder from the sample flow lines and remove each particulate sample filter from its holder and invert the secondary filter and place it stain side to stain side on top of the primary filter. Place the filter pairs in a clean petri dish and cover as soon as possible. Within 1 hour after the end of the hot start phase of the test, transfer the particulate filters to the weighing chamber for post-test conditioning.
(27) The CVS and the engine may be turned off, if desired.
(b) The procedure in paragraph (a) of this section is designed for one sample bag for the cold start portion and one for the hot start portion. It is also permissible to use more than one sample bag per test portion.
(c) If a dynamometer test run is determined to be void, corrective action may be taken. The engine may then be allowed to cool (naturally or forced) and the dynamometer test rerun per paragraph (a) or (b) of this section.
(a)
(2) Some high resolution read-out systems such as computers, data loggers, etc., can provide sufficient accuracy and resolution below 15 percent of full scale. Such systems may be used provided that additional calibrations of at least 4 non-zero nominally equally spaced points, using good engineering judgement, below 15 percent of full scale are made to ensure the accuracy of the calibration curves.
(3) The following procedure shall be followed:
(i) Span the analyzer using a calibration gas that meets the accuracy requirements of § 86.1314-84(f)(2), is within the operating range of the analyzer and at least 90% of full scale.
(ii) Generate calibration data over the full concentration range at a minimum of 6, approximately equally spaced, points (e.g. 15, 30, 45, 60, 75 and 90 percent of the range of concentrations provided by the gas divider). If a gas divider or blender is being used to calibrate the analyzer and the requirements of paragraph (a)(2) of this section are met, verify that a second calibration gas with a concentration between 10 and 20 percent of full scale can be named within 2 percent of its certified concentration. If more calibration points are needed to meet the requirements of paragraph (a)(2) of this section, continue with paragraph (a)(3)(iii) of this section.
(iii) If a gas divider or blender is being used to calibrate the analyzer, input the value of a second calibration gas (a span gas may be used for calibrating a CO
(iv) Fit a calibration curve per §§ 86.1321 through 86.1324 for the full scale range of the analyzer using the calibration data obtained with both calibration gases.
(b)
(i) Analyzer response less than 15 percent or more than 100 percent of full scale may be used if automatic range change circuitry is used and the limits for range changes are between 15 and 100 percent of full scale chart deflection;
(ii) Analyzer response less than 15 percent of full scale may be used if one of the following is true:
(A) Alternative (a)(2) of this section is used to ensure that the accuracy of the calibration curve is maintained below 15 percent; or
(B) The full scale value of the range is 155 ppm (C) or less.
(iii) Analyzer response over 100% of full scale may be used if it can be shown that readings in this range are accurate.
(iv) The HC and CO readings are allowed to “spike” above full scale of the analyzer's maximum operating range for a maximum accumulation of 5 seconds. These analyzer readings shall default to the maximum readable value during this time.
(c) If a gas divider is used, the gas divider shall conform to the accuracy requirements specified in § 86.1314-84(g), and shall be used according to the procedures contained in (a) and (b) of this section.
(a) At least 1 hour before the test, place a filter pair in a closed (to eliminate dust contamination) but unsealed (to permit humidity exchange) petri dish and place in a weighing chamber meeting the specifications of § 86.1312 for stabilization.
(b) At the end of the stabilization period, weigh each filter pair on a balance having a precision of 20 micrograms and a readability of 10 micrograms. This reading is the tare
(c) The filter pair shall then be stored in a covered petri dish or a sealed filter holder, either of which shall remain in the weighing chamber until needed for testing.
(d) If the filter pair is not used within 1 hour of its removal from the weighing chamber, it must be re-weighed before use. This limit of 1 hour may be replaced by an 8-hour limit if either of the following three conditions are met:
(1) A stabilized filter pair is placed and kept in a sealed filter holder assembly with the ends plugged; or
(2) A stabilized filter pair is placed in a sealed filter holder assembly, which is then immediately placed in a sample line through which there is no flow; or
(3) A combination of the conditions specified in paragraphs (d) (1) and (2) of this section.
(e) After the emissions test, remove the filters from the filter holder and place them face to face in a covered but unsealed petri dish. They must then be conditioned in the weighing chamber for at least one hour. The filters are then weighed as a pair. This reading is the gross weight of the filters (Pf) and must be recorded (see § 86.1344-90(e)(19)).
(f) The net particulate weight (Pf) on each filter pair is the gross weight minus the tare weight. Should the sample on the filters (exhaust or background) contact the petri dish or any other surface, the test is void and must be rerun.
(g) Static neutralizers shall be used on petri dishes in accordance with good engineering judgement.
(a) The analyzer response may be read by automatic data collection (ADC) equipment such as computers, data loggers, etc. If ADC equipment is used the following is required:
(1) For bag analysis, the analyzer response must be stable at greater than 99 percent of the final reading for the dilute exhaust sample bag. A single value representing the average chart deflection over a 10-second stabilized period shall be stored. For the background bag, all readings taken during the 10-second interval must be stable at the final value to within
(2) For continuous analysis systems, the ADC system must read at least two analyzer readings per second. A single value representing the average integrated concentration over a cycle shall be stored.
(3) The chart deflections or average integrated concentrations required in paragraphs (a) (1) and (2) of this section may be stored on long-term computer storage devices such as computer tapes, storage discs, punch cards, or they may be printed in a listing for storage. In either case a chart recorder is not required and records from a chart recorder, if they exist, need not be stored.
(4) If the data from ADC equipment is used as permanent records, the ADC equipment and the analyzer values as interpreted by the ADC equipment are subject to the calibration specifications in §§ 86.1316 through 86.1326, as if the ADC equipment were part of the analyzer.
(b) Data records from any one or a combination of analyzers may be stored as chart recorder records.
(c)
(2) The maximum amount of software zero and span mathematical correction is
(3) Software zero and span may be used to switch between ranges without adjusting the gain of the analyzer.
(4) The software zero and span technique may not be used to mask analyzer drift. The observed chart deflection before and after a given time period or event shall be used for computing the drift. Software zero and span may be used after the drift has been computed to mathematically adjust any span drift so that the “after” span check may be transformed into the “before” span check for the next segment.
(d) For bag sample analysis perform the following sequence:
(1) Warm-up and stabilize the analyzers; clean and/or replace filter elements, conditioning columns (if used), etc., as necessary.
(2) Obtain a stable zero reading.
(3) Zero and span the analyzers with zero and span gases. The span gases shall have concentrations between 75 and 100 percent of full-scale chart deflection. The flow rates and system pressures during spanning shall be approximately the same as those encountered during sampling. A sample bag may be used to identify the required analyzer range.
(4) Re-check zero response. If this zero response differs from the zero response recorded in paragraph (d)(3) of this section by more than 1 percent of full scale, then paragraphs (d) (2), (3), and (4) of this section should be repeated.
(5) If a chart recorder is used, identify and record the most recent zero and span response as the pre-analysis values.
(6) If ADC equipment is used, electronically record the most recent zero and span response as the pre-analysis values.
(7) Measure HC (except diesels), CO, CO
(8) A post-analysis zero and span check of each range must be performed and the values recorded. The number of events that may occur between the pre and post checks is not specified. However, the difference between pre-analysis zero and span values (recorded in paragraph (d) (5) or (6) of this section) versus those recorded for the post-analysis check may not exceed the zero drift limit or the span drift limit of 2 percent of full scale chart deflection for any range used. Otherwise the test is void.
(e) For continuous sample analysis perform the following sequence:
(1) Warm-up and stabilize the analyzers; clean and/or replace filter elements, conditioning columns (if used), etc., as necessary.
(2) Leak check portions of the sampling system that operate at negative gauge pressures when sampling, and allow heated sample lines, filters, pumps, etc., to stabilize at operating temperature.
(3)
(i) Zero the analyzer using zero air introduced at the analyzer port.
(ii) Flow zero air through the overflow sampling system. Check the analyzer response.
(iii) If the overflow zero response exceeds the analyzer zero response by 2 percent or more of the HFID full-scale deflection, hang-up is indicated and corrective action must be taken.
(iv) The complete system hang-up check specified in paragraph (f) of this section is recommended as a periodic check.
(4) Obtain a stable zero reading.
(5) Zero and span each range to be used on each analyzer used prior to the beginning of the cold cycle. The span gases shall have a concentration between 75 and 100 percent of full scale chart deflection. The flow rates and system pressures shall be approximately the same as those encountered during sampling. The HFID analyzer shall be zeroed and spanned through the overflow sampling system.
(6) Re-check zero response. If this zero response differs from the zero response recorded in paragraph (e)(5) of this section by more than 1 percent of full scale, then paragraphs (e) (4), (5), and (6) of this section should be repeated.
(7) If a chart recorder is used, identify and record the most recent zero and span response as the pre-analysis values.
(8) If ADC equipment is used, electronically record the most recent zero and span response as the -pre-analysis values.
(9) Measure the emissions (HC required for diesels; NO
(10) Collect background HC, CO, CO
(11) Perform a post-analysis zero and span check for each range used at the conditions specified in paragraph (e)(5) of this section. Record these responses as the post-analysis values.
(12) Neither the zero drift nor the span drift between the pre-analysis and post-analysis checks on any range used may exceed 3 percent for HC, or 2 percent for NO
(13) Determine HC background levels for the cold start cycle by introducing the background sample into the overflow sample system.
(14) Determine background levels of NO
(15) Repeat paragraphs (e) (4) through (14) of this section for the hot cycle. The post-analysis zero and span check for the cold start (or previous hot start) cycle may be used for the pre-analysis zero and span for the following hot start cycle.
(f)
(1) Fill a clean sample bag with background air.
(2) Zero and span the HFID at the analyzer ports.
(3) Analyze the background air sample bag through the analyzer ports.
(4) Analyze the background air through the entire sample probe system.
(5) If the difference between the readings obtained is 2 percent or more of the HFID full scale deflection, clean the sample probe and the sample line.
(6) Reassemble the sample system, heat to specified temperature, and repeat the procedure in paragraphs (f) (1) through (6) of this section.
(g) For CH
(h) For HCHO (where applicable), introduce test samples into the high pressure liquid chromatograph and measure the concentration of formaldehyde as a dinitrophenylhydrazine derivative in acetonitrile. This concentration is C
Section 86.1340-94 includes text that specifies requirements that differ from § 86.1340-90. Where a paragraph in § 86.1340-90 is identical and applicable to § 86.1340-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1340-90.”
(a) through (d)(6) [Reserved]. For guidance see § 86.1340-90.
(d)(7) Measure HC (except diesels), CH
(d)(8) through (h) [Reserved]. For guidance see § 86.1340-90.
(a) To minimize the biasing effect of the time lag between the feedback and reference cycle values, the entire engine speed and torque feedback signal sequence may be advanced or delayed in time with respect to the reference speed and torque sequence. If the feedback signals are shifted, both speed and torque must be shifted the same amount in the same direction.
(b)
(2) In integrating the reference and the feedback horsepower-hour, all negative torque values shall be set equal to zero and included. If integration is performed at a frequency of less than 5 Hz, and if during a given time segment, the torque value changes from positive to negative or negative to positive, then the negative portion must be computed by linear interpolation and set equal to zero and the positive portion included. The same methodology shall be used for integrating both reference and actual brake horsepower-hour.
(c)
(2) The standard error of estimate (SE) of y on x and the coefficient of determination (r
(3) For a test to be considered valid, the criteria in Figure N90-11 must be met for both cold and hot cycles individually. Point deletions from the regression analyses are permitted where noted in Figure N90-11.
(4)(i) For petroleum-fueled and methanol-fueled diesel engines, the integrated brake horsepower-hour for each cycle (cold and hot start) shall be between −15 percent and +5 percent of the integrated brake horsepower-hour for the reference cycle, or the test is void.
(ii) For gasoline-fueled and methanol-fueled Otto-cycle engines, the integrated brake horsepower-hour of the feedback cycle shall be within 5 percent of the integrated brake horsepower-hour of the reference cycle for the cold cycle, or the test is void. The tolerance for the hot cycle shall be 4 percent.
(5) If a dynamometer test run is determined to be statistically or experimentally void, corrective action shall be taken. The engine shall then be allowed to cool (naturally or forced) and the dynamometer test rerun per § 86.1337 or be restarted at § 86.1336-84(e).
(d) For petroleum-fueled and methanol-fueled diesel engines, all reference torque values specified (in paragraph (f)(2) of appendix I to this part) as “closed throttle” shall be deleted from the calculation of cycle torque and power validation statistics.
Section 86.1341-98 includes text that specifies requirements that differ from § 86.1341-90. Where a paragraph in § 86.1341-90 is identical and applicable to § 86.1341-98, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1341-90”
(a) Through (b)(2) [Reserved]. For guidance see § 86.1341-90.
(b)(3) All feedback torques due to accessory loads, either actual or simulated as defined in § 86.1327-90 (d)(4), shall be excluded from both cycle validation and the integrated work used for emissions calculations.
(4) For reference idle portions of the cycle where CITT is not applied, use measured torque values for cycle validation and the reference torque values for calculating the brake horsepower-hour value used in the emission calculations. For reference idle portions of the cycle where CITT is applied, use measured torque values for cycle validation and calculating the brake horsepower-hour value used in the emission calculations.
(c) Through (d) [Reserved]. For guidance see § 86.1341-90.
(a) The final reported transient emission test results should be computed by using the following formula:
(1) A
(2) g
(3) g
(4) BHP − hr
(5) BHP-hr
(b) The mass of each pollutant for the cold start test and the hot start test for bag measurements and diesel continuously heated sampling system measurements is determined from the following equations:
(1) Hydrocarbon mass:
(2) Oxides of nitrogen mass:
(3) Carbon monoxide mass:
(4) Carbon dioxide mass:
(5) Methanol mass:
(6) Formaldehyde mass:
(7) Total hydrocarbon equivalent mass:
(i)
(c) The mass of each pollutant for the cold start test and the hot start test for flow compensated sample systems is determined from the following equations:
(d) Meaning of symbols:
(1)(i) HC
(ii) Density
(iii)(A) HC
(B) HC
(iv)(A) HC
(B) For petroleum-fueled engines, HC
(C) For methanol-fueled engines:
HC
(v) FID HC
(vi) r = FID response to methanol.
(vii) C
(viii)(A) HC
(B) HC
(ix) FID HC
(x) C
(2)(i) NOx
(ii) Density
(iii)(A) NOx
(B) NOx
(iv) NOx
(v) NOx
(3)(i) CO
(ii) Density
(iii)(A) CO
(B) CO
(iv) CO
(v)(A) CO
(B) CO
(vi) CO
(vii)(A) CO
(B)
(C)
(D) M′ = Fuel mass consumed during the test cycle.
(E) R = Relative humidity of the dilution air, percent.
(viii)(A) CO
(B) CO
(ix) CO
If a CO instrument which meets the criteria specified in § 86.1311 is used and the conditioning column has been deleted, CO
(4)(i) CO
(ii) Density CO
(iii) CO
(iv) CO
(v) CO
(5)(i) CH
(ii) Density
(iii)(A) CH
(B) CH
(iv)(A) C
(B)
(v)(A) C
(B)
(vi) C
(vii) A
(viii) T
(ix) T
(x) P
(xi) V
(xii) V
(xiii) A
(xiv) A
(xv) AV
(xvi) AV
(xvii) 1 = first impinger.
(xviii) 2 = second impinger.
(6)(i) HCHO
(ii) Density
(iii)(A) HCHO
(B) HCHO
(iv)(A) C
(B)
(v)(A) C
(vi) C
(vii) V
(viii)(A) Q = Ratio of molecular weights of formaldehyde to its DNPH derivative.
(B) Q = 0.1429.
(ix) T
(x) V
(xi) P
(xii) C
(xiii) V
(xiv) T
(xv) V
(7)(i) DF=13.4/[CO
(8)(i) K
(ii) For gasoline-fueled and methanol-fueled diesel engines: K
(iii) For petroleum-fueled and methanol-fueled diesel engines: K
(iv)(A) H = Absolute humidity of the engine intake air in grains (grams) of water per pound (kilogram) of dry air.
(B)(
(
(C) R
(D) P
(E) P
(9)(i) V
(ii) (V
(iii) T = Time interval (seconds) between samples in flow compensated systems.
(iv) T = Total sampling time (seconds).
(v)
(A)
(B)
(vi) V
(vii) N = Number of revolutions of the positive displacement pump during the test phase while samples are being collected.
(viii) P
(ix) P
(x) T
(e) Sample calculation of mass values of exhaust emissions:
(1) Assume the following test results for a gasoline engine:
(2)
(3)
(4) Weighted mass emission results:
(i) HC
(ii) NO
(iii) CO
(iv) CO
(f) The final reported brake-specific fuel consumption (BSFC) shall be computed by use of the following formula:
(1) BSFC = brake-specific fuel consumption in pounds of fuel per brake horsepower-hour (lbs/BHP-hr).
(2) M
(3) M
(4) BHP-hr
(5) BHP-hr
(g)(1) The mass of fuel for the cold start and hot start test is determined from mass fuel flow measurements made during the tests, or from the following equation:
(2) Meaning of symbols:
(iii) HC
(iv) CO
(v) CO
(vi)
(vii)(A) R
(B) R
(h) Sample calculation of brake-specific fuel consumption:
(1) Assume the following test results:
(i) G
(ii) G
(iii) R
(iv)(A) M
(B) = 4.24 lbs (directly measured).
(v)(A) M
(B) = 4.17 lbs (directly measured).
(2) Brake-specific fuel consumption results:
(i) For dilute sampling systems which require conversion of as-measured dry concentrations to wet concentrations, the following equation shall be used for any combination of bagged, continuous, or fuel mass-approximated sample measurements (except for CO measurements made through conditioning columns, as explained in paragraph (d)(3) of this section):
(1)(i) For English units,
See paragraph (d)(1) of this section for
(ii) For SI units,
See paragraph (d)(1) of this section for
(ii) For English units,
(iii) For SI units,
Section 86.1342-94 includes text that specifies requirements that differ from § 86.1342-90. Where a paragraph in § 86.1342-90 is identical and applicable to § 86.1342-94, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86.1342-90.”
(a) introductory text [Reserved]. For guidance see § 86.1342-90.
(a)(1) A
(a)(2) through (b)(7) [Reserved]. For guidance see § 86.1342-90.
(b)(8) Non-methane hydrocarbon mass:
(c) through (d)(1)(i) [Reserved]. For guidance see § 86.1342-90.
(d)(1)(ii) Density
(A) For gasoline and the gasoline fraction of methanol-fuel, and may be used for petroleum and the petroleum fraction of methanol diesel fuel if desired; 16.33 g/ft
(B) For
(C) For
(D) For natural gas and liquified petroleum gas-fuel; 1.1771 (12.011+H/C (1.008)) g/ft
(d)(1)(iii) through (d)(1)(iv)(A) [Reserved]. For guidance see § 86.1342-90.
(d)(1)(iv)(B) For petroleum-fueled, natural gas-fueled and liquified petroleum gas-fueled engines, HC
(d)(1)(iv)(C) through (d)(3)(v)(A) [Reserved]. For guidance see § 86.1342-90.
(d)(3)(v)(B) CO
(d)(3)(vi) through (d)(5)(iii)(B) [Reserved]. For guidance see § 86.1342-90.
(d)(5)(iv)(A) C
(d)(6)(i) through (d)(7)(i) [Reserved]. For guidance see § 86.1342-90.
(d)(7)(ii) For methanol-fueled vehicles, where fuel composition is C
(d)(8)(i) [Reserved]. For guidance see § 86.1342-90.
(d)(8)(ii) For Otto-cycle engines: K
(iii) For diesel engines: K
(d)(8)(iv) through (d)(9)(x) [Reserved]. For guidance see § 86.1342-90.
(d)(10)(i) NMHC
(ii) Density
(iii)(A) CH
(B) CH
(
(
(
(e) Through (i) [Reserved]. For guidance see § 86.1342-90.
(a) The final reported transient emission test results shall be computed by use of the following formula:
(1) P
(2) P
(3) P
(4) BHP-hr
(5) BHP-hr
(b) The mass of particulate for the cold-start test and the hot-start test is determined from the following equation:
(1) P
(2) V
(2)(i)(A) For a CFV-CVS: V
(B) For a PDP-CVS:
(ii) V
(iii) N = Number of revolutions of the positive displacement pump during the test phase while samples are being collected.
(iv) P
(v) P
(vi) T
(3) V
(i) For a single-dilution system:
(A) V
(B) P
(C) P
(D) T
(E) V
(ii) For a double-dilution system:
(B) V
(C) P
(D) P
(E) T
(G) V
(H) P
(I) P
(J) T
(K) Both V
(4) P
(5) P
(i) V
(ii) P
(iii) T
(7) For definition of DF see § 86.1342-84(d)(5).
(8)(i) Real time flow rate measurement and calculating devices are permitted under these regulations. The appropriate changes in the above calculations shall be made using sound engineering principles.
(ii) Other systems and options, as permitted under these regulations, may require calculations other than these, but these must be based on sound engineering principles and be approved in advance by the Administrator at the time the alternate system is approved.
(a) The required test data shall be grouped into the following three general categories:
(1)
(2)
(3)
(b) When requested, data shall be supplied in the format specified by the Administrator.
(c)
(1) Engine manufacturer.
(2) Engine system combination.
(3) Engine code and CID.
(4) Engine identification number.
(5) Applicable engine model year.
(6) Engine fuel type.
(7) Recommended oil type.
(8) Exhaust pipe configuration, pipe sizes, etc.
(9) Curb or low idle speed.
(10) Dynamometer idle speed. (Automatic transmission engines only.)
(11) Engine parameter specifications such as spark timing, operating temperature, advance curves, etc.
(12) Engine performance data, such as maximum BHP, previously measured rated rpm, fuel consumption, governed speed, etc.
(13) Recommended start-up procedure.
(14) Maximum safe engine operating speed.
(15) Number of hours of operation accumulated on engine.
(16) Manufacturer's recommended inlet depression limit and typical in-use inlet depression level.
(17) Exhaust system:
(i)
(A) Header pipe inside diameter.
(B) Tailpipe inside diameter.
(C) Minimum distance in-use between the exhaust manifold flange and the exit of the chassis exhaust system.
(D) Manufacturer's recommended maximum exhaust backpressure limit for the engine.
(E) Typical backpressure, as determined by typical application of the engine.
(F) Minimum backpressure required to meet applicable noise regulations.
(ii)
(d)
(1) Engine-system combination.
(2) Engine identification.
(3) Instrument operator(s).
(4) Engine operator(s).
(5) Number of hours of operation accumulated on the engine prior to beginning the test sequence (Figure N84-10).
(6) Identification and specifications of test fuel used.
(7) Date of most recent analytical assembly calibration.
(8) All pertinent instrument information such as tuning, gain, serial numbers, detector number, calibration curve number, etc. As long as this information is traceable, it may be summarized by system or analyzer identification numbers.
(e)
(1) Date and time of day.
(2) Test number.
(3) Engine intake air or test cell temperature.
(4) Barometric pressure. (A central laboratory barometer may be used:
(5) Engine intake or test cell and CVS dilution air humidity.
(6) Maximum torque versus speed curve as determined in § 86.1332, with minimum and maximum engine speeds, and a description of the mapping technique used.
(7) Measured maximum horsepower and maximum torque speeds.
(8) Measured maximum horsepower and torque.
(9) Measured high idle engine speed (governed petroleum-fueled and methanol-fueled diesel engines only).
(10) Measured fuel consumption at maximum power and torque (petroleum-fueled and methanol-fueled diesel engines only).
(11) Cold-soak time interval and cool down procedures.
(12) Temperature set point of the heated continuous analysis system components (if applicable).
(13) Test cycle validation statistics as specified in § 86.1341 for each test phase (cold and hot).
(14) Total CVS flow rate with dilution factor for each test phase (cold and hot).
(15) Temperature of the dilute exhaust mixture and secondary dilution air (in the case of a double dilution system) at the inlet to the respective gas meter(s) or flow instrumentation used for particulate sampling.
(16) The maximum temperature of the dilute exhaust mixture immediately ahead of the particulate filter.
(17) Sample concentrations (background corrected) for HC, CO, CO
(18)
(i) Volume of sample passed through the methanol sampling system and the volume of deionized water in each impinger.
(ii) The methanol concentration in the reference sample and the peak area from the GC analysis of the reference sample.
(iii) The peak area of the GC analyses of the test samples (methanol).
(iv) Volume of sample passed through the formaldehyde sampling system.
(v) The formaldehyde concentration in the reference sample and the peak area from the LC analysis of the reference sample.
(vi) The peak area of the LC analysis of the test sample (formaldehyde).
(vii) Specification of the methanol-fuel used during testing.
(19) The stabilized pre-test weight and post-test weight of each particulate sample and back-up filter or pair of filters.
(20) Brake specific emissions (g/BHP-hr) for HC, CO, NO
(21) The weighted (cold and hot) brake specific emissions (g/BHP-hr) for the total test.
(22) The weighted (cold and hot) carbon balance or mass-measured brake specific fuel consumption for the total test.
(23) The number of hours of operation accumulated on the engine after completing the test sequences described in Figure N84-10.
(a) The required test data shall be grouped into the following three general categories:
(1)
(2)
(3)
(b) When requested, data shall be supplied in the format specified by the Administrator.
(c)
(1) Engine manufacturer.
(2) Engine system combination.
(3) Engine code and CID.
(4) Engine identification number.
(5) Applicable engine model year.
(6) Engine fuel type.
(7) Recommended oil type.
(8) Exhaust pipe configuration, pipe sizes, etc.
(9) Curb or low idle speed.
(10) Dynamometer idle speed (automatic transmission engines only).
(11) Engine parameter specifications such as spark timing, operating temperature, advance curves, etc.
(12) Engine performance data, such as maximum BHP, previously measured rated rpm, fuel consumption, governed speed, etc.
(13) Recommended start-up procedure.
(14) Maximum safe engine operating speed.
(15) Number of hours of operation accumulated on engine.
(16) Manufacturer's recommended inlet depression limit and typical in-use inlet depression level.
(17) Exhaust system:
(i)
(A) Header pipe inside diameter.
(B) Tailpipe inside diameter.
(C) Minimum distance in-use between the exhaust manifold flange and the exit of the chassis exhaust system.
(D) Manufacturer's recommended maximum exhaust backpressure limit for the engine.
(E) Typical backpressure, as determined by typical application of the engine.
(F) Minimum backpressure required to meet applicable noise regulations.
(ii)
(d)
(1) Engine-system combination.
(2) Engine identification.
(3) Instrument operator(s).
(4) Engine operator(s).
(5) Number of hours of operation accumulated on the engine prior to beginning the test sequence (Figure N84-10).
(6) Identification and specifications of test fuel used.
(7) Date of most recent analytical assembly calibration.
(8) All pertinent instrument information such as tuning, gain, serial numbers, detector number, calibration curve number, etc. As long as this information is traceable, it may be summarized by system or analyzer identification numbers.
(e)
(1) Date and time of day.
(2) Test number.
(3) Engine intake air or test cell temperature.
(4) Barometric pressure. (A central laboratory barometer may be used:
(5) Engine intake or test cell and CVS dilution air humidity.
(6) Maximum torque versus speed curve as determined in § 86.1332, with minimum and maximum engine speeds, and a description of the mapping technique used.
(7) Measured maximum horsepower and maximum torque speeds.
(8) Measured maximum horsepower and torque.
(9) Measured high idle engine speed (governed diesel engines only).
(10) Measured fuel consumption at maximum power and torque (diesel engines only).
(11) Cold-soak time interval and cool down procedures.
(12) Temperature set point of the heated continuous analysis system components (if applicable).
(13) Test cycle validation statistics as specified in § 86.1341 for each test phase (cold and hot).
(14) Total CVS flow rate with dilution factor for each test phase (cold and hot).
(15) Temperature of the dilute exhaust mixture and secondary dilution air (in the case of a double dilution system) at the inlet to the respective gas meter(s) or flow instrumentation used for particulate sampling.
(16) The maximum temperature of the dilute exhaust mixture immediately ahead of the particulate filter.
(17) Sample concentrations (background corrected) for HC, CO, CO
(18) For engines requiring methanol and/or formaldehyde measurement (as applicable):
(i) Volume of sample passed through the methanol sampling system and the volume of deionized water in each impinger.
(ii) The methanol concentration of the GC analyses of the test samples,
(iii) Volume of sample passed through the formaldehyde sampling system.
(iv) The formaldehyde concentration of the LC analysis of the test sample,
(v) Specification of the methanol test fuel, or fuel mixtures, used during testing.
(vi) A continuous measurement of the dew point of the raw and diluted exhaust. This requirement may be omitted if the temperatures of all heated lines are kept above 220 °F, or if the manufacturer performs an engineering analysis demonstrating that the temperature of the heated systems remains above the maximum dew point of the gas stream throughout the course of the test.
(19) For natural gas-fueled engines: Composition, including all carbon containing compounds;
(20) For liquefied petroleum gas-fueled engines: Composition of the liquefied petroleum gas-fuel used during the test. Each hydrocarbon compound present, through C
(21) The stabilized pre-test weight and post-test weight of each particulate sample and back-up filter or pair of filters.
(22) Brake specific emissions (g/BHP-hr) for HC, CO, NO
(23) The weighted (cold and hot) brake specific emissions (g/BHP-hr) for the total test.
(24) The weighted (cold and hot) carbon balance or mass-measured brake specific fuel consumption for the total test.
(25) The number of hours of operation accumulated on the engine after completing the test sequences described in Figure N84-10.
This subpart contains CST procedures for gasoline-fueled Otto-cycle light-duty vehicles, and for gasoline-fueled Otto-cycle light-duty trucks, including those certified to operate using both gasoline and another fuel (for example, “flexible-fuel” or “dual-fuel” light-duty vehicles and light-duty trucks). For the purposes of the Certification Short Test, flexible-fuel or dual-fuel vehicles will be treated as dedicated gasoline vehicles. This subpart applies to 1996 and later model years.
The definitions in § 86.096-2 apply to this subpart.
The abbreviations in § 86.096-3 apply to this subpart.
(a) This subpart describes equipment and the procedures required to perform the CST on gasoline-fueled Otto-cycle light-duty vehicles and gasoline-fueled Otto-cycle light-duty trucks (including those certified to operate using both gasoline and another fuel). Subpart A of this part sets forth the testing requirements, reporting requirements and test intervals necessary to comply with EPA certification procedures, subpart G of this part sets forth the requirements for Selective Enforcement Auditing of light-duty vehicles, subpart H of this part sets forth the standards for in-use testing, subpart K of this part sets forth the requirements for Selective Enforcement Auditing of light-duty trucks, and part 85, subpart W of this chapter sets forth the testing requirements for inspection and maintenance testing (which also may be utilized as part of the CST as defined in this subpart).
(b) Three topics are addressed in this subpart. Sections 86.1406 through 86.1413 set forth specifications and equipment requirements; §§ 86.1416 through 86.1426 discuss calibration methods and frequency; and test procedures and data requirements are described in §§ 86.1427 through 86.1442.
(a)
(1)
(ii) All other requirements of this paragraph are set forth in §§ 85.2230 and 85.2233 of this chapter.
(2)
(ii) If desired, the line extending between the sample probe and the analyzer may be insulated to minimize condensation.
(b)
(a) The test fuel to be used for the CST test options described in tables O-96-1 and O-96-2 of § 86.1430(b) must conform to the specifications listed in paragraph (b) of this section except that for manufacturer data submittal testing for the purposes of obtaining a certificate of conformity and for Selective Enforcement Audit testing, the octane specification of the fuels does not apply. For all gasoline-fueled Otto-cycle light-duty vehicles and gasoline-fueled Otto-cycle light-duty trucks (including those certified to operate using both gasoline fuel and another fuel), CST procedures performed for the purpose of obtaining a certificate of conformity must be conducted using the appropriate gasoline fuel only, as indicated in paragraph (b) of this section.
(b)
(2) Test Option 2: Use Cold CO fuel, as specified in the table in § 86.213-94; optionally, the Administrator may substitute Otto-cycle test fuel, as described in § 86.113-94(a)(1).
(3) Test Option 3: Use Otto-cycle test fuel as specified in the table in § 86.113-94(a)(1).
(a) Calibrations are performed as specified in § 85.2233 of this chapter, with the exception that the calibrations performed at 72 hour intervals in § 85.2233(e) of this chapter are instead performed prior to each CST.
(b) At least monthly, or after any maintenance which could alter calibration, the calibration of the analyzer must be checked. The analyzer must be adjusted or repaired as necessary.
(c) Water traps, filters, and conditioning columns must be checked before each test, and adjusted, repaired or replaced as necessary.
(d) Other equipment used for testing must be calibrated as often as necessary in accordance with good engineering practice.
(a) Determine that the analyzer has met the acceptance criteria specified in § 85.2225 of this chapter.
(b)
(a) The test procedure described in this subpart is designed to measure raw concentrations of CO (percent) and HC (parts per million) in the exhaust flow under conditions and test modes that may be encountered in the conduct of the Emission Control System Performance Warranty Short Tests, described in part 85, subpart W of this chapter. Emission sampling may occur during idle, 2500 rpm, and loaded modes. Specific conditions defined by this test procedure include fuel characteristics,
(b)
(2) In addition to testing under one of the sets of conditions specified in this subpart, the manufacturer may optionally test under conditions outside the ranges specified in this subpart.
(c)
(d)
(2) The manufacturer may request alternative test procedures for any engine family for which none of the test procedures described in § 86.1439 is appropriate. The alternative test procedure(s) must be approved in advance by the Administrator in accordance with the provisions of § 85.2208 of this chapter.
(3) If the manufacturer does not submit a written application for use of alternative test procedures or for exemptions from specific test procedures described in § 86.1439 but the Administrator determines that an engine family is not susceptible to satisfactory testing by the procedures set forth in this part, the Administrator shall notify the manufacturer in writing and set forth the reasons for such rejection in accordance with the provisions of § 86.090-22(c).
(4) The emission control information label for any vehicle for which approval of exemptions or alternative test procedure(s) has been granted must note such approval, in accordance with § 86.096-35, in order for the exemptions or alternative procedures to be effective for that vehicle.
(a) The following sequence lists the major steps encountered during the CST. These steps are described in paragraph (b) of this section and in §§ 86.1432, 86.1437, 86.1438, and 86.1439. Testing conducted for the manufacturer's data submittal must be in accordance with the provisions of §§ 86.096-23 and 86.1442.
(1)
(ii)
(2)
(3)
(4)
(ii)
(B) If the test vehicle is exposed to ambient temperatures outside of the specified temperature range between an initial test and a retest, it will receive a full UDDS, as described in § 86.1438.
(5)
(ii)
(6)
(ii)
(7)
(ii)
(b) The sets of test conditions identified in this subpart are based on the test fuel type present in the vehicle fuel tank and the ambient temperature during the test. Tables O-96-1 and O-96-2 outline the specific ranges of conditions to be employed in the CST. The manufacturer must perform the CST described in this subpart under at least one of the three sets of conditions shown in table O-96-1 for data submittal under the provisions of § 86.096-23. The set of conditions selected is the one that, in the manufacturer's best judgment, represents the worst case, meaning the highest probability that the test vehicle would fail.
(c) For testing conducted in accordance with this subpart, the ambient temperature to which the test vehicle is exposed must not fall outside the range specified in this paragraph.
(1)
(ii)
(2)
(ii)
(iii) The warmup operation (if performed) and the entire test run from the wait time forward, as described in § 86.1437 or § 86.1438, must remain within the specific ambient temperature range selected for the CST, that is, either moderate or warm, as specified in tables O-96-1 and O-96-2.
(3)
(i) The ambient temperature must be maintained within the moderate temperature range, as specified in table O-96-2, from the drain and fuel step forward throughout the remainder of the compliance pathway.
(ii) The ambient temperature of the test cell may not exceed 80 °F (27 °C) for the warmup operation (if performed) nor for the entire test run from the wait time forward, as described in §§ 86.1438 and 86.1439.
(d) If the engine stalls at any time during the test run, the CST is void unless the stall falls during the wait time within the guidelines for engine off time described in § 86.1437 (b) and (d) and § 86.1438(d)(1)(i).
(a) The test conditions to be employed in the CST procedure must be selected from the applicable options specified in table O-96-1 or table O-96-2 of § 86.1430(b). The fuel tank must be fitted, as required, to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle.
(b)
(2)
(i)
(ii)
(A) Federal Test Procedure for exhaust emissions (except when performing evaporative test sequence) or for fuel economy testing, in accordance with subpart B of this part.
(B) Highway Fuel Economy Test Procedure, in accordance with part 600 of this chapter (which must follow a Federal Test Procedure).
(C) Cold CO Test Procedure, in accordance with subpart C of this part.
(c)
(2)
(ii) Optionally, the test vehicle may soak at an ambient temperature within the temperature range specified in § 86.1430(c), for a period up to 36 hours in duration, except as provided in paragraph (d)(2) of this section. If the Administrator opts to soak the test vehicle, warmup operation must be performed as described in paragraph (d)(2) of this section.
(d)
(2)
(i) For moderate temperature testing utilizing Cold CO fuel only, the ambient temperature may not exceed 80 °F (27 °C) during warmup operation, or any of the succeeding steps in the CST sequence.
(ii) For the cold temperature pathway only, warmup operation must occur not only within the specific ambient temperature range indicated in table O-96-2 of § 86.1430, but must also occur within 5 °F (3 °C) of the selected test temperature.
(a) Immediately prior to the wait time portion of the test run described in § 86.1437 or § 86.1438, or immediately prior to warmup operation, the steps described in paragraphs (b) through (d) of this section must be performed.
(b) Check the device(s) for removing water from the exhaust sample and the sample filter(s). Remove any water from the water trap(s). Clean and replace the filter(s) as necessary.
(c) Set the zero and span points of the analyzer with the electrical spanning network or with analytical gases.
(d) Attach the tachometer to the vehicle in accordance with the analyzer manufacturer's instructions. The manufacturer must ensure, for all test and production vehicles and engines, that the rpm signal is capable of being read by an exhaust gas analyzer via:
(1) A conventional inductive tachometer; or
(2) The onboard diagnostics (OBD) connector, as described under the provisions of § 86.094-17; or
(3) A dedicated electrical lead, marked “rpm” and located under the hood, with a female-type, quarter-inch spade terminal. The digital transistor-transistor logic (TTL) signal must span the 0V-5V range at a rate of one pulse per engine revolution, synchronized to the top dead center position.
(a) This section describes the test run performed by the manufacturer for its data submittal pursuant to obtaining a certificate of conformity under the provisions of § 86.096-23. The test run consists of the wait time, vehicle preconditioning (optional), and the selected test procedure. The entire test run is performed in accordance with the conditions in the option selected from table O-96-1 of § 86.1430.
(b)
(2) Following the first three minutes of idle, this wait time may be interrupted by engine off/restart cycles occurring no more frequently than every five minutes, with each engine off period having a maximum duration of two minutes. Each period of idle following a restart must be a minimum of three minutes in duration. During each idle period, the engine speed must not exceed 1100 rpm or fall below 350 rpm for more than five seconds in any one excursion. The total duration of the wait time, including time at idle and time during engine off periods, is 25 to 30 minutes.
(c)
(d) Immediately following the wait time, described in paragraph (b) of this section, or, if performed, the optional preconditioning described in paragraph (c), the test procedure as described in paragraphs (e) through (g) of this section is performed on the test vehicle. The general requirements described in paragraphs (d) (1) through (4) of this section apply.
(1)
(2)
(3)
(4)
(e)
(2) The test sequence begins only after the requirements described in paragraphs (e)(2) (i) and (ii) of this section are met. If these conditions are not met within one minute upon completion of the wait time or, if performed, the preconditioning, the CST must be aborted.
(i) The vehicle is tested with the transmission in neutral or park and all accessories turned off. The engine must be at normal operating temperature (as indicated by a temperature gauge, temperature lamp, touch test on the radiator hose, or other visual observation indicating that overheating has not occurred).
(ii) The tachometer must be attached to the vehicle in accordance with the analyzer manufacturer's instructions.
(iii) The sample probe is inserted into the tailpipe to a minimum depth of 10 inches. If the vehicle's exhaust system prevents insertion to this depth, a tailpipe extension must be used, or the probe may be inserted into the tailpipe to CVS connector through an aperture provided for this purpose.
(iv) The measured concentration of CO plus CO
(f)
(2) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode terminated as described in paragraphs (f)(2) (i) through (iii) of this section.
(i) The vehicle passes the idle mode and the mode is terminated at the end of an elapsed time of 30 seconds (mt=30) if the measured values are less than or equal to the applicable short test standards as described in paragraph (d)(4) of this section.
(ii) The vehicle passes the idle mode and the mode is immediately terminated if, at any point between an elapsed time of 30 seconds (mt=30) and
(iii) The vehicle fails the idle mode and the test is terminated if none of the provisions of paragraphs (f)(2) (i) and (ii) of this section is met by an elapsed time of 90 seconds (mt=90).
(g)
(1) The mode timer resets (mt=0) when the vehicle engine speed is between 2200 and 2800 rpm. If engine speed falls below 2200 rpm or exceeds 2800 rpm for more than two seconds in one excursion, or more than six seconds over all excursions within 30 seconds of the final measured value used in pass/fail determination, the measured value is invalidated and the mode continued. If any excursion lasts for more than ten seconds, the mode timer resets to zero (mt=0) and timing resumes. The minimum high-speed mode length is determined as described in paragraph (g)(2) of this section. The maximum high-speed mode length is 90 seconds elapsed time (mt=90).
(2) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode terminated as described in paragraphs (g)(2)(i) through (iii) of this section.
(i) The vehicle passes the high-speed mode and the mode is terminated at the end of an elapsed time of 30 seconds (mt=30) if the measured values are less than or equal to the applicable short test standards as described in paragraph (d)(4) of this section.
(ii) The vehicle passes the high-speed mode and the mode is immediately terminated if, at any point between an elapsed time of 30 seconds (mt=30) and 90 seconds (mt=90), the measured values are less than or equal to the applicable short test standards as described in paragraph (d)(4) of this section.
(iii) The vehicle fails the high-speed mode and the test is terminated if none of the provisions of paragraphs (g)(2) (i) and (ii) of this section is met by an elapsed time of 90 seconds (mt=90).
(a) This section describes the test run performed by the Administrator for confirmatory testing pursuant to issuing a certificate of conformity under the provisions of § 86.091-29. The Administrator may also employ this procedure for Selective Enforcement Audit and recall purposes. For recall program testing, in-use vehicles will be set to manufacturer's specifications prior to conduct of the CST. The test run consists of the wait time, vehicle preconditioning, and the selected test procedure. The test run is performed in accordance with the conditions in the option selected from table O-96-2 of § 86.1430. If the CST is performed in conjunction with other confirmatory testing in accordance with § 86.1432(b)(2) and (c)(2), the vehicle must undergo the CST at the same specified ambient temperature range as that of the other confirmatory testing performed immediately prior to the optional vehicle soak, except as specified in paragraphs (a) (1) and (2) of this section.
(1) If the transient confirmatory testing was performed at the moderate temperature range specified in § 86.1430 and utilized Otto-cycle test fuel, it may optionally be followed by a CST sequence as described in § 86.1432 (b) and (c) at the warm ambient temperature range.
(2) If the transient confirmatory testing was performed at the moderate temperature range specified in § 86.1430 and utilized Cold CO test fuel, it may optionally be followed by a CST sequence as described in § 86.1432 (b) and (c) at the moderate ambient temperature range, except that if the ambient temperature exceeds 80 °F (27 °C) at any point for the remainder of the sequence from the wait time forward, a non-passing test result renders the test void.
(b)
(2) Following the first three minutes of idle, this wait time may be interrupted by vehicle engine off/restart cycles occurring no more frequently than every five minutes, with each engine off period having a maximum duration of two minutes. Each period of idle following a restart must be a minimum of three minutes in duration. During each idle period, the engine speed must not exceed 1100 rpm or fall below 350 rpm for more than five seconds in any one excursion, except during the allowable engine-off periods. The total duration of the wait time, including time at idle and time during engine off periods, is three to 30 minutes.
(c)
(d) Immediately following the preconditioning described in paragraph (c) of this section, the test procedure as described in paragraphs (e) through (g) of this section is performed on the test vehicle. When the CST—Loaded Test as described in § 86.1439(d) is selected, the appropriate changes to dynamometer power absorption and inertia weight settings must be completed and the test sequence resumed as soon as possible following completion of preconditioning. The general requirements described in paragraphs (d) (1) through (4) of this section apply.
(1)
(2)
(3)
(4)
(e)
(1) The vehicle is tested with the transmission in neutral or park and all accessories turned off. The engine must be at normal operating temperature (as indicated by a temperature gauge, temperature lamp, touch test on the radiator hose, or other visual observation indicating that overheating has not occurred).
(2) The tachometer must be attached to the vehicle in accordance with the analyzer manufacturer's instructions.
(3) The sample probe is inserted into the tailpipe to a minimum depth of 10 inches. If the vehicle's exhaust system prevents insertion to this depth, a tailpipe extension must be used, or the probe may be inserted into the tailpipe to CVS connector through an aperture provided for this purpose.
(4) The measured concentration of CO plus CO
(f) When the requirements listed in paragraph (e) of this section have been satisfied, the procedure selected by the Administrator from among the emission tests described in § 86.1439 is performed on the test vehicle in accordance with the conditions prescribed in this section and §§ 86.1430 and 86.1432.
(g) If a certification test vehicle fails its initial confirmatory CST, a retest must be given in accordance with the provisions of § 86.091-29(a)(3)(iii)(B)(
(1) A vehicle receiving a retest must re-enter the confirmatory pathway at either:
(i) The soak time step, as described in § 86.1432, or
(ii) The drain and fill step preceding the soak time option, as described in § 86.1432(b)(1), using the same type of fuel as was used in the initial CST. The vehicle may optionally be filled to the specified level defined in § 86.082 without being drained.
(2) A vehicle receiving a retest must either:
(i) Be maintained in the same ambient temperature range as that specified for the initial confirmatory CST (as described in § 86.1430(c)) from the termination of the initial confirmatory CST throughout the retest, or,
(ii) If the vehicle is exposed to ambient temperatures outside of the specified temperature range, before it enters the wait time it must be given a warmup consisting of a full Urban Dynamometer Driving Schedule procedure at the specified ambient temperature range for the initial CST. The test vehicle will be maintained at the same ambient temperature range as that specified for the initial confirmatory CST from this step throughout the remainder of the retest.
(h)
(1) If the Administrator elects to change fuels between one CST and a subsequent CST, the subsequent CST initiates at the drain and fill step described in § 86.1432(b)(1).
(2) If the Administrator elects to utilize the same fuel between one CST and a subsequent CST other than a retest, the Administrator may optionally initiate the subsequent CST at the vehicle soak step specified in § 86.1432(d).
(a) The portions of the performance warranty test procedures described in part 85, subpart W of this chapter designated as “second-chance” which are analogous to the CST emission test procedures do not apply to the testing performed in accordance with this subpart. The Administrator selects from among the CST emission test procedures listed in paragraphs (b) through (f) of this section, which are incorporated into the vehicle test run at the point described in § 86.1438(f); that is, after the requirements of § 86.1438(e) have been satisfied.
(b)
(1)
(ii) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode terminated as described in paragraphs (b)(1)(ii) (A) and (B) of this section.
(A) The vehicle passes the idle mode if the measured values are less than or equal to the applicable short test standards as described in § 86.1438(d)(4) prior to an elapsed time of 90 seconds (mt=90). If the vehicle passes, the mode
(B) The vehicle fails the idle mode and the test is immediately terminated if the requirements of paragraph (b)(1)(i)(A) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(2)
(i) The mode timer resets (mt=0) when the vehicle engine speed is between 2200 and 2800 rpm. If engine speed falls below 2200 rpm or exceeds 2800 rpm for more than two seconds in one excursion, or more than six seconds over all excursions within 30 seconds of the final measured value used in pass/fail determination, the measured value is invalidated and the mode continued. If any excursion lasts for more than ten seconds, the mode timer resets to zero (mt=0) and timing resumes. The minimum high-speed mode length is determined as described in paragraph (b)(2)(ii) of this section. The maximum high-speed mode length is 90 seconds elapsed time (mt=90).
(ii) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode terminates as described in paragraphs (b)(2)(ii) (A) and (B) of this section.
(A) The vehicle passes the high-speed mode and the test is immediately terminated if, at any point prior to an elapsed time of 90 seconds (mt=90), the measured values are less than or equal to the applicable short test standards as described in § 86.1438(d)(4).
(B) The vehicle fails the high-speed mode and the test is terminated if the requirements of paragraph (b)(2)(ii)(A) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(c)
(1) The mode timer starts (mt=0) when the vehicle engine speed is between 350 and 1100 rpm. If engine speed exceeds 1100 rpm or falls below 350 rpm, the mode timer resets to zero and resumes timing. The minimum mode length is determined as described under paragraph (c)(2) of this section. The maximum mode length is 90 seconds elapsed time (mt=90).
(2) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode is terminated in accordance with paragraphs (c)(2) (i) and (ii) of this section.
(i) The vehicle passes the idle mode and the test is immediately terminated if, at any point prior to an elapsed time of 90 seconds (mt=90), the measured values are less than or equal to the applicable short test standards as described in § 86.1438(d)(4).
(ii) The vehicle fails the idle mode and the test is terminated if the requirements of paragraph (c)(2)(i) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(d)
(1)
(ii) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode is terminated in accordance with paragraphs (d)(1)(ii) (A) and (B) of this section.
(A) The vehicle passes the loaded mode if the measured values are less than or equal to the applicable short test standards as described in § 86.1438(d)(4) prior to an elapsed time of 90 seconds (mt=90). If the vehicle passes, the mode terminates immediately, or after an elapsed time of 30 seconds (mt=30), whichever comes second.
(B) The vehicle fails the loaded mode and the test is terminated if the requirements of paragraph (d)(1)(ii)(A) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(2)
(ii) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode is terminated in accordance with paragraphs (d)(2)(ii) (A) and (B) of this section.
(A) The vehicle passes the idle mode and the test is immediately terminated if, at any point prior to an elapsed time of 90 seconds (mt=90), measured values are less than or equal to the applicable short test standards described in § 86.1438(d)(4).
(B) The vehicle fails the idle mode and the test terminates if the requirements of paragraph (d)(2)(ii)(A) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(e)
(1)
(2)
(ii) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode terminates as described in paragraphs (e)(2)(ii) (A) and (B) of this section.
(A) The vehicle passes the idle mode and the test is immediately terminated if, at any point prior to an elapsed time of 90 seconds (mt=90), the measured values are less than or equal to the applicable short test standards as described in § 86.1438(d)(4).
(B) The vehicle fails the idle mode and the test terminates if the requirements of paragraph (e)(2)(ii)(A) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(f)
(1)
(ii) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode is terminated in accordance with paragraphs (f)(1)(ii) (A) and (B) of this section.
(A) The vehicle passes the high-speed mode and the mode is terminated at an elapsed time of 90 seconds (mt=90) if any measured values are less than or equal to the applicable short test standards as described in § 86.1438(d).
(B) The vehicle fails the high-speed mode and the test is terminated if the requirements of paragraph (f)(1)(ii)(A) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(2)
(ii) The pass/fail analysis begins after an elapsed time of ten seconds (mt=10). A pass or fail determination is made for the vehicle and the mode is terminated in accordance with paragraphs (f)(2)(ii) (A) and (B) of this section.
(A) The vehicle passes the idle mode and the test is immediately terminated if, at any point prior to an elapsed time of 90 seconds (mt=90), the measured values are less than or equal to the applicable short test standards as described in § 86.1438(d)(4).
(B) The vehicle fails the idle mode and the test is terminated if the requirements of paragraphs (f)(2)(ii)(A) of this section are not satisfied by an elapsed time of 90 seconds (mt=90).
(a)
(1) Test number.
(2) Vehicle description, including engine family code, vehicle ID number, version number, manufacturer, number of cylinders, equivalent test weight, weight class and odometer reading.
(3) Date and time of day for the test.
(4) Driver and equipment operator IDs.
(5) Gas analyzers: Analyzer bench ID, analyzer ranges, recordings of analyzer output during zero, span, and sample readings.
(6) Recorder charts or computer printouts: Test number, date, vehicle ID, operator ID, and identification of the measurements recorded.
(7) Soak area ambient temperature (°F).
(8) Test cell ambient temperature (°F), barometric pressure, and humidity. (A central laboratory barometer may be used, provided that individual test cell barometric pressures are shown to be within
(9) Test fuel: RVP and type (Otto-cycle test fuel or Cold CO test fuel).
(10) Warmup operation performed, for example, none, full Urban Dynamometer Driving Schedule (UDDS), first 505 seconds of the UDDS, other confirmatory test procedure, other transient operation.
(11) Wait time characteristics, including total time and engine off/restart cycle schedule.
(12) Preconditioning; duration and type, for example, minimum 2500 rpm idle or minimum 30 mph (48 kph) loaded steady state operation.
(13) CST procedure type, as described in § 86.1439.
(14) Dynamometer ID.
(b)
(1) The reported exhaust concentrations, i.e., those for which the product of HC+(151*CO) is at a minimum. Round initial test results to the number of decimal places contained in the respective standards expressed to one additional significant figure; round final test results to the number of decimal places contained in the respective standards. Rounding is done in accordance with ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications. This procedure has been incorporated by reference (see § 86.1).
(2) The test time and mode time at which the reported exhaust concentrations are at a minimum.
(3) Minimum CO+CO2 concentration (if applicable).
Secs. 202, 206, 207, 208, 301(a), Clean Air Act, as amended 42 U.S.C. 7521, 7525, 7541, 7542, and 7601.
This subpart contains gaseous emission idle test procedures for gasoline-fueled and methanol-fueled Otto-cycle heavy-duty engines, and for gasoline-fueled and methanol-fueled Otto-cycle light-duty trucks. It applies to 1990 and later model years.
This subpart contains gaseous emission idle test procedures for light-duty trucks and heavy-duty engines for which idle CO standards apply. It applies to 1994 and later model years. The idle test procedures are optionally applicable to 1994 through 1996 model year natural gas-fueled and liquefied petroleum gas-fueled light-duty trucks and heavy-duty engines.
The definitions in § 86.084-2 apply to this subpart.
The abbreviations in § 86.084-3 apply to this subpart.
(a) The model year of initial applicability is indicated by the section number. The two digits following the hyphen designate the first model year for which a section is effective. A section remains effective until superseded.
Section 86.1511-84 applies to the 1984 and subsequent model years until superseded. If § 86.1511-85 is promulgated, it would take effect beginning with the 1985 model year. Section 86.1511-83 would apply to model years 1983 and 1984.
(b) A section reference without a model year suffix refers to the section applicable for the appropriate model year.
(c) All provisions in this subpart apply to gasoline-fueled and methanol-fueled Otto-cycle heavy-duty engines, and to gasoline-fueled and methanol-fueled Otto-cycle light-duty trucks.
(a) The model year of initial applicability is indicated by the section number. The two digits following the hyphen designate the first model year for which a section is effective. A section remains effective until superseded.
Section 86.1511-84 applies to the 1984 and subsequent model years until superseded. If § 86.1511-85 is promulgated, it would take effect beginning with the 1985 model year. Section 86.1511-83 would apply to model years 1983 and 1984.
(b) A section reference without a model year suffix refers to the section applicable for the appropriate model year.
(c) All provisions in this subpart apply to gasoline-fueled and methanol-fueled Otto-cycle heavy-duty engines, methanol-fueled Diesel-cycle heavy-duty engines, new Otto-cycle light-duty trucks, and liquefied petroleum gas-fueled, natural gas-fueled, and methanol-fueled diesel-cycle light-duty trucks.
(a) This subpart describes the equipment and the procedures required to perform idle exhaust emission tests on gasoline-fueled heavy-duty engines and gasoline-fueled light-duty trucks. Subpart A sets forth the testing requirements, reporting requirements, and test intervals necessary to comply with EPA certification procedures.
(b) Four topics are addressed in this subpart. §§ 86.1505-84 through 86.1515-84 set forth specifications and equipment requirements; §§ 86.1516-84 through 86.1526-84 discuss calibration methods and frequency; test procedures and data requirements are listed in §§ 86.1527-84 through 86.1542-84; and calculation formulae are found in § 86.1544-84.
(a) This subpart describes the equipment and the procedures required to perform idle exhaust emission tests on gasoline-fueled and methanol-fueled Otto-cycle heavy-duty engines, and gasoline-fueled and methanol-fueled Otto-cycle light-duty trucks. Subpart A sets forth the testing requirements, reporting requirements and test intervals necessary to comply with EPA certification procedures.
(b) Four topics are addressed in this subpart. Sections 86.1505 through 86.1515 set forth specifications and equipment requirement; §§ 86.1516 through 86.1526 discuss calibration methods and frequency; test procedures and data requirements are listed in §§ 86.1527 through 86.1542 and calculation formula are found in § 86.1544.
(a) This subpart describes the equipment and the procedures required to perform idle exhaust emission tests on heavy-duty engines and light-duty trucks. Subpart A of this part sets forth the testing requirements, reporting requirements and test intervals necessary to comply with EPA certification procedures.
(b) Four topics are addressed in this subpart. Sections 86.1505 through 86.1515 set forth specifications and equipment requirements; §§ 86.1516 through 86.1526 discuss calibration methods and frequency; test procedures and data requirements are listed in §§ 86.1527 through 86.1542 and calculation formulas are found in § 86.1544.
(a) This subpart contains procedures for performing idle exhaust emission tests on gasoline-fueled and methanol-fueled Otto-cycle heavy-duty engines, and gasoline-fueled and methanol-fueled Otto-cycle light-duty trucks. Equipment required and specifications are as follows:
(1)
(2)
(b) [Reserved]
(a) This subpart contains procedures for performing idle exhaust emission tests on Otto-cycle heavy-duty engines and Otto-cycle light-duty trucks. Equipment required and specifications are as follows:
(1)
(2)
(b) [Reserved]
(a) The exhaust gas sampling system shall transport the exhaust sample from the engine or vehicle to the analysis system in such a manner as to maintain the integrity of the sample constituents that are to be analyzed.
(b) The sample system shall supply a dry sample (i.e., water removed) to the analysis system.
(c) A CVS sampling system with bag analysis as specified in § 86.1309 or § 86.109 or with continuous analysis as specified in § 86.1310 is permitted as applicable. The inclusion of an additional raw carbon dioxide (CO
(d) A raw exhaust sampling system as specified in § 86.309-79 and § 86.310-79 is permitted.
(a) Analyzers used for this subpart shall meet the following specifications:
(1) The analyzer used shall conform to the emission measurement accuracy provisions of § 86.1338.
(2) The resolution of the readout device(s) for the range specified in paragraph (a)(1) of this section shall be equal to or less than 0.05 percent for the CO analyzer.
(3) For the range specified in paragraph (a)(1) of this section, the precision shall be less than
(4) For the range specified in paragraph (a)(1) of this section, the mean response to a zero calibration gas shall not exceed
(5) For the range specified in paragraph (a)(1) of this section the drift of the mean calibration response shall be less than
(6) The analyzer must respond to an instantaneous step change at the entrance to the sampling system with a response equal to 90 percent of that step change within 15 seconds or less on the range specified in paragraph (a)(1) of this section. The step change shall be at least 60 percent of full-scale deflection.
(7) The interference gases listed shall individually or collectively produce an analyzer reading less than
(8) The analyzer shall be able to meet the specifications in paragraph (a) of
(i) After a 30 minute warm-up from the prevailing ambient conditions;
(ii) Between 0 to 85 percent relative humidity; and
(iii) During variations of
(b) The inclusion of a raw CO
The requirements of this section are set forth in § 86.1313-90(a) for heavy-duty engines, and in § 86.113-90(a) for light-duty trucks.
The requirements of this section are set forth in § 86.1313-94 for heavy-duty engines and in § 86.113-94 for light-duty trucks.
(a) The final idle emission test results shall be reported as percent for carbon monoxide on a dry basis.
(b) If the raw CO sampling system in § 86.309-79 is used, the analytical gases specified in § 86.308-79 shall be used.
(c) If a CVS sampling system is used, the analytical gases specified in § 86.1314 shall be used.
(a) Calibrations shall be performed as specified in §§ 86.1518-84 through 86.1526-84.
(b) At least monthly or after any maintenance which could alter calibration, check the calibration of the CO analyzer. Adjust or repair the analyzer as necessary.
(c) Water traps, filters, or conditioning columns should be checked before each test.
If the CVS system is used for sampling during the idle emission test, the calibration instructions are specified in § 86.1319-84 for heavy-duty engines, and § 86.119-78 for light-duty trucks.
(a)
(2) Calibrate the analyzer with the calibration gas specified in § 86.1514-84.
(3) Adjust the electrical span network such that the electrical span point is correct when the analyzer reads the calibration gas correctly.
(4) Determine that the analyzer complies with the specifications in § 86.1511-84.
(b)
(a) The calibration requirements for the dilute-sample CO
(b) The calibration requirements for the raw CO
Other test equipment used for testing shall be calibrated as often as necessary according to good engineering practice.
(a) The idle emission test procedure is designed to determine the raw concentration (in percent) of CO in the exhaust flow at idle. The test procedure begins with the engine at normal operating temperature. (For example, the warm-up for an engine may be the transient engine or chassis dynamometer test.)
(b) Raw emission sampling must be made before dilution occurs from a single exhaust pipe in which exhaust products are homogeneously mixed. The configuration for dual-exhaust systems must also allow for raw emission measurements, which will require that an additional “Y” pipe be placed in the exhaust system before dilution.
(a) The following test sequence lists the major steps encountered during the idle test:
(b) Ambient test cell conditions during the test shall be those specified in § 86.1330-84 or § 86.130-78.
The following steps shall be taken for each test:
(a) Check the device(s) for removing water from the exhaust sample and the sample filter(s). Remove any water from the water trap(s). Clean and replace the filter(s) as necessary.
(b) Set the zero and span points of the CO analyzer with the electrical spanning network or with analytical gases.
(c) Achieve normal engine operating condition. The transient engine or chassis dynamometer test is an acceptable technique for warm-up to normal operating condition for the idle test. If the emission test is not performed prior to the idle emission test, a heavy-duty engine may be warmed-up according to § 86.1332-84(d)(2) (i) through (iv). A light-duty truck may be warmed up by operation through one Urban Dynamometer Driving Schedule test procedure (see § 86.115-78 and appendix I to this part).
(d) Operate the warm engine at 2500
(e) If the CVS sampling system is used, the following procedures apply:
(1) If bag samples are drawn, with the sample selector valves in the standby position connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.
(2) Start the CVS (if not already on), the sample pumps, integrators, and the raw CO
(3) Adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero.
(4) Operate the engine or vehicle at curb idle for 30
(5) Begin raw and dilute sampling.
(6) For bag sampling, sample idle emissions long enough to obtain a sufficient bag sample, but in no case shorter than 60 seconds nor longer than 6 minutes. Follow the sampling and exhaust measurements requirements of § 86.340-79(e) for the conducting of the raw CO
(7) As soon as possible, transfer the idle test exhaust and dilution air samples to the analytical system and process the samples according to § 86.1540-84. Obtain a stabilized reading of the exhaust sample on all analyzers within 20 minutes of the end of the sample collection phase of the test.
(f) If the raw exhaust sampling and analysis technique specified in § 86.309-79 is used, the following procedures apply:
(1) Warm up the engine or vehicle per paragraphs (c) and (d) of this section. Operate the engine or vehicle at the conditions specified in paragraph (e)(4) of this section.
(2) Follow the sampling and exhaust measurement requirements of § 86.340-79(e). The idle sample shall be taken for 60 seconds minimum, and no more than 64 seconds. The chart reading procedures of § 86.343-79 shall be used to determine the analyzer response.
(g) If the engine or vehicle stalls at any time during the test run, the test is void.
(a) Record the CO idle concentrations in percent.
(b) If the CVS sampling system is used, the analysis procedures for dilute CO and CO
(c) If the continuous raw exhaust sampling technique (§ 86.309-79) is used, the analysis procedures for CO specified in § 86.343-79 apply.
(a)
(1) Date and time of day.
(2) Test number.
(3) Engine intake air or test cell temperature.
(4) Barometric pressure.
A central laboratory barometer may be used:
(5) Engine intake or test cell and CVS dilution air humidity.
(6) Curb idle speed during the test.
(7) Idle exhaust CO concentration (dry basis).
(8) Idle exhaust raw CO
(9) Dilute bag sample CO and CO
(10) Total CVS flow rate with calculated dilution factor for the idle mode (if applicable).
(b)
(1) Test number.
(2) System or device tested (brief description).
(3) Date and time of day for the test.
(4) Instrument operated.
(5) Vehicle: ID number, manufacturer, model year, standards, engine family, evaporative emissions family, basic engine description (including displacement, number of cylinders, turbocharger used and catalyst usage), fuel system (including number of carburetors, number of carburetor barrels, fuel injection type and fuel tank(s) capacity and location), engine code, gross vehicle weight rating, inertia weight class and transmission configuration, as applicable.
(6) All pertinent instrument information such as tuning, gain, serial number, detector number and range. As an alternative a reference to a vehicle test cell number may be used, with the advance approval of the Administrator, provided test cell calibration records show the pertinent instrument information.
(7) Recorder charts or computer printouts: Identify zero, span, exhaust gas and dilution air sample traces or computer readings (if applicable).
(8) Test cell ambient temperature and, if applicable, barometric pressure and humidity.
A central laboratory barometer may be used:
(9) Pressure of the mixture of exhaust and dilution air entering the CVS metering device (or pressure drop across the CFV), the pressure increase across the device, and the temperature at the inlet (if applicable). The temperature may be recorded continuously or digitally to determine temperature variations (if applicable).
(10) The number of revolutions of the positive displacement pump accumulated while exhaust samples are being collected (if applicable). The number of standard cubic feet metered by a critical flow venturi would be the equivalent record for a CFV (if applicable).
(11) The humidity of the dilution air.
If conditioning columns are not used (see §§ 86.122 and 86.144) this measurement can be deleted. If the conditioning columns are used and the dilution air is taken from the test cell, the ambient humidity can be used for this measurement.
(12) Curb idle engine speed during the test.
(13) Idle exhaust CO concentration (dry basis).
(14) Idle exhaust raw CO
(15) Dilute bag sample CO and CO
(16) Total CVS flow rate with calculated dilution factor for the idle mode (if applicable).
(a) The final idle emission test results shall be reported as percent for carbon monoxide on a dry basis.
(b) If a CVS sampling system is used, the following procedure shall apply:
(1) Use the procedures, as applicable, in § 86.1342-84 to determine the dilute wet-basis CO and CO
(2) Use the procedure, as applicable, in § 86.345-79 to determine the raw dry-basis CO
(3) Convert the raw dry-basis CO
(4) Calculate the CVS dilution factor (DF) by:
(5) Convert the dilute wet-basis CO to dilute dry-basis values. An assumption that the percent of water by volume in the sample bag is 2 percent is acceptable. For example:
(6) Calculate the raw dry-basis CO values by:
(c) If the raw exhaust sampling and analysis system specified in § 86.309-79 is used, the percent for carbon monoxide on a dry basis shall be calculated using the procedure, as applicable, in § 86.345-79.
Secs. 215 and 301, Clean Air Act, as amended (42 U.S.C. 7550 and 7601).
This subpart applies to manufacturers of motor vehicles and motor vehicle engines (hereafter referred to as vehicles) which are subject to the requirements of title II of the Clean Air Act. This subpart applies to the following vehicles:
(a) 1968 and later model year light-duty vehicles and light-duty trucks.
(b) 1970 and later model year heavy-duty engines built after December 31, 1969.
(c) 1978 and later model year motorcycles built after December 31, 1977.
The definitions provided in subpart A also apply in this subpart. Additional definitions that apply in this subpart are as follow:
(a) Manufacturers of vehicles specified in § 86.1601 shall submit to the Administrator for approval the following altitude performance adjustment instructions.
(1) Low-altitude adjustment instructions for vehicles certified to meet the appropriate high-altitude emission standards.
(2) High-altitude adjustment instructions for vehicles certified to meet the appropriate low-altitude emission standards.
(b) Manufacturers are not required to submit altitude adjustment instructions for vehicles equipped with systems or devices that compensate (in full or in part) the engine fuel metering system for air density changes. Manufacturers claiming this exemption must submit to the Administrator for approval a notification of the claim specifying the affected vehicles. The notification must also describe the compensating system used.
(c) Manufacturers may request the Administrator to waive the application of this regulation for vehicles which potentially may never be operated at an altitude other than that for which they were designed (such as vehicles which are not offered for sale within the continental United States).
(d) Manufacturers shall meet the requirements of paragraph (a), according to the following schedule:
(1) Altitude adjustment instructions for all 1980 and earlier model year vehicles or engines shall be submitted to the Administrator within one (1) year of the effective date of this regulation.
(2) Altitude adjustment instructions for 1982 and later model year vehicles or engines shall be submitted to the Administrator within 30 days of the issuance of the certificate of conformity for those vehicles or engines. For vehicles or engines certified for the 1981 model year before the publication of this regulation, altitude adjustment instructions shall be submitted within 90 days of the publication of this regulation.
(e) Failure to submit altitude performance adjustment instructions in accordance with this section is a violation of section 203(a)(3) of the Clean Air Act and may result in penalties as specified in section 205 of the Clean Air Act. The Administrator may grant extensions of the schedule in paragraph (c) if the manufacturer submits a written request to the Administrator specifying the reasons for the need for the extension. Requests for an extension must be received by EPA at least 5 working days prior to the submittal date contained in paragraph (d).
(f) The adjustment instructions (including labels) that the Administrator approves under this subpart shall be made available by the manufacturer at no cost to service outlets and the general public. EPA encourages manufacturers to notify vehicle owners in high-altitude areas of the availability of high-altitude adjustments.
(g) If altitude adjustments are performed according to the instructions approved by the Administrator, they will not be treated as violations of the tampering provisions of section 203(a) of the Act except as described below:
(a) The Administrator shall not approve altitude performance adjustments that will:
(1) Cause any regulated pollutant emission level to increase if the emission level exceeded the appropriate emission standard before adjustment was made.
(2) Cause any regulated pollutant emission level to exceed the appropriate emission standard if the emission level did not exceed the emission standard before the adjustment was made.
(3) For light-duty vehicles, light-duty trucks, motorcycles, heavy-duty gasoline-fueled engines, cause any reduction of vehicle performance (as evaluated by the manufacturer) such that vehicle drivers will likely complain.
(4) Be of such technical complexity or require such complex, expensive, or exclusive equipment that a competent mechanic in an average service establishment cannot perform the adjustments correctly. Adjustment procedures should not require knowledge or training beyond that required to perform normal engine maintenance. All required equipment must be available to any service establishment at competitive cost.
(5) Require the use of manufacturer parts, unless they are necessary to ensure emission control performance and unless the Administrator grants a waiver under section 207(c)(3)(B) of the Act.
(6) Removes or defeats the parameter adjustment controls for the parameters listed in §§ 86.081-22(e)(1)(i) and 86.082-22(e)(1)(i) for light-duty vehicles and light-duty trucks, and § 86.428-80(d) for motorcycles unless:
(i) The manufacturer determines that it is reasonable to restore the parameter adjustment control in use and provides appropriate instruction as part of the high-altitude performance adjustment instructions, or
(ii) The manufacturer determines that is is not reasonable to restore the parameter adjustment control in use and alternatively includes on the label required in § 86.1606 a statement to the effect that the labeled vehicle can be adjusted but that adjustment to other than manufacturer specification may be considered violation of Federal law.
(b) If the Administrator determines that the altitude performance adjustment instructions cannot be approved, the Administrator shall notify the manufacturer in writing of the disapproval. This notification shall explain the reasons for the disapproval.
(1) Within 20 working days of the date of a notification of disapproval, the manufacturer may file a written appeal to the Administrator. The Administrator may allow additional oral or written testimony prior to rendering a final decision.
(2) If the manufacturer files no appeal with the Administrator, the disapproval becomes final.
(3) Within 30 days following the Administrator's final decision of disapproval, the manufacturer must submit new altitude performance adjustment instructions applying to all of the vehicles for which the disapproved instructions applied. If these new instructions are not submitted within 30 days, EPA may take action under sections 203(a)(3) and 205 of the Act. If the new altitude performance adjustment instructions are disapproved by the Administrator, the manufacturer may follow the appeal procedures under paragraphs (b)(1) and (b)(2) of this section.
(c) If the Administrator makes a final decision to disapprove the new instructions, EPA may take action under sections 203(a)(3) and 205 of the Act.
(a) Manufacturers shall submit to the Administrator the text of the altitude performance adjustment instructions to be provided to vehicle owners and service establishments. Each set of altitude performance adjustment instructions must set forth the adjustment procedure (including the installation of the label required by § 86.1606) to be followed and identify the vehicles for which the instructions are applicable. At a minimum, each set of instructions shall identify the vehicle applicability by manufacturer, car line, model year, engine displacement, engine family, and exhaust emission control systems. Manufacturers may specify vehicle applicability in greater detail if necessary, but such specifications must be identifiable to the public and the service industry through vehicle marking or codes.
(b) The manufacturer shall submit to the Administrator the following information about the adjustments:
(1) Specifications of changes in calibrations of any component, including the original and new calibration values or curves;
(2) Descriptions of component additions, including a full description of the new components along with the configurations (sketch or drawing), calibration values, and part numbers;
(3) Descriptions of component replacements, including all items in paragraph (b)(2) of this section, for the new parts. Also, a description of the differences between the original component and the new component with respect to design, calibration, and function;
(4) Descriptions of any special tools necessary to perform the adjustments.
(c) The manufacturer shall submit to the Administrator the following evaluations of the adjustments:
(1) A statement that the conditions of § 86.1604 (a) (1) and (2) are not caused by the adjustment, and supporting information for this statement consisting of technical evaluations (consistent
(2) A statement that vehicle performance is generally unchanged or improved as result of the adjustments, and supporting information for this statement consisting of technical evaluations or driver evaluations.
(3) Information that shows compliance with section 202(a)(4)(A) of the Act (which prohibits vehicles from causing unreasonable risks to public health, welfare, and safety).
(d) The manufacturer shall submit to the Administrator for approval a copy or sample of the label required by § 86.1606 and a copy of the instructions for installation of the label.
(a) The manufacturer shall make available to the public as part of the altitude performance adjustment instructions the labels described in this section. Instructions for installing the labels according to the requirements of this section shall be provided with each label.
(b) The label installation instructions shall indicate the following information.
(1) For light-duty vehicles, light-duty trucks, and heavy-duty engines, the label should be affixed in a readily visible position in the engine compartment and beside (to the extent possible) the existing label which is required under § 86.079-35.
(2) For motorcycles, the label should be affixed in a readily accessible position and beside (to the extent possible) the existing label which is required under § 86.413-78(a)(1).
(3) The instructions shall also indicate that the label should not be affixed to any equipment that can be easily detached from the vehicle.
(c) The label must be constructed such that if installed properly, it cannot be removed without destroying or defacing the label.
(d) The label shall contain the following information lettered in the English language in block letters and numerals, which must be of a color that contrasts with the background of the label:
(1) The label heading: Vehicle Emission Control Information Update;
(2) Full corporate name and trademark of the vehicle manufactuer;
(3) The statement: “This vehicle has been (adjusted) (modified) to improve emission control performance when operated at (high) (low) altitude”;
(4) Information on where altitude performance adjustment instructions may be obtained or include the actual altitude performance adjustment instructions;
(5) The new tuneup specifications (if changed from the original label specifications) at the applicable altitude.
(a) The provisions of this subpart may be adopted by vehicle manufacturers pursuant to the provisions specified in § 86.1705. The provisions of this subpart are generally applicable to 1999 and later model year light-duty vehicles and light light-duty trucks to be sold in the Northeast Trading Region, and 2001 and later model year light-duty vehicles and light light-duty trucks to be sold in the United States. In cases where a provision applies only to certain vehicles based on model year, vehicle class, motor fuel, engine type, vehicle emission category, intended sales destination, or other distinguishing characteristics, such limited applicability is cited in the appropriate section or paragraph. The provisions of this subpart shall be referred to as the “National Low Emission Vehicle Program” or “National LEV” or “NLEV.”
(b) All requirements of 40 CFR parts 85 and 86, unless specifically superseded by the provisions of this subpart, shall apply to vehicles under the National LEV Program. Compliance with the provisions of this subpart will be deemed compliance with some of the requirements of 40 CFR parts 85 and 86, as set forth elsewhere in this subpart.
(c) The requirements of this subpart apply to new vehicles manufactured by covered manufacturers through model year 2003. In addition, the requirements of this subpart apply to new vehicles manufactured by covered manufacturers for model years prior to the first model year for which a mandatory federal exhaust emissions program for light-duty vehicles and light light-duty trucks is at least as stringent as the National LEV program with respect to NMOG, NO
(d) Adoption of the National LEV program does not impose gasoline or other in-use fuel requirements and is not intended to require any new federal or state regulation of fuels. Vehicles under National LEV will be able to operate on any fuels, including conventional gasoline, that, in the absence of the National LEV program, could be sold under federal or state law.
(a) The definitions in subpart A of this part apply to this subpart, except where the same term is defined differently in paragraph (b) of this section.
(b) The following definitions shall apply to this subpart:
(1) A dual fuel, flexible fuel, or dedicated alternatively fueled vehicle certified as a TLEV or more stringent when operated on the alternative fuel;
(2) A ULEV or Inherently Low-Emission Vehicle (ILEV), as defined in 40 CFR 88.302, either conventionally or alternatively fueled;
(3) An HEV or ZEV.
(1) Class A delivered to a point of first sale in the Northeast Trading Region;
(2) Class A delivered to a point of first sale in the All States Trading Region;
(3) Class B delivered to a point of first sale in the Northeast Trading Region;
(4) Class B delivered to a point of first sale in the All States Trading Region.
(a) The abbreviations in subpart A of this part apply to this subpart.
(b) In addition, the following abbreviations shall apply to this subpart:
(a) The model year of initial applicability is indicated by the last two digits of the six-digit group of the section number. A section remains in effect for subsequent model years until it is superseded.
(b) A section reference without a model year suffix shall be interpreted to be a reference to the section applicable to the appropriate model year.
(a)
(1) The manufacturer (or, in the case of joint ventures or similar cooperative arrangements between two or more manufacturers, the participating manufacturers) has opted into the program pursuant to paragraph (c) of this section;
(2) Where a manufacturer has included a condition on opt-in provided for in paragraph (c)(2) of this section, that condition has been satisfied; and
(3) The manufacturer has not opted out, pursuant to § 86.1707, or the manufacturer has opted out but that opt-out has not become effective under § 86.1707.
(b) Covered manufacturers must comply with the standards and requirements specified in this subpart beginning in model year 1999. A manufacturer not listed in § 86.1706(c) that opts into the program after EPA issues a finding pursuant to § 86.1706(b) that the program is in effect must comply with the standards and requirements of this subpart beginning in the model year named for the calendar year after the calendar year in which EPA receives the manufacturer's opt-in. Light-duty vehicles and light light-duty trucks sold by covered manufacturers must comply with the provisions of this subpart.
(c)
XX COMPANY, its subsidiaries, successors and assigns hereby opts into the voluntary National LEV program, as set forth in 40 CFR part 86, subpart R, and agrees to be legally bound by all of the standards, requirements and other provisions of the National LEV program. XX COMPANY commits not to challenge EPA's authority to establish or
(2) The opt-in notification may indicate that the manufacturer opts into the program subject to either or both of the following conditions:
(i) That the Administrator finds under § 86.1706 that the National LEV program is in effect, to be indicated with the following language:
This opt-in is subject to the condition that the Administrator make a finding pursuant to 40 CFR 86.1706 that the National LEV program is in effect.
(ii) That certain states (limited to the OTC States) and/or motor vehicle manufacturers opt into National LEV pursuant to § 86.1705, to be indicated with the following language (language in brackets indicates that either or both formulations are acceptable):
This opt-in is subject to the condition that [each of the states of [list state names]/[and] each of the following manufacturers [list manufacturer names]] opt into National LEV pursuant to 40 CFR 86.1705.
(3) A manufacturer shall be considered to have opted in upon the Administrator's receipt of the opt-in notification and satisfaction of the conditions set forth in paragraph (c)(2) of this section, if applicable.
(d)
(1) The state has opted into National LEV pursuant to paragraph (e) of this section;
(2) Where a state has included a condition on opt-in provided for in paragraph (e)(3)(viii) of this section, that condition has been satisfied; and
(3) The state has not opted out, pursuant to § 86.1707, or the state has opted out but that opt-out has not become effective under § 86.1707.
(e)
(1)(i) An Executive Order signed by the governor of the state (or the mayor of the District of Columbia) that unambiguously and unconditionally (apart from the permissible conditions set forth in this section) indicates the state's agreement to opt into the National LEV program and includes the following language (language in brackets indicates that either formulation is acceptable):
This Executive Order [commits STATE to/opts STATE into] the National Low Emission Vehicle (National LEV) program, in accordance with the EPA National LEV program regulations at 40 CFR part 86, subpart R.
I hereby direct HEAD OF APPROPRIATE STATE AGENCY to forward to EPA with my concurrence the [enclosed letter signed/enclosed letter and proposed regulations signed and proposed] by the HEAD OF APPROPRIATE STATE AGENCY, which [specifies/specify] the details of STATE's commitment to the National LEV program.
I hereby direct APPROPRIATE STATE AGENCY to follow the procedures prescribed
(ii) States with Existing ZEV Mandates may add language to the Executive Order submitted pursuant to this paragraph (e)(1) confirming that this opt-in will not affect the state's requirements pertaining to ZEVs.
(2)(i) If a state does not submit an Executive Order pursuant to paragraph (e)(1) of this section, a letter signed by the governor of the state (or the mayor of the District of Columbia) that unambiguously and unconditionally (apart from the permissible conditions set forth in this section) indicates the state's agreement to opt into the National LEV program and includes the following language (language in brackets indicates that either formulation is acceptable):
This submittal is made in accordance with the EPA National Low Emission Vehicle (National LEV) regulations at 40 CFR part 86, subpart R to [commit STATE to/opt STATE into] the National LEV program.
[I am forwarding to EPA the [enclosed letter signed enclosed letter and proposed regulations which were signed and proposed] by HEAD OF APPROPRIATE STATE AGENCY at my direction, and which [specifies/specify] the details of STATE's commitment to the National LEV program. I am forwarding to EPA and concur with the [enclosed letter signed/enclosed letter and proposed regulations signed and proposed] by HEAD OF APPROPRIATE STATE AGENCY, which [specifies/specify] the details of STATE's commitment to the National LEV program.]
I [hereby direct/have directed] APPROPRIATE STATE AGENCY to follow the procedures prescribed by the general statutes of STATE to take the necessary steps to adopt regulations and submit a state implementation plan (SIP) revision committing STATE to National LEV in accordance with the EPA National LEV regulations on SIP revisions at 40 CFR part 86, subpart R, and with section 110 of the Clean Air Act and its implementing regulations at 40 CFR parts 51 and 52.
(ii) States with Existing ZEV Mandates may add language to the letter submitted pursuant to this paragraph (e)(2) confirming that this opt-in will not affect the state's requirements pertaining to ZEVs.
(3) A letter signed by the head of the appropriate state agency that would unconditionally (except as set forth in this section) include the following:
(i) States without a Section 177 Program, or with a Section 177 Program but not an Existing ZEV Mandate, shall include the following language:
National LEV is designed as a compliance alternative for OTC State programs adopted pursuant to section 177 of the Clean Air Act that apply to passenger cars, light-duty trucks up through 6,000 pounds GVWR, and/or medium-duty vehicles from 6,001 to 14,000 pounds GVWR if designed to operate on gasoline, as these categories of motor vehicles are defined in the California Code of Regulations, Title 13, Division 3, Chapter 1, Article 1, Section 1900. For the duration of STATE's participation in National LEV, [STATE will allow manufacturers to / manufacturers may] comply with National LEV or equally stringent mandatory Federal standards in lieu of compliance with any program adopted by STATE pursuant to the authority provided in section 177 of the Clean Air Act applicable to the vehicle classes specified above, including any ZEV mandates. STATE's participation in National LEV extends until model year 2006, except as provided in 40 CFR 86.1707. If, no later than December 15, 2000, the US EPA does not adopt standards at least as stringent as the National LEV standards provided in 40 CFR part 86 subpart R that apply to new motor vehicles in model year 2004, 2005 or 2006, STATE's participation in National LEV extends only until model year 2004, except as provided in 40 CFR 86.1707.
For the duration of STATE's participation in National LEV, STATE [intends to/will] forbear from adopting and implementing a ZEV mandate effective before model year 2006.
(ii) States with a Section 177 Program and an Existing ZEV Mandate, shall include the following language:
National LEV is designed as a compliance alternative for OTC State programs adopted pursuant to section 177 of the Clean Air Act that apply to passenger cars, light-duty trucks up through 6,000 pounds GVWR, and medium-duty vehicles from 6,001 to 14,000 pounds GVWR if designed to operate on gasoline, as these categories of motor vehicles are defined in the California Code of Regulations, Title 13, Division 3, Chapter 1, Article 1, Section 1900. With the exception of any requirements pertaining to ZEVs, for the duration of STATE's participation in National LEV, [STATE will allow manufacturers to / manufacturers may] comply with National LEV or equally stringent mandatory Federal standards in lieu of compliance with any program adopted by STATE pursuant to the authority provided in section 177 of the Clean Air Act applicable to the vehicle classes specified above. STATE's participation in National LEV extends until model year 2006, except as provided in 40 CFR 86.1707. If, no later than December 15, 2000, the US EPA does not adopt standards at least as stringent as the National LEV standards provided in 40 CFR part 86 subpart R that apply to new motor vehicles in model year 2004, 2005 or 2006, STATE's participation in National LEV extends only until model year 2004, except as provided in 40 CFR 86.1707. Any existing or future requirement pertaining to ZEVs is not affected by STATE's acceptance of National LEV as a compliance alternative for other state requirements.
(iii) All states shall include the following language:
Based on EPA's determination in the preamble to the final National LEV rule [CITE], STATE believes that National LEV will achieve reductions of VOC and NO
(iv) All states shall include the following language:
STATE intends National LEV to be STATE's new motor vehicle emissions control program.
(v) All states shall include the following language:
STATE recognizes that motor vehicle manufacturers are committing to National LEV with the expectation that, until model year 2006 (or, under the circumstances specified above, model year 2004), the OTC States that commit to the National LEV program will allow National LEV as a compliance alternative for state programs adopted pursuant to the authority provided in section 177 of the Clean Air Act, applying to the vehicle classes specified above (except any requirements pertaining to ZEVs in states with Existing ZEV Mandates). It is our intent to abide by this commitment. [However, the provisions of this letter will not have the force of law until STATE adopts them as state regulations. / Regulations providing for STATE's opt-in to National LEV have been approved for proposed rulemaking by APPROPRIATE STATE AGENCY on [INSERT DATE]. However, they will not have the force and effect of law until they are approved as final regulations.] Adoption of state regulations and the contents of a final state implementation plan revision will be determined through a state rulemaking process pursuant to the state requirements at [CITE to STATE law] and Federal law. Also, STATE must comply with any subsequent STATE legislation that might affect this commitment.
(vi) All states shall include the following language:
If the manufacturers exit the National LEV program pursuant to the EPA National LEV regulations at 40 CFR 86.1707, STATE [acknowledges / provides in its proposed rule] that the transition from National LEV requirements to any STATE program adopted pursuant to the authority provided in section 177 of the Clean Air Act applying to the vehicle classes specified above, including any requirements pertaining to ZEVs (except any requirements pertaining to ZEVs in states with Existing ZEV Mandates), will proceed in accordance with the EPA National LEV regulations at 40 CFR 86.1707.
(vii) All states shall include the following language:
STATE supports the legitimacy of the National LEV program and EPA's authority to promulgate the National LEV regulations.
(viii) Any state may include the following language:
[This [commitment/opt-in] / As provided in the proposed regulations, STATE's opt-in] is conditioned on all motor vehicle manufacturers (listed in EPA regulations at 40 CFR 86.1706(c)) opting into National LEV and on EPA finding that National LEV is in effect pursuant to 40 CFR 86.1706.
(4) In lieu of statements described in paragraphs (e)(3)(i), (e)(3)(ii) and (e)(3)(vi) of this section, states may submit proposed regulations containing the provisions required under paragraphs (g)(1), (g)(2), (g)(3), and (g)(5) of this section.
(f) A state shall be considered to have opted in upon the Administrator's receipt of the opt-in notification and satisfaction of the conditions set forth in paragraph (e)(3)(viii) of this section, if applicable.
(g) Each OTC State that opts into National LEV pursuant to paragraph (e) of this section shall submit a state implementation plan (SIP) revision within one year and seventy-five days of December 16, 1997 except for the District of Columbia, New Hampshire, Delaware, and Virginia, for which the deadline is 18 months and seventy-five days from December 16, 1997. The SIP revisions shall include the following using identical or substantively identical language:
(1) Covered states without any Section 177 Program, or with a Section 177 Program but not an Existing ZEV Mandate, shall submit regulations containing the following language:
For the duration of STATE's participation in National LEV, manufacturers may comply with National LEV or equally stringent mandatory Federal standards in lieu of compliance with any program, including any mandates for sales of zero emission vehicles (ZEVs), adopted by STATE pursuant to the authority provided in section 177 of the Clean Air Act applicable to passenger cars, light-duty trucks up through 6,000 pounds GVWR, and/or medium-duty vehicles from 6,001 to 14,000 pounds GVWR if designed to operate on gasoline, as these categories of motor vehicles are defined in the California Code of Regulations, Title 13, Division 3, Chapter 1, Article 1, Section 1900.
STATE's participation in National LEV extends until model year 2006, except as provided in 40 CFR 86.1707. If, no later than December 15, 2000, the US EPA does not adopt standards at least as stringent as the National LEV standards provided in 40 CFR part 86 subpart R that apply to new motor vehicles in model year 2004, 2005 or 2006,
(2) Covered states with a Section 177 Program and an Existing ZEV Mandate shall submit regulations containing the following language:
With the exception of any STATE requirements pertaining to zero emission vehicles (ZEVs), for the duration of STATE's participation in National LEV, manufacturers may comply with National LEV or equally stringent mandatory Federal standards in lieu of compliance with any program adopted by STATE pursuant to the authority provided in section 177 of the Clean Air Act applicable to passenger cars, light-duty trucks up through 6,000 pounds GVWR, and/or medium-duty vehicles from 6,001 to 14,000 pounds GVWR if designed to operate on gasoline, as these categories of motor vehicles are defined in the California Code of Regulations, Title 13, Division 3, Chapter 1, Article 1, Section 1900.
STATE's participation in National LEV extends until model year 2006, except as provided in 40 CFR 86.1707. If, no later than December 15, 2000, the US EPA does not adopt standards at least as stringent as the National LEV standards provided in 40 CFR part 86 subpart R that apply to new motor vehicles in model year 2004, 2005 or 2006, STATE's participation in National LEV extends only until model year 2004, except as provided in 40 CFR 86.1707.
Any existing or future STATE requirement pertaining to ZEVs is not affected by STATE's acceptance of National LEV as a compliance alternative for other state requirements.
(3) All covered states shall submit regulations containing the following language:
If a covered manufacturer, as defined at 40 CFR 86.1702, opts out of the National LEV program pursuant to the EPA National LEV regulations at 40 CFR 86.1707, the transition from National LEV requirements to any STATE section 177 program applicable to passenger cars, light-duty trucks up through 6,000 pounds GVWR, and/ or medium-duty vehicles from 6,001 to 14,000 pounds GVWR if designed to operate on gasoline, as these categories of motor vehicles are defined in the California Code of Regulations, Title 13, Division 3, Chapter 1, Article 1, Section 1900, will proceed in accordance with the EPA National LEV regulations at 40 CFR 86.1707.
(4) All covered states shall accompany the regulatory language with the following language:
STATE commits to support National LEV as an acceptable alternative to state Section 177 Programs for the duration of STATE's participation in National LEV.
STATE recognizes that its commitment to National LEV is necessary to ensure that National LEV remain in effect.
STATE is submitting this SIP revision in accordance with the applicable Clean Air Act requirements at section 110 and EPA regulations at 40 CFR part 86 and 40 CFR Parts 51 and 52.
(5) States without Existing ZEV Mandates shall accompany the regulatory language with the following language:
For the duration of STATE's participation in National LEV, STATE [intends to / will] forbear from adopting and implementing a ZEV mandate effective prior to model year 2006. Notwithstanding the previous sentence, if, no later than December 15, 2000, the US EPA does not adopt standards at least as stringent as the National LEV standards provided in 40 CFR part 86 subpart R that apply to new motor vehicles in model year 2004, 2005 or 2006, STATE [intends to / will] forbear from adopting and implementing a ZEV mandate effective prior to model year 2004.
(a) No later than March 2, 1998, EPA shall issue a finding as to whether National LEV is in effect. EPA shall base this finding on opt-in notifications from OTC States submitted pursuant to § 86.1705(e) and received by EPA January 30, 1998, and on opt-in notifications from manufacturers submitted pursuant to § 86.1705(c) and received by EPA February 17, 1998.
(b) EPA shall find that the National LEV program is in effect and shall subsequently publish this determination if the following conditions have been met:
(1) All manufacturers listed in paragraph (c) of this section have lawfully opted in pursuant to § 86.1705(c) and any conditions placed on the opt-ins allowed under § 86.1705(c)(2) have been met (apart from a condition that EPA find the National LEV program in effect);
(2) Each OTC State that opts in has lawfully opted in pursuant to § 86.1705(e) and any conditions placed on opt-ins by OTC States that are allowed
(3) No valid opt-out has become effective pursuant to § 86.1707.
(c) List of manufacturers of light-duty vehicles and light-duty trucks:
A covered manufacturer or covered state may opt out of the National LEV program only according to the provisions of this section. Vehicles certified under the National LEV program must continue to meet the standards to which they were certified, regardless of whether the manufacturer of those vehicles remains a covered manufacturer. A manufacturer that has opted out remains responsible for any debits outstanding on the effective date of opt-out, pursuant to § 86.1710(d)(3).
(a)
XX COMPANY, its subsidiaries, successors and assigns hereby opt out of the voluntary National LEV program, as set forth in 40 CFR part 86, subpart R.
(b)
STATE hereby opts out of the voluntary National LEV program, as set forth in 40 CFR part 86, subpart R.
(c)
(d)
(1) A covered manufacturer may opt out within 180 calendar days of the EPA action allowing opt-out under this paragraph (d). A valid opt-out based on a revision to a Core Stable Standard shall be effective no earlier than the model year named for the calendar year following the calendar year in which EPA receives the manufacturer's opt-out notification. A valid opt-out based on a revision to a Non-Core Stable Standard may become effective no earlier than the first model year to which that revision applies.
(i) Only a covered manufacturer that objects to a revision may opt out if EPA adopts that revision, except that if such a manufacturer opts out, other manufacturers that did not object to the revision may also opt out pursuant to paragraph (j) of this section. An objection shall be sufficient for this purpose only if it was filed during the public comment period on the proposed revision and the objection states that the proposed revision is sufficiently significant to allow opt-out under this paragraph (d).
(ii) [Reserved]
(2) Within sixty days of receipt of an opt-out notification under this paragraph (d), EPA shall determine whether the opt-out is valid by determining whether the alleged condition allowing opt-out has occurred and whether the opt-out complies with the requirements under paragraphs (a) and (d) of this section. An EPA determination regarding the validity of an opt-out is not a rule, but is a nationally applicable final agency action subject to judicial review pursuant to section 307(b) of the Clean Air Act (42 U.S.C. 7607(b)).
(3) A manufacturer that has submitted an opt-out notification to EPA under this paragraph (d) remains a covered manufacturer until the opt-out has come into effect under paragraph (d)(1) of this section and EPA or a reviewing court determines that the opt-out is valid.
(4) In the event that a manufacturer petitions for judicial review of an EPA determination that an opt-out is invalid, the manufacturer remains a covered manufacturer until final judicial resolution of the petition. Pending resolution of the petition, and starting with the model year for which the opt-out would have come into effect under paragraph (d)(1) of this section if EPA had determined the opt-out was valid, the manufacturer may certify vehicles to any standards in this part applicable to vehicles certified in that model year and sell such vehicles without regard to the limitations contained in § 86.1711. However, if the opt-out is finally determined to be invalid, the manufacturer will be liable for any failure to comply with §§ 86.1710 through 86.1712.
(5) Upon the effective date of a manufacturer's opt-out under this paragraph (d), that manufacturer shall be subject to all requirements (except ZEV Mandates) that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(6) If a covered manufacturer opts out under this paragraph (d), any covered state that is not a violating state under paragraph (e), (f), (g) or (h) of this section may opt out within 90 calendar days of the date of either an EPA finding that the opt-out is valid, or a judicial ruling that a disputed opt-out is valid. The state's opt-out notification shall specify an effective date for the state's opt-out no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt out is not effective for model years (as defined in part 85, subpart X) that commence prior to this effective date.
(7) In a state that opts out pursuant to paragraph (d)(6) of this section, obligations under National LEV shall be unaffected for covered manufacturers until the effective date of the state's opt-out. Upon the effective date of the state's opt-out, in that state covered manufacturers shall comply with any state standards and other requirements in effect pursuant to section 177 of the Clean Air Act or, if such state standards are not in effect, with all requirements that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(8) In a state that has not opted out, obligations under National LEV shall be unaffected for covered manufacturers.
(9)(i) The following are the emissions standards and requirements that, if revised, may provide covered manufacturers the opportunity to opt out pursuant to paragraph (d)(1) of this section:
(A) The tailpipe emissions standards for NMOG, NO
(B) Fleet average NMOG standards and averaging, banking and trading provisions specified in § 86.1710;
(C) Provisions regarding limitations on sale of Tier 1 vehicles and TLEVs contained in § 86.1711;
(D) The compliance test procedure (Federal Test Procedure) as specified in subparts A and B of this part, as used for determining compliance with the exhaust emission standards specified in § 86.1708(b) and (c) and § 86.1709(b) and (c);
(E) The compliance test fuel, as specified in § 86.1771;
(F) The definition of low volume manufacturer specified in § 86.1702;
(G) The on-board diagnostic system requirements specified in § 86.1717;
(H) The light-duty vehicle refueling emissions standards and provisions specified in § 86.099-8(d), and the light-duty truck refueling emissions standards and provisions specified in § 86.001-9(d);
(I) The cold temperature carbon monoxide standards and provisions for light-duty vehicles specified in § 86.099-8(k), and for light light-duty trucks specified in § 86.099-9(k);
(J) The evaporative emissions standards and provisions for light-duty vehicles specified in § 86.099-8(b), and the evaporative emissions standards and provisions for light light-duty trucks specified in § 86.099-9(b);
(K) The reactivity adjustment factors and procedures specified in § 86.1777(d);
(L) The Supplemental Federal Test Procedure, standards and phase-in schedules specified in §§ 86.1708(e), 86.1709(e), 86.127(f) and (g), 86.129(e) and (f), 86.130(e), 86.131(f), 86.132(n) and (o), 86.158, 86.159, 86.160, 86.161, 86.162, 86.163, 86.164, and Appendix I to this part, paragraphs (g) and (h).
(ii) The standards and requirements listed in paragraphs (d)(9)(i)(A) through (d)(9)(i)(F) of this section are the “Core Stable Standards”; the standards and requirements listed in paragraphs (d)(9)(i)(G) through (d)(9)(i)(L) of this section are the “Non-Core Stable Standards.”
(iii) The following types of revisions to the Stable Standards listed in paragraph (d)(9)(i) of this section do not provide covered manufacturers the right to opt out of the National LEV program:
(A) Revisions to which covered manufacturers do not object;
(B) Revisions to a Non-Core Stable Standard that do not increase the overall stringency of the standard or requirement;
(C) Revisions to a Non-Core Stable Standard that harmonize the standard or requirement with the comparable
(D) Revisions to cold temperature carbon monoxide standards and provisions for light-duty vehicles (as specified in § 86.099-8(k)) and for light light-duty trucks (as specified in § 86.099-9(k)) that are effective after model year 2000.
(10) Promulgation by EPA of mandatory tailpipe standards and other related requirements effective model year 2004 or later does not provide an opportunity to opt out of the National LEV program.
(e)
(1) A covered manufacturer may opt out any time after the violating state takes such final action, provided that the violating state has not withdrawn or otherwise nullified the relevant final action prior to EPA's receipt of the opt-out notification. An opt-out under this paragraph (e) shall be effective no earlier than the model year named for the calendar year following the calendar year in which EPA receives the manufacturer's opt-out notification.
(2) As of the model year named for the calendar year following the calendar year of the violating state's final action, the violating state shall no longer be included in the applicable trading region for purposes of calculating covered manufacturers’ compliance with the fleet average NMOG standards under § 86.1710, and § 86.1711 shall no longer apply to vehicles sold in the violating state. Beginning in that model year and until the violating state's requirements become effective pursuant to sections 110(l) and 177 of the Clean Air Act or until the date specified in the following sentence, whichever is earlier, the National LEV program allows covered manufacturers to certify and produce for sale vehicles meeting the exhaust emission standards of § 86.096-8(a)(1)(i) and subsequent model year provisions or § 86.097-9(a)(1)(i) and subsequent model year provisions in the violating state. If the violating state withdraws or otherwise nullifies the relevant violating final action, vehicles sold in that state shall count towards the covered manufacturers’ fleet NMOG standards under § 86.1710 and be subject to § 86.1711 as of the model year named for the second calendar year following the calendar year in which the violating state took the final action nullifying or withdrawing the final violating action, or as of the model year named for the fourth calendar year following the calendar year in which the violating state took the violating final action, whichever is later. The two-year lead time required by section 177 of the Clean Air Act for the state Section 177 Program or ZEV Mandate shall run from the date of the violating final action. Notwithstanding an earlier effective date of a manufacturer's opt-out under this paragraph (e), the manufacturer's opt-out is not effective in the violating state until the two-year lead time for the violating state's program has passed (which shall run from the date of the violating final action).
(3) Upon the effective date of a manufacturer's opt-out under this paragraph (e) in any covered state that is not a violating state under this paragraph (e), that manufacturer shall be subject to all requirements (except ZEV Mandates) that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act and any state standards and other requirements (except ZEV Mandates) in effect pursuant to section 177 of the Clean Air Act (42 U.S.C. 7507). For any state Section 177 Program that allowed National LEV as a compliance alternative and was adopted by a non-violating state at least two years before the effective date of a manufacturer's opt-out, a manufacturer waives its right under section 177 of the Clean Air Act to two years of lead time to the extent that the effective date of its opt-out provides for less than two years of lead time and to the extent such a waiver is necessary. With respect to ZEV Mandates, the manufacturer will not be deemed to have waived its two-year lead time under section 177 of the Clean Air Act. A manufacturer shall not be subject to any ZEV Mandates (except Existing ZEV Mandates) in OTC States until the model year (as defined in part 85, subpart X) that commences two years after the date of EPA's receipt of the manufacturer's opt-out notice.
(4) If a covered manufacturer opts out under this paragraph (e), any covered state that is not a violating state under paragraph (e), (f), (g) or (h) of this section may opt out within 90 calendar days of EPA's receipt of the manufacturer's opt-out notification. The state's opt-out notification shall specify an effective date for the state's opt-out no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt-out is not effective for model years (as defined in part 85, subpart X), that commence prior to this effective date.
(5) In a non-violating state that opts out pursuant to paragraph (e)(4) of this section, obligations under National LEV shall be unaffected for covered manufacturers until the effective date of the non-violating state's opt-out. Upon the effective date of the state's opt-out, in that state covered manufacturers shall comply with any state standards and other requirements in effect pursuant to section 177 of the Clean Air Act or, if such state standards are not in effect, with all requirements that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(6) In a non-violating state that has not opted out, obligations under National LEV shall be unaffected for covered manufacturers.
(f)
(1) A covered manufacturer may opt out any time after the violating state misses the deadline for its National LEV SIP revision, provided that EPA has not received a National LEV SIP revision from the violating state prior to EPA's receipt of the manufacturer's opt-out notification. If a manufacturer opts out within 180 calendar days from the deadline for the state to submit its National LEV SIP revision, the opt-out must be conditioned on the state not submitting a National LEV SIP revision within 180 calendar days from the deadline for such SIP revision. If the
(2) For a manufacturer that opts out under this paragraph (f), as of model year 2000 (or model year 2001 if the violating state is the District of Columbia, New Hampshire, Delaware, or Virginia) or the model year named for the calendar year following the calendar year in which EPA receives the opt-out notification, whichever is later, the violating state shall no longer be included in the applicable trading region for purposes of calculating that manufacturer's compliance with the fleet average NMOG standards under § 86.1710 and the manufacturer does not have to comply with § 86.1711 for vehicles sold in the violating state. Beginning in that model year and until the manufacturer's opt-out becomes effective, the National LEV program allows a manufacturer that has opted out under this paragraph (f) to certify and produce for sale vehicles meeting the exhaust emission standards of § 86.096-8(a)(1)(i) and subsequent model year provisions or § 86.097-9(a)(1)(i) and subsequent model year provisions in the violating state. For model years in which vehicles sold in the violating state do not count towards the National LEV NMOG average, in calculating emission reductions from new motor vehicles creditable for state implementation plan requirements, the violating state's emissions reductions shall be based on the emissions standards of §§ 86.096-8(a)(1)(i), 86.097-9(a)(1)(i), and subsequent model year provisions, and shall not be based on the National LEV standards, provided that vehicles sold in the violating state are certified to Tier 1 levels when sold in that state. National LEV obligations in the violating state remain unchanged for those manufacturers that do not opt out based on this condition.
(3) Upon the effective date of a manufacturer's opt-out under this paragraph (f), in any covered state that is not a violating state under this paragraph (f), that manufacturer shall be subject to all requirements (except ZEV Mandates) that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act and any state standards and other requirements (except ZEV Mandates) in effect pursuant to section 177 of the Clean Air Act (42 U.S.C. 7507). For any state Section 177 Program that allowed National LEV as a compliance alternative and was adopted by a non-violating state at least two years before the effective date of a manufacturer's opt-out, a manufacturer waives its right under section 177 of the Clean Air Act to two years of lead time to the extent that the effective date of its opt-out provides for less than two years of lead time and to the extent such a waiver is necessary. With respect to ZEV Mandates, the manufacturer will not be deemed to have waived its two-year lead time under section 177 of the Clean Air Act. A manufacturer shall not be subject to any ZEV Mandates (except Existing ZEV Mandates) in OTC States until the model year (as defined in part 85, subpart X) that commences two years after the date of EPA's receipt of the manufacturer's opt-out notice.
(4) If a covered manufacturer opts out under this paragraph (f), any covered state that is not a violating state under paragraph (e), (f), (g) or (h) of this section may opt out within 90 calendar days of EPA's receipt of the manufacturer's opt-out notification. The state's opt-out notification shall specify an effective date for the state's opt-out no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt-out is not effective for model years (as defined in part 85, subpart X), that commence prior to this effective date.
(5) In a non-violating state that opts out pursuant to paragraph (f)(4) of this section, obligations under National
(6) In a non-violating state that has not opted out, obligations under National LEV shall be unaffected for covered manufacturers.
(g)
(1) A covered manufacturer may opt out any time after EPA has disapproved a state's National LEV SIP submission or found that it does not meet the requirements of § 86.1705(g), provided that EPA has not subsequently approved a revised National LEV SIP revision from that state and found that the SIP revision meets the requirements of § 86.1705(g). A covered manufacturer may also opt out any time after one year EPA's receipt of a state's National LEV SIP submission, provided that EPA has not approved the revision or has not found that the SIP revision meets the requirements of § 86.1705(g). An opt-out under this condition shall be effective no earlier than the model year named for the calendar year following the calendar year in which the EPA receives the manufacturer's opt-out notification.
(2) For a manufacturer that opts out under this paragraph (g), as of the model year named for the calendar year following the calendar year in which EPA receives the opt-out notification, the violating state shall no longer be included in the applicable trading region for purposes of calculating that manufacturer's compliance with the fleet average NMOG standards under § 86.1710 and the manufacturer does not have to comply with § 86.1711 for vehicles sold in the violating state. Beginning in that model year and until the manufacturer's opt-out becomes effective, the National LEV program allows a manufacturer that has opted out under this paragraph (g) to certify and produce for sale vehicles meeting the exhaust emission standards of § 86.096-8(a)(1)(i) and subsequent model year provisions or § 86.097-9(a)(1)(i) and subsequent model year provisions in the violating state. For model years in which vehicles sold in the violating state do not count towards the National LEV NMOG average, in calculating emission reductions from new motor vehicles creditable for state implementation plan requirements, the violating state's emissions reductions shall be based on the emissions standards of §§ 86.096-8(a)(1)(i), 86.097-9(a)(1)(i), and subsequent model year provisions, and shall not be based on the National LEV standards, provided that vehicles sold in the violating state are certified to Tier 1 levels when sold in that state. National LEV obligations in the violating state remain unchanged for those manufacturers that do not opt out based on this condition.
(3) Upon the effective date of a manufacturer's opt-out under this paragraph (g), in any covered state that is not a violating state under this paragraph (g), that manufacturer shall be subject to all requirements (except ZEV Mandates) that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act and any state standards and other requirements (except ZEV Mandates) in effect pursuant to section 177 of the Clean Air Act (42 U.S.C. 7507). For any state Section 177 Program that allowed National LEV as a compliance alternative and was adopted by a non-
(4) If a covered manufacturer opts out under this paragraph (g), any covered state that is not a violating state under paragraph (e), (f), (g) or (h) of this section may opt out within 90 calendar days of EPA's receipt of the manufacturer's opt-out notification. The state's opt-out notification shall specify an effective date for the state's opt-out that is no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt-out is not effective for model years (as defined in part 85, subpart X that commence prior to this effective date.
(5) In a non-violating state that opts out pursuant to paragraph (g)(4) of this section, obligations under National LEV shall be unaffected for covered manufacturers until the effective date of the non-violating state's opt-out. Upon the effective date of the state's opt-out, in that state covered manufacturers shall comply with any state standards and other requirements in effect pursuant to section 177 of the Clean Air Act or, if such state standards are not in effect, with all requirements that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(6) In a non-violating state that has not opted out, obligations under National LEV shall be unaffected for covered manufacturers.
(h)
(1) A covered manufacturer may opt out any time after the violating state takes the final action, provided that the violating state has not withdrawn or otherwise nullified the relevant final action prior to EPA's receipt of the opt-out notification. An opt-out under this opt-out condition shall be effective no earlier than the model year named for the calendar year following the calendar year in which EPA receives the manufacturer's opt-out notification.
(2) For a manufacturer that opts out under this paragraph (h), as of the model year named for the calendar year following the calendar year in which EPA receives the opt-out notification, the violating state shall no longer be included in the applicable trading region for purposes of calculating that manufacturer's compliance with the fleet average NMOG standards under § 86.1710 and the manufacturer does not have to comply with § 86.1711 for vehicles sold in the violating state. Beginning in that model year and until the manufacturer's opt-out becomes effective, the National LEV program allows a manufacturer that has opted out under this paragraph (h) to certify and produce for sale vehicles meeting the exhaust emission standards of § 86.096-8(a)(1)(i) and subsequent model year provisions or § 86.097-9(a)(1)(i) and subsequent model year provisions in the violating state. For model years in which vehicles sold in the violating state do not count towards the National LEV NMOG average, in calculating emission reductions from new motor vehicles creditable for state implementation plan requirements, the
(3) Upon the effective date of a manufacturer's opt-out under this paragraph (h), in any covered state that is not a violating state under this paragraph (h), that manufacturer shall be subject to all requirements (except ZEV Mandates) that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act and any state standards and other requirements (except ZEV Mandates) in effect pursuant to section 177 of the Clean Air Act (42 U.S.C. 7507). For any state Section 177 Program that allowed National LEV as a compliance alternative and was adopted by a non-violating state at least two years before the effective date of a manufacturer's opt-out, a manufacturer waives its right under section 177 of the Clean Air Act to two years of lead time to the extent that the effective date of its opt-out provides for less than two years of lead time and to the extent such a waiver is necessary. With respect to ZEV Mandates, the manufacturer will not be deemed to have waived its two-year lead time under section 177 of the Clean Air Act. A manufacturer shall not be subject to any ZEV Mandates (except Existing ZEV Mandates) in OTC States until the model year (as defined in part 85, subpart X) that commences two years after the date of EPA's receipt of the manufacturer's opt-out notice.
(4) If a covered manufacturer opts out under this paragraph (h), any covered state that is not a violating state under paragraph (e), (f), (g) or (h) of this section may opt out within 90 calendar days of EPA's receipt of the manufacturer's opt-out notification. The state's opt-out notification shall specify an effective date for the state's opt-out that is no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt-out is not effective for model years (as defined in part 85, subpart X) that commence prior to this effective date.
(5) In a non-violating state that opts out pursuant to paragraph (h)(4) of this section, obligations under National LEV shall be unaffected for covered manufacturers until the effective date of the non-violating state's opt-out. Upon the effective date of the state's opt-out, in that state covered manufacturers shall comply with any state standards and other requirements in effect pursuant to section 177 of the Clean Air Act or, if such state standards are not in effect, with all requirements that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(6) In a non-violating state that has not opted out, obligations under National LEV shall be unaffected for covered manufacturers.
(i)
(1) A manufacturer may request in writing that EPA consider taking a specific action with regard to a fuel sulfur effect described in paragraph (i)(7) of this section. The request must identify the alleged fuel sulfur related problem, demonstrate that the problem exists and is caused by in-use fuel sulfur levels, ask EPA to consider taking a specific action, and demonstrate the emissions impact of the requested change. Within 60 calendar days of EPA's receipt of the manufacturer's request, EPA must consider the manufacturer's request and respond to it in writing, stating the Agency's decision and explaining the basis for the decision. The date of EPA's response is the date the response is signed.
(2) If EPA fails to respond to a manufacturer's request within the time provided, the covered manufacturer that submitted the request may opt out within 180 calendar days of the deadline for the EPA response. (If such a manufacturer opts out, other manufacturers that did not submit requests may also opt out pursuant to paragraph (j) of this section.) An opt-out notification under this paragraph (i) is not valid if received by EPA after EPA responds to the request, even if EPA responds after the expiration of the 60-day EPA deadline. An opt-out under this paragraph (i) shall be effective no earlier than the model year named for the calendar year following the calendar year in which EPA receives the manufacturer's opt-out notification.
(3) Upon the effective date of a manufacturer's opt-out under this paragraph (i), the manufacturer shall be subject to all requirements (except ZEV Mandates) that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(4) If a covered manufacturer opts out under this paragraph (i), any covered state that is not a violating state under paragraph (e), (f), (g) or (h) of this section may opt out within 90 calendar days of EPA's receipt of the manufacturer's opt-out notification. The state's opt-out notification shall specify an effective date for the state's opt-out that is no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt out is not effective for model years (as defined in part 85, subpart X), that commence prior to this effective date.
(5) In a state that opts out pursuant to paragraph (i)(4) of this section, obligations under National LEV shall be unaffected for covered manufacturers until the effective date of the state's opt-out. Upon the effective date of the state's opt-out, in that state covered manufacturers shall comply with any state standards and other requirements in effect pursuant to section 177 of the Clean Air Act or, if such state standards are not in effect, with all requirements that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(6) In a state that has not opted out, obligations under National LEV shall be unaffected for covered manufacturers.
(7) Following are the actions that a manufacturer may request EPA to consider under paragraph (i)(1) of this section:
(i) During the certification process and upon a manufacturer's written request, EPA will consider allowing the use of an on-board diagnostic system (as required by § 86.1717), that functions properly on low sulfur gasoline, but indicates sulfur-induced passes when exposed to high sulfur gasoline.
(ii) Upon a manufacturer's written request, if vehicles exhibit illuminations of the emission control diagnostic system malfunction indicator light (as defined in § 86.094-17(c)) due to high sulfur gasoline, EPA will consider allowing modifications to such vehicles on a case-by-case basis so as to eliminate the sulfur-induced illumination.
(iii) Upon a manufacturer's written request, prior to in-use testing, that presents information to EPA regarding
(j)
(1) If a covered manufacturer's opt-out under this paragraph (j) is based on a covered state's or covered manufacturer's opt-out under paragraph (e), (f), (g), (h), (i), (j) or (k) of this section, the manufacturer may opt out within 90 calendar days of EPA's receipt of the underlying state's or manufacturer's opt-out notification. If a manufacturer's opt-out under this paragraph (j) is based on a manufacturer's opt-out under paragraph (d) of this section, the manufacturer may only opt out within 90 calendar days of the date of either an EPA finding or a judicial ruling that the opt-out under paragraph (d) of this section is valid. An opt-out under this paragraph (j) shall be effective no earlier than the model year named for the calendar year following the calendar year in which the EPA receives the manufacturer's opt-out notification.
(2) Upon the effective date of a manufacturer's opt-out under this paragraph (j), in any covered state that manufacturer shall be subject to all requirements (except ZEV Mandates) that would apply to a manufacturer that had not opted into National LEV, including all applicable standards and other requirements promulgated under title II of the Clean Air Act and any state standards and other requirements (except ZEV Mandates) in effect pursuant to section 177 of the Clean Air Act (42 U.S.C. 7507). For any state Section 177 Program that allowed National LEV as a compliance alternative and was adopted at least two years before the effective date of a manufacturer's opt-out, a manufacturer waives its right under section 177 of the Clean Air Act to two years of lead time to the extent that the effective date of its opt-out provides for less than two years of lead time and to the extent such a waiver is necessary. With respect to ZEV Mandates, the manufacturer will not be deemed to have waived its two-year lead time under section 177 of the Clean Air Act. A manufacturer shall not be subject to any ZEV Mandates (except Existing ZEV Mandates) in OTC States until the model year (as defined in part 85, subpart X) that commences two years after the date of EPA's receipt of the manufacturer's opt-out notice.
(3) If a covered manufacturer opts out under this paragraph (j), any covered state that is not a violating state under paragraph (e), (f), (g) or (h) of this section may opt out within 90 calendar days of EPA's receipt of the manufacturer's opt-out notification. The state's opt-out notification shall specify an effective date for the state's opt-out no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt-out is not effective for model years (as defined in part 85, subpart X), that commence prior to this effective date.
(4) In a state that opts out pursuant to paragraph (j)(3) of this section, obligations under National LEV shall be unaffected for covered manufacturers until the effective date of the state's opt-out. Upon the effective date of the state's opt-out, in that state covered manufacturers shall comply with any state standards and other requirements in effect pursuant to section 177 of the Clean Air Act or, if such state standards are not in effect, with all requirements that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(5) In a state that has not opted out, obligations under National LEV remain unaffected for covered manufacturers.
(k)
(1) At any time during National LEV, a covered state may request in writing that EPA reevaluate its initial equivalency determination (of December 16, 1997) that National LEV would produce emissions reductions at least equivalent to the OTC State Section 177 Programs that would be operative in the absence of National LEV. Within 180 calendar days of receipt of the state's request, EPA must take final agency action to determine whether the determination that National LEV will produce at least equivalent emission reductions to OTC State Section 177 Program is still valid. These EPA determinations are not rules, but are nationally applicable final agency actions subject to judicial review pursuant to section 307(b) of the Clean Air Act (42 U.S.C. 7607(b)). In reevaluating its equivalency determination, EPA shall use the same Mobile emission factor model and the same inputs and assumptions (including vehicle miles traveled, MOBILE5a model inputs, inspection and maintenance programs, reformulated gasoline, and permanent migration effects) as used in the initial determination, with the following exceptions:
(i) In modeling the emission reductions from National LEV, EPA shall use any revised federal new motor vehicle standard or other requirement in place of the standard or other requirement as it existed when EPA made its initial determination; and, to the extent that the modeling reflects EPA's implementation of federal new motor vehicle standards or other requirements, EPA shall take any changes in such implementation into account.
(ii) In modeling the emissions reductions that would be achieved through the OTC State Section 177 Programs that would apply in the absence of National LEV, EPA shall take into account all Section 177 Programs adopted by OTC States (including programs that allow National LEV as a compliance alternative) that had been adopted subsequent to EPA's initial equivalency determination. In accounting for the emissions effect of OTC State Section 177 Programs, EPA shall continue to assume that all OTC State Section 177 Programs have the same substantive requirements used in EPA's initial equivalency determination and shall not model any effects of state regulation of medium-duty vehicles (as defined in the California Code of Regulations, Title 13, Division 3, Chapter 1, Article 1, Section 1900).
(2) A covered state may opt out of National LEV within 90 calendar days of a final EPA determination pursuant to paragraph (k)(1) of this section that National LEV would not produce (or is not producing) emissions reductions at least equivalent to OTC State Section 177 Programs. The state's opt-out notification shall specify an effective date for the state's opt-out that is no earlier than two calendar years after the date of EPA's receipt of the state's opt-out notification and shall provide that the opt-out is not effective for model years (as defined in part 85, subpart X), that commence prior to this effective date.
(3) If a covered state opts out based on this condition, a covered manufacturer may opt out of National LEV pursuant to paragraph (j) of this section.
(4) In a state that opts out pursuant to paragraph (k)(1) of this section, obligations under National LEV shall be unaffected for covered manufacturers until the effective date of that state's opt-out. Upon the effective date of the state's opt-out, in that state covered manufacturers shall comply with any state standards and other requirements in effect pursuant to section 177 of the Clean Air Act or, if such state standards and other requirements are not in effect, with all requirements that would apply to a manufacturer that had not opted into the National LEV program, including all applicable standards and other requirements promulgated under title II of the Clean Air Act (42 U.S.C. 7521
(a) Light-duty vehicles certified under the provisions of this subpart shall comply with the applicable exhaust emission standards in this section. In addition to the exhaust emission standards in this section, light-duty vehicles certified under the provisions of this subpart shall comply with
(1) Light-duty vehicles that meet the exhaust emission standards in this section are deemed to be in compliance with all the exhaust emission standards in § 86.096-8(a)(1)(i) and subsequent model year provisions, except for the emission standards and test procedures for total hydrocarbon (THC), particulate matter (PM), and high altitude conditions. Diesel light-duty vehicles that meet the PM standard in this section are deemed to be in compliance with the PM standard in § 86.096-8 and subsequent model year provisions.
(b)(1)
(ii)
(iii)
(A) The applicable NMOG emission standards for flexible-fuel and dual-fuel light-duty vehicles when certifying the vehicle for operation on fuels other than gasoline shall be the NMOG standards in paragraph (b)(1)(i) of this section.
(B) The applicable NMOG emission standards for flexible-fuel and dual-fuel light-duty vehicles when certifying the vehicle for operation on gasoline shall be the NMOG standards in Tables R99-3 and R99-4 in the rows designated with the applicable vehicle emission category, as follows:
(iv)
(v)
(vi)
(2) [Reserved]
(c)
(i) [Reserved]
(ii) The applicable in-use emission standards for vehicle emission categories and model years not shown in Tables R99-5 and R99-6 shall be the intermediate and full useful life standards in paragraph (b) of this section.
(2) Light-duty vehicles, including flexible-fuel and dual-fuel light-duty vehicles when operated on gasoline and on an available fuel other than gasoline, shall meet all intermediate and full useful life in-use standards for the applicable vehicle emission category and model year in Tables R99-5 and R99-6, as follows:
(d)
(1) For TLEVs, LEVs, and ULEVs designed to operate on any fuel other than conventional gasoline, and for flexible-fuel and dual-fuel TLEVs, LEVs, and ULEVs when operated on a fuel other than gasoline as specified in § 86.1771, manufacturers shall multiply NMOG exhaust mass emission levels by the applicable reactivity adjustment factor set forth in § 86.1777, or established by the Administrator pursuant to § 86.1777. The product of the NMOG exhaust emission levels and the reactivity adjustment factor shall be compared to the applicable certification or in-use exhaust NMOG mass emission standards established for the particular vehicle emission category to determine compliance.
(2) In addition to multiplying the exhaust NMOG mass emission levels by the applicable reactivity adjustment factor, TLEV, LEV, or ULEV natural gas vehicles shall multiply the exhaust methane mass emission level by the applicable methane reactivity adjustment factor in § 86.1777 or established by the Administrator pursuant to § 86.1777. The reactivity-adjusted NMOG value shall be added to the reactivity-adjusted methane value and then the sum shall be compared to the applicable certification or in-use exhaust NMOG mass emission standards established for the particular vehicle emission category to determine compliance.
(3) The exhaust NMOG mass emission levels for fuel-flexible and dual-fuel vehicles when operating on gasoline as specified in § 86.1771 shall not be multiplied by a reactivity adjustment factor.
(e)
(1)
(i)
(A) Manufacturers of light-duty vehicles and light light-duty trucks, except low volume manufacturers, shall certify a minimum percentage of their light-duty vehicle and light light-duty truck fleet according to the following phase-in schedule:
(B) [Reserved]
(ii)
(A) In 2004 and subsequent model years, manufacturers of light-duty vehicles and light light-duty trucks, including low volume manufacturers, shall certify 100 percent of their light-duty vehicle and light light-duty truck fleet to the standards in this paragraph (e)(l).
(B) [Reserved]
(iii)
(A) Vehicle manufacturer;
(B) Vehicle make and model;
(C) Cylinder block configuration (L-6, V-8, and so forth);
(D) Displacement;
(E) Combustion cycle;
(F) Transmission class; and
(G) Axle ratio.
(2)
(i)
(A) Manufacturers of light-duty vehicles and light light-duty trucks, except low volume manufacturers, shall certify to the standards in this paragraph (e)(2) a minimum percentage of their light-duty vehicle and light light-duty truck fleet according to the following phase-in schedule:
(B) Manufacturers may use an “Alternative or Equivalent Phase-in Schedule” to comply with the phase-in requirements. An “Alternative Phase-
(ii)
(A) In 2004 and subsequent model years, manufacturers of light-duty vehicles and light light-duty trucks, including low volume manufacturers, shall certify 100 percent of their light-duty vehicle and light light-duty truck fleet to the standards in this paragraph (e)(2).
(iii)
(A) Vehicle manufacturer;
(B) Vehicle make and model;
(C) Cylinder block configuration (L-6, V-8, and so forth);
(D) Displacement;
(E) Combustion cycle;
(F) Transmission class; and
(G) Axle ratio.
(3)
(4) “
(A) Such strategies are substantially employed during the FTP or SFTP;
(B) Such strategies are demonstrated not to significantly reduce vehicle NMHC+NO
(C) Such strategies are demonstrated to be necessary to protect the vehicle occupants, engine, or emission control hardware.
(ii) If the manufacturer proposes to use a “lean-on-cruise” calibration strategy, the manufacturer shall specify the circumstances under which such a calibration would be used, and the reason or reasons for the proposed use of such a calibration.
(iii) The provisions of this paragraph (e)(4) shall not apply to vehicles powered by “lean-burn” engines or diesel-cycle engines. A “lean-burn” engine is defined as an Otto-cycle engine designed to run at an air-fuel ratio significantly greater than stoichiometry during the large majority of its operation.
(5)
(6)
(a) Light light-duty trucks certified under the provisions of this subpart shall comply with the applicable exhaust emission standards in this section. In addition to the exhaust emission standards in this section, light light-duty trucks certified under the provisions of this subpart shall comply with all applicable emission standards and requirements in § 86.097-9 and subsequent model year provisions.
(1) Light light-duty trucks that meet the exhaust emission standards in this section are deemed to be in compliance with all the exhaust emission standards in § 86.097-9(a)(1)(i) and subsequent model year provisions, except for the emission standards and test procedures
(2) [Reserved]
(b)(1)
(ii)
(iii)
(A) The applicable NMOG emission standards for flexible-fuel and dual-fuel light light-duty trucks when certifying the vehicle for operation on fuels other than gasoline shall be the NMOG standards in paragraph (b)(1)(i) of this section.
(B) The applicable NMOG emission standards for flexible-fuel and dual-fuel light light-duty trucks when certifying the vehicle for operation on gasoline shall be the NMOG standards in Tables R99-10 and R99-11 in the rows designated with the applicable vehicle emission category and loaded vehicle weight, as follows:
(iv)
(v)
(vi)
(2) [Reserved]
(c)
(i) [Reserved]
(ii) The applicable in-use emission standards for vehicle emission categories and model years not shown in Tables R99-12 and R99-13 shall be the intermediate and full useful life standards in paragraph (b) of this section.
(2) Light light-duty trucks, including flexible-fuel and dual-fuel light light-duty trucks when operated on gasoline and on an available fuel other than gasoline, shall meet all intermediate and full useful life in-use standards for the applicable vehicle emission category, loaded vehicle weight, and model year in Tables R99-12 and R99-13, as follows:
(d)
(1) For TLEVs, LEVs, and ULEVs designed to operate on any fuel other than conventional gasoline, and for flexible-fuel and dual-fuel TLEVs, LEVs, and ULEVs when operated on a fuel other than gasoline as specified in § 86.1771, manufacturers shall multiply NMOG mass exhaust emission levels by the applicable reactivity adjustment factor set forth in § 86.1777 or established by the Administrator pursuant to § 86.1777. The product of the NMOG exhaust emission levels and the reactivity adjustment factor shall be compared to the applicable certification or in-use exhaust NMOG mass emission standards established for the particular vehicle emission category to determine compliance.
(2) In addition to multiplying the exhaust NMOG mass emission levels by the applicable reactivity adjustment factor, TLEV, LEV, or ULEV natural gas vehicles shall multiply the exhaust methane mass emission level by the applicable methane reactivity adjustment factor in § 86.1777 or established by the Administrator pursuant to § 86.1777. The reactivity-adjusted NMOG value shall be added to the reactivity-adjusted methane value and then the sum shall be compared to the applicable certification or in-use exhaust NMOG mass emission standards established for the particular vehicle emission category to determine compliance.
(3) The exhaust NMOG mass emission levels for fuel-flexible and dual-fuel vehicles when operating on gasoline as specified in § 86.1771 shall not be multiplied by a reactivity adjustment factor.
(e)
(1)
(i)
(A) Manufacturers of light-duty vehicles and light light-duty trucks, except low volume manufacturers, shall certify a minimum percentage of their light-duty vehicle and light light-duty truck fleet according to the following phase-in schedule:
(B) [Reserved]
(ii)
(A) In 2004 and subsequent model years, manufacturers of light-duty vehicles and light light-duty trucks, including low volume manufacturers, shall certify 100 percent of their light-duty vehicle and light light-duty truck
(B) [Reserved]
(iii)
(A) Vehicle manufacturer;
(B) Vehicle make and model;
(C) Cylinder block configuration (L-6, V-8, and so forth);
(D) Displacement;
(E) Combustion cycle;
(F) Transmission class; and
(G) Axle ratio.
(2)
(i)
(A) Manufacturers of light-duty vehicles and light light-duty trucks, except low volume manufacturers, shall certify to the standards in this paragraph (e)(2) a minimum percentage of their light-duty vehicle and light light-duty truck fleet according to the following phase-in schedule:
(B) Manufacturers may use an “Alternative or Equivalent Phase-in Schedule” to comply with the phase-in requirements. An “Alternative Phase-in” is one that achieves at least equivalent emission reductions by the end of the last model year of the scheduled phase-in. Model-year emission reductions shall be calculated by multiplying the percent of vehicles (based on the manufacturer's projected California sales volume of the applicable vehicle fleet) meeting the new requirements per model year by the number of model years implemented prior to and including the last model year of the scheduled phase-in. The “cumulative total” is the summation of the model-year emission reductions (e.g., a four model-year 25/50/85/100 percent phase-in schedule would be calculated as: (25%*4 years)+(50%*3 years)+(85%*2 years)+(100%*1 year) = 520). Any alternative phase-in that results in an equal or larger cumulative total than the required cumulative total by the end of the last model year of the scheduled phase-in shall be considered acceptable by the Administrator under the following conditions: All vehicles subject to the phase-in shall comply with the respective requirements in the last model year of the required phase-in schedule; and if a manufacturer uses the optional phase-in percentage determination in paragraph (e)(1)(i) of this section, the cumulative total of model-year emission reductions as determined only for light-duty vehicles and light light-duty trucks certified to this paragraph (e)(2) must also be equal to or larger than the required cumulative total by the end of the 2004 model year. Manufacturers shall be allowed to include vehicles introduced before the first model year of the scheduled phase-in (e.g., in the previous example, 10 percent introduced one year before the scheduled phase-in begins would be calculated as: (10%*5 years) and added to the cumulative total).
(ii)
(A) In 2004 and subsequent model years, manufacturers of light-duty vehicles and light light-duty trucks, including low volume manufacturers, shall certify 100 percent of their light-duty vehicle and light light-duty truck fleet to the standards in this paragraph (e)(2).
(B) [Reserved]
(iii)
(A) Vehicle manufacturer;
(B) Vehicle make and model;
(C) Cylinder block configuration (L-6, V-8, and so forth);
(D) Displacement;
(E) Combustion cycle;
(F) Transmission class; and
(G) Axle ratio.
(3)
(4)
(A) Such strategies are substantially employed during the FTP or SFTP;
(B) Such strategies are demonstrated not to significantly reduce vehicle NMHC+NO
(C) Such strategies are demonstrated to be necessary to protect the vehicle occupants, engine, or emission control hardware.
(ii) If the manufacturer proposes to use a “lean-on-cruise” calibration strategy, the manufacturer shall specify the circumstances under which such a calibration would be used, and the reason or reasons for the proposed use of such a calibration.
(iii) The provisions of this paragraph (e)(4) shall not apply to vehicles powered by “lean-burn” engines or diesel-cycle engines. A “lean-burn” engine is
(5)
(6)
(a)
(2)(i) For the purpose of calculating the HEV contribution factor for the fleet average NMOG value, a manufacturer may use adjusted values to estimate the contributions of hybrid electric vehicles (or “HEVs”) based on the range of the HEV without the use of the engine. See § 86.1702 for definitions of HEV types for purposes of calculating adjusted NMOG emissions.
(ii) For the purpose of calculating fleet average NMOG values, vehicles that have no tailpipe emissions but use fuel-fired heaters and that are not certified as ZEVs shall be treated as Type A HEV ULEVs.
(3)(i) Each manufacturer's applicable fleet average NMOG value for all light
(A) For model years 1997 through 2000, “Vehicles” in the preceding equation shall include California-certified vehicles, including vehicles certified to California Tier 1 standards.
(B) For model years 2001 and later, “vehicles” in the preceding equation shall not include California-certified vehicles unless they are also certified under the National LEV program.
(ii)(A) “HEV contribution factor” shall mean the NMOG emission contribution of HEVs to the fleet average NMOG value. The HEV contribution factor shall be calculated in units of g/mi as follows, where the term “Sold” means sold in the applicable region according to tables R99-15 and R99-16.
(B) HEV contribution factor = (((No. of Type A HEV TLEVs Sold) × (0.100)) + ((No. of Type B HEV TLEVs Sold) × (0.113)) + ((No. of Type C HEV TLEVs Sold) × (0.125))) + (((No. of Type A HEV LEVs Sold) × (0.057)) + ((No. of Type B HEV LEVs Sold) × (0.066)) + ((No. of Type C HEV LEVs Sold) × (0.075))) + (((No. of Type A HEV ULEVs Sold) × (0.020)) + ((No. of Type B HEV ULEVs Sold) × (0.030)) + ((No. of Type C HEV ULEVs Sold) × (0.040))).
(iii)(A) For any model year in which a manufacturer certifies its entire fleet of light-duty vehicles and light light-duty trucks from 0-3750 lbs LVW to intermediate useful life NMOG emission standards specified in §§ 86.1708 and 86.1709 that are less than or equal to the applicable fleet average NMOG standard specified in Tables R99-15 and R99-16, the manufacturer may elect not to calculate a fleet average NMOG value for such vehicles for that model year.
(B) The fleet average NMOG value for a manufacturer electing under paragraph (a)(3)(iii)(A) of this section not to calculate a fleet average NMOG value shall be deemed to be the applicable fleet average NMOG standard specified in Table R99-15 or R99-16 for the applicable model year.
(C) A manufacturer making the election under paragraph (a)(3)(iii)(A) of this section may not generate credits for that model year for light light-duty trucks from 0-3750 lbs LVW and light-duty vehicles.
(4)(i) Each manufacturer's applicable fleet average NMOG value for all light light-duty trucks from 3751-5750 lbs loaded vehicle weight sold in the applicable region according to Tables R99-15 and R99-16 shall be calculated in units of g/mi NMOG according to the following equation, where the term “Sold” means sold in the applicable region according to Tables R97-15 and R97-16, and the term “Vehicles” means light light-duty trucks from 3751-5750 lbs loaded vehicle weight: (((No. of Vehicles Certified to the Federal Tier 1 Exhaust Emission Standards and Sold)×(0.32))+((No. of TLEVs Sold excluding HEVs)×(0.160))+((No. of LEVs Sold excluding HEVs)×(0.100))+(No. of ULEVs Sold excluding HEVs)×(0.050))+(HEV Contribution factor))/(Total No. of Vehicles Sold, including ZEVs and HEVs).
(A) For model years 1997 through 2000, “Vehicles” in the preceding equation shall include California-certified vehicles, including vehicles certified to California Tier 1 standards.
(B) For model years 2001 and later, “Vehicles” in the preceding equation shall not include California-certified vehicles unless they are also certified under the National LEV program.
(ii)(A) “HEV contribution factor” shall mean the NMOG emission contribution of HEVs to the fleet average NMOG. The HEV contribution factor shall be calculated in units of g/mi as follows, where the term “Sold” means sold in the applicable region according to tables R99-15 and R99-16.
(B) HEV contribution factor=(((No. of Type A HEV TLEVs Sold) × (0.130)) + ((No. of Type B HEV TLEVs Sold) × (0.145)) + ((No. of Type C HEV TLEVs Sold) × (0.160))) + (((No. of Type A HEV LEVs Sold) × (0.075)) + ((No. of Type B HEV LEVs Sold) × (0.087)) + ((No. of Type C HEV LEVs Sold) × (0.100))) + (((No. of Type A HEV ULEVs Sold) × (0.025)) + ((No. of Type B HEV ULEVs Sold) × (0.037)) + ((No. of Type C HEV ULEVs Sold) × (0.050))).
(iii)(A) For any model year in which a manufacturer certifies its entire fleet of light light-duty trucks from 3751-5750 lbs LVW to intermediate useful life NMOG emission standards specified in § 86.1709 that are less than or equal to the applicable fleet average NMOG requirements specified in Tables R99-15 and R99-16, the manufacturer may elect not to calculate a fleet average NMOG value for such vehicles for that model year.
(B) The fleet average NMOG value for a manufacturer electing under paragraph (a)(4)(iii)(A) of this section not to calculate a fleet average NMOG value shall be deemed to be the applicable fleet average NMOG standard specified in Table R99-15 or R99-16 for the applicable model year.
(5)(i) The calculation of the fleet average NMOG value pursuant to paragraphs (a)(3) and (a)(4) of this section shall exclude ATVs, as defined in § 86.1702, purchased in the NTR by state governments. In determining the quantity of vehicles to be excluded from the NMOG calculations, a manufacturer shall only be required to exclude vehicles that are reported by the purchasing government in a timely letter, containing adequate information, directed to the representative of the manufacturer listed in the manufacturer's application for certification. Such letter shall be considered timely only if it is received no later than February 1 of the calendar year following the model year of the purchased vehicles.
(ii) Adequate information includes the number of vehicles purchased, vehicle makes and models, and the associated engine families. A copy of the letter should be sent to: Director, Vehicle Programs and Compliance Division, U.S. Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan, 48105.
(6) For any model year prior to model year 2001 for which a manufacturer meets the definition of “low volume manufacturer” in § 86.1702, it shall be exempt from the requirements in paragraph (a)(1) of this section. The requirements in paragraph (a)(1) of this section applicable to the 2001 and later model years shall apply to low volume manufacturers.
(b)
(2) For each averaging set, manufacturers that obtain applicable fleet average NMOG values exceeding the fleet average NMOG standard for the corresponding model year shall generate debits.
(3) For each averaging set, credits and debits are to be calculated according to the following equation and rounded, in accordance with the Rounding-Off Method specified in ASTM E29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications, which is incorporated by reference (see § 86.1), to the nearest whole number (intermediate calculations will not be rounded): Number of Credits/Debits = (((Applicable Fleet Average NMOG Standard) − (Manufacturer's Applicable Fleet Average NMOG Value)) × (Applicable Production)).
(4) For each applicable region and model year, a manufacturer's available credits or level of debits shall be the sum of credits or debits derived from the respective class A and class B averaging sets for that region and model year. Paragraph (d)(2)(ii)(C) of this section contains a special provision for manufacturers that end model year 2000 with a debit balance in the NTR.
(c)
(2) Only after credits are earned may they be used, traded, or carried over to
(3) Credits earned in any given model year shall retain full value through the subsequent model year.
(4) Unused credits that are available at the end of the second, third, and fourth model years after the model year in which the credits were generated shall be discounted to 50%, 25%, and 0% of the original value of the credits, respectively. The discounting of credits also applies to credits transferred to other parties.
(5) Credits may not be used to remedy any nonconformities determined by a Selective Enforcement Audit, recall testing, or testing performed with respect to Title 13, Chapter 2, Articles 1 and 2 of the California Code of Regulations.
(6) Prior to model year 2001, low volume manufacturers may earn credits in the NTR to transfer to other motor vehicle manufacturers for use in the NTR or the ASTR, or to bank for their own use in the ASTR. Such credits will be calculated as set forth in paragraphs (a) and (b) of this section, except that the applicable fleet average NMOG standard shall be 0.25 g/mi NMOG for the averaging set for light light-duty trucks from 0-3750 lbs LVW and light-duty vehicles or 0.32 g/mi NMOG for the averaging set for light light-duty trucks from 3751-5750 lbs LVW. Credits shall be discounted in accordance with the provisions in paragraph (c)(4) of this section.
(7) Prior to model year 2001, manufacturers may earn credits in the ASTR states that are not in the NTR and may bank those credits for use in the ASTR. Such credits will be calculated as set forth in paragraphs (a) and (b) of this section, except that the applicable fleet average NMOG standard shall be 0.25 g/mi NMOG for the averaging set for light light-duty trucks from 0-3750 lbs LVW and light-duty vehicles or 0.32 g/mi NMOG for the averaging set for light light-duty trucks from 3751-5750 lbs LVW, and “sold” shall mean sold in the ASTR states that are not in the NTR.
(i) Emission credits earned in the ASTR states outside the NTR prior to model year 2001 shall be treated as generated in model year 2001.
(ii) In the 2001 model year, a one-time discount rate of 10 percent shall be applied to all credits earned under the provisions of this paragraph (c)(7).
(iii) These credits shall be discounted in accordance with the provisions in paragraph (c)(4) of this section.
(8) Manufacturers may earn and bank credits in the NTR for model years 1997 and 1998. In states without a Section 177 Program effective in model year 1997 or 1998, such credits will be calculated as set forth in paragraphs (a) and (b) of this section, except that the applicable fleet average NMOG standard shall be 0.200 g/mi NMOG for the averaging set for light light-duty trucks from 0-3750 lbs LVW and light-duty vehicles or 0.256 g/mi NMOG for the averaging set for light light-duty trucks from 3751-5750 lbs LVW. In states that opt into National LEV and have a Section 177 Program effective in model year 1997 or 1998, such credits will equal the unused credits earned in those states.
(i) Emissions credits earned in the NTR prior to the 1999 model year shall be treated as generated in the 1999 model year.
(ii) In the 1999 model year, a one-time discount rate of 10 percent shall be applied to all credits earned under the provisions of this paragraph (c)(8).
(iii) These credits shall be discounted in accordance with the provisions in paragraph (c)(4) of this section.
(9) There are no property rights associated with credits generated under the provisions of this section. Credits are a limited authorization to emit the designated amount of emissions. Nothing in the regulations or any other provision of law should be construed to limit EPA's authority to terminate or limit this authorization through a rulemaking. If EPA were to terminate or limit the authorization to emit associated with emissions credits generated under the provisions of this section, this paragraph (c)(9) would have no effect on manufacturers’ ability to opt
(d)
(2) The provisions of this paragraph (d)(2) apply only when a manufacturer has a debit balance in the NTR at the end of model year 2000. Manufacturers shall offset any debits incurred in the NTR for model year 2000 by the fleet average NMOG reporting deadline for model year 2001.
(i) A manufacturer may offset debits generated in the NTR in model year 2000 either by generating credits in the NTR in model year 2001 or by applying NTR credits acquired under the provisions of this section.
(ii) If a manufacturer has a debit balance in the NTR at the end of model year 2000, then such manufacturer shall be required to calculate fleet average NMOG values for both the NTR and the ASTR for model year 2001.
(A) The NTR values shall be calculated according to paragraphs (a) and (b) of this section, with the fleet average NMOG standards equal to the standards for model year 2001 in the ASTR.
(B) If such a manufacturer has a credit balance in the NTR for model year 2001, before trading or carrying over credits to the next model year, the manufacturer must apply available NTR credits to offset its debits in the NTR.
(C) Notwithstanding paragraph (b)(4) of this section, for the ASTR and model year 2001, such a manufacturer's available credits or level of debits shall be the sum of credits or debits derived from the respective class A and class B averaging sets for the ASTR and model year 2001, minus any credits used pursuant to paragraph (d)(2)(ii)(B).
(iii) To transfer a credit as an NTR credit earned in model year 2001, a manufacturer must have credits generated in the NTR based on separate fleet average NMOG values calculated for the NTR in model year 2001. In addition, the number of model year 2001 NTR credits available for a manufacturer to transfer cannot exceed the manufacturer's available number of model year 2001 ASTR credits. Any transferred model year 2001 NTR credits shall be deducted from the manufacturer's available model year 2001 ASTR credits.
(3)(i) Failure to meet the requirements of paragraphs (a) through (d) of this section within the required timeframe for offsetting debits will be considered to be a failure to satisfy the conditions upon which the certificate(s) was issued and the individual noncomplying vehicles not covered by the certificate shall be determined according to this section.
(ii) If debits are not offset within the specified time period, the number of vehicles not meeting the fleet average NMOG standards and not covered by the certificate shall be calculated by dividing the total amount of debits for the model year by the fleet average NMOG standard applicable for the model year and averaging set in which the debits were first incurred. If both averaging sets are in debit, any applicable credits will first be allocated between the averaging sets according to the manufacturer's expressed preferences. Then, the number of vehicles not covered by the certificate shall be calculated using the revised debit values.
(iii) EPA will determine the vehicles for which the condition on the certificate was not satisfied by designating vehicles in those engine families with the highest certification NMOG emission values first and continuing until a number of vehicles equal to the calculated number of noncomplying vehicles as determined above is reached. If this calculation determines that only a portion of vehicles in an engine family contribute to the debit situation, then EPA will designate actual vehicles in that engine family as not covered by the certificate, starting with the last vehicle produced and counting backwards.
(4) If a manufacturer opts out of the National LEV program pursuant to
(5) For purposes of calculating tolling of the statute of limitations, a violation of the requirements of paragraph (d)(1) of this section, a failure to satisfy the conditions upon which a certificate(s) was issued and hence a sale of vehicles not covered by the certificate, all occur upon the expiration of the deadline for offsetting debits specified in paragraph (d)(1) of this section.
(e)
(2) A manufacturer may not sell credits that are not available for sale pursuant to the provisions in paragraphs (c)(2) or (d)(2) of this section.
(3) Except in instances of fraud on the part of the credit recipient, where a manufacturer sells credits that were not available for sale, the credits shall be treated as valid, and the manufacturer that sold the credits shall be liable for any resulting shortfall.
(4)(i) If a manufacturer transfers a credit that it has not generated pursuant to paragraph (b) of this section or acquired from another party, the manufacturer will be considered to have generated a debit in the model year that the manufacturer transferred the credit. The manufacturer must offset such debits by the deadline for the annual report for that same model year.
(ii) Failure to offset the debits within the required time period will be considered a failure to satisfy the conditions upon which the certificate(s) was issued and will be addressed pursuant to paragraph (d)(3) of this section.
At 62 FR 31242, June 6, 1997, subpart R was added, effective Aug. 5, 1997. Section 86.1710-99(a) contains information collection requirements and will not become effective until approval has been given by the Office of Management and Budget.
(a) In the 2001 and subsequent model years, manufacturers may sell Tier 1 vehicles and TLEVs in the NTR only if vehicles with the same engine families are certified and offered for sale in California in the same model year, except as provided under § 86.1705(e)(4).
(b) [Reserved]
(a)
(i) Model year;
(ii) Averaging set;
(iii) Fleet average NMOG value achieved; and
(iv) All values used in calculating the fleet average NMOG value achieved.
(2) The manufacturer producing any light-duty vehicles and/or light light-duty trucks subject to the provisions in this subpart shall establish, maintain, and retain the following information in adequately organized and indexed records for each vehicle or truck subject to this subpart:
(i) Model year;
(ii) Averaging set;
(iii) EPA engine family, or if applicable for model year 1999 or 2000, the California engine family;
(iv) Assembly plant;
(v) Vehicle identification number;
(vi) NMOG standard to which the vehicle or truck is certified; and
(vii) Information on the point of first sale, including the purchaser, city, and state.
(3) The manufacturer shall retain all records required to be maintained under this section for a period of eight years from the due date for the annual
(4) Nothing in this section limits the Administrator's discretion to require the manufacturer to retain additional records or submit information not specifically required by this section.
(5) Pursuant to a request made by the Administrator, the manufacturer shall submit to the Administrator the information that the manufacturer is required to retain.
(6) EPA may void
(b)
(2) When a manufacturer calculates compliance with the fleet average NMOG standards using the provisions in § 86.1710(a)(3)(iii) or § 86.1710(a)(4)(iii), then the annual report shall state that the manufacturer has elected to use such provision and shall contain, for each averaging set, the fleet average NMOG values as specified in § 86.1710(a)(3)(iii) or § 86.1710(a)(4)(iii).
(3) The annual report shall also include documentation on all credit transactions the manufacturer has engaged in since those included in the last report. Information for each transaction shall include:
(i) Name of credit provider;
(ii) Name of credit recipient;
(iii) Date the transfer occurred;
(iv) Quantity of credits transferred;
(v) Model year in which the credits were earned; and
(vi) Region (NTR or ASTR) to which the credits belong.
(4) Unless a manufacturer reports the data required by this section in the annual production report required under § 86.085-37(b) and subsequent model year provisions, a manufacturer shall submit an annual report for each model year after production ends for all affected vehicles and trucks produced by the manufacturer subject to the provisions of this subpart and no later than May 1 of the calendar year following the given model year. Annual reports shall be submitted to: Director, Vehicle Programs and Compliance Division, U.S. Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan, 48105.
(5) Failure by a manufacturer to submit the annual report in the specified time period for all vehicles and trucks subject to the provisions in this section is a violation of section 203(a)(1) of the Clean Air Act for each subject vehicle and truck produced by that manufacturer.
(6) If EPA or the manufacturer determines that a reporting error occurred on an annual report previously submitted to EPA, the manufacturer's credit or debit calculations will be recalculated. EPA may void erroneous credits, unless transferred, and shall adjust erroneous debits. In the case of transferred erroneous credits, EPA shall adjust the manufacturer's credit or debit balance to reflect the sale of such credits and any resulting generation of debits.
(c)
At 62 FR 31242, June 6, 1997, subpart R was added, effective Aug. 5, 1997. Section 86.1712-99 contains information
The provisions of § 86.094-13 and subsequent model year provisions apply to this subpart, except that: Section 86.094-13(f) and subsequent model year provisions does not apply to this subpart.
The provisions of § 86.096-14 and subsequent model year provisions apply to this subpart, except that: Section 86.096-14(c)(7)(i)(A) and subsequent model year provisions does not apply to this subpart.
(a) The provisions of § 86.094-16 and subsequent model year provisions apply to this subpart.
(b) [Reserved]
(a) The provisions of § 86.094-17 and subsequent model year provisions do not apply to this subpart.
(b) The requirements in Chapter 6 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996) (these requirements are incorporated by reference; see § 86.1) apply to this subpart.
(c) No vehicle shall be certified under the provisions of this subpart unless such vehicle complies with the requirements of section 202(m)(1), (2), (4), and (5) of the Clean Air Act (42 U.S.C. 7521(m)(1), (2), (4) and (5)).
The provisions of § 86.096-21 and subsequent model year provisions apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.096-21(b)(2) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) For TLEVs, LEVs, and ULEVs not certified exclusively on gasoline, projected U.S. sales data and fuel economy data 19 months prior to January 1 of the calendar year with the same numerical designation as the model year for which the vehicles are certified, and projected U.S. sales data for all vehicles, regardless of operating fuel or vehicle emission category, sufficient to enable the Administrator to select a test fleet representative of the vehicles (or engines) for which certification is requested at the time of certification.
(2) [Reserved]
(b) For ZEVs and hybrid electric vehicles, the certification application shall include the following:
(1) Identification and description of the vehicle(s) covered by the application.
(2) Identification of the vehicle weight category to which the vehicle is certifying: LDV, LDT 0-3750 lbs LVW, LDT 3751-5750 lbs LVW (state test weight range), and the curb weight and gross vehicle weight rating of the vehicle.
(3) Identification and description of the propulsion system for the vehicle.
(4) Identification and description of the climate control system used on the vehicle.
(5) Projected number of vehicles sold in the U.S., and projected U.S. sales.
(6) For electric and hybrid electric vehicles, identification of the energy usage in kilowatt-hours per mile from the point when electricity is introduced from the electrical outlet and the operating range in miles of the vehicle when tested in accordance with the All-Electric Range Test provisions in § 86.1770.
(7) If the vehicle is equipped with a fuel fired heater, a description of the control system logic of the fuel fired heater, including an evaluation of the
(8) For ZEVs and HEVs which use fuel fired heaters, the manufacturer shall provide the exhaust emissions value per mile produced by the auxiliary fuel fired heater. This shall be accomplished by determining heater emissions in grams per minute when operating at a maximum heating capacity for a period of 20 minutes, and multiplying that number by 3.6 minutes per mile. At the time of certification, manufacturers shall submit their test plan which describes the procedure used to determine the mass emissions of the fuel fired heater.
(9) All information necessary for proper and safe operation of the vehicle, including information on the safe handling of the battery system, emergency procedures to follow in the event of battery leakage or other malfunctions that may affect the safety of the vehicle operator or laboratory personnel, method for determining battery state-of-charge, battery charging capacity and recharging procedures, and any other relevant information as determined by the Administrator.
(c) For all vehicles subject to the provisions of § 86.1717, with its application for certification a description of the malfunction and diagnostic system to be installed on the vehicles. (The vehicles shall not be certified unless the Administrator finds that the malfunction and diagnostic system complies with the requirements of § 86.1717.).
The provisions of § 86.096-23 and subsequent model year provisions apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.096-23(c)(1) and subsequent model year provisions apply to this subpart, with the following addition:
(1) For all TLEVs, LEVs, and ULEVs certifying on a fuel other than conventional gasoline, manufacturers shall multiply the NMOG exhaust certification level for each emission-data vehicle by the appropriate reactivity adjustment factor listed in § 86.1777(d)(2)(i) or established by the Administrator pursuant to Appendix XVII of this part to demonstrate compliance with the applicable NMOG emission standard. For all TLEVs, LEVs, and ULEVs certifying on natural gas, manufacturers shall multiply the NMOG exhaust certification level for each emission-data vehicle by the appropriate reactivity adjustment factor listed in § 86.1777(d)(2)(i) or established by the Administrator pursuant to Appendix XVII of this part and add that value to the product of the methane exhaust certification level for each emission-data vehicle and the appropriate methane reactivity adjustment factor listed in § 86.1777(d)(2)(ii) or established by the Administrator pursuant to Appendix XVII of this part to demonstrate compliance with the applicable NMOG emission standard. Manufacturers requesting to certify to existing standards utilizing an adjustment factor unique to its vehicle/fuel system must follow the data requirements described in Appendix XVII of this part. A separate formaldehyde exhaust certification level shall also be provided for demonstrating compliance with emission standards for formaldehyde.
(2) [Reserved]
(b) The provisions of § 86.096-23(l) introductory text and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) Additionally, manufacturers certifying vehicles shall submit for each model year 2001 through 2004 light-duty vehicle and light light-duty truck engine family, the information listed in § 86.096-23(l)(1) and (2). If applicable, manufacturers shall also submit “Alternative or Equivalent Phase-in Schedules” before or during calendar year 2001 for light-duty vehicles and light light-duty trucks.
(2) [Reserved]
(c) In addition to the provisions of § 86.096-23 and subsequent model year provisions, the following requirements shall apply to this subpart:
(1) For each engine family certified to TLEV, LEV, or ULEV standards, manufacturers shall submit with the certification application, an engineering evaluation demonstrating that a discontinuity in emissions of non-methane organic gases, carbon monoxide, oxides of nitrogen and formaldehyde measured on the Federal Test Procedure (subpart B of this part) does not occur in the temperature range of 20 to 86 deg F. For diesel vehicles, the engineering evaluation shall also include particulate emissions.
(2) [Reserved]
The provisions of § 86.096-24 and subsequent model year provisions apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.096-24(a)(1) and subsequent model year provisions apply to this subpart, with the following addition:
(1) All engines classified in the same engine family shall be certified to identical exhaust emission standards.
(2) [Reserved]
(b) The provisions of § 86.096-24(b) and subsequent model year provisions apply to this subpart with the following additions:
(1) For TLEVs, LEVs, ULEVs, and ZEVs certifying according to the provisions of this subpart, a manufacturer may substitute emission data vehicles selected by the California Air Resources Board criteria instead of using the criteria specified in § 86.096-24(b)(1) (i), (ii), and (iv) and subsequent model year provisions.
(2) For vehicles certified to the SFTP exhaust emission standards, if air conditioning is projected to be available on any vehicles within the engine family, the selection of engine codes will be limited selections which have air conditioning available and would require that any vehicle selected under this section has air conditioning installed and operational.
The provisions of § 86.094-25 and subsequent model year provisions apply to this subpart, with the following additions:
(a) Hybrid electric vehicles that use Otto-cycle or diesel engines are subject to the applicable Otto-cycle or diesel engine maintenance requirements of § 86.094-25 (b) through (e) and subsequent model year provisions.
(b) Manufacturers of series hybrid electric vehicles and parallel hybrid electric vehicles shall be required to incorporate into the vehicles a separate odometer or other device subject to the approval of the Administrator that can accurately gauge the mileage accumulation on the engines that are used in these vehicles.
(c)(1) The manufacturer shall equip the vehicle with a maintenance indicator consisting of a light that shall activate automatically by illuminating the first time the minimum performance level is observed for all battery system components. Possible battery system components requiring monitoring are:
(i) Battery water level;
(ii) Temperature control;
(iii) Pressure control;
(iv) Other parameters critical for determining battery condition.
(2) The manufacturer of a hybrid electric vehicle shall equip the vehicle with a useful life indicator for the battery system consisting of a light that shall illuminate the first time the battery system is unable to achieve an all-electric operating range (starting from a full state-of-charge) that is at least 75% of the range determined for the vehicle in the All-Electric Range Test (see § 86.1770) and submitted in the certification application.
(3) Hybrid electric vehicle battery system. Manufacturers shall maintain the battery system according to the requirements in paragraph (c)(1) of this section.
(d) When air conditioning SFTP exhaust emission tests are required, the manufacturer must document that the
The provisions of § 86.096-26 and subsequent model year provisions apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.096-26(a)(1) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) Section 86.096-26(a) and subsequent model year provisions applies to light-duty vehicles and light-duty trucks, except ZEVs which shall be exempt from all mileage and service accumulation, durability-data vehicle, and emission-data vehicle testing requirements.
(2) [Reserved]
(b) The provisions of § 86.096-26(a)(2) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) The procedure for mileage accumulation shall be the Durability Driving Schedule as specified in appendix IV of this part. A modified procedure (Alternative Service Accumulation Durability Program, § 86.094-13(e) and subsequent model year provisions) may also be used if approved in advance by the Administrator. All light-duty vehicles and light-duty trucks shall accumulate mileage at a measured curb weight that is within 100 pounds of the estimated curb weight. If the vehicle weight is within 100 pounds of being included in the next higher inertia weight class as specified in § 86.129, the manufacturer may elect to conduct the respective emission tests at the higher weight. All mileage accumulation of hybrid electric vehicles shall be conducted with the battery pack at the manufacturer's indicated lowest state-of-charge at the beginning of the test cycle. At no time throughout mileage accumulation shall the battery pack be charged using any off-board charging source.
(2) [Reserved]
(c) The provisions of § 86.096-26(a)(3) (i) and (ii) and subsequent model year provisions apply to this subpart, with the following addition:
(1) For vehicles certified to the SFTP exhaust emission standards, complete exhaust emission tests will include both the FTP and the SFTP tests. The Administrator will accept the manufacturer's determination of the mileage at which the engine-system combination is stabilized for emission data testing if (prior to testing) a manufacturer determines that the interval chosen yields emissions performance that is stable and representative of design intent. Sufficient mileage should be accumulated to reduce the possible effects of any emissions variability that is the result of insufficient vehicle operation. Of primary importance in making this determination is the behavior of the catalyst, EGR valve, trap oxidizer or any other part of the ECS which may have non-linear aging characteristics. In the alternative, the manufacturer may elect to accumulate 4,000 mile +/−250 miles on each test vehicle within an engine family without making a determination.
(2) [Reserved]
(d) The provisions of § 86.096-26(a)(4) (i) and (ii) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) For Otto-cycle and diesel vehicles and battery assisted combustion engine vehicles that use Otto-cycle or diesel engines:
(i) Prior to initiation of mileage accumulation in a durability-data vehicle, manufacturers must establish the mileage test interval for durability-data vehicle testing of the engine family. Once testing has begun on a durability-data vehicle, the durability test interval for that family may not be changed. At a minimum, multiple tests must be performed at 5,000 miles, 50,000 miles, and the final mileage point as long as they meet the requirements of
(ii) Testing before and after scheduled (or unscheduled) maintenance points must be conducted, and these data are to be included in the deterioration factor calculation. Testing before unscheduled maintenance may be omitted with the prior consent of the Administrator when testing would be dangerous to a vehicle or an operator. The number of tests before and after scheduled maintenance and the mileage intervals between test points should be approximately equal. Durability test interval schedules with multiple testing at test points within 10,000 miles of or at the 50,000 mile and the final mileage test point must be submitted for approval. Multiple testing at maintenance mileage tests points within 10,000 miles of the 50,000 mile and the final mileage test points may be approved if it can be demonstrated by previously generated data that the emission effects of the maintenance are insignificant.
(iii) For engine families that are to be certified to the full useful life emission standards, each exhaust emission durability-data vehicle shall be driven with all emission control systems installed and operating, for the full useful life or such lesser distance as the Administrator may agree to as meeting the objective of this procedure. Durability tests shall be at every 5,000 miles, from 5,000 miles to the full useful life, however, the above procedures may be used to determine alternate test intervals subject to the following:
(A) For engine families that are to be certified to the full useful life emission standards, durability vehicles may accumulate less than the full useful life if the manufacturer submits other data or information sufficient to demonstrate that the vehicle is capable of meeting the applicable emission standards for the full useful life. At a minimum, 75% of the full useful life shall be accumulated.
(B) For the purpose of conducting mileage accumulation on light-duty hybrid electric vehicles, the full useful life of the auxiliary power unit shall be defined as 50,000 miles for a Type A hybrid electric vehicle, 75,000 miles for a Type B hybrid electric vehicle, and 100,000 miles for a Type C hybrid electric vehicle.
(iv) Alternative durability plans may also be used if the manufacturer provides a demonstration that the alternative plan provides equal or greater confidence that the vehicles will comply in-use with the emission standards. All alternative durability plans are subject to approval in advance by the Administrator.
(2) For diesel vehicles equipped with periodically regenerating trap oxidizer systems, at least four regeneration emission tests (see §§ 86.106 through 86.145) shall be made. The pollutant mass emission calculation procedures for vehicles equipped with periodically regenerating trap oxidizer systems are included in appendix XVI of this part. With the advance approval of the Administrator, the manufacturer may install: A manual override switch capable of preventing (i.e., delaying until the switch is turned off) the start of the regeneration process; and a light which indicates when the system would initiate regeneration if it had no override switch. Upon activation of the override switch the vehicle will be operated on a dynamometer to precondition it for the regeneration emission test in accordance with §§ 86.132 and 86.1772. The Urban Dynamometer Driving Schedule (UDDS) that is in progress at the time when the light comes on shall be completed and the vehicle shall proceed to the prescribed soak period followed by testing. With the advance approval of
(3) For gasoline-, gaseous-, and alcohol-fueled vehicles that are certified by a whole-vehicle durability protocol, the specified evaporative durability test points are at 5,000, 40,000, 75,000, and 100,000 miles. These requirements are also applicable to hybrid electric vehicles. With the exception of flexible-fuel vehicles, a manufacturer may conduct evaporative testing at test points used for exhaust emission durability testing, provided that the same deterioration confidence level for the evaporative emission DF determination is retained (see appendix XIV of this part).
(4) For flexible-fuel vehicles certifying to TLEV, LEV, or ULEV standards, the test schedule shall include exhaust emission tests at 5,000 miles, 10,000 miles, and every 10,000 miles thereafter to the final mileage point using M85 or E85 and certification gasoline. For all flexible-fuel vehicles, if evaporative emission testing is conducted, exhaust and evaporative emission tests shall also be conducted using M35 or E10, or another approved fuel, at the mileage points where M85 or E85 testing is conducted. The results of these exhaust and evaporative emission tests will be used by the Administrator to evaluate the vehicle's emission control deterioration with various fuels (M85, M35, and unleaded gasoline; See fuel specifications in § 86.1771). Only the M85 or E85 and certification gasoline exhaust emission results and the M35 or E10 evaporative emission results will be used to determine applicable exhaust and evaporative emission deterioration factors, respectively, as required in § 86.1728 (Compliance with Emission Standards).
(e) The provisions of § 86.096-26(a)(5)(i) and subsequent model year provisions apply to this subpart, with the following addition:
(1) In addition, the emission tests performed on emission-data vehicles and durability-data vehicles shall be non-regeneration emission tests for diesel light-duty vehicles and light-duty trucks equipped with periodically regenerating trap oxidizer systems. For any of these vehicles equipped with continually regenerating trap oxidizer systems, manufacturers may use the provisions applicable to periodically regenerating trap oxidizer systems as an option. If such an option is elected, all references in these procedures to vehicles equipped with periodically regenerating trap oxidizer systems shall be applicable to the vehicles equipped with continually regenerating trap oxidizer systems.
(2) [Reserved]
(f) The provisions of § 86.096-26(a)(8) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) Once a manufacturer submits the information required in § 86.096-26(a)(7) and subsequent model year provisions for a durability-data vehicle, the manufacturer shall continue to run the vehicle to 50,000 miles if the family is certified to 50,000 mile emission standards or to the full useful life if it is certified to emission standards beyond 50,000 miles (or to a lesser distance that the Administrator may have previously agreed to), and the data from the vehicle will be used in the calculations under § 86.094-28 and subsequent model year provisions. Discontinuation of a durability-data vehicle shall be allowed only with the consent of the Administrator.
(2) [Reserved]
(g) The provisions of § 86.096-26(b) and subsequent model year provisions do not apply to this subpart.
(h)(1) The exhaust emissions shall be measured from all exhaust emission data vehicles tested in accordance with the federal Highway Fuel Economy
(i) The state-of-charge is at the lowest level allowed by the control unit of the auxiliary power unit; or
(ii) The state-of-charge is set such that auxiliary power unit operation will be at its maximum level at the beginning and throughout the emission test.
(2) In the event that one or more of the manufacturer's emission data vehicles fail the applicable HWFET standard in §§ 86.1708 and 86.1709, the manufacturer may submit to the Administrator engineering data or other evidence showing that the system is capable of complying with the standard. If the Administrator finds, on the basis of an engineering evaluation, that the system can comply with the HWFET standard, he or she may accept the information supplied by the manufacturer in lieu of vehicle test data.
The provisions of § 86.094-28 and subsequent model year provisions apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.094-28(a)(1) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) The provisions of § 86.094-28(a) and subsequent model year provisions apply to light-duty vehicles and light light-duty trucks, except ZEVs.
(2) [Reserved]
(b) The provisions of § 86.094-28(a)(4)(i) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) Separate emission deterioration factors shall be determined from the exhaust emission results of the durability-data vehicle(s) for each engine-system combination. A separate factor shall be established for exhaust HC (non-alcohol vehicles, non-TLEVs, non-LEVs, and non-ULEVs), exhaust OMHCE or OMNMHCE (alcohol vehicles that are not TLEVs, LEVs, or ULEVs), exhaust NMOG (all TLEVs, LEVs, ULEVs), exhaust formaldehyde (alcohol vehicles, TLEVs, LEVs, ULEVs), exhaust CO, exhaust NO
(2) [Reserved]
(c) The provisions of § 86.094-28(a)(4)(i)(A)(
(1) The manufacturer must use the outlier identification procedure set forth in appendix VIII of this part to test for irregular data from a durability-data set. If any data point is identified as a statistical outlier, the Administrator shall determine, on the basis of an engineering analysis of the causes
(2) [Reserved]
(d) The provisions of § 86.094-28(a)(4)(i)(B) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) All applicable exhaust emission results shall be plotted as a function of the mileage on the system, rounded to the nearest mile, and the best fit straight lines, fitted by the method of least squares, shall be drawn through all these data points. The emission data will be acceptable for use in the calculation of the deterioration factor only if the interpolated 4,000-mile, 50,000-mile, and full useful life points on this line are within the applicable emission standards in §§ 86.1708 and 86.1709. For hybrid electric vehicles, the emission data will be acceptable for use in the calculation of the deterioration factor only if the engine mileage points corresponding to the interpolated 4,000 mile, 50,000 mile, and full useful life points of the vehicle on this line are within the applicable emission standards in §§ 86.1708 and 86.1709. The engine mileage points shall be determined based on the test schedule submitted to the Administrator as required in § 86.096-26. As an exception, the Administrator will review the data on a case-by-case basis and may approve its use in those instances where the best fit straight line crosses an applicable standard but no data point exceeds the standard or when the best fit straight line crosses the applicable standard at the 4,000-mile point but the 5,000-mile actual test point and the 50,000 mile and full useful life interpolated points are both below the standards. A multiplicative exhaust emission deterioration factor shall be calculated for each engine system combination as follows:
(i) For engine families certified to 50,000 mile emissions standards: Factor = Exhaust emissions interpolated to 50,000 miles divided by exhaust emissions interpolated to 4,000 miles.
(ii) For engine families certified to full useful life emissions standards beyond 50,000 miles: Factor = Exhaust emissions interpolated to the full useful life divided by exhaust emissions interpolated to 4,000 miles.
(2) [Reserved]
(e) The following requirements shall be in addition to the provisions of § 86.094-28(a)(4) and subsequent model year provisions:
(1)(i) The regeneration exhaust emission data (diesel light-duty vehicles and light-duty trucks equipped with periodically regenerating trap oxidizer systems only) from the tests required under § 86.096-26(a)(4) and subsequent model year provisions shall be used to determine the regeneration exhaust emissions interpolated to the 50,000-mile point. The regeneration exhaust emission results shall be plotted as a function of the mileage on the system, rounded to the nearest mile, and the best fit straight lines, fitted by the method of least squares, shall be drawn through all these data points. The interpolated 50,000-mile point of this line shall be used to calculate the multiplicative exhaust emission correction factor for each engine-system combination as follows:
(ii) The interpolated values determined in paragraph (e)(1)(i) of this section shall be carried out to a minimum of four places to the right of the decimal point before dividing one by the other to determine the correction factor. The results shall be rounded to three places to the right of the decimal point in accordance with the Rounding-Off Method specified in ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1). For applicability to gaseous emission standards under the 100,000 mile option, R will be determined based upon projected 100,000 mile emissions.
(2) [Reserved]
(f) The provisions of § 86.094-28(a)(4)(ii)(A) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) The official exhaust emission test results for each emission-data vehicle at the 4,000 mile test point shall be multiplied by the appropriate deterioration factor, and correction factor (diesel light-duty vehicles and light-duty trucks equipped with periodically regenerating trap oxidizer systems only): Provided: that if a deterioration factor as computed in § 86.094-28(a)(4)(i)(B) and subsequent model year provisions or a correction factor as computed in paragraph (e) of this section is less than one, that deterioration factor or correction factor shall be one for the purposes of this paragraph (f).
(2) [Reserved]
(g) The provisions of § 86.094-28(a)(4)(iii) and subsequent model year provisions do not apply to this subpart. The following shall instead apply to this subpart:
(1) The emissions to compare with the standard (or the family particulate emission limit, as appropriate) shall be the adjusted emissions of § 86.094-28(a)(4)(ii) (A) and (B) and subsequent model year provisions for each emission-data vehicle. Before any emission value is compared with the standard (or the family particulate limit, as appropriate), it shall be rounded to one significant figure beyond the number of significant figures contained in the standard (or the family particulate emission limit, as appropriate) in accordance with the Rounding-Off Method specified in ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1). The rounded emission values may not exceed the standard (or the family particulate emission limit, as appropriate). Fleet average NMOG value calculations shall be rounded to four significant figures in accordance with the Rounding-Off Method specified in ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications (incorporated by reference; see § 86.1) before comparing with fleet average NMOG requirements.
(2) [Reserved]
(h) The provisions of § 86.094-28(b) and subsequent model year provisions do not apply to this subpart.
The provisions of § 86.082-34 and subsequent model year provisions apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.082-34(a) and subsequent model year provisions apply to this subpart, with the following addition:
(1) A manufacturer must notify the Administrator within 10 working days of making an addition of a vehicle to a certified engine family or a change in a vehicle previously covered by certification. The manufacturer shall also submit, upon request of the Administrator, the following items:
(i) service bulletin;
(ii) driveability statement;
(iii) test log;
(iv) maintenance log.
(2) All running changes and field fixes that do not adversely affect the system durability are deemed approved unless disapproved by the Administrator
(b) [Reserved]
The following requirements shall apply to TLEVs, LEVs, ULEVs, and ZEVs certified under the provisions of this subpart:
(a) The requirements in § 86.096-35 and subsequent model year provisions do not apply to this section.
(b) The requirements in Chapter 7 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996) shall apply. These requirements are incorporated by reference (see § 86.1).
(a) ZEVs and Type A and Type B hybrid electric vehicles shall be subject to the All-Electric Range Test specified below for the purpose of determining the energy efficiency and operating range of a ZEV or of a hybrid electric vehicle operating without the use of its auxiliary power unit. For hybrid electric vehicles, the manufacturer may elect to conduct the All-Electric Range Test prior to vehicle preconditioning in the exhaust and evaporative emission test sequence specified in subpart B of this part.
(1)
(2)
(ii)
(3)
(4)
(b) [Reserved]
(a) The provisions of § 86.113 apply to this subpart, with the following exceptions and additions.
(1) For light-duty vehicles and light light-duty trucks, gasoline having the specifications listed below may be used in exhaust emission testing as an option to the specifications in § 86.113(a)(1). If a manufacturer elects to utilize this option, exhaust emission testing shall be conducted by the manufacturer with gasoline having the specifications listed in the table in this paragraph (a)(1), and the Administrator shall conduct exhaust emission testing with gasoline having the specifications listed in the table in this paragraph (a)(1). Specifications for non-gasoline fuels and all fuel property test methods are contained in Chapter 4 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996). These requirements are incorporated by reference (see § 86.1). The table follows:
(2) [Reserved]
(b) [Reserved]
(a) The provisions of § 86.129 apply to this subpart.
(b) The following requirements shall also apply to this subpart:
(1) For electric and hybrid electric vehicle lines where it is expected that more than 33 percent of a vehicle line will be equipped with air conditioning, per § 86.096-24(g)(2), that derives power from the battery pack, the road load shall be increased by the incremental horsepower required to operate the air conditioning unit. The incremental increase shall be determined by recording the difference in energy required for a hybrid electric vehicle under all-electric power to complete the running loss test fuel tank temperature profile test sequence without air conditioning and the same vehicle tested over the running loss test fuel tank temperature profile test sequence with the air conditioning set to the “NORMAL” air conditioning mode and adjusted to the minimum discharge air temperature and high fan speed over the time period needed to perform the test sequence, and converting this value into units of horsepower. Vehicles equipped with automatic temperature controlled air conditioning systems shall be operated in “AUTOMATIC” temperature and fan
(2) [Reserved]
(a) The provisions of § 86.130 apply to this subpart.
(b) The following additional requirements shall also apply to this subpart:
(1) For purposes of determining conformity with 50 °F test requirements, the procedures set forth in paragraph (c) of this section shall apply. For all hybrid electric vehicles and all 1995 and subsequent model-year vehicles certifying to running loss and useful life evaporative emission standards, the test sequence specified in subpart B of this part shall apply.
(2) [Reserved]
(c)(1) Following a 12 to 36 hour cold soak at a nominal temperature of 50 °F, emissions of CO and NO
(i) For the 50 °F emission test, the nominal preconditioning, soak, and test temperatures shall be maintained within 3 °F of the nominal temperature on an average basis and within 5 °F of the nominal temperature on a continuous basis. The temperature shall be sampled at least once every 15 seconds during the preconditioning and test periods and at least once each 5 minutes during the soak period. A continuous strip chart recording of the temperature with these minimum time resolutions is an acceptable alternative to employing a data acquisition system.
(ii) The test site temperature shall be measured at the inlet of the vehicle cooling fan used for testing.
(iii) The test vehicle may be fueled before the preconditioning procedure in a fueling area maintained within a temperature range of 68 to 86 °F. The preconditioning shall be conducted at a nominal temperature of 50 °F. The requirement to saturate the evaporative control canister(s) shall not apply.
(iv) If a soak area remote from the test site is used, the vehicle may pass through an area maintained within a temperature range of 68 to 86 °F during a time interval not to exceed 10 minutes. In such cases, the vehicle shall be restabilized to 50 °F by soaking the vehicle in the nominal 50 °F test area for six times as long as the exposure time to the higher temperature area, prior to starting the emission test.
(v) The vehicle shall be approximately level during all phases of the test sequence to prevent abnormal fuel distribution.
(2) Manufacturers shall demonstrate compliance with this requirement each year by testing at least three LDV or LDT emission data and/or engineering development vehicles (with at least 4000 miles) which are representative of the array of technologies available in that model year. Only TLEVs, LEVs, and ULEVs are to be considered for testing at 50 °F. It is not necessary to apply deterioration factors (DFs) to the 50 °F test results to comply with this requirement. Testing at 50 °F shall not be required for fuel-flexible and dual-fuel vehicles when operating on gasoline. Natural gas, hybrid electric and diesel-fueled vehicles shall also be exempt from 50 °F testing.
(3) The following schedule outlines the parameters to be considered for vehicle selection:
(i) Fuel control system (e.g., multiport fuel injection, throttle body
(ii) Catalyst system (e.g., electrically heated catalyst, close-coupled catalyst, underfloor catalyst, etc.);
(iii) Control system type (e.g., mass-air flow, speed density, etc.);
(iv) Vehicle category (e.g., TLEV, LEV, ULEV);
(v) Fuel type (e.g., gasoline, methanol, etc.).
(4) The same engine family shall not be selected in the succeeding two years unless the manufacturer produces fewer than three engine families. If the manufacturer produces more than three TLEV, LEV, or ULEV engine families per model year, the Administrator may request 50 °F testing of specific engine families. If the manufacturer provides a list of the TLEV, LEV, and ULEV engine families that it will certify for a model year and provides a description of the technologies used on each engine family (including the vehicle selection parameters information in paragraphs (c)(3) (i) through (v) of this section), the Administrator shall select the engine families subject to 50 °F testing within a 30 day period after receiving such a list and description. The Administrator may revise the engine families selected after the 30 day period if the information provided by the manufacturer does not accurately reflect the engine families actually certified by the manufacturer.
(5) For the purposes of this section, the Administrator will accept vehicles selected and tested in accordance with the 50 °F testing procedures specified by the California Air Resources Board.
(d) A manufacturer has the option of simulating air conditioning operation during testing at other ambient test conditions provided it can demonstrate that the vehicle tailpipe exhaust emissions are representative of the emissions that would result from the SC03 cycle test procedure and the ambient conditions of paragraph 86.161-00. The Administrator has approved two optional air conditioning test simulation procedures, AC1 and AC2, for the 2001 to 2003 model years only. If a manufacturer desires to conduct an alternative SC03 test simulation other than AC1 and AC2, or the AC1 and AC2 simulations for the 2004 and subsequent model years, the simulation test procedure must be approved in advance by the Administrator.
The provisions of § 86.132 apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.132 (a) through (e) apply to this subpart, with the following additional requirements:
(1) The UDDS performed prior to a non-regeneration emission test shall not contain a regeneration (diesel light-duty vehicles and light-duty trucks equipped with periodically regenerating trap oxidizer systems only). A gasoline fueled test vehicle may not be used to set dynamometer horsepower.
(2) [Reserved]
(b) [Reserved]
The following requirements shall apply to TLEVs, LEVs, ULEVs, and ZEVs certified under the provisions of this subpart:
(a) The requirements in § 86.140;
(b) The requirements in Chapter 5 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996). These requirements are incorporated by reference (see § 86.1).
(a) The provisions of § 86.142 apply to this subpart.
(b) In addition to the provisions of § 86.142, the following provisions apply to this subpart:
(1) The manufacturer shall record in the durability-data vehicle logbook, the number of regenerations that occur during the 50,000 mile durability test of each diesel light-duty vehicle and light-duty truck equipped with a periodically regenerating trap oxidizer system. The manufacturer shall include, for each regeneration: the date and
(2) The requirements in Chapter 5 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996). These requirements are incorporated by reference (see § 86.1).
(3) For additional record requirements see §§ 86.1770, 86.1771, 86.1772, 86.1773, 86.1774, and 86.1777.
At 62 FR 31242, June 6, 1997, subpart R was added, effective Aug. 5, 1997. Section 86.1776-99 contains information collection requirements and will not become effective until approval has been given by the Office of Management and Budget.
The provisions of § 86.144 apply to this subpart, with the following exceptions and additions:
(a) The provisions of § 86.144(b) apply to this subpart, with the following additional requirement:
(1) Organic material non-methane hydrocarbon equivalent mass for ethanol vehicles:
(2) [Reserved]
(b) The requirements in Chapter 5 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996) apply to this subpart. These requirements are incorporated by reference (see § 86.1).
(c) The provisions in appendix XV of this part and appendix XVI of this part apply to this subpart.
(d)
(2) The following reactivity adjustment factors have been established pursuant to the criteria in appendix XVII of this part:
(i) Light-duty vehicles and light-duty trucks:
(ii) Natural gas light-duty vehicles and light-duty trucks:
(3) The Administrator may establish new reactivity adjustment factors pursuant to appendix XVII of this part in addition to those listed in paragraph (d)(2) of this section. The Administrator shall notify manufacturers in writing of the new reactivity adjustment factors within 30 days of their establishment.
(4) The Administrator may revise any reactivity adjustment factor listed in paragraph (d)(2) of this section or established by the Administrator pursuant to appendix XVII of this part if he or she determines that the revised reactivity adjustment factor is more representative of the ozone-forming potential of vehicle NMOG emissions based on the best available scientific knowledge and sound engineering judgment. The Administrator shall notify manufacturers in writing of any such reactivity adjustment factor at least 3 years prior to January 1 of the calendar year which has the same numerical designation as the model year for which the revised reactivity adjustment factor first becomes effective. However, manufacturers may use the revised reactivity adjustment factor in certifying any new engine family whose certification application is submitted following such notification, if they so choose. Manufacturers may also continue to use the original reactivity adjustment factor for any existing engine family previously certified with that reactivity adjustment factor until a new durability-data vehicle is tested for that engine family.
(5) Manufacturers may request the use of a unique reactivity adjustment factor for a specific vehicle emission control technology category and fuel. The Administrator shall approve such requests in accordance with the conditions and procedures of appendix XVII of this part. For the purpose of calculating the reactivity adjustment factor as specified in appendix XVII of this part, the “g ozone potential per g NMOG” value for the vehicle emission control technology category and fuel system for which the manufacturer is requesting the use of a unique reactivity adjustment factor shall be divided by the “g ozone potential per g NMOG” value for a conventional gasoline-fueled vehicle established for the vehicle emission control technology category. The following “g ozone potential per g NMOG” values for conventional gasoline-fueled vehicle emission control technology categories have been established:
(i) Light-duty vehicles and light-duty trucks:
(ii) [Reserved]
The provisions of § 86.145 and appendix XVI of this part apply to this subpart.
(a) The provisions of sections 203-208 of the Clean Air Act, as amended, (42 U.S.C. 7522-7525, 7541-7542) apply to all motor vehicles manufactured by a covered manufacturer under this program, and to all covered manufacturers and all persons with respect to such vehicles.
(b) Violation of the requirements of this subpart shall subject a person to the jurisdiction and penalty provisions of sections 204-205 of the Clean Air Act (42 U.S.C. 7522-7523).
(c) EPA may not issue a certificate of conformity to a covered manufacturer, as defined in § 86.1702, except based on compliance with the standards and requirements in this part 86 and 40 CFR part 85.
(a) The following acts and the causing thereof are prohibited:
(1) In the case of a covered manufacturer, as defined by § 86.1702, of new motor vehicles or new motor vehicle engines for distribution in commerce, the sale, or the offering for sale, or the introduction, or delivery for introduction, into commerce, or (in the case of any person, except as provided by regulation of the Administrator), the importation into the United States of any new motor vehicle or new motor vehicle engine subject to this subpart, unless such vehicle or engine is covered by a certificate of conformity issued (and in effect) under regulations found in this subpart (except as provided in sec. 203(b) of the Clean Air Act (42 U.S.C. 7522(b)) or regulations promulgated thereunder).
(2)(i) For any person to fail or refuse to permit access to or copying of records or to fail to make reports or provide information required under sec. 208 of the Clean Air Act (42 U.S.C. 7542) with regard to covered vehicles.
(ii) For a person to fail or refuse to permit entry, testing, or inspection authorized under sec. 206(c) (42 U.S.C. 7525(c)) or sec. 208 of the Clean Air Act (42 U.S.C. 7542) with regard to covered vehicles.
(iii) For a person to fail or refuse to perform tests, or to have tests performed as required under sec. 208 of the Clean Air Act (42 U.S.C. 7542) with regard to covered vehicles.
(iv) For a person to fail to establish or maintain records as required under §§ 86.1723 and 86.1776 with regard to covered vehicles.
(v) For any manufacturer to fail to make information available as provided by regulation under sec. 202(m)(5) of the Clean Air Act (42 U.S.C. 7521(m)(5)) with regard to covered vehicles.
(3)(i) For any person to remove or render inoperative any device or element of design installed on or in a covered vehicle or engine in compliance with regulations under this subpart prior to its sale and delivery to the ultimate purchaser, or for any person knowingly to remove or render inoperative any such device or element of design after such sale and delivery to the ultimate purchaser.
(ii) For any person to manufacture, sell or offer to sell, or install, any part or component intended for use with, or as part of, any covered vehicle or engine, where a principal effect of the part or component is to bypass, defeat, or render inoperative any device or element of design installed on or in a covered vehicle or engine in compliance with regulations issued under this subpart, and where the person knows or should know that the part or component is being offered for sale or installed for this use or put to such use.
(4) For any manufacturer of a covered vehicle or engine subject to standards prescribed under this subpart:
(i) To sell, offer for sale, introduce or deliver into commerce, or lease any such vehicle or engine unless the manufacturer has complied with the requirements of sec. 207 (a) and (b) of the Clean Air Act (42 U.S.C. 7541 (a), (b)) with respect to such vehicle or engine, and unless a label or tag is affixed to
(ii) To fail or refuse to comply with the requirements of sec. 207 (c) or (e) of the Clean Air Act (42 U.S.C. 7541 (c) or (e)).
(iii) Except as provided in sec. 207(c)(3) of the Clean Air Act (42 U.S.C. 7541(c)(3)), to provide directly or indirectly in any communication to the ultimate purchaser or any subsequent purchaser that the coverage of a warranty under the Clean Air Act is conditioned upon use of any part, component, or system manufactured by the manufacturer or a person acting for the manufacturer or under its control, or conditioned upon service performed by such persons.
(iv) To fail or refuse to comply with the terms and conditions of the warranty under sec. 207 (a) or (b) of the Clean Air Act (42 U.S.C. 7541 (a) or (b)).
(b) For the purposes of enforcement of this subpart, the following apply:
(1) No action with respect to any element of design referred to in paragraph (a)(3) of this section (including any adjustment or alteration of such element) shall be treated as a prohibited act under paragraph (a)(3) of this section if such action is in accordance with sec. 215 of the Clean Air Act (42 U.S.C. 7549);
(2) Nothing in paragraph (a)(3) of this section is to be construed to require the use of manufacturer parts in maintaining or repairing a covered vehicle or engine. For the purposes of the preceding sentence, the term “manufacturer parts” means, with respect to a motor vehicle engine, parts produced or sold by the manufacturer of the motor vehicle or motor vehicle engine;
(3) Actions for the purpose of repair or replacement of a device or element of design or any other item are not considered prohibited acts under paragraph (a)(3) of this section if the action is a necessary and temporary procedure, the device or element is replaced upon completion of the procedure, and the action results in the proper functioning of the device or element of design;
(4) Actions for the purpose of a conversion of a motor vehicle or motor vehicle engine for use of a clean alternative fuel (as defined in title II of the Clean Air Act) are not considered prohibited acts under paragraph (a) of this section if:
(i) The vehicle complies with the applicable standard when operating on the alternative fuel; and
(ii) In the case of engines converted to dual fuel or flexible use, the device or element is replaced upon completion of the conversion procedure, and the action results in proper functioning of the device or element when the motor vehicle operates on conventional fuel.
All reporting and recordkeeping requirements contained in part 86, except for those requirements contained in subparts G and K, have been approved by the Office of Management and Budget under control number 2060-0104.
(a) EPA Urban Dynamometer Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks.
The diagrams below show the range of acceptable speed tolerances for typical points. The curve on the left is typical of portions of the speed curve which are increasing or decreasing throughout the 2 second time interval. The curve on the right is typical of portions of the speed curve which include a maximum or minimum value.
(b) EPA Urban Dynamometer Driving Schedule for Light-Duty Vehicles, Light-Duty Trucks, and Motorcycles with engine displacements equal to or greater than 170 cc (10.4 cu. in.).
(c) EPA Urban Dynamometer Driving Schedule for motorcycles with engine displacements less than 170 cc (10.4 cu. in.).
(d) EPA Urban Dynamometer Driving Schedule for Heavy-Duty Vehicles.
(e) EPA New York City Cycle for Light-Duty Vehicles and Light-Duty Trucks.
(f)(1) EPA Engine Dynamometer Schedules for Heavy-duty Otto-cycle engines.
(2) EPA Engine Dynamometer Schedule for Heavy-Duty Diesel Engines.
(3) Optional EPA Engine Dynamometer Schedule for Heavy-duty Otto-cycle engines.
(g) EPA US06 Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks.
(h) EPA SC03 Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks.
(a) Ambient temperature cycle for the diurnal emission portion of the evaporative emission test (see § 86.133).
The following calibration procedure outlines the equipment, the test setup configuration, and the various parameters which must be measured to establish the flow rate of the constant volume sampler pump. All the parameters related to the pump are simultaneously measured with the parameters related to a flowmeter which is connected in series with the pump. The calculated flow rate (ft
This calibration procedure is based on the measurement of the absolute values of the pump and flowmeter parameters that relate the flow rate at each point. Three conditions must be maintained to assure the accuracy and integrity of the calibration curve. First, the pump pressures should be measured at taps on the pump rather than at the external piping on the pump inlet and outlet. Pressure taps that are mounted at the top and bottom center of the pump drive headplate are exposed to the actual pump cavity pressures, and therefore reflect the absolute pressure differentials. Secondly, temperature stability must be maintained during the calibration. The laminar flowmeter is sensitive to inlet temperature oscillations which cause the data points to be scattered. Gradual changes (
During a CVS emissions test the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation.
After the calibration curve has been obtained, a verification test of the entire system can be performed by injecting a known mass of gas into the system and comparing the mass indicated by the system to the true mass injected. An indicated error does not necessarily mean that the calibration is wrong, since other factors can influence the accuracy of the system.
The following list of equipment will be needed to perform this calibration procedure. Figure 1 illustrates a typical equipment arrangement used for calibration. All of the equipment involved should conform to the range and accuracy as specified in Figure 1.
1. LFE—Laminar Flowmeter
2. Micromanometer
3. Thermometer
4. Timer
5. U-Tube Manometers
6. Temperature Indicator with type J Thermocouples
7. A variable flow restrictor with appropriate piping to connect the CVS pump and LFE.
After the system has been connected as shown in Figure 1, set the variable restrictor in the wide open position and run the CVS pump for twenty minutes. Record the calibration data.
Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression (about 4″ H
Allow the system to stabilize for 3 minutes and repeat the data acquisition.
The data recorded during the calibration are to be used in the following calculations.
1. The air flow rate at each test point is calculated in standard cubic feet per minute (Qs) from the flowmeter data using the manufacturer's prescribed method.
2. The air flow rate is then converted to pump flow, Vo, in cubic feet per revolution at absolute pump inlet temperature and pressure.
Qs=Meter air flow rate in standard cubic feet per minute (flowmeter standard conditions are 70 °F, 29.92 “Hg).
n=Pump speed in revolutions per minute.
P
P
3. The correlation function at each test point is then calculated from the calibration data, as follows:
See § 86.177-22 for other definitions.
4. A linear least squares fit is performed to generate the calibration equations which have the forms
Do, M, A, and B are the slope-intercept constants describing the lines.
A CVS system that has multiple speeds should be calibrated on each speed used. The calibration curves generated for the ranges will be approximately parallel and the intercept values, D
If the calibration has been performed carefully, the calculated V
The following technique can be used to verify that the CVS and analytical instruments can accurately measure a mass of gas that has been injected into the system.
1. Obtain a small cylinder that has been charged with pure propane or carbon monoxide gas (caution—carbon monoxide is poisonous!). Critical flow orifice devices can also be used for constant flow metering.
2. Determine a reference cylinder weight to the nearest 0.01 gram.
3. Operate the CVS in the normal manner and release a quantity of pure propane or
4. The calculations of § 86.177-22 are performed in a normal way except, in the case of propane, the density of propane (17.30 grams/cu./ft./carbon atom) is used in place of the density of exhaust hydrocarbons. In the case of carbon monoxide, the density of 32.97 grams/cu. ft. is used.
5. The gravimetric mass is subtracted from the CVS measured mass and then divided by the gravimetric mass to determine the percent accuracy of the system.
6. The cause for any discrepancy greater than
Positive Error (Indication is higher than true value):
1. Calculated V
a. Original calibration in error.
2. Pump inlet temperature recorder is reading low. A 6 °F. discrepancy will give a 1 percent error.
3. Pump inlet pressure indicator is reading high. A 3.5 in. H
4. Background concentration reading is too low. Check analyzer zero. Check leakage at floor inlet.
5. Analyzer is reading high. Check span.
6. Barometer reading is in error (too high). Barometric pressure reading should be gravity and temperature corrected.
7. Revolution counter is reading high (Check pump speed and counters.)
8. Mixture is stratified causing the sample to be higher than the average concentration in the mixture. Negative Error (Indication is lower than true value):
1. Calculated V
a. Original calibration in error.
b. Pump clearances decreased due to influx of some surface adherent material. Recalibration may be needed.
2. Pump inlet temperature recorder is reading high.
3. Pump inlet pressure indicator is reading low.
4. Background concentration reading is too high.
5. Analyzer is reading low.
6. Barometer reading is in error (too low).
7. Revolution counter is reading low.
8. There is a leak into the sampling system. Pressure check the lines and fittings on the intake side of sample transfer pumps on both the CVS and analyzer console.
(a) Durability Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks.
The schedule consists basically of 11 laps of a 3.7 mile course. The basic vehicle speed for each lap is listed below:
During each of the first nine laps there are 4 stops with 15 second idle. Normal accelerations and decelerations are used. In addition, there are 5 light decelerations each lap from the base speed to 20 m.p.h. followed by light accelerations to the base speed.
The 10th lap is run at a constant speed of 55 m.p.h.
The 11th lap is begun with a wide open throttle acceleration from stop to 70 m.p.h. A normal deceleration to idle followed by a second wide open throttle acceleration occurs at the midpoint of the lap.
(b) Durability Driving Schedule for Motorcycles. The Durability Driving Schedule for Class III Motorcycles may be used for Light-Duty Vehicles and Light-Duty Trucks.
The schedule consists basically of 11 laps of a 6.0 km (3.7 mi) course. The basic vehicle speed for each lap is listed below:
During each of the first nine laps there are 4 stops with 15 second idle. Normal accelerations and decelerations are used. In addition, there are 5 light declerations each lap from the base speed to 30 km/h followed by light accelerations to the base speed.
The 10th lap is run at a constant speed.
The 11th lap is begun with a wide open throttle acceleration from stop. A normal deceleration to idle followed by a second wide open throttle acceleration occurs at the midpoint of the lap.
This schedule may be modified with the advance approval of the Administrator if it results in unsafe operation of the vehicle.
(a) Light-Duty Vehicles, Light-Duty Trucks, Motorcycles, and Gasoline-Fueled Heavy-Duty Engines.
I. Basic Mechanical Components-Engine.
(1) Intake and exhaust valves.
(2) Drive belts.
(3) Manifold and cylinder head bolts.
(4) Engine oil and filter.
(5) Engine coolant.
(6) Cooling system hoses and connections.
(7) Vacuum fittings, hoses, and connections.
(8) Oil injection metering system.
II. Fuel System.
(1) Fuel specification-octane rating, lead content.
(2) Carburetor-idle RPM, mixture ratio.
(3) Choke mechanism.
(4) Fuel system filter and fuel system lines and connections.
(5) Choke plate and linkage.
III. Ignition Components.
(1) Ignition timing and advance systems.
(2) Distributor breaker points and condenser.
(3) Spark plugs.
(4) Ignition wiring.
(5) Operating parts of distributor.
IV. Crankcase Ventilation System.
(1) PCV valve.
(2) Ventilation hoses.
(3) Oil filter breather cap.
(4) Manifold inlet (carburetor spacer, etc.).
V. External Exhaust Emission Control System.
(1) Secondary air injection system hoses.
(2) Air system manifolds.
(3) Control valves and air pump.
(4) Manifold reactors.
(5) Catalytic converters.
(6) Exhaust recirculation.
(7) Water injection.
VI. Evaporative Emission Control System.
(1) Engine compartment hose connections.
(2) Carbon storage media.
(3) Fuel tank pressure-relief valve operation.
(4) Fuel vapor control valves.
VII. Air Inlet Components.
(1) Carburetor air cleaner filter.
(2) Hot air control valve.
(b) Diesel Light-Duty Vehicles, Diesel Light-Duty Trucks, and Diesel Heavy-Duty Engines.
I. Engine Mechanical Components.
(1) Valve train.
(2) Cooling system.
a. Coolant.
b. Thermostat.
c. Filter.
(3) Lubrication.
a. Oil filter.
b. Lubricant.
II. Fuel System.
(1) Fuel type.
(2) Fuel pump.
(3) Fuel filters.
(4) Injectors.
(5) Governor.
III. Air Inlet Components.
(1) Air cleaner.
(2) Inlet ducting.
IV. External Exhaust Emission Control System.
(1) Rack limiting devices (aneroid, throttle delay, etc.).
(2) Manifold reactors.
(3) Catalytic converters.
(4) Exhaust recirculation.
(5) Water injection.
The following is an informational list of the California regulatory requirements applicable to the National Low Emission Vehicle program (October, 1996) incorporated by reference in part 86 of the Code of Federal Regulations (see § 86.1).
(a) State of California; Air Resources Board: California Assembly-Line Test Procedures for 1983 Through 1997 Model-Year Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles, adopted November 24, 1981, amended June 24, 1996.
(b) State of California; Air Resources Board: California Assembly-Line Test Procedures for 1998 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles, adopted June 24, 1996.
(c) California Code of Regulations, Title 13, Division 3, Sections 2108, 2109, 2110.
(d) State of California; Air Resources Board: California Exhaust Emission Standards and Test Procedures for 1988 and Subsequent Model Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles, adopted May 20, 1987, amended June 24, 1996, Section 9.a.
(e) State of California; Air Resources Board: California Non-Methane Organic Gas Test Procedures, adopted July 12, 1991, amended June 24, 1996.
(f) State of California; Air Resources Board: Regulations Regarding Malfunction and Diagnostic System Requirements—1994 and Later Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD II), California Mail Out
(g) State of California; Air Resources Board: California Motor Vehicle Emission Control Label Specifications, adopted March 1, 1978, amended June 24, 1996, excluding paragraphs 2(b), 3.5, and 10.
A manufacturer may determine mileage test intervals for durability-data vehicles subject to the conditions specified in § 86.1726. The following procedure shall be used to determine if the schedule is acceptable to the Administrator:
1. Select exhaust system mileage test points and maintenance mileage test points for proposed (prop) schedule.
2. Calculate the sums of the squares corrected to the mean of the system mileages at the proposed test points:
3. Determine exhaust system mileage test points and maintenance mileage test points based on testing at five thousand mile intervals from 5,000 miles through the final testing point and maintenance mileage test points selected for the proposed schedule in step 1 of this appendix. This schedule will be designated as the standard (std) test schedule.
4. Calculate the sums of squares corrected to the mean of the standard schedule:
5. Refer to table I and determine t
6. If (A
1. Select exhaust system mileage test points for proposed (prop) schedule.
2. Calculate the sums of the squares corrected to the mean of the system mileages at the proposed test points:
3. The exhaust system mileage tests points at 5,000, 25,000, 50,000, 75,000, and 100,000 miles will be designated as the standard (std) test schedule.
4. Calculate the sums of square corrected to the mean of the standard tests schedule:
5. Refer to table I and determine t
6. If (A
(a) Gaseous-Fueled Vehicle Pollutant Mass Emission Calculation Procedure.
(1) For all TLEVs, LEVs, and ULEVs, the calculation procedures specified in Chapter 5 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996) shall apply. These procedures are incorporated by reference (see § 86.1).
(b) Pollutant Mass Emissions Calculation Procedure for Vehicles Equipped with Periodically Regenerating Trap Oxidizer Systems.
(1) Exhaust Emissions. (i) The provisions of § 86.1777 apply to vehicles equipped with periodically regenerating trap oxidizer systems, except that the following shall apply instead of the requirements in § 86.144-94(a):
(ii) The final reported test results shall be computed by the use of the following formula:
(iii) For light-duty vehicles and light-duty trucks:
(iv) For purposes of adjusting emissions for regeneration:
(2) Particulate Emissions. (i) The provisions of § 86.1778 apply to vehicles equipped with periodically regenerating trap oxidizer systems, except that the following shall apply instead of the requirements § 86.145-82(a):
(ii) The final reported test results for the mass particulate (Mp) in grams/mile shall be computed as follows.
(iii) For purposes of adjusting emissions for regeneration:
(c) Fuel Economy Calculations for Gaseous Fuels Based on the Cold Start CVS-1975 Federal Test Procedure.
(1) Assume the fuel meets HD-5 specifications (95% C
(i) Physical constants of Propane and Normal Butane:
(ii) Density of the HD-5 fuel:
(iii) Molecular Weights:
(A)
(B)
(iv) Weight of Carbon in:
(v) Wt. of Carbon per gallon of LPG:
(vi) Fuel economy:
The following procedure shall be used by the Administrator to establish the reactivity adjustment factor for exhaust emissions of non-methane organic gases (NMOG) and establish the “methane reactivity adjustment factor” for exhaust methane emissions from natural gas vehicles, for the purpose of certifying a vehicle of specific emission control technology category and fuel for the National LEV program provisions of subpart R of this part.
(a) The Administrator shall determine representative speciated NMOG exhaust emission profiles for light-duty conventional gasoline-fueled TLEVs, LEVs, and ULEVs according to the following conditions:
(1) All testing will be conducted using a specified gasoline blend representative of
(2) Speciated NMOG profiles shall be obtained from a statistically valid number of TLEVs, LEVs, and ULEVs.
(3) The speciated NMOG profiles shall identify and quantify, in units of g/mile or mg/mile, as many constituents as possible in accordance with the procedures specified in Chapter 5 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996). These procedures are incorporated by reference (see § 86.1).
(b) The “g ozone potential per mile” of each NMOG identified in the speciated profile shall be determined by multiplying the “g/mile NMOG” emission value of the constituent NMOG by its maximum incremental reactivity in paragraph (j) of this appendix.
(c) The “total g ozone potential per mile” of NMOG exhaust emissions from the vehicle/fuel system shall be the sum of all the constituent NMOG “g ozone potential per mile” values calculated in paragraph (b) of this appendix.
(d) The “g ozone potential per g NMOG” for the vehicle/fuel system shall be determined by dividing the “total g ozone potential per mile” value calculated in paragraph (c) of this appendix by the “total g/mile of NMOG emissions”.
(e) For light-duty candidate vehicle/fuel systems not powered by conventional gasoline, the Administrator shall establish “reactivity adjustment factors” calculated from exhaust emission profiles derived according to the same conditions specified in paragraphs (a)(1) and (a)(2) of this appendix.
(f) The “g ozone potential per g NMOG” for candidate vehicle/fuel systems not powered by conventional gasoline shall be determined according to paragraphs (b), (c), and (d) of this appendix.
(g)(1) The candidate vehicle/fuel “reactivity adjustment factor” shall be determined by dividing the “g ozone potential per g NMOG” calculated in paragraph (f) of this appendix by the “g ozone potential per g NMOG” value for the vehicle in the same emission control technology category operated on conventional gasoline. The “g ozone potential per g NMOG” values for conventional gasoline vehicles are listed in § 86.1777(b)(5) or shall be established by the Administrator pursuant to this appendix. For candidate vehicle/fuel systems powered by methanol or liquefied petroleum gas, the quotient calculated above shall be multiplied by 1.1. The resulting value shall constitute the “reactivity adjustment factor” for the methanol or liquefied petroleum gas-powered vehicle/fuel system.
(2) For candidate vehicle/fuel systems operating on natural gas, a “methane reactivity adjustment factor” shall be calculated by dividing the maximum incremental reactivity value for methane given in paragraph (j) of this appendix by the “g ozone potential per g NMOG” value for the vehicle in the same emission control technology category operated on conventional gasoline as listed in § 86.1777(b)(5) or established by the Administrator pursuant to this appendix.
(h) The Administrator shall assign a reactivity adjustment factor unique to a specific engine family at the request of a vehicle manufacturer provided that each of the following occurs:
(1)(i) The manufacturer submits speciated NMOG exhaust emission profiles to the Administrator obtained from emission testing a minimum of four different vehicles representative of vehicles that will be certified in the engine family. The test vehicles shall include the official emission-data vehicle(s) for the engine family, and the mileage accumulation of each vehicle shall be at or greater than 4000 miles. One speciated profile shall be submitted for each test vehicle. Emission levels of each constituent NMOG shall be measured according to Chapter 5 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996). These procedures are incorporated by reference (see § 86.1). For the emission-data vehicle(s), the speciated profile(s) shall be obtained from the same test used to obtain the official exhaust emission test results for the emission-data vehicle at the 4,000 mile test point. The manufacturer shall calculate “g ozone potential per g NMOG” values for each speciated NMOG exhaust emission profile in accordance with the procedures specified in paragraphs (b), (c), and (d) of this appendix. By using these “g ozone potential per g NMOG” values, the manufacturer shall calculate a “reactivity adjustment factor” for each test vehicle in accordance with the procedure specified in paragraph (g) of this appendix. A “reactivity adjustment factor” for the engine family shall be calculated by taking the arithmetic mean of the “reactivity adjustment factor” obtained for each test vehicle. The 95 percent upper confidence bound (95% UCB) shall be calculated according to the equation:
(ii) The 95 percent upper confidence bound of the “reactivity adjustment factor” for the engine family shall be less than or equal to
(2) The manufacturer submits an “ozone deterioration factor” for the engine family. To determine the “ozone deterioration factor,” the manufacturer shall perform two tests at each mileage interval for one or more durability vehicle(s) tested in accordance with the procedures and conditions specified in subpart R of this part for calculating mass deterioration factors. The Administrator shall approve the use of other mileage intervals and procedures if the manufacturer can demonstrate that equivalently representative “ozone deterioration factors” are obtained. One speciated profile shall be submitted for each test. Emission levels of each constituent NMOG shall be measured according to Chapter 5 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program (October, 1996). These procedures are incorporated by reference (see § 86.1). A mean g/mi NMOG mass value and a mean “g ozone per g NMOG” value shall be calculated by taking the arithmetic mean of each measurement from the speciated profiles. These results shall be multiplied together to obtain a mean “total g ozone potential per mile” value at each mileage interval. A mean “ozone deterioration factor” shall be calculated in accordance with the procedures in § 86.1777 and this appendix except that the mean total “g ozone potential per mile” value determined at each mileage interval shall be used in place of measured mass emissions. If the “ozone deterioration factor” is determined to be less than 1.00, the “ozone deterioration factor” shall be assigned a value of 1.00. The “ozone deterioration factor” shall be multiplied by the product of the official exhaust NMOG mass emission results at the 4000 mile test point and the mean “reactivity adjustment factor” for the engine family to obtain the NMOG certification levels used to determine compliance with the NMOG emission standards.
(3) The speciated profiles, mean “reactivity adjustment factor” for the engine family, and “ozone deterioration factor” are provided to the Administrator with the certification application for the engine family.
(i) Gasoline meeting the specifications listed in the following tables shall be used to determine the “g ozone potential per g NMOG” of conventional gasoline (the test methods used for each fuel property shall be the same as the test method for the identical fuel property listed in § 86.1771):
(j) The maximum incremental reactivities to be used in paragraph (b) of this appendix are provided in the table in this paragraph (j). Any manufacturer which intends to use the table shall submit to the Administrator a list which provides the specific organic gases measured by the manufacturer and the maximum incremental reactivity value assigned to each organic gas prior to or with the submittal of a request for the use of a reactivity adjustment factor unique to a specific engine family. The Administrator may deny such requests if he or she determines that the maximum incremental reactivity value assignments are made incorrectly. The table follows:
Residual normal deviates to indicate outliers are used routinely and usefully in analyzing regression data, but suffer theoretical deficiencies if statistical significance tests are required. Consequently, the procedure for testing for outliers outlined by Snedecor and Cochran, 6th ed.,
(a) Linearity is assumed (as in the rest of the deterioration factor calculation procedure), and each contaminant is treated separately. The procedure is as follows:
(1) Calculate the deterioration factor regression as usual, and determine the largest residual in absolute value. Then recalculate the regression with the suspected outlier omitted. From the new regression line calculate the residual at the deleted point, denoted as (y
(2) This probability, p, assumes the suspected outlier is randomly selected, which is not true. Therefore, the outlier will be rejected only if 1 − (1-p)
(3) The procedure will be repeated for each contaminant individually until the above procedure indicates no outliers are present.
(4) When an outlier is found, the vehicle test-log will be examined. If an unusual vehicle malfunction is indicated, data for all contaminants at that test-point will be rejected; otherwise, only the identified outlier will be omitted in calculating the deterioration factor.
(b) Procedure for the calculation of the t-Statistic for Deterioration Data Outlier Test.
(1) Given a set of n points, (x
(2)(i) Calculate the regression line.
(ii) Suppose the absolute value of the i
(3)(i) Calculate the regression line with the i
(ii)
(iii) Find p from the t-statistic table
(iv) y
(4)(i) Assume model:
(ii) Suspected point out of regression: