Improvements for Heavy-Duty Engine and Vehicle Test Procedures, and Other Technical Amendments, 34308-34590 [2021-05306]
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
ENVIRONMENTAL PROTECTION
AGENCY
40 CFR Parts 9, 59, 60, 85, 86, 88, 89,
90, 91, 92, 94, 1027, 1033, 1036, 1037,
1039, 1042, 1043, 1045, 1048, 1051,
1054, 1060, 1065, 1066, 1068, and 1074
[EPA–HQ–OAR–2019–0307; FRL–10018–52–
OAR]
RIN 2060–AU62
Improvements for Heavy-Duty Engine
and Vehicle Test Procedures, and
Other Technical Amendments
Environmental Protection
Agency (EPA).
ACTION: Final rule.
AGENCY:
The Environmental Protection
Agency (EPA) is amending the test
procedures for heavy-duty engines and
vehicles to improve accuracy and
reduce testing burden. EPA is also
making other regulatory amendments
concerning light-duty vehicles, heavyduty vehicles, highway motorcycles,
locomotives, marine engines, other
nonroad engines and vehicles, and
stationary engines. These amendments
affect the certification procedures for
exhaust emission standards and related
requirements. EPA is finalizing similar
amendments for evaporative emission
standards for nonroad equipment and
portable fuel containers. The
amendments increase compliance
flexibility, harmonize with other
requirements, add clarity, correct errors,
and streamline the regulations. Given
the nature of the amendments, they will
have neither significant environmental
impacts nor significant economic
impacts for any sector.
DATES: This final rule is effective on July
29, 2021. The incorporation by reference
of certain publications listed in this
regulation is approved by the Director of
the Federal Register as of July 29, 2021.
ADDRESSES: The EPA has established a
docket for this action under Docket ID
SUMMARY:
FOR FURTHER INFORMATION CONTACT:
Alan Stout, Office of Transportation and
Air Quality, Assessment and Standards
Division, Environmental Protection
Agency, 2000 Traverwood Drive, Ann
Arbor, MI 48105; telephone number:
(734) 214–4805; email address:
stout.alan@epa.gov.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. General Information
II. Heavy-Duty Highway Amendments
A. Test Procedures and Compliance Model
Changes
B. Heavy-Duty Engine GHG Emission
Standards and Flexibility
C. Heavy-Duty Vehicle GHG Emission
Standards and Flexibility
D. Onboard Diagnostics (‘‘OBD’’)
III. Other Amendments
A. Ethanol-Blend Test Fuels for Nonroad
Spark-Ignition Engines and Vehicles,
Highway Motorcycles, and Portable Fuel
Containers
B. Removing Obsolete CFR Content
C. Certification Fees (40 CFR Part 1027)
D. Additional Amendments for Motor
Vehicles and Motor Vehicle Engines (40
CFR Parts 85 and 86)
E. Additional Amendments for
Locomotives (40 CFR Part 1033)
F. Additional Amendments for Land-Based
Nonroad Diesel Engines (40 CFR Part
1039)
G. Additional Amendments for Marine
Diesel Engines (40 CFR Parts 1042 and
1043)
H. Portable Fuel Containers (40 CFR Part
59)
I. Evaporative Emission Standards for
Nonroad Spark-Ignition Engines and
Equipment (40 CFR Part 1060)
J. Additional Amendments for Nonroad
Spark-Ignition Engines at or Below 19
kW (40 CFR Part 1054)
K. Amendments for General Compliance
Provisions (40 CFR Part 1068)
L. Other Requests for Comment
IV. Statutory Authority and Executive Order
Reviews
I. General Information
Does this action apply to me?
This action relates to companies that
manufacture, sell, or import into the
United States new heavy-duty engines
or Class 2b through 8 trucks, including
combination tractors, vocational
vehicles, and all types of buses.1
Vocational vehicles include municipal,
commercial, and recreational vehicles.
Additional amendments apply for
different manufacturers of light-duty
vehicles, light-duty trucks, highway
motorcycles, stationary engines, and
various types of nonroad engines,
vehicles, and equipment.2 Regulated
categories and entities include the
following:
NAICS codes a
NAICS titles
Examples of potentially regulated
entities
333618, 336111, 336112, 336120,
336211, 336212, 336611, 336999.
Other Engine Equipment Manufacturing, Automobile Manufacturing, Light Truck and Utility Vehicle Manufacturing,
Heavy Duty Truck Manufacturing, Motor Vehicle Body
Manufacturing, Truck Trailer Manufacturing, Ship Building
and Repairing, All Other Transportation Equipment Manufacturing.
General Automotive Repair, Automotive Exhaust System
Repair, All Other Automotive Repair and Maintenance,
Automobile and Other Motor Vehicle Merchant Wholesalers.
Motor and Generator Manufacturing, All Other Automotive
Repair and Maintenance.
Motor vehicle manufacturers and engine manufacturers.
811111, 811112, 811198, 423110 ..........
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No. EPA–HQ–OAR–2019–0307. All
documents in the docket are listed on
the www.regulations.gov website.
Although listed in the index, some
information is not publicly available,
e.g., confidential business information
(CBI) or other information whose
disclosure is restricted by statute.
Certain other material, such as
copyrighted material, is not placed on
the internet and will be publicly
available only in hard copy form.
Publicly available docket materials are
available either electronically in
www.regulations.gov or in hard copy at
Air and Radiation Docket and
Information Center, EPA Docket Center,
EPA/DC, EPA WJC West Building, 1301
Constitution Ave. NW, Room 3334,
Washington, DC. Note that the EPA
Docket Center and Reading Room were
closed to public visitors on March 31,
2020, to reduce the risk of transmitting
COVID–19. The Docket Center staff will
continue to provide remote customer
service via email, phone, and webform.
The telephone number for the Public
Reading Room is (202) 566–1744, and
the telephone number for the Air Docket
is (202) 566–1742. For further
information on EPA Docket Center
services and the current status, go to
https://www.epa.gov/dockets.
335312, 811198 ......................................
1 ‘‘Heavy-duty engine’’ and ‘‘heavy-duty vehicle,’’
are defined in 40 CFR 1037.801.
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Commercial importers of vehicles and
vehicle components.
Alternative fuel vehicle converters.
2 ‘‘Light-duty vehicle’’ and ‘‘light-duty truck’’ are
defined in 40 CFR 86.1803–01.
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NAICS titles
326199, 332431 ......................................
All Other Plastics Product Manufacturing, Metal Can Manufacturing.
Portable fuel container manufacturers.
American Industry Classification System (NAICS).
This list is not intended to be
exhaustive, but rather provides a guide
for readers regarding entities likely to be
regulated by this action. If you have
questions regarding the applicability of
this action to a particular entity, consult
the person listed in the FOR FURTHER
INFORMATION CONTACT section.
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Examples of potentially regulated
entities
NAICS codes a
a North
34309
What action is the Agency taking?
This action amends the regulations
that implement our air pollutant
emission standards for engines, vehicles
and mobile equipment. The
amendments include corrections,
clarifications, and flexibilities for
multiple types of vehicles, engines and
equipment.
The majority of these amendments
modify existing test procedures for
heavy-duty highway engines and
vehicles. These test procedure changes
improve accuracy, and in some cases,
reduce test burden. They mainly apply
for measurement of greenhouse gas
(GHG) pollutants (primarily CO2),
though some apply for criteria
pollutants (such as NOX), as well. See
Section II.A.
Additional heavy-duty highway
amendments update EPA regulations to
enhance implementation of existing
emission standards. For example, some
changes reduce the likelihood that
manufacturers would need to duplicate
certification efforts to comply with EPA,
Canadian, and Californian standards.
Some amendments make it easier for
manufacturers to more fully account for
the emission benefits of advanced
emission control technology, which
could provide them the opportunity to
generate additional emission credits.
These heavy-duty highway amendments
are described in Section II.B.
This rule includes other amendments
that are generally administrative or
technical in nature and include
amendments for nonroad engines and
vehicles, stationary engines, and
portable fuel containers. These
amendments are described in Section
III. Perhaps the most visible
administrative amendment is the
elimination of hundreds of pages of
obsolete regulations, which is described
in Section III.B.
EPA published a proposed rule on
May 12, 2020 (85 FR 28140). This final
rule follows from that proposal, with
several adjustments that reflect EPA’s
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consideration of comments received.
Most of the proposed revisions from that
document are addressed in this final
rule. EPA is also issuing a new notice
of proposed rulemaking to supplement
the earlier proposed rule, published in
the Proposed Rules section of this issue
of the Federal Register, titled
‘‘Improvements for Heavy-Duty Engine
and Vehicle Test Procedures,’’ docket
number EPA–HQ–OAR–2019–0307;
FRL–10018–51–OAR. In the
supplemental proposal, EPA proposes
further amendments concerning only
certain specific aspects of the
Greenhouse gas Emissions Model (GEM)
(see Section II of the preamble to the
supplemental proposal).
The proposed rule included requests
for comment on a wide range of issues,
including some broad areas where we
were interested only in gathering
information for potential future
rulemaking(s). This preamble does not
include a discussion of those comment
areas where we are not taking any action
in this final rule. The ‘‘Improvements
for Heavy-Duty Engine and Vehicle Test
Procedures, and other Technical
Amendments Response to Comments’’
document (‘‘Response to Comments’’) in
the docket for this rulemaking includes
a summary of the input received from
commenters and EPA’s responses.3
In addition, we have prepared a
docket memo with redline text to
highlight all the changes to the
regulations in the proposed rule.4 This
is especially helpful for reviewing
provisions that we are removing from
the Code of Federal Regulations. For
obsolete provisions we are removing,
see especially 40 CFR 1027.105,
1033.150, 1042.145, 1045.145, 1048.145,
1051.145, 1054.145, and 1054.625. We
prepared additional docket memos to
show regulatory changes after the
proposed rule.5
3 EPA, ‘‘Improvements for Heavy-Duty Engine
and Vehicle Test Procedures, and other Technical
Amendments Response to Comments,’’ December
2020, Docket EPA–HQ–OAR–2019–0307,
Publication Number: EPA–420–R–20–026.
4 ‘‘Redline Document Showing Proposed Changes
to Regulatory Text in the Heavy-Duty Greenhouse
Gas Amendments’’, EPA memorandum from Alan
Stout to Docket EPA–HQ–OAR–2019–0307, March
2020.
5 ‘‘Redline Version of EPA’s Final Regulatory
Amendments for Heavy-Duty Greenhouse Gas
Standards and other Programs’’, EPA memorandum
from Alan Stout to Docket EPA–HQ–OAR–2019–
0307, December 9, 2020.
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What are the incremental costs and
benefits of this action?
This action is limited in scope and
does not include amendments that have
significant economic or environmental
impacts. EPA has therefore not
estimated the potential costs or benefits
of this final rule (and we did not for the
proposal).
II. Heavy-Duty Highway Amendments
A. Test Procedures and Compliance
Model Changes
Since the promulgation of the Phase
2 regulations, manufacturers have been
revising their internal test procedures to
ensure they will be able to comply with
the new requirements that begin in
model year 2021. In doing so, they have
identified several areas in which the test
procedure regulations could be
improved (in terms of overall accuracy,
repeatability and clarity) without
changing the effective stringency of the
standards.
EPA is making numerous changes to
the test procedure regulations to address
manufacturers’ concerns and other
issues we have identified. These
changes are described below. The list
includes numerous editorial changes
that simply correct typographical/
formatting errors or revise the text to
improve clarity. Although these
amendments are being made primarily
in the context of heavy-duty engines
and vehicles, the amendments to part
1065 will also apply to nonroad engines,
and the amendments to part 1066 will
also apply to light-duty vehicles. Since
these amendments are mostly editorial
or adding flexibility, they will not
adversely impact these other sectors.
1. 40 CFR Part 1036 Test Procedures
EPA proposed several updates to the
testing and measurement provisions of
part 1036, subpart F, and appendices of
part 1036 related to how to measure
emissions from heavy-duty engines and
requested comment on general
improvements to the engine test
procedures and compliance provisions
(85 FR 28141). This section presents the
changes we are adopting to engine test
procedures after consideration of
comments received. Additional details
on some of these and other engine
testing and measurement amendments
or clarifications requested by
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commenters and our responses are
available in Chapter 2 of our Response
to Comments. Amendments to other
subparts of part 1036 (i.e., amendments
not directly related to test procedures)
are discussed in Section II.B.
These updates are primarily for the
purposes of adding flexibility and
reducing variability in test results.
Additional information that led to and
supports these changes arose from a test
program at Southwest Research Institute
(SwRI) that was jointly funded by EPA
and the Truck and Engine
Manufacturers Association (EMA).6
We are generally finalizing revisions
as proposed; however, some revisions
include further changes and
clarifications after consideration of
public comments to better ensure
clarity, accuracy and consistency with
the intent of the proposed rule.
• Section 1036.501(g)—Providing a
new paragraph (g) to specify duty cycles
for testing model year (MY) 2016–2020
engines, including additional
clarifications to the proposed
amendment to refer to the steady-state
duty cycle as the Supplemental
Emission Test (‘‘SET’’) rather than the
Ramped Modal Cycle (‘‘RMC’’) to avoid
confusion as steady-state cycles are run
as RMCs in many standard setting parts,
and to change a reference for the Federal
Test Procedure (‘‘FTP’’) duty cycle from
appendix B of 40 CFR part 1036 to 40
CFR 1036.510 because 40 CFR 1036.510
gives an overview of the duty cycle and
provides the reference to appendix B of
40 CFR part 1036.
• Section 1036.501(h)—Renumbering
existing paragraph (g) concerning testing
of MY 2021 and later engines as new
paragraph (h), modifying paragraph
(h)(1) to address restarting the engine
during dynamometer testing for engines
with stop-start technologies, and adding
paragraph (h)(3) (shown as (h)(2) in the
proposed rule) to cross-reference
transient test cycle specifications,
including additional clarifications in
final paragraph (h)(2) to refer to the
Supplemental Emission Test cycle to
avoid confusion as steady-state cycles
are run as RMCs in many standard
setting parts and in paragraph (h)(2)(ii)
that weighting factors for the
Supplemental Emission Test are to be
applied to CO2 to calculate the
composite emission result.
• Section 1036.503—Migrating
§ 1036.510 to new § 1036.503,
renumbering existing paragraph (d) as
new paragraph (c), updating paragraphs
6 Sharp, Christopher A., et al., ‘‘Measurement
Variability Assessment of the GHG Phase 2 Fuel
Mapping Procedure’’, Final Report, Southwest
Research Institute, December 2019.
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(b) and (c)(1) through (3) and adding
paragraphs (c)(4) and (5) and (d),
including provisions to specify that the
engine manufacturer must provide idle
speed and torque to the vehicle
manufacturer and to provide additional
direction on handling data points for a
low speed governor where the governor
is active. We further modified proposed
paragraph (b) to denote that there are
four methods to generate fuel maps with
the addition of the hybrid powertrain
and hybrid engine testing procedures
and to more clearly explain which
method(s) apply to which application,
paragraphs (b)(1) and (2) to add more
specificity to which referenced
paragraphs in § 1036.535 are applicable,
paragraph (b)(3) to clarify that the
option in § 1037.520(d)(2) is only
allowed for hybrid powertrain testing
and not powertrain testing in general,
and added paragraph (b)(4) to include a
method to perform hybrid engine
testing. We also further updated
paragraph (c)(1) to clarify how to
measure torque curve for engines that
have a rechargeable energy storage
system (RESS) and for those that don’t.
• Section 1036.505—Adding
paragraph (b) to give direction on both
engine and powertrain testing and
modifying Table 1 to include vehicle
speed and grade parameters to facilitate
the hybrid powertrain testing option.
We further modified the proposed
language in this section by: Adding a
new paragraph (b)(2)(v) to calculate curb
mass for hybrid powertrain testing as
this calculation is needed to determine
the linear equivalent mass of rotational
moment of inertias in clarified
paragraph (b)(2)(vi), adding reference
speed determination requirements for
powertrain testing in paragraphs (c)(2)(i)
and (ii) to address underspeed
conditions in the hybrid powertrain SET
testing, including a removal of default
A, B, and C SET speeds and calculation
of the A and B speeds based on C speed,
modifying Table 1 further to include
vehicle speed and grade parameters to
facilitate the hybrid powertrain testing
option so the road grade equation is
now vehicle speed-dependent to
address vehicle underspeed concerns
corresponding to the determination and
use of vehicle C speed, and replacing
ramped modal cycle with supplemental
emission test for the reason discussed in
the first bullet of this subsection of the
preamble.
• Section 1036.510—Providing a new
section regarding transient testing of
engines and hybrids to facilitate hybrid
certification for both GHG and criteria
pollutants.
• Section 1036.525(a)—Adding a
clarification in the final rule that the
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hybrid engine testing procedure in this
section applies only for model year 2014
to 2020 hybrid engines since the new
hybrid powertrain and hybrid engine
test procedure being adopted in this
rulemaking will apply for model year
2021 and later engines.
• Section 1036.525(d)(4)(i)—Editorial
revisions to equation and the addition of
example calculations.
• Section 1036.527—Adding a section
to provide a means to determine
powertrain systems rated power and
continuous rated power, to facilitate the
hybrid and conventional powertrain
testing options. This test procedure is
applicable for powertrain testing
defined in 40 CFR 1037.550 for both the
engine and vehicle standards. We
further modified the proposed language,
including modifying how the test is
carried out by reducing the number of
test intervals from 9 to 1, paragraph (e)
to address the determination of Psys for
speed and torque measurements at
different locations, with new paragraphs
(g) and (h) to provide an improved
method for determining continuous
rated power and vehicle C speed, and
addressed typographical errors.
• Section 1036.530(a), (b)(1)(i) and
(ii), and (b)(2)(i) and (ii)—Updating
carbon mass fraction determination to
allow analysis by a single lab only to
facilitate on-line analysis from pipeline
supplied natural gas and adding the
ASTM International method for
determination of test fuel mass-specific
energy content for natural gas. We have
further modified the proposed language
by clarifying in paragraph (a) that the
infrequent regeneration adjustment
factors (IRAF) are applied to CO2
emission results for all duty-cycles, not
just cycle average engine fuel map
results, and updating paragraph (b) to
require test fuel mass-specific energy
content and carbon mass fraction to be
analyzed by at least three different labs
and the median of all the results to be
used in the calculation. We are also
adding a recommendation that you
screen your results to determine if
additional observations are needed by
performing an outlier test and provided
critical values for this check. The
critical values were determined as 1.27
times the method reproducibility R. The
R value used for fuel mass-specific
energy content is 0.234 which is the
published R value for ASTM D4809 and
the R value used for carbon mass
fraction is 1.23, which was based on
analysis of the fuel survey data for
ASTM D5291 that was used in the Fuel
Mapping Variability Study at SwRI.
• Section 1036.530 Table 1—
Updating footnote format in table.
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• Section 1036.535—Generally
updating to improve the engine fuel
mapping test procedures based on the
jointly funded EPA–EMA test program.
The overall result of these updates is to
reduce the variability of the emission
test results to reduce lab-to-lab
variability. We further modified the
proposed language by adding paragraph
(h) to describe how EPA will determine
the official fuel consumption rate during
a confirmatory test, based on carbon
balance results, updating paragraph
(b)(7)(iv) to require validation of test
intervals that were complete prior to a
lab equipment or engine malfunction,
updating the variable description for
wCmeas in paragraph (b)(8) to make clear
that you may not account for the
contribution to a, b, g, and d of diesel
exhaust fluid or other non-fuel fluids
injected into the exhaust, and clarifying
regulatory text and correcting paragraph
references.
• Section 1036.540—Generally
updating to improve the cycle-average
engine fuel mapping test procedure as a
result of the jointly funded EPA–EMA
test program at SwRI. The overall result
of these updates is to reduce the
variability of the emission test results to
reduce lab-to-lab variability. We further
modified the proposed language in a
few ways by adding paragraph (b)(4) to
address the ability of gaseous fueled
engines with single point fuel injection
to pass alternate cycle statistics to
validate the transient duty cycle in 40
CFR part 1037, appendix I, by adding
paragraph (e)(2) to describe how EPA
will determine the official fuel
consumption rate during a confirmatory
test, based on carbon balance results, by
deleting the requirement for EPA to use
an average of indirect measurement of
fuel flow with dilute sampling and
direct sampling for fuel mapping as EPA
will now perform the carbon balance
verification in 40 CFR 1065.543, and by
generally adding some clarifying text.
• Section 1036.543—Adding a section
to address carbon balance error
verification. This is a result of the
jointly funded EPA–EMA test program.
The overall result of these updates is to
reduce the variability of the emission
test results to reduce lab-to-lab
measurement variability.
• Section 1036.801—Adding a
definition for hybrid engine to
correspond with the addition of the
hybrid powertrain test procedures to
part 1036. Modifying the definition from
the proposed language to provide
examples of hybrid engine architecture
and hybrid energy storage systems.
• Section 1036.801—Adding
definitions for ‘‘hybrid powertrain’’ and
‘‘mild hybrid’’ in the final rule. These
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definitions are needed as a result of
adding hybrid powertrain test
procedures to part 1036, subpart F,
including mild hybrid certification
where engine testing can use a
transmission model. The definitions
make clear what hybrid architectures
are covered by each of these terms.
• Section 1036.801—Updating
definition of ‘‘steady-state’’ to clarify
that fuel map and idle tests are steadystate tests.
• Section 1036.805(b)—Updating
quantity and quantity descriptions,
including some changes to those
proposed to ensure consistency
throughout the part.
• Section 1036.805(c) and (d)—
Updating table introductory sentence
and column headings in the table to be
consistent with format in other parts.
• Section 1036.805(e)—Updating
acronyms and abbreviations, including
some changes to those proposed to
ensure that the table contained all that
were used throughout the part.
• Section 1036.805(f)—Adding
gravitational constant, including an
updated value for the gravitational
constant based on consideration of
comments received on the proposal.
• Part 1036, appendix A—Adding a
new appendix A to provide a historic
summary of previous emission
standards which EPA originally adopted
under 40 CFR part 85 or 86, that apply
to compression-ignition engines
produced before model year 2007 and to
spark-ignition engines produced before
model year 2008.
• Part 1036, appendix B(a)—Adding a
new paragraph (a) of appendix B to
specify transient duty cycles for the
engine and powertrain testing described
in § 1036.510.
• Part 1036, appendix B(b)—Adding a
new paragraph (b) of appendix B to
migrate over the spark-ignition FTP
duty cycle from part 86, which includes
no changes to the FTP duty-cycle
weighting factors or the duty-cycle
speed values from the current heavy
duty diesel engine (HDDE) FTP duty
cycle that applies to criteria pollutant
regulation in paragraph (f)(1) of 40 CFR
part 86, appendix I, a change to the
negative torque values, and migration of
the HDDE FTP drive schedule to
paragraph (b) of 40 CFR part 1036,
appendix B, to add vehicle speed and
road grade to the duty-cycle to facilitate
powertrain testing for compliance with
the HD Phase 2 GHG standards. The
change to negative torque values is the
removal of and footnoting of the
negative normalized vehicle torque
values over the HDDE FTP duty-cycle.
The footnote denotes that these torque
points are controlled using closed
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throttle motoring, which would then
match how negative torque values have
been controlled in the HDDE FTP. This
change also reflects the way that engine
manufacturers are already controlling to
negative torque from spark-ignition
engines and harmonizes the
methodology with the HDDE FTP, with
no effect on stringency. The sparkignition engine denormalization
equation in 40 CFR 86.1333(a)(1)(ii)
includes division by 100 which equates
it to the denormalization equation in 40
CFR 1065.610(c)(1) (Equation 1065.610–
3), with no effect on stringency. We
have further modified the proposed
language in this section by updating the
road-grade coefficients to reflect
additional refinement of the road-grade
development process that is described
in Section II.A.7 of the preamble.
• Part 1036, appendix B(c)—Adding a
new paragraph (c) of 40 CFR part 1036,
appendix B, to migrate over the
compression-ignition FTP duty cycle
from part 86, which includes no
changes to the HDDE FTP weighting
factors or the duty-cycle torque values
from the duty cycle that currently apply
to criteria pollutant regulations in
paragraph (f)(2) of 40 CFR part 86,
appendix I, a change to the speed values
that does not influence the ultimate
denormalized speed, and migration of
the HDDE FTP drive schedule to add
vehicle speed and road grade to the
duty-cycle to facilitate powertrain
testing for compliance with the Phase 2
GHG standards. The change to speed
values takes the normalized vehicle
speeds over the HDDE FTP duty-cycle
and multiplies them by 100/112 to
eliminate the need to divide by 112 in
the diesel engine denormalization
equation in 40 CFR 86.1333(a)(1)(i).
This eliminates the need for use of a
denormalization equation and allows
commonization (between compressionand spark-ignition engines) of the use of
the denormalization equation in 40 CFR
1065.610(c)(1) (Equation 1065.610–3),
with no effect on stringency. We have
further modified the proposed language
in this section by updating the road
grade coefficients to reflect additional
refinement of the road grade
development process that is described
in Section II.A.7 of the preamble.
2. 40 CFR Part 1037 Test Procedures
EPA proposed several updates to the
testing and measurement provisions of
1037 subpart F related to how to
measure emissions from heavy-duty
vehicles and determine certain GEM
inputs and requested comment on
general improvements to the vehicle test
procedures and compliance provisions
(see 85 FR 28142). This section presents
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the changes we are adopting to vehicle
test procedures after consideration of
comments received. Chapter 2 of our
Response to Comments includes
additional details on some of these
amendments, as well as other testing
and measurement amendments or
clarifications requested by commenters
and our responses. Amendments for
other subparts of part 1037 (i.e.,
amendments not directly related to test
procedures) are discussed in Section
II.C.15. We are generally finalizing
revisions as proposed; however, some
revisions include further changes and
clarifications after consideration of
public comments to better ensure
clarity, accuracy and consistency with
the intent of the proposed rule.
• Section 1037.501(i)—Adding
paragraph (i) to note that the declared
GEM inputs for fuel maps and
aerodynamic drag area typically
includes compliance margins to account
for testing variability; for other
measured GEM inputs, the declared
values are typically the measured values
without adjustment.
• Section 1037.510(a)(2)—Updating
the powertrain testing procedure used to
generate GEM inputs to reduce the
variability of the emission test results
and to improve lab-to-lab measurement
variability consistent with the results
from the jointly funded EPA–EMA test
program at SwRI.
• Section 1037.510 Table 1—
Updating footnote format in table.
• Section 1037.510(d)—Clarifying the
reference to specifically refer to
paragraphs ‘‘(b) and (c)’’ of § 1066.425.
• Section 1037.510(e)—Clarifying to
specifically state that the use of cruise
control is optional.
• Section 1037.515 Table 2—
Correcting a table entry to include the
proper mathematical symbols in
response to a comment by the California
Air Resources Board (CARB).
• Section 1037.515 Table 3—
Updating footnote format in table.
• Section 1037.520—Updating a
reference to reflect the updated version
of the GEM model released in
conjunction with this rulemaking.
• Section 1037.520(b)(3)(i)—Adding a
reference to § 1037.525 to clarify how to
determine a high-roof tractor’s
aerodynamic test results in response to
a comment request from EMA.
• Section 1037.520 Table 4—
Correcting a typographical error in a
tractor aerodynamic test result CdA
value for Bin III low-roof cabs.
• Section 1037.520 Table 5—
Correcting a typographical error in a
tractor input CdA value for Bin II HighRoof Sleeper Cabs.
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• Section 1037.520(c)—Adding a
clarification to § 1037.520(c)(6) and
updating the GEM user guide to clarify
that a time- and load-weighted average
be applied to calculate the rolling
resistance of tires installed on liftable
axles, given that tires on liftable axles
are only in contact with the ground
when the axle is in a deployed state in
response to a comment from EMA.
• Section 1037.520 Table 6—
Updating footnote format in table.
• Section 1037.520 Table 7—
Clarifying that the nonwheel-related
weight reductions from alternative
materials applied to tractors for nonsuspension crossmembers is for a set of
three.
• Section 1037.520 Table 8—Adding
two footnotes to address how weight
reduction values apply and what values
to use for medium heavy-duty vehicles
(Medium HDV) with 6x4 or 6x2 axle
configurations. Also see Section II.C.3.
• Section 1037.520(f)—Updating a
cross-reference.
• Section 1037.520(g)—Adding and
clarifying which vehicle characteristics
need to be reported, including providing
a better description in paragraph
(g)(2)(iv) of the 6x4D drive axle
configuration as well as qualifying
conditions for use of this configuration.
After considering comments received by
Allison and Ford, we are further
modifying this paragraph by noting in
paragraph (g)(1), and similarly in
§ 1037.231(b)(7), that available forward
gear means the vehicle has the hardware
and software to allow operation in those
gears and providing in paragraph
(g)(2)(i) that the 4x2 drive axle
configuration is available to vehicles
with two drive axles where one of them
is disconnectable and designed to be
connected only when used in off road
or slippery road conditions and based
on a qualifying condition.
• Section 1037.520(h)—Adding
provisions to determine appropriate
vehicle idle speed based on vehicle
service class and applicable engine
standard, including in the final rule a
clarification that the 750 rpm value
applies to Light HDV and Medium HDV
vocational vehicles and providing an
idle speed value of 700 rpm for Medium
HDV tractors, corresponding to the idle
speed used to set the standards for those
vehicles, in response to a comment from
EMA. These final provisions
incorporated in a new table format, with
an updated footnote noting the
appropriate adjustable idle speed to
choose if an engine cannot operate at
the idle speed specified in the table.
• Section 1037.520(i)—Adding that a
manufacturer can characterize a torque
converter, in addition to an axle and
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transmission, which will improve the
accuracy of GEM by replacing default
GEM values with more representative
values.
• Section 1037.520(j)(2)—Removing a
superfluous reference to tractors in
paragraph (j)(2)(i); clarifying paragraph
(j)(2)(iii) in response to a comment from
EMA to indicate how to demonstrate the
performance of high-efficiency air
conditioning compressors.
• Section 1037.520(j)(4) Table 9—
Including additional combinations of
idle reduction technologies and their
corresponding GEM input values.
• Section 1037.520(j)(5)—Correcting
typographical error that transposed
school and coach bus GEM inputs.
• Section 1037.525—See Section
II.A.6 for a description of comments and
final revisions to this section.
• Section 1037.528—Replacing the
phrase ‘‘primary procedures’’ with
‘‘reference method’’ for tractors and
‘‘alternate procedures’’ with ‘‘an
alternate method’’ for trailers to
maintain consistency with terminology
used throughout subpart F.
• Section 1037.528(c)—Clarifying
that the conditions listed in paragraph
(c) apply to each run separately.
• Section 1037.528(e)—Removing
requirement that the anemometer be
‘‘electro-mechanical’’ to rely instead on
the specifications outlined in the
existing reference to SAE J1263.
• Section 1037.528(g)(3)—Clarifying
that the measured air direction
correction is ‘‘from all the high-speed
segments.’’
• Section 1037.528(h)(3)(i)—
Clarifying how to account for
measurement noise near the 2 mile/hour
boundary.
• Section 1037.528(h)(6)—Adding a
definition of ΔFTRR to the introduction
of paragraph (h)(6) to clarify the
required calculations; relocating the
proposed direction to determine the
difference in rolling resistance between
65 mph and 15 mph for each tire and
to use good engineering judgment when
measuring multiple results to paragraph
(v) with the corresponding ΔFTRR
equation.
• Section 1037.528—Updating
equation 11 and the corresponding
example to include the appropriate
variable to represent inflation pressure
variable with a lowercase ‘‘p’’.
• Section 1037.528—Updating
equation 13 to include appropriate units
for the ambient temperature variable.
• Section 1037.528—Updating
equation 14 to replace a ‘‘+’’ with a ‘‘¥’’
to correct a typographical error.
• Section 1037.528(h)(12)—Updating
a variable name to provide consistency
with updates made to § 1037.525.
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• Section 1037.532—See Section
II.A.6 for a description of comments and
final revisions to this section.
• Section 1037.534—Updating
equation 6 and the corresponding
example to include the appropriate
variable to represent increments by
italicizing the ‘‘i’’.
• Section 1037.540—Updating
equations 1, 2, and 3 to include the
appropriate variable to represent
increments by italicizing the ‘‘i’’.
• Section 1037.540 Table 1—
Updating footnote format in table;
updating a parameter name.
• Section 1037.540(e) and (f)—
Removing incorrect cross-reference to
§ 1036.540(d)(5); adding reference to
definition of standard payload.
• Section 1037.550—Updating the
powertrain testing procedure to reduce
the variability of the emission test
results and improve lab-to-lab
variability consistent with the results
from the jointly funded EPA–EMA test
program at SwRI. We further modified
this section to include an introduction
paragraph and reorganized paragraphs
with new paragraph headings to
improve navigation. Additional
modifications to this section in the final
rule include clarifying in paragraph
(a)(3) options available to create the
models for powertrain testing, adding
clarifications in several paragraphs to
address where the torque and speed are
measured based on powertrain setup,
adding a new paragraph (f)(2) to address
testing of hybrid engines using the
transmission model in GEM, modifying
paragraph (b) to give additional
clarification on how to set the engine
idle speed, adding a new paragraph
(f)(2) for testing with torque
measurement at the engine’s crankshaft
and how to calculate the transmission
output rotational speed, updating
paragraph (j)(2) to describe how to
transition between duty cycles if the
preceding cycle ends at 0 mi/hr, adding
a new paragraph (j)(5) to describe how
to warm up the powertrain, adding a
new paragraph (o)(2) to describe how
EPA will determine the official fuel
consumption rate during a confirmatory
test, based on carbon balance results,
and updating paragraphs (o)(3) through
(5) to better define when a vehicle is not
moving, moving the text from paragraph
(p) into paragraph (o)(1), moving the
text of paragraph (q) to the general
provisions as a new paragraph (a)(5).
The final rule includes additional
revisions regulatory text to provide
greater clarity and more carefully
describe the procedures.
• Section 1037.551(b)—Updating a
reference.
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• Section 1037.555—Updating
equations 1 and 3 to include the
appropriate variable to represent
increments by italicizing the ‘‘i’’;
updating a parameter name in Table 1
for consistency in this part.
• Section 1037.560—Clarifying that it
is optional to drain gear oil after the
break in period is complete, providing
the option of an alternative temperature
range to provide international
harmonization of testing, editing the
Ploss (i.e., power loss) variable
description to improve the readability,
and adding paragraph (h) to describe
how to derive axle power loss maps for
untested configurations in a family. We
further modified this section in the final
rule by clarifying in paragraph (a) that
for tandem axles that can be
disconnected, testing both single-drive
and tandem axle configurations
includes 4x4 axles where one of the
axles is disconnectable; adding a new
paragraph (h)(4) and modifying (h)(5) to
address comments regarding results
when multiple gear ratios are tested and
one of the points is above the linear
regression line, which could cause the
regression values to understate power
loss, to clarify that you must add the
difference between the datapoint and
the regression line to the intercept
values of the regression line to mitigate
this effect; and updating the use of the
term ‘‘axle’’ to ‘‘axle assembly’’
throughout the section to provide
consistency.
• Section 1037.565—Providing an
option to map additional test points to
provide international harmonization of
testing, including edits to improve the
readability of the Ploss variable
description, and adding paragraph (d)(4)
and clarifying paragraphs (e)(6) and (7)
regarding the gears the transmission is
tested in. After considering comments
from Allison, EMA, and Eaton Cummins
Automated Transmission Technologies,
we further modified this section by:
Updating the torque transducer
accuracy requirements in paragraph (c)
to link it to the highest transmission
input torque or respective output
torque; adding additional detail in
paragraph (d)(1) on the maximum
transmission input shaft speed to test,
specifically the maximum rated input
shaft speed of the transmission or the
maximum test speed of the highest
speed engine paired with the
transmission. and the minimum idle
speed to test, specifically 600 r/min or
the minimum idle speed of the engines
paired with the transmission; modifying
paragraph (d)(2) in response to
comments regarding transmission
torque setpoints to optionally allow, in
higher gear ratios where output torque
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may exceed dynamometer torque limits,
the use of good engineering judgment to
measure loaded test points at input
torque values lower than specified (in
this case GEM may need to extrapolate
values outside of the measured map,
however extrapolation time may not
exceed 10% for any given cycle and you
must describe in the application for
certification how you adjusted the
torque setpoints); modifying paragraph
(e)(9) to allow the use of the maximum
loss value achieved from all the repeats
of the test points to calculate
transmission efficiency if you cannot
meet the repeatability requirements;
adding a new paragraph (e)(11)
clarifying what needs to be calculated
for each point in the test matrix;
modifying paragraph (g) and moving
part of existing paragraph (g) to a new
paragraph (h) to avoid a potentially
never-ending cycle of repeat testing if
repeatability requirements are not
achieved. If the repeatability
requirement is not met after conducting
three or more tests, the maximum loss
value may be used to calculate
transmission efficiency, or you can
continue to test until you pass the
repeatability requirement.
• Section 1037.570—Adding new
section to characterize torque converters
to allow a manufacturer to determine
their own torque converter capacity
factor instead of using the default value
provided in GEM. The option to use the
default value remains. The final rule
includes updated regulatory text to
provide greater clarity and more
carefully describe the procedures. Final
revisions do not change the proposed
procedure; instead, they include
updates to revise the section heading,
reorganize paragraphs, ensure consistent
terminology, and clarify measurement
points.
3. 40 CFR Part 1065 Test Procedures
EPA proposed several updates to the
testing and measurement provisions of
40 CFR part 1065 related to how to
measure emissions from heavy-duty
highway and nonroad engines and
requested comment on general
improvements to the engine test
procedures and compliance provisions
(see 85 FR 28142). This section presents
the changes we are adopting primarily
to reduce variability associated with
engine test procedures after
consideration of comments received.
Chapter 2 of our Response to Comments
includes additional details on some of
these amendments, as well as other
testing and measurement amendments
or clarifications requested by
commenters and our responses.
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sampled volumes are too low for
emission analysis.
• Section 1065.205 introductory and
Table 1—Revising and adding
recommended performance
specifications for fuel and DEF mass
TABLE II–1—SUMMARY OF ACRONYMS scales and flow meters to reduce fuel
RELATED TO 40 CFR PART 1065 flow measurement error.
• Section 1065.220(a) introductory
THAT ARE REFERENCED IN THESE
and (a)(3)—Updating the application of
AMENDMENTS
fuel flow meters to more correctly
reflect how and what they are used for
ASTM ..... American Society for Testing and Matein part 1065.
rials
CVS ........ Constant-Volume Sampler
• Section 1065.225(a) introductory
DEF ........ Diesel Exhaust Fluid
and (a)(3)—Updating the application of
ECM ....... Electronic Control Module
intake flow meters to more correctly
NIST ....... National Institute for Standards and
reflect how and what they are used for
Technology
NMC FID
Nonmethane Cutter with a Flame Ioniza- in part 1065.
tion Detector
• Section 1065.247—Revising to add
NMHC .... Nonmethane Hydrocarbon
acronym
for DEF throughout in place of
NMNEHC Nonmethane Nonethane Hydrocarbon
‘‘diesel exhaust fluid’’ and in paragraph
RMC ....... Ramped Modal Cycle
THC FID
Flame Ionization Detector for Total Hy(c)(2) account for any fluid that bypasses
drocarbons
or returns from the dosing unit to the
fluid storage tank.
We are generally finalizing revisions
• Section 1065.260(e)—Adding the
as proposed; however, some revisions
word ‘‘some’’ as a qualifier for gaseous
include further changes and
fueled engines with respect to using the
clarifications after consideration of
additive method for NMHC
public comments to better ensure
determination.
clarity, accuracy and consistency with
• Section 1065.266(a) and (b)—
the intent of the proposed rule.
Adding flexible fuel engines under the
• Section 1065.1(g)—Updating the
allowance to use Fourier transform
test procedure Uniform Resource
infrared (FTIR) and updating the URL
Locator (URL).
for EPA method 320.
• Section 1065.2(c)—Correcting a
• Section 1065.275—Deleting the
typographical error by replacing
URL and replacing with a reference to
‘‘engines’’ with ‘‘engine’’.
§ 1065.266(b).
• Section 1065.130(e)—Revising to
• Section 1065.280(a)—Updating to
denote that a carbon balance procedure
reflect that there is no method in
should be performed to verify exhaust
§ 1065.650 for determining oxygen
system integrity in place of a chemical
balance and that you may develop a
balance procedure.
method using good engineering
• Section 1065.140(c)(6)(i)—
judgment.
Correcting a typographical error by
• Section 1065.303 Table 1—
replacing ‘‘dew point’’ with
Updating the formatting and entries in
‘‘dewpoint’’.
the summary table to reflect revised
• Section 1065.140(e)(2)—Clarifying
requirements, including adding fuel
how to determine the minimum dilution mass scale and DEF mass scale to the
ratio for discrete mode testing.
linearity verifications in § 1065.307,
• Section 1065.145(e)(3)(i)—
updating the verification in § 1065.341
Removing the requirement to heat a
to replace ‘‘batch sampler’’ with ‘‘PFD’’
sample pump if it is located upstream
as partial-flow dilution (PFD) is the
of a NOX converter or chiller and
preferred language, updating one
replacing it with a requirement to
footnote to include the PFD flow
design the sample system to prevent
verification (propane check) as not
aqueous condensation to better address
being required for measurement systems
concerns with the loss of NO2 in the
that are verified by a carbon balance
sampling system where methods other
error verification as described in
than heating the pump can be used to
§ 1065.341(h) and adding two footnotes
prevent condensation.
excluding linearity verification for DEF
• Section 1065.170—Updating to
flow if the ECM is used and for intake
allow you to stop sampling during
air, dilution air, diluted exhaust, batch
hybrid tests when the engine is off and
sampler, and raw exhaust flow rates
allow exclusion of the sampling off
flow if propane checks or carbon
portions of the test from the
balance is performed. These are not new
proportional sampling verification, and
exemptions; they are simply relocated to
adding a provision for hybrid testing to
the footnotes.
allow supplemental dilution air to be
• Section 1065.307(c)(13)—Adding a
added to the bag in the event that
clarification that the calculation used
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The regulations in part 1065 rely
heavily on acronyms and abbreviations
(see 40 CFR 1065.1005 for a complete
list). Acronyms used here are
summarized in Table II–1:
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for arithmetic mean determination in
§ 1065.602 uses a floating intercept.
• Section 1065.307(d)(4)—Revising to
include DEF mass flow rate and to
correct or account for buoyancy effects
and flow disturbances to improve the
flow measurement.
• Section 1065.307(d)(6)(i)—Revising
to state that the span gas can only
contain one single constituent in
balance air (or N2 if using a gas
analyzer) as the reference signal for
linearity determination.
• Section 1065.307(d)(7)—Revising to
state that the span gas can only contain
one single constituent in balance air (or
N2 if using a gas analyzer) as the
reference signal for linearity
determination.
• Section 1065.307(d)(9)—Expanding
the paragraph to include fuel and DEF
mass scales and requirements for
performing the linearity verification on
these scales.
• Section 1065.307(e)(3)(i) and (ii)—
Editing to clarify the intent of the
requirements.
• Section 1065.307(e)(3)(iii) through
(xi)—Defining maximum flowrate for
fuel and DEF mass scales and flow
meters as well as maximum molar
flowrate for intake air and exhaust flow
meters and defining maximum for
electrical power, current, and voltage
measurement.
• Section 1065.307(e)(5)—Providing
additional information surrounding
requirements for using a propane check
or carbon balance verification in place
of a flow meter linearity verification.
• Section 1065.307(e)(7)(i)(F) and
(G)—Adding transmission oil and axle
gear oil to temperature measurements
that require linearity verification.
• Section 1065.307(f)—Adding new
paragraph (f) to denote that table 1
follows.
• Section 1065.307 Table 1—Adding
DEF flow rate, fuel mass scale, and DEF
mass scale to measurement systems and
updating the footnote format.
• Section 1065.307(g)—Adding a new
paragraph (g) to denote that table 2
follows.
• Section 1065.307 Table 2—Adding
a new Table 2 to provided additional
guidance on when optional verifications
to the flow meter linearity verifications
can be used.
• Section 1065.309(d)(2)—Updating
to allow the use of water vapor injection
for humidification of gases. After
considering comments from EMA and
Auto Innovators, we further modified
this section to make language consistent
where water vapor injection was added
as an alternative.
• Section 1065.320(b)—Deleting
existing paragraph (b) and marking it
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‘‘reserved’’ as this is now adequately
covered in § 1065.307.
• Section 1065.341—Revising section
heading, adding introductory text,
revising paragraph (a) to clarify which
subparagraphs apply to CVS and which
apply to PFD, relocating some of
existing paragraph (a) to paragraph (f)
and reordering existing paragraphs (b)
through (f) as paragraphs (a) through (e).
• Section 1065.341(g)—Revising to
replace ‘‘batch sampler’’ with ‘‘PFD’’
throughout and editing to provide
further clarification on the procedure.
• Section 1065.341(h)—Adding a new
paragraph to reference Table 2 of
§ 1065.307 regarding when alternate
verifications can be used.
• Section 1065.342(d)(2)—Updating
to allow the use of water vapor injection
for humidification of gases. After
considering comments by EMA and
Auto Innovators, we further modified
this section to make language consistent
where water vapor injection was added
as an alternative.
• Section 1065.350(d)(2)—Updating
to allow the use of water vapor injection
for humidification of gases. After
considering comments by EMA and
Auto Innovators, we further modified
this section to make language consistent
where water vapor injection was added
as an alternative.
• Section 1065.355(d)(2)—Updating
to allow the use of water vapor injection
for humidification of gases. After
considering comments by EMA and
Auto Innovators, we further modified
this section to make language consistent
where water vapor injection was added
as an alternative.
• Section 1065.360(a)(4)—Adding a
new option to determine methane and
ethane THC FID response factors as a
function of exhaust molar water content
when measuring emissions from a
gaseous fueled engine. This is to
account for the effect water has on nonmethane cutters. We received a
comment regarding whether the new
regulatory text for the allowance is
optional. The intent is that if you decide
to use the option to determine the
methane and ethane THC FID response
factors as a function of exhaust molar
water content, you must generate and
verify the humidity as described in
§ 1065.365(d)(12). Paragraph (a)(4) has
been modified to make this clear.
• Section 1065.360(d)(12)—Adding a
process to determine methane and
ethane THC FID response factors as a
function of exhaust molar water content
when measuring emissions from a
gaseous fueled engine. This is to
account for the effect water has on nonmethane cutters.
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• Section 1065.365(a)—Removing
chemical symbol for methane in
parenthetical.
• Section 1065.365(d)—Adding a
requirement to determine NMC FID
methane penetration fraction and ethane
response factor as a function of exhaust
molar water content when measuring
emissions from a gaseous fueled engine.
This is to account for the effect water
has on non-methane cutters.
• Section 1065.365(d)(9)—Adding
C2H6 before ‘‘response factor’’ and
‘‘penetration fraction’’ to clarify, as
intended, that these are the ethane
response factor and ethane penetration
fraction.
• Section 1065.365(d)(10), (11), and
(12)—Adding a process to determine
NMC FID methane penetration fraction
and ethane response factors as a
function of exhaust molar water content
when measuring emissions from a
gaseous fueled engine. This is to
account for the effect water has on nonmethane cutters.
• Section 1065.365(f)(9) and (14)—
Adding C2H6 before ‘‘response factor’’
and ‘‘penetration fraction’’ to clarify, as
intended, that these are the ethane
response factor and ethane penetration
fraction. Adding CH4 before
‘‘penetration fraction’’ to clarify, as
intended, that this is the methane
penetration fraction.
• Section 1065.370(e)(5)—Updating
to allow the use of water vapor injection
for humidification of gases. After
considering comments by EMA and
Auto Innovators, we further modified
this section to make language consistent
where water vapor injection was added
as an alternative.
• Section 1065.375(d)(2)—Updating
to allow the use of water vapor injection
for humidification of gases. After
considering comments by EMA and
Auto Innovators, we further modified
this section to make language consistent
where water vapor injection was added
as an alternative.
• Section 1065.410(c)—Replacing
‘‘bad engine’’ with ‘‘malfunctioning’’ in
relation to engine components after
considering a comment by Auto
Innovators.
• Section 1065.410(d)—Updating to
state that you may repair a test engine
if the parts are unrelated to emissions
without prior approval. If the part may
affect emissions, prior approval is
required.
• Section 1065.510(a), (b)(5)(i), (c)(5),
and (f)(4)(i)—Moving provision for
engine stabilization during mapping
from § 1065.510(a) to § 1065.510(b)(5)(i),
which lays out the mapping procedure,
adding allowance in § 1065.510(f)(4)(i)
to specify curb idle transmission torque
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(CITT) as a function of idle speed in
cases where an engine has an adjustable
warm idle or enhanced idle. We further
modified this section in the final rule by
adding a provision in § 1065.510(c)(5)
for hybrid powertrain testing to map
negative torque required to motor the
engine with the RESS fully charged.
• Section 1065.512(b)(1) and (2)—
Updating procedures on how to operate
the engine and validate the duty-cycle
when an engine utilizes enhanced-idle
speed. This also addresses
denormalization of the reference torque
when enhanced-idle speed is active.
• Section 1065.514(e)—Clarifying
that a floating intercept as described in
§ 1065.602 is used to calculate the
regression statistics to harmonize with
changes made to § 1065.602 and further
modifying paragraph (e)(3) in the final
rule to change ‘‘standard estimates of
errors’’ to ‘‘standard error of the
estimate’’ for consistency with other
parts.
• Section 1065.514 Table 1—
Updating a parameter name in the final
rule for consistency with other parts.
• Section 1065.530(a)(2)(iii)—Adding
instructions on how to determine that
the engine temperature has stabilized
for air cooled engines.
• Section 1065.530(g)(5)—Adding a
new paragraph on carbon balance error
verification if it is performed as part of
the test sequence.
• Section 1065.543—Adding a new
section on carbon balance error
verification procedure to further reduce
measurement variability for the fuel
mapping test procedure in part 1036.
We have further modified this section in
the final rule to make it optional to
account for the flow of other non-fuel
carbon-carrying fluids into the system as
the overall contribution from any such
fluids to the total carbon in the system
is negligible.
• Section 1065.545—Revising to
clarify that a forcing the intercept
through zero as described in § 1065.602
is used to calculate the standard error of
the estimate (SEE) to harmonize with
changes to § 1065.602.
• Section 1065.602(b), (c), (d), (e), (f),
(g), (h), (j), (k)—Updating to include the
appropriate variable to represent
increments by italicizing the ‘‘i’’.
• Section 1065.602 Table 1—
Updating footnote format in table.
• Section 1065.602 Table 2—
Correcting a typographical error where
the Nref-1 value should be ‘‘22’’ but was
mistakenly listed as ‘‘20’’.
• Section 1065.602(h)—Defining the
existing Equation 1065.602–9 as a least
squares regression slope calculation
where the intercept floats, i.e., is not
forced through zero, designating this
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paragraph as (h)(1) and adding a new
paragraph (h)(2) for Equation 1065–602–
10, a least squares regression slope
calculation where the intercept is forced
through zero.
• Section 1065.602(i)—Editing to
state that the intercept calculation
Equation 1065.602–11 is for a floating
intercept.
• Section 1065.602(j)—Defining the
existing Equation 1065.602–12
(renumbered from 1065.602–11) as a
SEE calculation where the intercept
floats, i.e., is not forced through zero,
designating this paragraph as (j)(1),
adding a new paragraph (j)(2) for
Equation 1065.602–13, a SEE
calculation where the intercept is forced
through zero, and further modifying
paragraph (j) in the final rule to change
‘‘Standard estimate of error’’ to
‘‘Standard error of the estimate’’ for
consistency with other parts.
• Section 1065.610(a)(1)(iv)—
Updating to include the appropriate
variable to represent increments by
italicizing the ‘‘i’’.
• Section 1065.610(a)(2)—Clarifying
that the alternate maximum test speed
determined is for all duty-cycles.
• Section 1065.610(d)(3)—Adding
provision to use good engineering
judgment to develop an alternate
procedure for adjusting CITT as a
function of speed.
• Section 1065.640(a), (b)(3), and
(d)(1)—Deleting a comma in paragraph
(a), specifying that the least square
regression calculation in paragraph
(b)(3) is with a floating intercept,
providing a conversion to kg/mol for
Mmix in the example problem for
paragraph (d)(1), and correcting an error
in the example problem in applying
Equation 1065.640–10 where Mmix was
used with the wrong units.
• Section 1065.640(d)(3)—Providing
additional guidance on how to calculate
SEE for Cd to correspond with the
changes made to § 1065.602.
• Section 1065.642(b)—Correcting a
cross-reference.
• Section 1065.642(c)(1)—Defining
Cf.
• Section 1065.643—Adding a new
section on carbon balance error
verification calculations to support the
new § 1065.543.
• Section 1065.650(b)(3)—Adding
DEF to clarify what is needed for
chemical balance calculations.
• Section 1065.650(c)(1)—Relocating
transformation time requirement from
§ 1065.650(c)(2)(i) to § 1065.650(c)(1).
• Section 1065.650(c)(3)—Updating
the equation to include the appropriate
variable to represent increments by
italicizing the ‘‘i’’.
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• Section 1065.650(d)—Correcting
cross-references.
• Section 1065.650(d)(7)—Updating
to include the appropriate variable to
represent increments by italicizing the
‘‘i’’.
• Section 1065.650(f)(2)—Adding
DEF to clarify what is needed for
chemical balance calculations.
• Section 1065.650(g)—Updating the
equations to include the appropriate
variable to represent increments by
italicizing the ‘‘i’’ and correcting
variable name from eNOxcomposite to
eNOxcomp.
• Section 1065.655—Adding ‘‘DEF’’
to the section heading.
• Section 1065.655(a) and (c)
introductory text—After considering
comments by EMA, we modified this
section to clarify that the inclusion of
diesel exhaust fluid in the chemical
balance is optional.
• Section 1065.655(c)(3)—Updating
the xCcombdry variable description to
include injected fluid.
• Section 1065.655(d)—After
considering comments by EMA, we
modified this section to clarify that the
inclusion of diesel exhaust fluid in the
wC determination is optional.
• Section 1065.655(e)(1)(i)—
Clarifying the determination of carbon
and hydrogen mass fraction of fuel,
specifically to S and N content.
• Section 1065.655(e)(3)—Clarifying
that nonconstant fuel mixtures also
applies to flexible fueled engines.
• Section 1065.655(e)(4)—Updating
to include the appropriate variable to
represent increments by italicizing the
‘‘i’’.
• Section 1065.655(e)(5)—Adding
new paragraph (e)(5) to denote that table
1 follows.
• Section 1065.655 Table 1—
Updating cross-reference.
• Section 1065.655(f)(3)—Restricting
the use of Equation 1065.655–25 if the
standard setting part requires carbon
balance verification and including the
appropriate variable to represent
increments by italicizing the ‘‘j’’; adding
in the final rule a description of the
variable for carbon mass fraction, as it
was missing.
• Section 1065.655(g)(1)—Updating
cross-reference.
• Section 1065.659(c)(2) and (3)—
Adding DEF to clarify what is needed
for chemical balance chemical balance
calculations.
• Section 1065.660(a)(5) and (6)—
Adding new paragraphs to those
proposed codifying existing practice to
calculate THC based on measurements
made with FTIR for gaseous fueled
engines. EPA intended in previous
updates to part 1065 to allow the
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determination of NMNEHC and NMHC
using FTIR from gaseous fueled engines,
but the HD Phase 2 rulemaking
inadvertently omitted instructional text
in paragraph (a) on calculating THC
using the two FTIR additive methods.
• Section 1065.660(b)(2) and (3)—
Correcting typographical errors,
including adding missing commas.
• Section 1065.660(b)(4)—Correcting
a typographical error for the chemical
formula of acetaldehyde in a variable.
• Section 1065.660(c)(2)—Including
NMC FID as allowable option in
NMNEHC calculation and further
modifying § 1065.660(c) in the final rule
adding additional information on
performing the NMNEHC calculation
and to correct typos in variables.
• Section 1065.660(d)—Adding
missing parentheses.
• Section 1065.665(a)—Deleting the
variable and description for C# as it is
not used in any calculation in this
section.
• Section 1065.667(d)—Adding DEF
to clarify what is needed for chemical
balance description.
• Section 1065.675(d)—Editing
variable descriptions to refer to a
humidity generator rather than a
bubbler (accommodates both a bubbler
and humidity generator).
• Section 1065.695(c)(8)(v)—Adding
carbon balance verification.
• Section 1065.701(b)—Updating
name of California gasoline type.
• Section 1065.701 Table 1—
Updating footnote format in table.
• Section 1065.703 Table 1—
Updating to correct units for kinematic
viscosity and updating footnote format
in table.
• Section 1065.705 Table 1—
Updating to correct units for kinematic
viscosity and updating footnote format
in table.
• Section 1065.710 Table 1—Editing
format for consistency and updating
footnote format in table.
• Section 1065.710 Table 2—Editing
format for consistency, adding
allowance to use ASTM D1319 or D5769
for total aromatic content determination
and ASTM D1319 or D6550 for olefin
determination because the dye used in
ASTM D1319 is becoming scarce and an
alternate method is needed, and
updating a footnote format in table.
• Section 1065.715 Table 1—
Updating footnote format in table.
• Section 1065.720 Table 1—
Updating footnote format in table and
revising Table 1 after considering a
comment by EMA to specify ASTM
D6667 instead of ASTM D2784 as the
reference procedure for measuring
sulfur in liquefied petroleum gas. We
requested comment on amending the
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regulation to replace ASTM D2784,
which has been withdrawn by ASTM
without replacement, received comment
from EMA and agree that ASTM D6667
is a suitable method. EPA is similarly
changing other regulatory provisions to
specify ASTM D6667 as the reference
procedure for fuel manufacturers
measuring sulfur in butane (see 40 CFR
1090.1350).
• Section 1065.750 Table 1—
Updating footnote format in table.
• Section 1065.790(b)—Adding a
NIST traceability requirement for
calibration weights for dynamometer,
fuel mass scale, and DEF mass scale.
• Section 1065.905 Table 1—
Updating footnote format in table.
• Section 1065.910(a)(2)—Adding a
revision in the final rule to change the
requirement to use 300 series stainless
steel tubing to connect the PEMS
exhaust and/or intake air flow meters
into a recommendation because there
are other materials that are equally
suitable for in-use testing other than
stainless steel tubing.
• Section 1065.915 Table 1—
Updating footnote format in table.
• Section 1065.1001—Adding a
definition for enhanced-idle.
• Section 1065.1001—Clarifying
definition of test interval as duration of
time over which the mass of emissions
is determined.
• Section 1065.1005(a)—Updating
footnote format in table and parameter
names for consistency with other parts.
• Section 1065.1005(c), (d), and (e)—
Updating to ensure column headings
use terminology consistent with NIST
SP–811.
• Section 1065.1005(a) and (e)—
Updating tables of symbols and
subscripts to reflect revisions to part
1065.
• Section 1065.1005(f)(2)—Adding
molar mass of ethane and updating
footnote format in table.
• Section 1065.1005(g)—Updating
acronyms and abbreviations for ASTM,
e.g., and i.e.
• Section 1065.1010(b)(23) and (43)—
Incorporating by reference ASTM D6667
into the regulations instead of ASTM
D2784, consistent with replacing ASTM
D2784 with ASTM D6667 as the
reference procedure for measuring
sulfur in liquefied petroleum gas in
§ 1065.720, as explained above in this
section. EPA is similarly specifying
ASTM D6667 as the reference procedure
for fuel manufacturers measuring sulfur
in butane.
4. 40 CFR Part 1066 Test Procedures
EPA proposed several updates to the
testing and measurement provisions of
40 CFR part 1066 related to how to
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measure emissions from light- and
heavy-duty vehicles and requested
comment on general improvements to
the vehicle test procedures and
compliance provisions (see 85 FR
28144). This section presents the
changes we are adopting to vehicle test
procedures after consideration of
comments received. Chapter 2 of our
Response to Comments includes
additional details on some of these
amendments, as well as other testing
and measurement amendments or
clarifications requested by commenters
and our responses.
We are generally finalizing revisions
as proposed; however, some revisions
include further changes and
clarifications after consideration of
public comments to better ensure
clarity, accuracy and consistency with
the intent of the proposed rule.
• Section 1066.1(g)—Updating the
URL.
• Section 1066.135(a)(1)—Revising to
widen the range for verifications of a gas
divider derived analyzer calibration
curve to 10 to 60% to ease lab burden
with respect to the number of gas
cylinders they must have on hand and
revising to make the midspan check
optional as the part 1066 requirement
for yearly linearity verification of the
gas divider has provided more certainty
of the accuracy of the gas blending
device.
• Section 1066.210(d)(3)—Changing
the value for acceleration of Earth’s
gravity from a calculation under 40 CFR
1065.630 to a default value of 9.80665
m/s2 because the track coastdown
doesn’t take place in the same location
that the dynamometer resides.
Therefore, best practice is to use a
default value for gravity.
• Section 1066.255(c)—Clarifying
that the torque transducer zero and span
are mathematically done prior to the
start of the procedure.
• Section 1066.260(c)(4)—Correcting
an error in the example problem result.
• Section 1066.265(d)(1)—Correcting
example equation to replace a
subtraction sign that was a
typographical error with a
multiplication sign.
• Section 1066.270(c)(4)—Correcting
units for force in mean force variable
description and correcting example
problem solution.
• Section 1066.270(d)(2)—Adding
corrections in the final rule of
typographical errors on maximum
allowable error where error tolerances
were indicated as ‘‘±’’, but paragraph is
clear that the allowable error is a
maximum value as Equation 1066.270–
2 determines error as an absolute value.
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Therefore, the error values are positive
and not a positive and negative range.
• Section 1066.275—Extending the
dynamometer readiness verification
interval from within 1 day before testing
to an optional 7 days prior to testing if
historic data from the test site supports
an interval of more than 1 day. Adding
corrections in the final rule of
typographical errors in paragraphs (d)(1)
and (2) on allowable error where error
tolerances were indicated as ‘‘±’’, but
paragraph is clear that the allowable
error is a maximum value as Equation
1066.270–2 determines error as an
absolute value. Therefore, the error
values are positive and not a positive
and negative range.
• Section 1066.405—Updating
heading to include ‘‘maintenance’’.
• Section 1066.405(a) through (c)—
Designating existing text as paragraph
(a), adding new paragraphs (b) and (c)
to address test vehicle inspection,
maintenance and repair, consistent with
§ 1065.410, and, after considering a
comment by Auto Innovators, replacing
‘‘bad engine’’ with ‘‘malfunctioning’’ in
relation to engine components in
paragraph (b).
• Section 1066.420 Table 1—
Updating footnote format in table and,
after considering comments from Auto
Innovators and VW, clarifying that SC03
humidity tolerance is an ‘‘average’’
value consistent with 40 CFR 86.161–
00(b)(1) and inadvertently not carried
over in part 1066. All SC03 capable test
cells have been designed to meet the
humidity requirement in § 86.161–00
which is on an average basis.
• Section 1066.605—Correcting a
typographical error in paragraph (c)(4)
where NMHC should read NMHCE and
editing Equation 1066.605–10 adding
italics for format consistency.
• Section 1066.610—Editing Equation
1066.610–4 adding italics for format
consistency.
• Section 1066.710(c)—Clarifying to
reflect how heating, ventilating, and air
conditioning (HVAC) control systems
operate in vehicles and how they should
be operated for the test. Further
modifying paragraph (c)(1)(i)(A) in the
final rule to state that for automatic
temperature control systems that allow
the operator to select a specific
temperature, set the air temperature at
72 °F or higher, which the vehicle then
maintains by providing air at that
selected constant temperature. Further
modifying paragraph (c)(2) in the final
rule to state that for full automatic
temperature control systems that allow
the operator to select a specific
temperature, set the air temperature at
72 °F, which the vehicle then maintains
by varying temperature, direction and
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speed of air flow. Clarifying terminology
is consistent with EPA compliance
guidance CD–2020–04.
• Section 1066.801 Figure 1—
Updating to reflect that the initial
vehicle soak, as outlined in the
regulations, is a 6-hour minimum and
not a range of 6 to 36 hours.
• Section 1066.835(a)—Clarifying
that the last drain and fill operation is
after the most recent FTP or highway
fuel economy test (HFET) measurement
(with or without evaporative emission
measurements).
• Section 1066.835(f)(2)—Deleting
the word ‘‘instantaneous’’ to reflect that
the SC03 temperature and humidity
tolerances in paragraph (f)(1) are not all
instantaneous in response to comments
received from Auto Innovators and
Volkswagen. This was an inadvertent
error in part 1066.
• Section 1066.930—Adding a period
to the end of the sentence.
• Section 1066.1005(a)—Updating a
parameter name to be consistent with
use in other parts.
• Section 1066.1005(c) and (d)—
Updating to ensure column headings
use terminology consistent with NIST
SP–811.
• Section 1066.1005(f)—Updating
footnote format in table.
5. Greenhouse Gas Emissions Model
(GEM)
EPA proposed several updates to the
GEM model related to how to measure
emissions from heavy-duty engines and
requested comment on whether the
differences in GEM would impact the
effective stringency of the standards
and, if so, whether either GEM or the
regulations need to be revised to address
the changes (see 85 FR 28145, May 12,
21020). This section presents the
changes we are adopting to GEM after
consideration of comments received.
Additional details on these and other
amendments or clarifications requested
by commenters and our responses are
available in Chapter 2 of our Response
to Comments.
GEM is a computer application that
estimates the greenhouse gas (GHG)
emissions and fuel efficiency
performance of specific aspects of
heavy-duty (HD) vehicles. GEM is used
to determine compliance with the Phase
2 standards from several vehiclespecific inputs, such as engine fuel
maps, aerodynamic drag coefficients,
and vehicle weight rating. GEM
simulates engine operation over two
cruise cycles, one transient cycle, and
for vocational vehicles, idle operation.
These results are weighted by GEM to
provide a composite GEM score that is
compared to the standard.
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EPA proposed to update GEM, in a
revised version 3.5 to replace the
current version 3.0, and requested
comment on whether the differences in
GEM would impact the effective
stringency of the standards and, if so,
whether either GEM or the regulations
need to be revised to address the
changes. We received one comment on
the proposal on this topic from the
California Air Resources Board (CARB),
stating the importance of GEM results
being consistent with the current
program standards to ensure stringency
is maintained and recommending that
EPA revise GEM to maintain this
consistency.
After considering the comment and
further evaluating the performance of
GEM 3.5 with the input files used to set
the Phase 2 vehicle standards, EPA is
finalizing GEM version 3.5.1 applicable
for MY 2021 vehicles that includes the
changes proposed in version 3.5 as well
as changes that correct three errors in
the GEM 3.5 code. The following
changes were proposed in version 3.5
and are finalized in version 3.5.1 to
allow additional compliance flexibilities
and improve the vehicle simulation:
• Corrected how idle emission rates
are used in the model.
• Increased the allowable weight
reduction range to 25,000 pounds.
• For powertrain input, added an
input for powertrain rated power to
scale default engine power.
• Recalibrated driver over speed
allowance on cruise cycles from 3 mph
to 2.5 mph.
• Revised engine cycle generation
outputs with corrected engine cycle
generation torque output from model
based on simulated inertia and rate
limited speed target.
• Added scaling of powertrain
simulation default engine and
transmission maps based on new rated
power input.
• Changed interpolation of fuel map
used in post processing to be consistent
with one used in simulation.
• Corrected accessory load value on
powertrain test when coasting or
decelerating.
• Added torque converter k-factor
input option.
• Cycle average cycles: added flag for
points that are to be considered ‘‘idle.’’
• Improved handling of large input
tables.
• Allow hybrid engine input.
The three additional changes in GEM
3.5.1 correct the following errors in
GEM 3.5 code: (1) A typographical error,
where GEM used a weighting factor of
0.25 instead of 0.23 for the Heavy
Heavy-Duty (HHD) Multipurpose
vehicle subcategory; (2) an idle map
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error when the cycle average fuel
mapping procedure is used for all three
drive cycles; and (3) a functional error
that unnecessarily required
transmission power loss data when
using the option to enter a unique
(instead of default) k-factor for the
torque converter. The GEM version we
are releasing with and incorporating by
reference in this final rule is identified
as ‘‘3.5.1.’’
EPA is also issuing a supplemental
proposal published in the Proposed
Rules section of this issue of the Federal
Register, titled ‘‘Improvements for
Heavy-Duty Engine and Vehicle Test
Procedures,’’ docket number EPA–HQ–
OAR–2019–0307; FRL–10018–51–OAR.
This supplemental proposal provides
notice and opportunity for comment on
a proposed further updated version of
GEM for MY 2022 and later, proposes to
allow use of the updated model for MY
2021 for demonstrating compliance with
the Phase 2 standards, including
obtaining a certificate of conformity and
submitting end-of-year reports, and
requests comment on whether this
version of GEM should be required for
MY2021 end-of-year reports. This
proposed revised version in the
supplemental proposal includes
corrections, clarifications, additional
flexibilities, and adjustment factors to
the Greenhouse gas Emissions Model
(GEM) compliance tool for heavy-duty
vehicles after consideration of
comments received on the proposed
rule. The supplemental proposal
proposes limiting the use of GEM 3.5.1
to MY 2021 vehicles only, except where
this MY 2021 data can be used for
carryover requests for certificates of
conformity for MY 2022 and future
years for qualifying vehicles under
§ 1036.235(d); however, manufacturers
would still need to use GEM 3.8 for endof-year reporting for MY 2022 and
future years.
EPA is finalizing GEM 3.5.1 after
considering comments, further
evaluating the performance of GEM
3.5.1 with the input files used to set the
Phase 2 vehicle standards, considering
the corrections and improvements made
in GEM 3.5.1, and identifying potential
additional corrections and
improvements for GEM. Evaluation of
GEM 3.5.1 indicated that there was
some difference in output 96results for
both tractor and vocational vehicles
when compared to GEM 3.0. To assess
the magnitude of any differences
between using GEM 3.0 and GEM 3.5.1,
we repeated the process used in 2016 to
calculate the numerical level of the
vehicle standards, replacing GEM 3.0
with GEM 3.5.1. On average, the
differences in the resulting standards
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from using GEM 3.5.1 instead of GEM
3.0 are decreases of 0.09 percent and
0.54 percent for the tractor and
vocational vehicle standards,
respectively. The tractor standards
resulting from GEM 3.5.1 ranged from
0.29 percent below to 0.15 percent
above the GEM 3.0 standards. The
vocational vehicle standards resulting
from GEM 3.5.1 ranged from 0.32
percent above to 1.45 percent below the
GEM 3.0 standards. A summary of the
process taken to calculate the vehicle
standards using GEM and a comparison
of the results generated by GEM 3.0 and
GEM 3.5.1 are provided in a docket
memo.7
We are finalizing GEM 3.5.1 without
adopting adjustment factors in the
related test procedures.8 In the same
memo noted previously, we compare
the GEM 3.8 results to those from GEM
3.0. In the supplemental proposal, EPA
proposes GEM 3.8 and corresponding
adjustment factors to adjust the results
to more closely match the results
produced by the original GEM 3.0
version and we intend to issue a final
rule before the start of model year 2022.
If finalized as proposed, we would limit
the potential impact on effective
stringency due to a change in GEM
versions to model year 2021 only, which
should have a minimal impact on the
effective stringency and environmental
benefits of the overall Phase 2 program.
6. Aerodynamic Test Procedures
EPA proposed several updates to the
testing and modeling provisions of 1037
subpart F related to aerodynamic testing
and requested comment on general
improvements to the aerodynamic test
procedures and compliance provisions
(see 85 FR 28147). This section presents
the changes we are adopting to
aerodynamic test procedures after
consideration of comments received.
Additional details on these and other
aerodynamic amendments or
clarifications requested by commenters
and our responses are available in
Chapter 2 of our Response to Comments.
a. Aerodynamic Measurements for
Tractors
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The aerodynamic drag of a vehicle is
determined by the vehicle’s coefficient
of drag (Cd), frontal area, air density and
speed. The regulations in § 1037.525
7 Sanchez, James, Memorandum to Docket EPA–
HQ–OAR–2019–0307. Process of Using GEM to Set
Vehicle Standards. December 4, 2020.
8 Greenhouse gas Emissions Model (GEM) Phase
2, Version 3.5.1, December 2020. A working version
of this software is also available for download at
https://www.epa.gov/regulations-emissionsvehicles-and-engines/greenhouse-gas-emissionsmodel-gem-medium-and-heavy-duty.
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allow manufacturers to use a range of
techniques, including wind tunnel
testing, computational fluid dynamics,
and constant speed tests. This broad
approach is appropriate given that no
single test procedure is superior in all
aspects to other approaches. However,
we also recognized the need for
consistency and a level playing field in
evaluating aerodynamic performance.
To address the consistency and level
playing field concerns, EPA adopted an
approach that identified coastdown
testing as the reference aerodynamic test
method, and specified a procedure to
align results from other aerodynamic
test procedures with the reference
method by applying a correction factor
(Falt-aero) to results from alternative
methods (§ 1037.525(b)). We are adding
a sentence to the introductory text of
§ 1037.525 to clarify that coastdown
testing is the ‘‘reference method for
aerodynamic measurements’’.
In the proposed rule, we proposed to
separate § 1037.525(b)(1) into a
paragraph (b)(1) defining Falt-aero and a
new paragraph (b)(2) allowing
manufacturers to assume Falt-aero is
constant for a given alternate method.
We are finalizing two separate
paragraphs and the subsequent
renumbering of the remaining
paragraphs as proposed except as
explained here. Our proposed update to
the definition of Falt-aero in Equation
1037.525–1 and the related text in
§ 1037.525(b)(1) inadvertently removed
the definition of effective yaw, ψeff,
which is used throughout § 1037.525
and incorrectly replaced the CdA
variables measured at yeff with windaveraged CdA values, as noted in
comment by EMA. We agree that
Equation 1037.525–1 should continue to
be based on the definition from HD GHG
Phase 2 final rule such that Falt-aero is a
function of the coefficient of drag areas
at the effective yaw angle. We are
finalizing paragraph (b)(1) with the
same Equation 1037.525–1 as the
current requirement but with the
updated variable names throughout
§ 1037.525 (and where referenced in
§ 1037.525(h)(12)(v)) to more clearly
relate the drag areas to the defined
effective yaw variable, as recommended
by EMA.9 We are also adding a
‘‘Where:’’ statement to Equation
1037.525–1 to define the variables in
that equation and are restoring the
existing language we proposed to
remove that defines the effective yaw
9 The variables C A
d effective-yaw-coastdown and
CdAeffective-yaw-alt are now CdAcoastdown(ψeff) and
CdAalt(ψeff), respectively.
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angle to apply for Phase 1 and Phase 2
compliance.
We proposed and received no adverse
comments on two additional changes in
§ 1037.525(b). In paragraph (b)(3), we
proposed and are finalizing removal of
the sentence ‘‘Where you have test
results from multiple vehicles expected
to have the same Falt-aero, you may either
average the Falt-aero values or select any
greater value.’’ By removing this
statement, we are allowing
manufacturers the flexibility to propose
a method for calculating their Falt-aero
from multiple test vehicles that suits
their unique compliance margin targets.
In paragraph (b)(5), we proposed to add
a statement that manufacturers may test
earlier model years than the 2021, 2024,
and 2027 model years specified and are
finalizing additional clarifying text and
a new example. We are finalizing two
additional typographical edits
correcting references to our renumbered
paragraphs in the paragraph (b)(5). The
reference to ‘‘paragraph (b)(2)’’ was
corrected to paragraph (b)(3) and the
reference to ‘‘this paragraph (b)(4)’’ was
corrected to paragraph (b)(5). Finally,
we are adding the phrase ‘‘drag area
from your alternate method’’ to describe
the previously undefined term, CdAalt.
EPA proposed a change to
§ 1037.525(b)(7), to clarify that the use
of good engineering judgment with
respect to the specified tractor-trailer
gap dimension ‘‘applies for all testing,
including confirmatory and SEA
testing’’. Both EMA and Volvo requested
further clarification through use of an
example. We are finalizing three
clarifying changes to § 1037.525(b)(7).
First, we are adding a reference to the
tractor-trailer gap specifications in
§ 1037.501(g)(1)(ii), as requested.
Second, we provide an example of good
engineering judgment that could be
applied to correct a difference between
the specified and tested tractor-trailer
gaps. Lastly, we clarify that the
allowance applies ‘‘for certification,
confirmatory testing, SEA, and all other
testing to demonstrate compliance with
standards.’’
We also proposed a provision to our
regulations at § 1037.525(b)(8) to
encourage manufacturers to proactively
coordinate with EPA to have
compliance staff present when a
manufacturer conducts its coastdown
testing to establish Falt-aero values.
Section 208 of the Clean Air Act
provides EPA broad oversight authority
for manufacturer testing. Being present
for the testing would give EPA greater
confidence that the test was conducted
properly, and thus, would make it less
likely that EPA would need to conduct
aerodynamic confirmatory testing on the
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vehicle. Consistent with the intent of
the proposed revision and EPA’s
authority under section 208, we are
finalizing in § 1037.525(b)(8) a provision
that refers to the existing preliminary
approval provisions of § 1037.210 with
the note that EPA may witness the
testing. Section 1037.210 provides an
established protocol for manufacturers
to coordinate with EPA for testing.
EMA’s comment requested additional
modifications to the yaw sweep
correction provisions in § 1037.525(c),
suggesting that coastdown results do not
need to be corrected to wind-averaged
and that all of paragraph (c)(2) was
‘‘unnecessary’’ because another
regulatory provision ‘‘serves that
function’’. Their request appears to be a
misunderstanding of the existing
regulations. Wind-averaged drag area
(CdAwa) is a required input for GEM in
Phase 2. Paragraph (c)(1) specifies how
to calculate CdAwa when using an
alternate test method and paragraph
(c)(2) specifies how to calculate it for
coastdown testing. EPA may use
coastdown for confirmatory testing and
manufacturers may choose to use
coastdown testing for all aerodynamic
testing. Consequently, paragraph (c)(2)
is needed to properly calculate the
wind-averaged input required by GEM
in these situations. To address any
potential confusion on the necessity of
both paragraphs under the current
regulatory text, we are finalizing three
updates to § 1037.525(c) as follows:
• Clarifying the use of the yaw
correction provisions by revising
paragraph (c) introductory text to add
‘‘as specified in § 1037.520’’ and to
remove the phrase ‘‘differences from
coastdown testing’’ that only applies to
paragraph (c)(1).
• Updating the text of paragraphs
(c)(1) and (2) to more clearly
communicate that they are two separate
options that apply based on which
testing method is chosen.
• Adopting the updated drag area
variable names from § 1037.525(b).
b. Aerodynamic Measurements for
Vocational Vehicles
We did not specifically propose
changes to or request comment on our
procedures for measuring aerodynamic
performance of vocational vehicles in
§ 1037.527. EMA commented that the
existing provisions of § 1037.527 to
determine a ΔCdA value for vocational
vehicles refer to the trailer provisions in
§ 1037.526; however, § 1037.526 does
not specify how to choose an
appropriate baseline for vocational
vehicles. EMA requested that
manufacturers should be able to
‘‘choose an appropriate baseline vehicle
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for the technology and applications’’.
We are not taking any final action on
this issue at this time. However, we are
providing a summary of the current
provisions and their original intent in
this preamble to assist manufacturers.
The current § 1037.527(a) states that
ΔCdA is determined for vocational
vehicles as follows: ‘‘Determine ΔCdA
values by performing A to B testing as
described for trailers in § 1037.526, with
any appropriate adjustments, consistent
with good engineering judgment.’’ The
A to B testing provisions for trailers are
specified in § 1037.526(a), where
paragraph (a)(1) describes the baseline
trailer, paragraph (a)(2) describes the
general intent of the A to B test, and
paragraph (a)(3) describes how to
calculate the ΔCdA from the test results.
We acknowledge that the reference to
a ‘‘standard trailer’’ in § 1037.526(a)(1)
may cause confusion to vocational
vehicle manufacturers, since it would be
a challenge to identify a single
‘‘standard’’ vehicle to represent the
range of vocational applications.
However, the baseline trailer
description in that paragraph equates to
a trailer without aerodynamic
components, which is the key aspect of
that baseline description the regulatory
cross-reference in § 1037.527(a) applies
to vocational vehicles. The trailer
provision of § 1037.526(a)(2) states that
the general intent of the A to B test is
to ‘‘demonstrate the reduction in
aerodynamic drag associated with the
improved design’’, which can be
directly applied to vocational vehicles.
The general process of calculating ΔCdA
in § 1037.526(a)(3) could be applied to
vocational vehicles as well, but its
reference to test trailer and baseline
trailer may cause confusion for reasons
similar to those discussed for
§ 1037.526(a)(1).
Similar to the trailer provision, a
vocational vehicle’s aerodynamic
performance is based on a ΔCdA value
relative to a baseline vehicle.
Manufacturers wishing to perform
aerodynamic testing on their vocational
vehicles are encouraged to coordinate
with their Designated Compliance
Officer and use the existing provision in
§ 1037.527, including its reference to the
description of how to do so for the
trailer-specific provision in § 1037.526.
As noted in § 1037.527(a), we expect
manufacturers to make ‘‘appropriate
adjustments’’ when applying the crossreferenced provision to vocational
vehicle testing consistent with good
engineering judgment. When followed,
this should result in a manufacturer
choosing an appropriate baseline
vehicle, similar to the clarification
requested by the commenter. For
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example, a manufacturer may choose an
aerodynamic test method, determine a
baseline CdA value (in m2) using a
vehicle that represents a production
configuration without the aerodynamic
improvement, then repeat the same
aerodynamic method for a test vehicle
that is a nearly equivalent configuration
but includes the aerodynamic
improvement of interest. In this case,
the manufacturer would calculate ΔCdA
by subtracting the measured drag area
for the test vehicle from the drag area for
the baseline vehicle. Calculating ΔCdA
in this manner would generally be
consistent with the intent that the test
‘‘accurately demonstrate the reduction
in aerodynamic drag associated with the
improved design’’ for the vocational
vehicle since any improvement to
aerodynamic performance would be
attributable to the aerodynamic
technology on the test vehicle.
c. Computational Fluid Dynamics
Procedures
We proposed one correction to our
computational fluid dynamics (CFD)
provisions of § 1037.532 that replaced
the incorrect ‘‘or’’ in paragraph (a)(1)
with ‘‘and’’ to include yaw angles of
+4.5° and ¥4.5°. EMA requested three
additional modifications related to our
CFD provisions. In § 1037.532(a)(3),
they requested that we clarify our
specified Reynolds number of 5.1
million is based on the 102-inch trailer
width as the characteristic length. We
agree with this suggestion and updated
the language in § 1037.532(a)(3) for
clarity that the Reynolds number is
based on a 102-inch trailer width
consistent with our specifications for a
‘‘standard trailer’’ in § 1037.501(g)(1)(i).
EMA also suggested the phrase ‘‘the
General On-Road Simulation’’ in
§ 1037.532(a)(4) be replaced with ‘‘an
open-road simulation’’ to avoid
confusion with SAE International’s
revisions of SAE J2966 to incorporate
the impact of traffic. We agree that
open-road simulation is representative
of our initial intent and are updating the
regulatory text of § 1037.532(a)(4). See
Chapter 2 of our Response to Comments
for additional details.
EMA’s third request was that we
remove the requirement to set the ‘‘free
stream turbulence intensity to 0.0
percent’’ in § 1037.532(a)(5), and instead
recommended we replace that
requirement with a ‘‘uniform inlet
velocity profile.’’ EPA is not taking any
final action on revision to that
paragraph at this time. Furthermore,
EPA disagrees with the requested
change to paragraph (a)(5). Turbulence
intensity is a common parameter in CFD
packages and, as described in Chapter
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3.2.2.3 of the Final Regulatory Impact
Analysis (Final RIA) for the HD Phase
2 Rule, we evaluated a range of
turbulence intensities and intentionally
specified a value of zero to ensure
consistency, stating that ‘‘Turbulence
intensity must be 0.0 percent.’’ 10
Manufacturers who wish to use
alternative parameters and criteria
related to their CFD models, which
includes seeking to substitute the
specified turbulence intensity with a
uniform inlet velocity profile, continue
to have the option to seek to do so
through requesting EPA approval under
§ 1037.532(f).
CARB requested EPA add provisions
that set a requirement for a maximum
limit of computational elements to
perform Computational Fluid Dynamics
(CFD) simulation, define a specific
transient averaging methodology,
quantify the uncertainty in using CFD
simulation, and assess CFD simulation
credibility. We are not taking any final
action on these requests, but may
consider the changes suggested by the
commenter in an appropriate future
rulemaking with notice and comment.
See our complete response in Chapter 2
of our Response to Comments.
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7. Hybrid Powertrain Test Procedures
As explained above in Sections II.A.1
and II.A.2, EPA proposed several
updates to the hybrid powertrain test
procedures that apply to engine and
vehicle standards provisions in 40 CFR
1036.503, 1036.505, 1036.510, and
1036.527, 40 CFR part 1036, appendix
B, and 40 CFR 1037.550 related to how
to perform hybrid powertrain testing
and requested comment on general
improvements to the hybrid powertrain
test procedure provisions (see 85 FR
28152). This section further explains, in
addition to the specific descriptions in
Sections II.A.1. and II.A.2. above, the
changes we are adopting to hybrid
powertrain test procedures after
consideration of comments received.
Additional details on these and other
hybrid powertrain testing and
measurement amendments or
clarifications requested by commenters
and our responses are available in
Chapter 2 of our Response to Comments.
a. Hybrid Test Procedures for Engine
Standards
EPA worked with industry prior to
proposal and also considered input
provided during this rulemaking to
develop a powertrain test procedure that
10 US EPA, US DOT/NHTSA. Greenhouse Gas
Emissions and Fuel Efficiency Standards for
Medium- and Heavy-Duty Engines and Vehicles—
Phase 2: Regulatory Impact Analysis. EPA–420–R–
16–900. August 2016. Page 3–41.
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includes the addition of a transmission
model to GEM and options in GEM to
test without the transmission present,
using the model in its place to be used
to certify a hybrid powertrain to the FTP
and SET HD GHG Phase 2 greenhouse
gas engine standards. The two primary
goals of this development process were
to make sure that the powertrain version
of each test cycle was equivalent to the
respective engine cycle in terms of
positive power demand versus time and
that the powertrain cycle had
appropriate levels of negative power
demand.
Our current regulations do not have a
certification procedure for powertrain
certification of heavy-duty hybrid
vehicles to any engine standards. The
powertrain certification test for
certification to both the FTP and SET is
carried out by following 40 CFR
1037.550 as described in 40 CFR
1036.505 and 1036.510 and is
applicable for powertrain systems
located in the P0, P1, P2, and P3
positions.
For this test procedure, EPA is
finalizing addition of a vehicle speed
and road grade profile to the existing
FTP duty cycles for compressionignition and spark-ignition engines in
40 CFR part 1036, appendix B, and to
the SET duty cycle in 40 CFR 1036.505.
EPA also is finalizing vehicle
parameters to be used in place of those
in 40 CFR 1037.550; namely vehicle test
mass, vehicle frontal area, vehicle drag
area, coefficient of rolling resistance,
drive axle ratio, tire radius, vehicle curb
mass, and linear equivalent mass of
rotational moment of inertias. Under the
final test procedure, determination of
system and continuous rated power
along with the maximum vehicle speed
(C speed) is also required using 40 CFR
1036.527. Under the final test
procedure, the combination of the
generic vehicle parameters, the engine
duty-cycle vehicle speed profile, and
road grade profile fully defines the
system load and this is designed to
match up the powertrain load with the
compression-ignition engine vFTP,
spark ignition engine vFTP, and vSET
load for an equally powered engine.
The development of this test
procedure was based on the process
contained in Global Technical
Regulation No. 4.11 12 Generally
11 United Nations Economic Commission for
Europe. Addendum 4: Global technical regulation
No. 4. Test procedure for compression ignition (C.I.)
engines and positive-ignition (P.I.) engines fueled
with natural gas (NG) or liquefied petroleum gas
(LPG) with regard to the emission of pollutants
Amendment 3., March 12, 2015.
12 Six, C., Siberholz, G., Fredriksson, J., Geringer,
B., Hausberger, S. Development of an exhaust
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speaking, the final test procedure is
powertrain in the loop using a vehiclebased cycle (vehicle speed vs. time and
grade vs. time). The final vehicle speed
profiles were developed by following
SAE 2012–01–0878.13
The engine operational profile for
engines installed in vehicles depends on
the entire vehicle setup, including the
use of hybrid systems if applicable, thus
the entire vehicle must be considered
when certifying a powertrain. Given that
heavy duty vehicles can vary quite a bit
even though the powertrain
configuration remains unchanged,
testing of every conceivable
configuration is not possible; therefore,
a representative average vehicle,
consisting of generic vehicle parameters,
is used to provide a representative
configuration for certification testing.
Generic vehicle parameters were
developed with the intent of
maintaining the same system load for
engines installed in conventional
vehicles and hybrid systems with the
same power rating to maintain
comparability in terms of emissions.14
EPA is finalizing vehicle parameters
for hybrid powertrain testing in place of
those in 40 CFR 1037.550 to be used in
the vehicle model in 40 CFR
1037.550(f). These final parameters can
be found in 40 CFR 1036.505 (via
reference from 40 CFR 1036.510 for FTP
testing) and included vehicle test mass,
M, vehicle frontal area, Afront, vehicle
drag area, CdA, coefficient of rolling
resistance, Crr, drive axle ratio, ka, tire
radius, r, transmission efficiency if the
hybrid powertrain is being tested
without the transmission, axle
efficiency, Effaxle, vehicle curb mass,
Mcurb, and linear equivalent mass of
rotational moment of inertias, Mrotating.
The requirements for the determination
of these parameters were taken from the
Global Technical Regulation (GTR) No.
4 referenced above.
Under the final test procedure, to
align the system demands for
conventional and hybrid engines, the
generic vehicle parameters are defined
as a function of the system’s power
emission and CO2 measurement test procedure for
heavy-duty hybrids (HDH). October 27, 2014.
Available online at: https://wiki.unece.org/
download/attachments/4064802/20141027_ACEA_
Report.pdf?api=v2.
13 Andreae, M., Salemme, G., Kumar, M., and
Sun, Z., ‘‘Emissions Certification Vehicle Cycles
Based on Heavy Duty Engine Test Cycles,’’ SAE Int.
J. Commer. Veh. 5(1):299–309, 2012, https://doi.org/
10.4271/2012-01-0878.
14 Six, C., Siberholz, G., Fredriksson, J., Geringer,
B., Hausberger, S. Development of an exhaust
emission and CO2 measurement test procedure for
heavy-duty hybrids (HDH). October 27, 2014.
Available online at: https://wiki.unece.org/
download/attachments/4064802/20141027_ACEA_
Report.pdf?api=v2.
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rating. 40 CFR 1036.527 provides the
procedure for determining the peak
rated power, Prated, and continuous rated
power of the hybrid system, Pcontrated,
that goes into the vehicle test mass
determination. These revisions also
provide a procedure for the
determination of the maximum vehicle
speed (C speed), vrefC. In general, the
process for determining both Prated and
Pcontrated is very similar to the GTR No.
4 hybrid system rated power
determination procedure with a few
exceptions. In the final 40 CFR 1036.527
procedure, the default axle efficiency is
0.955 because that is the default value
in GEM. The determination of
continuous rated power in the final EPA
process versus the system rated power
in the GTR No. 4 process is to address
the lack of a steady state vehicle test
cycle in GTR No. 4. The full throttle test
to determine system rated power in GTR
No. 4 lasts 50 to 150 seconds and GTR
No. 4 determines rated power as peak
power during these tests. While this
process is appropriate for the FTP, the
SET is 2400 seconds long and the
extended operation at some high speed
and load points can lead to some hybrid
systems not being able to sustain peak
power over the course of the test due to
thermal limitations on the motor
generator (generally due to material
limitations) and limitations on the
battery storage capacity and available
usable energy. Under these scenarios,
the hybrid system will typically derate
the motor generator to thermally protect
it, resulting in a sustained peak power
that is lower than that determined using
the GTR No. 4 process.
Under the final test procedure, the
powertrain system rated power
determination in 40 CFR 1036.527
includes the determination of both peak
and continuous rated power. The peak
rated power (Prated) is used in the
transient FTP test procedure, while the
continuous rated power (Pcontrated) is
used in the steady-state SET test
procedure. The vehicle C speed, vrefC, is
also determined as a result of this
process. This is the maximum vehicle
speed at which Psys equals Pcontrated.
The final compression-ignition vFTP
duty cycle vehicle speed profile was
derived from the compression-ignition
FTP vehicle duty-cycle developed in
SAE 2012–01–0878. In this work, a
vehicle FTP cycle and a vehicle SET
cycle were created based on the
transient diesel engine FTP and engine
SET duty cycles. The vehicle cycles are
the same duration and have similar
power requirements and performance
when compared to the engine cycles.
The alignment of the engine and vehicle
cycles maintain a consistency within
vehicle and engine emissions
evaluations. The compression-ignition
FTP vehicle speed profile is not
applicable to the spark-ignition FTP
vehicle speed profile due to differences
in the engine duty-cycle lengths, speed
profiles, and torque profiles. Thus, a
separate vehicle speed profile had to be
developed for the spark-ignition FTP
duty cycle. Using the methodology in
SAE 2012–01–0878, a vehicle speed
profile was developed for the sparkignition FTP duty cycle and a
comparison between the two cycles can
be found in Table II–2. The vehicle
speed profiles can be found in Figure II–
1 and Figure II–2.
TABLE II–2—COMPARISON BETWEEN FTP VEHICLE DUTY-CYCLE METRICS FOR VEHICLES WITH COMPRESSION-IGNITION
AND SPARK-IGNITION ENGINES
Compression-ignition
FTP vehicle
duty cycle
Cycle metric
Maximum acceleration (m/s2) ..................................................................................................................
Maximum deceleration (m/s2) ..................................................................................................................
Average speed (mph) ..............................................................................................................................
Maximum speed (mph) ............................................................................................................................
Stop duration (%) .....................................................................................................................................
Distance (miles) .......................................................................................................................................
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Spark-ignition
FTP vehicle
duty cycle
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The road gradient profile is designed
to further align the powertrain system
load for engines installed in
conventional vehicles and hybrid
systems to eliminate the deviations in
cumulative work done between the
engine and powertrain test. The grade
profiles were developed to align the
power versus time and cycle work of the
vehicle profiles (compression-ignition
vFTP, spark-ignition vFTP, and vSET) to
the compression-ignition and sparkignition FTPs, and SET. The general
process was based on the development
of the grade profile for the World
Harmonized Vehicle Cycle (WHVC).15 A
reference normalized power curve was
generated using denormalized torque
and speed curves from 50 different
compression-ignition engines with
multiple engine ratings for the
compression-ignition FTP, and SET.
The denormalized curves were
normalized individually for each engine
based on the engine’s rated power. The
normalized power curves were then
averaged to define the final reference
normalized power curve. Ten different
spark-ignition engine torque curves
were used for the spark-ignition FTP.
The duty-cycle velocity profile over
time was then divided into multiple
mini-cycles. Within each mini-cycle, a
constant grade was defined in such a
way that the energy calculated from the
normalized power curve was matched
for a given engine power rating. Power
ratings between 100 and 500 kW were
used to develop the compressionignition vFTP, spark-ignition vFTP, and
vSET duty-cycles. The average slope
was calculated from the road grade
profiles generated for the power ratings
between 100 and 500 kW. The average
fixed slope was calculated for every
time step along the drive cycle, and a
second order polynomial was chosen for
the FTP duty-cycles to describe
correlation between, and account for the
differences in, the average fixed and
individual slopes based on the rated
power (Prated) of the powertrain. The
equation and coefficient descriptions
follow:
Equation 11-1
Where a is error compensation in %/
kW2, b is error compensation in %/kW,
and c is the average fixed slope pattern.
Negative road grade is included in the
profile to ensured that a representative
amount of recuperation energy is
provided by the test cycle for hybrid
applications. This enables accurate
cycle power/work alignment for all
vehicles with the FTP duty cycles for
both compression-ignition and sparkignition engines. Example vehicle road
15 Six, C., Siberholz, G., Fredriksson, J., Geringer,
B., Hausberger, S. Development of an exhaust
emission and CO2 measurement test procedure for
heavy-duty hybrids (HDH). October 27, 2014.
Available online at: https://wiki.unece.org/
download/attachments/4064802/20141027_ACEA_
Report.pdf?api=v2.
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01:55 Jun 29, 2021
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29JNR2
ER29JN21.004</GPH>
= a · P;ated + b · Prated + c
ER29JN21.003</GPH>
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34324
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
grade profiles for a 350 kW
compression-ignition and 400 kW spark-
ignition engine can be found in Figure
II–3 and Figure II–4.
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Figure 11-4 Spark-Ignition FTP vehicle grade profile for a 400 kW engine.
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During additional review of the
development of the road grade profile
for vSET included in the proposal, it
became apparent that the powertrain
might not be able to achieve the default
vehicle C speed of 75.0 mph. To provide
a representative maximum vehicle
speed and vehicle A and B speeds that
are scaled to the C speed in the final test
procedure, the determination of vehicle
C speed was added as an additional
revision to 40 CFR 1036.527. This
maximum achievable vehicle speed is
used as the vehicle C speed in Table 1
of § 1036.505 and A and B speed are
calculated as described in 40 CFR
1036.505. The final test procedure
replaces the proposed maximum vehicle
C speed and the default vehicle A and
B speeds in the proposed additions to
Table 1 of § 1036.505 with these
calculated speeds. Adding the
34325
allowance to scale the vSET test speeds
based on the vehicle maximum
achievable speed required an
accounting of the effect of these lower
speeds on the road grade determination.
This resulted in an expansion of the
proposed second order polynomial
equation for the vFTP to include vehicle
speed in the final test procedure. The
expanded equation and coefficient
descriptions follow:
Equation 11-2
= a · P(ontrated + b · Pfontrated · Vref[speed] + C • Pfontrated + d · v;ef[speed] + e
· Pcontrated · Vref[speed]
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Where a is error compensation in %/
kW3, b is error compensation in %/
kW2·mi/hr, c is error compensation in
%/kW2, d is error compensation in %/
(mi/hr)2, e is error compensation in %/
kW·mi/hr, f is error compensation in %/
kW, g is error compensation in %/mi/
hr, and h is the average fixed slope
pattern. Negative road grade is included
in the profile to ensure that a
representative amount of recuperation
energy is provided by the test cycle for
hybrid applications. This enables
accurate cycle power/work alignment
for all vehicles with the engine SET
duty-cycle.
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+f
· Pcontrated
+ B · Vref[speed] + h
The final test procedure also includes
updates to the road grade coefficients
for the compression-ignition and sparkignition vFTP duty cycles from those
proposed. EPA further reviewed the
GTR No. 4 process and noted that the
work in mini cycles number 4 and 6 was
set to zero. This was a policy decision
made during the GTR No. 4 process but
is not appropriate for the generation of
EPA’s duty-cycles, which should
include the actual work for these two
mini cycles. While this improvement
results in only a marginal difference
from that proposed, it provides a more
aligned comparison of work between the
engine and vehicle duty-cycles. The
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result of this was included in the final
test procedure in updated coefficients
for the compression-ignition vFTP,
spark-ignition vFTP, and vSET duty
cycles (vSET improvements are in
addition to the road grade coefficient
updates already discussed). Figure II–5
and Figure II–6 show a comparison of
the effect on work matching from
changing the mini cycle work in mini
cycles number 4 and 6 from zero to the
actual work for a 300 kW engine. Note,
this final test procedure is limited to
hybrid powertrains to avoid having two
different testing pathways for nonhybrid engines for the same standards.
E:\FR\FM\29JNR2.SGM
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Road Grade
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
80
70
60
I...
50
j
40
30
20
10
o
o
500
1000
1500
2000
2500
lime (s)
-
-SET Model Road Load Equation
...... SET Normalized Power Curve
Figure 11-5 Comparison ofvSET work from the engine normalized power curve to the vehicle road load
equation prior to code correction for a 300 kW engine.
90
.,,---·
80
.,..,,.,
70
I
60
/
./"
.
_/
I,,'
_.,/ /"
-· ...-
_,,,/
..-i--
.,..,,-' I'
30
_//
20
/
10 _,
.,,,1'
I
II
I
/
0
!
I
I
//
0
/
!
I'
II
500
1000
1500
I
2000
2500
Time (s)
-
-SET Model Road Load Equation
•····· SET Normalized Power Curve
BILLING CODE 6560–50–C
b. Hybrid Test Procedures for Vehicle
Standards
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i. Hybrid Fuel Maps
We are finalizing an option, after
consideration of comments received, to
generate fuel maps for engine hybrids
using the powertrain test procedure in
40 CFR 1037.550. This was done by
updating the hybrid engine test
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procedures finalized in 40 CFR
1036.503, 1036.505, 1036.527, and
1037.550 and include the addition of a
transmission model to GEM and options
in GEM to test without the transmission
present, using the model in its place.
ii. Mild Hybrid Certification
Under the Phase 2 regulations,
manufacturers must conduct powertrain
testing if they wish to take credit for
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hybrid systems, including mild hybrid
systems. However, manufacturers have
expressed concerns about the cost of
powertrain testing and that the existing
procedure may not measure
improvements from certain mild hybrid
systems. EPA requested comment on
alternative means of evaluating mild
hybrids noting that manufacturers have
asked EPA to consider the following
options:
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Figure 11-6 Comparison ofvSET work from the engine normalized power curve to the vehicle road load
equation after code correction for a 300 kW engine.
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
• Allow manufacturers to test a
powertrain and apply analytically
derived scaling factors to others (e.g.,
scale by fraction of battery capacity or
motor capacity) under 40 CFR
1037.235(h).
• Allow manufacturers to use
international test procedures for battery
capacity, motor power, and motor
efficiency.
• Provide smaller credit (potentially
with a volume limit and/or only for
limited time) in exchange for less testing
(e.g., reduced benefit when using the
simplified model spreadsheet that is
available under docket no. EPA–HQ–
OAR–2014–0827–2109).
Commenters generally responded
with support for EPA addressing mild
hybrid certification but did not provide
any concrete means to address concerns
surrounding the cost of powertrain
testing. In addition, commenters stated
that the existing procedures in the
proposal may not measure
improvements from certain mild hybrid
systems. This section presents the
changes we are adopting to hybrid test
procedures after consideration of
comments received. Additional details
on these and other hybrid test procedure
amendments or clarifications requested
by commenters and our responses are
available in Chapter 2 of our Response
to Comments.
After further consideration, including
the lack of additional input on these
mild-hybrid certification options, we
have concluded that the engine hybrid
test procedure proposed in this rule, is
the best pathway for these hybrids. This
will allow a manufacturer to test a mild
hybrid engine without having to certify
the hybrid with a transmission under
the powertrain testing option. Finalizing
these changes allows the test results to
better reflect the performance of mild
hybrid’s that are not integrated into the
transmission, without requiring that the
transmission be part of the certified
configuration. Finalizing this procedure
also allows the test results to be used for
additional appropriate vehicles, since
the test results will not be limited to the
transmission that was included during
the test, as is required for non-hybrid
powertrains utilizing 40 CFR 1037.550.
This mild hybrid engine test procedure
was finalize via additions to the hybrid
powertrain test procedure revisions in
40 CFR 1036.503, 1036.505, 1036.510,
1036.527, and 1037.550 and includes
the addition of a transmission model to
GEM and options in GEM to test
without the transmission present, using
the model in its place.
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B. Heavy-Duty Engine GHG Emission
Standards and Flexibility
1. Revisions to Credit Provisions for
Vocational Engine Emissions Standards
EPA proposed several updates to the
credit provisions related to credit
provisions for vocational engines and
requested comment on these credit
provisions (see 85 FR 28145). This
section presents the changes we are
adopting to vocational engine credit
provisions after consideration of
comment received. Additional details
on comment on these credit provisions
and our response are available in
Chapter 2.4 of our Response to
Comments.
In developing the baseline emission
rates for vocational engines in the final
Phase 2 rulemaking, we considered MY
2016 FTP certification data for diesel
engines, which showed an unexpected
step-change improvement in engine fuel
consumption and CO2 emissions
compared to data considered in the
proposed rule. The proposed baseline
emission rates came from the Phase 1
standards, which in turn were derived
from our estimates of emission rates for
2010 engines. The underlying reasons
for this shift in the 2016 Phase 2 final
rule were mostly related to
manufacturers optimizing their selective
catalytic reduction (SCR) thermal
management strategy over the FTP in
ways that we (mistakenly) thought they
already had in MY 2010 (i.e., the Phase
1 baseline).
As background, the FTP includes a
cold-start, a hot-start and significant
time spent at engine idle. During these
portions of the FTP, the NOX SCR
system can cool down and lose NOX
reducing efficiency. To maintain SCR
temperature, manufacturers initially
used a simplistic strategy of burning
extra fuel to heat the exhaust system.
However, during the development of
Phase 1, EPA believed manufacturers
were using more sophisticated and
efficient strategies to maintain SCR
temperature. EPA’s misunderstanding of
the baseline technology for Phase 1
provided engine manufacturers the
opportunity to generate windfall credits
against the FTP standards.
For the Phase 2 final rule, EPA
revised the baseline emission rate for
vocational engines to reflect the actual
certified emission levels. The Phase 2
vocational engine final CO2 baseline
emissions are shown in the table below.
More detailed analyses on these Phase
2 baseline values of tractor and
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vocational vehicles can be found in
Chapter 2.7.4 of the Phase 2 Final RIA.16
TABLE II–3—PHASE 2 VOCATIONAL
ENGINE CO2 AND FUEL CONSUMPTION BASELINE EMISSIONS
Units
g/bhp-hr .......................
gal/100 bhp-hr .............
HHD
I
525
5.1572
MHD
I
558
5.4813
LHD
I
576
5.6582
EPA did not allow the carryover of
Phase 1 vocational engine credits into
the Phase 2 program, consistent with
these adjustments to the baselines.
Since this issue does not apply for RMC
emissions, the restriction was applied
only for engines certified exclusively to
the FTP standards (rather than both FTP
and RMC standards). We believed that
allowing engine credits generated
against the Phase 1 diesel FTP standards
to be carried over into the Phase 2
program would have inappropriately
diluted the Phase 2 engine program.
However, this was in the context of
unadjusted credits.
After further consideration, we now
believe that it would not dilute the
program if the credits were
appropriately adjusted to more
accurately reflect improvement over the
true baseline levels.
Allowing the portion of the credits
that represent actual emission
improvements to be carried forward is
consistent with our rationale from Phase
2. Thus, we are allowing in
§ 1036.701(j), for the purpose of carrying
Phase 1 credits into the Phase 2
program, and not compliance with
Phase 1 standards, that manufacturers
may recalculate the credits in their
initial Phase 1 averaging, banking, and
trading (ABT) vocational engine
averaging set relative to the Phase 2
baseline engine values. The recalculated
vocational engine credits for an ABT
averaging set will be allowed into the
Phase 2 engine program to the same
extent as tractor engine credits.
Cummins submitted a late comment (see
Docket ID EPA–HQ–OAR–2019–0307–
0066) requesting clarification of whether
manufacturers would have the option of
applying these vocational carryover
provisions to one ABT averaging set but
not another (i.e., that EPA would not
require the recalculation of all averaging
sets.) This final rule affirms that
recalculation of vocational credits is to
be applied to all engines within an
individual ABT averaging set and that
16 U.S. EPA, U.S. DOT/NHTSA. Greenhouse Gas
Emissions and Fuel Efficiency Standards for
Medium- and Heavy-Duty Engines and Vehicles
-Phase 2: Regulatory Impact Analysis, August 2016,
EPA–420–R–16–900. See p. 2–76.
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other averaging sets, such as tractors, are
not affected by these vocational
carryover provisions. EMA commented
that manufacturers should be able to opt
in to recalculating credits on an engine
family by engine family basis, as
applying this adjustment to all engine
families could affect existing Phase 1
compliance for engines above the Phase
2 baseline value. However, EPA is only
allowing this recalculation for the
purpose of determining the amount of
credit that can be carried into the Phase
2 program, and adjusting the credits for
all the engine families a manufacturer
chose to include in their initial ABT
averaging set for Phase 1 program
properly accounts for the net credits
that can be carried forward. In the ABT
program, all engine families within an
averaging set are used in the calculation
of credits, and manufacturers cannot
pick and choose which engine families
are used in that calculation.
As noted in the Phase 2 final rule,
allowing additional flexibility for
compliance with engine standards does
not cause any increase in emissions
because the manufacturers must still
comply with the vehicle standards (See
81 FR 73499, October 25, 2016).
However, this flexibility could allow
some manufacturers to find a less
expensive compliance path.
2. Special Flexibility for Vocational
Engines and Credits
EPA requested comment on several
updates to the special flexibility
provisions for vocational engines (see 85
FR 28145). This section presents the
regulatory changes we are adopting after
consideration of comments received.
Additional details on comments
received on these provisions and our
responses are available in Chapter 2.4 of
our Response to Comments.
In the existing regulations at 40 CFR
1036.150(p), EPA provided special
flexibility for engine manufacturers that
certify all their model year 2020 engines
within an averaging set to the model
year 2021 FTP and SET standards and
requirements. Where 40 CFR
1036.150(p) applies, paragraph (p)(1)
specifies that GHG emission credits that
manufacturers generate with model year
2018 through 2024 engines may be used
through model year 2030, instead of
being limited to a five-year credit life as
specified in 40 CFR 1036.740(d). Note
that under the Phase 2 final rule this
provision in effect only applies to
manufacturers of tractor engines, as
under 40 CFR 1036.701(j) EPA did not
allow the carryover of Phase 1
vocational engine credits into the Phase
2 program (81 FR 73499, October 25,
2016). Where 40 CFR 1036.150(p)
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applies, paragraph (p)(2) specifies that
manufacturers are also allowed to
certify model year 2024 through 2026
tractor engines to alternative standards
that are slightly higher than the
otherwise applicable standards. Note
that in the table of alternative standards
in the Phase 2 final rule EPA included
values for medium and heavy heavyduty vocational engines, but these
values are identical to the Phase 2
standards and not slightly higher due to
our concerns about windfall credits if
carryover of Phase 1 credits were
allowed.
The applicability of 40 CFR
1036.150(p) is based on the choices
manufacturers made when certifying
their MY 2020 engines. Instead of
certifying engines to the final year of the
Phase 1 engine standards,
manufacturers electing the alternative
instead certified to the MY 2021 Phase
2 engine standards. Because these
engine manufacturers reduced
emissions of engines that would
otherwise have been subject to the more
lenient MY 2020 Phase 1 engine
standards, there can be a net benefit to
the environment. These engines do not
generate credits relative to the Phase 1
standards but instead generate credits
relative to the pulled ahead MY 2021
Phase 2 engine standards. Because the
vehicle standards themselves are
unaffected, the alternative MY 2024–
2026 engine standards will not dilute or
diminish the overall GHG reductions or
fuel savings of the program. Vehicle
manufacturers using engines subject to
the alternative MY 2024–2026 standards
would need to adopt additional vehicle
technology (i.e., technology beyond that
projected to be needed to meet the
engine standards) to meet the applicable
vehicle GHG standards. The result is
that the vehicles would still achieve the
same GHG emissions in use.
The proposed rule included an
amendment to address the concern
regarding Phase 1 windfall credits and
requested comment on the possibility of
a similar set of alternative standards for
vocational engines. CARB and Volvo
commented that they support these
changes and flexibilities. Cummins
commented opposing both the
alternative MY 2024 through 2026
vocational engine standards and
extending the life of credits generated
from early compliance with Phase 2
vocational standards. The American
Council for an Energy-Efficient
Economy commented opposing
extending the life of vocational engine
credits generated in Phase 1, stating that
doing so does not result in emission
reductions but would increase
emissions and reduce the rule’s overall
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stringency. Cummins also commented
that manufacturers had already
developed and certified MY 2020
products without consideration of these
changes, and even if post hoc
recertification was possible, allowing
them now would potentially be an
advantage or disadvantage to individual
manufacturers.
As discussed in section II.B.1, we are
finalizing provisions on calculating
credits relative to a baseline that
addresses these windfall credit
concerns, which also results in the
extended credit life flexibility under 40
CFR 1036.150(p)(1) now being available
to vocational vehicles that qualify under
40 CFR 1036.150(p). We are also
finalizing a set of alternative standards
for vocational engines, as shown in
Table II–4.
TABLE II–4—ALTERNATIVE STANDARDS
FOR VOCATIONAL ENGINES
Model years
2024–2026 ..................
I
Medium
heavy-duty
vocational
(g/hp-hr)
Heavy
heavy-duty
vocational
(g/hp-hr)
542
510
The Phase 2 standards are
implemented in three MY steps: 2021,
2024, and 2027. The largest step change
in stringency occurs in MY 2024, where
approximately two-thirds of the total
numeric reduction in the MY 2021
through MY 2027 standards is achieved,
with the remaining one-third occurring
in MY 2027. For the alternative tractor
engine standards, EPA reversed the
magnitude of the MY 2024 and MY 2027
step changes, where the MY 2024
alternative standard represents onethird of the total numeric reduction and
is slightly higher than the Phase 2
standard. The standards at the
beginning (MY 2021) and ending (MY
2027) steps of the Phase 2 program
remain the same in either case, and only
the level of decrease in standard for MY
2024 changes with the alternative
standards. EPA determined the
alternative standards for vocational
engines by adjusting the magnitude of
the MY 2024 standard in the same
manner as used to determine the
alternative tractor engine standards in
the Phase 2. The Phase 2 vocational
engine standards decrease by 10 g/hp–
hr between MY 2021 and MY 2027, with
a 7 g/hp–hr step change in the MY 2024
standard (approximately two-thirds of
the total numeric reduction) and a 3 g/
hp–hr step change in MY 2027. For the
alternative vocational engine standards
in MY 2024–2026, we are adopting a 3
g/hp–hr reduction from the MY 2021
standard (from 545 to 542 g/hp–hr for
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medium heavy-duty (MHD) and 513 to
510 g/hp–hr for heavy heavy-duty)
instead of 7 g/hp–hr. EPA believes that
allowing these slightly higher
(approximately 0.7 to 0.8% compared to
the Phase 2 final rule) engine standards
for vocational vehicles is justified, as
the overall vehicle standards will still
be met. Engine development and vehicle
technology choices are pathways to
meeting overall vehicle standards, as is
the use of credits generated by early
compliance. EPA’s alternative engine
standards provisions for vocational
vehicles for MYs 2024–2026 allows
manufacturers flexibility to choose the
mix of engine and vehicle technologies
that will comply with the standards. As
noted in the Phase 2 final rule and this
rule’s proposal, EPA views this type of
alternative as being positive from the
environmental and energy conservation
perspectives, as vehicle-level emission
standards remain the same, but
manufacturers are provided with
significant flexibility on engine
emission standards and credit life
provisions that may reduce their
compliance costs.
Regarding the adverse comments
received, including whether or not
manufacturers had the opportunity to
consider these changes prior to MY
2020, these changes correspond to the
corrected approach to Phase 1 credit
calculations explained in Section II.B.1
above. At the time of the Phase 2 final
rule, we believed that allowing Phase 1
vocational engine credits, without
adjustment, to be carried over to the
Phase 2 program would result in
‘‘windfall’’ credits, or dilution of the
benefits of the Phase 2 program, and we
adopted restrictions to limit their use.
However, after the Phase 2 final rule we
recognized that an alternative to
restricting Phase 1 vocational engine
credits because of windfall concerns
would be to adjust credits earned in
Phase 1 downward, relative to a
baseline of the lower Phase 2 emissions
standards, and in doing so, we would be
extending to vocational engine
manufactures the same flexibilities that
were provided to tractor engine
manufacturers. In this final rule we are
allowing the vocational engine credits
generated in Phase 1 to be adjusted
downward and used in Phase 2 program
through MY 2030, just as they were for
tractors. In setting lower baseline
emission values for Phase 1 vocational
engine credits and providing the
corresponding program flexibilities,
EPA does not intend to advantage or
disadvantage any manufacturer. Rather,
we are removing restrictions that were
applied only to vocational engines but
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no longer should be applied now that
we are finalizing provisions that provide
a proper accounting of the emission
improvements realized by
manufacturers who chose to certify their
MY 2020 engines to the MY 2021 Phase
2 standards, so vocational and tractor
engines are treated the same. In
addition, the revised MY 2024–2026
alternative standards for vocational
engines, while slightly higher than those
in the Phase 2 final rule by 0.7 to 0.8%,
do not reduce the overall stringency of
the Phase 2 program, but instead reflect
the alternative standards we would have
adopted in the Phase 2 final rule
alongside the similar tractor provisions,
and for the same reasons we finalized
those tractor provisions, had we
considered adjusting baseline emission
rates used for calculating Phase 1
credits. Manufacturers that qualify to
use the alternative MYs 2024–2026
engine standards accelerated their
compliance with the more stringent MY
2021 Phase 2 standards by one model
year. As we explained in the Phase 2
final rule, because the vehicle standards
themselves are unaffected, these
alternative engine standards will not
dilute or diminish the overall GHG
reductions or fuel savings of the
program. Vehicle manufacturers using
engines subject to the alternative MYs
2024–2026 standards will need to adopt
additional vehicle technology (i.e.,
technology beyond that projected to be
needed to meet the engine standard) to
meet the applicable vehicle GHG
standards. The result is that the vehicles
using engines that comply with the
alternative standards will still achieve
the same overall GHG emissions in use.
EPA believes that these alternative
standards are appropriate, and allowing
alternative engine standards for
vocational vehicles that qualify is
justified, for these reasons, and that
vocational engine manufacturers who
met the Phase 2 engine standards one
year in advance of the MY 2021
implementation date should have the
same flexibility as tractors to earn and
use those credits through MY 2030.
3. Confirmatory Testing of Engines and
Measurement Variability
EPA proposed updates to the
procedure for confirmatory testing of the
fuel mapping test procedure related to
providing an interim 2% allowance
during confirmatory testing of the fuel
mapping test procedure finalized in the
Phase 2 final rule and requested
comment on ‘‘. . . whether it
appropriately balances the impacts of
testing variability for fuel maps’’ (see 85
FR 28146, May 12, 2020). This section
presents the changes we are adopting to
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the confirmatory testing portion of the
fuel mapping test procedure after
consideration of comments received.
Additional details on these comments
and our responses are available in
Chapter 2 of our Response to Comments.
During the Phase 2 rulemaking,
manufacturers raised concern about
measurement variability impacting the
stringency of the engine GHG standards
and fuel map requirements. As noted in
the Phase 2 final rule, the final
standards were developed to account for
this. (81 FR 73571, October 25, 2016).
Manufacturers raised particular concern
about variability of fuel map
measurements because neither they nor
EPA had sufficient experience
measuring fuel maps (in a regulatory
context) to fully understand the
potential impacts of measurement
variability. We estimated the fuel map
uncertainty to be equivalent to the
uncertainty associated with measuring
CO2 emissions and fuel consumption
over the FTP and SET cycles, which we
estimated to be about one percent.
However, the Phase 2 final rule noted
that we were incorporating test
procedure improvements that would
further reduce test result uncertainty.
We also noted that ‘‘[i]f we determine in
the future . . . that the +1.0 percent we
factored into our stringency analysis
was inappropriately low or high, we
will promulgate technical amendments
to the regulations to address any
inappropriate impact this +1.0 percent
had on the stringency of the engine and
vehicle standards.’’ (81 FR 73571,
October 25, 2016)
In conjunction with this intention,
EPA has worked with engine
manufacturers to better understand the
variability of measuring fuel maps using
the test procedures and cycles specified
by EPA in the Phase 2 final rule.
Through that work, we identified
several sources of variability that can be
reduced by making small changes to the
test procedures. EPA is adopting these
changes, as explained in Sections II.A.1
through II.A.3 of this final rule.
SwRI performed emission
measurements in multiple test cells and
identified distributions of error for other
test inputs such as measured fuel
properties and calibration gas
concentrations. SwRI then used a Monte
Carlo simulation to estimate a
distribution of errors in measured fuel
maps.17 After reviewing the results, EPA
had several significant observations
which we discussed in the proposal for
17 Sharp, Christopher A., et al., ‘‘Measurement
Variability Assessment of the GHG Phase 2 Fuel
Mapping Procedure’’, Southwest Research Institute,
Final Report, December 2019.
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this final rule and which EPA confirms
in this final action:
1. The variability of measuring CO2
and fuel consumption during fuel
mapping is greater than the one percent
assumed in the Phase 2 final rule.
Variability from vehicles without idle
test cycles is <1.8% (1.68 to 1.8%),
while variability from vehicles with idle
test cycles is <2.8% (2.0 to 2.79%).
2. The variability of measuring CO2
and fuel consumption during the fuel
mapping procedure is roughly the same
as that of the FTP and SET cycles,
3.34% for the FTP and 1.99% for the
SET.
3. Measuring CO2 and fuel
consumption at idle is particularly
challenging.
4. The data obtained during the test
program at SwRI did not include all the
test procedure changes being adopted in
40 CFR parts 1036 and 1037 that will
further reduce fuel mapping test
variability and therefore the variability
is likely to be lower than reported by the
SwRI.
Manufacturers have indicated they are
concerned about the possibility of EPA
changing an official fuel map result as
a consequence of EPA confirmatory
testing where the measured maps were
within an expected range of variability.
In the context of the SwRI test program,
EPA observed similarity between the
range of variability of measuring fuel
maps and the range of variability of
measuring CO2 and fuel consumption
over the FTP and SET cycles
(measurements for which EPA has
already determined in both Phase 1 and
Phase 2 that no such allowances are
needed). These results indicate that
there is no additional source of
increased variability associated with the
fuel mapping test procedure and suggest
that manufacturers should be able to
comply without any special provisions.
Additionally, the data we have available
indicates that the manufacturers may
potentially over time be able to take
advantage of the 2% allowance,
resulting in a reduction in stringency of
the standards. We anticipate that this
would not happen over the next few
model years, as manufacturers will need
time to implement the revised test
procedures adopted in this rule that will
reduce the variability of the fuel map
test procedure to levels at or below the
variability of the FTP and SET test
procedures.
After considering the comments
received, we are adopting the limited
transitional approach aimed at
addressing the manufacturers’
variability concerns. As manufacturers
implement this rule’s revised test
procedures to reduce variability, we will
analyze and compare a manufacturer’s
declared and measured fuel maps to
those that result from our confirmatory
testing, with the goal of ensuring the
long-term integrity of the Phase 2
program. We are codifying the interim
provision for model years 2021 and later
in 40 CFR 1036.150, under which EPA
will not replace a manufacturer’s fuel
maps during confirmatory testing if the
difference between the EPA-measured
fuel maps and the manufacturer’s
declared maps is less than or equal to
2.0 percent. We may revisit the interim
2% allowance in a future rulemaking.
EPA also intends to further review
data and developments in this area. We
intend to review this provision as we
learn more about the impact of
measurement variability on measured
and declared fuel maps submitted
during the certification process for
future model years (including the full
impact of the test procedure
improvements that are intended to
reduce measurement variability), which
may inform whether we determine
additional action is warranted in the
future with respect to fuel mapping
variability. We also intend to enter into
a round robin study of criteria and GHG
pollutant engine testing variability with
interested engine manufacturers, with
the involvement of the Truck and
Engine Manufacturer’s Emission
Measurement and Testing Committee.
This data will add to the existing
knowledge regarding the variability of
the FTP, SET and fuel mapping test
procedures and may help inform if
future action is needed to further
improve the test procedures.
We are also finalizing an algorithm for
comparing fuel maps. Because fuel
maps are multi-point surfaces instead of
single values, it would be a common
occurrence that some of EPA’s points
would be higher than the
manufacturer’s while others would be
lower. This algorithm was inadvertently
proposed as an interim provision in 40
CFR 1036.150(q) along with the 2.0
percent variability allowance. The
algorithm and fuel map comparison
process during a confirmatory test is
needed for confirmatory testing
regardless of an allowance. Therefore, in
this final rule the algorithm and all
supporting text are located at 40 CFR
1036.235(c)(5). The limited interim 2.0
percent variability allowance is located
at 40 CFR 1036.150(q).
EPA’s measured fuel maps will be
used with GEM according to 40 CFR
1036.540 to generate emission duty
cycles which simulate several different
vehicle configurations, generating
emission results for each of the vehicles
for each of the duty cycles. Each
individual duty cycle result will be
weighted using the appropriate vehicle
category weighting factors in Table 1 of
40 CFR 1037.510 to determine a
composite CO2 emission value for that
vehicle configuration. Note that the
equation is being finalized to use values
before rounding as this is consistent
with the provisions in 40 CFR 1065.20
to not round intermediate values. When
the process is repeated for the
manufacturer’s fuel maps, the average
percent difference between fuel maps
will be calculated as:
Equation 11-3
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d i"ff erence
Where:
i = an indexing variable that represents one
individual weighted duty cycle result for
a vehicle configuration.
N = total number of vehicle configurations.
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=(
ecozcompEPAi - ecozcompManui)
e
C02compManui
N
eCO2compEPAi = unrounded composite mass of
CO2 emissions in g/ton-mile for the EPA
confirmatory test.
eCO2compManu = unrounded composite mass of
CO2 emissions in g/ton-mile for the
manufacturer declared map.
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·
lOO
0/.
10
4. Other Minor Heavy-Duty Engine
Amendments
EPA proposed three additional
updates to the testing and measurement
provisions of 40 CFR part 1036, related
to measuring emissions from heavy-duty
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engines and requested comment on
general improvements to the engine test
procedures and compliance provisions
(see 85 FR 28147). This section presents
these three additional changes we are
adopting to engine test procedures.
Additional details on these and other
engine testing and measurement
amendments or clarifications requested
by commenters and our responses are
available in Chapter 2 of the Response
to Comments.
• Correcting the assigned N2O
deterioration factor in § 1036.150(g). In
the Phase 2 proposed rule, EPA
proposed to lower the N2O standard
from 0.10 g/hp-hr to 0.05 g/hp-hr for
model year 2021 and later diesel
engines. In that context, we also
proposed to lower the assigned
deterioration factor (DF) from 0.020 g/
hp-hr to 0.010 g/hp-hr for model year
2021 and later diesel engines. EPA
explained in the preamble to the Phase
2 final rule that we were not finalizing
the change to the standard (81 FR
73530, October 25, 2016), but
inadvertently finalized the proposed DF
change in the regulations. We proposed
in this rulemaking to correct this error,
consistent with EPA’s clear statement in
the Phase 2 final rule that we were not
finalizing the change to the standard.
However, given that finalizing the
assigned DF of 0.01 g/hp-hr for N2O in
the regulations was an oversight on
EPA’s part in the Phase 2 final rule and
that the Phase 2 final rule was
inadvertently internally inconsistent,
and after consideration of EMA’s
comment that manufacturers will not
have time to correct or account for a
change in the assigned DF in time for
their MY 2021 certifications, we are
deferring changing the assigned DF to
0.02 g/hp-hr until MY 2022 within the
revisions finalized in this rulemaking.
• Clarifying a reference to nongasoline engine families in
§ 1036.705(b)(5). The second sentence of
§ 1036.705(b)(5) is intended to refer to
non-gasoline engine families. However,
the existing text is not clear. As written,
it can be read to mean that gasoline
engine families may not generate
emission credits. EPA is adding ‘‘nongasoline’’ to clarify the intended
meaning.
• Engine families. We are revising
§ 1036.230 to allow engine families to be
divided into subfamilies with respect to
CO2. This allowance simplifies the
certification process without changing
the overall requirements.
• Adding a summary of previously
applicable emission standards as
appendix A of part 1036. The new
appendix is being provided for reference
purposes only regarding previously
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applicable emission standards and will
cover regulatory text being deleted from
40 CFR part 86.
Except as noted above, we received no
adverse comments on these proposed
amendments and are adopting them
without modification.
C. Heavy-Duty Vehicle GHG Emission
Standards and Flexibility
1. Aerodynamic Compliance Provisions
In addition to the aerodynamic test
procedure amendments described in
Section II.A.6, we proposed several
updates to § 1037.150(s) as it relates to
EPA’s confirmatory testing of
aerodynamic parameters and § 1037.305
as it relates to our selective enforcement
audit (SEA) procedures. We also
requested comment on general
improvements to the aerodynamic
compliance provisions (see 85 FR
28147). This section presents the
changes we are adopting to our
confirmatory testing and SEA
procedures after consideration of
comments received. Additional details
on these and other aerodynamic
amendments or clarifications requested
by commenters and our responses are
available in Chapter 2 of our Response
to Comments.
a. Confirmatory Testing for Falt-aero
As described in 40 CFR 1037.235(c),
EPA may perform confirmatory testing
on a manufacturer’s vehicles, including
a vehicle tested to establish the Falt-aero
value. The regulations also include an
interim provision in § 1037.150(s) that
outlines how EPA may and when EPA
will not replace a manufacturer’s Falt-aero
value based on confirmatory test results.
This interim provision connects EPA’s
confirmatory testing to the audit
procedures of § 1037.305. In keeping
with the principle that good engineering
judgment 18 would generally call for
more data rather than selecting a single
value, and after consideration of
comment, EPA is finalizing our
proposed provision to require EPA to
perform a minimum of 100 valid runs
before replacing a manufacturer’s Falt-aero
value in confirmatory testing with some
additional clarifications in
§ 1037.150(s).
CARB commented in support of
increasing the number of runs from SEA
to 100 to limit false failures, but
requested in comment to know the
origin of the proposed minimum 100
18 Good engineering judgment is defined in 40
CFR 1068.30 as judgments made consistent with
generally accepted scientific and engineering
principles and all available relevant information.
See 40 CFR 1068.5 for requirements regarding
applying good engineering judgment.
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valid runs for confirmatory testing. Our
intent with the finalized requirement for
100 valid confirmatory runs is to
maintain consistency with the existing
regulatory language adopted in the
Phase 2 final rulemaking for SEA
testing. The existing § 1037.305(a)(7)(iii)
states: ‘‘The vehicle passes if you
perform 100 coastdown runs and
CdAwa-upper is greater than and CdAwa-lower
is lower than the upper limit of the bin
to which you certified the vehicle.’’
Similarly, as noted below in Section
II.C.1.b, we are also finalizing our
corresponding proposed language in the
audit procedures of § 1037.305(a)(5)
clarifying that manufacturers must
perform a minimum of 24 runs to pass
and a minimum of 100 runs to fail.
EMA requested additional
modifications to § 1037.150(s) regarding
EPA’s approach to calculating a new
Falt-aero value in confirmatory testing.
EMA suggested that the regulation more
explicitly connect to the SEA
procedures for pass/fail criteria and the
coastdown procedures for calculating
Falt-aero. They also suggested we directly
outline how EPA will replace a
manufacturer’s Falt-aero. EMA suggested
that EPA calculate two Falt-aero values
and apply the average of those values to
replace a manufacturer’s value. We
agree with EMA’s suggestions to clarify
the connections to the SEA procedures
of § 1037.305 and the coastdown test
procedures of § 1037.528 and we
updated § 1037.150(s) accordingly.
While we generally agree that additional
data is preferable, we are not
committing to calculating multiple
Falt-aero values, as requested by EMA, due
to consideration of potential resource
constraints; however, we have revised
the regulatory language to allow for it.
We also are not finalizing an approach
to calculate the final Falt-aero when there
are multiple values. Our revised
§ 1037.150(s) states that EPA will ‘‘will
generate a replacement value of Falt-aero
based on at least one CdA value and
corresponding effective yaw angle’’.
Additionally, as noted in the proposal
regarding § 1037.150(s), we recognize
that test conditions for coastdown
testing are an important consideration.
For our confirmatory testing, EPA
intends to minimize the differences
between our test conditions and those of
the manufacturer and we proposed a
note in § 1037.150(s) stating our intent
to test at similar times of the year. EMA
requested additional regulatory
language regarding our intent to test at
the same location as well as time of
year. We are expanding our proposed
note in § 1037.150(s) to include our
intent to test at both the same time of
year and the same location, subject to
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certain considerations. More
specifically, we emphasize that the note
in § 1037.150(s) is not a commitment by
the agency due to the limited number of
coastdown test facilities, the challenges
of scheduling time for testing, and our
prerogative to choose an alternative
facility if we have concerns about the
original test location. Our revised
language in § 1037.150(s) states that we
intend to test ‘‘at similar times of the
year where possible and at the same
location where possible and when
appropriate.’’
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b. Selective Enforcement Audits for
Tractors
We proposed and received no adverse
comments to three typographical edits
to our aerodynamic testing audit
procedures for tractors in § 1037.305.
We are finalizing those three edits as
proposed and additional editorial edits
as follows:
• Section 1037.305—Replaced
reference to 40 CFR 1068.420 with the
range ‘‘40 CFR 1068.415 through
1068.425’’ as proposed.
• Section 1037.305(a)—Rephrased
‘‘whether or not a tractor fails to meet’’
to the more concise ‘‘whether a tractor
meets’’.
• Section 1037.305(a)(2)—Corrected
‘‘coastdown effective’’ to ‘‘coastdown
effective yaw angle’’ as proposed.
• Section 1037.305(a)(7)—Added a
missing ‘‘m2’’ following the bin value of
5.95 in the example as proposed.
Editorial revisions to remove passive
voice.
In comment, EMA suggested
additional revisions to § 1037.305(a)
allowing manufacturers to apply good
engineering judgment in their selective
enforcement audit (SEA) testing if a
production vehicle could not be
configured to meet the trailer height
specified in § 1037.501(g)(1)(i). We
accept that a future production vehicle
may be designed such that it cannot be
configured to match a trailer that meets
our current definition of standard
trailer. We are finalizing a broader
revision to address all such scenarios
where a production vehicle cannot be
configured to match a trailer that meets
our current definition of standard
trailer, including but not limited to
height, that will address EMA’s specific
concern with meeting the standard
trailer’s height requirements. We are
adding language to clarify that a
manufacturer may seek EPA approval to
use an alternate or modified vehicle
configuration, consistent with good
engineering judgment, if EPA chooses to
audit a production vehicle configuration
that cannot meet any of the standard
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trailer requirements specified in
§ 1037.501(g)(1).
As noted in Section II.C.1.a, we
proposed and are finalizing a provision
in § 1037.150(s) to require EPA to
perform a minimum of 100 valid runs
before replacing a manufacturer’s Falt-aero
value in confirmatory testing. Similarly,
we are finalizing our corresponding
proposed language in the audit
procedures of § 1037.305(a)(5) clarifying
that manufacturers must perform a
minimum of 24 runs to pass and a
minimum of 100 runs to fail. Finally, we
received no adverse comments and are
finalizing the proposed regulatory
language in § 1037.305(a)(7)(v) allowing
manufacturers to continue testing and to
generate additional data that EPA may
consider in our pass/fail determinations.
2. Idle Reduction Technologies
EPA proposed several provisions
related to idle reduction technologies.
This section presents the changes we are
adopting after consideration of the
comments received. See Chapter 2 of
our Response to Comments for further
details, including additional idle
reduction amendments or clarifications
requested by commenters and our
responses.
a. Extended-Idle Reduction for Tractors
The Phase 1 version of GEM gives
credit for extended idle emission
reduction technologies that include a
tamper-proof automatic engine shutoff
system (AESS), with few override
provisions. Phase 2 GEM gives credit for
a wider variety of idle reduction
strategies, recognizing technologies that
are available on the market today, such
as auxiliary power units (APUs), diesel
fired heaters, and battery powered units.
For example, a tamper-proof AESS with
a diesel APU would be credited with a
4 percent reduction in emissions, while
an adjustable AESS with a diesel fired
heater would be credited with a 2
percent reduction in emissions (81 FR
73601, October 25, 2016).
Our proposal to revise § 1037.520(j)(4)
to include GEM input values for
combinations of these technologies
received support from CARB, EMA, and
Volvo and we are finalizing our
proposed combinations of idle
reduction technologies as shown in
Table II–5. Adding these values to GEM
reduces the compliance burden for
manufacturers who would otherwise
need to apply for off-cycle credits for
these technology combinations. The
values of these technology benefits were
determined using the same methodology
used in the Phase 2 final rule.
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TABLE II–5—GEM INPUT VALUES FOR
AES SYSTEMS
GEM input values
Technology
Adjustable
Standard AES system ...
With diesel APU ............
With battery APU ..........
With automatic stop-start
With fuel-operated heater (FOH) ....................
With diesel APU and
FOH ...........................
With battery APU and
FOH ...........................
With stop-start and FOH
Tamperresistant
1
3
5
3
4
4
6
3
2
3
4
5
5
4
6
5
b. Idle Reduction Overrides
In 40 CFR 1037.660, we identify three
idle reduction technologies (i.e.,
automatic engine shutdown, neutral
idle, and stop-start) and specify how
these systems must operate to qualify
for GEM credit. Included among those
provisions are allowances for overriding
these systems where it may damage the
engine or create a safety issue for the
vehicle occupants or service personnel.
This section highlights the some of the
idle reduction override provisions we
are adopting, either as proposed or
further revisions after consideration of
comments received.
i. Automatic Engine Shutdown (AES)
Overrides
While we did not specifically propose
or request comment on AES overrides,
New Flyer (a bus manufacturer)
commented that the override condition
for AES systems during servicing in
§ 1037.660(b)(1)(ii) (cross-referenced
under the existing regulations for
vocational vehicles in
§ 1037.660(b)(2)(i)) could pose a safety
risk to maintenance personnel. They
stated that maintenance personnel may
not have a diagnostic scan tool required
to deactivate the system and some
maintenance may require longer than
the current 60-minute limit before
reactivation. New Flyer suggested an
‘‘open engine compartment’’ would be a
more appropriate override condition.
After consideration of New Flyer’s
safety concern for vocational vehicles,
we are revising § 1037.660(b)(2) to allow
a vocational vehicle’s AES system to
delay shutdown if necessary while
servicing the vehicle without the scan
tool requirement and time limit. Our
final revision removes the crossreference in § 1037.660(b)(2)(i) to that
particular provision in § 1037.660(b)(1)
and replaces it with a new provision in
§ 1037.660(b)(2)(ii). Our new provision
allows a delay in shutdown for
vocational vehicles if the engine
compartment is open and replaces the
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regulatory text regarding unsafe cab
temperatures in the current
§ 1037.660(b)(2)(ii), which is redundant
with the existing cross-reference to
paragraph (b)(1) in paragraph (b)(2)(i).
For vocational vehicles, we believe an
open engine compartment sufficiently
indicates that a vocational vehicle is
being serviced and automatic engine
shutdown would provide limited
environmental benefit. We are not
taking final action to revise the tractorspecific provision of § 1037.660(b)(1)(ii)
to allow an open engine compartment as
a condition for AES override, since the
environmental benefits of AES on
tractors occurs when these vehicles are
parked for extended durations where an
open engine compartment may not be a
sufficient deterrent for the operator to
circumvent the AES.19
We are finalizing editorial revisions to
§ 1037.660(b) so the paragraphs
consistently begin with ‘‘When’’.
Additionally, we reordered the
paragraphs of § 1037.660(b)(1) to move
the servicing provision previously
located at paragraph (b)(1)(ii) to
paragraph (b)(1)(vi) such that the
vocational vehicle AES provisions can
continue to reference the range of
relevant (b)(1) paragraphs in paragraph
(b)(2)(i).
ii. Neutral Idle Overrides
EPA proposed and is finalizing a
provision in § 1037.660(b)(3)(ii) that
would allow the neutral idle system to
delay shifting the transmission into
neutral if the transmission is in reverse
gear (85 FR 28271, May 12, 2020). New
Flyer requested an additional override
when the vehicles is on a road grade of
6.0 percent or more to prevent the safety
concern of vehicle rollback. EPA agrees
with this safety concern and is
finalizing a provision in
§ 1037.660(b)(3)(iii) to allow a delay in
neutral idle when the vehicle is on a
grade greater than or equal to 6.0
percent. EMA requested additional
overrides for ‘‘safety; thermal protection
of the emissions aftertreatment; and
maintenance of aftertreatment
temperature within a range for adequate
emissions control’’. EPA is not adopting
EMA’s suggested override conditions as
we do not think that they would likely
be appropriate without more specific
criteria. Manufacturers continue to have
the option to justify the need for
additional overrides for their individual
systems and seek EPA approval through
§ 1037.660(b).
19 Tractor manufacturers have the option to
request and we may approve additional override
criteria as needed to protect the engine and vehicle
from damage and to ensure safe vehicle operation,
as stated in § 1037.660(b).
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iii. Stop-Start Overrides
We requested comment on a specific
list of override conditions for stop-start
systems (85 FR 28151, May 12, 2020).
CARB expressed concern that additional
overrides may compromise emissions
and requested a requirement that
manufacturers bring their proposed
overrides to EPA for approval. We are
not requiring a ‘‘case-by-case’’ approval
process for these overrides, as suggested
by CARB, but we note that, in the
certification application provisions of
§ 1037.205(b)(5), manufacturers are
required to include a description of
their idle reduction technology,
including the override conditions of
§ 1037.660. We believe this continues to
be an appropriate level of oversight for
these idle technologies and their
associated override conditions.
EMA and New Flyer supported the
inclusion of all override conditions
listed in the proposed rule for comment,
but their comments did not expand on
the need for any of the individual
conditions to be adopted. Each
commenter requested additional
override conditions and included the
rationale for those requests. Our final
revisions to § 1037.660(b)(4) crossreference the provisions for vocational
vehicle AES (paragraph (b)(2)) and
neutral idle (paragraphs (b)(3)(ii) and
(iii)) such that the new open engine
compartment, reverse gear, and road
grade provisions for those systems also
apply for stop-start systems. EPA
considered the original list and the
commenters’ additional suggested
override conditions and we are adopting
the following additional override
criteria specific to stop-start systems to
ensure safety and/or effective system
operation as noted in § 1037.660(b)(4):
• When the steering angle is at or
near the limit of travel to avoid steering
wheel kickback during engine start.
• When a wheel speed sensor failure
may prevent the anti-lock braking
system from detecting vehicle speed.
• When an automatic transmission is
in ‘‘park’’ or in ‘‘neutral’’ with the
parking brake engaged because the
feature is intended to be used during
driving operation.
• When a component failure
protection mode is active, such as
starter motor overheating, which may
prevent the engine from restarting.
• When a fault is active on a system
component needed to start the engine,
which may prevent the engine from
restarting.
• When the flow of diesel exhaust
fluid is limited due to freezing, because
an engine-off condition may further
delay thawing and SCR operation.
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It was not clear that the remaining
override conditions suggested by
commenters or presented for comment
in the proposed rule pose a widespread
concern for safety, vehicle operation, or
serviceability, or could not be easily
overridden by the driver, and we are not
adopting those overrides in our final
revisions. However, manufacturers
continue to have the option to seek EPA
approval for these or additional criteria
they believe are needed to protect the
engine and vehicle from damage and to
ensure safe vehicle operation (see
§ 1037.660(b)).
3. Weight Reduction
EPA proposed minor revisions to the
weight reduction provisions (see 85 FR
28150). This section presents the
changes we are adopting after
consideration of comments received.
See Chapter 2 of our Response to
Comments for additional details on
some of these amendments, including
other amendments or clarifications
requested by commenters and our
responses.
The regulations in 40 CFR 1037.520
include tables to calculate weight
reduction values for using certain
lightweight components. The sum of the
weight reductions is used as an input to
GEM. As noted in Section II.A.2, EPA
proposed two changes to Table 8 of that
section allowing manufacturers to use
the heavy heavy-duty (HHD) values for
medium heavy-duty (MHD) vehicles
with three axles (i.e., 6x4 and 6x2
configurations) and adding a footnote to
the table to clarify that the weight
reduction values apply per vehicle
(instead of per component) unless
otherwise noted. We received no
adverse comments to the proposed
updates to Table 8 and we are finalizing
the two changes.
We received comment from EMA
requesting ‘‘a process for adding in
other weight-savings technologies’’. As
described in § 1037.520(e)(5), this
process is available in the existing offcycle provisions of § 1037.610 and no
further action is needed or being
finalized in this rule. EMA also
requested clarification on the origin of
certain weight reduction values for tires
and recommended use of a ‘‘base’’ value
for comparison. We note that all the
values in Table 6 through Table 8 of
§ 1037.520 were developed through
notice and comment in the HD
Greenhouse Gas Emissions Phase 1 and
Phase 2 rulemakings based on
information as described in the
Regulatory Impact Analysis for the
rules. We did not propose changes to
the weight reduction tables and are not
taking any final action at this time to
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update values to refer to a base weight,
but manufacturers continue to have the
ability to apply through our off-cycle
process.
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4. Self-Contained Air Conditioning
Units
We proposed a revision to
§ 1037.115(e) to clarify that it is
‘‘intended to address air conditioning
systems for which the primary purpose
is to cool the driver compartment (85 FR
28151). This would generally include all
complete pickups and vans, but not selfcontained air conditioning or
refrigeration units on vocational
vehicles.’’ CARB and New Flyer
requested additional clarification on the
phrase ‘‘self-contained’’. After
consideration of submitted comments,
we are finalizing a modified version of
the proposed changes to § 1037.115(e)(1)
that incorporates some of the feedback
from commenters. We are maintaining
the proposed statement that this
provision is intended for A/C systems
that cool the driver compartment. We’re
clarifying that it generally applies to
‘‘cab-complete’’ pickups and vans (see
definition at § 86.1803–01) which is
more appropriate for heavy-duty than
‘‘complete pickups and vans’’ as
proposed. We are expanding the
existing statement that the paragraph
does not apply for self-contained A/C or
refrigeration units by adding the phrases
‘‘used to cool passengers’’ and ‘‘used to
cool cargo’’. Finally, we further clarify
that a self-contained system for
purposes of this provision is an
‘‘enclosed unit with its own evaporator
and condenser even if it draws power
from the engine.’’
5. Manufacturer Testing of Production
Vehicles
The regulations require tractor
manufacturers to annually chassis test
five production vehicles over the GEM
cycles to verify that relative reductions
simulated in GEM are being achieved in
actual production. See 40 CFR 1037.665.
We do not expect absolute correlation
between GEM results and chassis
testing. GEM makes many simplifying
assumptions that do not compromise its
usefulness for certification but do cause
it to produce emission rates different
from what would be measured during a
chassis dynamometer test. Given the
limits of correlation possible between
GEM and chassis testing, we would not
expect such testing to accurately reflect
whether a vehicle was compliant with
the GEM standards. Therefore,
§ 1037.665 does not apply compliance
liability to such testing.
The regulation also allows
manufacturers to request approval of
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alternative testing ‘‘that will provide
equivalent or better information.’’
Manufacturers have asked us to clarify
this allowance and we proposed to
revise § 1037.665 to provide an example
that the EPA may allow manufacturers
to provide CO2 data from in-use
operation, and CO2 data from
manufacturer-run on-road testing, as
long as the data allows for reasonable
year-to-year comparisons and includes
testing from non-prototype vehicles (85
FR 28148). We didn’t receive any
comments on the proposed changes to
§ 1037.665, and we are finalizing
changes to the regulation as proposed.
To qualify, the vehicles would need to
be actual production vehicles rather
than custom-built prototype vehicles.
Such vehicles could be covered by
testing or manufacturer owned
exemptions but would need to be
produced on an assembly line or other
normal production practices.
Manufacturers would also need to
ensure test methods are sufficiently
similar from year to year to allow for a
meaningful analysis of trends.
6. Vehicle Model Year Definition
For Phase 2 tractors and vocational
vehicles, the vehicle’s regulatory model
year is usually the calendar year
corresponding to the vehicle’s date of
manufacture. However, the Phase 2
regulations allow the vehicle’s model
year to be designated as the year before
the calendar year corresponding to the
vehicle’s date of manufacture if the
engine’s model year is from an earlier
year. We are amending as proposed the
definition of model year in § 1037.801 to
allow vehicle manufacturers to extend
the period during which a vehicle’s
certification is valid to account for this
flexibility. This clarification more
explicitly explains how vehicle
manufacturers utilize this existing
flexibility.
After promulgation of the Phase 2
final rule, it became apparent that the
Phase 2 vehicle model year definition
does not allow starting vehicle
production before the start of the named
year if the engine model year also begins
in the earlier year. For example, if a
manufacturer would start its 2024
engine model year in December 2023,
the definition would not allow vehicles
produced in 2023 to be model year
2024.
To address this issue, EPA is allowing
the option for the vehicle’s model year
to be designated as the year after the
calendar year corresponding to the
vehicle’s date of manufacture. This has
the effect of allowing manufacturers to
meet standards earlier with aligned
engine and vehicle model years. Model
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years would still be constrained to
reflect annual (rather than multi-year)
production periods and include January
1 of the named year.
We did not receive comments on
these proposed change to the definition
of model year for vehicles. We are
accordingly adopting the revised
definition for model year in 40 CFR
1037.801 for tractors and vocational
vehicles with a date of manufacture on
or after January 1, 2021, as proposed,
except that the final rule includes
additional text to make explicit the
requirement for the model year to be
based on the manufacturer’s annual
production period for new models. This
is consistent with the definition of
model year for vehicles subject to Phase
1 standards in the same section.
7. Compliance Margins for GEM Inputs
The regulations at 40 CFR 1037.620(d)
allow component manufacturers to
conduct testing for vehicle
manufacturers, but they do not specify
restrictions for the format of the data.
Vehicle manufacturers have raised
concerns about component
manufacturers including compliance
margins in GEM inputs—in other words,
inputting a value that is significantly
worse than the tested result. They state
that many component suppliers are
providing GEM inputs with compliance
margins, rather than raw test results.
However, when stacked together, the
compliance margins would result in
inappropriately high GEM results that
would not represent the vehicles being
produced.
We proposed to note in 40 CFR
1037.501(i) that declared GEM inputs
for fuel maps and aerodynamic drag
area will typically include compliance
margins to account for testing variability
and that, for other measured GEM
inputs, the declared values will
typically be the measured values, and
received comment requesting additional
clarification and providing additional
suggested revisions as described in
Chapter 2 of the Response to Comments
document. One commenter suggested
that EPA finalize default allowance
values at this time, however we lack
adequate data to make a thorough
determination on what these values
should be. In addressing manufacturers’
concern, it is important to distinguish
between engine fuel maps (which are
certified separately) and other GEM
inputs that are not certified. As is
discussed in Section II.B.3, certified
engine fuel maps are expected to
include compliance margins to account
for manufacturing and test variability.
However, EPA did not expect each of
the other GEM input to have a
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significant compliance margin of its
own. (Note that the aerodynamic bin
structure serves to provide an inherent
compliance margin for most vehicles.)
Rather, we expected the certifying
original equipment manufacturer (OEM)
to include compliance margins in their
Family Emission Limits (FELs) relative
to the GEM outputs.
For vehicle GHG standards, the
primary role for FEL compliance
margins is to protect against SEA
failures. Without a compliance margin
under the Phase 2 regulations, normal
production variability would cause
some vehicles to fail, which would
require the testing of additional
vehicles. Even if the family ultimately
passed the SEA, it would probably
require the manufacturer to test a large
number of vehicles. However, because
SEAs and confirmatory tests for
particular components would not target
GEM inputs for other components, a
modest vehicle FEL compliance margin
determined by the vehicle
manufacturer, that accounts for the
component input with the highest
uncertainty used to determine the
vehicle FEL, would be sufficient to
cover the full range of uncertainty for all
components.
While we are not adopting explicit
changes with respect to compliance
margins that were requested in
comments, we are finalizing the revision
in § 1037.501(i) as with clarifying edits
that, for other measured GEM inputs,
the declared values are typically the
measured values without adjustment,
and finalizing a related provision after
consideration of comments on this
proposed revision and on conducting a
confirmatory test and SEA for an axle or
transmission apart from a specific
vehicle. Specifically, the additional
change clarifies this intent for
confirmatory testing in 40 CFR
1037.235(c)(2) by stating that the results
will only affect your vehicle FEL if the
results of our confirmatory testing result
in a GEM vehicle emission value that is
higher than the vehicle FEL declared by
the manufacturer.
These revisions further obviate a need
for component-specific compliance
margins and should thus further clarify
that component-specific suppliers
should be providing GEM inputs with
raw test results, rather than values that
include an associated compliance
margin. While we do not believe that
suppliers should normally include
compliance margins when providing
test data to OEMs for GEM inputs, we
do believe they should provide to OEMs
some characterization of the statistical
confidence they have in their data. This
allows the OEM to apply an appropriate
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overall compliance margin for their
vehicle FEL. During a confirmatory test,
EPA would compare the GEM results
using our measured inputs with the
declared FEL for the vehicles, which
means that the compliance margin for
measurement variability should be built
into the FEL of the vehicle. Again, EPA
notes that the certified engine fuel maps
are expected to include small
compliance margins to account for
manufacturing and test variability.
Finally, none of this is intended to
discourage suppliers and OEMs from
entering into commercial agreements
related to the accuracy of test results or
SEA performance.
8. SEAs for Axles and Transmissions
Under 40 CFR 1037.320, a selective
enforcement audit (SEA) for axles or
transmissions would consist of
performing measurements with a
production axle or transmission to
determine mean power loss values as
declared for GEM simulations, and
running GEM over one or more
applicable duty cycles based on those
measured values. The axle or
transmission is considered passing for a
given configuration if the new modeled
emission result for every applicable
duty cycle is at or below the modeled
emission result corresponding to the
declared GEM inputs. As described
below, EPA is revising the provision
regarding where an axle or transmission
does not pass.
We believe special provisions are
needed for axles and transmissions
given their importance as compliance
technologies and a market structure in
which a single axle or transmission
could be used by multiple certifying
OEMs. Under the existing SEA
regulations, if an axle or transmission
family from an independent supplier
fails a SEA, vehicle production could be
disrupted for multiple OEMs and have
serious economic impacts on them. We
are finalizing a revision that will
minimize the disruption to vehicle
production.
Under the revised provision, if the
initial axle or transmission passes, then
the family would pass, and no further
testing would be required. This is the
same as under the existing regulations.
However, if the initial axle or
transmission does not pass, two
additional production axles or
transmissions, as applicable, would
need to be tested. We are finalizing this
revision as proposed, except we are
finalizing additional changes to
§ 1037.320(c) after consideration of
comments received to the proposal in a
couple respects. We further clarified
that these additional production axels or
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transmissions to be tested could be
different axle and transmission
configurations within the family to
cover the range of product included in
the family. We also are finalizing an
additional clarification in 40 CFR
1037.320(c) that further address how the
results from the SEA will be used to
determine if the manufacturer declared
map should be replaced, by stating that
if you fail the audit test for any of the
axles or transmissions tested, the audit
result becomes the declared map, also
requiring revision of any analytically
derived maps if applicable, and that
these would become official test results
for the family. In other words, this
approach would correct the data used
by the OEM for their end-of-year report.
After consideration of comments, we
are also finalizing changes to 40 CFR
1037.320(b) to clarify that the test
transmission’s gear ratios and not the
default ratios in 40 CFR 1036.540
should be used in GEM. After
consideration of comment regarding the
lack of an engine defined for use as a
GEM input when a component-level
SEA is being performed, we have
specified the use of the default engine
map in 40 CFR part 1036, appendix C,
and a default torque curve that we have
added as Table 1 to 40 CFR 1037.520.
The axle and transmission GEM inputs
can now be determined based on the
default map and torque curve. See
Chapter 2 of the Response to Comments
for further details on comments received
and our responses.
9. Electric and Hybrid Vehicles in
Vocational Applications
Prior to the proposal, manufacturers
expressed concern that the Phase 2
regulations are not specific enough
regarding how to classify hybrid
vocational vehicles (see § 1037.140).
This is not an issue for tractors, which
are classified based on gross vehicle
weight rating (GVWR). However,
vocational vehicles are generally
classified by the class of the engines.
Obviously, this approach does not work
for electric vehicle without engines.
This approach could also misrepresent
a hybrid vehicle that is able to use an
undersized engine. To address these
problems, we proposed changes to
§ 1037.140(g)(1) to clarify that the
classification for tractors where
provisions are the same as vocational
vehicles applies for hybrid and nonhybrid vehicles, and paragraph (g)(4) to
clarify that Class 8 hybrid and electric
vehicles are Heavy HDVs and all other
vehicles are classified by GVWR classes.
CARB and Tesla supported the
regulation changes proposed in
§ 1037.140(g). We did not receive any
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adverse comments on these proposed
revisions and we are finalizing the
proposed revisions with the addition of
‘‘electric’’ to paragraph (g)(1) for
consistency with the rest of the section
and an expanded clarification in
paragraph (g)(4)(iii) that Class 8 hybrid
and electric vehicles are considered
Heavy HDV, regardless of the engine’s
primary intended service class.
CARB suggested tying certification
provisions such as warranty and useful
life to the vehicle GVWR to avoid
allowing a downsized hybrid
powertrain installed in a heavier vehicle
weight class to have shorter useful life
and emission warranty obligations. We
note that useful life (§ 1037.105(e)) and
warranty (§ 1037.120(b)) for vocational
vehicles are defined by vehicle service
class (i.e., Light HDV, Medium HDV,
and Heavy HDV) and our final revision
to § 1037.140(g)(4) ensures all Class 8
hybrid and electric vehicles are
classified in our heaviest weight class
with the longest useful life and warranty
periods. Consequently, any powertrain
in a Class 8 vehicle, including a
downsized hybrid, would be a Heavy
HDV and subject to all corresponding
certification provisions for Heavy HDVs.
We also requested comment on
alternative approaches, such as
specifying the useful life in hours rather
than miles for these vocational vehicles
or allowing electric vehicles to step
down one weight class, with
justification from the manufacturer.
With respect to the potential alternative
approaches we requested comment on,
Ford supported specifying useful life in
hours rather than miles for vocational
vehicles. However, CARB raised
questions on how the useful life in
miles correlates to engine hours. Tesla
encouraged EPA to continue to use a
single, miles-based criteria for useful
life. In addition, Ford expressed support
for allowing electric vehicles to step
down one weight class. We are not
taking final action on any of the
potential alternative approaches at this
time. Regarding adopting useful life
criteria based on engine hours, we
currently lack the data required to link
engine hours to miles for the range of
vocational vehicles. Regarding
potentially allowing electric vehicles to
step down one weight class, we
currently have concerns that this may
allow for inappropriate useful life and
warranty requirements.
Section 1037.140(g)(5) references
§ 1037.106(f) in specifying that, in
certain circumstances, you may certify
vehicles to standards that apply for a
different vehicle service class. We
received comments from EMA and
Volvo and agree with the commenters’
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suggestion to clarify how our revision to
§ 1037.140(g)(1) regarding hybrid and
electric tractors interacts with the crossreferenced § 1037.106(f). Consistent
with our explanation at proposal that
the current requirements in
§ 1037.140(g) applied to all tractors, we
are also finalizing a corresponding
clarification in § 1037.106(f)(2)
regarding Class 7 hybrid and electric
tractor’s ability to certify to the Class 8
standards, by adding a sentence that
‘‘[t]his applies equally for hybrid and
electric vehicles.’’ See Chapter 2 of the
Response to Comments for further
details on comments received and our
responses.
10. Vocational Vehicle Segmentation
The Phase 2 regulatory structure
applies the primary vocational
standards by subcategory.
Manufacturers are generally allowed to
certify vocational vehicles in the
particular duty-cycle subcategory they
believe to be most appropriate,
consistent with good engineering
judgment.20 This process for selecting
the correct subcategory is often called
‘‘segmentation.’’ Under this structure,
EPA expects manufacturers to choose a
subcategory for each vehicle
configuration that best represents the
type of operation that vehicle will
actually experience in use. This is
important because several technologies
provide very different emission
reductions depending on the actual inuse drive cycle. For example, stop-start
would provide the biggest emission
reductions for urban vehicles and much
less reduction for vehicles that operate
primary on long intercity drives.
Vocational vehicles are classified
based upon the gross vehicle weight
rating (GVWR) as defined in
§ 1037.140(g). Once classified,
manufacturers identify the intended
regulatory subcategory duty cycles (i.e.,
Urban, Multi-purpose, or Regional) for
each vocational vehicle configuration as
indicated in § 1037.140(h). There are
constraints for vocational duty cycle
and regulatory subcategory, specified in
§ 1037.150(z).
Prior to the proposal, manufacturers
raised concerns about the impact of this
structure on their ability to plan for and
monitor compliance. They suggested
that more objective and quantitative
‘‘good engineering judgment’’ criteria
would be helpful. In response to these
concerns, EPA proposed an interim
‘‘safe harbor’’ provision in
§ 1037.150(bb) for vocational vehicle
segmentation. Under the proposal,
20 See 40 CFR 1068.5 for specifications on
applying good engineering judgment.
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manufacturers meeting the safe harbor
criteria would be presumed to have
applied good engineering judgment, and
we explained that we thought the
criteria were consistent with the intent
of the Phase 2 program and would not
allow manufacturers to reduce the
effective stringency the standards.
The first principle of the proposed
safe harbor was that any vehicle could
be classified as Multi-purpose. The
Multi-purpose duty cycle weighting
factors include significant weightings
for highway operation, lower speed
transient operation, and idle. Thus, it
would not generally overvalue an
individual technology. The second
principle of the proposed safe harbor
was that vehicles not classified as Multipurpose should not be exclusively
Regional or Urban. We proposed a
quantitative measure that evaluates the
ratio of Regional vehicles to Urban
vehicles within an averaging set.
Specifically, we proposed that the ratio
of Regional vehicles to Urban vehicles
must be between 1:5 and 5:1. EPA
requested comment on the proposed
approach overall and the range of
acceptable ratios.
CARB supported the proposed
provision of allowing any vocational
vehicle to be classified as Multipurpose. However, both EMA and CARB
questioned the ratios for vocational
vehicle categories in the proposed
provisions of § 1037.150(bb). EMA
commented that the proposed ratios
were ‘‘arbitrary’’ and may not be
represent a manufacturer’s model mix
during any specific year. Instead, EMA
suggested that more appropriate ‘‘good
engineering judgment’’ would be to base
the vehicle category on ‘‘the duty cycle
weighting under which it performs most
efficiently in GEM.’’ CARB commented
that the ratio could inadvertently drive
manufacturers to certify the vehicles
with an inappropriate duty cycle and
recommended all vehicles be certified
as Multi-purpose unless the
manufacturer could provide ‘‘good
justification’’ for a Regional or Urban
categorization.
We are finalizing a revision in
§ 1037.140(h) and throughout
§ 1037.150(z) to replace ‘‘duty cycle’’
with the term ‘‘regulatory subcategory’’
that more appropriately reflects the
intent of classifying a vehicle and its
connection to a standard. Additionally,
after considering the comments, EPA is
finalizing one principle of the safe
harbor provision proposed as
§ 1037.150(bb); specifically, the
paragraph that allows manufacturers to
select the Multi-purpose subcategory for
any vocational vehicle, unless otherwise
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specified in § 1037.150(z).21 As noted
previously, selecting this subcategory
and associated duty cycle would require
technologies that reduce emissions
across all operation (i.e., high speed,
lower speed transient, and idle) and we
believe it is an appropriate default duty
cycle if a manufacturer is unsure of the
final vehicle application when applying
the good engineering judgment
provision of § 1037.140(h). We agree
with the concerns expressed by CARB
and EMA and are not finalizing the
ratios of Regional to Urban vehicles in
paragraph § 1037.150(bb)(2) of the
proposed safe harbor provision. Instead,
as discussed further below, we continue
to rely on the constraints listed in
§ 1037.150(z) to guide manufacturers in
identifying an appropriate duty cycle,
with the addition of a Multi-purpose
safe harbor.
Section 1037.150(z) outlines the
constraints manufacturers apply when
determining the appropriate vocational
subcategory for their vehicles as
described in § 1037.140. Instead of
adding a new paragraph (bb) as
proposed, we are reordering
§ 1037.150(z) and incorporating a new
paragraph to allow the Multi-purpose
classification. The modified
§ 1037.150(z)(1) through (3) now
include the current provisions that
identify the vehicle configurations
(designed for higher-speed cruise
operation) for which manufacturers
must select the Regional subcategory,
specifically if certified based solely on
testing with the high-speed
Supplemental Emission Test, if certified
as a coach bus or motor home, or if
equipped with a manual transmission
after MY 2024. Except where one of
those existing three criteria for the
Regional subcategory apply, a new
paragraph (z)(4) allows manufacturers to
select the Multi-purpose subcategory for
any vocational vehicle. The remaining
renumbered paragraphs (z)(5) through
(7) describe the current regulation’s
existing allowances for and limitations
on selecting the Urban subcategory that
are based on the most appropriate
transmission configurations for lower
speed, stop-and-go driving.
We continue to believe market forces
will induce manufacturers to design
their vocational vehicles such that their
GHG emission performance (and fuel
efficiency) is optimized for their
customers’ specific applications and, in
most cases, it will be clear which
subcategory and associated duty cycle is
appropriate for a given vocational
vehicle configuration. Consequently, the
21 This portion of the proposed safe harbor
provision was proposed as § 1037.150(bb)(1).
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vehicles and their associated technology
packages will also be relatively
optimized for one of the vocational duty
cycles available for compliance using
GEM, as shown in Table 1 of § 1037.510.
Where it is unclear, we would evaluate
whether a manufacturer has applied the
good engineering judgment required
under § 1037.140(h) taking into
consideration whether the subcategory
selected is best suited for the vehicle as
indicated by the totality of its
powertrain options, vehicle features,
and duty cycle performance under
which it demonstrates the most
favorable emissions result relative to the
emission standard. We note that in our
review of a manufacturer’s good
engineering judgment request, we
reserve the right to require the use of a
more appropriate duty cycle and
subcategory. We will continue to
monitor use of the good engineering
judgment provision of § 1037.140(h) and
the constraints listed in § 1037.150(z)
and may re-evaluate our approach in the
future if we determine it is necessary.
Thus, the final regulations include
consideration of both EMA and CARB’s
suggestions. As noted previously, we
would consider the duty cycle
weighting under which the vehicle
performs most efficiently in GEM in
considering whether good engineering
judgment was used, and have provided
manufacturers of vehicles not subject to
the constraints listed in § 1037.150(z)
with a clear pathway to certify those
vehicles as Multi-purpose if they are
otherwise unable to justify Regional or
Urban duty cycle when exercising good
engineering judgment.
In the proposed rule, we also
requested comment on the need for the
subcategory on the label. EMA
commented that it is unnecessary and a
complication and burden for
manufacturers to identify whether the
vehicle is in the Urban, Multi-Purpose
or Regional subcategory on the label and
requested that we ‘‘remove the
requirements in § 1037.135(c)(3) and
(4)’’. CARB commented and encouraged
EPA to require the subcategory be on the
label because it would help consumers
choose the appropriate certified vehicles
for their intended vehicle operation
cycles. After consideration of EMA’s
and CARB’s comments, we are removing
the requirement to explicitly state the
regulatory subcategory on the emission
label as specified in § 1037.135(c)(4). In
the Phase 2 final rulemaking, we
concluded that it was unnecessary for
the emission label to contain a
comprehensive list of all emission
components and that it is important to
balance the manufacturers’ ‘‘need to
limit label content with the [the
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agencies’] interest in providing the most
useful information for inspectors’’ (81
FR 73636, October 25, 2016). Since
stating the regulatory subcategory on the
label provides limited additional
information inspectors could use to
quickly determine if the vehicle is in its
certified condition and the subcategory
can be identified from the vehicle
family name required by paragraph
(c)(3), we believe it is appropriate to
remove it as a requirement on the
emission label. We are not revising the
current requirement to print the
standardized designation for the vehicle
family name as required by
§ 1037.135(c)(3), which ensures
consistency between the label and other
compliance provisions that require the
vehicle family name. As such, the
regulatory subfamily can continue to be
identified from the family name, which
should help address CARB’s concern if
a consumer chooses to use the
emissions label when deciding to
purchase a vehicle.
11. Early Certification for Small
Manufacturers
Vehicle manufacturers that qualify as
small businesses are exempt from the
Phase 1 standards, but must meet the
Phase 2 standards beginning January 1,
2022.22 However, some vehicle families
have been certified voluntarily to Phase
1 standards by small manufacturers. In
an effort to encourage more voluntary
early certification to Phase 1 standards,
we proposed a new interim provision in
§ 1037.150(y)(4) for small manufacturers
that certify their entire U.S.-directed
production volume to the Phase 1
standards for calendar year 2021 (85 FR
28150). Small manufacturers may delay
complying with the Phase 2 standards
by one year, and instead comply with
the Phase 1 standards for that year, if
they voluntarily comply with the Phase
1 standards for one full prior year.
Specifically, small manufacturers may
certify their model year 2022 vehicles to
the Phase 1 greenhouse gas standards of
§§ 1037.105 and 1037.106 if they certify
all the vehicles from their annual U.S.directed production volume to the
Phase 1 standards starting on or before
January 1, 2021. If the small
manufacturers do so, the provision
allows these manufacturers to certify to
the Phase 1 standards for model year
2022 (instead of the otherwise
applicable Phase 2 standards). Early
compliance with the Phase 1 standards
should more than offset any reduction
in benefits that would otherwise be
22 See
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achieved from meeting Phase 2
standards starting January 1, 2022.23
The provision we proposed also
allows the Phase 1 vehicle credits that
small manufacturers generate from
model year 2018 through 2022
vocational vehicles to be used through
model year 2027. Under the existing
regulations, all manufacturers that
generate credits under the Phase 1
program are allowed to use such Phase
1 vehicle credits in the Phase 2 vehicle
averaging, banking, and trading
program, but the credits are subject to
the five-year credit life. As noted in the
proposed rule, we believe the limit on
credit life can be problematic for small
manufacturers with limited product
lines which allow them less flexibility
in averaging, and the longer credit life
will provide them additional flexibility
to ensure all their products are fully
compliant by the time the Phase 2
standards are fully phased in for model
year 2027. We note that these Phase 1
emission credits are based on the degree
to which the Family Emission Limit is
below the Phase 1 standard.
We received no adverse comment to
either proposal for small manufacturers
in § 1037.150(y)(4). Our final revisions
include minor edits to the proposed
credit-related provision in
§ 1037.150(y)(4) to create a standalone
sentence and moving the proposed
provision that describes the certification
flexibility for these small manufacturers
to a new § 1037.150(c)(4) where the
applicable standards and
implementation dates for qualifying
small businesses are introduced.
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12. Delegated Assembly
In 40 CFR 1037.621, EPA specifies
provisions to allow manufacturers to
ship incomplete vehicles and delegate
the final assembly to another entity.
Manufacturers previously expressed the
concern that these ‘‘delegated assembly’’
requirements are too burdensome in
some cases, particularly in cases such as
auxiliary power units and natural gas
fuel tanks. EPA requested comment on
this issue and proposed a single
clarifying edit in § 1037.621(g). CARB
encouraged EPA to maintain the
existing delegated assembly provisions.
We received no comments adverse these
existing provisions or providing
suggestions for updated text. The final
rule adopts only the single clarifying
edit in § 1037.621(g), as proposed.
23 The magnitude of any impact on air quality
would be small because of the low production
volumes from these small business manufacturers.
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13. Canadian Vehicle Standards
During the Phase 2 rulemaking,
Environment and Climate Change
Canada (ECCC) emphasized that the
highway weight limitations in Canada
are much greater than those in the U.S.
Where the U.S. Federal highways have
limits of 80,000 pounds gross combined
weight, Canadian provinces have weight
limits up to 140,000 pounds. This
difference could potentially limit
emission reductions that could be
achieved if ECCC were to fully
harmonize with the U.S.’s HD Phase 2
standards because a significant portion
of the tractors sold in Canada have
GCWR (Gross Combined Weight Rating)
greater than EPA’s 120,000-pound
weight criterion for ‘‘heavy-haul’’
tractors.
EPA addressed this in Phase 2 by
adopting provisions that allow the
manufacturers the option for vehicles
above 120,000 pounds GCWR to meet
the more stringent standards that reflect
the ECCC views on appropriate
technology improvements, along with
the powertrain requirements that go
along with higher GCWR (see 81 FR
73582, October 25, 2016). Vehicles in
the 120,000 to 140,000 pound GCWR
range would normally be treated as
simple ‘‘heavy haul’’ tractors in GEM,
which eliminates the GEM input for
aerodynamics. However, vehicles
certified to the optional standards
would be classified as ‘‘heavy Class 8’’
tractors in GEM, which then requires an
aerodynamic input. Nevertheless, they
both use the heavier payload for heavy
haul.
ECCC has since adopted final
standards for these 120,000 to 140,000
pound GCWR tractors, which differ
from the optional standards finalized in
Phase 2.24 Since the purpose of these
standards was to facilitate certification
of vehicles intended for Canada, we
proposed optional standards in
§ 1037.670 that would be the same as
the final ECCC standards. We did not
receive any comments adverse the
proposed optional standards and we are
finalizing the optional standards as
proposed in § 1037.670. Note that these
standards are not directly comparable to
either the normal Class 8 standards or
the heavy haul standards of § 1037.106
because GEM uses different inputs for
them. Manufacturers who choose to opt
into meeting the Canadian standards
24 Government of Canada. Regulations Amending
the Heavy-duty Vehicle and Engine Greenhouse Gas
Emission Regulations and Other Regulations Made
Under the Canadian Environmental Protection Act,
1999: SOR/2018–98, Canada Gazette, Part II,
Volume 152, Number 11, May 16, 2018. Available
online: https://gazette.gc.ca/rp-pr/p2/2018/2018-0530/html/sor-dors98-eng.html.
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would achieve greater emission
reductions compared to EPA’s program.
ECCC has also adopted new standards
for tractors in the 97,000 to 120,000
pound GCWR category. In general, EPA
would classify a tractor in the 97,000 to
120,000 lb GCWR range in one of its
Class 8 tractor subcategories. EPA’s
Class 8 tractor standards, which cover
up to 120,000 lb GCWR, have standards
that are more stringent than ECCC’s
standards for their 97,000 to 120,000 lb
GCWR subcategory. We did not propose
special provisions for these tractors, but
requested comment on the need for
special provisions for these vehicles.
Both EMA and Volvo commented that
special provisions are necessary to
facilitate certification of 97,000 to
120,000-pound GCWR tractors for
export to Canada. EMA suggested a
similar approach for these 97,000 to
120,000-pound GCWR tractors as the
one provided for the optional
certification for tractors at or above
120,000 pounds GCWR, proposed in
§ 1037.670. Similarly, Volvo requested
that EPA provide subcategories and
standards for these tractors that align
with the ECCC regulations. We have
concerns with the suggestion of
providing an option for tractor
standards that are less stringent than our
current standards. EPA did not propose
and is not taking any final action on
special provisions for such vehicles at
this time.
14. Transmission Calibrations
Manufacturers with advanced
transmission calibrations may use the
powertrain test option in § 1037.550 to
demonstrate the performance of their
transmissions. We adopted this option
to provide an incentive for the
development of advanced transmissions
with sophisticated calibrations.
Transmission manufacturers have
developed some new efficient
calibrations, but must also maintain less
efficient calibrations to address special
types of operation. Due to concerns
about resale value, most customers want
to retain the ability to select the correct
calibration for their operation. For
transmissions with such selectable
calibrations, § 1037.235(a) requires that
they test using the worst-case
calibration, which can undermine the
incentive to continue improving the
calibrations. We received comment
requesting that we allow averaging of
the worst-case and best-case
performance, however this request
would be a significant departure from
how engine families are certified and
what 40 CFR part 1037 currently
requires for transmissions. We also
received comment on weighting the
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calibration performance based on the
actual use of these calibrations in the
field. We believe that this option will
give the most representative use of these
calibrations and their impact on CO2
emissions. After consideration of these
comments, we are finalizing a change to
allow manufacturers to measure both
the best- and worst-case calibrations and
weight them by prior model year based
on survey data, prior model year sales
volume, or other appropriate means.
This weighting will be accomplished by
testing both calibrations and weighting
the results in Table 2 of § 1037.550 as
described in amendments made in
§ 1037.235(a). See Chapter 2 of the
Response to Comments for further
details on comments received and our
responses.
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15. Other Minor Heavy-Duty Vehicle
Amendments
We received no adverse comments to
the following proposed amendments.
EPA is finalizing the following
amendments to part 1037 as proposed:
• Section 1037.103(c)—Adding
phrase ‘‘throughout the useful life’’.
• Section 1037.105 Table 5—
Updating footnote format in table.
• Section 1037.106 Table 1—
Updating footnote format in table.
• Section 1037.120(b)—Correcting the
text with respect to tires and Heavy
Heavy-Duty vehicles.
• Section 1037.150(c)—Adding a
sentence pointing to additional interim
provisions for small manufacturers.
• Section 1037.150(aa)—Clarifying
the production limit for drayage tractors
under the custom chassis allowance.
• Section 1037.201(h)—Correcting
phrase ‘‘except that § 1037.245 describes
. . .’’ to refer to § 1037.243.
• Section 1037.205(e)—Correcting
parenthetical ‘‘(see 40 CFR 1036.510)’’
to refer to 40 CFR 1036.503.
• Section 1037.225(e)—Reorganizing
paragraph with the introduction noting
starting data, paragraph (e)(1) with
existing text, and a new paragraph (e)(2)
regarding the requirement that the
amended application be ‘‘correct and
complete’’.
• Section 1037.230(a)(2)—Adding
two clarifying paragraphs for optional
tractor subcategories.
• Section 1037.243(c)—Rephrasing
for consistency with other paragraphs in
the section.
• Section 1037.255—Replacing the
possessive ‘‘your’’ with articles a/an/the
throughout this section and added
clarifying statements related to the
information submitted in an application
for a certificate of conformity.
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• Section 1037.301(b)—Removing
phrase ‘‘matches or exceeds the
efficiency improvement’’.
• Section 1037.635(c)(1)—Editorial,
adding a missing ‘‘the’’.
• Section 1037.701(h)—Editorial,
fixing reference.
• Section 1037.705(c)(2)—Adding a
clarification for exported vehicles.
• Section 1037.801—Correcting
punctuation in Compression-ignition
and Low rolling resistance tires
definitions; adding the word ‘‘motor’’ to
definition of Electric vehicle; adding
definition of electronic control module;
clarifying Heavy-duty vehicle definition
with respect to incomplete vehicles;
adding definition of High-strength steel;
clarifying Light-duty truck definition;
adding Tonne definition.
• Section 1037.805(c) and (d)—
Editorial; updating to be consistent with
format in other parts.
EPA is also finalizing the following
additional amendments, that include
revisions we are finalizing as proposed
but with additional clarifications,
editorial improvements, or to fix
typographical errors, after consideration
of comments, as noted. Chapter 2 of our
Response to Comments includes
additional details on some of these
amendments, as well as other
amendments or clarifications requested
by commenters and our responses.
• Section 1037.150(c)—Reorganizing
the section into subparagraphs;
removing ‘‘qualifying’’ throughout;
moving reference to NAICS codes into
definition of ‘‘small manufacturer’’ in
§ 1037.801; and combining the
statements regarding the MY 2022
implementation date for tractor and
vocational vehicles and the additional
delays in later years for alternativelyfueled tractors and vocational vehicles
into the new paragraph (c)(2) to provide
further clarification in response to
CARB’s seeming misinterpretation of
the regulations in a submitted comment
related to our proposed § 1037.150(y)(4)
provision. Also moving the certificationfocused portion of the early certification
provision proposed as part of
§ 1037.150(y)(4) to a new paragraph
(c)(4) as discussed in Section II.C.11.
• Section 1037.231(b)(7)—Adding an
additional revision to provide
clarification on forward gear
availability, noting that available
forward gear means the vehicle has the
hardware and software to allow
operation in those gears, consistent with
our final revision to § 1037.520(g) as
noted in Section II.A.2.
• Section 1037.235(h)—Providing an
example of an ‘‘untested configuration’’
in response to EMA’s request for
clarification.
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• Section 1037.601(a)(2)—Removing
limit of ‘‘up to 50’’ and added a more
general statement that we will limit the
number of engines.
• Section 1037.615—Clarifying that
fuel cells powered by hydrogen should
have a Family Emission Limit of 0 g/
ton-mile for calculating CO2 credits.
Vehicles fueled by hydrogen are
inherently carbon-free, which supports
treating these vehicles the same as
electric vehicles. This clarification is
responsive to a comment from EMA.
• Section 1037.660(a)(2)—Revising to
specify the permissible delay before
engaging neutral idle when the vehicle
is stopped; updating from proposed
value of two seconds to the final value
of five seconds after consideration of a
request from Ford that suggested ‘‘two
seconds is too short to account for
normal stops and restarts in real on-road
driving’’. This request was posed in an
email to EPA following the proposed
rule.25
• Section 1037.740(b)—Updated
naming convention to match vehicle
service classes Our revised delay of five
seconds for neutral idle accommodates
Ford’s request and is consistent with the
permissible § 1037.740(b)—Updating
the naming convention to match vehicle
service classes.
• Section 1037.801—Updating the
proposed definitions for ‘‘hybrid engine
or powertrain’’ and ‘‘hybrid vehicle’’ to
be consistent with the proposed and
further developed hybrid powertrain
test procedure revisions to part 1036,
subpart F, and the definitions of ‘‘hybrid
powertrain’’ and ‘‘mild hybrid’’ added
to 40 CFR part 1036. These revisions
add examples of systems that qualify as
hybrid engines or powertrains,
specifically systems that recover kinetic
energy and use it to power an electric
heater in the aftertreatment. Updating
model year definition as discussed in
Section II.C.6 and small manufacturer
definition as discussed in II.C.11.
• Section 1037.805(b)—Updating
quantity and quantity descriptions
including additional revisions to those
proposed to ensure that these
descriptions were consistent throughout
the part.
• Section 1037.805(f)—Adding an
additional revision to those proposed to
update gravitational constant after
consideration of comments received on
the proposal.
• Appendix III to part 1037—
Updating the definition of the emission
control identifier ‘‘DWSW’’ to clarify
25 Memorandum to Docket EPA–HQ–OAR–2019–
0307, Email from Ken McAlinden (Ford) Requesting
Regulatory Change for Neutral Idle Credit,
Christopher Laroo, September 23, 2020.
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high-strength steel wheel and maintain
consistency with the related
requirements in Table 6 of § 1037.520,
after consideration of comment by
CARB.
D. Onboard Diagnostics (‘‘OBD’’)
EPA proposed several updates to the
onboard diagnostic (OBD) provisions of
40 CFR part 86, subpart A, related to
onboard diagnostic requirements for
heavy-duty engines and requested
comment on general improvements and
efforts to harmonize EPA and CARB
OBD requirements (see 85 FR 28152).
This section presents the changes we are
adopting to OBD requirements after
consideration of comments received.
Additional details on these and other
OBD amendments or clarifications
requested by commenters and our
responses are available in Chapter 2 of
our Response to Comments document.
EPA’s OBD regulations for heavy-duty
engines are contained in 40 CFR
86.010–18, and were promulgated
February 24, 2009 (74 FR 8310).
Although these regulations were
originally harmonized with CARB’s
OBD program, CARB has since updated
and made changes to their regulations
which EPA has not adopted. Most
recently, in October 2019, CARB
approved revisions to the onboard
diagnostics requirements that include
implementation of real emissions
assessment logging (REAL) for heavyduty engines and other vehicles.
The proposed rule requested
comment on differences between
existing EPA and CARB OBD
regulations and included specific
proposed revisions intended to reduce
these differences. EPA proposed six
specific revisions to update existing
OBD regulations and harmonize with
CARB requirements. We received
comments supportive of these
proposals, as well as comments
indicating that EPA should reconsider
certain proposals to ensure the
regulations are clear and have the
desired effect. After further evaluation
and consideration of comments, EPA is
finalizing four of these six proposed
revisions:
(1) Adopting as proposed the CARB
5% threshold for misfire in § 86.010–
18(g)(2). This would allow
manufacturers to not detect misfires
under certain conditions, such as during
aftertreatment regeneration and some
low temperature operation.
(2) Adopting as proposed CARB’s
misfire flexibilities in 1971.1(e)(2.3.3)
which include identifying when it is
reasonable for a manufacturer to seek
approval for systems that cannot detect
all misfire under all required speed and
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load conditions and where they seek
approval to disable misfire detections.
(3) Adopting with a clarification the
proposed revision to our in-use
compliance standards in § 86.010–18(p)
to reflect the CARB approach for
minimum ratios for representative
samples where a system would be
considered noncompliant if the
representative test sample (or
performance group) indicates that the
in-use ratio is below 0.088. A
clarification was added to specify that
the in-use ratio is based on the
‘‘average’’ value for the test sample
group.
(4) Adopting as proposed the
allowance to use CARB OBD reporting
templates for EPA OBD requirements.
EPA received comments on the 5%
threshold for misfire indicating concern
that the provision as proposed does not
reflect CARB’s most recent
requirements. EPA’s proposal in
§ 86.010–18(g)(2)(iii)(C) was to require
misfire detection on those engines
equipped with sensors that can detect
misfire occurrences. Existing CARB
requirements state that all diesel
engines are required to continuously
monitor for misfire, not just those
engines equipped to detect for misfire.
EPA is finalizing the misfire provision
as proposed but may further review this
provision and may consider
harmonizing with existing CARB
requirements that require misfire
detection for all diesel engines as a part
of a future rulemaking. For example, the
Cleaner Trucks Initiative (‘‘CTI’’)
rulemaking intends to consider
updating existing EPA OBD regulations
and harmonizing further with CARB
OBD requirements as noted in the
advance notice of proposed rulemaking
(ANPR) (85 FR 3306, January 21, 2020).
EPA received comment on the proposal
to revise our in-use compliance
standards that recommended adding a
clarification to the proposed language to
indicate that the in-use ratio is based on
the average in-use ratio of the engines in
the test sample group. The comment
pointed out that the regulations as
proposed were not clear as to how the
in-use ratio would be determined.
Existing EPA regulations in § 86.010–
18(j)(3)(i) and (ii) specify that
manufacturers must collect and report
in-use monitoring performance data
representative of production vehicles,
separate production vehicles into
monitoring performance groups and
submit data that represents each of these
groups. The purpose of this requirement
is to analyze in-use data from more than
one vehicle to ensure that the OBD
system is functioning properly. The
frequency that some OBD monitors run
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can vary depending on the duty cycle of
a particular vehicle, therefore, using the
average in-use ratio from to evaluate
performance is most appropriate.
Adding this clarification also increases
the alignment of EPA and CARB OBD
requirements. After consideration of
these factors we have added the word
‘‘average’’ to § 86.010–18(p)(4)(ii) to
provide this clarity. Comments were
also received on the in-use requirements
stating that an additional provision
should be included to § 86.010–
18(p)(4)(ii) to ensure that compliance
with the in-use ratio requirement is not
influenced by engines with very high
ratios which could lower the average
value. We are not finalizing this change
at this time but intend to review
whether or not revisions to this
provision should be considered as a part
of the CTI rulemaking effort. EPA
received no adverse comments on the
proposal to allow the use of CARB’s
OBD reporting template. Using the
CARB template will help streamline
certification processes and reduce the
time manufacturers may spend entering
duplicative information on different
forms. EPA is finalizing this provision
as proposed to help harmonize
requirements and streamline the
certification process.
EPA is not taking final action at this
time on two proposed revisions: (1) To
allow CARB certified configurations to
not count as separate engines families
for the purposes of determining OEM
test requirements, and (2) to allow a
simplified carryover OBD certification
path intended for special engine
families. We received comments
indicating concern that these proposals
were not clear. For example, CARB
noted that the proposed regulatory
requirements for both carryover
certification and for determining
required OBD demonstration testing
requirements relied on the term ‘‘special
engine family’’ which is not defined in
EPA regulations. EPA intends to review
these two issues and other comments
received on existing OBD requirements
as part of a more comprehensive effort
to consider updating our existing OBD
regulations in the intended CTI
rulemaking.
II. Other Amendments
A. Ethanol-Blend Test Fuels for
Nonroad Spark-Ignition Engines and
Vehicles, Highway Motorcycles, and
Portable Fuel Containers
EPA adopted exhaust and evaporative
emission standards for gasoline-fueled
nonroad engines, vehicles, and
equipment before there was a Federal
gasoline test fuel with 10 percent
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ethanol (E10). Most of those programs
therefore relied on testing with neat
gasoline (E0) or with a splash-blended
mix of neat gasoline and ethanol to
make E10. In the meantime, EPA
adopted a Federal gasoline test fuel with
10 percent ethanol for testing motor
vehicles (79 FR 23414, April 28, 2014).
California ARB adopted its own
specification for an E10 test fuel for
testing motor vehicles, referred to as
‘‘LEV III E10.’’ California ARB revised
its nonroad emission control programs
to require manufacturers to start using
LEV III E10 test fuel for certification
starting in model year 2020, without
allowing for carryover of previous data
from testing with neat gasoline.
California ARB’s move to require use of
LEV III E10 test fuel for certification has
led manufacturers to express a concern
about the test burden associated with
separate testing to demonstrate
compliance with EPA and California
ARB emission standards.
The concern for aligning test
requirements related to test fuel applies
for marine spark-ignition engines (40
CFR part 1045), nonroad spark-ignition
engines above 19 kW (40 CFR part
1048), and recreational vehicles (40 CFR
part 1051).26 We expect a similar
situation to apply for highway
motorcycles in the 2022–2025 time
frame based on California ARB’s plans
for further rulemaking activity.
We have issued guidance for marine
spark-ignition engines (40 CFR part
1045) 27 and for recreational vehicles (40
CFR part 1051) 28 describing how we
may approve certification based on
emission measurements with an E10 test
fuel. We are revising 40 CFR parts 1045,
1048, and 1051, consistent with the
recently issued guidance documents, to
allow for certification based on emission
measurements with EPA’s E10 test fuel
without requiring EPA approval, and
without adjusting emission standards to
account for fuel effects. For marine
spark-ignition engines (40 CFR part
1045), this merely replaces the existing
provision allowing for the alternative of
using a splash-blended E10 test fuel. For
recreational vehicles (40 CFR part 1051)
and Large spark-ignition (Large SI)
engines (40 CFR part 1048), naming
EPA’s E10 specification as the
alternative test fuel is a new provision.
26 EPA adopted amendments to address these
concerns for nonroad spark-ignition engines at or
below 19 kW in an earlier rulemaking (80 FR 9114,
February 19, 2015).
27 ‘‘Marine Spark Ignition Engine Certification
Testing with California ARB E10 Test Fuel,’’ EPA
guidance document CD–18–15, December 24, 2018.
28 ‘‘Off-Highway Recreational Vehicle
Certification Testing with California ARB E10 Test
Fuel,’’ EPA guidance document CD–19–03, April
22, 2019.
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We are not prepared in this rulemaking
to justify adopting new emission
standards or to otherwise change the
stringency of the existing standards. It is
therefore necessary for EPA to be able to
do confirmatory testing with either the
original E0 test fuel, or the
manufacturer’s selected alternative fuel.
We are also allowing the same
approach for certification based on
emission measurements with EPA’s E10
test fuel for highway motorcycles
(including EPA confirmatory testing
with either E0 or E10).
We expect this approach of allowing
E10 as an alternative test fuel to
adequately address concerns for the
identified sectors. Many of these
engines have closed-loop fuel controls
that reduce the effect of fuel variables
on exhaust emissions. Many also have
relatively large compliance margins
relative to the standards that apply.
These factors help manufacturers
confidently test with E10 as an
alternative fuel, knowing that they
continue to be liable for meeting
emission standards on the specified E0
test fuel.
In the proposed rule we described a
process for approving the use of
California ARB’s LEV III E10 test fuel
instead of EPA’s E10 test fuel as the
alternative test fuel. That process is
detailed in the existing regulations at 40
CFR 1065.701(b). The National Marine
Manufacturers Association, the
Motorcycle Industry Council, and
Polaris requested that we revise the
regulation to include California ARB’s
LEV III E10 as an alternative test fuel.
The two sets of fuel specifications are
nearly identical, with the notable
difference being that California ARB’s
LEV III E10 test fuel has a lower
volatility, which corresponds to the fuel
regulations that apply in California. For
testing hot-stabilized engines, volatility
has a very small effect on exhaust
emissions.
We are not revising the regulation to
specify California ARB’s LEV III E10 test
fuel as an alternative test fuel. We
expect the approval process described
in 40 CFR 1065.701(b) to allow for
review that will typically result in
approval to use the California test fuel.
However, we remain concerned that
there may be some limited
circumstances in which testing with the
California fuel may not be appropriate
for EPA certification. For example,
engine manufacturers might name a
Family Emission Limit to earn emission
credits with a very narrow compliance
margin. In that case, we would want to
be able to explore with the manufacturer
whether its testing adequately supports
the proposed application for
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certification. As another example, some
nonroad sectors include standards and
testing requirements for controlling offcycle emissions. It may be appropriate
for the manufacturer to perform some of
this off-cycle testing for certification
using EPA’s E0 or E10 test fuel in
addition to testing over specified duty
cycles with California ARB’s LEV III E10
test fuel. To illustrate this point, we
observed from a recent experience
exploring potential noncompliance that
an engine that has electronic feedback
control can have a sensitivity to fuel
parameters that is much greater than we
would expect based on a simple
assessment of combustion chemistry.
We also note that the experience of
implementing these changes in test fuel
requirements will inform our ongoing
approach for approving requests. Data
supporting the equivalence of EPA and
California test fuels would lead us to
reduce our concerns for approving
requests. In contrast, if we learn that
fuel effects are greater than expected, we
would review requests more carefully.
This more careful review could be
limited to a single manufacturer or a
single type of engine (or engine
technology), or it may apply more
broadly.
We specify evaporative emission
standards and test procedures for
portable fuel containers and nonroad
spark-ignition equipment in 40 CFR part
59, subpart F, and 40 CFR part 1060,
respectively. The gasoline test fuel is
splash-blended E10. California ARB
specifies their LEV III gasoline test fuel
for the analogous procedures in
California, but they allow manufacturers
to submit data instead using EPA’s
specified test fuel. Accordingly, we
believe manufacturers do not face the
same burden of needing to perform
duplicate measurements for the two
agencies. We are therefore not changing
the EPA test fuel for portable fuel
containers.
Commenters largely affirmed the
proposed approach for increased
flexibility for using E10 test fuels.29 We
understand this approach—allowing
testing with E10 testing as an alternative
procedure—to be an interim measure.
We expect to continue the move toward
adopting E10 test fuel specifications,
without referencing an E0 test fuel
specification, as we consider updating
emission standards for each sector over
time. When we establish new standards,
we would expect to evaluate the
stringency of those standards based on
29 See the Response to Comments for detailed
input from commenters.
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testing with E10 test fuel, which will
allow for adopting a singular test fuel.
B. Removing Obsolete CFR Content
EPA first adopted emission standards
for light-duty motor vehicles and heavyduty highway engines in the 1970s.
Emission standards for the first
categories of nonroad engines started to
apply in the 1990s. Each of these
programs include emission standards
that apply by model year. For most of
these programs over time, engines and
vehicles were subject to increasingly
stringent standards and improved
certification and testing requirements.
All these standards and regulatory
provisions are codified in the Code of
Federal Regulations. As time passes, the
regulations for past model years become
obsolete, but it remains in print until
there is a rulemaking change to remove
it from print. We are removing large
portions of this regulatory content that
no longer applies. The following
sections describe these changes for
different sectors.
Note that Section III.D describes
several amendments to emission control
programs for motor vehicles in 40 CFR
parts 85 and 86. These amendments
include several provisions that also
remove obsolete regulatory content.
1. Clean Fuel Fleet Standards (40 CFR
Part 88)
The Clean Air Act Amendments of
1990 included numerical standards for
the Clean Fuel Fleet program that were
intended to encourage innovation and
reduce emissions for fleets of motor
vehicles in certain nonattainment areas
as compared to conventionally fueled
vehicles available at the time. As
originally adopted, those Clean Fuel
Fleet standards were substantially more
stringent than the standards that applied
to vehicles and engines generally.
Now that we have begun
implementing Tier 3 standards in 40
CFR part 86, subpart S, the Clean Fuel
Fleet standards are either less stringent
than or equivalent to the standards that
apply to vehicles and engines generally.
Because the statute continues to require
Clean Fuel Fleet standards for state
clean-fuel vehicle programs, we cannot
simply remove the Clean Fuel Fleet
program from the regulations. Rather,
we are implementing the Clean Fuel
Fleet standards in 40 CFR part 88 with
a compliance option where vehicles and
engines certified to current standards
under 40 CFR parts 86 and 1036 would
be deemed to comply with the Clean
Fuel Fleet standards as Ultra LowEmission Vehicles. Further, the Clean
Fuel Fleet program as adopted included
labeling requirements for engine and
vehicle manufacturers to identify
compliant engines and vehicles, and a
restriction against including such
engines or vehicles when calculating
emission credits. Both provisions would
also no longer be applicable because of
the earlier mentioned increased
stringency of standards for engines and
vehicles, and under the compliance
option we are establishing. Therefore,
we are also removing these regulations.
This will give clear instructions to
vehicle and engine manufacturers as
well as states that continue to have
Clean Fuel Fleet provisions in their
State Implementation Plans or become
subject to these requirements in the
future under the Clean Air Act (CAA)
sections 182(c)(4)(A) and 246(a).
For states with areas that become
subject to the clean-fuel vehicle program
requirements in the future based on a
new designation as an ozone
nonattainment area, the required state
implementation plan submission for the
program or for a substitute measure is
due within 42 months after the effective
date of an area’s nonattainment
designation. The clean-fuel vehicle
program requirements apply for ozone
nonattainment areas with an initial
designation as Serious, Severe, or
Extreme. For marginal and moderate
ozone nonattainment areas that are
reclassified as Serious, Severe, or
Extreme, the required state
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As a result of this migration, engine
manufacturers have not certified
engines under the legacy parts for the
last 5–10 years. Removing these legacy
parts reduces the cost to the Agency and
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2. Legacy Nonroad Standards (40 CFR
Parts 89 Through 94)
The 1990 amendments to the Clean
Air Act authorized EPA to set emission
standards for nonroad engines. This led
to a series of rulemakings to adopt
emission control programs for different
nonroad sectors. From 1994 through
1999, EPA adopted these emission
control programs in 40 CFR parts 89, 90,
91, 92, and 94 (all part of subchapter C).
Starting in 2002, EPA adopted
emission standards for additional
nonroad emission control programs in a
new subchapter, which allowed for
improved organization and
harmonization across sectors. We
codified these new standards and
related provisions in 40 CFR parts 1048,
1051, 1065, and 1068 (all part of
subchapter U). Since then, we have
migrated the ‘‘legacy’’ emission control
programs from subchapter C to
subchapter U. In each case, the
migration corresponded to new
emission standards and substantially
updated compliance and testing
provisions. This applies for the
following sectors:
Legacy regulation
Land-based nonroad diesel engines .......................................................
Nonroad spark-ignition engines at or below 19 kW ................................
Marine spark-ignition engines .................................................................
Locomotives and locomotive engines .....................................................
Marine diesel engines .............................................................................
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implementation plan submission for the
program or for a substitute measure is
due on the date specified in the EPA
rulemaking finalizing the area’s
reclassification.
The Clean Fuel Fleet program also
depends on vehicle classifications that
include Zero Emission Vehicles and
Inherently Low-Emission Vehicles. We
are therefore preserving these defined
terms in 40 CFR part 88. Under the new
provisions, we will consider as Zero
Emission Vehicles all electric vehicles
and any vehicle that does not emit NOX,
PM, HC, CO, or formaldehyde
(including evaporative emissions). We
are simplifying the definition of
Inherently Low-Emission Vehicles to
mean any certified vehicle that is
designed to not vent fuel vapors to the
atmosphere.
40
40
40
40
40
CFR
CFR
CFR
CFR
CFR
part
part
part
part
part
89
90
91
92
94
..............................
..............................
..............................
..............................
..............................
prevents confusion for readers who
think that the old provisions still apply.
While EPA’s engine certification
programs don’t rely on these obsolete
provisions, the new programs refer to
the legacy parts for some specific
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Current regulation
40
40
40
40
40
CFR
CFR
CFR
CFR
CFR
part
part
part
part
part
1039.
1054.
1045.
1033.
1042.
provisions. For example, the new
standard-setting part for each type of
engine/equipment allows manufacturers
to continue to certify carryover engine
families based on test data from
procedures specified in the legacy parts.
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We are not discontinuing further use of
carryover data from engines originally
certified under the legacy parts. On the
other hand, this provision will gradually
sunset itself as manufacturers update
engine designs and perform new testing
for their engine families to meet current
standards.
Another example of relying on the
legacy parts in the new regulations is
emission credits generated under the
legacy parts. In most cases, current
programs either disallow using those
credits for certification, or they allow it
without keeping separate accounts for
credits generated under the legacy parts.
We are making no changes where
credits from legacy parts are either
unavailable or indistinguishable from
currently generated credits. One
exception is for land-based nonroad
diesel engines certified under 40 CFR
parts 89 and 1039. Current provisions in
§ 1039.740 allow for limited use of Tier
2 and Tier 3 credits from part 89 for
certifying Tier 4 engines. We are
revising § 1039.740, as proposed, to
continue to allow manufacturers to use
credits generated from Tier 2 and Tier
3 engines by simply changing the
relevant references 40 CFR part 89 to 40
CFR part 1039, appendix I.
We are also aware that other Federal
and state regulations and compliance
programs include numerous references
to 40 CFR parts 89 through 94. To
address this, we are replacing the full
text of regulations in the legacy parts
with a paragraph describing the
historical scope and purpose for each
part. The remaining paragraph also
directs readers to the new regulations
that apply in subchapter U and clarifies
how the regulatory requirements
transition to the new content. As an
example, the statute and regulations
prohibit tampering with certified
engines throughout an engine’s lifetime,
even if the original text describing that
prohibition no longer resides in its
original location in the Code of Federal
Regulations.
We are also including the emission
standards from the legacy parts as
reference material in an appendix in the
appropriate CFR parts. This allows for
readily citing the historical standards in
our own emission control programs, and
in any other Federal or state regulations
or compliance materials that depend on
citing emission standards that are no
longer current for purposes of gaining
EPA certification as part of our nonroad
emission control program.
In addition to removing references to
the legacy parts, we are taking the
opportunity to remove additional
obsolete content from the newer
regulations. Most of these changes were
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adopted to address temporary concerns
as part of transitioning to new standards
or other new requirements. We adopted
these changes in isolated regulatory
sections as ‘‘interim provisions.’’ Most
of these interim provisions have been
obsolete for several years.
References to the legacy parts are
especially common for stationary
engines EPA regulates under 40 CFR
part 60, subparts IIII and JJJJ. The
emission standards for stationary
engines in many cases rely on current or
past nonroad emission standards in 40
CFR parts 89, 90, and 94. Including all
the iterations of these emission
standards as reference material allows
us to preserve the existing set of
standards and requirements for
stationary engines. This rule includes
numerous amendments to 40 CFR part
60 to change regulatory cites from the
legacy parts to the new regulatory parts
in subchapter U, or to copy referenced
text directly into 40 CFR part 60.
Most of the changes for stationary
engines in 40 CFR part 60 are intended
to update references without changing
standards or other provisions. We are
making three more substantive changes.
First, we are allowing all manufacturers
of emergency stationary compressionignition internal combustion engines
and stationary emergency spark-ignition
engines to certify using assigned
deterioration factors. Since these
emergency engines generally serve in
standby status in anticipation of
emergency situations, they often have
lifetime operation that is much less
extensive than non-emergency engines.
Assigned deterioration factors would
allow manufacturers to demonstrate the
durability of emission controls without
performing testing that might otherwise
exceed the operating life of the engines
being certified. We are prepared to
publish assigned deterioration factors
based on currently available
information. We may need to revise
those values in the future as additional
information becomes available, so we
are not including specific values for
assigned deterioration factors in this
rulemaking. We are adopting these
provisions as proposed, except that we
are referencing the relevant nonroad
regulations that apply and we are
clarifying that assigned deterioration
factors for stationary engines are not
limited to small-volume manufacturers.
Second, stationary spark-ignition
engines are currently subject to
emission standards and certification
procedures adopted under 40 CFR part
90 for Phase 1 engines. Revising the
requirements for these engines to
instead rely on the certification
procedures in 40 CFR part 1054 requires
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that we identify the Phase 1 standards
as not including the following
provisions that apply for Phase 3
engines (as noted in the amended
regulatory text for appendix I of part
1054):
• The useful life and corresponding
deterioration factors.
• Evaporative emission standards.
• Altitude adjustments.
• Warranty assurance provisions in
§ 1054.120(f).
• Emission-related installation
instructions.
• Bonding.
Third, in response to a comment from
the EMA, we are revising the instruction
regarding VOC measurement methods to
allow manufacturers to use any method
that is specified for highway or nonroad
engines in 40 CFR part 1065, subpart C.
The current regulation at 40 CFR
60.4241(i) identifies specific
measurement procedures. When we
revised 40 CFR part 1065 to include
fourier transform infrared analyzers as
an additional measurement method, it
would have been appropriate to modify
40 CFR 60.4241(i) to identify this
additional measurement method. We are
addressing that in this rule by broadly
referencing test methods in 40 CFR part
1065, subpart C, which includes fourier
transform infrared analyzers.
In addition, following the proposed
rule, we realized that 40 CFR part 89
includes content that is, in fact, not
obsolete. Specifically, there is an
interpretation of the Clean Air Act
regarding the preemption of state
regulations related to nonroad engines
in 40 CFR part 89, subpart A, appendix
A (62 FR 67736, December 30, 1997).
This interpretation describes EPA’s
belief that states may regulate the use
and operation of nonroad engines
within certain parameters. This final
rule preserves appendix A by copying it
into 40 CFR part 1074, where we more
broadly describe a range of issues
related to preemption of state regulation
of nonroad engines.
C. Certification Fees (40 CFR Part 1027)
EPA is making several minor changes
in 40 CFR part 1027 to update the
procedures and align the instructions
with current practices. None of these
changes involve change or
reconsideration of fee policies. We are
finalizing the following changes:
• Correcting the name of the
compliance program.
• Replacing the schedule of fees from
2005 with the fees that apply for
applications submitted in 2020.
• Revising the timeline for
announcing adjusted fees for the
upcoming year from a January 31
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deadline to a March 31 deadline. This
will allow for a more orderly process of
calculating the new fees using the
information from the previous year.
• Correcting the equation for nonevaporative certificates to no longer
apply the inflation adjustment to
operating costs. This corrects a
publishing error that mistakenly
introduced parentheses in the equation.
• Correcting the internet address for
the consumer price index used for
inflation adjustments.
• Removing the sample calculation
for determining fees for 2006.
• Revising submission and payment
instructions to refer only to electronic
forms and transactions through
www.Pay.gov.
• Clarifying that deficient filings must
be resolved before the end of the model
year, and that the time limit for
requesting refunds applies equally to
deficient filings.
We received no comments on the
proposed amendments to 40 CFR part
1027 and are adopting these
amendments without modification.
D. Additional Amendments for Motor
Vehicles and Motor Vehicle Engines (40
CFR Parts 85 and 86)
Motor vehicles and motor vehicle
engines are subject to emission
standards and certification requirements
under 40 CFR part 86. This applies for
light-duty vehicles, light-duty trucks,
heavy-duty vehicles and engines, and
highway motorcycles. There are
additional compliance provisions in 40
CFR part 85. We are adopting the
following amendments to these
provisions:
• Part 85: We are amending the
provisions for importation, exemptions,
and model year to clarify that they no
longer apply for heavy-duty engines.
Those engines are already subject to
analogous provisions under 40 CFR part
1068. While the two sets of provisions
are largely the same, we want to avoid
the ambiguity of having overlapping
requirements. One aspect of this
migration involves discontinuing the
provisions that apply for Independent
Commercial Importers for heavy-duty
engines. No one has used these
provisions for several years, and we
have no reason to believe anyone will
start to use these provisions. We are
revising the regulatory text for the final
rule, based on a comment, to clarify that
the importation provisions continue to
apply for highway motorcycles, and that
references to engines in 40 CFR part 85,
subpart P, continue to apply for
replacement engines intended for
installation in motor vehicles subject to
the same importation provisions.
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• Part 85: We are making several
minor corrections to (1) refer to
provisions in 40 CFR part 1068 related
to confidential business information and
hearing procedures, and (2) clarify
organization names and addresses for
submitting information.
• Part 85, subpart O: This subpart set
emission standards for 1993 and older
model year urban buses undergoing
engine rebuilding. We have confirmed
with the American Public
Transportation Association that there
are very few such urban buses still
operating, and that none of them will
have engine rebuilds. We are therefore
removing this content from the CFR.
• Section 85.1902(b)(2): We are
clarifying that defect-reporting
requirements under paragraph (b)(2)
apply for defects related to
noncompliance with greenhouse gas
emission standards, not criteria
emission standards. This corrects an
earlier amendment that inadvertently
described the provisions as applying to
noncompliance with any kind of
emission standard. Defects related to
criteria emission standards are covered
by § 85.1902(b)(1).
• Sections 86.113–04, 86.213, and
86.513: Adding optional reference
procedures for measuring aromatic and
olefin content of E0 gasoline test fuel.
These changes align with the reference
procedures for EPA’s Tier 3 E10
gasoline test fuel at 40 CFR 1065.710(b).
These changes are needed because
material limitations prevent laboratories
from using the procedures in ASTM
D1319. This change also applies for the
E0 gasoline test fuel specified in 40 CFR
1065.710(c),
• Section 86.129–00: Revising the
description of test weight basis to be
loaded vehicle weight for all light-duty
vehicles and light-duty trucks. This is a
correction to align the regulation with
current practice.
• Section 86.130–96: We are
correcting the reference to a testing
flowchart that was moved to 40 CFR
1066.801.
• Sections 86.401–97 and 86.413–78:
We are removing obsolete sections to
prevent confusion.
• Sections 86.419–2006 and 86.427–
78: We are revising the table with
service accumulation parameters to
clarify how to perform testing separately
for Class I–A and Class I–B, rather than
treating them as a single class.
• Sections 86.435–78 and 86.436–78:
We are correcting references to the
regulation to clarify that a motorcycle is
compliant if measured test results are at
or below the standards.
• Section 86.531–78: We are adding
instruction to seal exhaust system leaks
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as needed before testing highway
motorcycles. The amendment also
applies for testing off-highway
motorcycles and all-terrain vehicles
under 40 CFR part 1051. This same
instruction also applies for light-duty
vehicle testing under 40 CFR
1066.110(b)(1)(vi). We made minor
wording changes after the proposed rule
to clarify that manufacturers need to
close all known leaks as part of the
effort to prevent exhaust leaks from
affecting the compliance demonstration.
• Part 86, subpart P: The idle test
procedures for spark-ignition engine
and vehicles are no longer needed for
certification or other compliance
demonstrations. We are therefore
removing this content from the CFR.
• Part 86, subpart Q: Engine
technology has advanced to include
internal feedback controls and
compensation to allow for operation at
a wide range of altitudes. The
certification requirements related to
altitude adjustments are therefore
mostly or completely obsolete. We are
finalizing a simplified version of the
altitude provisions for highway
motorcycles at 40 CFR 86.408–78(c) and
(d) in case there are some very small
motorcycles that require adjustment for
altitude.
• Section 86.1803–01: We are revising
the definition for heavy-duty vehicle,
with a conforming revision to the
definition for light-duty truck, to clarify
that the sole regulatory criterion for
whether a complete vehicle is a heavyduty vehicle for purposes of the
regulation is whether its gross vehicle
weight rating is above 8,500 pounds.
The current approach remains
unchanged for incomplete vehicles; that
is, heavy-duty vehicles also include
incomplete vehicles even if their gross
vehicle weight rating is at or below
8,500 pounds, if their curb weight is
above 6,000 pounds or if their basic
vehicle frontal area is greater than 45
square feet. The revisions are intended
to (1) prevent light-duty trucks from
becoming heavy-duty vehicles in a
configuration involving a hybrid
powertrain due to the extra weight
related to energy storage and (2) avoid
an incentive for manufacturers to add
vehicle weight or frontal area simply to
avoid the standards that apply for lightduty vehicles. In these cases, under the
current definition, the curb weight or
frontal area would artificially increase
to the point that the vehicle would
qualify as a heavy-duty vehicle, even
though it otherwise has the
characteristics of a light-duty truck. This
same change is not necessary for
incomplete vehicles because certifying
manufacturers have the option to select
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the appropriate vehicle classification for
those vehicles. Note that the change
applies only for future certification; any
certified heavy-duty vehicle that would
no longer fit the description will not be
affected by the amended definition.
• Section 86.1811–17: The Federal
Register mistakenly published a
reference to the Tier 3 p.m. standard.
Since we intended for the standard to
apply at all times, we are amending the
regulation to properly refer to that as the
Tier 3 p.m. standard.
• Section 86.1813–01: We are
clarifying that electric vehicles and fuel
cell vehicles are not subject to
evaporative and refueling emission
standards. The preamble to the final
rule adopting the light-duty Tier 3
standards stated that these emission
standards apply only for volatile fuels,
but we did not include a clear statement
excluding electric vehicles and fuel cell
vehicles in the regulations (79 FR
23514, April 28, 2014).
• Section 86.1818–12: We are
clarifying that manufacturers calculate
the in-use CO2 standard using the
appropriate test result for carbon-related
exhaust emissions after adjustment with
the deterioration factor to account for
durability effects. In many cases, the
deterioration factor is 0 (additive) or 1
(multiplicative), in which case the
deterioration factor does not change the
calculated in-use CO2 standard.
• Section 86.1838–01: We are
restoring text that was inadvertently
removed in an earlier amendment. The
restored text specifies which mileage
provisions from § 86.1845 do not apply
for small-volume manufacturers doing
in-use verification testing.
• Section 86.1868: We are adopting
detailed provisions describing how
reduced air conditioning test
requirements apply for electric vehicles
and plug-in hybrid electric vehicles.
These provisions are consistent with
current practice described in EPA
guidance. We specify that plug-in
hybrid electric vehicles qualify for relief
from AC17 testing, like electric vehicles,
if they have an adjusted all electric
range of 60 miles or more and they do
not need engine power for cabin cooling
during vehicle operation represented by
the AC17 procedure; in response to a
comment on the proposed rule, we have
revised the amended regulatory text to
clarify that the specified driving range
applies for combined city/highway
driving. Specifying a 60-mile range is
intended to include vehicles for which
an owner can typically expect to avoid
using the engine for daily commuting,
including commutes on a hot summer
day. Finally, we are clarifying that
manufacturers do not need to make a
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demonstration to qualify for air
conditioning efficiency credits for pure
electric vehicles or for plug-in hybrid
electric vehicles, provided that those
vehicles qualify for waived AC17 testing
as described above. This is due to the
complexity of quantifying credit
quantities in grams CO2 per mile for
driving without engine power. We also
specify that AC17 testing with plug-in
hybrid electric vehicles, if required,
always be done in charge-sustaining
mode to avoid the confounding effect of
intermittent engine operation during the
test.
E. Additional Amendments for
Locomotives (40 CFR Part 1033)
EPA is updating 40 CFR part 1033 to
remove references to specific content in
40 CFR part 92, as described in Section
III.B.2. In addition, we are adopting the
following minor corrections and
changes:
• Section 1033.150: Remove the
interim provisions that no longer apply.
This leaves paragraphs (e) and (k) as the
only remaining paragraphs in this
section.
• Section 1033.255: Clarify that doing
anything to make information false or
incomplete after submitting an
application for certification is the same
as submitting false or incomplete
information. For example, if there is a
change to any corporate information or
engine parameters described in the
manufacturer’s previously submitted
application for certification, the
manufacturer must amend the
application to include the new
information. Amendments include
additional minor changes to align
regulatory text across programs.
• Section 1033.601: Correct
references to specific provisions in 40
CFR part 1068.
• Section 1033.701: Correct a
paragraph reference.
• Section 1033.740: Remove the
reference to part 92 because the
emission credit provisions of part 92 are
being removed from the CFR. We are
replacing the reference to emission
credits from part 92 with the equivalent
statement saying that manufacturers
may continue to use emission credits
from locomotives certified in 2008 and
earlier model years. EPA’s
recordkeeping will not identify credits
as being from either part 92 or 1033.
Any credits generated under part 92 will
continue to be available for certifying
locomotives under part 1033.
• Section 1033.901: Name the date,
January 1, 2000, that marked the start of
the original locomotive emission
standards, rather than describing the
date with reference to publication of the
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original final rule and its effective date
(18978 FR 63, April 16, 1998).
• Section 1033.925: Removing text in
paragraph (e) that is already in
paragraph (b) of the same section.
F. Additional Amendments for LandBased Nonroad Diesel Engines (40 CFR
Part 1039)
EPA’s emission standards and
certification requirements for landbased nonroad compression-ignition
(CI) engines are identified in 40 CFR
part 1039. We refer to these as Nonroad
CI engines. Several changes to 40 CFR
part 1039 that apply broadly are
described above. Specifically, Section
III.B.2 describes how we are removing
regulatory content related to the Tier 1,
Tier 2, and Tier 3 standards originally
adopted in 40 CFR part 89. We are
accordingly amending 40 CFR part 1039
to remove references to 40 CFR part 89
that no longer apply.
This section describes additional
amendments for EPA’s Nonroad CI
program:
• Section 1039.20: Remove the option
to use a branded name instead of the
engine manufacturer’s corporate name
for uncertified stationary engines. Since
these engines are not certified, there is
no way for EPA to document any
relationship between the engine
manufacturer and the branded
company. We also are not aware of
anyone using this provision.
• Section 1039.20: Revise the label
statement for stationary engines covered
by § 1039.20 to avoid references to
specific parts of the CFR. This is
intended to prevent confusion. We can
approve continued use of labels with
the older previous statement under the
provisions of § 1039.135(f). This may be
needed, for example, if manufacturers
have remaining labels in their
inventory.
• Section 1039.101: Add a table entry
to clarify how standards apply for
engines with maximum engine power
above 560 kW. The current rendering in
the Code of Federal Regulations can be
misleading.
• Section 1039.102: Correct the
heading of Table 6 to include engines at
or below 560 kW. The table was
published in a way that inadvertently
excluded 560 kW engines.
• Section 1039.135: Discontinue the
equipment labeling requirement to state
that engines must be refueled with ultra
low-sulfur diesel fuel (ULSD). Since inuse diesel fuel for these engines must
universally meet ULSD requirements,
there is no longer a benefit to including
this label information.
• Section 1039.205: Add text to
clarify how engine manufacturers
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should identify information in the
application for certification related to
engine diagnostic systems that are
required under § 1039.110.
• Section 1039.255: Clarify that doing
anything to make information false or
incomplete after submitting an
application for certification is the same
as submitting false or incomplete
information. For example, if there is a
change to any corporate information or
engine parameters described in the
manufacturer’s previously submitted
application for certification, the
manufacturer must amend the
application to include the new
information. Amendments include
additional minor changes to align
regulatory text across programs.
• Section 1039.740: Remove the
reference to emission credits from part
89. There is no need for this since the
records related to credit accounting do
not identify credits as being from part
89 or 1039.
• Section 1039.801: Revise the
definition of ‘‘low-hour’’ to state that
engines with NOX aftertreatment should
qualify as ‘‘low-hour’’ up to 300 hours,
with other engines qualifying as ‘‘lowhour’’ up to only 125 hours. This is
intended to ensure that engines tested to
establish the low-hour emission result
for an engine family are properly
represented as new engines that have
not started to experience deterioration
of emission controls. In line with the
comments from EMA, we understand
the longer stabilization period to be
appropriate for engines with NOX
aftertreatment. In contrast, engines
without NOX aftertreatment reach a
point of stabilized emission levels much
sooner, which supports the shorter
duration for low-hour testing before
starting service accumulation. This does
not preclude continued testing beyond
125 hours for engines without NOX
aftertreatment, but it would prevent
manufacturers from planning test
programs that extend well beyond 125
hours. This is similar to provisions that
already apply for marine diesel engines
under 40 CFR part 1042; however, we
are also adjusting the definition of ‘‘lowhour’’ for marine diesel engines to
reference NOX aftertreatment instead of
a power cutoff.
• Section 1039.801: Revise the
definition of ‘‘small-volume engine
manufacturer’’ to remove the
requirement to have certified engines in
the United States before 2003. This
limitation was related to the transition
to meeting the Tier 4 standards. Now
that those phase-in provisions have
expired, the remaining provisions relate
to reporting CH4 and N2O emissions and
using assigned deterioration factors. We
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believe these provisions can reasonably
be applied to start-up small businesses
meeting the Tier 4 standards.
G. Additional Amendments for Marine
Diesel Engines (40 CFR Parts 1042 and
1043)
EPA’s emission standards and
certification requirements for marine
diesel engines under the Clean Air Act
are set out in 40 CFR part 1042.
Emission standards and related fuel
requirements that apply internationally
are set out in 40 CFR part 1043.
Several changes to 40 CFR part 1042
that apply more broadly are described
above. Specifically, Section III.B.2
describes how we are removing
regulatory content related to the Tier 1
and Tier 2 standards originally adopted
in 40 CFR part 94. We are accordingly
amending 40 CFR part 1042 to remove
references to 40 CFR part 94 that no
longer apply.
This section describes additional
amendments for our marine diesel
engine program.
1. Marine Replacement Engine
Exemption
We are adopting several adjustments
to the replacement engine exemption in
§ 1042.615.
a. EPA’s Advance Determination for
Tier 4 Marine Replacement Engines
The proposed rule described that we
were intending to clarify the regulatory
determination that applies for cases
involving new replacement engines that
are normally subject to Tier 4 standards
(see § 1042.615(a)(1)). In the 2008 final
rule to adopt the Tier 4 standards, we
finalized a determination ‘‘that Tier 4
engines equipped with aftertreatment
technology to control either NOX or PM
are not required for use as replacement
engines for engines from previous tiers
in accordance with this regulatory
replacement engine provision.’’ The
preamble to that final rule made it clear
that the determination was limited to
‘‘Tier 4 marine diesel replacement
engines that comply with the Tier 4
standards through the use of catalytic
aftertreatment systems.’’ (73 FR 37157)
However, that limitation was not copied
into the regulatory text. The
development involving Tier 4 engines
that rely on exhaust gas recirculation
(EGR) instead of aftertreatment led us to
revisit the discrepancy from the 2008
rule. The 2008 rule also stated that
‘‘[s]hould an engine manufacturer
develop a Tier 4 compliant engine
solution that does not require the use of
such technology, then this automatic
determination will not apply.’’
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EMA and the California Air Resources
Board (CARB) both commented on the
proposed change to the replacement
engine exemption in § 1042.615(a)(1).
EMA’s comment suggested that we
should leave the regulatory text in
§ 1042.615(a)(1) unchanged from what
we adopted in 2008. CARB suggested
that we entirely abandon the advance
determination that Tier 4 engines are
not suitable as replacements for earlier
engines, regardless of aftertreatment,
which would require a case-by-case
engineering analysis in all cases to
demonstrate that an exemption is
appropriate.
As we explained in the 2008
rulemaking, an engine manufacturer is
generally prohibited from selling a
marine engine that does not meet the
standards that are in effect when that
engine is produced. However, we
recognized that there may be situations
in which a vessel owner may require an
engine certified to an earlier tier of
standards, including (1) when a vessel
has been designed to use a particular
engine such that it cannot physically
accommodate a different engine due to
size or weight constraints (e.g., a new
engine model will not fit into the
existing engine compartment); or (2)
when the engine is matched to key
vessel components such as the
propeller, or when a vessel has a pair of
engines that must be matched for the
vessel to function properly. Our 2008
rule allows the engine manufacturer to
make the relevant determinations, but
we adopted a provision that requires the
engine manufacturer to consider all
previous tiers and use any of their own
engine models from the most recent tier
that meets the vessel’s physical and
performance requirements. If an engine
manufacturer produces an engine that
meets a previous tier of standards
representing better control of emissions
than that of the engine being replaced,
the manufacturer would need to supply
the engine meeting the tier of standards
with the lowest emission levels.
At that time, we made an advance
determination that Tier 4 engines would
not be required as replacement engines
for previous tier engines. As we
explained in Section IV.C.2 of the final
rule preamble, we expected that
installing such a Tier 4 engine in a
vessel that was originally designed and
built with a previous tier engine could
require extensive vessel modifications
(e.g., addition of a urea tank and
associated plumbing; extra room for a
SCR or PM filter; additional control
equipment) that may affect important
vessel characteristics such as vessel
stability. We stated that we were not
implying Tier 4 engines would never be
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appropriate as replacements for engines
from previous tiers; rather, the
determination was intended to simplify
the search across engines and was based
on the presumption that Tier 4 engines
would not fit in most cases. We also
stated that the advance determination
was made solely for Tier 4 marine diesel
replacement engines that comply with
the Tier 4 standards through the use of
catalytic aftertreatment systems. We
stated: ‘‘Should an engine manufacturer
develop a Tier 4 compliant engine
solution that does not require the use of
such technology, then this automatic
determination will not apply. Instead
our existing provision will apply and it
would be necessary to show that a noncatalytic Tier 4 engine would not meet
the required physical or performance
needs of the vessel.’’
We were also not intending to prevent
states or local entities from including
Tier 4 engines in incentive programs
that encourage vessel owners to replace
existing previous tier engines with new
Tier 4 engines or to retrofit control
technologies on existing engines, since
those incentive programs often are
designed to offset some of the costs of
installing or using advanced emission
control technology solutions. However,
on a national basis, we continue to
believe our original approach described
in the 2008 final rule is appropriate. The
characteristics of the national fleet are
likely different from the fleet of vessels
affected in California; taking away the
Tier 4 determination should not be
made lightly or without a thorough
understanding of the impact on existing
boats. It would therefore be appropriate
for us to include the advance
determination that Tier 4 engines with
aftertreatment are not suitable as
replacement for earlier engines. In
particular, we stand by our 2008
assessment that it is appropriate to
automatically consider SCR-equipped
engines to not have ‘‘the appropriate
physical or performance characteristics
to repower’’ pre-Tier 4 vessels, which in
turn qualifies the repower for an exempt
replacement engine.
EMA objected to the proposed
clarification to apply the advance
determination only for engines that
meet Tier 4 standards with
aftertreatment. The EMA comment
suggests that the same presumption and
regulatory burden should apply for
EGR-equipped engines because
compliant engines with EGR instead of
aftertreatment also necessarily involve
significant costs and vessel redesigns.
EGR-equipped engines use exhaust gas
recirculation (EGR) instead of SCR to
control NOX emissions. Engines with
EGR include additional hardware to
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manage airflow in and through the
engine, and to manage wastewater.
Revising the regulation to make clear
that the advance determination was not
intended to include EGR-equipped
engines from the advance determination
is in fact a very minor change in policy.
Engine manufacturers may still qualify
for the replacement engine exemption
based on a showing that an EGRequipped engine does not have ‘‘the
appropriate physical or performance
characteristics to repower the vessel.’’
However, there are two reasons to
believe that EGR-equipped engines may
be suitable for repower. First, all EGRequipped Tier 4 engines are locomotivesized Category 2 engines. Vessels with
Category 2 engines generally have
engine compartments that have room for
additional hardware and other
componentry. Second, the additional
hardware for EGR-equipped engines
would generally involve a greater design
effort than upgrading to a Tier 3 engine,
but this kind of change would often fit
within the scope of vessel repower
projects. Vessel owners would also need
to follow new protocols for maintaining
the engines and dealing with
wastewater and other technical issues.
None of these challenges create any
inherent conflict with installing the Tier
4 engines to replace earlier engines.
These factors together support a
policy in which an EGR-equipped
engine can be considered unsuitable for
repower based on its physical or
performance characteristics, but this
conclusion should not be presumed. We
would accomplish that policy objective
by revising § 1042.615(a)(1) as proposed.
b. Other Amendments Related to Marine
Replacement Engines
We are modifying the requirement
that engine manufacturers notify EPA
after shipping exempt replacement
engines. As originally adopted,
§ 1042.615(a) requires an engine
manufacturer to send EPA notification
30 days after shipping an exempt engine
to demonstrate that the selected engine
was the cleanest available for the given
installation. We indicated that ‘‘[t]hese
records will be used by EPA to evaluate
whether engine manufacturers are
properly making the feasibility
determination and applying the
replacement engine provisions.’’ We
also indicated that we expected engine
manufacturers to examine ‘‘not just
engine dimensions and weight but other
pertinent vessel characteristics such as
drive shafts, reduction gears, cooling
systems, exhaust and ventilation
systems, and propeller shafts; electrical
systems; . . . and such other ancillary
systems and vessel equipment that
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would affect the choice of an engine.’’
While engine manufacturers have
submitted these reports, the information
provided has not supported our original
objective. Specifically, the reports vary
widely in information provided but in
many instances are too case-specific.
Therefore, we are requiring
manufacturers to submit a single annual
report that is due at the same time as the
general requirement for reporting on
replacement engines under 40 CFR
1068.240. The annual report would
include the information described in
our 2008 rule for all the affected engines
and vessels. This change would provide
a predictable schedule for EPA to
review the submitted information. This
would also allow EPA to standardize the
format and substance of the reported
information. Manufacturers would
benefit from submitting a consistent set
of information in an annual submission
for all their replacement engine
information.
We are revising the regulatory
instructions for submitting replacement
engine reports under § 1042.615. The
replacement engine exemption applies
only for engines that are shipped to boat
owners or are otherwise designated for
a specific vessel. Engine manufacturers
may produce and ship exempt
replacement engines (with per-cylinder
displacement up to 7 liters) without
making the specified demonstrations, as
allowed under 40 CFR 1068.240(c), but
manufacturers may produce only a
limited number of those ‘‘untracked’’
engines in a given year. Those
untracked replacement engines are
covered by the reporting requirements
that apply under § 1068.240 since the
tracked exemption under §§ 1042.615
and 1068.240(b) does not allow for
shipping engines to distributors without
identifying a specific installation and
making the necessary demonstrations
for that installation. We are taking a
streamlined approach for reporting
related to Tier 3 engines since the
demonstration for those engines consists
of affirming EPA’s regulatory
determination that no suitable Tier 4
engines (without aftertreatment) are
available for replacement. We do not
expect engines with per-cylinder engine
displacement below 7 liters to be able to
meet Tier 4 standards without
aftertreatment devices. As a result, Tier
3 replacement engines are limited only
in that they may not be used to replace
engines that were certified to Tier 4
standards.
Finally, we are clarifying that the
determination related to Tier 4
replacement engines applies differently
for engines that become new based on
vessel modifications. Under the
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definition of ‘‘new vessel’’ in
§ 1042.901, modification of an existing
vessel may cause the vessel to become
‘‘new’’ if the vessel modifications cause
the vessel’s assessed value to at least
double. In this case, all engines installed
on the vessel are subject to standards for
the model year based on the date of
vessel modifications. Since the effective
dates of the Tier 4 standards, we have
learned that there may be circumstances
in which vessel modifications may be
substantial enough to qualify a vessel as
‘‘new,’’ but the installation of new Tier
4 engines may not be practical or
feasible without cost-prohibitive
additional vessel modifications. For
example, a commercial vessel owner
may want to substantially upgrade an
older vessel, including engine
replacement with a much loweremitting engine. If the upgrade doubles
the assessed value of the vessel, this
would trigger a need for all installed or
replacement engines above 600 kW to be
certified to Tier 4 standards. We have
learned that such a project may become
cost-prohibitive based on the additional
vessel modifications needed to
accommodate the Tier 4 engine, which
could cause the vessel to continue
operating in the higher-emitting
configuration. To address this scenario,
we are allowing the replacement engine
exemption for certain vessels that
become new because of modifications,
subject to a set of conditions.
Specifically, the exemption would
apply only with EPA’s advance
approval based on a demonstration that
the installation of a Tier 4 engine would
require significant vessel redesign that
is infeasible or impractical. EPA’s
assessment may account for the extent
of the modifications already planned for
the project. EPA may approve
installation of Tier 3 engines instead of
Tier 4 engines for qualifying vessels.
Recreational engines and commercial
engines below 600 kW are not subject to
Tier 4 standards. As a result, if a vessel
becomes new through modification, it
should be reasonable to expect such
new engines to be certified to Tier 3
standards rather than being eligible for
the replacement engine exemption.
2. Provisions Related to On-Off Controls
for Marine Engines
EPA adopted the current set of
emissions standards for Category 3
marine diesel engines in 2010 (75 FR
22932; April 30, 2010). The Tier 3
standards include provisions allowing
engine manufacturers to design their
engines with control systems that allow
an engine to meet the Tier 3 standards
while operating in U.S. waters,
including the North American Emission
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Control Area and the U.S. Caribbean Sea
Emission Control Area (ECAs), and the
less stringent Tier 2 standards while
operating outside of U.S. waters. We
refer to this design strategy as ‘‘on-off
control.’’ These provisions reflect the
geographic nature of the NOX engine
standards contained in Regulation 13,
MARPOL Annex VI.
Engine manufacturers have raised
questions about the meaning of the
regulatory provision at § 1042.101 that
requires Category 3 engines to ‘‘comply
fully with the Tier 2 standards when the
Tier 3 emission controls are disabled.’’
This was intended to incorporate the
‘‘on-off controls’’ allowed under
MARPOL Annex VI for the IMO Tier III
NOX limits. The HC and CO standards
for Category 3 engines apply equally for
EPA’s Tier 2 and Tier 3 standards
adopted under the Clean Air Act, so
there should be no question that those
standards apply even if NOX controls
are disabled. While 40 CFR 1042.104
includes a PM requirement, it is a
reporting requirement only. The only
other ‘‘standard’’ for Category 3 engines
in 40 CFR part 1042 is the requirement
related to mode caps in § 1042.104(c).
The mode caps serve as separate
emission standards for each test point in
the duty cycle used for certifying the
engines. The 2010 final rule describes
how the mode caps are necessary for
proper implementation of the Tier 3
standards for SCR-equipped engines (75
FR 22932). Since Category 3 engines
with SCR systems would generally
comply with the Tier 2 NOX standard in
the ‘‘disabled’’ configuration without
SCR, we believe there would be no
benefit to applying the mode caps as a
part of the Tier 2 configuration for these
Tier 3 engines with on-off controls. We
are therefore clarifying that the mode
caps are associated only with the Tier 3
NOX standards. This approach is
consistent with the on-off control
provisions adopted under MARPOL
Annex VI.
The regulation also allows for on-off
controls for NOX for auxiliary engines
used on vessels powered by Category 3
engines. More broadly, § 1402.650(d)
allows those auxiliary engines to be
certified to MARPOL Annex VI
standards instead of being certified to
EPA’s emission standards under 40 CFR
part 1042. The regulation as originally
written describes how these engines
must comply with EPA’s Tier 3 and Tier
4 standards in the same way that
Category 3 engines must comply with
EPA’s Tier 2 and Tier 3 standards.
However, since auxiliary engines
installed on Category 3 vessels are
certified to MARPOL Annex VI
standards instead of EPA’s emission
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standards, the regulation should
describe how these auxiliary engines
must meet the IMO Tier II and IMO Tier
III NOX standards to comply with the
on-off control provisions under
§ 1042.115(g). These requirements
related to the Engine International Air
Pollution Prevention (EIAPP)
certificates for engines with on-off
controls are addressed under MARPOL
Annex VI and 40 CFR part 1043.
3. Miscellaneous Marine Diesel
Amendments
EPA is making several additional
changes across 40 CFR part 1042 to
correct errors, to add clarification, and
to make adjustments based on lessons
learned from implementing these
regulatory provisions. Specifically, the
final rule includes the following
amendments:
• Section 1042.101: Revise the
instruction for specifying a longer useful
life. The regulation as originally
adopted states that engine design,
advertising, and marketing may equally
serve as the basis for establishing a
longer useful life. We would not expect
manufacturers to specify a longer useful
life based only on advertising and
marketing claims. The amendment
emphasizes that design life is the basis
for specifying a longer useful life, with
the further explanation that the
recommended overhaul interval can be
understood, together with advertising
and marketing materials and other
relevant factors, to properly represent an
engine’s design life.
• Section 1042.101: The Federal
Register mistakenly published
references to Tier 3 p.m. standards and
Tier 4 p.m. standards. Since we
intended for those standards to apply at
all times, we are amending the
regulation to properly refer to those as
Tier 3 p.m. standards and Tier 4 p.m.
standards.
• Section 1042.115: Revise the
provision related to on-off controls to
clarify that we have designated NOX
Emission Control Areas (ECAs) for U.S.
waters. We no longer need to reference
a possible future ECA. We will rely on
the U.S. ECA boundaries to establish the
area in which engines with on-off
controls for aftertreatment-based
standards need to be fully operational.
• Section 1042.125: Add maintenance
requirements for fuel-water separator
cartridges or elements as an additional
example of maintenance that is not
emission-related. This aligns with the
maintenance specifications for landbased nonroad diesel engines in 40 CFR
part 1039.
• Section 1042.135: Revise the
labeling instruction for engines installed
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in domestic-only vessels to clarify that
it applies only for engines above 130
kW, and that it applies equally for
commercial and recreational vessels.
These changes both align the EPA
regulations to more closely align with
the international standards under
MARPOL Annex VI.
• Section 1042.145: Remove obsolete
paragraphs. We proposed to revise
§ 1042.145(j) to adjust the provision
related to using certified land-based
engines in marine vessels; however, we
are reconsidering those changes and
may again pursue such further
amendments to those provisions.
• Section 1042.255: Clarify that doing
anything to make information false or
incomplete after submitting an
application for certification is the same
as submitting false or incomplete
information. For example, if there is a
change to any corporate information or
engine parameters described in the
manufacturer’s previously submitted
application for certification, the
manufacturer must amend the
application to include the new
information. Amendments include
additional minor changes to align
regulatory text across programs.
• Section 1042.302: For emission
testing during sea trials for Category 3
engines with on-off controls, allow
manufacturers the flexibility to omit
testing in Tier 2 mode if they do not
need aftertreatment to meet the Tier 2
standards. We are most interested in
compliance with the Tier 3 standards,
since those controls are active anytime
vessels are operating within ECA
boundaries. System design and
calibration with aftertreatment involves
greater uncertainty than engines that
comply using only in-cylinder controls.
As a result, we believe the compliance
demonstration for Tier 2 mode adds
value only if it involves aftertreatment.
• Section 1042.650: Revise the
introductory text to clarify that
paragraphs (a) through (c) continue to
apply only for Category 1 and Category
2 engines, and that the provisions
related to auxiliary engines on Category
3 vessels in paragraph (d) apply equally
for Category 3 auxiliary engines. By
adding paragraph (d) with limitation
described in the section’s introductory
text, we inadvertently excluded
Category 3 auxiliary engines.
• Section 1042.655: Clarify that
measuring engine-out emissions for
engines that use exhaust aftertreatment
must account for the backpressure and
other effects associated with the
aftertreatment devices. While improving
the alignment between measured results
and modeled results, this change also
has the effect of removing the
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expectation that engine-out (precatalyst) emissions must meet Tier 2
standards; this is intended to address
the case in which an engine may meet
the Tier 2 standards with a different
SCR dosing strategy rather than by
completely disabling the SCR system.
• Section 1042.701: Remove the
reference to emission credits from part
94. This reference is not needed since
the records related to credit accounting
do not identify credits as being from
part 94 or 1042.
• Section 1042.801: Remove the
requirement to register fuels used to
certify remanufacturing systems. EPA
does not register fuels such as natural
gas or liquefied petroleum gas, so it is
not appropriate to impose such a
registration requirement. The
requirement continues to apply for
remanufacturing systems that are based
on diesel fuel additives.
• Section 1042.901: Revise the
definition of ‘‘low-hour’’ to state that
engines with NOX aftertreatment should
qualify as ‘‘low-hour’’ up to 300 hours,
with other engines qualifying as ‘‘lowhour’’ up to only 125 hours. This change
shortens the low-hour testing period for
recreational engines above 560 kW, and
for commercial engines with maximum
engine power between 560 and 600 kW.
This change is intended to ensure that
low-hour engine testing are properly
represented as new engines that have
not started to experience deterioration
of emission controls. Engines with NOX
aftertreatment need extra time to
achieve stabilized emission rates. In
contrast, engines without NOX
aftertreatment reach a point of stabilized
emission levels much sooner, which
supports the shorter duration for lowhour testing before starting service
accumulation. This does not preclude
continued testing beyond 125 hours for
engines without NOX aftertreatment, but
it would prevent manufacturers from
planning test programs that extend well
beyond 125 hours. We requested
comment on this approach in the
proposed rule, and EMA submitted
comments supporting this adjustment.
• Section 1043.41: Clarify that engine
manufacturers may continue to produce
new engines under an established
EIAPP certificate after a change in
emission standards for purposes other
than installation in a new vessel. For
example, manufacturers may need to
produce engines certified to IMO Tier II
NOX standards after 2016 for
installation as replacement engines in
vessels built before 2016.
• Sections 1042.910 and 1043.100:
Incorporate by reference the 2017
edition of MARPOL Annex VI and the
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NOX Technical Code, dated 2017, which
contains all amendments through 2016.
H. Portable Fuel Containers (40 CFR
Part 59)
EPA’s emission standards and
certification requirements for portable
fuel containers are described in 40 CFR
part 59. Section III.A describes an
amendment related to test fuel
specifications. In addition, we are
adopting the following amendments:
• Section 59.626: Correct the
reference to additional testing to
recognize that the manufacturer may
need to test multiple containers.
• Section 59.628: Align
recordkeeping specifications with the
provisions that apply for nonroad
engines and equipment. This removes
the ambiguity from applying
specifications differently for different
types of testing information. As noted in
Section III.J, now that test records are
stored electronically, there is no reason
to differentiate testing information into
routine and non-routine records.
• Section 59.650: Revise the blending
instruction to specify a lower level of
precision; specifying a range of 10.0 ±
1.0 percent, which is consistent with the
approach we take in 40 CFR 1060.515
and 1060.520.
• Section 59.653: Correct the pressure
specification for durability testing. The
amendment adjusts the kPa value to
match the psi value in the regulation.
This aligns with the pressure testing
specified for nonroad fuel tanks.
• Section 59.653: Clarify that the fuel
fill level needs to stay at 40 percent full
throughout slosh testing. The container
should be closed for the duration of the
test, so this clarification is mainly
intended to ensure that the fuel tank
does not leak during the test.
• Section 59.660: Revise the test
exemption to clarify that anyone subject
to regulatory prohibitions may ask for a
testing exemption.
• Section 59.664: Correct the web
address for U.S. Department of Treasury
Circular 570.
• Section 59.680: Clarify how the
definition of ‘‘portable fuel container’’
applies for different colors. The
regulatory text states that red, yellow,
and blue utility jugs qualify as portable
fuel containers regardless of any
contrary labeling or marketing. This is
intended to prevent circumvention of
emission standards with containers that
would be commonly recognized as
portable fuel containers. Containers that
are not red, yellow, or blue qualify as
fuel containers if they meet the criteria
described in the definition. The
amendment to clarify this point does
not represent a change in policy. For
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example, anyone who sold uncertified
purple portable fuel containers that
were subject to standards may be in
violation of the prohibitions in 40 CFR
59.602.
We received no adverse comments on
the proposed amendments to 40 CFR
part 59 and are adopting these
amendments without modification.
I. Evaporative Emission Standards for
Nonroad Spark-Ignition Engines and
Equipment (40 CFR Part 1060)
EPA adopted evaporative emission
standards and test procedures in 40 CFR
part 1060. Section III.A describes
amendments related to test fuel
specifications. EPA is also adopting
numerous changes across 40 CFR part
1060 to correct errors, to add
clarification, and to make adjustments
based on lessons learned from
implementing these regulatory
provisions. This includes the following
changes:
• Sections 1060.1 and 1060.801:
Clarify how standards apply for portable
nonroad fuel tanks.
• Sections 1060.30 and 1060.825:
Consolidate information-collection
provisions into a single section.
• Section 1060.104: Clarify that any
approval from California ARB is
sufficient for demonstrating compliance
with running loss standards, rather than
limiting this to approved Executive
orders.
• Section 1060.105: Clarify the
requirement for tanks to be sealed to
recognize the exception allowed under
the regulation.
• Sections 1060.105 and 1060.240:
Allow manufacturers more generally to
exercise the alternative of using
procedures adopted by California ARB.
This is necessary to allow testing with
the E10 test fuel adopted by California
ARB after the 2004 version of its
regulation that is currently referenced in
the Code of Federal Regulations.
• Section 1060.120: Update the
terminology to refer to ‘‘the date the
equipment is sold to the ultimate
purchaser’’ instead of the ‘‘point of first
retail sale.’’ We also don’t want to
prohibit manufacturers from including
components in the warranty if they fail
without increasing evaporative
emissions. These changes align with
similar amendments in our other
programs.
• Section 1060.130: Clarify how
manufacturers must identify limitations
on the types of equipment covered by
the application for certification,
especially for fuel caps. We allow
equipment manufacturers to certify their
equipment using widely varying
approaches for fuel caps. The
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equipment manufacturer’s certification
and testing method needs to be reflected
in their instructions for anyone
completing assembly of equipment from
that equipment manufacturer.
• Section 1060.135: Clarify how the
equipment labeling provisions apply for
engine manufacturers, and clarify that
manufacturers need to apply labels at
the time of manufacture. In many cases,
the labeling is integral to the production
process, such as for molded fuel tanks.
• Section 1060.135: Allow for
permanently identifying the date of
manufacture somewhere other than the
emission control information label using
any method (not only stamping or
engraving) and require that the
manufacturer describe in the
application for certification where the
equipment identifies the date of
manufacture.
• Section 1060.135: We proposed to
revise paragraph (b)(5) to simplify the
equipment labeling options; however,
we decided to defer action on this
change in this rulemaking. This leaves
the regulatory text unchanged, which
allows all the existing labeling options
available for manufacturers. We may
consider amending these labeling
provisions in a future rulemaking.
• Section 1060.137: Clarify when and
how to label fuel caps. This depends
only on whether the fuel cap is certified,
not on whether the fuel cap is mounted
directly on the fuel tank. It is also
important to include the part number on
the fuel cap if the equipment is
designed with a pressurized fuel tank.
• Section 1060.205: Clarify that the
application for certification needs to
identify the EPA-issued emission family
name if the certified configuration relies
on one or more certified components.
• Section 1060.205: Replace the
requirement to submit data from invalid
tests with a requirement to simply
notify EPA in the application for
certification if a test was invalidated.
• Section 1060.225: Clarify how
manufacturers may amend the
application for certification during and
after the model year, consistent with the
current policy regarding field fixes.
• Section 1060.235: Clarify that we
can direct manufacturers to send test
products to EPA for confirmatory
testing, or to a different lab that we
specify.
• Section 1060.235: Add an explicit
allowance for carryover engine families
to include the same kind of withinfamily running changes that are
currently allowed over the course of a
model year. The original text may have
been understood to require that such
running changes be made separate from
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certifying the engine family for the new
model year.
• Section 1060.250: Remove
references to routine and standard tests
and remove the shorter recordkeeping
requirement for routine data (or data
from routine tests). We are adopting an
amendment to require that all test
records must be kept for eight years.
With electronic recording of test data,
there should be no advantage to keeping
the shorter recordkeeping requirement
for a subset of test data. EPA also notes
that the eight-year period restarts with
certification for a new model year if the
manufacturer uses carryover data.
• Section 1060.255: Clarify that doing
anything to make information false or
incomplete after submitting an
application for certification is the same
as submitting false or incomplete
information. For example, if there is a
change to any corporate information or
parameters described in the
manufacturer’s previously submitted
application for certification, the
manufacturer must amend the
application to include the new
information. Amendments include
additional minor changes to align
regulatory text across programs.
• Section 1060.505: Revise the
provision describing alternative test
procedures to align with parallel text in
40 CFR 1065.10(c). It is important to
note that approved alternative
procedures increase flexibility for
certifying manufacturers without
limiting available methods for EPA
testing.
• Section 1060.520: For slosh testing
and for the preconditioning fuel soak,
specify that the fuel fill level should not
decrease during testing, other than what
would occur from permeation and from
any appropriate testing steps to perform
durability tests during the
preconditioning fuel soak. We also
specify that leaking fuel tanks are never
suitable for testing, even if there is a
potential to repair the leak.
• Section 1060.601: Remove the
reference to fuel caps since there is no
need for a separate description about
how the regulatory prohibitions apply
for fuel caps. As noted in § 1061.1(c),
fuel cap manufacturers that choose to
certify their fuel caps under 40 CFR part
1060 become subject to all the
requirements associated with
certification.
• Section 1060.610: Adopt provisions
clarifying how manufacturers can ship
products that are not yet certified if that
is needed for completing assembly at
multiple locations, including shipment
between companies and shipment
between two facilities from a single
company. These provisions are
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analogous to the provisions that apply
for engines in 40 CFR 1068.260.
• Section 1060.640: Migrate engine
branding to 40 CFR 1068.45.
• Section 1060.801: Update the
contact information for the Designated
Compliance Officer.
• Section 1060.801: Revise the
definition of ‘‘model year’’ to clarify that
the calendar year relates to the time that
engines are produced under a certificate
of conformity.
• Section 1060.801: Revise the
definition of ‘‘placed into service’’ to
prevent circumvention that may result
from a manufacturer or dealer using a
piece of equipment in a way that could
otherwise cause it to no longer be new
and subject to the prohibitions of 40
CFR 1068.101.
• Section 1060.81: Correct the web
address for the American Boat and
Yacht Council.
• Section 1060.815: Migrate
provisions related to confidential
business information to 40 CFR part
1068.
J. Additional Amendments for Nonroad
Spark-Ignition Engines at or Below 19
kW (40 CFR Part 1054)
EPA’s emission standards and
certification requirements for nonroad
spark-ignition engines at or below 19
kW are described in 40 CFR part 1054.
EPA is adopting numerous changes
across 40 CFR part 1054 to correct
errors, to add clarification, and to make
adjustments based on lessons learned
from implementing these regulatory
provisions. This includes the following
changes:
• Section 1054.1: Clarify that the
provision allowing for voluntary
certification under 40 CFR part 1054 for
larger engines applies only for engines
up to 30 kW and up to 1,000 cubic
centimeters.
• Section 1054.2: Add a clarifying
note to say that a person or other entity
other than a conventional
‘‘manufacturer’’ may need to certify
engines that become new after being
placed into service (such as engines
converted from highway or stationary
use). This is intended to address an
assumption that only conventional
manufacturers can certify engines.
• Sections 1054.30, 1054.730, and
1054.825: Consolidate informationcollection provisions into a single
section.
• Section 1054.120: Clarify that
extended-warranty requirements apply
for the emission-related warranty only
to the extent that warranties are actually
provided to the consumer, rather than to
any published warranties that are
offered. The principles are that the
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emission-related warranty should not be
less effective for emission-related items
than for items that are not emissionrelated, and that the emission-related
warranty for a given component should
not be less effective than the basic
mechanical warranty for that same
component.
• Section 1054.125: Allow for special
maintenance procedures that address
low-use engines. For example, operators
in certain circumstances may perform
engine maintenance after a smaller
number of hours than would otherwise
apply.
• Section 1054.130: Remove
references to ‘‘nonroad’’ equipment to
accommodate regulations for stationary
engines in 40 CFR part 60, subpart JJJJ,
that rely on these same provisions.
• Section 1054.135: Allow for
including optional label content only if
this does not cause the manufacturer to
omit other information based on limited
availability of space on the label.
• Section 1054.145: Remove obsolete
content. Most of the provisions in this
section were needed only for the
transition to the Phase 3 standards. We
are also clarifying that the provision that
allows for testing with California Phase
2 test fuel applies only through model
year 2019. California ARB requires
testing with its Phase 3 test fuel starting
in model year 2020.
• Section 1054.205: Replace the
requirement to submit data from invalid
tests with a requirement to simply
notify EPA in the application for
certification if a test was invalidated.
• Section 1054.205: Specify that the
application for certification needs to
include estimated initial and final dates
for producing engines for the model
year, and an estimated date for the
initial introduction into U.S. commerce.
This information helps with managing
information in the application and
overseeing testing and other compliance
requirements. This amendment aligns
with current practice.
• Section 1054.225: Simplify the
instruction on changing the Family
Emission Limit during the model year to
specify that the manufacturer must
identify the date of the change based
only on the month and year. This
change aligns with current practice for
amending applications for certification.
• Section 1054.225: Clarify how
manufacturers may amend the
application for certification during and
after the model year, consistent with the
current policy regarding field fixes.
• Section 1054.235: Clarify that airfuel ratio and other adjustable
parameters are part of the selection of a
worst-case test configuration for
emission-data engines. If an engine has
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rich and lean settings, the manufacturer
should determine which is the worstcase setting for emission measurements
to determine deterioration factors. In
particular, it is not appropriate to
combine results from different settings
to calculate any kind of average or
composite value. Service accumulation
between emission measurements may
include any representative combination
of those settings.
• Section 1054.235: Add an explicit
allowance for carryover engine families
to include the same kind of withinfamily running changes that are
currently allowed over the course of a
model year. The original text may have
been understood to require that such
running changes be made separate from
certifying the engine family for the new
model year.
• Section 1054.235: Clarify how EPA
will calibrate engines within normal
production tolerances for things that are
not adjustable parameters.
• Sections 1054.235, 1054.240,
1054.245, 1054.601, and 1054.801:
Describe how to demonstrate
compliance with dual-fuel and flexiblefuel engines. This generally involves
testing with each separate fuel, or with
a worst-case fuel blend.
• Section 1054.240: Clarify that each
measurement from emission-data
vehicles must meet emission standards.
• Section 1054.245: Clarify the basis
for EPA approval for using deterioration
factors from other engines. EPA
approval depends on the manufacturer
demonstrating that emission
measurements reasonably represent inuse deterioration for the engine family
being certified. This copies in regulatory
text that already applies under other
EPA programs.
• Section 1054.245: Copy in the
values and formulas used for assigned
deterioration factors for handheld and
nonhandheld engines. This includes a
minor correction to the equation from
40 CFR 90.104(g) and a new description
about combining deterioration factors
for HC and NOX, but otherwise
maintains the current policy and
practice for these deterioration factors.
• Section 1054.250: Remove
references to routine and standard tests
and remove the shorter recordkeeping
requirement for routine data (or data
from routine tests). We are adopting a
requirement to keep all test records for
eight years. With electronic recording of
test data, there should be no advantage
to keeping the shorter recordkeeping
requirement for a subset of test data.
EPA also notes that the eight-year
period restarts with certification for a
new model year if the manufacturer
uses carryover data.
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• Section 1054.255: Clarify that doing
anything to make information false or
incomplete after submitting an
application for certification is the same
as submitting false or incomplete
information. For example, if there is a
change to any corporate information or
engine parameters described in the
manufacturer’s previously submitted
application for certification, the
manufacturer must amend the
application to include the new
information.
• Section 1054.255: Clarify that
voiding certificates for a failure to
comply with recordkeeping or reporting
requirements will be limited to the
certificates that relate to the particular
recordkeeping or reporting failure.
• Section 1054.301: Clarify the
process for requesting a small-volume
exemption from production-line testing.
This is better handled as preliminary
approval under § 1054.210 rather than
including it as part of the application for
certification.
• Section 1054.310: Provide an
example to illustrate how manufacturers
may need to divide the annual
production period into four quarters if
it is longer (or shorter) than 52 weeks.
• Section 1054.315: Clarify that
results from repeat tests can be averaged
together, provided that the engine is not
modified during the test program. This
applies for engine modifications to
switch to a different engine
configuration or to improve emission
control for a given engine configuration.
• Sections 1054.315 and 1054.320:
Clarify how to manage test results for
engines that fail an emission standard.
Manufacturers must use the production
line testing (PLT) test result from a
failing engine regardless of the
disposition of the failing engine.
Manufacturers report test results after
modifying a failing engine to show that
it can be covered by the certificate of
conformity, but manufacturers may
factor these test results into PLT
calculations only if the manufacturer
changes production processes for all
further engines to match the
adjustments made to the failing engine.
In that case, the test results from the
modified engine count as a new test
engine for the PLT calculations, rather
than replacing the results from the
engine before modifications. These
regulatory changes codify the practice
we have already established by
guidance.30
• Section 1054.505: Clarify the
instructions for controlling torque at
30 ‘‘Production Line Testing (PLT) Report
Clarification’’, EPA guidance document CD–15–21,
August 31, 2015.
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non-idle test modes, and for
demonstrating compliance with cyclevalidation criteria. The revised language
more carefully describes the current
practice for testing engines.
• Section 1054.620: Clarify that
provisions apply for any kind of
competition, not just racing.
• Sections 1054.625 and 1054.626:
Remove obsolete text.
• Section 1054.640: Migrate engine
branding provisions to § 1068.45.
• Section 1054.690: Correct the web
address for U.S. Department of Treasury
Circular 570 and clarify how an
automatic suspension of a certificate of
conformity applies for certain numbers
of engines, and how U.S. Customs
incorporates the bonding requirements
into its entry procedures.
• Section 1054.701: Change
terminology for counting engines from
‘‘intended for sale in the United States’’
to ‘‘U.S.-direction production volume.’’
This conforms to the usual approach for
calculating emission credits for nonroad
engines.
• Section 1054.710: Clarify that it is
not permissible to show a proper
balance of credits for a given model by
using emission credits from a future
model year.
• Section 1054.730: Clarify
terminology for ABT reports.
• Section 1054.740: Remove obsolete
content.
• Section 1054.801: Update the
contact information for the Designated
Compliance Officer.
• Section 1054.801: Remove the note
from the definition of ‘‘handheld’’
describing which standards apply for
various types of equipment. The note
does not cover all the provisions that
apply, which has led to more confusion
than clarity.
• Section 1054.801: Revise the
definition of ‘‘model year’’ to clarify that
the calendar year relates to the time that
engines are produced under a certificate
of conformity.
• Section 1054.801: Revise the
definition of ‘‘new nonroad engine’’ to
clarify that imported engines become
new based on the original date of
manufacture, rather than the original
model year. This clarification is
necessary because 40 CFR 1068.360
requires redesignation of an imported
engine’s model year in certain
circumstances.
• Section 1054.801: Revise the
definition of ‘‘placed into service’’ to
prevent circumvention that may result
from a manufacturer or dealer using a
piece of equipment in a way that could
otherwise cause it to no longer be new
and subject to the prohibitions of 40
CFR 1068.101.
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• Section 1054.801: Revise the
definition of ‘‘small-volume equipment
manufacturer’’ to state that the volume
limits apply for all calendar years, not
just 2007 through 2009. We no longer
use this definition for limiting the scope
of transition or phase-in provisions. The
provisions for reduced production-line
testing, assigned deterioration factors,
and reduced bonding burdens should
apply without regard to the specific
years identified in the original
regulation adopting the Phase 3
standards.
• Section 1054.815: Migrate
provisions related to confidential
business information to 40 CFR Part
1068.
K. Amendments for General Compliance
Provisions (40 CFR Part 1068)
We are amending the replacement
engine exemption in § 1068.240 to
adjust the criteria by which
manufacturers qualify exempted engines
under the tracked option in
§ 1068.240(b). Engine manufacturers
may produce any number of exempt
replacement engines if they meet all the
specified requirements and conditions.
To account for the timing of making the
necessary demonstrations, the
regulation specifies that engines must be
designated as either tracked or
untracked by September 30 following
each production year, which coincides
with the reporting requirement to
document the number of exempt
replacement engines each manufacturer
produces. The regulation as adopted
specifies that manufacturers must meet
‘‘all the requirements and conditions
that apply under paragraph (b). . . .’’
We proposed to amend the regulation
to clarify that the requirement for the
engine manufacturer to retrieve the
replaced engine (or confirm that it had
been destroyed) was not subject to the
reporting deadline of September 30
following the production year. The
Truck and EMA commented to suggest
that it would be better to apply a later
deadline rather than removing the
deadline entirely. The specific
suggestion was to require converting a
replacement engine from tracked to
untracked if the replaced engine was not
recovered within five years. We agree
that the suggested approach would be
beneficial for ensuring that replaced
engines are accounted for and believe
that the reported information would fit
within the scope of current compliance
responsibilities for both manufacturers
and EPA. We are therefore including
this adjustment in the final rule.
We also requested comment on
several possible adjustments to the
replacement engine exemption to
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address manufacturers’ concerns about
complying with the limit of producing
only 0.5 percent of their production
volume for specified sizes and types of
engines under the untracked option.
This is most challenging for large
engines with very low production
volumes. California ARB commented to
recommend keeping the 0.5 percent
limit because it should be rare to need
more exempt replacement engines, and
the regulation already allows for a
greater number of exempt replacement
engines where manufacturers are able to
meet the tracking requirements.
EMA commented with a suggestion
that the manufacturers should be
allowed to produce up to five exempt
replacement engines under the
untracked option, in addition to the 0.5
percent. This was intended to account
for the fact that 0.5 percent of a couple
hundred engines does not allow for any
substantial flexibility to supply
distributors with these exempt
replacement engines. We recognize the
limit of the percentage-based approach
and agree that allowing five engines per
year to meet demand for these engines
is appropriate. We are leaving the 0.5
percent limit in place in this
rulemaking, but we are including an
adjustment to address the engine
manufacturers’ concerns about lowvolume production. Rather than adding
an allowance for these five engines for
all companies and all sectors/categories,
we are amending the regulation to allow
for the greater of five engines or 0.5
percent of production. This focuses the
amendment on the companies and
product line where the percentage-based
approach provides no substantial ability
to participate in the untracked option
for replacement engines. Allowing five
engines makes a difference for engine
models with annual production
volumes below 900 for a given type and
displacement category.
EMA had additional comments
related to the limits and oversight
provisions for the untracked option of
the replacement engine exemption. As
noted in the Response to Comments, we
are deferring action on those broader
comments until a future rulemaking.
L. Other Requests for Comment
The proposed rule described several
areas where we were interested in
comments to gather information,
perspectives, and feedback on possible
future rulemaking amendments. These
comments are included in Chapter 4 of
the Response to Comments. The other
chapters of the Response to Comments
also include several issues with similar
input regarding potential future
rulemaking amendments.
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IV. Statutory Authority and Executive
Order Reviews
Additional information about these
statutes and Executive orders can be
found at https://www2.epa.gov/lawsregulations/laws-and-executive-orders.
direct effects on the states, on the
relationship between the National
Government and the states, or on the
distribution of power and
responsibilities among the various
levels of government.
A. Executive Order 12866: Regulatory
Planning and Review and Executive
Order 13563: Improving Regulation and
Regulatory Review
This action is not a significant
regulatory action and was therefore not
submitted to the Office of Management
and Budget (OMB) for review.
F. Executive Order 13175: Consultation
and Coordination With Indian Tribal
Governments
This action does not have tribal
implications as specified in Executive
Order 13175. This rule will be
implemented at the Federal level and
affects engine and vehicle
manufacturers. Thus, Executive Order
13175 does not apply to this action.
B. Paperwork Reduction Act (PRA)
This action does not impose any new
information collection burden under the
PRA. OMB has previously approved the
information collection activities
contained in the existing regulations
and has assigned OMB control numbers
2060–0104, 2060–0287, 2060–0338,
2060–0545, 2060–0641. This rule
clarifies and simplifies procedures
without affecting information collection
requirements.
C. Regulatory Flexibility Act (RFA)
I certify that this action will not have
a significant economic impact on a
substantial number of small entities
under the RFA. In making this
determination, the impact of concern is
any significant adverse economic
impact on small entities. An agency may
certify that a rule will not have a
significant economic impact on a
substantial number of small entities if
the rule relieves regulatory burden, has
no net burden or otherwise has a
positive economic effect on the small
entities subject to the rule. This action
is designed to reduce testing burdens,
increase compliance flexibility, and
make various corrections and
adjustments to compliance provisions;
as a result, we anticipate no costs
associated with this rule. We have
therefore concluded that this action will
have no net regulatory burden for
directly regulated small entities.
D. Unfunded Mandates Reform Act
(UMRA)
This action does not contain any
unfunded mandate as described in
UMRA, 2 U.S.C. 1531–1538, and does
not significantly or uniquely affect small
governments. This action imposes no
enforceable duty on any state, local or
tribal governments. Requirements for
the private sector do not exceed $100
million in any one year.
E. Executive Order 13132: Federalism
This action does not have federalism
implications. It will not have substantial
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G. Executive Order 13045: Protection of
Children From Environmental Health
Risks and Safety Risks
This action is not subject to Executive
Order 13045 because it is not
economically significant as defined in
Executive Order 12866, and because the
EPA does not believe the environmental
health or safety risks addressed by this
action present a disproportionate risk to
children.
H. Executive Order 13211: Actions
Concerning Regulations That
Significantly Affect Energy Supply,
Distribution or Use
This action is not subject to Executive
Order 13211, because it is not a
significant regulatory action under
Executive Order 12866.
I. National Technology Transfer and
Advancement Act (NTTAA) and 1 CFR
Part 51
Section 12(d) of the National
Technology Transfer and Advancement
Act of 1995 (‘‘NTTAA’’), Public Law
104–113, 12(d) (15 U.S.C. 272 note)
directs EPA to use voluntary consensus
standards in its regulatory activities
unless to do so would be inconsistent
with applicable law or otherwise
impractical. Voluntary consensus
standards are technical standards (e.g.,
materials specifications, test methods,
sampling procedures, and business
practices) that are developed or adopted
by voluntary consensus standards
bodies. NTTAA directs agencies to
provide Congress, through OMB,
explanations when the Agency decides
not to use available and applicable
voluntary consensus standards. This
action involves technical standards.
Except for the standards discussed
below, the standards included in the
regulatory text as incorporated by
reference (in parts 60, 86, 1036, 1037,
1060, and 1065) were all previously
approved for IBR and no change is
included in this action.
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In accordance with the requirements
of 1 CFR 51.5, we are incorporating by
This includes the following standards
and test methods:
Standard or test method
Regulation
ASTM D3588–98 (Reapproved 2017)e1, Standard Practice for
Calculating Heat Value, Compressibility Factor, and Relative
Density of Gaseous Fuels.
ASTM D5769–20, Standard Test Method for Determination of
Benzene, Toluene, and Total Aromatics in Finished Gasolines
by Gas Chromatography/Mass Spectrometry.
40 CFR 1036.530 and 1036.810
Test method describes how to determine the lower heating
value and other parameters for gaseous fuels.
40 CFR 86.1, 86.113–04,
86.213, and 86.513.
ASTM D6550–20, Standard Test Method for Determination of
Olefin Content of Gasolines by Supercritical-Fluid Chromatography.
40 CFR 86.1, 86.113–04,
86.213, and 86.513.
ASTM D6667–14 (Reapproved 2019), Standard Test Method for
Determination of Total Volatile Sulfur in Gaseous Hydrocarbons and Liquefied Petroleum Gases by Ultraviolet Fluorescence.
40 CFR 1065.720 and
1065.1010.
Test method describes how to measure aromatic content of
gasoline. This would be an alternative to the currently specified method in ASTM D1319, as described in Section II.A.3
for 40 CFR 1065.710.
Test method describes how to measure olefin content of gasoline. This would be an alternative to the currently specified
method in ASTM D1319, as described in Section II.A.3 for 40
CFR 1065.710.
Test method describes how to measure sulfur in liquefied petroleum gas.
The referenced standards and test
methods may be obtained through the
ASTM International website
(www.astm.org) or by calling ASTM at
(610) 832–9585.
As described in Section II.A.5, EPA is
publishing a new version of the
Greenhouse Gas emissions Model
(GEM), which manufacturers will use
for certifying heavy-duty highway
vehicles to the Phase 2 GHG emission
standards in 40 CFR part 1037. The
model calculates GHG emission rates for
heavy-duty highway vehicles based on
input values defined by the
manufacturer. GEM Version 3.5.1
applies for all Phase 2 vehicles. GEM
also includes a Hardware-in-Loop
submodel to simulate vehicle engines,
transmissions, and other powertrain
components. These models are
referenced in §§ 1037.520, 1037.550,
and 1037.801. The models are available
as noted in the amended regulations at
40 CFR 1037.810.
We are removing numerous
referenced documents as part of the
effort to remove obsolete provisions in
40 CFR parts 85 through 94 and
elsewhere.
J. Executive Order 12898: Federal
Actions To Address Environmental
Justice in Minority Populations and
Low-Income Populations
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reference the use of test methods and
standards from ASTM International.
The EPA believes this action does not
have disproportionately high and
adverse human health or environmental
effects on minority populations, lowincome populations or indigenous
peoples, as specified in Executive Order
12898 (59 FR 7629, February 16, 1994).
Due to the small environmental impact,
this regulatory action will not have a
disproportionate adverse effect on
minority populations, low-income
populations, or indigenous peoples.
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Summary
K. Congressional Review Act (CRA)
This action is subject to the CRA, and
EPA will submit a rule report to each
House of the Congress and to the
Comptroller General of the United
States. This action is not a ‘‘major rule’’
as defined by 5 U.S.C. 804(2).
L. Judicial Review
Under CAA section 307(b)(1), judicial
review of this final rule is available only
by filing a petition for review in the U.S.
Court of Appeals for the District of
Columbia Circuit by August 30, 2021.
Under CAA section 307(d)(7)(B), only
an objection to this final rule that was
raised with reasonable specificity
during the period for public comment
can be raised during judicial review.
Section 307(d)(7)(B) of the Clean Air Act
also provides a mechanism for EPA to
convene a proceeding for
reconsideration, ‘‘[i]f the person raising
an objection can demonstrate to EPA
that it was impracticable to raise such
objection within [the period for public
comment] or if the grounds for such
objection arose after the period for
public comment (but within the time
specified for judicial review) and if such
objection is of central relevance to the
outcome of the rule.’’ Any person
seeking to make such a demonstration
should submit a Petition for
Reconsideration to the Office of the
Administrator, Environmental
Protection Agency, Room 3000, William
Jefferson Clinton Building, 1200
Pennsylvania Ave. NW, Washington, DC
20460, with an electronic copy to the
person listed in FOR FURTHER
INFORMATION CONTACT, and the Associate
General Counsel for the Air and
Radiation Law Office, Office of General
Counsel (Mail Code 2344A),
Environmental Protection Agency, 1200
Pennsylvania Ave. NW, Washington, DC
20004. Note that under CAA section
307(b)(2), the requirements established
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by this final rule may not be challenged
separately in any civil or criminal
proceedings brought by EPA to enforce
these requirements.
List of Subjects
40 CFR Part 9
Reporting and recordkeeping
requirements.
40 CFR Part 59
Air pollution control, Confidential
business information, Labeling, Ozone,
Reporting and recordkeeping
requirements, Volatile organic
compounds.
40 CFR Part 60
Administrative practice and
procedure, Air pollution control,
Aluminum, Beverages, Carbon
monoxide, Chemicals, Coal, Electric
power plants, Fluoride, Gasoline, Glass
and glass products, Grains, Greenhouse
gases, Household appliances,
Incorporation by reference, Industrial
facilities, Insulation, Intergovernmental
relations, Iron, Labeling, Lead, Lime,
Metals, Motor vehicles, Natural gas,
Nitrogen dioxide, Petroleum, Phosphate,
Plastics materials and synthetics,
Polymers, Reporting and recordkeeping
requirements, Rubber and rubber
products, Sewage disposal, Steel, Sulfur
oxides, Vinyl, Volatile organic
compounds, Waste treatment and
disposal, Zinc.
40 CFR Part 85
Confidential business information,
Greenhouse gases, Imports, Labeling,
Motor vehicle pollution, Reporting and
recordkeeping requirements, Research,
Warranties.
40 CFR Part 86
Administrative practice and
procedure, Confidential business
information, Incorporation by reference,
Labeling, Motor vehicle pollution,
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Reporting and recordkeeping
requirements.
Reporting and recordkeeping
requirements, Warranties.
40 CFR Part 88
40 CFR Part 1037
Labeling, Motor vehicle pollution,
Reporting and recordkeeping
requirements.
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Environmental protection, Incorporation
by reference, Labeling, Motor vehicle
pollution, Reporting and recordkeeping
requirements, Warranties.
40 CFR Part 89
Administrative practice and
procedure, Confidential business
information, Imports, Labeling, Motor
vehicle pollution, Reporting and
recordkeeping requirements, Research,
Vessels, Warranties.
40 CFR Part 90
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Reporting and
recordkeeping requirements, Research,
Warranties.
40 CFR Part 91
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Penalties, Reporting
and recordkeeping requirements,
Warranties.
40 CFR Part 92
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Railroads, Reporting
and recordkeeping requirements,
Warranties.
40 CFR Part 94
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Penalties, Reporting and
recordkeeping requirements, Vessels,
Warranties.
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Penalties, Reporting
and recordkeeping requirements,
Warranties.
40 CFR Part 1042
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Environmental protection, Imports,
Incorporation by reference, Labeling,
Penalties, Reporting and recordkeeping
requirements, Vessels, Warranties.
40 CFR Part 1043
Administrative practice and
procedure, Air pollution control,
Imports, Incorporation by reference,
Reporting and recordkeeping
requirements, Vessels.
40 CFR Part 1045
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Penalties, Reporting
and recordkeeping requirements,
Warranties.
40 CFR Part 1048
40 CFR Part 1027
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Reporting and recordkeeping
requirements.
40 CFR Part 1033
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40 CFR Part 1039
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Penalties, Reporting
and recordkeeping requirements,
Research, Warranties.
40 CFR Part 1051
Administrative practice and
procedure, Confidential business
information, Environmental protection,
Labeling, Penalties, Railroads, Reporting
and recordkeeping requirements.
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Penalties, Reporting
and recordkeeping requirements,
Warranties.
40 CFR Part 1036
40 CFR Part 1054
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Environmental protection, Greenhouse
gases, Incorporation by reference,
Labeling, Motor vehicle pollution,
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Labeling, Penalties, Reporting
and recordkeeping requirements,
Warranties.
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40 CFR Part 1060
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Incorporation by reference,
Labeling, Penalties, Reporting and
recordkeeping requirements,
Warranties.
40 CFR Part 1065
Administrative practice and
procedure, Air pollution control,
Incorporation by reference, Reporting
and recordkeeping requirements,
Research.
40 CFR Part 1066
Air pollution control, Incorporation
by reference, Reporting and
recordkeeping requirements.
40 CFR Part 1068
Administrative practice and
procedure, Air pollution control,
Confidential business information,
Imports, Motor vehicle pollution,
Penalties, Reporting and recordkeeping
requirements, Warranties.
40 CFR Part 1074
Administrative practice and
procedure, Air pollution control.
Jane Nishida,
Acting Administrator.
For the reasons set out in the
preamble, we are amending title 40,
chapter I of the Code of Federal
Regulations as set forth below.
PART 9—OMB APPROVALS UNDER
THE PAPERWORK REDUCTION ACT
1. The authority citation for part 9
continues to read as follows:
■
Authority: 7 U.S.C. 135 et seq., 136–136y;
15 U.S.C. 2001, 2003, 2005, 2006, 2601–2671;
21 U.S.C. 331j, 346a, 31 U.S.C. 9701; 33
U.S.C. 1251 et seq., 1311, 1313d, 1314, 1318,
1321, 1326, 1330, 1342, 1344, 1345(d) and
(e), 1361; E.O. 11735, 38 FR 21243, 3 CFR,
1971–1975 Comp. p. 973; 42 U.S.C. 241,
242b, 243, 246, 300f, 300g, 300g–1, 300g–2,
300g–3, 300g–4, 300g–5, 300g–6, 300j–1,
300j–2, 300j–3, 300j–4, 300j–9, 1857 et seq.,
6901–6992k, 7401–7671q, 7542, 9601–9657,
11023, 11048.
2. Amend § 9.1 by:
a. Removing entries for 85.1403
through 85.1415, 85.1514, 85.1712,
85.1808, 85.2208, and 85.2401–85.2409;
■ b. Revising the entries under the
heading ‘‘Control of Emissions From
New and In-Use Highway Vehicles and
Engine’’;
■ c. Removing the heading ‘‘Clean-Fuel
Vehicles’’ and the items under that
heading;
■ d. Removing the heading ‘‘Control of
Emissions From New and In-Use
■
■
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Nonroad Compression-Ignition Engines’’
and the items under that heading;
■ e. Removing the heading ‘‘Control of
Emissions From New and In-use
Nonroad Engines’’ and the items under
that heading;
■ f. Removing the heading ‘‘Control of
Emissions From New and In-Use Marine
Compression-Ignition Engines’’ and the
items under that heading;
■ g. Revising the entries under the
heading ‘‘Fuel Economy of Motor
Vehicles’’;
■ h. Removing the entry for ‘‘1033.825’’
and adding the entry ‘‘1033.925’’ in its
place; and
■ i. Removing the entry for ‘‘1042.825’’
and adding the entry ‘‘1042.925’’ in its
place.
The revisions and additions read as
follows:
§ 9.1 OMB approvals under the Paperwork
Reduction Act.
*
*
*
*
*
OMB control
No.
40 CFR citation
*
*
*
*
*
Control of Air Pollution From Motor
Vehicles and Motor Vehicle Engines
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85.503 .......................................
85.505 .......................................
85.1504 .....................................
85.1505 .....................................
85.1507 .....................................
85.1508 .....................................
85.1509 .....................................
85.1511 .....................................
85.1512 .....................................
85.1705 .....................................
85.1706 .....................................
85.1708 .....................................
85.1710 .....................................
85.1802 .....................................
85.1803 .....................................
85.1806 .....................................
85.1903 .....................................
85.1904 .....................................
85.1905 .....................................
85.1906 .....................................
85.1908 .....................................
85.1909 .....................................
85.2110 .....................................
85.2114 .....................................
85.2115 .....................................
85.2116 .....................................
85.2117 .....................................
85.2118 .....................................
85.2119 .....................................
85.2120 .....................................
2060–0104
2060–0104
2060–0095
2060–0095
2060–0095
2060–0095
2060–0095
2060–0095
2060–0095
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0060
2060–0060
2060–0060
2060–0060
2060–0060
2060–0060
2060–0060
Control of Emissions From New and In-Use
Highway Vehicles and Engines
86.000–7 ...................................
86.000–24 .................................
86.001–21 .................................
86.001–23 .................................
86.001–24 .................................
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2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
Jkt 253001
OMB control
No.
40 CFR citation
86.004–28 .................................
86.004–38 .................................
86.004–40 .................................
86.079–31—86.079–33 ............
86.079–39 .................................
86.080–12 .................................
86.082–34 .................................
86.085–37 .................................
86.090–27 .................................
86.091–7 ...................................
86.094–21 .................................
86.094–25 .................................
86.094–30 .................................
86.095–14 .................................
86.095–35 .................................
86.096–24 .................................
86.098–23 .................................
86.099–10 .................................
86.107–98 .................................
86.108–00 .................................
86.111–94 .................................
86.113–15 .................................
86.113–94 .................................
86.129–00 .................................
86.142–90 .................................
86.144–94 .................................
86.150–98 .................................
86.155–98 .................................
86.159–08 .................................
86.160–00 .................................
86.161–00 .................................
86.162–03 .................................
86.163–00 .................................
86.412–78 .................................
86.414–78 .................................
86.415–78 .................................
86.416–80 .................................
86.421–78 .................................
86.423–78 .................................
86.427–78 .................................
86.428–80 .................................
86.429–78 .................................
86.431–78 .................................
86.432–78 .................................
86.434–78 .................................
86.435–78 .................................
86.436–78 .................................
86.437–78 .................................
86.438–78 .................................
86.439–78 .................................
86.440–78 .................................
86.445–2006 .............................
86.446–2006 .............................
86.447–2006 .............................
86.448–2006 .............................
86.449 .......................................
86.513 .......................................
86.537–90 .................................
86.542–90 .................................
86.603–98 .................................
86.604–84 .................................
86.605–98 .................................
86.606–84 .................................
86.607–84 .................................
86.609–98 .................................
86.612–97 .................................
86.614–84 .................................
86.615–84 .................................
86.884–5 ...................................
86.884–7 ...................................
86.884–9 ...................................
86.884–10 .................................
86.884–12 .................................
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2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
OMB control
No.
40 CFR citation
86.884–13 .................................
86.1106–87 ...............................
86.1107–87 ...............................
86.1108–87 ...............................
86.1110–87 ...............................
86.1111–87 ...............................
86.1113–87 ...............................
86.1114–87 ...............................
86.1805–17 ...............................
86.1806–17 ...............................
86.1809–12 ...............................
86.1811–17 ...............................
86.1823–08 ...............................
86.1826–01 ...............................
86.1829–15 ...............................
86.1839–01 ...............................
86.1840–01 ...............................
86.1842–01 ...............................
86.1843–01 ...............................
86.1844–01 ...............................
86.1845–04 ...............................
86.1847–01 ...............................
86.1862–04 ...............................
86.1920–86.1925 ......................
*
*
*
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0287
*
*
Fuel Economy of Motor Vehicles
600.005 .....................................
600.006 .....................................
600.007 .....................................
600.010 .....................................
600.113–12 ...............................
600.206–12 ...............................
600.207–12 ...............................
600.209–12 ...............................
600.301—600.314–08 ..............
600.507–12 ...............................
600.509–12 ...............................
600.510–12 ...............................
600.512–12 ...............................
*
*
*
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
2060–0104
*
*
Control of Emissions From Locomotives
1033.925 ...................................
*
*
*
2060–0287
*
*
Control of Emissions From New and InUse Marine Compression-Ignition Engines and Vessels
1042.925 ...................................
*
*
*
*
*
*
*
2060–0827
*
*
*
PART 59—NATIONAL VOLATILE
ORGANIC COMPOUND EMISSION
STANDARDS FOR CONSUMER AND
COMMERCIAL PRODUCTS
3. The authority citation for part 59
continues to read as follows:
■
Authority: 42 U.S.C. 7414 and 7511b(e).
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Subpart F—Control of Evaporative
Emissions From New and In-Use
Portable Fuel Containers
4. Amend § 59.626 by revising
paragraph (e) to read as follows:
■
§ 59.626 What emission testing must I
perform for my application for a certificate
of conformity?
*
*
*
*
*
(e) We may require you to test units
of the same or different configuration in
addition to the units tested under
paragraph (b) of this section.
*
*
*
*
*
■ 5. Amend § 59.628 by revising
paragraph (b) to read as follows:
§ 59.628 What records must I keep and
what reports must I send to EPA?
*
*
*
*
*
(b) Keep required data from emission
tests and all other information specified
in this subpart for five years after we
issue the associated certificate of
conformity. If you use the same
emission data or other information for a
later production period, the five-year
period restarts with each new
production period if you continue to
rely on the information.
*
*
*
*
*
■ 6. Amend § 59.650 by revising
paragraph (c) to read as follows:
§ 59.650
General testing provisions.
*
*
*
*
(c) The specification for gasoline to be
used for testing is given in 40 CFR
1065.710(c). Use the grade of gasoline
specified for general testing. Blend this
grade of gasoline with reagent grade
ethanol in a volumetric ratio of 90.0
percent gasoline to 10.0 percent ethanol
to achieve a blended fuel that has 10.0
±1.0 percent ethanol by volume. You
may use ethanol that is less pure if you
can demonstrate that it will not affect
your ability to demonstrate compliance
with the applicable emission standards.
*
*
*
*
*
■ 7. Amend § 59.653 by revising
paragraphs (a)(1) and (3) and (a)(4)(ii)(C)
to read as follows:
§ 59.653 How do I test portable fuel
containers?
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*
*
*
*
(a) * * *
(1) Pressure cycling. Perform a
pressure test by sealing the container
and cycling it between +13.8 and ¥3.4
kPa (+2.0 and ¥0.5 psig) for 10,000
cycles at a rate of 60 seconds per cycle.
For this test, the spout may be removed,
and the pressure applied through the
opening where the spout attaches. The
purpose of this test is to represent
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§ 59.660
Exemption from the standards.
*
*
*
environmental wall stresses caused by
pressure changes and other factors (such
as vibration or thermal expansion). If
your container cannot be tested using
the pressure cycles specified by this
paragraph (a)(1), you may ask to use
special test procedures under
§ 59.652(c).
*
*
*
*
*
(3) Slosh testing. Perform a slosh test
by filling the portable fuel container to
40 percent of its capacity with the fuel
specified in paragraph (e) of this section
and rocking it at a rate of 15 cycles per
minute until you reach one million total
cycles. Use an angle deviation of +15°
to ¥15° from level. Take steps to ensure
that the fuel remains at 40 percent of its
capacity throughout the test run.
(4) * * *
(ii) * * *
(C) Actuate the spout by fully opening
and closing without dispensing fuel.
The spout must return to the closed
position without the aid of the operator
(e.g., pushing or pulling the spout
closed). Repeat for a total of 10
actuations. If at any point the spout fails
to return to the closed position, the
container fails the diurnal test.
*
*
*
*
*
■ 8. Amend § 59.660 by revising
paragraph (b) to read as follows:
*
*
*
*
(b) Manufacturers and other persons
subject to the prohibitions in § 59.602
may ask us to exempt portable fuel
containers to purchase, sell, or
distribute them for the sole purpose of
testing them.
*
*
*
*
*
■ 9. Amend § 59.664 by revising
paragraph (c) to read as follows:
§ 59.664 What are the requirements for
importing portable fuel containers into the
United States?
*
*
*
*
*
(c) You may meet the bond
requirements of this section by
obtaining a bond from a third-party
surety that is cited in the U.S.
Department of Treasury Circular 570,
‘‘Companies Holding Certificates of
Authority as Acceptable Sureties on
Federal Bonds and as Acceptable
Reinsuring Companies’’ (https://
www.fiscal.treasury.gov/surety-bonds/
circular-570.html).
*
*
*
*
*
■ 10. Amend § 59.680 by revising the
definition of ‘‘Portable fuel container’’
to read as follows:
§ 59.680 What definitions apply to this
subpart?
*
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*
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Portable fuel container means a
reusable container of any color that is
designed and marketed or otherwise
intended for use by consumers for
receiving, transporting, storing, and
dispensing gasoline, diesel fuel, or
kerosene. For the purposes of this
subpart, all utility jugs that are red,
yellow, or blue in color are deemed to
be portable fuel containers, regardless of
how they are labeled or marketed.
*
*
*
*
*
PART 60—STANDARDS OF
PERFORMANCE FOR NEW
STATIONARY SOURCES
11. The authority citation for part 60
continues to read as follows:
■
Authority: 42 U.S.C. 7401 et seq.
12. Amend § 60.4200 by revising
paragraph (d) to read as follows:
■
§ 60.4200
Am I subject to this subpart?
*
*
*
*
*
(d) Stationary CI ICE may be eligible
for exemption from the requirements of
this subpart as described in 40 CFR part
1068, subpart C, except that owners and
operators, as well as manufacturers, may
be eligible to request an exemption for
national security.
*
*
*
*
*
■ 13. Amend § 60.4201 by revising
paragraphs (a), (d) introductory text, (f)
introductory text, and (h) to read as
follows:
§ 60.4201 What emission standards must I
meet for non-emergency engines if I am a
stationary CI internal combustion engine
manufacturer?
(a) Stationary CI internal combustion
engine manufacturers must certify their
2007 model year and later nonemergency stationary CI ICE with a
maximum engine power less than or
equal to 2,237 kilowatt (KW) (3,000
horsepower (HP)) and a displacement of
less than 10 liters per cylinder to the
certification emission standards for new
nonroad CI engines in 40 CFR 1039.101,
1039.102, 1039.104, 1039.105, 1039.107,
and 1039.115 and 40 CFR part 1039,
appendix I, as applicable, for all
pollutants, for the same model year and
maximum engine power.
*
*
*
*
*
(d) Stationary CI internal combustion
engine manufacturers must certify the
following non-emergency stationary CI
ICE to the appropriate Tier 2 emission
standards for new marine CI engines as
described in 40 CFR part 1042,
appendix I, for all pollutants, for the
same displacement and rated power:
*
*
*
*
*
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(f) Notwithstanding the requirements
in paragraphs (a) through (c) of this
section, stationary non-emergency CI
ICE identified in paragraphs (a) and (c)
of this section may be certified to the
provisions of 40 CFR part 1042 for
commercial engines that are applicable
for the engine’s model year,
displacement, power density, and
maximum engine power if the engines
will be used solely in either or both of
the following locations:
*
*
*
*
*
(h) Stationary CI ICE certified to the
standards in 40 CFR part 1039 and
equipped with auxiliary emission
control devices (AECDs) as specified in
40 CFR 1039.665 must meet the Tier 1
certification emission standards for new
nonroad CI engines in 40 CFR part 1039,
appendix I, while the AECD is activated
during a qualified emergency situation.
A qualified emergency situation is
defined in 40 CFR 1039.665. When the
qualified emergency situation has ended
and the AECD is deactivated, the engine
must resume meeting the otherwise
applicable emission standard specified
in this section.
■ 14. Amend § 60.4202 by revising
paragraphs (a)(1)(i), (a)(2), (b)(2), (e)
introductory text, and (g) introductory
text to read as follows:
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§ 60.4202 What emission standards must I
meet for emergency engines if I am a
stationary CI internal combustion engine
manufacturer?
(a) * * *
(1) * * *
(i) The Tier 2 emission standards for
new nonroad CI engines for the
appropriate rated power as described in
40 CFR part 1039, appendix I, for all
pollutants and the smoke standards as
specified in 40 CFR 1039.105 for model
year 2007 engines; and
*
*
*
*
*
(2) For engines with a rated power
greater than or equal to 37 KW (50 HP),
the Tier 2 or Tier 3 emission standards
for new nonroad CI engines for the same
rated power as described in 40 CFR part
1039, appendix I, for all pollutants and
the smoke standards as specified in 40
CFR 1039.105 beginning in model year
2007.
(b) * * *
(2) For 2011 model year and later, the
Tier 2 emission standards as described
in 40 CFR part 1039, appendix I, for all
pollutants and the smoke standards as
specified in 40 CFR 1039.105.
*
*
*
*
*
(e) Stationary CI internal combustion
engine manufacturers must certify the
following emergency stationary CI ICE
that are not fire pump engines to the
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appropriate Tier 2 emission standards
for new marine CI engines as described
in 40 CFR part 1042, appendix I, for all
pollutants, for the same displacement
and rated power:
*
*
*
*
*
(g) Notwithstanding the requirements
in paragraphs (a) through (d) of this
section, stationary emergency CI ICE
identified in paragraphs (a) and (c) of
this section may be certified to the
provisions of 40 CFR part 1042 for
commercial engines that are applicable
for the engine’s model year,
displacement, power density, and
maximum engine power if the engines
will be used solely in either or both of
the locations identified in paragraphs
(g)(1) and (2) of this section. Engines
that would be subject to the Tier 4
standards in 40 CFR part 1042 that are
used solely in either or both of the
locations identified in paragraphs (g)(1)
and (2) of this section may instead
continue to be certified to the
appropriate Tier 3 standards in 40 CFR
part 1042.
*
*
*
*
*
■ 15. Amend § 60.4204 by revising
paragraphs (a) and (f) to read as follows:
§ 60.4204 What emission standards must I
meet for non-emergency engines if I am an
owner or operator of a stationary CI internal
combustion engine?
(a) Owners and operators of pre-2007
model year non-emergency stationary CI
ICE with a displacement of less than 10
liters per cylinder must comply with the
emission standards in table 1 to this
subpart. Owners and operators of pre2007 model year non-emergency
stationary CI ICE with a displacement of
greater than or equal to 10 liters per
cylinder and less than 30 liters per
cylinder must comply with the Tier 1
emission standards in 40 CFR part 1042,
appendix I.
*
*
*
*
*
(f) Owners and operators of stationary
CI ICE certified to the standards in 40
CFR part 1039 and equipped with
AECDs as specified in 40 CFR 1039.665
must meet the Tier 1 certification
emission standards for new nonroad CI
engines in 40 CFR part 1039, appendix
I, while the AECD is activated during a
qualified emergency situation. A
qualified emergency situation is defined
in 40 CFR 1039.665. When the qualified
emergency situation has ended and the
AECD is deactivated, the engine must
resume meeting the otherwise
applicable emission standard specified
in this section.
■ 16. Amend § 60.4205 by revising
paragraph (a) to read as follows:
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§ 60.4205 What emission standards must I
meet for emergency engines if I am an
owner or operator of a stationary CI internal
combustion engine?
(a) Owners and operators of pre-2007
model year emergency stationary CI ICE
with a displacement of less than 10
liters per cylinder that are not fire pump
engines must comply with the emission
standards in Table 1 to this subpart.
Owners and operators of pre-2007
model year emergency stationary CI ICE
with a displacement of greater than or
equal to 10 liters per cylinder and less
than 30 liters per cylinder that are not
fire pump engines must comply with
the Tier 1 emission standards in 40 CFR
part 1042, appendix I.
*
*
*
*
*
■ 17. Amend § 60.4210 by revising
paragraphs (a) and (b), (c) introductory
text, (c)(3), (d), (i), and (j) and adding
paragraph (k) to read as follows:
§ 60.4210 What are my compliance
requirements if I am a stationary CI internal
combustion engine manufacturer?
(a) Stationary CI internal combustion
engine manufacturers must certify their
stationary CI ICE with a displacement of
less than 10 liters per cylinder to the
emission standards specified in
§§ 60.4201(a) through (c) and
60.4202(a), (b), and (d) using the
certification procedures required in 40
CFR part 1039, subpart C, and must test
their engines as specified in 40 CFR part
1039. For the purposes of this subpart,
engines certified to the standards in
Table 1 to this subpart shall be subject
to the same certification procedures
required for engines certified to the Tier
1 standards in 40 CFR part 1039,
appendix I. For the purposes of this
subpart, engines certified to the
standards in Table 4 to this subpart
shall be subject to the same certification
procedures required for engines
certified to the Tier 1 standards in 40
CFR part 1039, appendix I, except that
engines with NFPA nameplate power of
less than 37 KW (50 HP) certified to
model year 2011 or later standards shall
be subject to the same requirements as
engines certified to the standards in 40
CFR part 1039.
(b) Stationary CI internal combustion
engine manufacturers must certify their
stationary CI ICE with a displacement of
greater than or equal to 10 liters per
cylinder and less than 30 liters per
cylinder to the emission standards
specified in §§ 60.4201(d) and (e) and
60.4202(e) and (f) using the certification
procedures required in 40 CFR part
1042, subpart C, and must test their
engines as specified in 40 CFR part
1042.
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(c) Stationary CI internal combustion
engine manufacturers must meet the
requirements of 40 CFR 1039.120,
1039.125, 1039.130, and 1039.135 and
40 CFR part 1068 for engines that are
certified to the emission standards in 40
CFR part 1039. Stationary CI internal
combustion engine manufacturers must
meet the corresponding provisions of 40
CFR part 1042 for engines that would be
covered by that part if they were
nonroad (including marine) engines.
Labels on such engines must refer to
stationary engines, rather than or in
addition to nonroad or marine engines,
as appropriate. Stationary CI internal
combustion engine manufacturers must
label their engines according to
paragraphs (c)(1) through (3) of this
section.
*
*
*
*
*
(3) Stationary CI internal combustion
engines manufactured after January 1,
2007 (for fire pump engines, after
January 1 of the year listed in table 3 to
this subpart, as applicable) must be
labeled according to paragraphs (c)(3)(i)
through (iii) of this section.
(i) Stationary CI internal combustion
engines that meet the requirements of
this subpart and the corresponding
requirements for nonroad (including
marine) engines of the same model year
and HP must be labeled according to the
provisions in 40 CFR part 1039 or 1042,
as appropriate.
(ii) Stationary CI internal combustion
engines that meet the requirements of
this subpart, but are not certified to the
standards applicable to nonroad
(including marine) engines of the same
model year and HP must be labeled
according to the provisions in 40 CFR
part 1039 or 1042, as appropriate, but
the words ‘‘stationary’’ must be
included instead of ‘‘nonroad’’ or
‘‘marine’’ on the label. In addition, such
engines must be labeled according to 40
CFR 1039.20.
(iii) Stationary CI internal combustion
engines that do not meet the
requirements of this subpart must be
labeled according to 40 CFR 1068.230
and must be exported under the
provisions of 40 CFR 1068.230.
(d) An engine manufacturer certifying
an engine family or families to
standards under this subpart that are
identical to standards applicable under
40 CFR part 1039 or 1042 for that model
year may certify any such family that
contains both nonroad (including
marine) and stationary engines as a
single engine family and/or may include
any such family containing stationary
engines in the averaging, banking, and
trading provisions applicable for such
engines under those parts.
*
*
*
*
*
(i) The replacement engine provisions
of 40 CFR 1068.240 are applicable to
stationary CI engines replacing existing
equipment that is less than 15 years old.
(j) Stationary CI ICE manufacturers
may equip their stationary CI internal
combustion engines certified to the
emission standards in 40 CFR part 1039
with AECDs for qualified emergency
situations according to the requirements
of 40 CFR 1039.665. Manufacturers of
stationary CI ICE equipped with AECDs
as allowed by 40 CFR 1039.665 must
meet all the requirements in 40 CFR
1039.665 that apply to manufacturers.
Manufacturers must document that the
engine complies with the Tier 1
standard in 40 CFR part 1039, appendix
I, when the AECD is activated.
Manufacturers must provide any
relevant testing, engineering analysis, or
other information in sufficient detail to
support such statement when applying
for certification (including amending an
existing certificate) of an engine
equipped with an AECD as allowed by
40 CFR 1039.665.
(k) Manufacturers of any size may
certify their emergency stationary CI
internal combustion engines under this
section using assigned deterioration
factors established by EPA, consistent
with 40 CFR 1039.240 and 1042.240.
■ 18. Amend § 60.4211 by revising
paragraphs (a)(3) and (b)(1) to read as
follows:
§ 60.4211 What are my compliance
requirements if I am an owner or operator
of a stationary CI internal combustion
engine?
(a) * * *
34359
(3) Meet the requirements of 40 CFR
part 1068, as they apply to you.
(b) * * *
(1) Purchasing an engine certified to
emission standards for the same model
year and maximum engine power as
described in 40 CFR parts 1039 and
1042, as applicable. The engine must be
installed and configured according to
the manufacturer’s specifications.
*
*
*
*
*
19. Amend § 60.4212 by revising
paragraphs (a) and (c) and removing the
undesignated paragraph following the
equation in paragraph (c) to read as
follows:
■
§ 60.4212 What test methods and other
procedures must I use if I am an owner or
operator of a stationary CI internal
combustion engine with a displacement of
less than 30 liters per cylinder?
*
*
*
*
*
(a) The performance test must be
conducted according to the in-use
testing procedures in 40 CFR part 1039,
subpart F, for stationary CI ICE with a
displacement of less than 10 liters per
cylinder, and according to 40 CFR part
1042, subpart F, for stationary CI ICE
with a displacement of greater than or
equal to 10 liters per cylinder and less
than 30 liters per cylinder.
Alternatively, stationary CI ICE that are
complying with Tier 2 or Tier 3
emission standards as described in 40
CFR part 1039, appendix I, or with Tier
2 emission standards as described in 40
CFR part 1042, appendix I, may follow
the testing procedures specified in
§ 60.4213, as appropriate.
*
*
*
*
*
(c) Exhaust emissions from stationary
CI ICE subject to Tier 2 or Tier 3
emission standards as described in 40
CFR part 1039, appendix I, or Tier 2
emission standards as described in 40
CFR part 1042, appendix I, must not
exceed the NTE numerical
requirements, rounded to the same
number of decimal places as the
applicable standard, determined from
the following equation:
Where:
STD = The standard specified for that
pollutant in 40 CFR part 1039 or 1042,
as applicable.
*
*
*
*
*
20. Amend § 60.4216 by revising
paragraphs (b) and (c) to read as follows:
■
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§ 60.4216 What requirements must I meet
for engines used in Alaska?
*
*
*
*
*
(b) Except as indicated in paragraph
(c) of this section, manufacturers,
owners and operators of stationary CI
ICE with a displacement of less than 10
liters per cylinder located in remote
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areas of Alaska may meet the
requirements of this subpart by
manufacturing and installing engines
meeting the Tier 2 or Tier 3 emission
standards described in 40 CFR part 1042
for the same model year, displacement,
and maximum engine power, as
appropriate, rather than the otherwise
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NTE requirement for each pollutant= (1.25) x (STD) (Eq. 1)
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applicable requirements of 40 CFR part
1039, as indicated in §§ 60.4201(f) and
60.4202(g).
(c) Manufacturers, owners, and
operators of stationary CI ICE that are
located in remote areas of Alaska may
choose to meet the applicable emission
standards for emergency engines in
§§ 60.4202 and 60.4205, and not those
for non-emergency engines in
§§ 60.4201 and 60.4204, except that for
2014 model year and later
nonemergency CI ICE, the owner or
operator of any such engine must have
that engine certified as meeting at least
the Tier 3 PM standards identified in
appendix I of 40 CFR part 1039 or in 40
CFR 1042.101.
*
*
*
*
*
■ 21. Amend § 60.4219 by revising the
definition for ‘‘Certified emissions life’’
to read as follows:
§ 60.4219
subpart?
lotter on DSK11XQN23PROD with RULES2
*
*
What definitions apply to this
*
*
*
Certified emissions life means the
period during which the engine is
designed to properly function in terms
of reliability and fuel consumption,
without being remanufactured, specified
as a number of hours of operation or
calendar years, whichever comes first.
The values for certified emissions life
for stationary CI ICE with a
displacement of less than 10 liters per
cylinder are given in 40 CFR
1039.101(g). The values for certified
emissions life for stationary CI ICE with
a displacement of greater than or equal
to 10 liters per cylinder and less than 30
liters per cylinder are given in 40 CFR
1042.101(e).
*
*
*
*
*
■ 22. Amend § 60.4230 by revising
paragraph (e) to read as follows:
§ 60.4230
Am I subject to this subpart?
*
*
*
*
*
(e) Stationary SI ICE may be eligible
for exemption from the requirements of
this subpart as described in 40 CFR part
1068, subpart C (or the exemptions
described in 40 CFR parts 1048 and
1054, for engines that would need to be
certified to standards in those parts),
except that owners and operators, as
well as manufacturers, may be eligible
to request an exemption for national
security.
*
*
*
*
*
■ 23. Amend § 60.4231 by revising
paragraphs (a) through (d) to read as
follows:
§ 60.4231 What emission standards must I
meet if I am a manufacturer of stationary SI
internal combustion engines or equipment
containing such engines?
(a) Stationary SI internal combustion
engine manufacturers must certify their
stationary SI ICE with a maximum
engine power less than or equal to 19
KW (25 HP) manufactured on or after
July 1, 2008 to the certification emission
standards and other requirements for
new nonroad SI engines in 40 CFR part
1054, as follows:
If engine displacement is . . .
and manufacturing dates are . . .
the engine must meet the following nonhandheld emission standards identified in 40
CFR part 1054 and related requirements:
(1)
(2)
(3)
(4)
July 1, 2008 to December 31, 2011 ................
January 1, 2012 or later ...................................
July 1, 2008 to December 31, 2010 ................
January 1, 2011 or later ...................................
Phase
Phase
Phase
Phase
Below 225 cc ................................................
Below 225 cc ................................................
At or above 225 cc .......................................
At or above 225 cc .......................................
(b) Stationary SI internal combustion
engine manufacturers must certify their
stationary SI ICE with a maximum
engine power greater than 19 KW (25
HP) (except emergency stationary ICE
with a maximum engine power greater
than 25 HP and less than 130 HP) that
use gasoline and that are manufactured
on or after the applicable date in
§ 60.4230(a)(2), or manufactured on or
after the applicable date in
§ 60.4230(a)(4) for emergency stationary
ICE with a maximum engine power
greater than or equal to 130 HP, to the
certification emission standards and
other requirements for new nonroad SI
engines in 40 CFR part 1048. Stationary
SI internal combustion engine
manufacturers must certify their
emergency stationary SI ICE with a
maximum engine power greater than 25
HP and less than 130 HP that use
gasoline and that are manufactured on
or after the applicable date in
§ 60.4230(a)(4) to the Phase 1 emission
standards in 40 CFR part 1054,
appendix I, applicable to class II
engines, and other requirements for new
nonroad SI engines in 40 CFR part 1054.
Stationary SI internal combustion
engine manufacturers may certify their
stationary SI ICE with a maximum
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engine power less than or equal to 30
KW (40 HP) with a total displacement
less than or equal to 1,000 cubic
centimeters (cc) that use gasoline to the
certification emission standards and
other requirements as appropriate for
new nonroad SI engines in 40 CFR part
1054.
(c) Stationary SI internal combustion
engine manufacturers must certify their
stationary SI ICE with a maximum
engine power greater than 19 KW (25
HP) (except emergency stationary ICE
with a maximum engine power greater
than 25 HP and less than 130 HP) that
are rich burn engines that use LPG and
that are manufactured on or after the
applicable date in § 60.4230(a)(2), or
manufactured on or after the applicable
date in § 60.4230(a)(4) for emergency
stationary ICE with a maximum engine
power greater than or equal to 130 HP,
to the certification emission standards
and other requirements for new nonroad
SI engines in 40 CFR part 1048.
Stationary SI internal combustion
engine manufacturers must certify their
emergency stationary SI ICE greater than
25 HP and less than 130 HP that are rich
burn engines that use LPG and that are
manufactured on or after the applicable
date in § 60.4230(a)(4) to the Phase 1
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2.
3.
2.
3.
emission standards in 40 CFR part 1054,
appendix I, applicable to class II
engines, and other requirements for new
nonroad SI engines in 40 CFR part 1054.
Stationary SI internal combustion
engine manufacturers may certify their
stationary SI ICE with a maximum
engine power less than or equal to 30
KW (40 HP) with a total displacement
less than or equal to 1,000 cc that are
rich burn engines that use LPG to the
certification emission standards and
other requirements as appropriate for
new nonroad SI engines in 40 CFR part
1054.
(d) Stationary SI internal combustion
engine manufacturers who choose to
certify their stationary SI ICE with a
maximum engine power greater than 19
KW (25 HP) and less than 75 KW (100
HP) (except gasoline and rich burn
engines that use LPG and emergency
stationary ICE with a maximum engine
power greater than 25 HP and less than
130 HP) under the voluntary
manufacturer certification program
described in this subpart must certify
those engines to the certification
emission standards for new nonroad SI
engines in 40 CFR part 1048. Stationary
SI internal combustion engine
manufacturers who choose to certify
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their emergency stationary SI ICE
greater than 25 HP and less than 130 HP
(except gasoline and rich burn engines
that use LPG), must certify those
engines to the Phase 1 emission
standards in 40 CFR part 1054,
appendix I, applicable to class II
engines, for new nonroad SI engines in
40 CFR part 1054. Stationary SI internal
combustion engine manufacturers may
certify their stationary SI ICE with a
maximum engine power less than or
equal to 30 KW (40 HP) with a total
displacement less than or equal to 1,000
cc (except gasoline and rich burn
engines that use LPG) to the certification
emission standards and other
requirements as appropriate for new
nonroad SI engines in 40 CFR part 1054.
For stationary SI ICE with a maximum
engine power greater than 19 KW (25
HP) and less than 75 KW (100 HP)
(except gasoline and rich burn engines
that use LPG and emergency stationary
ICE with a maximum engine power
greater than 25 HP and less than 130
HP) manufactured prior to January 1,
2011, manufacturers may choose to
certify these engines to the standards in
Table 1 to this subpart applicable to
engines with a maximum engine power
greater than or equal to 100 HP and less
than 500 HP.
*
*
*
*
*
■ 24. Revise § 60.4238 to read as
follows:
§ 60.4238 What are my compliance
requirements if I am a manufacturer of
stationary SI internal combustion engines
≤19 KW (25 HP) or a manufacturer of
equipment containing such engines?
lotter on DSK11XQN23PROD with RULES2
Stationary SI internal combustion
engine manufacturers who are subject to
the emission standards specified in
§ 60.4231(a) must certify their stationary
SI ICE using the certification and testing
procedures required in 40 CFR part
1054, subparts C and F. Manufacturers
of equipment containing stationary SI
internal combustion engines meeting
the provisions of 40 CFR part 1054 must
meet the provisions of 40 CFR part
1060, subpart C, to the extent they apply
to equipment manufacturers.
■ 25. Revise § 60.4239 to read as
follows:
§ 60.4239 What are my compliance
requirements if I am a manufacturer of
stationary SI internal combustion engines
>19 KW (25 HP) that use gasoline or a
manufacturer of equipment containing such
engines?
Stationary SI internal combustion
engine manufacturers who are subject to
the emission standards specified in
§ 60.4231(b) must certify their stationary
SI ICE using the certification procedures
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required in 40 CFR part 1048, subpart C,
and must test their engines as specified
in that part. Stationary SI internal
combustion engine manufacturers who
certify their stationary SI ICE with a
maximum engine power less than or
equal to 30 KW (40 HP) with a total
displacement less than or equal to 1,000
cc to the certification emission
standards and other requirements for
new nonroad SI engines in 40 CFR part
1054, and manufacturers of stationary SI
emergency engines that are greater than
25 HP and less than 130 HP who meet
the Phase 1 emission standards in 40
CFR part 1054, appendix I, applicable to
class II engines, must certify their
stationary SI ICE using the certification
and testing procedures required in 40
CFR part 1054, subparts C and F.
Manufacturers of equipment containing
stationary SI internal combustion
engines meeting the provisions of 40
CFR part 1054 must meet the provisions
of 40 CFR part 1060, subpart C, to the
extent they apply to equipment
manufacturers.
26. Revise § 60.4240 to read as
follows:
■
§ 60.4240 What are my compliance
requirements if I am a manufacturer of
stationary SI internal combustion engines
>19 KW (25 HP) that are rich burn engines
that use LPG or a manufacturer of
equipment containing such engines?
Stationary SI internal combustion
engine manufacturers who are subject to
the emission standards specified in
§ 60.4231(c) must certify their stationary
SI ICE using the certification procedures
required in 40 CFR part 1048, subpart C,
and must test their engines as specified
in that part. Stationary SI internal
combustion engine manufacturers who
certify their stationary SI ICE with a
maximum engine power less than or
equal to 30 KW (40 HP) with a total
displacement less than or equal to 1,000
cc to the certification emission
standards and other requirements for
new nonroad SI engines in 40 CFR part
1054, and manufacturers of stationary SI
emergency engines that are greater than
25 HP and less than 130 HP who meet
the Phase 1 emission standards in 40
CFR part 1054, appendix I, applicable to
class II engines, must certify their
stationary SI ICE using the certification
and testing procedures required in 40
CFR part 1054, subparts C and F.
Manufacturers of equipment containing
stationary SI internal combustion
engines meeting the provisions of 40
CFR part 1054 must meet the provisions
of 40 CFR part 1060, subpart C, to the
extent they apply to equipment
manufacturers.
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34361
27. Amend § 60.4241 by revising
paragraphs (a), (b), and (i) to read as
follows:
■
§ 60.4241 What are my compliance
requirements if I am a manufacturer of
stationary SI internal combustion engines
participating in the voluntary certification
program or a manufacturer of equipment
containing such engines?
(a) Manufacturers of stationary SI
internal combustion engines with a
maximum engine power greater than 19
KW (25 HP) that do not use gasoline and
are not rich burn engines that use LPG
can choose to certify their engines to the
emission standards in § 60.4231(d) or
(e), as applicable, under the voluntary
certification program described in this
subpart. Manufacturers who certify their
engines under the voluntary
certification program must meet the
requirements as specified in paragraphs
(b) through (g) of this section. In
addition, manufacturers of stationary SI
internal combustion engines who
choose to certify their engines under the
voluntary certification program, must
also meet the requirements as specified
in § 60.4247. Manufacturers of
stationary SI internal combustion
engines who choose not to certify their
engines under this section must notify
the ultimate purchaser that testing
requirements apply as described in
§ 60.4243(b)(2); manufacturers must
keep a copy of this notification for five
years after shipping each engine and
make those documents available to EPA
upon request.
(b) Manufacturers of engines other
than those certified to standards in 40
CFR part 1054 must certify their
stationary SI ICE using the certification
procedures required in 40 CFR part
1048, subpart C, and must follow the
same test procedures that apply to Large
SI nonroad engines under 40 CFR part
1048, but must use the D–1 cycle of
International Organization for
Standardization 8178–4: 1996(E)
(incorporated by reference, see § 60.17)
or the test cycle requirements specified
in Table 3 to 40 CFR 1048.505, except
that Table 3 of 40 CFR 1048.505 applies
to high load engines only.
Manufacturers of any size may certify
their stationary emergency engines at or
above 130 hp using assigned
deterioration factors established by EPA,
consistent with 40 CFR 1048.240.
Stationary SI internal combustion
engine manufacturers who certify their
stationary SI ICE with a maximum
engine power less than or equal to 30
KW (40 HP) with a total displacement
less than or equal to 1,000 cc to the
certification emission standards and
other requirements for new nonroad SI
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engines in 40 CFR part 1054, and
manufacturers of emergency engines
that are greater than 25 HP and less than
130 HP who meet the Phase 1 standards
in 40 CFR part 1054, appendix I,
applicable to class II engines, must
certify their stationary SI ICE using the
certification and testing procedures
required in 40 CFR part 1054, subparts
C and F. Manufacturers of equipment
containing stationary SI internal
combustion engines meeting the
provisions of 40 CFR part 1054 must
meet the provisions of 40 CFR part
1060, subpart C, to the extent they apply
to equipment manufacturers.
*
*
*
*
*
(i) For engines being certified to the
voluntary certification standards in
Table 1 of this subpart, the VOC
measurement shall be made by
following the procedures in 40 CFR part
1065, subpart C, to determine the total
NMHC emissions. As an alternative,
manufacturers may measure ethane, as
well as methane, for excluding such
levels from the total VOC measurement.
■ 28. Revise § 60.4242 to read as
follows:
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§ 60.4242 What other requirements must I
meet if I am a manufacturer of stationary SI
internal combustion engines or equipment
containing stationary SI internal
combustion engines or a manufacturer of
equipment containing such engines?
(a) Stationary SI internal combustion
engine manufacturers must meet the
provisions of 40 CFR parts 1048, 1054,
and 1068, as applicable, except that
engines certified pursuant to the
voluntary certification procedures in
§ 60.4241 are subject only to the
provisions indicated in § 60.4247 and
are permitted to provide instructions to
owners and operators allowing for
deviations from certified configurations,
if such deviations are consistent with
the provisions of § 60.4241(c) through
(f). Manufacturers of equipment
containing stationary SI internal
combustion engines meeting the
provisions of 40 CFR part 1054 must
meet the provisions of 40 CFR part
1060, as applicable. Labels on engines
certified to 40 CFR part 1048 must refer
to stationary engines, rather than or in
addition to nonroad engines, as
appropriate.
(b) An engine manufacturer certifying
an engine family or families to
standards under this subpart that are
identical to standards identified in 40
CFR part 1048 or 1054 for that model
year may certify any such family that
contains both nonroad and stationary
engines as a single engine family and/
or may include any such family
containing stationary engines in the
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averaging, banking and trading
provisions applicable for such engines
under those parts. This paragraph (b)
also applies to equipment or component
manufacturers certifying to standards
under 40 CFR part 1060.
(c) Manufacturers of engine families
certified to 40 CFR part 1048 may meet
the labeling requirements referred to in
paragraph (a) of this section for
stationary SI ICE by either adding a
separate label containing the
information required in paragraph (a) of
this section or by adding the words
‘‘and stationary’’ after the word
‘‘nonroad’’ to the label.
(d) For all engines manufactured on or
after January 1, 2011, and for all engines
with a maximum engine power greater
than 25 HP and less than 130 HP
manufactured on or after July 1, 2008,
a stationary SI engine manufacturer that
certifies an engine family solely to the
standards applicable to emergency
engines must add a permanent label
stating that the engines in that family
are for emergency use only. The label
must be added according to the labeling
requirements specified in 40 CFR
1048.135(b).
(e) All stationary SI engines subject to
mandatory certification that do not meet
the requirements of this subpart must be
labeled and exported according to 40
CFR 1068.230. Manufacturers of
stationary engines with a maximum
engine power greater than 25 HP that
are not certified to standards and other
requirements under 40 CFR part 1048
are subject to the labeling provisions of
40 CFR 1048.20 pertaining to excluded
stationary engines.
(f) For manufacturers of gaseousfueled stationary engines required to
meet the warranty provisions in 40 CFR
1054.120, we may establish an hourbased warranty period equal to at least
the certified emissions life of the
engines (in engine operating hours) if
we determine that these engines are
likely to operate for a number of hours
greater than the applicable useful life
within 24 months. We will not approve
an alternate warranty under this
paragraph (f) for nonroad engines. An
alternate warranty period approved
under this paragraph (f) will be the
specified number of engine operating
hours or two years, whichever comes
first. The engine manufacturer shall
request this alternate warranty period in
its application for certification or in an
earlier submission. We may approve an
alternate warranty period for an engine
family subject to the following
conditions:
(1) The engines must be equipped
with non-resettable hour meters.
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(2) The engines must be designed to
operate for a number of hours
substantially greater than the applicable
certified emissions life.
(3) The emission-related warranty for
the engines may not be shorter than any
published warranty offered by the
manufacturer without charge for the
engines. Similarly, the emission-related
warranty for any component shall not be
shorter than any published warranty
offered by the manufacturer without
charge for that component.
■ 29. Amend § 60.4243 by revising
paragraph (f) to read as follows:
§ 60.4243 What are my compliance
requirements if I am an owner or operator
of a stationary SI internal combustion
engine?
*
*
*
*
*
(f) If you are an owner or operator of
a stationary SI internal combustion
engine that is less than or equal to 500
HP and you purchase a non-certified
engine or you do not operate and
maintain your certified stationary SI
internal combustion engine and control
device according to the manufacturer’s
written emission-related instructions,
you are required to perform initial
performance testing as indicated in this
section, but you are not required to
conduct subsequent performance testing
unless the stationary engine undergoes
rebuild, major repair or maintenance.
Engine rebuilding means to overhaul an
engine or to otherwise perform
extensive service on the engine (or on a
portion of the engine or engine system).
For the purpose of this paragraph (f),
perform extensive service means to
disassemble the engine (or portion of
the engine or engine system), inspect
and/or replace many of the parts, and
reassemble the engine (or portion of the
engine or engine system) in such a
manner that significantly increases the
service life of the resultant engine.
*
*
*
*
*
■ 30. Amend § 60.4245 by revising
paragraph (a)(3) to read as follows:
§ 60.4245 What are my notification,
reporting, and recordkeeping requirements
if I am an owner or operator of a stationary
SI internal combustion engine?
*
*
*
*
*
(a) * * *
(3) If the stationary SI internal
combustion engine is a certified engine,
documentation from the manufacturer
that the engine is certified to meet the
emission standards and information as
required in 40 CFR parts 1048, 1054,
and 1060, as applicable.
*
*
*
*
*
■ 31. Amend § 60.4247 by revising
paragraph (a) to read as follows:
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§ 60.4247 What parts of the mobile source
provisions apply to me if I am a
manufacturer of stationary SI internal
combustion engines or a manufacturer of
equipment containing such engines?
(a) Manufacturers certifying to
emission standards in 40 CFR part 1054
must meet the provisions of 40 CFR part
1054. Note that 40 CFR part 1054,
appendix I, describes various provisions
that do not apply for engines meeting
Phase 1 standards in 40 CFR part 1054.
Manufacturers of equipment containing
stationary SI internal combustion
engines meeting the provisions of 40
CFR part 1054 must meet the provisions
of 40 CFR part 1060 to the extent they
apply to equipment manufacturers.
*
*
*
*
*
■ 32. Amend § 60.4248 by revising the
definition for ‘‘Certified emissions life’’
and ‘‘Certified stationary internal
combustion engine’’ to read as follows:
production. Your demonstration must
also include any overhaul interval that
you recommend, any mechanical
warranty that you offer for the engine or
its components, and any relevant
customer design specifications. Your
demonstration may include any other
relevant information. The certified
emissions life value may not be shorter
than any of the following:
(1) 1,000 hours of operation.
(2) Your recommended overhaul
interval.
(3) Your mechanical warranty for the
engine.
Certified stationary internal
combustion engine means an engine that
belongs to an engine family that has a
certificate of conformity that complies
with the emission standards and
requirements in this part, or of 40 CFR
part 1048 or 1054, as appropriate.
*
*
*
*
*
§ 60.4248
subpart?
PART 85—CONTROL OF AIR
POLLUTION FROM MOBILE SOURCES
What definitions apply to this
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*
*
*
*
*
Certified emissions life means the
period during which the engine is
designed to properly function in terms
of reliability and fuel consumption,
without being remanufactured, specified
as a number of hours of operation or
calendar years, whichever comes first.
The values for certified emissions life
for stationary SI ICE with a maximum
engine power less than or equal to 19
KW (25 HP) are given in 40 CFR
1054.107 and 1060.101, as appropriate.
The values for certified emissions life
for stationary SI ICE with a maximum
engine power greater than 19 KW (25
HP) certified to 40 CFR part 1048 are
given in 40 CFR 1048.101(g). The
certified emissions life for stationary SI
ICE with a maximum engine power
greater than 75 KW (100 HP) certified
under the voluntary manufacturer
certification program of this subpart is
5,000 hours or 7 years, whichever comes
first. You may request in your
application for certification that we
approve a shorter certified emissions
life for an engine family. We may
approve a shorter certified emissions
life, in hours of engine operation but not
in years, if we determine that these
engines will rarely operate longer than
the shorter certified emissions life. If
engines identical to those in the engine
family have already been produced and
are in use, your demonstration must
include documentation from such inuse engines. In other cases, your
demonstration must include an
engineering analysis of information
equivalent to such in-use data, such as
data from research engines or similar
engine models that are already in
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33. The authority citation for part 85
continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
Subpart O—[Removed and Reserved]
34. Remove and reserve subpart O,
consisting of §§ 85.1401 through
85.1415.
■ 35. Amend § 85.1501 by revising
paragraph (a) to read as follows:
■
§ 85.1501
Applicability.
(a) Except where otherwise indicated,
this subpart is applicable to motor
vehicles offered for importation or
imported into the United States for
which the Administrator has
promulgated regulations under 40 CFR
part 86, subpart D or S, prescribing
emission standards, but which are not
covered by certificates of conformity
issued under section 206(a) of the Clean
Air Act (i.e., which are nonconforming
vehicles as defined in § 85.1502), as
amended, and part 86 at the time of
conditional importation. Compliance
with regulations under this subpart
shall not relieve any person or entity
from compliance with other applicable
provisions of the Clean Air Act. This
subpart no longer applies for heavy-duty
engines certified under 40 CFR part 86,
subpart A; references in this subpart to
‘‘engines’’ therefore apply only for
replacement engines intended for
installation in motor vehicles that are
subject to this subpart.
*
*
*
*
*
■ 36. Amend § 85.1511 by adding
introductory text and paragraph (b)(5) to
read as follows:
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§ 85.1511
34363
Exemptions and exclusions.
The exemption provisions of 40 CFR
part 1068, subpart D, apply instead of
the provisions of this section for heavyduty motor vehicles and heavy-duty
motor vehicle engines regulated under
40 CFR part 86, subpart A, and 40 CFR
parts 1036 and 1037. The following
provisions apply for other motor
vehicles and motor vehicle engines:
*
*
*
*
*
(b) * * *
(5) Export exemption. Vehicles may
qualify for a temporary exemption
under the provisions of 40 CFR
1068.325(d).
*
*
*
*
*
■ 37. Revise § 85.1514 to read as
follows:
§ 85.1514 Treatment of confidential
information.
The provisions of 40 CFR 1068.10
apply for information you consider
confidential.
■ 38. Amend § 85.1701 by revising
paragraph (a)(1) to read as follows:
§ 85.1701
General applicability.
(a) * * *
(1) Beginning January 1, 2014, the
exemption provisions of 40 CFR part
1068, subpart C, apply instead of the
provisions of this subpart for heavyduty motor vehicle engines regulated
under 40 CFR part 86, subpart A, except
that the nonroad competition exemption
of 40 CFR 1068.235 and the nonroad
hardship exemption provisions of 40
CFR 1068.245, 1068.250, and 1068.255
do not apply for motor vehicle engines.
Note that the provisions for emergency
vehicle field modifications in § 85.1716
continue to apply for heavy-duty
engines.
*
*
*
*
*
■ 39. Revise § 85.1712 to read as
follows:
§ 85.1712 Treatment of confidential
information.
The provisions of 40 CFR 1068.10
apply for information you consider
confidential.
■ 40. Revise § 85.1801 to read as
follows:
§ 85.1801
Applicability and definitions.
(a) The recall provisions of 40 CFR
part 1068, subpart E, apply instead of
the provisions of this subpart for heavyduty motor vehicles and heavy-duty
motor vehicle engines regulated under
40 CFR part 86, subpart A, and 40 CFR
parts 1036 and 1037. The provisions of
this subpart apply for other motor
vehicles and motor vehicle engines.
(b) For the purposes of this subpart,
except as otherwise provided, words
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shall be defined as provided for by
sections 214 and 302 of the Clean Air
Act, 42 U.S.C. 1857, as amended.
(1) Act shall mean the Clean Air Act,
42 U.S.C. 1857, as amended.
(2) Days shall mean calendar days.
■ 41. Revise § 85.1807 to read as
follows:
under 40 CFR part 86, subparts E and F.
The definitions and related provisions
in 40 CFR parts 1036, 1037, and 1068
apply instead of the provisions in this
subpart for heavy-duty motor vehicles
and heavy-duty motor vehicle engines
regulated under 40 CFR part 86, subpart
A, and 40 CFR parts 1036 and 1037.
§ 85.1807
PART 86—CONTROL OF EMISSIONS
FROM NEW AND IN-USE HIGHWAY
VEHICLES AND ENGINES
Public hearings.
Manufacturers may request a hearing
as described in 40 CFR part 1068,
subpart G.
■ 42. Revise § 85.1808 to read as
follows:
§ 85.1808 Treatment of confidential
information.
Definitions.
*
*
*
*
*
(b) * * *
(2) A defect in the design, materials,
or workmanship in one or more
emission-related parts, components,
systems, software, or elements of design
which must function properly to ensure
continued compliance with greenhouse
gas emission standards in 40 CFR part
86.
*
*
*
*
*
■ 44. Amend § 85.2102 by revising
paragraph (a)(18) and adding and
reserving paragraph (b) to read as
follows:
§ 85.2102
Definitions.
(a) * * *
(18) MOD Director has the meaning
given for ‘‘Designated Compliance
Officer’’ in 40 CFR 1068.30.
(b) [Reserved]
■ 45. Amend § 85.2115 by revising
paragraph (a)(4) to read as follows:
§ 85.2115
Notification of intent to certify.
lotter on DSK11XQN23PROD with RULES2
(a) * * *
(4) Two complete and identical copies
of the notification and any subsequent
industry comments on any such
notification shall be submitted by the
aftermarket manufacturer to: MOD
Director.
*
*
*
*
*
■ 46. Revise § 85.2301 to read as
follows:
§ 85.2301
Applicability.
The definitions provided by this
subpart are effective February 23, 1995
and apply to all motor vehicles
regulated under 40 CFR part 86, subpart
S, and to highway motorcycles regulated
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Authority: 42 U.S.C. 7401–7671q.
48. Section 86.1 is amended by:
a. Revising the last sentence of
paragraph (a);
■ b. Redesignating paragraphs (b)(19)
through (21) as paragraphs (b)(21)
through (23); and
■ c. Adding new paragraphs (b)(19) and
(20).
The revision and additions read as
follows:
■
■
The provisions of 40 CFR 1068.10
apply for information you consider
confidential.
■ 43. Amend § 85.1902 by revising
paragraph (b)(2) to read as follows:
§ 85.1902
47. The authority citation for part 86
continues to read as follows:
■
§ 86.1
Incorporation by reference.
(a) * * * For information on the
availability of this material at NARA,
email fedreg.legal@nara.gov, or go to
www.archives.gov/federal-register/cfr/
ibr-locations.html.
(b) * * *
(19) ASTM D5769–20, Standard Test
Method for Determination of Benzene,
Toluene, and Total Aromatics in
Finished Gasolines by Gas
Chromatography/Mass Spectrometry,
approved June 1, 2020 (‘‘ASTM5769’’),
IBR approved for §§ 86.113–04(a),
86.213(a), and 86.513(a).
(20) ASTM D6550–20, Standard Test
Method for Determination of Olefin
Content of Gasolines by SupercriticalFluid Chromatography, approved July 1,
2020 (‘‘ASTM D6550’’), IBR approved
for §§ 86.113–04(a), 86.213(a), and
86.513(a).
*
*
*
*
*
■ 49. Section 86.004–15 is amended by
revising paragraph (a)(1) to read as
follows:
§ 86.004–15 NOX plus NMHC and
particulate averaging, trading, and banking
for heavy-duty engines.
(a) Overview. (1) Heavy-duty engines
eligible for NOX plus NMHC and
particulate averaging, trading and
banking programs are described in the
applicable emission standards sections
in this subpart. For manufacturers not
selecting Options 1 or 2 contained in
§ 86.005–10(f), the ABT program
requirements contained in § 86.000–15
apply for 2004 model year Otto-cycle
engines, rather than the provisions
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contained in this section. Participation
in these programs is voluntary.
*
*
*
*
*
■ 50. Section 86.010–18 is amended
by—
■ a. Revising paragraphs (g)(2)(ii)(B) and
(g)(2)(iii)(C).
■ b. Adding paragraph (g)(2)(iii)(D).
■ c. Removing and reserving paragraph
(l)(2)(ii).
■ d. Revising paragraphs (p)(3) and (4).
The revisions and additions read as
follows:
§ 86.010–18 On-board Diagnostics for
engines used in applications greater than
14,000 pounds GVWR.
*
*
*
*
*
(g) * * *
(2) * * *
(ii) * * *
(B) For model years 2013 and later, on
engines equipped with sensors that can
detect combustion or combustion
quality (e.g., for use in engines with
homogeneous charge compression
ignition (HCCI) control systems), the
OBD system must detect a misfire
malfunction when the percentage of
misfire is 5 percent or greater.
(iii) * * *
(C) For model years 2013 through
2018, on engines equipped with sensors
that can detect combustion or
combustion quality, the OBD system
must monitor continuously for engine
misfire when positive torque is between
20 and 75 percent of peak torque, and
engine speed is less than 75 percent of
maximum engine speed. If a monitoring
system cannot detect all misfire patterns
under all required engine speed and
load conditions, the manufacturer may
request that the Administrator approve
the monitoring system nonetheless. In
evaluating the manufacturer’s request,
the Administrator will consider the
following factors: The magnitude of the
region(s) in which misfire detection is
limited; the degree to which misfire
detection is limited in the region(s) (i.e.,
the probability of detection of misfire
events); the frequency with which said
region(s) are expected to be encountered
in-use; the type of misfire patterns for
which misfire detection is troublesome;
and demonstration that the monitoring
technology employed is not inherently
incapable of detecting misfire under
required conditions (i.e., compliance
can be achieved on other engines). The
evaluation will be based on the
following misfire patterns: Equally
spaced misfire occurring on randomly
selected cylinders; single cylinder
continuous misfire; and, paired cylinder
(cylinders firing at the same crank
angle) continuous misfire.
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(D) For 20 percent of 2019 model year,
50 percent of 2020 model, and 100
percent of 2021 and later model year
diesel engines (percentage based on the
manufacturer’s projected sales volume
of all diesel engines subject to this
regulation) equipped with sensors that
can detect combustion or combustion
quality, the OBD system must monitor
continuously for engine misfire under
all positive torque engine speed
conditions except within the following
range: The engine operating region
bound by the positive torque line (i.e.,
engine torque with transmission in
neutral) and the two following points:
engine speed of 50 percent of maximum
engine speed with the engine torque at
the positive torque line, and 100 percent
of the maximum engine speed with the
engine torque at 10 percent of peak
torque above the positive torque line. If
a monitoring system cannot detect all
misfire patterns under all required
engine speed and load conditions, the
manufacturer may request that the
Administrator approve the monitoring
system nonetheless. In evaluating the
manufacturer’s request, the
Administrator will consider the
following factors: The magnitude of the
region(s) in which misfire detection is
limited; the degree to which misfire
detection is limited in the region(s) (i.e.,
the probability of detection of misfire
events); the frequency with which said
region(s) are expected to be encountered
in-use; the type of misfire patterns for
which misfire detection is troublesome;
and demonstration that the monitoring
technology employed is not inherently
incapable of detecting misfire under
required conditions (i.e., compliance
can be achieved on other engines). The
evaluation will be based on the
following misfire patterns: Equally
spaced misfire occurring on randomly
selected cylinders; single cylinder
continuous misfire; and, paired cylinder
(cylinders firing at the same crank
angle) continuous misfire.
*
*
*
*
*
(p) * * *
(3) For model years 2016 through
2018. (i) On the engine ratings tested
according to paragraph (l)(2)(iii) of this
section, the certification emissions
thresholds shall apply in-use.
(ii) On the manufacturer’s remaining
engine ratings, separate in-use
emissions thresholds shall apply. These
thresholds are determined by doubling
the applicable thresholds as shown in
Table 1 of paragraph (g) of this section
and Table 2 of paragraph (h) of this
section. The resultant thresholds apply
only in-use and do not apply for
certification or selective enforcement
auditing.
(iii) For monitors subject to meeting
the minimum in-use monitor
performance ratio of 0.100 in paragraph
(d)(1)(ii) of this section, the OBD system
shall not be considered noncompliant
unless a representative sample indicates
the in-use ratio is below 0.088 except for
filtering performance monitors for PM
filters (paragraph (g)(8)(ii)(A) of this
section) and missing substrate monitors
(paragraph (g)(8)(ii)(D) of this section)
34365
for which the OBD system shall not be
considered noncompliant unless a
representative sample indicates the inuse ratio is below 0.050.
(iv) An OBD system shall not be
considered noncompliant solely due to
a failure or deterioration mode of a
monitored component or system that
could not have been reasonably foreseen
to occur by the manufacturer.
(4) For model years 2019 and later. (i)
On all engine ratings, the certification
emissions thresholds shall apply in-use.
(ii) For monitors subject to meeting
the minimum in-use monitor
performance ratio of 0.100 in paragraph
(d)(1)(ii) of this section, the OBD system
shall not be considered noncompliant
unless a representative sample indicates
the in-use ratio is below 0.088.
(iii) An OBD system shall not be
considered noncompliant solely due to
a failure or deterioration mode of a
monitored component or system that the
manufacturer could not have reasonably
foreseen.
*
*
*
*
*
■ 51. Section 86.113–04 is amended by
revising paragraph (a)(1) to read as
follows:
§ 86.113–04
Fuel specifications.
*
*
*
*
*
(a) * * *
(1) Gasoline meeting the following
specifications, or substantially
equivalent specifications approved by
the Administrator, must be used for
exhaust and evaporative testing:
TABLE 1 TO § 86.113–04—TEST FUEL SPECIFICATIONS FOR GASOLINE WITHOUT ETHANOL
Reference procedure 1
Item
Regular
Research octane, Minimum 2 ..................................................
Octane sensitivity 2 .................................................................
Distillation Range (°F):
Evaporated initial boiling point 3 ......................................
10% evaporated ..............................................................
50% evaporated ..............................................................
90% evaporated ..............................................................
Evaporated final boiling point ..........................................
Total Aromatic Hydrocarbon (vol %) ......................................
Olefins (vol %) 4 ......................................................................
Lead, g/gallon (g/liter), Maximum ...........................................
Phosphorous, g/gallon (g/liter), Maximum ..............................
Total sulfur, wt. % 5 .................................................................
Dry Vapor Pressure Equivalent (DVPE), kPa (psi) 6 ..............
93 ...........................
7.5 ..........................
ASTM D2699
ASTM D2700
75–95 .....................
120–135.
200–230.
300–325.
415 Maximum.
35% Maximum .......
10% Maximum .......
0.050 (0.013) .........
0.005 (0.0013) .......
0.0015–0.008 .........
60.0–63.4 (8.7–9.2)
ASTM D86
ASTM
ASTM
ASTM
ASTM
ASTM
ASTM
D1319 or ASTM D5769
D1319 or ASTM D6550
D3237
D3231
D2622
D5191
1 Incorporated
by reference, see § 86.1.
specifications are optional for manufacturer testing.
testing at altitudes above 1,219 m (4,000 feet), the specified range is 75–105 °F.
4 ASTM D6550 prescribes measurement of olefin concentration in mass %. Multiply this result by 0.857 and round to the first decimal place to
determine the olefin concentration in volume %.
5 Sulfur concentration will not exceed 0.0045 weight percent for EPA testing.
6 For testing unrelated to evaporative emission control, the specified range is 54.8–63.7 kPa (8.0–9.2 psi). For testing at altitudes above 1,219
m (4,000 feet), the specified range is 52.0–55.4 kPa (7.6–8.0 psi). Calculate dry vapor pressure equivalent, DVPE, based on the measured total
vapor pressure, pT, using the following equation: DVPE (kPa) = 0.956 · pT¥2.39 (or DVPE (psi) = 0.956 · pT¥0.347). DVPE is intended to be
equivalent to Reid Vapor Pressure using a different test method.
2 Octane
lotter on DSK11XQN23PROD with RULES2
3 For
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*
*
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
*
*
*
52. Section 86.129–00 is amended by
revising paragraph (f)(1)(ii)(C) to read as
follows:
■
§ 86.129–00 Road load power, test weight,
and inertia weight class determination.
*
*
*
*
*
(f)(1) * * *
(ii) * * *
(C) Regardless of other requirements
in this section relating to the testing of
HLDTs, for Tier 2 and Tier 3 HLDTs, the
test weight basis for FTP and SFTP
testing (both US06 and SC03), if
applicable, is the vehicle curb weight
plus 300 pounds. For MDPVs certified
to standards in bin 11 in Tables S04–1
and 2 in § 86.1811–04, the test weight
basis must be adjusted loaded vehicle
weight (ALVW) as defined in this part.
*
*
*
*
*
53. Section 86.130–96 is amended by
revising paragraph (a) to read as follows:
■
§ 86.130–96 Test sequence; general
requirements.
*
*
*
*
*
(a)(1) Gasoline- and methanol-fueled
vehicles. The test sequence shown in
Figure 1 of 40 CFR 1066.801 shows the
steps encountered as the test vehicle
undergoes the procedures subsequently
described to determine conformity with
the standards set forth. The full threediurnal sequence depicted in Figure 1 of
40 CFR 1066.801 tests vehicles for all
sources of evaporative emissions. The
supplemental two-diurnal test sequence
is designed to verify that vehicles
sufficiently purge their evaporative
canisters during the exhaust emission
test. Sections 86.132–96, 86.133–96, and
86.138–96 describe the separate
specifications of the supplemental twodiurnal test sequence.
(2) Gaseous-fueled vehicles. The test
sequence shown in Figure 1 of 40 CFR
1066.801 shows the steps encountered
as the test vehicle undergoes the
procedures subsequently described to
determine conformity with the
standards set forth, with the exception
that the fuel drain and fill and
precondition canister steps are not
required for gaseous-fueled vehicles. In
addition, the supplemental two-diurnal
test and the running loss test are not
required.
*
*
*
*
*
54. Section 86.213 is amended by
revising paragraph (a)(2) to read as
follows:
■
§ 86.213
Fuel specifications.
(a) * * *
(2) You may use the test fuel specified
in this paragraph (a)(2) for vehicles that
are not yet subject to exhaust testing
with an ethanol-blend test fuel under
§ 86.113. Manufacturers may certify
based on this fuel using carryover data
until testing with the ethanol-blend test
fuel is required. The following
specifications apply for gasoline test
fuel without ethanol:
TABLE 1 OF § 86.213—COLD TEMPERATURE TEST FUEL SPECIFICATIONS FOR GASOLINE WITHOUT ETHANOL
Item
Regular
Premium
(RON+MON)/2 2 ............................................................
87.8±0.3 .........
92.3±0.5 .........
Sensitivity 3 ...................................................................
7.5 ..................
7.5 ..................
76–96 .............
98–118 ...........
179–214 .........
316–346 .........
413 Maximum
26.4±4.0 .........
12.5±5.0 .........
0.01, Maximum.
0.005 Maximum.
0.0015–0.008
11.5±0.3 .........
76–96 .............
105–125.
195–225.
316–346.
413 Maximum.
32.0±4.0 .........
10.5±5.0 .........
0.01, Maximum.
0.005 Maximum.
0.0015–0.008
11.5±0.3 .........
Distillation Range (°F):
Evaporated initial boiling point ..............................
10% evaporated ....................................................
50% evaporated ....................................................
90% evaporated ....................................................
Evaporated final boiling point ................................
Total Aromatic Hydrocarbon (vol %) ............................
Olefins (vol %) 4 ............................................................
Lead, g/gallon ...............................................................
Phosphorous, g/gallon ..................................................
Total sulfur, wt. % 3 ......................................................
RVP, psi .......................................................................
Reference procedure 1
ASTM
ASTM
ASTM
ASTM
D2699
D2700
D2699
D2700
ASTM D86
ASTM D1319 or ASTM D5769
ASTM D1319 or ASTM D6550
ASTM D3237
ASTM D3231
ASTM D2622
ASTM D5191
1 Incorporated
by reference, see § 86.1.
specifications are optional for manufacturer testing. The premium fuel specifications apply for vehicles designed to use high-octane
premium fuel.
3 Sulfur concentration will not exceed 0.0045 weight percent for EPA testing.
4 ASTM D6550 prescribes measurement of olefin concentration in mass %. Multiply this result by 0.857 and round to the first decimal place to
determine the olefin concentration in volume %.
2 Octane
*
*
*
§ 86.401–97
*
*
[Removed]
55. Remove § 86.401–97.
■ 56. Amend § 86.408–78 by adding
paragraphs (c) and (d) to read as follows:
lotter on DSK11XQN23PROD with RULES2
■
§ 86.408–78 General standards; increase
in emissions; unsafe conditions.
*
*
*
*
*
(c) If a new motorcycle is designed to
require manual adjustment to
compensate for changing altitude, the
manufacturer must include the
appropriate instructions in the
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application for certification. EPA will
review the instructions to ensure that
properly adjusted motorcycles will meet
emission standards at both low altitude
and high altitude.
(d) An action to install parts, modify
engines, or perform other adjustments to
compensate for changing altitude is not
prohibited under 42 U.S.C. 7522 as long
as it is done consistent with the
manufacturer’s instructions.
■
§ 86.413–78
■
■
[Removed]
57. Remove § 86.413–78.
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58. Amend § 86.419–2006 by revising
paragraph (b) introductory text to read
as follows:
§ 86.419–2006 Engine displacement,
motorcycle classes.
*
*
*
*
*
(b) Motorcycles will be divided into
classes and subclasses based on engine
displacement.
*
*
*
*
*
59. Amend § 86.427–78 by revising
paragraph (a)(1) to read as follows:
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§ 86.427–78
Emission tests.
(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.)
TABLE 1 TO § 86.427–78—TEST SPECIFICATIONS BY DISPLACEMENT CLASS
Total
test distance
(kilometers)
Displacement class
I–A ..............................................................................................................................
I–B ..............................................................................................................................
II .................................................................................................................................
III ................................................................................................................................
*
*
*
*
60. Amend § 86.435–78 by revising
paragraph (b)(1) to read as follows:
■
§ 86.435–78
6,000
6,000
9,000
15,000
§ 86.436–78 Additional service
accumulation.
*
Extrapolated emission values.
*
*
*
*
(b) * * *
(1) If the useful life emissions are at
or below the standards, certification will
be granted.
*
*
*
*
*
■ 61. Amend § 86.436–78 by revising
paragraph (d) to read as follows:
Minimum
number of tests
2,500
2,500
2,500
3,500
4
4
4
4
62. Amend § 86.513 by revising
paragraph (a)(1) and adding paragraph
(a)(3) to read as follows:
■
*
*
Minimum
test distance
(kilometers)
*
*
*
*
(d) To qualify for certification:
(1) The full life emission test results
must be at or below the standards in this
subpart; 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 at or
below the standard.
*
*
*
*
*
§ 86.513 Fuel and engine lubricant
specifications.
(a) * * *
(1) Use gasoline meeting the following
specifications for exhaust and
evaporative emission testing:
TABLE 1 OF § 86.513—GASOLINE TEST FUEL SPECIFICATIONS
Item
Value
Distillation Range:
1. Initial boiling point, °C .................................................
2. 10% point, °C ..............................................................
3. 50% point, °C ..............................................................
4. 90% point, °C ..............................................................
5. End point, °C ...............................................................
Total aromatic hydrocarbon, volume % ..................................
Olefins, volume % 3 ................................................................
Lead (organic), g/liter ..............................................................
Phosphorous, g/liter ................................................................
Sulfur, weight % ......................................................................
Dry Vapor Pressure Equivalent (DVPE), kPa ........................
23.9–35.0 2 ............
48.9–57.2.
93.3–110.0.
148.9–162.8.
212.8 maximum.
35 maximum ..........
10 maximum ..........
0.013 maximum .....
0.0013 maximum ...
0.008 maximum .....
55.2 to 63.4 4 .........
Procedure 1
ASTM D86
ASTM
ASTM
ASTM
ASTM
ASTM
ASTM
D1319 or ASTM D5769
D1319 or ASTM D6550
D3237
D3231
D2622
D5191
1 Incorporated
by reference, see § 86.1.
testing at altitudes above 1,219 m, the specified initial boiling point range is (23.9 to 40.6) °C.
3 ASTM D6550 prescribes measurement of olefin concentration in mass %. Multiply this result by 0.857 and round to the first decimal place to
determine the olefin concentration in volume %.
4 For testing at altitudes above 1,219 m, the specified volatility range is 52 to 55 kPa. Calculate dry vapor pressure equivalent, DVPE, based
on the measured total vapor pressure, pT, using the following equation: DVPE (kPa) = 0.956 · pT¥2.39 (or DVPE (psi) = 0.956 · pT¥0.347).
DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method.
2 For
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(3) Manufacturers may alternatively
use ethanol-blended gasoline meeting
the specifications described in 40 CFR
1065.710(b) for general testing without
our advance approval. Manufacturers
using the ethanol-blended fuel for
certifying a given engine family may
also use it for any testing for that engine
family under this part. If manufacturers
use the ethanol-blended fuel for
certifying a given engine family, EPA
may use the ethanol-blended fuel or the
neat gasoline test fuel specified in this
section for that engine family.
Manufacturers may also request to use
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01:55 Jun 29, 2021
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fuels meeting alternate specifications as
described in 40 CFR 1065.701(b).
*
*
*
*
*
63. Revise § 86.531–78 to read as
follows:
■
§ 86.531–78
Vehicle preparation.
(a) The manufacturer shall provide
additional fittings and adapters, as
required by the Administrator, 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) Connect the motorcycle’s exhaust
system to the analyzer for all exhaust
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emission measurements. Seal all known
leaks in the exhaust system. Make sure
any remaining leaks do not affect the
demonstration that the motorcycle
complies with standards in subpart E of
this part.
■ 64. Revise § 86.1362 to read as
follows:
§ 86.1362 Steady-state testing with a
ramped-modal cycle.
(a) This section describes how to test
engines under steady-state conditions.
Perform ramped-modal testing as
described in 40 CFR 1036.505 and 40
CFR part 1065, except as specified in
this section.
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(b) Measure emissions by testing the
engine on a dynamometer with the
following ramped-modal duty cycle to
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determine whether it meets the
applicable steady-state emission
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standards in this part and 40 CFR part
1036:
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Mode
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la Steadystate
lb
Transition
2a Steadystate
2b
Transition
3a Steadystate
3b
Transition
4a Steadystate
4b
Transition
Sa Steadystate
Sb
Transition
6a Steadystate
6b
Transition
7a Steadystate
7b
Transition
Sa Steadystate
Sb
Transition
Time in
mode
(seconds)
Hybrid powertrain testing
CO2
weighting
(percent) 5
Warm
Idle
Linear
Transition
Linear
Transition
Vehicle
speed
(mi/hr)4
Warm
Idle
Linear
Transition
173
A
100
VrefA
-l.235E-0S
-5.506E-07
3.954E-05
1.24SE-03
5.2S7E-04
-3.117E-02
-3.263E-01
l.627E+0l
20
Linear
Transition
Linear
Transition
Linear
Transition
-l.640E-09
-4.S99E-07
2.493E-05
5.702E-04
4.76SE-04
-2.3S9E-02
-2.712E-01
l.206E+0l
219
B
50
Vreffi
S.337E-09
-4.75SE-07
l.291E-05
2.S74E-04
4.52SE-04
-l.S03E-02
-l.S30E-0l
S.S0SE+00
20
B
Linear
Transition
Vreffi
4.263E-09
-5.102E-07
2.0lOE-05
3.703E-04
4.S52E-04
-2.242E-02
-2.06SE-01
l.074E+0l
217
B
75
VrefB
1.6S6E-10
-5.226E-07
2.579E-05
5.521E-04
5.00SE-04
-2.561E-02
-2.393E-01
1.2S5E+0l
20
Linear
Transition
Linear
Transition
Linear
Transition
6.556E-10
-4.971E-07
2.226E-05
5.293E-04
4.629E-04
-2.lSSE-02
-l.S19E-01
l.0S6E+0l
103
A
50
VrefA
3.S33E-09
-4.343E-07
1.369E-05
4.755E-04
4.146E-04
-l.605E-02
-l.S99E-01
S.200E+00
20
A
Linear
Transition
VrefA
-7.526E-11
-4.6S0E-07
2.035E-05
7.214E-04
4.47SE-04
-2.012E-02
-2.306E-01
l.043E+0l
100
A
75
VrefA
-4.195E-09
-4.S55E-07
2.624E-05
S.345E-04
4.669E-04
-2.33SE-02
-2.547E-0l
l.215E+0l
20
A
Linear
Transition
VrefA
3.lSSE-09
-4.545E-07
l.549E-05
6.220E-04
4.30SE-04
-l.724E-02
-2.093E-01
S.906E+00
103
A
25
VrefA
1.202E-0S
-3.766E-07
6.943E-07
1.107E-04
3.579E-04
-S.46SE-03
-1.243E-01
4.195E+00
20
Linear
Transition
Linear
Transition
Linear
Transition
l.4SlE-09
-5.004E-07
2.151E-05
6.02SE-04
4.765E-04
-2.197E-02
-2.669E-01
l.109E+0l
194
B
100
VrefB
-S.171E-09
-5.6S2E-07
3.SS0E-05
S.171E-04
5.462E-04
-3.315E-02
-2.957E-01
l.6S9E+0l
B
Linear
Transition
VrefB
3.527E-09
-5.294E-07
2.221E-05
4.955E-04
4.976E-04
-2.363E-02
-2.253E-01
l.156E+0l
170
20
20
Engine
Speed1,2
Torque
(percent)2, 3
0
Road-grade coefficients
4
a
b
C
d
e
f
$!
h
0
0
0
0
0
0
0
0
-l.S9SE-0S
-5.S95E-07
3.7S0E-05
4.706E-03
6.550E-04
-2.679E-02
l.027E+00
6
l.542E+0l
9
10
10
12
12
12
9
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01:55 Jun 29, 2021
Engine testing
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01:55 Jun 29, 2021
BILLING CODE 6560–50–C
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9a Steady218
B
25
l.665E-08
-4.288E-07 -l.393E-07 2.l?0E-05 4.062E-04 -l.045E-02 -l.266E-0l
4.762E+00
9
VrefB
state
Linear
Linear
Linear
9b
7.236E-09 -5.497E-07
l.998E-05
l.381E-04 5.ll0E-04 -2.333E-02 -2.154E-0l
20
l.024E+0l
Transition Transition Transition
Transition
10a
Steady171
-7.509E-10 -5.928E-07 3.454E-05
5.067E-04 5.670E-04 -3.353E-02 -2.648E-01
l.649E+0l
2
C
100
VrefC
state
Linear
10b
l.064E-08
-5.343E-07
l.678E-05
2.591E-04 5.l0lE-04 -2.331E-02 -2.01 ?E-01
20
1.119E+0l
C
VrefC
Transition
Transition
Ila
Steady2.235E-08
-4.756E-07 -2.078E-06 -6.006E-05 4.509E-04 -l.213E-02 -l.261E-01
5.090E+00
102
C
25
1
VrefC
state
llb
Linear
20
C
1.550E-08 -5.41 ?E-07
1.114E-05
8.438E-05 5.051E-04 -2.005E-02 -1.679E-01
8.734E+00
VrefC
Transition
Transition
12a
Steady7.160E-09 -5.569E-07 2.234E-05
3.l0?E-04 5.301E-04 -2.644E-02 -2.177E-01
l.266E+0l
100
C
75
1
VrefC
state
12b
Linear
9.906E-09 -5.292E-07
l.694E-05
2.460E-04 5.058E-04 -2.304E-02 -l.990E-01
1.103E+0l
20
C
VrefC
Transition
Transition
13a
Steady102
l.471E-08
-5.118E-07 9.881E-06
l.002E-04 4.864E-04 -l.904E-02 -l.678E-01
8.738E+00
1
C
50
VrefC
state
Linear
Linear
Linear
13b
-1.482E-09 -1.992E-06 6.475E-05 -1.393E-02 1.229E-03 -3.967E-02 1.135E+00 -7.267E+00
20
Transition
Transition Transition Transition
14 SteadyWarm
Warm
168
0
0
0
0
0
0
0
0
0
6
state
Idle
Idle
'Engine speed terms are defined in 40 CFR part 1065.
2Advance from one mode to the next within a 20 second transition phase. During the transition phase, command a linear progression from the settings of the current mode to the settings of
the next mode.
3The percent torque is relative to maximum torque at the commanded engine speed.
4See 40 CFR 1036.505(c) for a description ofpowertrain testing with the ramped-modal cycle, including the equation that uses the road-grade coefficients.
5U se the specified weighting factors to calculate composite emission results for CO2 as specified in 40 CFR 1036.501.
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Subpart P—[Removed and Reserved]
■
65. Remove and reserve subpart P.
Subpart Q—[Removed and Reserved]
66. Remove and reserve subpart Q.
■ 67. Amend § 86.1803–01 by revising
the definitions for ‘‘Heavy-duty vehicle’’
and ‘‘Light-duty truck’’ to read as
follows:
■
§ 86.1803–01
Definitions.
*
*
*
*
*
Heavy-duty vehicle means any
complete or incomplete motor vehicle
rated at more than 8,500 pounds GVWR.
Heavy-duty vehicle also includes
incomplete vehicles that have a curb
weight above 6,000 pounds or a basic
vehicle frontal area greater than 45
square feet. Note that MDPVs are heavyduty vehicles that are in many cases
subject to requirements that apply for
light-duty trucks.
*
*
*
*
*
Light-duty truck means any motor
vehicle that is not a heavy-duty vehicle,
but is:
(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.
*
*
*
*
*
■ 68. Amend § 86.1811–17 by revising
paragraph (b)(8)(iii)(C) to read as
follows:
§ 86.1811–17 Exhaust emission standards
for light-duty vehicles, light-duty trucks and
medium-duty passenger vehicles.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(b) * * *
(8) * * *
(iii) * * *
(C) Vehicles must comply with the
Tier 2 SFTP emission standards for
NMHC + NOX and CO for 4,000-mile
testing that are specified in § 86.1811–
04(f)(1) if they are certified to
transitional Bin 85 or Bin 110 standards,
or if they are certified based on a fuel
without ethanol, or if they are not
certified to the Tier 3 p.m. standard.
Note that the standards in this
paragraph (b)(8)(iii)(C) apply under this
section for alternative fueled vehicles,
for flexible fueled vehicles when
operated on a fuel other than gasoline or
diesel fuel, and for MDPVs, even though
these vehicles were not subject to the
SFTP standards in the Tier 2 program.
*
*
*
*
*
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69. Amend § 86.1813–17 by revising
the introductory text and paragraph
(a)(2)(i) introductory text to read as
follows:
■
§ 86.1813–17 Evaporative and refueling
emission standards.
Vehicles must meet evaporative and
refueling emission standards as
specified in this section. These emission
standards apply for heavy duty vehicles
above 14,000 pounds GVWR as
specified in § 86.1801. These emission
standards apply for total hydrocarbon
equivalent (THCE) measurements using
the test procedures specified in subpart
B of this part, as appropriate. Note that
§ 86.1829 allows you to certify without
testing in certain circumstances. These
evaporative and refueling emission
standards do not apply for electric
vehicles, fuel cell vehicles, or dieselfueled vehicles, except as specified in
paragraph (b) of this section. Unless
otherwise specified, MDPVs are subject
to all the same provisions of this section
that apply to LDT4.
(a) * * *
(2) * * *
(i) The emission standard for the sum
of diurnal and hot soak measurements
from the two-diurnal test sequence and
the three-diurnal test sequence is based
on a fleet average in a given model year.
You must specify a family emission
limit (FEL) for each evaporative family.
The FEL serves as the emission standard
for the evaporative family with respect
to all required diurnal and hot soak
testing. Calculate your fleet-average
emission level as described in § 86.1860
based on the FEL that applies for lowaltitude testing to show that you meet
the specified standard. For multi-fueled
vehicles, calculate fleet-average
emission levels based only on emission
levels for testing with gasoline. You may
generate emission credits for banking
and trading and you may use banked or
traded credits for demonstrating
compliance with the diurnal plus hot
soak emission standard for vehicles
required to meet the Tier 3 standards,
other than gaseous-fueled vehicles, as
described in § 86.1861 starting in model
year 2017. You comply with the
emission standard for a given model
year if you have enough credits to show
that your fleet-average emission level is
at or below the applicable standard. You
may exchange credits between or among
evaporative families within an averaging
set as described in § 86.1861. Separate
diurnal plus hot soak emission
standards apply for each evaporative/
refueling emission family as shown for
high-altitude conditions. The sum of
diurnal and hot soak measurements may
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34371
not exceed the following Tier 3
standards:
*
*
*
*
*
■ 70. Amend § 86.1817–05 by revising
paragraph (a)(1) to read as follows:
§ 86.1817–05 Complete heavy-duty vehicle
averaging, trading, and banking program.
(a) * * *
(1) Complete heavy-duty vehicles
eligible for the NOX averaging, trading,
and banking program are described in
the applicable emission standards
section of this subpart. Participation in
this averaging, trading, and banking
program is voluntary.
*
*
*
*
*
■ 71. Amend § 86.1818–12 by revising
paragraph (d) to read as follows:
§ 86.1818–12 Greenhouse gas emission
standards for light-duty vehicles, light-duty
trucks, and medium-duty passenger
vehicles.
*
*
*
*
*
(d) In-use CO2 exhaust emission
standards. The in-use CO2 exhaust
emission standard shall be the
combined city/highway carbon-related
exhaust emission value calculated for
the appropriate vehicle carline/
subconfiguration according to the
provisions of § 600.113–12(g)(4) of this
chapter adjusted by the deterioration
factor from § 86.1823–08(m). Multiply
the result by 1.1 and round to the
nearest whole gram per mile. For in-use
vehicle carlines/subconfigurations for
which a combined city/highway carbonrelated exhaust emission value was not
determined under § 600.113–12(g)(4) of
this chapter, the in-use CO2 exhaust
emission standard shall be the
combined city/highway carbon-related
exhaust emission value calculated
according to the provisions of § 600.208
of this chapter for the vehicle model
type (except that total model year
production data shall be used instead of
sales projections) adjusted by the
deterioration factor from § 86.1823–
08(m). Multiply the result by 1.1 and
round to the nearest whole gram per
mile. For vehicles that are capable of
operating on multiple fuels, except
plug-in hybrid electric vehicles, a
separate in-use standard shall be
determined for each fuel that the vehicle
is capable of operating on. The
standards in this paragraph (d) apply to
in-use testing performed by the
manufacturer pursuant to regulations at
§§ 86.1845 and 86.1846 and to in-use
testing performed by EPA.
*
*
*
*
*
■ 72. Amend § 86.1838–01 by revising
paragraph (c)(2)(iii) to read as follows:
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§ 86.1838–01 Small-volume manufacturer
certification procedures.
*
*
*
*
*
(c) * * *
(2) * * *
(iii) The provisions of § 86.1845–
04(c)(2) that require one vehicle of each
test group during high mileage in-use
verification testing to have a minimum
odometer mileage of 75 percent of the
full useful life mileage do not apply.
*
*
*
*
*
■ 73. Amend § 86.1868–12 by revising
paragraph (g) introductory text and
adding paragraph (g)(5) to read as
follows:
§ 86.1868–12 CO2 credits for improving the
efficiency of air conditioning systems.
*
*
*
*
(g) AC17 validation testing and
reporting requirements. For 2020 and
later model years, manufacturers must
validate air conditioning credits by
using the AC17 Test Procedure in 40
CFR 1066.845 as follows:
*
*
*
*
*
(5) AC17 testing requirements apply
as follows for electric vehicles and plugin hybrid electric vehicles:
(i) Manufacturers may omit AC17
testing for electric vehicles. Electric
vehicles may qualify for air
conditioning efficiency credits based on
identified technologies, without testing.
The application for certification must
include a detailed description of the
vehicle’s air conditioning system and
identify any technology items eligible
for air conditioning efficiency credits.
Include additional supporting
information to justify the air
conditioning credit for each technology.
(ii) The provisions of paragraph
(g)(5)(i) of this section also apply for
plug-in hybrid electric vehicles if they
have an all electric range of at least 60
miles (combined city and highway) after
adjustment to reflect actual in-use
driving conditions (see 40 CFR
600.311(j)), and they do not rely on the
engine to cool the vehicle’s cabin for the
ambient and driving conditions
represented by the AC17 test.
(iii) If AC17 testing is required for
plug-in hybrid electric vehicles, perform
this testing in charge-sustaining mode.
*
*
*
*
*
■ 74. Part 88 is revised to read as
follows:
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*
Sec.
88.1 General applicability.
88.2 through 88.3 [Reserved]
Authority: 42 U.S.C. 7410, 7418, 7581,
7582, 7583, 7584, 7586, 7588, 7589, 7601(a).
01:55 Jun 29, 2021
Jkt 253001
General applicability.
(a) The Clean Air Act includes
provisions intended to promote the
development and sale of clean-fuel
vehicles (see 42 U.S.C. 7581–7589). This
takes the form of credit incentives for
State Implementation Plans. The
specified clean-fuel vehicle standards to
qualify for these credits are now
uniformly less stringent than the
emission standards that apply for new
vehicles and new engines under 40 CFR
parts 86 and 1036.
(b) The following provisions apply for
purposes of State Implementation Plans
that continue to reference the Clean
Fuel Fleet Program:
(1) Vehicles and engines certified to
current emission standards under 40
CFR part 86 or 1036 are deemed to also
meet the Clean Fuel Fleet standards as
Ultra Low-Emission Vehicles.
(2) Vehicles and engines meeting
requirements as specified in paragraph
(a)(1) of this section with a fuel system
designed to not vent fuel vapors to the
atmosphere are also deemed to meet the
Clean Fuel Fleet standards as Inherently
Low-Emission Vehicles. This paragraph
(b)(2) applies for vehicles using diesel
fuel, liquefied petroleum gas, or
compressed natural gas. It does not
apply for vehicles using gasoline,
ethanol, methanol, or liquefied natural
gas.
(3) The following types of vehicles
qualify as Zero Emission Vehicles:
(i) Electric vehicles (see 40 CFR
86.1803–01).
(ii) Any other vehicle with a fuel that
contains no carbon or nitrogen
compounds, that has no evaporative
emissions, and that burns without
forming oxides of nitrogen, carbon
monoxide, formaldehyde, particulate
matter, or hydrocarbon compounds.
This paragraph (b)(3)(i) applies equally
for all engines installed on the vehicle.
§ § 88.2 through 88.3
[Reserved]
75. Part 89 is revised to read as
follows:
■
PART 89—CONTROL OF EMISSIONS
FROM NEW AND IN-USE NONROAD
COMPRESSION-IGNITION ENGINES
Sec.
89.1 Applicability.
89.2 through 89.3 [Reserved]
Applicability.
Frm 00066
Fmt 4701
Sfmt 4700
§ § 89.2 through 89.3
[Reserved]
76. Part 90 is revised to read as
follows:
■
PART 90—CONTROL OF EMISSIONS
FROM NONROAD SPARK-IGNITION
ENGINES AT OR BELOW 19
KILOWATTS
Sec.
90.1 Applicability.
90.2 through 90.3 [Reserved]
Authority: 42 U.S.C. 7401–7671q.
§ 90.1
Applicability.
The Environmental Protection Agency
adopted emission standards for model
year 1997 and later nonroad sparkignition engines below 19 kW under this
part. EPA has migrated regulatory
requirements for these engines to 40
CFR part 1054, with additional testing
and compliance provisions in 40 CFR
parts 1065 and 1068. The Phase 1 and
Phase 2 standards originally adopted in
this part are identified in 40 CFR part
1054, appendix I. See 40 CFR 1054.1 for
information regarding the timing of the
transition to 40 CFR part 1054, and for
information regarding regulations that
continue to apply for engines that
manufacturers originally certified or
otherwise produced under this part.
§ § 90.2 through 90.3
[Reserved]
77. Part 91 is revised to read as
follows:
■
PART 91—CONTROL OF EMISSIONS
FROM MARINE SPARK-IGNITION
ENGINES
Sec.
91.1 Applicability.
91.2 through 91.3 [Reserved]
§ 91.1
The Environmental Protection Agency
adopted emission standards for model
year 1996 and later nonroad
compression-ignition engines under this
part. EPA has migrated regulatory
requirements for these engines to 40
PO 00000
CFR part 1039, with additional testing
and compliance provisions in 40 CFR
parts 1065 and 1068. The Tier 1, Tier 2,
and Tier 3 standards originally adopted
in this part are identified in 40 CFR part
1039, appendix I. See 40 CFR 1039.1 for
information regarding the timing of the
transition to 40 CFR part 1039, and for
information regarding regulations that
continue to apply for engines that
manufacturers originally certified or
otherwise produced under this part.
Authority: 42 U.S.C. 7401–7671q.
Authority: 42 U.S.C. 7401–7671q.
§ 89.1
PART 88—CLEAN-FUEL VEHICLES
VerDate Sep<11>2014
§ 88.1
Applicability.
The Environmental Protection Agency
adopted emission standards for model
year 1998 and later marine sparkignition engines under this part, except
that the standards of this part did not
apply to sterndrive/inboard engines.
EPA has migrated regulatory
requirements for these engines to 40
CFR part 1045, with additional testing
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and compliance provisions in 40 CFR
parts 1065 and 1068. The standards
originally adopted in this part are
identified in 40 CFR part 1045,
appendix I. See 40 CFR 1045.1 for
information regarding the timing of the
transition to 40 CFR part 1045, and for
information regarding regulations that
continue to apply for engines that
manufacturers originally certified or
otherwise produced under this part.
§ § 91.2 through 91.3
[Reserved]
78. Part 92 is revised to read as
follows:
■
PART 92—CONTROL OF AIR
POLLUTION FROM LOCOMOTIVES
AND LOCOMOTIVE ENGINES
Sec.
92.1 Applicability.
92.2 through 92.3 [Reserved]
Authority: 42 U.S.C. 7401–7671q.
§ 92.1
Applicability.
The Environmental Protection Agency
first adopted emission standards for
freshly manufactured and
remanufactured locomotives under this
part in 1998. EPA has migrated
regulatory requirements for these
engines to 40 CFR part 1033, with
additional testing and compliance
provisions in 40 CFR parts 1065 and
1068. The Tier 0, Tier 1, and Tier 2
standards originally adopted in this part
are identified in 40 CFR part 1033,
appendix I. See 40 CFR 1033.1 for
information regarding the timing of the
transition to 40 CFR part 1033, and for
information regarding regulations that
continue to apply for engines that
manufacturers originally certified or
otherwise produced or remanufactured
under this part. Emission standards
started to apply for locomotive and
locomotive engines if they were—
(a) Manufactured on or after January
1, 2000;
(b) Manufactured on or after January
1, 1973 and remanufactured on or after
January 1, 2000; or
(c) Manufactured before January 1,
1973 and upgraded on or after January
1, 2000.
§ § 92.2 through 92.3
[Reserved]
79. Part 94 is revised to read as
follows:
lotter on DSK11XQN23PROD with RULES2
■
PART 94—CONTROL OF EMISSIONS
FROM MARINE COMPRESSIONIGNITION ENGINES
Sec.
94.1 Applicability.
94.2 through 94.3 [Reserved]
Authority: 42 U.S.C. 7401–7671q.
§ 94.1
Applicability.
The Environmental Protection Agency
adopted emission standards for model
year 2004 and later marine
compression-ignition engines under this
part. EPA has migrated regulatory
requirements for these engines to 40
CFR part 1042, with additional testing
and compliance provisions in 40 CFR
parts 1065 and 1068. The Tier 1 and
Tier 2 standards originally adopted in
this part are identified in 40 CFR part
1042, appendix I. See 40 CFR 1042.1 for
information regarding the timing of the
transition to 40 CFR part 1042, and for
information regarding regulations that
continue to apply for engines that
manufacturers originally certified or
otherwise produced under this part.
§ § 94.2 through 94.3
[Reserved]
PART 1027—FEES FOR VEHICLE AND
ENGINE COMPLIANCE PROGRAMS
80. The authority citation for part
1027 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
81. The heading for part 1027 is
revised to read as set forth above.
■ 82. Amend § 1027.101 by:
■ a. Revising paragraph (a); and
■ b. Removing and reserving paragraph
(b).
The revision reads as follows:
■
motorcycles, and heavy-duty highway
engines and vehicles.
(2) The following nonroad engines
and equipment:
(i) Locomotives and locomotive
engines we regulate under 40 CFR part
1033.
(ii) Nonroad compression-ignition
engines we regulate under 40 CFR part
1039.
(iii) Marine compression-ignition
engines we regulate under 40 CFR part
1042 or 1043.
(iv) Marine spark-ignition engines and
vessels we regulate under 40 CFR part
1045 or 1060. We refer to these as
Marine SI engines.
(v) Nonroad spark-ignition engines
above 19 kW we regulate under 40 CFR
part 1048. We refer to these as Large SI
engines.
(vi) Recreational vehicles we regulate
under 40 CFR part 1051.
(vii) Nonroad spark-ignition engines
and equipment at or below 19 kW we
regulate under 40 CFR part 1054 or
1060. We refer to these as Small SI
engines.
(3) The following stationary internal
combustion engines:
(i) Stationary compression-ignition
engines we certify under 40 CFR part
60, subpart IIII.
(ii) Stationary spark-ignition engines
we certify under 40 CFR part 60, subpart
JJJJ.
(4) Portable fuel containers we
regulate under 40 CFR part 59, subpart
F.
*
*
*
*
*
■ 83. Revise § 1027.105 to read as
follows:
§ 1027.105
§ 1027.101 To whom do these
requirements apply?
(a) This part prescribes fees
manufacturers must pay for activities
related to EPA’s motor vehicle and
engine compliance program (MVECP).
This includes activities related to
approving certificates of conformity and
performing tests and taking other steps
to verify compliance with emission
standards in this part. You must pay
fees as described in this part if you are
a manufacturer of any of the following
products:
(1) Motor vehicles and motor vehicle
engines we regulate under 40 CFR part
86. This includes light-duty vehicles,
light-duty trucks, medium-duty
passenger vehicles, highway
How much are the fees?
(a) Fees are determined based on the
date we receive a complete application
for certification. Each reference to a year
in this subpart refers to the calendar
year, unless otherwise specified.
Paragraph (b) of this section specifies
baseline fees that apply for certificates
received in 2020. See paragraph (c) of
this section for provisions describing
how we calculate fees for 2021 and later
years.
(b) The following baseline fees apply
for each application for certification:
(1) Except as specified in paragraph
(b)(2) of this section for Independent
Commercial Importers, the following
fees apply in 2020 for motor vehicles
and motor vehicle engines:
Category 1
Certificate type
(i) Light-duty vehicles, light-duty trucks, medium-duty passenger vehicle, and complete heavy-duty highway vehicles.
Federal ......................................................
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34373
E:\FR\FM\29JNR2.SGM
29JNR2
Fee
$27,347
34374
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Category 1
Certificate type
(ii) Light-duty vehicles, light-duty trucks, medium-duty passenger vehicle, and complete heavy-duty highway vehicles.
(iii) Heavy-duty highway engine ...................................................................................
(iv) Heavy-duty highway engine ...................................................................................
(v) Heavy-duty vehicle ..................................................................................................
(vi) Highway motorcycle, including Independent Commercial Importers .....................
California-only ...........................................
14,700
Federal ......................................................
California-only ...........................................
Evap ..........................................................
All ..............................................................
56,299
563
563
1,852
specified categories include engines and vehicles that use all applicable fuels.
(i) Light-duty vehicles and light-duty
trucks.
(ii) Medium-duty passenger vehicles.
(iii) Complete heavy-duty highway
vehicles.
Category 1
Certificate type
(i) Locomotives and locomotive engines ......................................................................
(ii) Marine compression-ignition engines and stationary compression-ignition engines with per-cylinder displacement at or above 10 liters.
(iii) Other nonroad compression-ignition engines and stationary compression-ignition engines with per-cylinder displacement below 10 liters.
(iv) Large SI engines and stationary spark-ignition engines above 19 kW .................
(v) Marine SI engines. Small SI engines, and stationary spark-ignition engines at or
below 19 kW.
(vi) Recreational vehicles .............................................................................................
(vii) Equipment and fuel-system components associated with nonroad and stationary spark-ignition engines, including portable fuel containers..
All ..............................................................
All, including EIAPP ..................................
$563
563
All ..............................................................
2,940
All ..............................................................
Exhaust only .............................................
563
563
Exhaust (or combined exhaust and evap)
Evap (where separate certification is required).
563
397
(c) We will calculate adjusted fees for
2021 and later years based on changes
in the Consumer Price Index and the
number of certificates. We will
announce adjusted fees for a given year
by March 31 of the preceding year.
(1) We will adjust the values specified
in paragraph (b) of this section for years
after 2020 as follows:
(i) Use the following equation for
certification related to evaporative
emissions from nonroad and stationary
Certificate Feecy =
Where:
Certificate FeeCY = Fee per certificate for a
given year.
Op = operating costs are all of EPA’s
nonlabor costs for each category’s
compliance program, including any fixed
costs associated with EPA’s testing
laboratory, as described in paragraph
(d)(1) of this section.
L = the labor costs, to be adjusted by the
Consumer Price Index, as described in
paragraph (d)(1) of this section.
[(
Where:
CPI2002 = 180.9. This is based on the
December 2002 value of the Consumer
Price Index as described in paragraph
(d)(2) of this section.
(2) The fee for any year will remain
at the previous year’s amount until the
VerDate Sep<11>2014
01:55 Jun 29, 2021
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[[
CPICY-2 )]
Op +L. CPI2002
engines when a separate fee applies for
certification to evaporative emission
standards:
Frm 00068
Fmt 4701
year two years before the calendar year
for the applicable fees as described in
paragraph (d)(3) of this section.
cert#MY–3 = the total number of certificates
issued for a fee category in the model
year three years before the calendar year
for the applicable fees as described in
paragraph (d)(3) of this section.
(ii) Use the following equation for all
other certificates:
OH
. [ ( cert#MY-2 + cert#MY-3). 0.5]
value calculated in paragraph (c)(1) of
this section differs by at least $50 from
the amount specified for the previous
year.
(d) Except as specified in
§ 1027.110(a) for motor vehicles and
motor vehicle engines, we will use the
PO 00000
Fee
OH
CPICY-2 )]
Op +L · CPJ 2006
· [ ( cert#MY-2 + cert#MY-3) · 0.5]
CPICY–2 = the Consumer Price Index for the
month of November two years before the
applicable calendar year, as described in
paragraph (d)(2) of this section.
CPI2006 = 201.8. This is based on the October
2006 value of the Consumer Price Index.
as described in paragraph (d)(2) of this
section
OH = 1.169. This is based on EPA overhead,
which is applied to all costs.
cert#MY–2 = the total number of certificates
issued for a fee category in the model
Certificate Feecy =
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(3) The following fees apply in 2020
for nonroad and stationary engines,
vehicles, equipment, and components:
Sfmt 4700
following values to determine adjusted
fees using the equation in paragraph (c)
of this section:
(1) The following values apply for
operating costs and labor costs:
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.012</GPH>
(2) A fee of $87,860 applies in 2020
for Independent Commercial Importers
with respect to the following motor
vehicles:
ER29JN21.011</GPH>
1 The
Fee
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Engine or vehicle category
Op
(i) Light-duty, medium-duty passenger, and complete heavy-duty highway vehicle certification ...........................
(ii) Light-duty, medium-duty passenger, and complete heavy-duty highway vehicle in-use testing .......................
(iii) Independent Commercial Importers identified in paragraph (b)(2) of this section ...........................................
(iv) Highway motorcycles .........................................................................................................................................
(v) Heavy-duty highway engines .............................................................................................................................
(vi) Nonroad compression-ignition engines that are not locomotive or marine engines, and stationary compression-ignition engines with per-cylinder displacement below 10 liters ..................................................................
(vii) Evaporative certificates related to nonroad and stationary engines ................................................................
(viii) All other ............................................................................................................................................................
(2) The applicable Consumer Price
Index is based on the values published
by the Bureau of Labor Statistics for All
Urban Consumers at https://
www.usinflationcalculator.com/under
‘‘Inflation and Prices’’ and ‘‘Consumer
Price Index Data from 1913 to. . . .’’.
For example, we calculated the 2006
fees using the Consumer Price Index for
November 2004, which is 191.0.
(3) Fee categories for counting the
number of certificates issued are based
on the grouping shown in paragraph
(d)(1) of this section.
■ 84. Amend § 1027.110 by revising
paragraph (a) introductory text to read
as follows:
§ 1027.110 What special provisions apply
for certification related to motor vehicles?
(a) We will adjust fees for light-duty,
medium-duty passenger, and complete
heavy-duty highway vehicles as follows:
*
*
*
*
*
■ 85. Amend § 1027.125 by revising
paragraph (e) to read as follows:
§ 1027.125
Can I get a refund?
*
*
*
*
*
(e) Send refund and correction
requests online at www.Pay.gov, or as
specified in our guidance.
*
*
*
*
*
■ 86. Amend § 1027.130 by revising
paragraphs (a) and (b) to read as follows:
§ 1027.130
How do I make a fee payment?
lotter on DSK11XQN23PROD with RULES2
(a) Pay fees to the order of the
Environmental Protection Agency in
U.S. dollars using electronic funds
transfer or any method available for
payment online at www.Pay.gov, or as
specified in EPA guidance.
(b) Submit a completed fee filing form
at www.Pay.gov.
*
*
*
*
*
■ 87. Amend § 1027.135 by revising
paragraph (b) to read as follows:
§ 1027.135 What provisions apply to a
deficient filing?
*
*
*
*
*
(b) We will hold a deficient filing
along with any payment until we
receive a completed form and full
payment. If the filing remains deficient
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
at the end of the model year, we will
continue to hold any funds associated
with the filing so you can make a timely
request for a refund. We will not process
an application for certification if the
associated filing is deficient.
■ 88. Revise § 1027.155 to read as
follows:
§ 1027.155 What abbreviations apply to
this subpart?
The following symbols, acronyms,
and abbreviations apply to this part:
TABLE 1 TO § 1027.155
CFR ........
CPI .........
EPA ........
Evap .......
EIAPP .....
ICI ...........
MVECP ..
MY ..........
U.S .........
Code of Federal Regulations.
Consumer Price Index.
U.S. Environmental Protection Agency.
Evaporative emissions.
Engine International Air Pollution Prevention (from MARPOL Annex VI).
Independent Commercial Importer.
Motor vehicle and engine compliance
program.
Model year.
United States.
PART 1033—CONTROL OF EMISSIONS
FROM LOCOMOTIVES
89. The authority citation for part
1033 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
90. Amend § 1033.150 by:
a. Removing and reserving paragraphs
(a) and (d).
■ b. Revising paragraph (e) introductory
text.
■ c. Removing and reserving paragraphs
(h) through (j).
■ d. Removing paragraphs (l) and (m).
The revision reads as follows:
■
■
§ 1033.150
Interim provisions.
*
*
*
*
*
(e) Producing switch locomotives
using certified nonroad engines. You
may use the provisions of this paragraph
(e) to produce any number of freshly
manufactured or refurbished switch
locomotives in model years 2008
through 2017. Locomotives produced
under this paragraph (e) are exempt
from the standards and requirements of
this part subject to the following
provisions:
*
*
*
*
*
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L
$3,322,039
2,858,223
344,824
225,726
1,106,224
$2,548,110
2,184,331
264,980
172,829
1,625,680
486,401
5,039
177,425
545,160
236,670
548,081
91. Revise § 1033.255 to read as
follows:
■
§ 1033.255
EPA decisions.
(a) If we determine an application is
complete and shows that the engine
family meets all the requirements of this
part and the Clean Air Act, we will
issue a certificate of conformity for the
engine family for that model year. We
may make the approval subject to
additional conditions.
(b) We may deny an application for
certification if we determine that an
engine family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce locomotives for
importation into the United States at a
location where local law prohibits us
from carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all locomotives being produced.
(7) Take any action that otherwise
circumvents the intent of the Clean Air
Act or this part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Act. Note
that these are also violations of 40 CFR
1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
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New, * * *
(1) A locomotive or engine is new if
its equitable or legal title has never been
transferred to an ultimate purchaser.
Where the equitable or legal title to a
locomotive or engine is not transferred
prior to its being placed into service, the
locomotive or engine ceases to be new
when it is placed into service. A
locomotive or engine also becomes new
if it is remanufactured or refurbished (as
defined in this section). A
§ 1033.601 General compliance provisions. remanufactured locomotive or engine
ceases to be new when placed back into
*
*
*
*
*
service. With respect to imported
(c) * * *
locomotives or locomotive engines, the
(4) The provisions for importing
term ‘‘new locomotive’’ or ‘‘new
engines and equipment under the
identical configuration exemption of 40 locomotive engine’’ also means a
locomotive or locomotive engine that is
CFR 1068.315(h) do not apply for
not covered by a certificate of
locomotives.
conformity under this part or 40 CFR
(5) The provisions for importing
part 92 at the time of importation, and
engines and equipment under the
that was manufactured or
ancient engine exemption of 40 CFR
remanufactured after January 1, 2000,
1068.315(i) do not apply for
which would have been applicable to
locomotives.
such locomotive or engine had it been
*
*
*
*
*
manufactured or remanufactured for
■ 93. Amend § 1033.701 by revising
importation into the United States. Note
paragraph (k)(1) to read as follows:
that replacing an engine in one
§ 1033.701 General provisions.
locomotive with an unremanufactured
used engine from a different locomotive
*
*
*
*
*
does not make a locomotive new.
(k) * * *
(1) You may retire emission credits
*
*
*
*
*
generated from any number of your
■
96.
Amend
§
1033.925
by revising
locomotives. This may be considered
paragraph (e) introductory text to read
donating emission credits to the
as follows:
environment. Identify any such credits
in the reports described in § 1033.730.
§ 1033.925 Reporting and recordkeeping
Locomotives must comply with the
requirements.
applicable FELs even if you donate or
*
*
*
*
*
sell the corresponding emission credits
(e) Under the Paperwork Reduction
under this paragraph (k). Those credits
Act (44 U.S.C. 3501 et seq.), the Office
may no longer be used by anyone to
of Management and Budget approves
demonstrate compliance with any EPA
the reporting and recordkeeping
emission standards.
specified in the applicable regulations
*
*
*
*
*
in this chapter. The following items
■ 94. Amend § 1033.740 by revising the
illustrate the kind of reporting and
introductory text and paragraph (a) to
recordkeeping we require for
read as follows:
locomotives regulated under this part:
§ 1033.740 Credit restrictions.
*
*
*
*
*
Use of emission credits generated
PART 1036—CONTROL OF EMISSIONS
under this part is restricted depending
FROM NEW AND IN-USE HEAVY-DUTY
on the standards against which they
HIGHWAY ENGINES
were generated.
(a) Pre-2008 credits. NOX and PM
credits generated before model year
■ 97. The authority citation for part
2008 may be used under this part in the 1036 continues to read as follows:
same manner as NOX and PM credits
Authority: 42 U.S.C. 7401–7671q.
generated under this part.
■ 98. Amend § 1036.1 by adding
*
*
*
*
*
paragraph (b)(3) to read as follows:
■ 95. Amend § 1033.901 by revising
paragraph (1) of the definition of ‘‘New’’ § 1036.1 Does this part apply for my
to read as follows:
engines?
lotter on DSK11XQN23PROD with RULES2
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete.
(f) If we deny an application or
suspend, revoke, or void a certificate,
you may ask for a hearing (see
§ 1033.920).
■ 92. Amend § 1033.601 by revising
paragraphs (c)(4) and (5) to read as
follows:
§ 1033.901
Definitions.
*
*
*
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*
*
(b) * * *
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(3) The provisions of § 1036.501(h)(1)
apply.
*
*
*
*
*
■ 99. Amend § 1036.108 by revising
paragraph (a) to read as follows:
§ 1036.108 Greenhouse gas emission
standards.
*
*
*
*
*
(a) Emission standards. The emission
standards in this paragraph (a) apply for
engines and optionally powertrains
measured using the test procedures
specified in subpart F of this part as
follows:
(1) CO2 emission standards in this
paragraph (a)(1) apply based on testing
as specified in subpart F of this part.
The applicable test cycle for measuring
CO2 emissions differs depending on the
engine family’s primary intended
service class and the extent to which the
engines will be (or were designed to be)
used in tractors. For medium and heavy
heavy-duty engines certified as tractor
engines, measure CO2 emissions using
the steady-state duty cycle specified in
§ 1036.501 (referred to as the
Supplemental Emission Test, or SET,
even though emission sampling
involves measurements from discrete
modes). This testing with the SET duty
cycle is intended for engines designed
to be used primarily in tractors and
other line-haul applications. Note that
the use of some SET-certified tractor
engines in vocational applications does
not affect your certification obligation
under this paragraph (a)(1); see other
provisions of this part and 40 CFR part
1037 for limits on using engines
certified to only one cycle. For medium
and heavy heavy-duty engines certified
as both tractor and vocational engines,
measure CO2 emissions using the
steady-state duty cycle and the transient
duty cycle (sometimes referred to as the
Federal Test Procedure (FTP) engine
cycle) specified in § 1036.501. Testing
with both SET and FTP duty cycles is
intended for engines that are designed
for use in both tractor and vocational
applications. For all other engines
(including engines meeting sparkignition standards), measure CO2
emissions using the appropriate
transient duty cycle specified in
§ 1036.501.
(i) The CO2 standard is 627 g/hp·hr for
all spark-ignition engines for model
years 2016 through 2020. This standard
continues to apply in later model years
for all spark-ignition engines that are
not heavy heavy-duty engines.
(ii) The following CO2 standards
apply for compression-ignition engines
(in g/hp·hr):
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TABLE 1 OF § 1036.108—COMPRESSION-IGNITION ENGINE STANDARDS FOR MY 2014–2020
Light
heavy-duty
Model years
2014–2016 ...........................................................................
2017–2020 ...........................................................................
(iii) The following CO2 standards
apply for compression-ignition engines
Medium
heavy-dutyvocational
600
576
Heavy
heavy-dutyvocational
600
576
Medium
heavy-dutytractor
567
555
Heavy
heavy-dutytractor
502
487
475
460
and all heavy heavy-duty engines (in g/
hp·hr):
TABLE 2 OF § 1036.108—COMPRESSION-IGNITION ENGINE STANDARDS FOR MY 2021 AND LATER
Light
heavy-duty
Model years
2021–2023 ...........................................................................
2024–2026 ...........................................................................
2027 and later ......................................................................
(iv) You may certify spark-ignition
engines to the compression-ignition
standards for the appropriate model
year under this paragraph (a). If you do
this, those engines are treated as
compression-ignition engines for all the
provisions of this part.
(2) The CH4 emission standard is 0.10
g/hp·hr when measured over the
applicable transient duty cycle specified
in 40 CFR part 86, subpart N. This
standard begins in model year 2014 for
compression-ignition engines and in
model year 2016 for spark-ignition
engines. Note that this standard applies
for all fuel types just like the other
standards of this section.
Medium
heavy-dutyvocational
563
555
552
545
538
535
(3) The N2O emission standard is 0.10
g/hp·hr when measured over the
transient duty cycle specified in 40 CFR
part 86, subpart N. This standard begins
in model year 2014 for compressionignition engines and in model year 2016
for spark-ignition engines.
*
*
*
*
*
100. Amend § 1036.150 by revising
paragraphs (e), (g), and (p)(2) and
adding paragraph (q) to read as follows:
■
§ 1036.150
Heavy
heavy-dutyvocational
Interim provisions.
*
*
*
*
*
(e) Alternate phase-in standards.
Where a manufacturer certifies all of its
Medium
heavy-dutytractor
513
506
503
Heavy
heavy-dutytractor
473
461
457
447
436
432
model year 2013 compression-ignition
engines within a given primary
intended service class to the applicable
alternate standards of this paragraph (e),
its compression-ignition engines within
that primary intended service class are
subject to the standards of this
paragraph (e) for model years 2013
through 2016. This means that once a
manufacturer chooses to certify a
primary intended service class to the
standards of this paragraph (e), it is not
allowed to opt out of these standards.
Engines certified to these standards are
not eligible for early credits under
paragraph (a) of this section.
TABLE 1 OF § 1036.150—ALTERNATE PHASE-IN STANDARDS
Vehicle type
Model years
LHD Engines
Tractors ..................................
2013–2015 ............................
2016 and later 1 .....................
2013–2015 ............................
2016 through 20201 ..............
NA .........................................
NA .........................................
618 g/hphr .............................
576 g/hphr .............................
Vocational ..............................
1 These
512
487
618
576
g/hphr
g/hphr
g/hphr
g/hphr
.............................
.............................
.............................
.............................
HHD Engines
485
460
577
555
g/hphr.
g/hphr.
g/hphr.
g/hphr.
alternate standards for 2016 and later are the same as the otherwise applicable standards for 2017 through 2020.
*
*
*
*
*
(g) Assigned deterioration factors.
You may use assigned deterioration
factors (DFs) without performing your
own durability emission tests or
engineering analysis as follows:
(1) You may use an assigned additive
DF of 0.0 g/hp-hr for CO2 emissions
from engines that do not use advanced
or off-cycle technologies. If we
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MHD Engines
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determine it to be consistent with good
engineering judgment, we may allow
you to use an assigned additive DF of
0.0 g/hp-hr for CO2 emissions from your
engines with advanced or off-cycle
technologies.
(2) You may use an assigned additive
DF of 0.010 g/hphr for N2O emissions
from any engine through model year
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2021, and 0.020 g/hp-hr for later model
years.
(3) You may use an assigned additive
DF of 0.020 g/hp-hr for CH4 emissions
from any engine.
*
*
*
*
*
(p) * * *
(2) You may certify your model year
2024 through 2026 engines to the
following alternative standards:
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TABLE 2 OF § 1036.150—ALTERNATIVE STANDARDS FOR MODEL YEARS 2024 THROUGH 2026
Model years
Medium
heavy-dutyvocational
Heavy
heavy-dutyvocational
Medium
heavy-dutytractor
Heavy
heavy-dutytractor
2024–2026 .......................................................................................................
542
510
467
442
(q) Confirmatory testing of fuel maps
defined in § 1036.503(b). For model
years 2021 and later, where the results
from Eq. 1036.235–1 for a confirmatory
test is less than or equal to 2.0%, we
will not replace the manufacturer’s fuel
maps.
■ 101. Amend § 1036.225 by revising
paragraphs (e) and (f)(1) to read as
follows:
§ 1036.225 Amending my application for
certification.
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*
*
*
*
*
(e) The amended application applies
starting with the date you submit the
amended application, as follows:
(1) For engine families already
covered by a certificate of conformity,
you may start producing a new or
modified engine configuration any time
after you send us your amended
application and before we make a
decision under paragraph (d) of this
section. However, if we determine that
the affected engines do not meet
applicable requirements in this part, we
will notify you to cease production of
the engines and may require you to
recall the engines at no expense to the
owner. Choosing to produce engines
under this paragraph (e) is deemed to be
consent to recall all engines that we
determine do not meet applicable
emission standards or other
requirements in this part and to remedy
the nonconformity at no expense to the
owner. If you do not provide
information required under paragraph
(c) of this section within 30 days after
we request it, you must stop producing
the new or modified engines.
(2) [Reserved]
(f) * * *
(1) You may ask to raise your FEL for
your engine family at any time before
the end of the model year. In your
request, you must show that you will
still be able to meet the emission
standards as specified in subparts B and
H of this part. Use the appropriate FELs/
FCLs with corresponding production
volumes to calculate emission credits
for the model year, as described in
subpart H of this part.
*
*
*
*
*
■ 102. Amend § 1036.230 by revising
paragraph (d) and adding paragraph (f)
to read as follows:
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§ 1036.230
Selecting engine families.
*
*
*
*
*
(d) Except as described in paragraph
(f) of this section, engine configurations
within an engine family must use
equivalent greenhouse gas emission
controls. Unless we approve it, you may
not produce nontested configurations
without the same emission control
hardware included on the tested
configuration. We will only approve it
if you demonstrate that the exclusion of
the hardware does not increase
greenhouse gas emissions.
*
*
*
*
*
(f) Engine families may be divided
into subfamilies with respect to
compliance with CO2 standards.
■ 103. Amend § 1036.235 by revising
the introductory text and paragraphs (b)
and (c) to read as follows:
§ 1036.235 Testing requirements for
certification.
This section describes the emission
testing you must perform to show
compliance with the greenhouse gas
emission standards in § 1036.108. When
testing hybrid powertrains substitute
‘‘hybrid powertrain’’ for ‘‘engine’’ as it
applies to requirements for certification.
*
*
*
*
*
(b) Test your emission-data engines
using the procedures and equipment
specified in subpart F of this part. In the
case of dual-fuel and flexible-fuel
engines, measure emissions when
operating with each type of fuel for
which you intend to certify the engine.
(Note: Measurement of criteria
emissions from flexible-fuel engines
generally involves operation with the
fuel mixture that best represents in-use
operation, or with the fuel mixture with
the highest emissions.) Measure CO2,
CH4, and N2O emissions using the
specified duty cycle(s), including coldstart and hot-start testing as specified in
40 CFR part 86, subpart N. The
following provisions apply regarding
test cycles for demonstrating
compliance with tractor and vocational
standards:
(1) If you are certifying the engine for
use in tractors, you must measure CO2
emissions using the applicable SET
specified in § 1036.501, and measure
CH4 and N2O emissions using the
specified transient cycle.
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(2) If you are certifying the engine for
use in vocational applications, you must
measure CO2, CH4, and N2O emissions
using the specified transient duty cycle,
including cold-start and hot-start testing
as specified in § 1036.501.
(3) You may certify your engine
family for both tractor and vocational
use by submitting CO2 emission data
from both SET and transient cycle
testing and specifying FCLs for both.
(4) Some of your engines certified for
use in tractors may also be used in
vocational vehicles, and some of your
engines certified for use in vocational
may be used in tractors. However, you
may not knowingly circumvent the
intent of this part (to reduce in-use
emissions of CO2) by certifying engines
designed for tractors or vocational
vehicles (and rarely used in the other
application) to the wrong cycle. For
example, we would generally not allow
you to certify all your engines to the
SET without certifying any to the
transient cycle.
(c) We may perform confirmatory
testing by measuring emissions from
any of your emission-data engines. If
your certification includes powertrain
testing as specified in § 1036.630, this
paragraph (c) also applies for the
powertrain test results.
(1) We may decide to do the testing
at your plant or any other facility. If we
do this, you must deliver the engine to
a test facility we designate. The engine
you provide must include appropriate
manifolds, aftertreatment devices,
electronic control units, and other
emission-related components not
normally attached directly to the engine
block. If we do the testing at your plant,
you must schedule it as soon as possible
and make available the instruments,
personnel, and equipment we need.
(2) If we measure emissions on your
engine, the results of that testing
become the official emission results for
the engine as specified in this paragraph
(c). Unless we later invalidate these
data, we may decide not to consider
your data in determining if your engine
family meets applicable requirements in
this part.
(3) Before we test one of your engines,
we may set its adjustable parameters to
any point within the physically
adjustable ranges.
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(4) Before we test one of your engines,
we may calibrate it within normal
production tolerances for anything we
do not consider an adjustable parameter.
For example, we may calibrate it within
normal production tolerances for an
engine parameter that is subject to
production variability because it is
adjustable during production, but is not
considered an adjustable parameter (as
defined in § 1036.801) because it is
permanently sealed. For parameters that
relate to a level of performance that is
itself subject to a specified range (such
as maximum power output), we will
generally perform any calibration under
this paragraph (c)(4) in a way that keeps
performance within the specified range.
(5) We may use our emission test
results for steady-state, idle, cycleaverage and powertrain fuel maps
defined in § 1036.503(b) as the official
emission results. We will not replace
individual points from your fuel map.
(i) We will determine fuel masses,
mfuel[cycle], and mean idle fuel mass flow
Ô
rates, m
fuelidle, if applicable, using the
method described in § 1036.535(h).
(ii) We will perform this comparison
using the weighted results from GEM,
using vehicles that are appropriate for
the engine under test. For example, we
may select vehicles that the engine went
into for the previous model year.
(iii) If you supply cycle-average
engine fuel maps for the highway cruise
cycles instead of generating a steadystate fuel map for these cycles, we may
perform a confirmatory test of your
engine fuel maps for the highway cruise
cycles by either of the following
methods:
(A) Directly measuring the highway
cruise cycle-average fuel maps.
f
difference
=
34379
(B) Measuring a steady-state fuel map
as described in paragraph (c)(5) of this
section and using it in GEM to create
our own cycle-average engine fuel maps
for the highway cruise cycles.
(iv) We will replace fuel maps as a
result of confirmatory testing as follows:
(A) Weight individual duty cycle
results using the vehicle categories
determined in paragraph (c)(5)(i) of this
section and respective weighting factors
in Table 1 of 40 CFR 1037.510 to
determine a composite CO2 emission
value for each vehicle configuration;
then repeat the process for all the
unique vehicle configurations used to
generate the manufacturer’s fuel maps.
(B) The average percent difference
between fuel maps is calculated using
the following equation:
eC02compEPAi - eC02compManui
i=l
eC02compManui
N
·100 %
Eq. 1036.235-1
(C) Where the unrounded average
percent difference between our
composite weighted fuel map and the
manufacturer’s is greater than or equal
to 0%, we will not replace the
manufacturer’s maps, and we will
consider an individual engine to have
passed the fuel map confirmatory test.
*
*
*
*
*
104. Revise § 1036.255 to read as
follows:
■
lotter on DSK11XQN23PROD with RULES2
§ 1036.255 What decisions may EPA make
regarding a certificate of conformity?
(a) If we determine an application is
complete and shows that the engine
family meets all the requirements of this
part and the Act, we will issue a
certificate of conformity for the engine
family for that model year. We may
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make the approval subject to additional
conditions.
(b) We may deny an application for
certification if we determine that an
engine family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce engines for importation
into the United States at a location
where local law prohibits us from
carrying out authorized activities.
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(6) Fail to supply requested
information or amend an application to
include all engines being produced.
(7) Take any action that otherwise
circumvents the intent of the Act or this
part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Act. Note
that these are also violations of 40 CFR
1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete
after submission.
(f) If we deny an application or
suspend, revoke, or void a certificate,
you may ask for a hearing (see
§ 1036.820).
105. Revise the heading for subpart D
to read as follows:
■
Subpart D—Testing Production
Engines and Hybrid Powertrains
106. Amend § 1036.301 by revising
paragraph (b)(2) to read as follows:
■
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Where:
i = an indexing variable that represents one
individual weighted duty cycle result for
a vehicle configuration.
N = total number of vehicle configurations.
eCO2compEPAi = unrounded composite mass of
CO2 emissions in g/ton-mile for vehicle
configuration i for the EPA confirmatory
test.
eCO2compManui = unrounded composite mass of
CO2 emissions in g/ton-mile for vehicle
configuration i for the manufacturerdeclared map.
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§ 1036.301 Measurements related to GEM
inputs in a selective enforcement audit.
§ 1036.501
test?
*
*
*
*
*
*
(b) * * *
(2) Evaluate cycle-average fuel maps
by running GEM based on simulated
vehicle configurations representing the
interpolated center of every group of
four test points that define a boundary
of cycle work and average engine speed
divided by average vehicle speed. These
simulated vehicle configurations are
defined from the four surrounding
points based on averaging values for
vehicle mass, drag area (if applicable),
tire rolling resistance, tire size, and axle
ratio. The regulatory subcategory is
defined by the regulatory subcategory of
the vehicle configuration with the
greatest mass from those four test
points. Figure 1 of this section
illustrates a determination of vehicle
configurations for engines used in
tractors and Vocational Heavy-Duty
Vehicles (HDV) using a fixed tire size
(see § 1036.540(c)(3)(iii)). The vehicle
configuration from the upper-left
quadrant is defined by values for Tests
1, 2, 4, and 5 from Table 3 of § 1036.540.
Calculate vehicle mass as the average of
the values from the four tests. Determine
the weight reduction needed for GEM to
simulate this calculated vehicle mass by
comparing the average vehicle mass to
the default vehicle mass for the vehicle
subcategory from the four points that
has the greatest mass, with the
understanding that two-thirds of weight
reduction for tractors is applied to
vehicle weight and one-third is
understood to represent increased
payload. This is expressed
mathematically as Mavg = Msubcategory ¥
2⁄3 · M
reduction, which can be solved for
Mreduction. For vocational vehicles,
half of weight reduction is applied to
vehicle weight and half is understood to
represent increased payload. Use the
following values for default vehicle
masses by vehicle subcategory:
TABLE 1 OF § 1036.301—DEFAULT
VEHICLE MASS BY VEHICLE SUBCATEGORY
Default
vehicle
mass
(kg)
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Vehicle subcategory
Vocational Light HDV ..........................
Vocational Medium HDV .....................
Class 7 Mid-Roof Day Cab .................
Class 8 Mid-Roof Day Cab .................
Class 8 High-Roof Sleeper Cab ..........
Heavy-Haul Tractor .............................
7,257
11,408
20,910
29,529
31,978
53,750
*
*
*
*
*
107. Amend § 1036.501 by revising
paragraph (g) and adding paragraph (h)
to read as follows:
■
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*
*
*
*
(g) The following additional
provisions apply for testing to
demonstrate compliance with the
emission standards in § 1036.108 for
model year 2016 through 2020 engines:
(1) Measure CO2, CH4, and N2O
emissions using the transient cycle
specified in either 40 CFR 86.1333 or
§ 1036.510.
(2) For engines subject to SET testing
under § 1036.108(a)(1), measure CO2
emissions using the SET specified in 40
CFR 86.1362.
(h) The following additional
provisions apply for testing to
demonstrate compliance with the
emission standards in § 1036.108 for
model year 2021 and later engines:
(1) If your engine is intended for
installation in a vehicle equipped with
stop-start technology, you may turn the
engine off during the idle portions of the
duty cycle to represent in-use operation,
consistent with good engineering
judgment. We recommend installing an
engine starter motor and allowing the
engine’s Electronic Control Unit (ECU)
to control the engine stop and start
events.
(2) For engines subject to SET testing
under § 1036.108(a)(1), use one of the
following methods to measure CO2
emissions:
(i) Use the SET duty cycle specified
in § 1036.505 using either continuous or
batch sampling.
(ii) Measure CO2 emissions over the
SET duty cycle specified in 40 CFR
86.1362 using continuous sampling.
Integrate the test results by mode to
establish separate emission rates for
each mode (including the transition
following each mode, as applicable).
Apply the CO2 weighting factors
specified in 40 CFR 86.1362 to calculate
a composite emission result.
(3) Measure CO2, CH4, and N2O
emissions over the transient cycle
specified in either 40 CFR 86.1333 or
§ 1036.510.
(4) Measure or calculate emissions of
criteria pollutants corresponding to your
measurements to demonstrate
compliance with CO2 standards in
subpart B of this part. These test results
are not subject to the duty-cycle
standards of 40 CFR part 86, subpart A.
■ 108. Add § 1036.503 to read as
follows:
§ 1036.503 Engine data and information for
vehicle certification.
You must give vehicle manufacturers
information as follows so they can
certify model year 2021 and later
vehicles:
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(a) Identify engine make, model, fuel
type, combustion type, engine family
name, calibration identification, and
engine displacement. Also identify
which standards the engines meet.
(b) This paragraph (b) describes four
different methods to generate engine
fuel maps. For engines without hybrid
components or mild hybrid where you
choose not to include hybrid
components in the test, you must
generate fuel maps using either
paragraph (b)(1) or (2) of this section.
For mild hybrid engines where you
choose to include the hybrid
components in the test and for hybrid
engines, you must generate fuel maps
using paragraph (b)(4) of this section.
For all other hybrids, powertrains, and
for vehicles where the transmission is
not automatic, automated manual,
manual, or dual-clutch you must use
paragraph (b)(3) of this section.
(1) Combined steady-state and cycleaverage. Determine steady-state engine
fuel maps and fuel consumption at idle
as described in § 1036.535(b) and (c)
respectively, and determine cycleaverage engine fuel maps as described
in § 1036.540, excluding cycle-average
fuel maps for highway cruise cycles.
(2) Cycle-average. Determine fuel
consumption at idle as described in
§ 1036.535(c) and (d), and determine
cycle-average engine fuel maps as
described in § 1036.540, including
cycle-average engine fuel maps for
highway cruise cycles. In this case, you
do not need to determine steady-state
engine fuel maps under § 1036.535(b).
Fuel mapping for highway cruise cycles
using cycle-average testing is an
alternate method, which means that we
may do confirmatory testing based on
steady-state fuel mapping for highway
cruise cycles even if you do not;
however, we will use the steady-state
fuel maps to create cycle-average fuel
maps. In § 1036.540 we define the
vehicle configurations for testing; we
may add more vehicle configurations to
better represent your engine’s operation
for the range of vehicles in which your
engines will be installed (see 40 CFR
1065.10(c)(1)).
(3) Powertrain. Generate a powertrain
fuel map as described in 40 CFR
1037.550. In this case, you do not need
to perform fuel mapping under
§ 1036.535 or § 1036.540. The option in
40 CFR 1037.550(b)(2) is only allowed
for hybrid powertrain testing.
(4) Hybrid engine. Determine fuel
consumption at idle as described in
§ 1036.535(c) and (d), and determine
cycle-average engine fuel maps as
described in § 1037.550, including
cycle-average engine fuel maps for
highway cruise cycles.
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(c) Provide the following information
if you generate engine fuel maps using
either paragraph (b)(1), (2), or (4) of this
section:
(1) Full-load torque curve for installed
engines, and the full-load torque curve
of the engine (parent engine) with the
highest fueling rate that shares the same
engine hardware, including the
turbocharger, as described in 40 CFR
1065.510. You may use 40 CFR
1065.510(b)(5)(i) for engines subject to
spark-ignition standards. Measure the
torque curve for hybrid engines that
have an RESS as described in 40 CFR
1065.510(g)(2) with the hybrid system
active. For hybrid engines that do not
include an RESS follow 40 CFR
1065.510(b)(5)(ii).
(2) Motoring torque map as described
in 40 CFR 1065.510(c)(2) and (5) for
conventional and hybrid engines,
respectively. For engines with a lowspeed governor, remove data points
where the low speed governor is active.
If you don’t know when the low-speed
governor is active, we recommend
removing all points below 40 r/min
above the low warm idle speed.
(3) Declared engine idle speed. For
vehicles with manual transmissions,
this is the engine speed with the
transmission in neutral. For all other
vehicles, this is the engine’s idle speed
when the transmission is in drive.
(4) The engine idle speed during the
transient cycle-average fuel map.
(5) The engine idle torque during the
transient cycle-average fuel map.
(d) If you generate powertrain fuel
maps using paragraph (b)(3) of this
section, determine the system
continuous rated power according to
§ 1036.527.
■ 109. Revise § 1036.505 to read as
follows:
§ 1036.505
Supplemental emission test.
(a) Starting in model year 2021, you
must measure CO2 emissions using the
SET duty cycle in 40 CFR 86.1362 as
described in § 1036.501, or using the
SET duty cycle in this section.
(b) Perform SET testing with one of
the following procedures:
(1) For engine testing, the SET duty
cycle is based on normalized speed and
torque values relative to certain
maximum values. Denormalize torque
as described in 40 CFR 1065.610(d).
Denormalize speed as described in 40
CFR 1065.512.
(2) For hybrid powertrain and hybrid
engine testing, follow 40 CFR 1037.550
to carry out the test, but do not
compensate the duty cycle for the
distance driven as described in 40 CFR
34381
1037.550(g)(4), for hybrid engines select
the transmission from Table 1 of
§ 1036.540 substituting ‘‘engine’’ for
‘‘vehicle’’ and ‘‘highway cruise cycle’’
for ‘‘SET’’, and cycles do not follow 40
CFR 1037.550(j). For cycles that begin
with a set of contiguous idle points,
leave the transmission in neutral or park
for the full initial idle segment. Place
the transmission into drive within 5
seconds of the first nonzero vehicle
speed setpoint. Place the transmission
into park or neutral when the cycle
reaches SET mode 14. Use the following
vehicle parameters in place of those in
40 CFR 1037.550 to define the vehicle
model in 40 CFR 1037.550(a)(3):
(i) Determine the vehicle test mass, M,
as follows:
Eq. 1036.505-1
Where:
Pcontrated = the continuous rated power of the
hybrid system determined in § 1036.527.
Pcontrated = 350.1 kW
M = 15.1·350.11.31 = 32499 kg
(ii) Determine the vehicle frontal area,
Afront, as follows:
(A) For M ≤ 18050 kg:
= -1.69-10- 8 ·M 2 + 6.33 -10- 4 ·M + 1.67
Afront
Eq. 1036.505-2
Afront = ¥169 · 10¥8 · 164992 + 6.33 ·
10¥4 · 16499 + 1.67 = 7.51 m2
Example:
M = 16499 kg
( 0.00299 · Arrant
(B) For M > 18050 kg, Afront = 7.59 m2.
(iii) Determine the vehicle drag area,
CdA, as follows:
0.000832) · 2 · g · 3 .6 2
p
-
CdA = - - - - - - - - - - - -
Eq. 1036.505-3
CdA = ~ - - - - - - ~ - - - - - = 3 . 0 8 m
2
(iv) Determine the coefficient of
rolling resistance, Crr, as follows:
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1.1845
ER29JN21.016</GPH>
(0.00299-7.59-0.000832)-2-9.80665-3.62
ER29JN21.017</GPH>
r = air density at reference conditions. Use
r = 1.1845 kg/m3.
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Where:
g = gravitational constant = 9.80665 m/s2.
34382
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
err= 0.00513 + 17 ·6
M
Eq. 1036.505-4
Example:
err = 0.00513 +17.6
- - = 0.0057 k g/kg
32499
(v) Determine the vehicle curb mass, Mcurb, as follows:
M
curb
= -0.0000073 7653 7 · M
2
+ 0.603 8432 · M
Eq. 1036.505-5
Example:
M
curb
= -0.0000073 765 3 7 · 32499 2 + 0 .603 8432 · 32499 = 1183 3 kg
(vi) Determine the linear equivalent mass of rotational moment of inertias, Mrotating, as
follows:
M
rotating
=0
• 0 7 • M curb
Eq. 1036.505-6
Example:
= 0.07-11833 = 828.3 kg
(vii) Select a drive axle ratio, ka, that
represents the worst-case pair of drive
axle ratio and tire size for CO2 expected
for vehicles in which the powertrain
will be installed. This is typically the
highest numeric axle ratio.
(viii) Select a tire radius, r, that
represents the worst-case pair of tire
size and drive axle ratio for CO2
expected for vehicles in which the
powertrain will be installed. This is
typically the smallest tire radius.
(ix) If you are certifying a hybrid
powertrain system without the
transmission, use a default transmission
efficiency of 0.95. If you certify with
this configuration, you must use 40 CFR
1037.550(a)(3)(ii) to create the vehicle
model along with its default
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transmission shift strategy. Use the
transmission parameters defined in
Table 1 of § 1036.540 to determine
transmission type and gear ratio. For
Light and Medium HDVs, use the Light
and Medium HDV parameters for the
FTP and SET. For Tractors and Heavy
HDVs, use the Tractor and Heavy HDV
transient cycle parameters for the FTP
and the Tractor and Heavy HDV
highway cruise cycle parameters for the
SET.
(x) Select axle efficiency, Effaxle,
according to 40 CFR 1037.550.
(c) Measure emissions using the SET
duty cycle shown in Table 1 of this
section to determine whether engines
and hybrid powertrains meet the steadystate compression-ignition standards
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specified in subpart B of this part. Table
1 of this section specifies settings for
engine and hybrid powertrain testing, as
follows:
(1) The duty cycle for testing engines
involves a schedule of normalized
engine speed and torque values.
(2) The duty cycle for hybrid
powertrain testing involves a schedule
of vehicle speeds and road grade.
(i) Determine road grade at each point
based on the continuous rated power of
the hybrid powertrain system, Pcontrated,
in kW determined in § 1036.527, the
vehicle speed (A, B, or C) in mi/hr for
a given SET mode, vref[speed], and the
specified road grade coefficients using
the following equation:
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Mrotating
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34383
Road grade= a. ~!ntrated + b. ~~ntrated. vref[speed] + C. ~~ntrated + d. v!f[speed] + e. ~ontrated. vref[speed] +
f · ~ontrated + g · Vref[speed] + h
Eq. 1036.505-7
Example for SET mode 3a in Table 1 to
this section:
Pcontrated = 345.2 kW
vrefB = 59.3 mi/hr
V
refA
=V
refC
Road grade = 8.296 · 10¥9 · 345.23 +
(¥4.752 · 10¥7) · 345.22 · 59.3 +
1.291 · 10¥5 · 345.22 + 2.88 · 10¥4
· 59.32 · 4.524 · 10¥4 · 345.2 · 59.3
+ (¥1.802 · 10¥2) · 345.2 + (¥1.83
· 10¥1) · 59.3 + 8.81 = 0.53%
(ii) Use the vehicle C speed
determined in § 1036.527 and determine
the vehicle A and B speeds as follows:
(A) Determine vehicle A speed using
the following equation:
55.0
75 _0
·--
Eq. 1036.505-8
Example:
VrefC
= 68 .42 mi/hr
vrefA =68.4· 55·0 =50.2 mi/hr
75.0
(B) Determine vehicle B speed using the following equation:
65.0
75.0
VrefB =VrefC · - -
Eq. 1036.505-9
Example:
=68.4· 65·0 =59.3 mi/hr
ER29JN21.020</GPH>
75.0
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VrefB
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34384
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---~----------- ----------- - --- --------- ------- - -- - ---
SET mode
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29JNR2
la Steadystate
lb
Transition
2a Steadystate
2b
Transition
3a Steadystate
3b
Transition
4a Steadystate
4b
Transition
5a Steadystate
5b
Transition
6a Steadystate
6b
Transition
7a Steadystate
7b
Transition
Sa Steadystate
Sb
Transition
9a Steadystate
9b
Transition
10a Steadystate
Time in
mode
(seconds)
Engine
speed•,b
124
Warm Idle
0
20
Linear
Transition
Linear
Transition
Vehicle
speed
(mi/hr)
Warm
Idle
Linear
Transition
196
A
100
20
Linear
Transition
220
Torque
(percent)h,c
Hybrid powertrain testing
Road-e:rade coefficients
a
b
C
d
e
f
g
h
0
0
0
0
0
0
0
0
-1.898E-08
-5.895E-07
3.780E-05
4.706E-03
6.550E-04
-2.679E-02
-1.027E+00
1.542E+0l
VrefA
-l.227E-08
-5.504E-07
3.946E-05
1.212E-03
5.289E-04
-3.116E-02
-3.227E-0l
1.619E+0l
Linear
Transition
Linear
Transition
-2.305E-09
-4.873E-07
2.535E-05
8.156E-04
4.730E-04
-2.383E-02
-2.975E-0l
1.277E+0l
B
50
Vreffi
8.296E-09
-4.752E-07
l.291E-05
2.880E-04
4.524E-04
-l.802E-02
-l.830E-0l
8.810E+00
20
B
Linear
Transition
Vreffi
4.642E-09
-5.143E-07
l.991E-05
3.556E-04
4.873E-04
-2.241E-02
-2.051E-0l
l.068E+0l
220
B
75
Vreffi
l.818E-10
-5.229E-07
2.579E-05
5.575E-04
5.006E-04
-2.561E-02
-2.399E-0l
l.287E+0l
20
Linear
Transition
Linear
Transition
Linear
Transition
5.842E-10
-4.992E-07
2.244E-05
4.700E-04
4.659E-04
-2.203E-02
-l.761E-0l
l.072E+0l
268
A
50
VrefA
3.973E-09
-4.362E-07
l.365E-05
4.846E-04
4.158E-04
-l.606E-02
-l.908E-0l
8.206E+00
20
A
Linear
Transition
VrefA
-2.788E-10
-4.226E-07
l.812E-05
6.591E-04
4.158E-04
-l.846E-02
-2.201E-0l
l.00lE+0l
268
A
75
VrefA
-4.216E-09
-4.891E-07
2.641E-05
8.796E-04
4.692E-04
-2.348E-02
-2.595E-0l
l.226E+0l
A
Linear
Transition
VrefA
3.979E-09
-4.392E-07
1.41 lE-05
2.079E-04
4.203E-04
-l.658E-02
-l.655E-0l
7.705E+00
20
268
A
25
VrefA
l.211E-08
-3.772E-07
6.209E-07
l.202E-04
3.578E-04
-8.420E-03
-l.248E-0l
4.189E+00
20
Linear
Transition
Linear
Transition
Linear
Transition
l.659E-09
-4.954E-07
2.103E-05
4.849E-04
4.776E-04
-2.194E-02
-2.551E-0l
l.075E+0l
196
B
100
Vreffi
-8.232E-09
-5.707E-07
3.900E-05
8.150E-04
5.477E-04
-3.325E-02
-2.956E-0l
l.689E+0l
20
B
Linear
Transition
Vreffi
4.286E-09
-5.150E-07
2.070E-05
5.214E-04
4.882E-04
-2.291E-02
-2.271E-0l
l.157E+0l
196
B
25
Vreffi
l.662E-08
-4.261E-07
-2.705E-07
2.098E-05
4.046E-04
-l.037E-02
-l.263E-0l
4.751E+00
20
Linear
Transition
Linear
Transition
Linear
Transition
7.492E-09
-5.451E-07
l.950E-05
2.243E-04
5.114E-04
-2.331E-02
-2.270E-0l
l.062E+0l
28
C
100
VrefC
-l.073E-09
-5.904E-07
3.477E-05
5.069E-04
5.647E-04
-3.354E-02
-2.648E-0l
l.651E+0l
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01:55 Jun 29, 2021
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Linear
10b
9.957E-09
-5.477E-07
l.826E-05
2.399E-04
5.196E-04
-2.410E-02
-2.0l0E-01
l.128E+0l
20
C
VrefC
Transition
Transition
Ila Steadyl.916E-08
-5.023E-07
3.715E-06
3.634E-05
4.706E-04
-l.539E-02
-l.485E-0l
C
25
6.827E+00
4
VrefC
state
llb
Linear
20
l.474E-08
-5.l 76E-07
l.027E-05
l.193E-04
4.91 lE-04
-l.937E-02
-l.713E-0l
8.872E+00
C
VrefC
Transition
Transition
12a Steady4
C
75
6.167E-09
-5.577E-07
2.354E-05
3.524E-04
5.319E-04
-2.708E-02
-2.253E-01
1.313E+0I
VrefC
state
Linear
12b
-l.978E-0l
l.106E+0l
l.039E-08
-5.451E-07
l.756E-05
2.257E-04
5.165E-04
-2.366E-02
C
20
VrefC
Transition
Transition
13a Steady6.209E-09
-5.292E-07
2.126E-05
3.475E-04
5.132E-04
-2.552E-02
-2.212E-01
1.274E+0I
4
C
50
VrefC
state
13b
Linear
Linear
Linear
20
4.461E-09
-6.452E-07
l.301E-05
l.420E-03
5.779E-04
-l.564E-02
l.949E-0l
7.998E+00
Transition
Transition
Transition
Transition
14 SteadyWarm
144
Warm Idle
0
0
0
0
0
0
0
0
0
Idle
state
•Engine speed terms are defined in 40 CFR part 1065.
bAdvance from one mode to the next within a 20 second transition phase. During the transition phase, command a linear progression from the settings of the current mode to the settings of
the next mode.
'The percent torque is relative to maximum torque at the commanded engine speed.
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110. Revise § 1036.510 to read as
follows:
■
§ 1036.510
Transient testing.
(a) Measure emissions by testing the
engine or hybrid powertrain on a
dynamometer with one of the following
transient duty cycles to determine
whether it meets the transient emission
standards in subpart B of this part:
(1) For spark-ignition engines, use the
transient duty cycle described in
paragraph (a) of appendix B of this part.
(2) For compression-ignition engines,
use the transient duty cycle described in
paragraph (b) of appendix B of this part.
(3) For spark-ignition hybrid
powertrains, use the transient duty
cycle described in paragraph (a) of
appendix B of this part.
(4) For compression-ignition hybrid
powertrains, use the transient duty
cycle described in paragraph (b) of
appendix B of this part.
(b) Perform the following depending
on if you are testing engines or hybrid
powertrains:
(1) For engine testing, the transient
duty cycles are based on normalized
speed and torque values relative to
certain maximum values. Denormalize
torque as described in 40 CFR
1065.610(d). Denormalize speed as
described in 40 CFR 1065.512.
(2) For hybrid powertrain testing,
follow § 1036.505(b)(2) to carry out the
test except replace Pcontrated with Prated,
the peak rated power determined in
§ 1036.527, keep the transmission in
drive for all idle segments after the
initial idle segment, and for hybrid
engines select the transmission from
Table 1 of § 1036.540 substituting
‘‘engine’’ for ‘‘vehicle’’. You may
request to change the engine
commanded torque at idle to better
represent curb idle transmission torque
(CITT).
(c) The transient test sequence
consists of an initial run through the
transient duty cycle from a cold start, 20
minutes with no engine operation, then
a final run through of the same transient
duty cycle. Emissions from engine
starting is part of the both the cold and
hot test intervals. Calculate the total
emission mass of each constituent, m,
and the total work, W, over each test
interval according to 40 CFR 1065.650.
Calculate the official transient emission
result from the cold-start and hot-start
test intervals using the following
equation:
.
l cold start emissions (g) + 6 •hot start emissions (g)
.l
. .
Officza
transient emzsszonresu t =- - - - - - - - - - - - - - - - cold start work (hp · hr) + 6 · hot start work (hp · hr)
Eq. 1036.510-1
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Wneg = 4.69 kW-hr
Wpos = 14.67 kW-hr
Pmax = 223 kW
=
4 ·69
14.67
= 0.31970
xbl = 4.158 · 10¥4 · 223 + 0.2247 =
0.317423
since xb > xbl;
Eq. 1036.525-1
Where:
Wneg = the negative work over the cycle.
Wpos = the positive work over the cycle.
Xbl
= 4.158·10- 4 ·Pmax
+0.2247
Eq. 1036.525-2
Where:
Pmax = the maximum power of the engine
with the hybrid system engaged, in kW.
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Wcycle = 14.67¥(|4.69|¥0.317423 ·
0.317423 · 14.67) = 14.6365 kW-hr
(ii) Convert from g/kW-hr to g/hp-hr
as the final step in calculating emission
results.
*
*
*
*
*
■ 112. Add § 1036.527 to read as
follows:
§ 1036.527 Powertrain system rated power
determination.
This section describes how to
determine the peak and continuous
rated power of conventional and hybrid
powertrain systems and the vehicle
speed for carrying out testing according
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.027</GPH>
~
ER29JN21.026</GPH>
(a) For model years 2014 through
2020, if your engine system includes
features that recover and store energy
during engine motoring operation, test
the engine as described in paragraph (d)
of this section. For purposes of this
section, features that recover energy
between the engine and transmission
are considered related to engine
motoring.
*
*
*
*
*
(d) Measure emissions using the same
procedures that apply for testing nonhybrid engines under this part, except
as specified in this part and 40 CFR part
1065. For SET testing, deactivate the
hybrid features unless we specify
otherwise. The following provisions
apply for testing hybrid engines:
*
*
*
*
*
(4) Limits on braking energy.
Calculate brake energy fraction, xb, as
follows:
(i) Calculate xb as the integrated
negative work over the cycle divided by
the integrated positive work over the
Example:
ER29JN21.025</GPH>
Hybrid engines.
Eq. 1036.525-3
Where:
Wcycle = cycle work when xb is greater than
xbl.
ER29JN21.024</GPH>
lotter on DSK11XQN23PROD with RULES2
§ 1036.525
cycle according to Eq. 1036.525–1.
Calculate the brake energy limit for the
engine, xbl, according to Eq. 1036.525–
2. If xb is less than or equal to xbl, use
the integrated positive work for your
emission calculations. If xb is greater
than xbl use Eq. 1036.525–3 to calculate
an adjusted value for cycle work, Wcycle,
and use Wcycle as the work value for
calculating emission results. You may
set an instantaneous brake target that
will prevent xb from being larger than
xbl to avoid the need to subtract extra
brake work from positive work.
ER29JN21.023</GPH>
(d) Calculate cycle statistics and
compare with the established criteria as
specified in 40 CFR 1065.514 for
engines and 40 CFR 1037.550 for hybrid
powertrains to confirm that the test is
valid.
■ 111. Amend § 1036.525 by revising
paragraphs (a), (d) introductory text, and
(d)(4) to read as follows:
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P,,ys,vehicle
sys
£ trans • £ axle
Eq. 1036.527-1
Where:
Psys,vehicle = the calculated vehicle system
peak power.
etrans = the default transmission efficiency =
0.95.
eaxle = the default axle efficiency. Set this
value = 1 for speed and torque
measurement at the axle input shaft or =
0.955 at the wheel hubs.
Example:
Psys,vehicle = 317.6 kW
P
sys
=
317 ·6
0.95 · 0.955
=350.1 kW
(f) The system peak rated power,
Prated, is the highest calculated Psys
where the coefficient of variation (COV)
<2%. The COV is determined as
follows:
(1) Calculate the standard deviation,
s(t).
Eq. 1036.527-2
Where:
N = the number of measurement intervals =
20.
Psysi = the N samples in the 100 Hz signal
previously used to calculate the
respective Pμ(t) values at the time step t.
P¯μ(t) = the power vector from the results of
each test run that is determined by a
moving averaging of 20 consecutive
samples of Pσυσ in the 100 Hz that
converts Pμ(t) to a 5 Hz signal.
(2) The resulting 5 Hz power and
covariance signals are used to determine
system rated power.
(3) The coefficient of variation COV(t)
shall be calculated as the ratio of the
standard deviation, s(t), to the mean
value of power, P¯μ(t), for each time step
t.
COV(t)
= ~(t)
1: (t)
Eq. 1036.527-3
(4) If the determined system peak
rated power is not within ±3% of the
system peak rated power as declared by
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§ 1036.530 Calculating greenhouse gas
emission rates.
This section describes how to
calculate official emission results for
CO2, CH4, and N2O.
(a) Calculate brake-specific emission
rates for each applicable duty cycle as
specified in 40 CFR 1065.650. Apply
infrequent regeneration adjustment
factors to your CO2 emission results for
each duty cycle as described in 40 CFR
86.004–28 starting in model year 2021.
You may optionally apply infrequent
regeneration adjustment factors for CH4
and N2O.
(b) Adjust CO2 emission rates
calculated under paragraph (a) of this
section for measured test fuel properties
as specified in this paragraph (b). This
adjustment is intended to make official
emission results independent of
differences in test fuels within a fuel
type. Use good engineering judgment to
develop and apply testing protocols to
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.031</GPH>
=
p
the manufacturer, you must repeat the
procedure in paragraphs (a) through
(f)(3) of this section using the measured
system peak rated power determined in
paragraph (f) of this section instead of
the manufacturer declared value. The
result from this repeat is the final
determined system peak rated power.
(5) If the determined system peak
rated power is within ±3% of the system
peak rated power as declared by the
manufacturer, the declared system peak
rated power shall be used.
(g) Determine continuous rated power
as follows:
(1) For conventional powertrains,
Pcontrated equals Prated.
(2) For hybrid powertrains,
continuous rated power, Pcontrated, is the
maximum measured power from the
data collected in paragraph (c)(3) of this
section that meets the requirements in
paragraph (f) of this section.
(h) Vehicle C speed, nrefC, is
determined as follows:
(1) For powertrains where Psys is
greater than 0.98 · Pcontrated in top gear
at more than one vehicle speed, nrefC is
the average of the minimum and
maximum vehicle speeds from the data
collected in paragraph (c)(4) of this
section that meets the requirements in
paragraph (f) of this section.
(2) For powertrains where Psys is not
greater than 0.98 · Pcontrated in top gear
at more than one vehicle speed, nrefC is
the maximum vehicle speed from the
data collected in paragraph (c)(4) of this
section that meets the requirements in
paragraph (f) of this section where Psys
is great than 0.98 · Pcontrated.
■ 113. Revise § 1036.530 to read as
follows:
ER29JN21.030</GPH>
(2) For testing with the speed and
torque measurements at the axle input
shaft or the wheel hubs, determine Psys
using the following equation:
ER29JN21.029</GPH>
to §§ 1036.505 and 1036.510 and 40 CFR
1037.550.
(a) Set up the powertrain according to
40 CFR 1037.550, but use the vehicle
parameters in § 1036.505(b)(2), except
replace Pcontrated with the manufacturer
declared system peak power and use
applicable automatic transmission for
the engine. Note that if you repeat the
system rated power determination as
described in paragraph (f)(4) of this
section, use the measured system peak
power in place of Pcontrated.
(b) Prior to the start of each test
interval verify the following:
(1) The state-of-charge of the
rechargeable energy storage system
(RESS) is ≥90% of the operating range
between the minimum and maximum
RESS energy levels specified by the
manufacturer.
(2) The conditions of all hybrid
system components are within their
normal operating range as declared by
the manufacturer.
(3) RESS restrictions (e.g., power
limiting, thermal limits, etc.) are not
active.
(c) Carry out the test as follows:
(1) Warm up the powertrain by
operating it. We recommend operating
the powertrain at any vehicle speed and
road grade that achieves approximately
75% of its expected maximum power.
Continue the warm-up until the engine
coolant, block, or head absolute
temperature is within ±2% of its mean
value for at least 2 min or until the
engine thermostat controls engine
temperature.
(2) Start the test by keying on the
powertrain and letting it sit at 0 mi/hr
for 50 seconds.
(3) Set maximum driver demand for a
full load acceleration at 6% road grade
starting at an initial vehicle speed of 0
mi/hr.
(4) 268 seconds after the initiation of
paragraph (c)(3) of this section, linearly
ramp the grade from 6% to 0% over 300
seconds. Stop the test after the vehicle
speed has stopped increasing above the
maximum value observed during the
test.
(d) Record the powertrain system
angular speed and torque values
measured at the dynamometer at 100 Hz
and use these in conjunction with the
vehicle model to calculate Psys,vehicle.
(e) Calculate the system power, Psys,
for each data point as follows:
(1) For testing with the speed and
torque measurements at the
transmission input shaft, Psys is equal to
the calculated vehicle system peak
power, Psys,vehicle, determined in
paragraphs (c) through (d) of this
section.
34387
ER29JN21.028</GPH>
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34388
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
minimize the impact of variations in test
fuels.
(1) Determine your test fuel’s massspecific net energy content, Emfuelmeas,
also known as lower heating value, in
MJ/kg, expressed to at least three
decimal places. Determine Emfuelmeas as
follows:
(i) For liquid fuels, determine
Emfuelmeas according to ASTM D4809
(incorporated by reference in
§ 1036.810). Have the sample analyzed
by at least three different labs and
determine the final value of your test
fuel’s Emfuelmeas as the median all of the
lab results you obtained. If you have
results from three different labs, we
recommend you screen them to
determine if additional observations are
needed. To perform this screening,
determine the absolute value of the
difference between each lab result and
the average of the other two lab results.
If the largest of these three resulting
absolute value differences is greater
than 0.297 MJ/kg, we recommend you
obtain additional results prior to
determining the final value of Emfuelmeas.
(ii) For gaseous fuels, determine
Emfuelmeas according to ASTM D3588
(incorporated by reference in
§ 1036.810).
(2) Determine your test fuel’s carbon
mass fraction, wC, as described in 40
CFR 1065.655(d), expressed to at least
three decimal places; however, you
must measure fuel properties rather
than using the default values specified
in Table 1 of 40 CFR 1065.655.
(i) For liquid fuels, have the sample
analyzed by at least three different labs
and determine the final value of your
test fuel’s wC as the median of all of the
lab results you obtained. If you have
results from three different labs, we
recommend you screen them to
determine if additional observations are
needed. To perform this screening,
determine the absolute value of the
difference between each lab result and
the average of the other two lab results.
If the largest of these three resulting
absolute value differences is greater
than 1.56 percent carbon, we
recommend you obtain additional
results prior to determining the final
value of wC.
(ii) For gaseous fuels, have the sample
analyzed by a single lab and use that
result as your test fuel’s wC.
(3) If, over a period of time, you
receive multiple fuel deliveries from a
single stock batch of test fuel, you may
use constant values for mass-specific
energy content and carbon mass
fraction, consistent with good
engineering judgment. To use this
paragraph (b)(3), you must demonstrate
that every subsequent delivery comes
from the same stock batch and that the
fuel has not been contaminated.
(4) Correct measured CO2 emission
rates as follows:
Emfue1meas
Eq. 1036.530-1
Where:
eCO2 = the calculated CO2 emission result.
Emfuelmeas = the mass-specific net energy
content of the test fuel as determined in
paragraph (b)(1) of this section. Note that
dividing this value by wCmeas (as is done
in this equation) equates to a carbonspecific net energy content having the
same units as EmfuelCref.
EmfuelCref = the reference value of carbonmass-specific net energy content for the
appropriate fuel type, as determined in
Table 1 of this section.
wCmeas = carbon mass fraction of the test fuel
(or mixture of test fuels) as determined
in paragraph (b)(2) of this section.
Example:
eCO2 = 630.0 g/hp·hr
Emfuelmeas = 42.528 MJ/kg
EmfuelCref = 49.3112 MJ/kgC
wCmeas = 0.870
42.528
eC02cor
= 63 0.0 · 49.3112 · 0.870
eCO2cor = 624.5 g/hp·hr
TABLE 1 TO § 1036.530—REFERENCE FUEL PROPERTIES
Fuel type a
Reference fuel carbon-massspecific net energy content,
EmfuelCref, (MJ/kgC) b
Reference fuel carbon
mass fraction, wCref b
Diesel fuel ............................................................................................................
Gasoline ...............................................................................................................
Natural Gas ..........................................................................................................
LPG ......................................................................................................................
Dimethyl Ether .....................................................................................................
High-level ethanol-gasoline blends ......................................................................
49.3112
50.4742
66.2910
56.5218
55.3886
50.3211
0.874
0.846
0.750
0.820
0.521
0.576
a For
fuels that are not listed, you must ask us to approve reference fuel properties.
multi-fuel streams, such as natural gas with diesel fuel pilot injection, use good engineering judgment to determine blended values for
EmfuelCref and wCref using the values in this table.
114. Revise § 1036.535 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
■
§ 1036.535 Determining steady-state
engine fuel maps and fuel consumption at
idle.
This section describes how to
determine an engine’s steady-state fuel
map and fuel consumption at idle for
model year 2021 and later vehicles.
Vehicle manufacturers may need these
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values to demonstrate compliance with
emission standards under 40 CFR part
1037 as described in § 1036.510.
(a) General test provisions. Perform
fuel mapping using the procedure
described in paragraph (b) of this
section to establish measured fuelconsumption rates at a range of engine
speed and load settings. Measure fuel
consumption at idle using the procedure
described in paragraph (c) of this
section. If you perform cycle-average
mapping for highway cruise cycles as
described in § 1036.540, omit mapping
under paragraph (b) of the section and
instead perform mapping as described
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in paragraph (d) of this section. Use
these measured fuel-consumption
values to declare fuel-consumption rates
for certification as described in
paragraph (e) of this section.
(1) Map the engine’s torque curve and
declare engine idle speed as described
in § 1036.503(c)(1) and (3), and perform
emission measurements as described in
40 CFR 1065.501 and 1065.530 for
discrete-mode steady-state testing. This
section uses engine parameters and
variables that are consistent with 40
CFR part 1065.
(2) Measure NOX emissions for each
specified sampling period in g/s. You
E:\FR\FM\29JNR2.SGM
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ER29JN21.032</GPH>
(c) Your official emission result for
each pollutant equals your calculated
brake-specific emission rate multiplied
by all applicable adjustment factors,
other than the deterioration factor.
ER29JN21.033</GPH>
b For
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
lotter on DSK11XQN23PROD with RULES2
may perform these measurements using
a NOX emission-measurement system
that meets the requirements of 40 CFR
part 1065, subpart J. Include these
measured NOX values any time you
report to us your fuel consumption
values from testing under this section. If
a system malfunction prevents you from
measuring NOX emissions during a test
under this section but the test otherwise
gives valid results, you may consider
this a valid test and omit the NOX
emission measurements; however, we
may require you to repeat the test if we
determine that you inappropriately
voided the test with respect to NOX
emission measurement.
(b) Steady-state fuel mapping.
Determine fuel-consumption rates for
each engine configuration over a series
of steady-state engine operating points
consisting of pairs of speed and torque
points as described in this paragraph
(b). You may use shared data across an
engine platform to the extent that the
fuel-consumption rates remain valid.
For example, if you test a high-output
configuration and create a different
configuration that uses the same fueling
strategy but limits the engine operation
to be a subset of that from the highoutput configuration, you may use the
fuel-consumption rates for the reduced
number of mapped points for the lowoutput configuration, as long as the
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narrower map includes at least 70
points. Perform fuel mapping as follows:
(1) Generate the sequence of steadystate engine operating points as follows:
(i) Determine the required steady-state
engine operating points as follows:
(A) For engines with an adjustable
warm idle speed setpoint, select the
following speed setpoints: Minimum
warm idle speed, fnidlemin, the highest
speed above maximum power at which
70% of maximum power occurs, nhi,
and eight (or more) equally spaced
points between fnidlemin and nhi. (See 40
CFR 1065.610(c)). For engines without
an adjustable warm idle speed replace
minimum warm idle speed with warm
idle speed, fnidle.
(B) Select the following torque
setpoints at each of the selected speed
setpoints: Zero (T = 0), maximum
mapped torque, Tmax mapped, and eight (or
more) equally spaced points between T
= 0 and Tmax mapped. For each of the
selected speed setpoints, replace any
torque setpoints that are above the
mapped torque at the selected speed
setpoint, Tmax, minus 5 percent of Tmax
mapped, with one test point at Tmax.
(ii) Select any additional (optional)
steady-state engine operating points
consistent with good engineering
judgment. For example you may select
additional points when linear
interpolation between the defined
points is not a reasonable assumption
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34389
for determining fuel consumption from
the engine. For each additional speed
setpoint, increments between torque
setpoints must be no larger than oneninth of Tmax,mapped and we recommend
including a torque setpoint of Tmax. If
you select a maximum torque setpoint
less than Tmax, use good engineering
judgment to select your maximum
torque setpoint to avoid
unrepresentative data. Note that if the
test points were added for the child
rating, they should still be reported in
the parent fuel map. We will select at
least as many points as you.
(iii) Set the run order for all of the
steady-state engine operating points
(both required and optional) as
described in this paragraph (b)(1)(iii).
Arrange the list of steady-state engine
operating points such that the resulting
list of paired speed and torque setpoints
begins with the highest speed setpoint
and highest torque setpoint followed by
decreasing torque setpoints at the
highest speed setpoint. This will be
followed by the next lowest speed
setpoint and the highest torque setpoint
at that speed setpoint continuing
through all the steady-state engine
operating points and ending with the
lowest speed (fnidlemin) and torque
setpoint (T = 0). The following figure
provides an example of this array of
points and run order.
E:\FR\FM\29JNR2.SGM
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1of §)036.535-Steady-~tate engine9perationpoi11t run order
figure
2000
1800
1600
1400
a,
I
I
I
I
I
I
1200
::,
...0
CT
': 1000
I
I
I
C
'ii,
C
w
800
I
I
600
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I I
I
I I
\
I
----_+-------c---+--W~-~---+----+---.-.1--+---'-'----f-T----,--,___ _ _ _- + - - - l
I
\
I
I
\
I
\
I
\
\
I
\
I
\
\
400
200
'•
0
500
700
1100
900
1300
1500
'
1700
1900
2100
2300
(iv) The steady-state engine operating
points that have the highest torque
setpoint for a given speed setpoint are
optional reentry points into the steadystate-fuel-mapping sequence, should
you need to pause or interrupt the
sequence during testing.
(v) The steady-state engine operating
points that have the lowest torque
setpoint for a given speed setpoint are
optional exit points from the steadystate-fuel-mapping sequence, should
you need to pause or interrupt the
sequence during testing.
(2) If the engine has an adjustable
warm idle speed setpoint, set it to its
minimum value, fnidlemin.
(3) During each test interval, control
speed within ±1% of nhi and engine
torque within ±5% of Tmax mapped except
for the following cases where both
setpoints cannot be achieved because
the steady-state engine operating point
is near an engine operating boundary:
(i) For steady-state engine operating
points that cannot be achieved and the
operator demand stabilizes at minimum;
control the dynamometer so it gives
priority to follow the torque setpoint
and let the engine govern the speed (see
40 CFR 1065.512(b)(1)). In this case, the
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tolerance on speed control in paragraph
(b)(3) of this section does not apply and
engine torque is controlled to within
±25 N·m.
(ii) For steady-state engine operating
points that cannot be achieved and the
operator demand stabilizes at maximum
and the speed setpoint is below 90% of
nhi; control the dynamometer so it gives
priority to follow the speed setpoint and
let the engine govern the torque (see 40
CFR 1065.512(b)(2)). In this case, the
tolerance on torque control given in
paragraph (b)(3) of this section does not
apply.
(iii) For steady-state engine operating
points that cannot be achieved and the
operator demand stabilizes at maximum
and the speed setpoint is at or above
90% of nhi; control the dynamometer so
it gives priority to follow the torque
setpoint and let the engine govern the
speed (see 40 CFR 1065.512(b)(1)). In
this case, the tolerance on speed control
given in paragraph (b)(3) of this section
does not apply.
(iv) For the steady-state engine
operating points at the minimum speed
setpoint and maximum torque setpoint,
you may select a dynamometer control
mode that gives priority to speed and an
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engine control mode that gives priority
to torque. In this case, if the operator
demand stabilizes at minimum or
maximum, the tolerance on torque
control in paragraph (b)(3) of this
section does not apply.
(4) You may select the appropriate
dynamometer and engine control modes
in real-time or at any time prior based
on various factors including the
operating setpoint location relative to an
engine operating boundary. Warm-up
the engine as described in 40 CFR
1065.510(b)(2).
(5) Within 60 seconds after
concluding the warm-up, linearly ramp
the speed and torque setpoints over 5
seconds to the first steady-state engine
operating point from paragraph (b)(1) of
this section.
(6) Operate the engine at the steadystate engine operating point for (70 ±1)
seconds, and then start the test interval
and record measurements using one of
the following methods. You must also
measure and report NOX emissions over
each test interval as described in
paragraph (a)(2) of this section. If you
use redundant systems for the
determination of fuel consumption, for
example combining measurements of
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Engine Speed
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
dilute and raw emissions when
generating your map, follow the
requirements of 40 CFR 1065.201(d).
(i) Indirect measurement of fuel flow.
Record speed and torque and measure
emissions and other inputs needed to
run the chemical balance in 40 CFR
1065.655(c) for a (30 ±1) second test
interval; determine the corresponding
mean values for the test interval. For
dilute sampling of emissions, in
addition to the background
measurement provisions described in 40
CFR 1065.140 you may do the
following:
(A) If you use batch sampling to
measure background emissions, you
may sample periodically into the bag
over the course of multiple test intervals
and read them as allowed in paragraph
(b)(7)(i) of this section. If you use this
paragraph (b)(6)(i)(A), you must apply
the same background readings to correct
emissions from each of the applicable
test intervals.
(B) You may determine background
emissions by sampling from the dilution
air during the non-test interval periods
in the test sequence, including pauses
allowed in paragraph (b)(7)(i) of this
section. If you use this paragraph
(b)(6)(i)(B), you must allow sufficient
time for stabilization of the background
measurement; followed by an averaging
period of at least 30 seconds. Use the
average of the most recent pre-test
interval and the next post-test interval
background readings to correct each test
interval. The most recent pre-test
interval background reading must be
taken no greater than 30 minutes prior
to the start of the first applicable test
interval and the next post-test interval
background reading must be taken no
later than 30 minutes after the end of
the last applicable test interval.
Background readings must be taken
prior to the test interval for each reentry
point and after the test interval for each
exit point or more frequently.
(ii) Direct measurement of fuel flow.
Record speed and torque and measure
fuel consumption with a fuel flow meter
for a (30 ±1) second test interval;
determine the corresponding mean
values for the test interval.
(7) After completing the test interval
described in paragraph (b)(6) of this
section, linearly ramp the speed and
torque setpoints over 5 seconds to the
next steady-state engine operating point.
(i) You may pause the steady-statefuel-mapping sequence at any of the
reentry points (as noted in paragraph
(b)(1)(iv) of this section) to calibrate
emission-measurement instrumentation;
to read and evacuate background bag
samples collected over the course of
multiple test intervals; or to sample the
dilution air for background emissions.
This paragraph (b)(7)(i) allows you to
spend more than the 70 seconds noted
in paragraph (b)(6) of this section.
(ii) If an infrequent regeneration event
occurs, interrupt the steady-state-fuelmapping sequence and allow the
regeneration event to finish. You may
continue to operate at the steady-state
engine operating point where the event
began or, using good engineering
judgment, you may transition to another
operating condition to reduce the
regeneration event duration. You may
complete any post-test interval activities
to validate test intervals prior to the
most recent reentry point. Once the
regeneration event is finished, linearly
ramp the speed and torque setpoints
over 5 seconds to the most recent
reentry point described in paragraph
(b)(1)(iv) of this section, and restart the
steady-state-fuel-mapping sequence by
repeating the steps in paragraphs (b)(6)
and (7) of this section for all the
remaining steady-state engine operating
points. Operate at the reentry point for
longer than the 70 seconds in paragraph
(b)(6), as needed, to bring the
aftertreatment to representative thermal
conditions. Void all test intervals in the
steady-state-fuel-mapping sequence
beginning with the reentry point and
ending with the steady-state engine
operating point where the regeneration
event began.
--:• ( nexh.
Wcmeas
34391
(iii) You may interrupt the steadystate-fuel-mapping sequence after any of
the exit points described in paragraph
(b)(1)(v) of this section. To restart the
steady-state-fuel-mapping sequence;
begin with paragraph (b)(4) of this
section and continue with paragraph
(b)(5) of this section, except that the
steady-state engine operating point is
the next reentry point, not the first
operating point from paragraph (b)(1) of
this section. Follow paragraphs (b)(6)
and (7) of this section until all
remaining steady-state engine operating
points are tested.
(iv) If the steady-state-fuel-mapping
sequence is interrupted due test
equipment or engine malfunction, void
all test intervals in the steady-state-fuelmapping sequence beginning with the
most recent reentry point as described
in paragraph (b)(1)(iv) of this section.
Complete any post-test interval
activities to validate test intervals prior
to the most recent reentry point. Correct
the malfunction and restart the steadystate-fuel-mapping sequence as
described in paragraph (b)(7)(iii) of this
section.
(v) If any steady-state engine test
interval is voided, void all test intervals
in the steady-state-fuel-mapping
sequence beginning with the most
recent reentry point as described in
paragraph (b)(1)(iv) of this section and
ending with the next exit point as
described in paragraph (b)(1)(v) of this
section. Rerun that segment of the
steady-state-fuel-mapping sequence. If
multiple test intervals are voided in
multiple speed setpoints, you may
exclude the speed setpoints where all of
the test intervals were valid from the
rerun sequence. Rerun the steady-statefuel-mapping sequence as described in
paragraph (b)(7)(iii) of this section.
(8) If you determine fuel-consumption
rates using emission measurements from
the raw or diluted exhaust, calculate the
Ô , for each
mean fuel mass flow rate, m
fuel
point in the fuel map using the
following equation:
Xccombdry
_ mC02DEF
Mco2
XH20exhdry
J
l+
Where:
Ô = mean fuel mass flow rate for a given
m
fuel
fuel map setpoint, expressed to at least
the nearest 0.001 g/s.
MC = molar mass of carbon.
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
wCmeas = carbon mass fraction of fuel (or
mixture of test fuels) as determined in 40
CFR 1065.655(d), except that you may
not use the default properties in Table 1
of 40 CFR 1065.655 to determine a, b,
and wC for liquid fuels. You may not
PO 00000
Frm 00085
Fmt 4701
Sfmt 4700
account for the contribution to a, b, g,
and d of diesel exhaust fluid or other
non-fuel fluids injected into the exhaust.
Ô
nexh = the mean raw exhaust molar flow rate
from which you measured emissions
according to 40 CFR 1065.655.
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.035</GPH>
lotter on DSK11XQN23PROD with RULES2
Eq. 1036.535-1
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
decomposition as determined in
paragraph (b)(9) of this section. If your
engine does not use diesel exhaust fluid,
or if you choose not to perform this
Ô
correction, set m
CO2DEF equal to 0.
MCO2 = molar mass of carbon dioxide.
Example:
MC = 12.0107 g/mol
ih = 12.0107. ( 25 _534 . 0.002805 _
1+ 0.0353
0.869
(9) If you determine fuel-consumption
rates using emission measurements with
engines that utilize diesel exhaust fluid
for NOX control, correct for the mean
CO2 mass emissions resulting from
diesel exhaust fluid decomposition at
each fuel map setpoint using the
following equation:
Eq. 1036.535-2
Where:
Ô
m
DEF = the mean mass flow rate of injected
urea solution diesel exhaust fluid for a
given sampling period, determined
directly from the electronic control
module, or measured separately,
consistent with good engineering
judgment.
MCO2 = molar mass of carbon dioxide.
wCH4N2O = mass fraction of urea in diesel
exhaust fluid aqueous solution. Note that
the subscript ‘‘CH4N2O’’ refers to urea as
a pure compound and the subscript
‘‘DEF’’ refers to the aqueous urea diesel
exhaust fluid as a solution of urea in
water. You may use a default value of
m
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Jkt 253001
32.5% or use good engineering judgment
to determine this value based on
measurement.
MCH4N2O = molar mass of urea.
Example:
Ô
m
= 0. 304 g/s
DEF
MCO2 = 44.0095 g/mol
wCH4N2O = 32.5% = 0.325
MCH4N2O = 60.05526 g/mol
= 0.304. 44.0095. 0.325 = 0.0726 /s
g
60.05526
COZDEF
(c) Fuel consumption at idle.
Determine fuel-consumption rates for
engines certified for installation in
vocational vehicles for each engine
configuration over a series of engineidle operating points consisting of pairs
of speed and torque points as described
in this paragraph (c). You may use
shared data across engine
configurations, consistent with good
engineering judgment. Perform
measurements as follows:
(1) Determine the required engine-idle
operating points as follows:
(i) Select the following two speed
setpoints:
(A) Engines with an adjustable warm
idle speed setpoint: Minimum warm
idle speed, fnidlemin, and the maximum
warm idle speed, fnidlemax.
(B) Engines without an adjustable
warm idle speed setpoint: Warm idle
speed (with zero torque on the primary
output shaft), fnidle, and 1.15 times fnidle.
(ii) Select the following two torque
setpoints at each of the selected speed
setpoints: 0 and 100 N·m.
(iii) You may run these four engineidle operating points in any order.
(2) Control speed and torque as
follows:
(i) Engines with an adjustable warm
idle speed setpoint. For the warm-up in
J= 0_933 g/s
paragraph (c)(3) of this section and the
transition in paragraph (c)(4) of this
section control both speed and torque.
At any time prior to reaching the next
engine-idle operating point, set the
engine’s adjustable warm idle speed
setpoint to the speed setpoint of the
next engine-idle operating point in the
sequence. This may be done before or
during the warm-up or during the
transition. Near the end of the transition
period control speed and torque as
described in paragraph (b)(3)(i) of this
section. Once the transition is complete;
set the operator demand to minimum to
allow the engine governor to control
speed; and control torque with the
dynamometer as described in paragraph
(b)(3) of this section.
(ii) Engines without an adjustable
warm idle speed setpoint. Control speed
and torque with operator demand and
the dynamometer for the engine-idle
operating points at the higher speed
setpoint as described in paragraph (b)(3)
of this section. Both the speed and
torque tolerances apply for these points
because they are not near the engine’s
operating boundary and are achievable.
Control speed and torque for the engineidle operating points at the lower speed
setpoint as described in paragraph
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(c)(2)(i) of this section except for setting
the engine’s adjustable warm idle speed
setpoint.
(3) Warm-up the engine as described
in 40 CFR 1065.510(b)(2).
(4) After concluding the warm-up
procedure, linearly ramp the speed and
torque setpoints over 20 seconds to
operate the engine at the next engineidle operating point from paragraph
(c)(1) of this section.
(5) Operate the engine at the engineidle operating point for (180 ±1)
seconds, and then start the test interval
and record measurements using one of
the following methods. You must also
measure and report NOX emissions over
each test interval as described in
paragraph (a)(2) of this section. If you
use redundant systems for the
determination of fuel consumption, for
example combining measurements of
dilute and raw emissions when
generating your map, follow the
requirements of 40 CFR 1065.201(d).
(i) Indirect measurement of fuel flow.
Record speed and torque and measure
emissions and other inputs needed to
run the chemical balance in 40 CFR
1065.655(c) for a (600 ±1) second test
interval; determine the corresponding
mean values for the test interval. We
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.038</GPH>
fuel
0.0726
44.0095
wCmeas = 0.869
Ô
nexh = 25.534 mol/s
xCcombdry = 0.002805 mol/mol
xH2Oexhdry = 0.0353 mol/mol
Ô
m
CO2DEF = 0.0726 g/s
MCO2 = 44.0095 g/mol
ER29JN21.037</GPH>
xCcombdry = the mean concentration of carbon
from fuel and any injected fluids in the
exhaust per mole of dry exhaust as
determined in 40 CFR 1065.655(c).
xH2Oexhdry = the mean concentration of H2O in
exhaust per mole of dry exhaust as
determined in 40 CFR 1065.655(c).
Ô
m
CO2DEF = the mean CO2 mass emission rate
resulting from diesel exhaust fluid
ER29JN21.036</GPH>
34392
34393
(B) For engines with an adjustable
warm idle speed setpoint, the minimum
speed setpoint must be equal to the
minimum warm idle speed, fnidlemin, and
the maximum speed setpoint must be
equal to or greater than the maximum
warm idle speed, fnidlemax. The minimum
speed setpoint for engines without an
adjustable warm idle speed setpoint,
must be equal to the warm idle speed
(with zero torque on the primary output
shaft), fnidle, and the maximum speed
setpoint must be equal to or greater than
1.15 times the warm idle speed, fnidle.
(iii) Select torque setpoints at each
speed setpoint to cover the range of idle
torques expected as follows:
(A) The minimum number of torque
setpoints at each speed setpoint is three.
Note that you must meet the minimum
torque spacing requirements described
in paragraph (b)(1)(ii) of this section.
(B) The minimum torque setpoint at
each speed setpoint is zero.
(C) The maximum torque setpoint at
each speed setpoint must be greater than
or equal to the estimated maximum
torque at warm idle (in-drive)
conditions, Tidlemaxest, using the
following equation. For engines with an
adjustable warm idle speed setpoint,
evaluate Tidlemaxest at the maximum
warm idle speed, fnidlemax. For engines
without an adjustable warm idle speed
setpoint, use the warm idle speed (with
zero torque on the primary output
shaft), fnidle.
_
Jid!emaxest -
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Frm 00087
Fmt 4701
Pace ) •
f nidle
1.1
Eq. 1036.535-3
Example:
Tfnstall = 1870 N·m
fntest = 1740.8 r/min = 182.30 rad/s
fnstall = 1740.8 r/min = 182.30 rad/s
fnidle = 700 r/min = 73.30 rad/s
Pacc = 1500 W
73.30
Sfmt 4725
+
Where:
Tfnstall = the maximum engine torque at fnstall.
fnidle = the applicable engine idle speed as
described in this paragraph (d).
fnstall = the stall speed of the torque converter;
use fntest or 2250 r/min, whichever is
lower.
Pacc = accessory power for the vehicle class;
use 1500 W for Vocational Light HDV,
2500 W for Vocational Medium HDV,
and 3500 W for Tractors and Vocational
Heavy HDV.
-[1870-73.302 + 1SOO]·l.1=355.07N-m
~dlemaxest -
(TfnstaU-fn~dle
flstan
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.040</GPH>
regeneration event to finish. You may
continue to operate at the engine-idle
operating point where the event began
or, using good engineering judgment,
you may transition to another operating
condition to reduce the regeneration
event duration. If the event occurs
during a test interval, void that test
interval. Once the regeneration event is
finished, restart the fuel-consumptionat-idle sequence by repeating the steps
in paragraphs (c)(3) through (5) of this
section for all the remaining engine-idle
operating points.
(iii) You may interrupt the fuelconsumption-at-idle sequence after any
of the test intervals. Restart the fuelconsumption-at-idle sequence by
repeating the steps in paragraphs (c)(3)
through (5) of this section for all the
remaining engine-idle operating points.
(iv) If the fuel-consumption-at-idle
sequence is interrupted due to test
equipment or engine malfunction,
correct the malfunction and restart the
fuel-consumption-at-idle sequence by
repeating the steps in paragraphs (c)(3)
through (5) of this section for all the
remaining engine-idle operating points.
If the malfunction occurred during a test
interval, void that test interval.
(v) If any idle test intervals are
voided, repeat the steps in paragraphs
(c)(3) through (5) of this section for each
of the voided engine-idle operating
points.
(8) Correct the measured or calculated
Ô at each
mean fuel mass flow rate, m
fuel
of the engine-idle operating points to
account for mass-specific net energy
content as described in paragraph
(b)(13) of this section.
(d) Steady-state fuel maps used for
cycle-average fuel mapping of the cruise
cycles. Determine fuel-consumption
rates for each engine configuration over
a series of steady-state engine operating
points near idle as described in this
paragraph (d). You may use shared data
across an engine platform to the extent
that the fuel-consumption rates remain
valid.
(1) Perform steady-state fuel mapping
as described in paragraph (b) of this
section with the following exceptions:
(i) All the required steady-state engine
operating points as described in
paragraph (b)(1)(i) of this section are
optional.
(ii) Select speed setpoints to cover the
range of idle speeds expected as follows:
(A) The minimum number of speed
setpoints is two.
will use an average of indirect
measurement of fuel flow with dilute
sampling and direct sampling. For
dilute sampling of emissions, measure
background according to the provisions
described in 40 CFR 1065.140, but read
the background as described in
paragraph (c)(7)(i) of this section. If you
use batch sampling to measure
background emissions, you may sample
periodically into the bag over the course
of multiple test intervals and read them
as allowed in paragraph (b)(7)(i) of this
section. If you use this paragraph
(c)(5)(i), you must apply the same
background readings to correct
emissions from each of the applicable
test intervals. Note that the minimum
dilution ratio requirements for PM
sampling in 40 CFR 1065.140(e)(2) do
not apply. We recommend minimizing
the CVS flow rate to minimize errors
due to background correction consistent
with good engineering judgment and
operational constraints such as
minimum flow rate for good mixing.
(ii) Direct measurement of fuel flow.
Record speed and torque and measure
fuel consumption with a fuel flow meter
for a (600 ±1) second test interval;
determine the corresponding mean
values for the test interval.
(6) After completing the test interval
described in paragraph (c)(5) of this
section, repeat the steps in paragraphs
(c)(3) through (5) of this section for all
the remaining engine-idle operating
points. After completing the test interval
on the last engine-idle operating point,
the fuel-consumption-at-idle sequence
is complete.
(7) The following provisions apply for
interruptions in the fuel-consumptionat-idle sequence in a way that is
intended to produce results equivalent
to running the sequence without
interruption:
(i) You may pause the fuelconsumption-at-idle sequence after each
test interval to calibrate emissionmeasurement instrumentation and to
read and evacuate background bag
samples collected over the course of a
single test interval. This paragraph
(c)(7)(i) allows you to shut-down the
engine or to spend more time at the
speed/torque idle setpoint after
completing the test interval before
transitioning to the step in paragraph
(c)(3) of this section.
(ii) If an infrequent regeneration event
occurs, interrupt the fuel-consumptionat-idle sequence and allow the
ER29JN21.039</GPH>
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34394
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
•
= mfuel
•
Emfue1meas
Emfue!Cref • Wcref
Eq. 1036.535-4
Where:
Emfuelmeas = the mass-specific net energy
content of the test fuel as determined in
§ 1036.530(b)(1).
EmfuelCref = the reference value of carbonmass-specific net energy content for the
appropriate fuel. Use the values shown
in Table 1 of § 1036.530 for the
designated fuel types, or values we
approve for other fuel types.
wCref = the reference value of carbon mass
fraction for the test fuel as shown in
Table 1 of § 1036.530 for the designated
fuels. For other fuels, use the reference
carbon mass fraction of diesel fuel for
engines subject to compression-ignition
standards, and use the reference carbon
mass fraction of gasoline for engines
subject to spark-ignition standards.
Example:
Ô = 0.933 g/s
m
§ 1036.540 Determining cycle-average
engine fuel maps.
fuel
Emfuelmeas = 42.7984 MJ/kgC
EmfuelCref = 49.3112 MJ/kgC
wCref = 0.874
m
=0.933-
fuel
42 ·7984
=0.927 Is
49.3112-0.874
g
lotter on DSK11XQN23PROD with RULES2
(g) Measured vs. declared fuelconsumption rates. Select fuelconsumption rates in g/s to characterize
the engine’s fuel maps. These declared
values may not be lower than any
corresponding measured values
determined in paragraphs (b) through
(d) of this section. This includes if you
(a) Overview. This section describes
how to determine an engine’s cycleaverage fuel maps for model year 2021
and later vehicles with transient cycles.
This section may also apply for highway
cruise cycles as described in § 1036.510.
Vehicle manufacturers may need cycleaverage fuel maps for transient duty
cycles, highway cruise cycles, or both to
demonstrate compliance with emission
standards under 40 CFR part 1037.
Generating cycle-average engine fuel
maps consists of the following steps:
(1) Determine the engine’s torque
maps as described in § 1036.510(a).
(2) Determine the engine’s steadystate fuel map and fuel consumption at
idle as described in § 1036.535.
(3) Simulate several different vehicle
configurations using GEM (see 40 CFR
1037.520) to create new engine duty
cycles, as described in paragraph (c) of
this section. The transient vehicle duty
cycles for this simulation are in 40 CFR
part 1037, appendix I; the highway
cruise cycles with grade are in 40 CFR
part 1037, appendix IV. Note that GEM
simulation relies on vehicle service
classes as described in 40 CFR 1037.140.
(4) Test the engines using the new
duty cycles to determine fuel
consumption, cycle work, and average
vehicle speed as described in paragraph
(d) of this section and establish GEM
inputs for those parameters for further
vehicle simulations as described in
paragraph (e) of this section.
(b) General test provisions. The
following provisions apply for testing
under this section:
(1) To perform fuel mapping under
this section for hybrid engines, make
sure the engine and its hybrid features
are appropriately configured to
represent the hybrid features in your
testing.
(2) Measure NOX emissions for each
specified sampling period in grams. You
may perform these measurements using
a NOX emission-measurement system
that meets the requirements of 40 CFR
part 1065, subpart J. Include these
measured NOX values any time you
report to us your fuel consumption
values from testing under this section. If
a system malfunction prevents you from
measuring NOX emissions during a test
under this section but the test otherwise
gives valid results, you may consider
this a valid test and omit the NOX
emission measurements; however, we
may require you to repeat the test if we
determine that you inappropriately
voided the test with respect to NOX
emission measurement.
(3) This section uses engine
parameters and variables that are
consistent with 40 CFR part 1065.
(4) For variable-speed gaseous-fueled
engines with a single-point fuel
injection system, apply all of the
following statistical criteria to validate
the transient duty cycle in 40 CFR part
1037, appendix I:
TABLE 1 TO § 1036.540
Parameter
Speed
Torque
Power
Slope, a1 ........................................
Absolute value of intercept, |a0| .....
0.950 ≤ a1 ≤1.030 .........................
≤10% of warm idle ........................
0.830 ≤ a1 ≤1.030 .........................
≤3% of maximum mapped torque
0.830 ≤ a1 ≤1.030.
≤2% of maximum mapped power.
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29JNR2
ER29JN21.042</GPH>
•
mfuelcor
use multiple measurement methods as
allowed in paragraph (b)(7) of this
section. You may select any value that
is at or above the corresponding
measured value. These declared fuelconsumption rates, which serve as
emission standards under § 1036.108,
are the values that vehicle
manufacturers will use for certification
under 40 CFR part 1037. Note that
production engines are subject to GEM
cycle-weighted limits as described in
§ 1036.301. If you perform the carbon
balance error verification in § 1036.543,
for each fuel map data point:
(1) If you pass the ∈rC verification,
you must declare fuel-consumption
rates no lower than the average of the
direct and indirect fuel measurements.
(2) If you pass either the ∈aC
verification or ∈aCrate verification and
fail the ∈rC verification, you must
declare fuel-consumption rates no lower
than the indirect fuel measurement.
(3) If you don’t pass the ∈rC, ∈aC, and
∈aCrate verifications, you must declare
fuel-consumption rates no lower than
the highest rate for the direct and
indirect fuel measurements.
(h) EPA measured fuel-consumption
rates. If we pass the carbon mass
relative error for a test interval (∈rC)
verification, the official fuelconsumption rate result will be the
average of the direct and indirect fuel
measurements. If we pass either the
carbon mass absolute error for a test
interval (∈aC) verification or carbon
mass rate absolute error for a test
interval (∈aCrate) verification and fail the
∈rC verification, the official fuelconsumption rate result will be the
indirect fuel measurement.
■ 115. Revise § 1036.540 to read as
follows:
ER29JN21.041</GPH>
(2) Remove the points from the
default map that are below 115% of the
maximum speed and 115% of the
maximum torque of the boundaries of
the points measured in paragraph (d)(1)
of this section.
(3) Add the points measured in
paragraph (d)(1) of this section.
(e) Carbon balance verification. The
provisions related to carbon balance
verification in § 1036.543 apply to test
intervals in this section.
(f) Correction for net energy content.
Correct the measured or calculated
Ô at each
mean fuel mass flow rate, m
fuel
engine operating condition as specified
in paragraphs (b), (c), and (d) of this
section to a mass-specific net energy
content of a reference fuel using the
following equation:
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34395
TABLE 1 TO § 1036.540—Continued
Parameter
Speed
Torque
Standard error of the estimate,
SEE.
Coefficient of determination, r2 ......
≤5% of maximum test speed ........
≤15% of maximum mapped
torque.
≥0.700 ...........................................
≥0.970 ...........................................
(c) Create engine duty cycles. Use
GEM to simulate several different
vehicle configurations to create
transient and highway cruise engine
duty cycles corresponding to each
vehicle configuration, as follows:
(1) Set up GEM to simulate vehicle
operation based on your engine’s torque
maps, steady-state fuel maps, engine
minimum warm-idle speed and fuel
consumption at idle as described in
paragraphs (a)(1) and (2) of this section,
as well as 40 CFR 1065.405(b). For
engines without an adjustable warm idle
speed replace minimum warm idle
speed with warm idle speed, fnidle.
(2) Set up GEM with transmission
parameters for different vehicle service
Power
≤15% of
power.
≥0.750.
maximum
mapped
classes and vehicle duty cycles as
described in Table 2 of this section. For
automatic transmissions set neutral idle
to ‘‘Y’’ in the vehicle file. These values
are based on automatic or automated
manual transmissions, but they apply
for all transmission types.
Table 2 to §1036.540-Assi2;ned Transmission Parameters
TRACTORSAND
HEAVYHDV,
TRANSIENT CYCLE
LIGHT HDV AND
MEDIUMHDV
Transmission
Type
1
Automatic
Transmission
Torque Limit
Gear
(N·m)
Ratio
3.10
2
1.81
3
1.41
4
1.00
Gear Number
Automatic Transmission
Gear
Ratio
3.51
Torque Limit
(N·m)
1.91
1.43
Tmax
Tmax
1.00
5
0.71
0.74
6
0.61
0.64
1.89
7
1.38
-
9
1.00
10
0.73
3
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Lockup Gear
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8
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TRACTORS AND
HEAVYHDV,
HIGHWAY CRUISE
CYCLE
Automated Manual
Transmission
Torque Limit
Gear
(N·m)
Ratio
12.8
9.25
6.76
4.90
3.58
Tmax
2.61
34396
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(i) Use one of the following equations to determine tire size,
fntire
,
and drive axle ratio,
Vvehicle
at each of the defined engine speeds in Tables 3 through 5 of this section:
ka,
(A) Select a value for [
and solve for
htire ]
ka[speedJ
using the following equation:
Vvehicle [speed]
=
k
a[speed]
l
fn[speed]
[
/" .
~
V vehicle
. k top gear . V ref
[speed]
Eq. 1036.540-1
Where:
fn[speed] = engine’s angular speed as
determined in paragraph (c)(3)(ii) or (iii)
of this section.
ktopgear = transmission gear ratio in the
highest available gear from Table 2 of
this section (for powertrain testing use
actual top gear ratio).
(B) Select a value for ka[speedJ and solve for [
vref = reference speed. Use 65 mi/hr for the
transient cycle and the 65 mi/hr highway
cruise cycle, and use 55 mi/hr for the 55
mi/hr highway cruise cycle.
using the following equation:
htire ]
Vvehicle [speed]
[
h[speed]
htire ]
V vehicle
ka[speed]° ktopgear • V ref
[speed]
Eq. 1036.540-2
Example for a vocational Light HDV or
vocational Medium HDV with a 6-speed
automatic transmission at B speed (Test
3 or 4 in Table 3 of this section):
kaB = 4.0
ktopgear = 0.61
vref = 65 mi/hr = 29.06 m/s
fnrefB = 1870 r/min = 31.17 r/s
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
= 0.4396 r/m
additional vehicle configurations with
different ka and Crr values to represent
a wider range of in-use vehicle
configurations. For all vehicle
configurations set the drive axle
configuration to 4×2. For powertrain
testing, set Mrotating to 340 kg and Effaxle
to 0.955 for all vehicle configurations.
Set the axle ratio, ka, and tire size,
PO 00000
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fntire
Vvehicle
for each vehicle configuration based on
the corresponding designated engine
speed (fnrefA, fnrefB, fnrefC, or fntest) at 65
mi/hr for the transient cycle and the 65
mi/hr highway cruise cycle, and at 55
mi/hr for the 55 mi/hr highway cruise
cycle. These vehicle speeds apply
equally for engines subject to sparkignition standards. Use the following
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.047</GPH>
(ii) Test at least eight different vehicle
configurations for engines that will be
installed in vocational Light HDV or
vocational Medium HDV using vehicles
in Table 3 of this section. For example,
if your engines will be installed in
vocational Medium HDV and vocational
Heavy HDV, you might select Tests 2, 4,
6, and 8 of Table 3 of this section to
represent vocational Medium HDV and
Tests 2, 3, 4, 6, and 9 of Table 4 of this
section to represent vocational Heavy
HDV. You may test your engine using
B
ER29JN21.046</GPH>
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Vvehicle
3 Ll 7
4.0-0.61-29.06
ER29JN21.045</GPH>
fntire ]
ER29JN21.044</GPH>
[
34397
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
settings specific to each vehicle
configuration:
Table 3 to §1036.540-Vehicle Configurations for Testing Vocational Light HDV or
Vocational Medium HDV
VEIDCLE CONFIGURATION NUMBER
Crr (kg/tonne)
fntire
1
2
3
4
5
6
7
8
6.2
7.7
6.2
7.7
6.2
7.7
6.2
7.7
A
A
B
B
C
C
Maximum
test speed
Maximum
test speed
Minimum
NTE
exclusion
speed
Minimum
NTE
exclusion
speed
A
A
B
B
C
C
LHD
MHD
LHD
MHD
LHD
MHD
LHD
MHD
7,257
11,408
7,257
11,408
7,257
11,408
7,257
11,408
3.4
5.4
3.4
5.4
3.4
5.4
3.4
5.4
andka for CI
V vehicle
engines at engine
speed
fntire
andka for SI
Vvehicle
engines at engine
speed
GEM Regulatory
Subcategory
M(kg)a
CiAa
aNote that Mand CciA are applicable for powertrain testing only since GEM contains default Mand CciA values for
each vocational regulatory category.
configurations. Set the axle ratio, ka, and
tire size,
fntire
V vehicle
ER29JN21.049</GPH>
for each vehicle configuration based on
the corresponding designated engine
speed (B, fntest, or the minimum NTE
exclusion speed as determined in 40
CFR 86.1370(b)(1)) at 65 mi/hr for the
transient duty cycle and the 65 mi/hr
highway cruise duty cycle, and at 55
mi/hr for the 55 mi/hr highway cruise
duty cycle. Use the settings specific to
each vehicle configuration as shown in
Table 4 or Table 5 of this section, as
appropriate. Engines subject to testing
under both Tables 4 and 5 of this
section need not repeat overlapping
vehicle configurations, so complete fuel
mapping requires testing 12 (not 15)
vehicle configurations for those engines.
However, the preceding sentence does
not apply if you choose to create two
separate maps from the vehicle
configurations defined in Tables 4 and
5 of this section. Note that Mrotating is
needed for powertrain testing but not for
engine testing. Tables 4 and 5 follow:
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(iii) Test nine different vehicle
configurations for engines that will be
installed in vocational Heavy HDV and
for tractors that are not heavy-haul
tractors. Test six different vehicle
configurations for heavy-haul tractors.
You may test your engines for
additional configurations with different
ka, CdA, and Crr values to represent a
wider range of in-use vehicle
configurations. Set Crr to 6.9 for all nine
defined vehicle configurations. For class
7 and 8 vehicle configurations set the
drive axle configuration to 4×2 and 6×4
respectively. For powertrain testing, set
Effaxle to 0.955 for all vehicle
34398
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Table 4 of §1036.540-Vehicle Configurations for Testing
G enera1P·uroose Tractors and V ocat10nal Heavy HDV
VEHICLE CONFIGURATION NUMBER
CcI,4
Mrotating (kg)
fntire
andka
V vehicle
at engine speed
GEM
Regulatory
Subcategory
Vehicle Weight
Reduction
(lbs)a
M(kg)b
1
2
3
4
5
6
5.4
1,021
Minimum
NTE
exclusion
speed
4.7
4.0
5.4
1,021
4.7
4.0
794
Minimum
NTE
exclusion
speed
794
Minimum
NTE
exclusion
speed
794
794
B
B
CS SCH
R
CS DCM
R
C7 DCMR
CS SC
HR
0
13,275
6,147
31,97S
25,515
19,051
7
8
9
5.4
1,021
4.7
4.0
794
794
B
Maximum
test speed
Maximum
test speed
Maximum
test speed
CS D
C MR
C7 D
C MR
CS SCH
R
CS DCMR
C7 DC
MR
0
13,275
6,147
0
13,275
6,147
31,97S
25,515
19,051
31,97S
25,515
19,051
aNote that vehicle weight reduction is not applicable for powertrain testing, since Mis the total mass that is to be simulated.
bN ote that Mis applicable for powertrain testing only since GEM contains default M values for each vocational regulatory
category.
Table 5 of §1036.540-Vehicle Configurations for Testing Heavy-Haul Tractors
VEHICLE CONFIGURATION NUMBER
4
5
6
CcI,4
5.0
5.4
5.0
5.4
5.0
5.4
1,021
Minimum
NTE
exclusion
speed
1,021
Minimum
NTE
exclusion
speed
1,021
1,021
1,021
1,021
B
B
Maximum
test speed
Maximum
test speed
CS HH
CS - SC- HR
CS HH
CS - SC- HR
CS HH
CS- SC- HR
53,751
31,97S
53,751
31,97S
53,751
31,97S
andka
Vvehicle
at engine speed
GEM
Regulatory
Subcategory
M(kg)
(iv) If the engine will be installed in
a combination of vehicles defined in
paragraphs (c)(3)(ii) and (iii) of this
section, use good engineering judgment
to select at least nine vehicle
configurations from Tables 3 and 4 of
this section that best represent the range
of vehicles your engine will be sold in.
If there are not nine representative
configurations you must add vehicles,
that you define, to reach a total of at
least nine vehicles. For example, if your
engines will be installed in vocational
Medium HDV and vocational Heavy
HDV, select Tests 2, 4, 6 and 8 of Table
3 of this section to represent Medium
HDV and Tests 3, 6, and 9 of Table 4
of this section to represent vocational
Heavy HDV and add two more vehicles
that you define. You may test your
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
engine using additional vehicle
configurations with different ka and Crr
values to represent a wider range of inuse vehicle configurations.
(v) Use the defined values in Tables
2 through 5 of this section to set up
GEM with the correct regulatory
subcategory and vehicle weight
reduction, if applicable, to achieve the
target vehicle mass, M, for each test.
(4) Use the GEM output of
instantaneous engine speed and engine
flywheel torque for each of the vehicle
configurations to generate a 10 Hz
transient duty cycle corresponding to
each vehicle configuration operating
over each vehicle duty cycle.
(d) Test the engine with GEM cycles.
Test the engine over each of the
transient engine duty cycles generated
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in paragraph (c) of this section as
follows:
(1) Determine the sequence of engine
duty cycles (both required and optional)
for the cycle-average-fuel-mapping
sequence as follows:
(i) Sort the list of engine duty cycles
into three separate groups by vehicle
duty cycle; transient vehicle duty cycle,
55 mi/hr highway cruise duty cycle, and
the 65 mi/hr highway cruise duty cycle.
(ii) Within each group of engine duty
cycles derived from the same vehicle
duty cycle, order the duty cycles as
follows: Select the engine duty cycle
with the highest reference cycle work;
followed by the cycle with the lowest
cycle work; followed by the cycle with
next highest cycle work; followed by the
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3
Mrotating (kg)
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
cycle with the next lowest cycle work;
until all the cycles are selected.
(iii) For each engine duty cycle,
preconditioning cycles will be needed
to start the cycle-average-fuel-mapping
sequence.
(A) For the first and second cycle in
each sequence, the two preconditioning
cycles are the first cycle in the
sequence, the transient vehicle duty
cycle with the highest reference cycle
work. This cycle is run twice for
preconditioning prior to starting the
sequence for either of the first two
cycles.
(B) For all other cycles, the two
preconditioning cycles are the previous
two cycles in the sequence.
(2) If the engine has an adjustable
warm idle speed setpoint, set it to its
minimum value, fnidlemin.
(3) During each test interval, control
speed and torque to meet the cycle
validation criteria in 40 CFR 1065.514,
except as noted in this paragraph (d)(3).
Note that 40 CFR part 1065 does not
allow subsampling of the 10 Hz GEM
generated reference cycle. If the range of
reference speeds is less than 10 percent
of the mean reference speed, you only
need to meet the standard error of the
estimate in Table 2 of 40 CFR 1065.514
for the speed regression.
(4) Warm-up the engine as described
in 40 CFR 1065.510(b)(2).
(5) Transition between duty cycles as
follows:
(i) For transient duty cycles, start the
next cycle within 10 seconds after the
conclusion of the preceding cycle. Note
that this paragraph (d)(5)(i) applies to
transitioning from both the
preconditioning cycles and tests for
record.
(ii) For cruise cycles, linearly ramp to
the next cycle over 5 seconds and
stabilize for 15 seconds prior to starting
the next cycle. Note that this paragraph
(d)(5)(ii) applies to transitioning from
both the preconditioning cycles and
tests for record.
(6) Operate the engine over the engine
duty cycle and record measurements
using one of the methods described in
paragraph (d)(6)(i) or (ii) of this section.
You must also measure and report NOX
emissions over each test interval as
described in paragraph (a)(2) of this
section. If you use redundant systems
for the determination of fuel
consumption, for example combining
measurements of dilute and raw
emissions when generating your map,
follow the requirements of 40 CFR
1065.201(d).
(i) Indirect measurement of fuel flow.
Record speed and torque and measure
emissions and other inputs needed to
run the chemical balance in 40 CFR
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
1065.655(c) for the test interval defined
by the first engine duty cycle; determine
the corresponding mean values for the
test interval. For dilute sampling of
emissions, in addition to the
background measurement provisions
described in 40 CFR 1065.140, you may
do the following:
(A) Measure background as described
in § 1036.535(b)(7)(i)(A) but read the
background as described in paragraph
(d)(9)(i) of this section.
(B) Measure background as described
in § 1036.535(b)(7)(i)(B) but read the
background as described in paragraph
(d)(9)(i) of this section.
(ii) Direct measurement of fuel flow.
Record speed and torque and measure
fuel consumption with a fuel flow meter
for the test interval defined by the first
engine duty cycle; determine the
corresponding mean values for the test
interval.
(7) Repeat the steps in paragraph
(d)(6) of this section for all the
remaining engine duty cycles.
(8) Repeat the steps in paragraphs
(d)(4) through (7) of this section for all
the applicable groups of duty cycles
(e.g., transient vehicle duty cycle, 55
mi/hr highway cruise duty cycle, and
the 65 mi/hr highway cruise duty cycle).
(9) The following provisions apply for
interruptions in the cycle-average-fuelmapping sequence in a way that is
intended to produce results equivalent
to running the sequence without
interruption:
(i) You may pause the cycle-averagefuel-mapping sequence after each test
interval to calibrate emissionmeasurement instrumentation, to read
and evacuate background bag samples
collected over the course of multiple
test intervals, or to sample the dilution
air for background emissions. This
paragraph (d)(9)(i) requires you to shutdown the engine during the pause. If the
pause is longer than 30 minutes, restart
the engine and restart the cycle-averagefuel-mapping sequence at the step in
paragraph (d)(4) of this section.
Otherwise, restart the engine and restart
the cycle-average-fuel-mapping
sequence at the step in paragraph (d)(5)
of this section.
(ii) If an infrequent regeneration event
occurs, interrupt the cycle-average-fuelmapping sequence and allow the
regeneration event to finish. You may
continue to operate the engine over the
engine duty cycle where the event began
or, using good engineering judgment,
you may transition to another operating
condition to reduce the regeneration
event duration.
(A) Determine which cycles in the
sequence to void as follows:
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34399
(1) If the regeneration event began
during a test interval, the cycle
associated with that test interval must
be voided.
(2) If you used dilute sampling to
measure emissions and you used batch
sampling to measure background
emissions that were sampled
periodically into the bag over the course
of multiple test intervals and you are
unable to read the background bag (e.g.,
sample volume too small), void all
cycles associated with that background
bag.
(3) If you used dilute sampling to
measure emissions and you used the
option to sample periodically from the
dilution air and you did not meet all the
requirements for this option as
described in paragraph (d)(6)(i)(B) of
this section, void all cycles associated
with those background readings.
(4) If the regeneration event began
during a non-test-interval period of the
sequence and the provisions in
paragraphs (d)(9)(ii)(A)(2) and (3) of this
section do not apply, you do not need
to void any cycles.
(B) Determine the cycle to restart the
sequence. Identify the cycle associated
with the last valid test interval. The next
cycle in the sequence is the cycle to be
used to restart the sequence.
(C) Once the regeneration event is
finished, restart the sequence at the
cycle determined in paragraph
(d)(9)(ii)(B) of this section instead of the
first cycle of the sequence. If the engine
is not already warm, restart the
sequence at paragraph (d)(4) of this
section. Otherwise, restart at paragraph
(d)(5) of this section.
(iii) If the cycle-average-fuel-mapping
sequence is interrupted due to test
equipment or engine malfunction,
correct the malfunction and follow the
steps in paragraphs (d)(9)(ii)(A) through
(C) of this section to restart the
sequence. Treat the detection of the
malfunction as the beginning of the
regeneration event.
(iv) If any test interval in the cycleaverage-fuel-mapping sequence is
voided, you must rerun that test interval
as described in this paragraph (d)(9)(iv).
You may rerun the whole sequence or
any contiguous part of the sequence. If
you end up with multiple valid test
intervals for a given cycle, use the last
valid test interval for determining the
cycle-average fuel map. If the engine has
been shut-down for more than 30
minutes or if it is not already warm,
restart the sequence at paragraph (d)(4)
of this section. Otherwise, restart at
paragraph (d)(5) of this section. Repeat
the steps in paragraphs (d)(6) and (7) of
this section until you complete the
whole sequence or part of the sequence.
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34400
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
The following examples illustrate
possible scenarios for completing only
part of the sequence:
(A) If you voided only the test interval
associated with the fourth cycle in the
sequence, you may restart the sequence
using the second and third cycles as the
preconditioning cycles and stop after
completing the test interval associated
with the fourth cycle.
(B) If you voided the test intervals
associated with the fourth and sixth
cycles, you may restart the sequence
using the second and third cycles as the
preconditioning cycles and stop after
completing the test interval associated
with the sixth cycle. If the test interval
associated with the fifth cycle in this
sequence was valid, it must be used for
determining the cycle-average fuel map
instead of the original one.
mfuel[cycle]
(10) For plug-in hybrid engines,
precondition the battery and then
complete all back-to-back tests for each
vehicle configuration according to 40
CFR 1066.501 before moving to the next
vehicle configuration.
(11) You may send signals to the
engine controller during the test, such
as current transmission gear and vehicle
speed, if that allows engine operation
during the test to better represent in-use
operation.
(12) For hybrid powertrains with no
plug-in capability, correct for the net
energy change of the energy storage
device as described in 40 CFR 1066.501.
For plug-in hybrid engines, follow 40
CFR 1066.501 to determine End-of-Test
for charge-depleting operation; to do
this, you must get our advance approval
for a utility factor curve. We will
= MC .
Wcmeas
(t
(rzexhi •
i=I
Xccombdryi
1+ XH20exhdryi
•
approve your utility factor curve if you
can show that you created it from
sufficient in-use data of vehicles in the
same application as the vehicles in
which the plug-in hybrid electric
vehicle (PHEV) engine will be installed.
(13) Calculate the fuel mass flow rate,
mfuel, for each duty cycle using one of
the following equations:
(i) Determine fuel-consumption rates
using emission measurements from the
raw or diluted exhaust, calculate the
mass of fuel for each duty cycle,
mfuel[cycle], as follows:
(A) For calculations that use
continuous measurement of emissions
and continuous CO2 from urea, calculate
mfuel[cycle] using the following equation:
/1(]- -f (
_l
Mc02
111c02DEFi
•
/1( )]
i=I
Eq. 1036.540-3
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01:55 Jun 29, 2021
Jkt 253001
mole of dry exhaust as determined in 40
CFR 1065.655(c).
xH2Oexhdry = amount of H2O in exhaust per
mole of exhaust as determined in 40 CFR
1065.655(c).
Dt = 1/frecord
MCO2 = molar mass of carbon dioxide.
˙ CO2DEFi = mass emission rate of CO2
m
resulting from diesel exhaust fluid
decomposition over the duty cycle as
determined from § 1036.535(b)(7). If your
engine does not utilize diesel exhaust
fluid for emission control, or if you
choose not to perform this correction, set
˙ CO2DEFi equal to 0.
m
Example:
MC = 12.0107 g/mol
PO 00000
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wCmeas = 0.867
N = 6680
n˙exh1 = 2.876 mol/s
n˙exh2 = 2.224 mol/s
xCcombdry1 = 2.61·10¥3 mol/mol
xCcombdry2 = 1.91·10¥3 mol/mol
xH2Oexh1 = 3.53·10¥2 mol/mol
xH2Oexh2 = 3.13·10¥2 mol/mol
frecord = 10 Hz
Dt = 1/10 = 0.1 s
MCO2 = 44.0095 g/mol
˙ CO2DEF1 = 0.0726 g/s
m
˙ CO2DEF2 = 0.0751 g/s
m
BILLING CODE 6560–50–P
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Where:
MC = molar mass of carbon.
wCmeas = carbon mass fraction of fuel (or
mixture of test fuels) as determined in 40
CFR 1065.655(d), except that you may
not use the default properties in Table 1
of 40 CFR 1065.655 to determine a, b,
and wC for liquid fuels.
i = an indexing variable that represents one
recorded emission value.
N = total number of measurements over the
duty cycle.
n˙exh = exhaust molar flow rate from which
you measured emissions.
xCcombdry = amount of carbon from fuel and
any injected fluids in the exhaust per
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34401
2.876• 2 ·61 · 10-3 ·0.1+
1 + 3_53 .10-2
2.224· 1. 91 · 10-3 ·0.1+
1+ 3 .13 . 10-2
12.0107
mfueltransientTestl
= 0 _867 ·
•• •
-
mfueltransientTestl
Xccombdr6680
A
+ n.exh6680 . --==="""'-· LJ.(6680
1+ XH20exhdry6680
l
·(0.0726-1.0 +0.0751-1.0 + ... + ,nC02DEF6680
44.0095
• Llf6680)
= 1619 .6 g
(B) If you measure batch emissions and continuous CO2 from urea, calculate
mfueI[cycleJ
using the following equation:
Mc
mfuel[cycle]
-Xccombdry
N
+ XH20exhdry
Wcmeas
1
•
N
.
· z)nexhi ·M)--M Z:(mc02DEFi
=--· ( 1 -
i=l
·M)
]
CO2 i=l
Eq. 1036.540-4
(C) If you measure continuous emissions and batch CO2 from urea, calculate
mfueI[cycleJ
mfuel[cycle]
using the following equation:
Mc
=-· (~(.
L... nexhi • l
Wcmeas
i=I
Xccombdryi
+ XH20exhdryi
. Llt ] - mC02DEF]
M
CO2
Eq. 1036.540-5
(D) If you measure batch emissions and batch CO2 from urea, calculate mfueI[cycleJ
using the following equation:
MC
mfuel[cycle]
N
•
mC02DEF ]
· Z:(nexhi ·M)- M
-Xccombdry
= - - · ( 1+ Wcmeas
XH20exhdry
1=!
CO2
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(ii) Manufacturers may choose to
measure fuel mass flow rate. Calculate
the mass of fuel for each duty cycle,
mfuel[cycle], as follows:
mfuel
= Imfueli .Af
i=l
Eq. 1036.540-7
Where:
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i = an indexing variable that represents one
recorded value.
N = total number of measurements over the
duty cycle. For batch fuel mass
measurements, set N = 1.
˙ fueli = the fuel mass flow rate, for each
m
point, i, starting from i = 1.
Dt = 1/frecord
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BILLING CODE 6560–50–C
ER29JN21.054</GPH>
Eq. 1036.540-6
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frecord = the data recording frequency.
mfueltransient = 111.95 g
(14) The provisions related to carbon
balance error verification in § 1036.543
apply to test intervals in this section.
(15) Correct the measured or
calculated fuel mass flow rate, mfuel, for
each test result to a mass-specific net
energy content of a reference fuel as
described in § 1036.535(e), replacing
Ô in Eq. 1036.535–4.
with m
fuel
Example:
N = 6680
˙ fuel1 = 1.856 g/s
m
˙ fuel2 = 1.962 g/s
m
frecord = 10 Hz
Dt = 1/10 = 0.1 s
mfueltransient = (1.856 + 1.962 + . . . +
˙ fuel6680) · 0.1
m
(16) For engines designed for plug-in
hybrid electric vehicles, the mass of fuel
for each cycle, mfuel[cycle], is the utility
factor-weighted fuel mass. This is done
by calculating mfuel for the full chargedepleting and charge-sustaining
portions of the test and weighting the
results, using the following equation:
mfuel[ cyclej,plug-in =mfuel[ cycle],CD ·URD,CD +mfuel[ cycle],CS ·(I-URD,CD )
Eq. 1036.540-8
Where:
mfuel[cycle],CD = total mass of fuel for all the
tests in the charge-depleting portion of
the test.
UFD,CD = utility factor fraction at distance
DCD as determined by interpolating the
approved utility factor curve.
mfuel[cycle],CS = total mass of fuel for all the
tests in the charge-sustaining portion of
the test.
(e) Determine GEM inputs. Use the
results of engine testing in paragraph (d)
of this section to determine the GEM
inputs for the transient duty cycle and
optionally for each of the highway
cruise cycles corresponding to each
simulated vehicle configuration as
follows:
(1) Your declared fuel mass
consumption, mfuel[cycle]. Using the
calculated fuel mass consumption
values described in paragraph (d) of this
section, declare values using the method
described in § 1036.535(g).
(2) We will determine mfuel[cycle]
values using the method described in
§ 1036.535(h).
(3) Engine output speed per unit
vehicle speed,
N
Dco
= I(vi ·MJ
i=l
Eq. 1036.540-9
Where:
v = vehicle velocity at each time step. For
tests completed under this section, v is
the vehicle velocity in the GEM dutycycle file. For tests under 40 CFR
1037.550, v is the vehicle velocity as
determined by Eq. 1037.550–1 of 40 CFR
1037.550. Note that this should include
complete and incomplete chargedepleting tests.
[hengine]
Vvehicle
[cyclel '
by taking the average engine speed
measured during the engine test while
the vehicle is moving and dividing it by
the average vehicle speed provided by
GEM. Note that the engine cycle created
by GEM has a flag to indicate when the
vehicle is moving.
(4) Positive work determined
according to 40 CFR part 1065, W[cycle],
by using the engine speed and engine
torque measured during the engine test
while the vehicle is moving. Note that
the engine cycle created by GEM has a
flag to indicate when the vehicle is
moving.
(5) The engine idle speed and torque,
by taking the average engine speed and
torque measured during the engine test
while the vehicle is not moving. Note
that the engine cycle created by GEM
has a flag to indicate when the vehicle
is moving.
(6) The following table illustrates the
GEM data inputs corresponding to the
different vehicle configurations for a
given duty cycle:
Table 6 of §1036.540-Example vehicle configuration test result output matrix for Class 8
vocational vehicles
VEHICLE CONFIGURATION NUMBER
1
2
3
4
5
6
8
7
[f-·M l
9
ER29JN21.058</GPH>
mruel[ cycle]
ER29JN21.057</GPH>
[cyclel
W[cycle]
fidle
a
a
ER29JN21.056</GPH>
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fnidle
ardle speed and torque apply only for the transient duty cycle.
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116. Add § 1036.543 to read as
follows:
■
§ 1036.543 Carbon balance error
verification.
A carbon balance error verification
compares independent assessments of
the flow of carbon through the system
(engine plus aftertreatment). We will,
and you may optionally, verify carbon
balance error according to 40 CFR
1065.543. This section applies to all test
intervals in §§ 1036.535(b), (c), and (d)
and 1036.540 and 40 CFR 1037.550.
■ 117. Amend § 1036.620 by revising
paragraphs (a) and (b)(1)(iii) to read as
follows:
§ 1036.620 Alternate CO2 standards based
on model year 2011 compression-ignition
engines.
*
*
*
*
(a) The standards of this section are
determined from the measured emission
rate of the test engine of the applicable
baseline 2011 engine family or families
as described in paragraphs (b) and (c) of
this section. Calculate the CO2 emission
rate of the baseline test engine using the
same equations used for showing
compliance with the otherwise
applicable standard. The alternate CO2
standard for light and medium heavyduty vocational-certified engines
(certified for CO2 using the transient
cycle) is equal to the baseline emission
rate multiplied by 0.975. The alternate
CO2 standard for tractor-certified
engines (certified for CO2 using the SET
duty cycle) and all other heavy heavyduty engines is equal to the baseline
emission rate multiplied by 0.970. The
in-use FEL for these engines is equal to
the alternate standard multiplied by
1.03.
(b) * * *
(1) * * *
(iii) Calculate separate adjustments for
emissions over the SET duty cycle and
the transient cycle.
*
*
*
*
*
■ 118. Amend § 1036.701 by revising
paragraphs (i) and (j) to read as follows:
engines that did not generate credits
under this part.
(j) Credits you generate with
compression-ignition engines in 2020
and earlier model years may be used in
model year 2021 and later as follows:
(1) For credit-generating engines
certified to the tractor engine standards
in § 1036.108, you may use credits
calculated relative to the tractor engine
standards.
(2) For credit-generating engines
certified to the vocational engine
standards in § 1036.108, you may
optionally carry over adjusted
vocational credits from an averaging set,
and you may use credits calculated
relative to the emission levels in the
following table:
TABLE 1 OF § 1036.701—EMISSION
LEVELS FOR CREDIT CALCULATION
*
§ 1036.701
General provisions.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(i) Unless the regulations in this part
explicitly allow it, you may not
calculate Phase 1 credits more than once
for any emission reduction. For
example, if you generate Phase 1 CO2
emission credits for a hybrid engine
under this part for a given vehicle, no
one may generate CO2 emission credits
for that same hybrid engine and the
associated vehicle under 40 CFR part
1037. However, Phase 1 credits could be
generated for identical vehicles using
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Medium heavy-duty
engines
558 g/hp·hr ................
Heavy heavy-duty engines
525 g/hp·hr.
*
*
*
*
*
119. Amend § 1036.705 by revising
paragraphs (b)(2) and (5) to read as
follows:
■
§ 1036.705 Generating and calculating
emission credits.
*
*
*
*
*
(b) * * *
(2) For tractor engines:
Emission credits (Mg) = (Std¥FCL) ·
(CF) · (Volume) · (UL) · (10¥6)
Where:
Std = the emission standard, in g/hp-hr, that
applies under subpart B of this part for
engines not participating in the ABT
program of this subpart (the ‘‘otherwise
applicable standard’’).
FCL = the Family Certification Level for the
engine family, in g/hp-hr, measured over
the SET duty cycle rounded to the same
number of decimal places as the
emission standard.
CF = a transient cycle conversion factor (hphr/mile), calculated by dividing the total
(integrated) horsepower-hour over the
duty cycle (average of tractor-engine
configurations weighted by their
production volumes) by 6.3 miles for
engines subject to spark-ignition
standards and 6.5 miles for engines
subject to compression-ignition
standards. This represents the average
work performed by tractor engines in the
family over the mileage represented by
operation over the duty cycle. Note that
this calculation requires you to use the
transient cycle conversion factor even for
engines certified to standards based on
the SET duty cycle.
Volume = the number of tractor engines
eligible to participate in the averaging,
banking, and trading program within the
given engine family during the model
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34403
year, as described in paragraph (c) of this
section.
UL = the useful life for the given engine
family, in miles.
*
*
*
*
*
(5) You may generate CO2 emission
credits from a model year 2021 or later
medium heavy-duty engine family
subject to spark-ignition standards for
exchanging with other engine families
only if the engines in the family are
gasoline-fueled. You may generate CO2
credits from non-gasoline engine
families only for the purpose of
offsetting CH4 and/or N2O emissions
within the same engine family as
described in paragraph (d) of this
section.
*
*
*
*
*
■ 120. Amend § 1036.801 by:
■ a. Revising the definitions for
‘‘Auxiliary emission control device’’,
‘‘Heavy-duty vehicle’’, and ‘‘Hybrid’’.
■ b. Adding definitions for ‘‘Hybrid
engine’’, ‘‘Hybrid powertrain’’, and
‘‘Mild hybrid’’ in alphabetical order.
■ c. Revising the definition for ‘‘Steadystate’’.
The revisions and additions read as
follows:
§ 1036.801
Definitions.
*
*
*
*
*
Auxiliary emission control device
means any element of design that senses
temperature, motive speed, engine
speed (r/min), transmission gear, or any
other parameter for the purpose of
activating, modulating, delaying, or
deactivating the operation of any part of
the emission control system.
*
*
*
*
*
Heavy-duty vehicle means any motor
vehicle above 8,500 pounds GVWR. An
incomplete vehicle is also a heavy-duty
vehicle if it has a curb weight above
6,000 pounds or a basic vehicle frontal
area greater than 45 square feet. Curb
weight and basic vehicle frontal area
have the meaning given in 40 CFR
86.1803–01.
Hybrid means an engine or powertrain
that includes energy storage features
other than a conventional battery system
or conventional flywheel. Supplemental
electrical batteries and hydraulic
accumulators are examples of hybrid
energy storage systems. Note that certain
provisions in this part treat hybrid
engines and hybrid powertrains
intended for vehicles that include
regenerative braking different than those
intended for vehicles that do not
include regenerative braking.
Hybrid engine means a hybrid system
with features for storing and recovering
energy that are integral to the engine or
are otherwise upstream of the vehicle’s
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transmission other than a conventional
battery system or conventional flywheel.
Supplemental electrical batteries and
hydraulic accumulators are examples of
hybrid energy storage systems.
Examples of hybrids that could be
considered hybrid engines are P0, P1,
and P2 hybrids where hybrid features
are connected to the front end of the
engine, at the crankshaft, or connected
between the clutch and the transmission
where the clutch upstream of the hybrid
feature is in addition to the transmission
clutch(s), respectively. Note other
examples of systems that qualify as
hybrid engines are systems that recover
kinetic energy and use it to power an
electric heater in the aftertreatment.
Hybrid powertrain means a
powertrain that includes energy storage
features other than a conventional
battery system or conventional flywheel.
Supplemental electrical batteries and
hydraulic accumulators are examples of
hybrid energy storage systems. Note
other examples of systems that qualify
as hybrid powertrains are systems that
recover kinetic energy and use it to
power an electric heater in the
aftertreatment.
*
*
*
*
*
Mild hybrid means a hybrid engine or
powertrain with regenerative braking
capability where the system recovers
less than 20 percent of the total braking
energy over the transient cycle defined
in appendix I of 40 CFR part 1037.
*
*
*
*
*
Steady-state has the meaning given in
40 CFR 1065.1001. This includes fuel
mapping and idle testing where engine
speed and load are held at a finite set
of nominally constant values.
*
*
*
*
*
■ 121. Amend § 1036.805 by revising
paragraphs (b) through (f) and adding
paragraph (g) to read as follows:
§ 1036.805 Symbols, abbreviations, and
acronyms.
*
*
*
*
*
(b) Symbols for quantities. This part
uses the following symbols and units of
measure for various quantities:
lotter on DSK11XQN23PROD with RULES2
TABLE 2 TO § 1036.805—SYMBOLS FOR QUANTITIES
Symbol
Quantity
Unit
Unit
symbol
α .......................
A .......................
β ........................
CdA ...................
Crr .....................
D .......................
e ........................
∈ .......................
e .......................
Eff .....................
Em .....................
fn .......................
g .......................
i .........................
ka ......................
ktopgear ..............
m ......................
M ......................
M ......................
Mrotating .............
N .......................
P .......................
r ........................
r ........................
SEE ..................
s .......................
T .......................
t ........................
Dt ......................
UF .....................
v ........................
W ......................
wC .....................
wCH4N2O ............
x ........................
xb ......................
xbl ......................
atomic hydrogen-to-carbon ratio ...........
Area .......................................................
atomic oxygen-to-carbon ratio ..............
drag area ...............................................
coefficient of rolling resistance ..............
distance .................................................
efficiency.
Difference or error quantity.
mass weighted emission result .............
efficiency.
mass-specific net energy content .........
angular speed (shaft) ............................
gravitational acceleration ......................
indexing variable.
drive axle ratio .......................................
highest available transmission gear.
Mass ......................................................
molar mass ............................................
vehicle mass .........................................
inertial mass of rotating components ....
total number in a series.
Power ....................................................
mass density .........................................
tire radius ..............................................
standard error of the estimate.
standard deviation.
torque (moment of force) ......................
Time ......................................................
time interval, period, 1/frequency ..........
utility factor.
Speed ....................................................
Work ......................................................
carbon mass fraction .............................
urea mass fraction ................................
amount of substance mole fraction .......
brake energy fraction.
brake energy limit.
mole per mole .......................................
square meter .........................................
mole per mole .......................................
meter squared .......................................
kilogram per metric ton .........................
miles or meters .....................................
mol/mol ..................
m2 ..........................
mol/mol ..................
m2 ..........................
kg/tonne .................
mi or m ..................
1.
m2.
1.
m2.
10¥3.
m.
grams/ton-mile .......................................
g/ton-mi .................
g/kg-km.
megajoules/kilogram .............................
revolutions per minute ...........................
meters per second squared ..................
MJ/kg .....................
r/min ......................
m/s2 .......................
m2·s¥2.
π·30·s¥1.
m·s¥2.
................................................................
................................
1.
pound mass or kilogram .......................
gram per mole .......................................
kilogram .................................................
kilogram .................................................
lbm or kg ...............
g/mol ......................
kg ...........................
kg ...........................
kg.
10¥3·kg·mol¥1.
kg.
kg.
kilowatt ..................................................
kilogram per cubic meter ......................
meter .....................................................
kW .........................
kg/m3 .....................
m ...........................
103·m2·kg·s¥3.
m¥3·kg.
m.
newton meter ........................................
second ...................................................
second ...................................................
N·m ........................
s .............................
s .............................
m2·kg·s¥2.
s.
s.
miles per hour or meters per second ...
kilowatt-hour ..........................................
gram/gram .............................................
gram/gram .............................................
mole per mole .......................................
mi/hr or m/s ...........
kW·hr .....................
g/g .........................
g/g .........................
mol/mol ..................
m·s¥1.
3.6·m2·kg·s¥1.
1.
1.
1.
(c) Superscripts. This part uses the
following superscripts for modifying
quantity symbols:
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TABLE 3 TO § 1036.805—
SUPERSCRIPTS
Superscript
Meaning
overbar (such as y¯) ...
overdot (such as y˙) ...
arithmetic mean.
quantity per unit time.
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Unit in terms of SI
base units
(d) Subscripts. This part uses the
following subscripts for modifying
quantity symbols:
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TABLE 4 TO § 1036.805—SUBSCRIPTS
Subscript
Meaning
65 ........................................................................
A ..........................................................................
A ..........................................................................
Acc ......................................................................
App ......................................................................
Axle .....................................................................
B ..........................................................................
C .........................................................................
C .........................................................................
Ccombdry ............................................................
CD .......................................................................
CO2DEF .............................................................
comb ...................................................................
comp ...................................................................
Cor ......................................................................
CS .......................................................................
Cycle ...................................................................
DEF .....................................................................
engine .................................................................
Exh ......................................................................
Front ....................................................................
Fuel .....................................................................
H2Oexhaustdry ...................................................
Hi .........................................................................
I ...........................................................................
Idle ......................................................................
M .........................................................................
Max .....................................................................
mapped ...............................................................
Meas ...................................................................
Neg .....................................................................
Pos ......................................................................
R .........................................................................
Rate ....................................................................
Rated ..................................................................
record ..................................................................
Ref ......................................................................
speed ..................................................................
Stall .....................................................................
Test .....................................................................
Tire ......................................................................
transient ..............................................................
M .........................................................................
vehicle .................................................................
65 miles per hour.
A speed.
absolute (e.g., absolute difference or error).
accessory.
approved.
axle.
B speed.
C speed.
carbon mass.
carbon from fuel per mole of dry exhaust.
charge-depleting.
CO2 resulting from diesel exhaust fluid decomposition.
combustion.
composite.
corrected.
charge-sustaining.
test cycle.
diesel exhaust fluid.
engine.
raw exhaust.
frontal.
fuel.
H2O in exhaust per mole of exhaust.
high.
an individual of a series.
idle.
mass.
maximum.
mapped.
measured quantity.
negative.
positive.
relative (e.g., relative difference or error).
rate (divided by time).
rated.
record.
reference quantity.
speed.
stall.
test.
tire.
transient.
vector.
vehicle.
(e) Other acronyms and abbreviations.
This part uses the following additional
abbreviations and acronyms:
TABLE 5 TO § 1036.805—OTHER ACRONYMS AND ABBREVIATIONS
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Acronym
Meaning
ABT .....................................................................
AECD ..................................................................
ASTM ..................................................................
BTU .....................................................................
CD .......................................................................
CFR .....................................................................
CI ........................................................................
COV ....................................................................
CS .......................................................................
DEF .....................................................................
DF .......................................................................
DOT ....................................................................
E85 ......................................................................
ECU ....................................................................
EPA .....................................................................
FCL .....................................................................
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averaging, banking, and trading.
auxiliary emission control device.
American Society for Testing and Materials.
British thermal units.
charge-depleting.
Code of Federal Regulations.
Compression-ignition.
coefficient of variation.
charge-sustaining.
diesel exhaust fluid.
deterioration factor.
Department of Transportation.
gasoline blend including nominally 85 percent denatured ethanol.
Electronic Control Unit.
Environmental Protection Agency.
Family Certification Level.
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TABLE 5 TO § 1036.805—OTHER ACRONYMS AND ABBREVIATIONS—Continued
Acronym
Meaning
FEL .....................................................................
GEM ....................................................................
g/hp-hr .................................................................
GVWR .................................................................
HDV ....................................................................
LPG .....................................................................
NARA ..................................................................
NHTSA ................................................................
NTE .....................................................................
RESS ..................................................................
RMC ....................................................................
SCR ....................................................................
SEE .....................................................................
SET .....................................................................
SI .........................................................................
U.S. .....................................................................
U.S.C. .................................................................
(f) Constants. This part uses the
following constants:
TABLE 6 TO § 1036.805—CONSTANTS
Symbol
Quantity
g ..........
gravitational constant.
Value
9.80665
m·s¥2
(g) Prefixes. This part uses the
following prefixes to define a quantity:
TABLE 7 TO § 1036.805—PREFIXES
Symbol
μ ..........
m .........
c ..........
k ..........
M .........
Quantity
micro ...................
milli ......................
centi ....................
kilo .......................
mega ...................
Value
10¥6
10¥3
10¥2
103
106
122. Revise § 1036.810 to read as
follows:
■
lotter on DSK11XQN23PROD with RULES2
§ 1036.810
Incorporation by reference.
Certain material is incorporated by
reference into this part with the
approval of the Director of the Federal
Register under 5 U.S.C. 552(a) and 1
CFR part 51. To enforce any edition
other than that specified in this section,
the Environmental Protection Agency
must publish a document in the Federal
Register and the material must be
available to the public. All approved
material is available for inspection at
U.S. EPA, Air and Radiation Docket and
Information Center, WJC West Building,
Room 3334, 1301 Constitution Ave. NW,
Washington, DC 20460, www.epa.gov/
dockets, (202) 202–1744, and is
available from the sources listed in this
section. It is also available for
inspection at the National Archives and
Records Administration (NARA). For
information on the availability of this
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Family Emission Limit.
Greenhouse gas Emissions Model.
grams per brake horsepower-hour.
gross vehicle weight rating.
heavy-duty vehicle.
liquefied petroleum gas.
National Archives and Records Administration.
National Highway Traffic Safety Administration.
not-to-exceed.
rechargeable energy storage system.
ramped-modal cycle.
selective catalytic reduction.
standard error of the estimate.
Supplemental Emission Test.
spark-ignition.
United States.
United States Code.
material at NARA, call 202–741–6030,
or go to www.archives.gov/federalregister/cfr/ibr-locations.html.
(a) ASTM International, 100 Barr
Harbor Drive, P.O. Box C700, West
Conshohocken, PA 19428–2959, (877)
909–2786, www.astm.org/.
(1) ASTM D3588–98 (Reapproved
2017)e1, Standard Practice for
Calculating Heat Value, Compressibility
Factor, and Relative Density of Gaseous
Fuels, approved April 1, 2017, (‘‘ASTM
D3588’’), IBR approved for
§ 1036.530(b).
(2) ASTM D4809–13, Standard Test
Method for Heat of Combustion of
Liquid Hydrocarbon Fuels by Bomb
Calorimeter (Precision Method),
approved May 1, 2013, (‘‘ASTM
D4809’’), IBR approved for
§ 1036.530(b).
(b) National Institute of Standards and
Technology, 100 Bureau Drive, Stop
1070, Gaithersburg, MD 20899–1070,
(301) 975–6478, or www.nist.gov.
(1) NIST Special Publication 811,
Guide for the Use of the International
System of Units (SI), 2008 Edition,
March 2008, IBR approved for
§ 1036.805.
(2) [Reserved]
■ 123. Amend § 1036.825 by revising
paragraph (a) to read as follows:
§ 1036.825 Reporting and recordkeeping
requirements.
(a) This part includes various
requirements to submit and record data
or other information. Unless we specify
otherwise, store required records in any
format and on any media and keep them
readily available for eight years after
you send an associated application for
certification, or eight years after you
generate the data if they do not support
an application for certification. We may
review these records at any time. You
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must promptly give us organized,
written records in English if we ask for
them. We may require you to submit
written records in an electronic format.
*
*
*
*
*
Appendix I to Part 1036 [Redesignated
as Appendix C to Part 1036]
124. Redesignate appendix I to part
1036 as appendix C to part 1036.
■ 125. Add appendix A to part 1036 to
read as follows:
■
Appendix A to Part 1036—Summary of
Previous Emission Standards
The following standards, which EPA
originally adopted under 40 CFR part 85 or
86, apply to compression-ignition engines
produced before model year 2007 and to
spark-ignition engines produced before
model year 2008:
(a) Smoke. Smoke standards applied for
compression-ignition engines based on
opacity measurement using the test
procedures in 40 CFR part 86, subpart I, as
follows:
(1) Engines were subject to the following
smoke standards for model years 1970
through 1973:
(i) 40 percent during the engine
acceleration mode.
(ii) 20 percent during the engine lugging
mode.
(2) The smoke standards in 40 CFR 86.11
started to apply in model year 1974.
(b) Idle CO. A standard of 0.5 percent of
exhaust gas flow at curb idle applied through
model year 2016 to the following engines:
(1) Spark-ignition engines with
aftertreatment starting in model year 1987.
This standard applied only for gasolinefueled engines through model year 1997.
Starting in model year 1998, the same
standard applied for engines fueled by
methanol, LPG, and natural gas. The idle CO
standard no longer applied for engines
certified to meet onboard diagnostic
requirements starting in model year 2005.
(2) Methanol-fueled compression-ignition
engines starting in model year 1990. This
E:\FR\FM\29JNR2.SGM
29JNR2
34407
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
standard also applied for natural gas and LPG
engines starting in model year 1997. The idle
CO standard no longer applied for engines
certified to meet onboard diagnostic
requirements starting in model year 2007.
(c) Crankcase emissions. The requirement
to design engines to prevent crankcase
emissions applied starting with the following
engines:
(1) Spark-ignition engines starting in model
year 1968. This standard applied only for
gasoline-fueled engines through model year
1989, and applied for spark-ignition engines
using other fuels starting in model year 1990.
(2) Naturally aspirated diesel-fueled
engines starting in model year 1985.
(3) Methanol-fueled compression-ignition
engines starting in model year 1990.
(4) Naturally aspirated gaseous-fueled
engines starting in model year 1997, and all
other gaseous-fueled engines starting in 1998.
(d) Early steady-state standards. The
following criteria standards applied to heavyduty engines based on steady-state
measurement procedures:
TABLE 1 TO APPENDIX A—EARLY STEADY-STATE EMISSION STANDARDS FOR HEAVY-DUTY ENGINES
Pollutant
Model year
1970–1973 .........................
1974–1978 .........................
1979–1984 a ......................
a An
Fuel
gasoline .............................
gasoline and diesel ...........
gasoline and diesel ...........
HC
NOX + HC
CO
275 ppm ............................
...........................................
...........................................
...........................................
16 g/hp·hr ..........................
5 g/hp·hr for diesel, 5.0 g/
hp·hr for gasoline.
1.5 volume percent.
40 g/hp·hr.
25 g/hp·hr.
optional NOX + HC standard of 10 g/hp·hr applied in 1979 through 1984 in conjunction with a separate HC standard of 1.5 g/hp·hr.
(e) Transient emission standards for sparkignition engines. The following criteria
standards applied for spark-ignition engines
based on transient measurement using the
test procedures in 40 CFR part 86, subpart N.
Starting in model year 1991, manufacturers
could generate or use emission credits for
NOX and NOX + NMHC standards. Table 2
to this appendix follows:
TABLE 2 TO APPENDIX A—TRANSIENT EMISSION STANDARDS FOR SPARK-IGNITION ENGINES a b
Pollutant
(g/hp·hr)
Model year
HC
1985–1987 .......................................................................................................
1988–1990 .......................................................................................................
1991–1997 .......................................................................................................
1998–2004 c .....................................................................................................
2005–2007 .......................................................................................................
CO
1.1
1.1
1.1
1.1
........................
14.4
14.4
14.4
14.4
14.4
NOX
NOX + NMHC
10.6
6.0
5.0
4.0
........................
........................
........................
........................
........................
d 1.0
a Standards applied only for gasoline-fueled engines through model year 1989. Standards started to apply for methanol in model year 1990,
and for LPG and natural gas in model year 1998.
b Engines intended for installation only in heavy-duty vehicles above 14,000 pounds GVWR were subject to an HC standard of 1.9 g/hp·hr for
model years 1987 through 2004, and a CO standard of 37.1 g/hp·hr for model years 1987 through 2007. In addition, for model years 1987
through 2007, up to 5 percent of a manufacturer’s sales of engines intended for installation in heavy-duty vehicles at or below 14,000 pounds
GVWR could be certified to the alternative HC and CO standards.
c For natural gas engines in model years 1998 through 2004, the NO standard was 5.0 g/hp·hr; the HC standards were 1.7 g/hp·hr for enX
gines intended for installation only in vehicles above 14,000 pounds GVWR, and 0.9 g/hp·hr for other engines.
d Manufacturers could delay the 1.0 g/hp·hr NO + NMHC standard until model year 2008 by meeting an alternate NO + NMHC standard of
X
X
1.5 g/hp·hr applied for model years 2004 through 2007.
(f) Transient emission standards for
compression-ignition engines. The following
criteria standards applied for compressionignition engines based on transient
measurement using the test procedures in 40
CFR part 86, subpart N. Starting in model
year 1991, manufacturers could generate or
use emission credits for NOX, NOX + NMHC,
and PM standards. Table 3 to this appendix
follows:
TABLE 3 TO APPENDIX A—TRANSIENT EMISSION STANDARDS FOR COMPRESSION-IGNITION ENGINES a
Pollutant
(g/hp·hr)
Model year
lotter on DSK11XQN23PROD with RULES2
HC
1985–1987 ........................................
1988–1989 ........................................
1990 ..................................................
1991–1992 ........................................
1993 ..................................................
1994–1995 ........................................
1996–1997 ........................................
1998–2003 ........................................
2004–2006 ........................................
CO
1.3
1.3
1.3
1.3
1.3
1.3
1.3
1.3
........................
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15.5
15.5
15.5
15.5
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15.5
15.5
15.5
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NOX + NMHC
10.7
10.7
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0.05
bus.
urban
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urban
urban
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bus.b
bus.b
bus.b
a Standards applied only for diesel-fueled engines through model year 1989. Standards started to apply for methanol in model year 1990, and
for LPG and natural gas in model year 1997. An alternate HC standard of 1.2 g/hp·hr applied for natural gas engines for model years 1997
through 2003.
b The in-use PM standard for urban bus engines in model years 1996 through 2006 was 0.07 g/hp·hr.
VerDate Sep<11>2014
01:55 Jun 29, 2021
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29JNR2
34408
optional NOX + NMHC standard of 2.5 g/hp·hr applied in 2004 through 2006 in conjunction with a separate NMHC standard of 0.5 g/hp·hr.
(1) The transient duty cycle for testing
engines involves a schedule of normalized
engine speed and torque values.
(2) The transient duty cycles for powertrain
testing involves a schedule of vehicle speeds
and road grade. Determine road grade at each
point based on the peak rated power of the
powertrain system, Prated, determined in
126. Add appendix B to part 1036 to
read as follows:
■
Appendix B to Part 1036—Transient
Duty Cycles
(a) This appendix specifies transient duty
cycles for the engine and powertrain testing
described in § 1036.510, as follows:
Engine testing
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§ 1036.527 and road grade coefficients using
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34459
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
PART 1037—CONTROL OF EMISSIONS
FROM NEW HEAVY-DUTY MOTOR
VEHICLES
127. The authority citation for part
1037 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
128. Amend § 1037.103 by revising
paragraph (c) to read as follows:
■
§ 1037.103 Evaporative and refueling
emission standards.
*
*
*
*
*
(c) Compliance demonstration. You
may provide a statement in the
application for certification that
vehicles above 14,000 pounds GVWR
comply with evaporative and refueling
emission standards in this section
instead of submitting test data if you
include an engineering analysis
describing how vehicles include design
parameters, equipment, operating
controls, or other elements of design
that adequately demonstrate that
vehicles comply with the standards
throughout the useful life. We would
expect emission control components
and systems to exhibit a comparable
degree of control relative to vehicles
that comply based on testing. For
example, vehicles that comply under
this paragraph (c) should rely on
comparable material specifications to
limit fuel permeation, and components
should be sized and calibrated to
correspond with the appropriate fuel
capacities, fuel flow rates, purge
strategies, and other vehicle operating
characteristics. You may alternatively
show that design parameters are
comparable to those for vehicles at or
below 14,000 pounds GVWR certified
under 40 CFR part 86, subpart S.
*
*
*
*
*
129. Amend § 1037.105 by revising
paragraph (h)(1) to read as follows:
■
§ 1037.105 CO2 emission standards for
vocational vehicles.
*
*
*
*
*
(h) * * *
(1) The following alternative emission
standards apply by vehicle type and
model year as follows:
TABLE 5 OF § 1037.105—PHASE 2 CUSTOM CHASSIS STANDARDS
[g/ton-mile]
Vehicle type a
Assigned vehicle service class
School bus ...................................................................
Motor home ..................................................................
Coach bus ....................................................................
Other bus .....................................................................
Refuse hauler ...............................................................
Concrete mixer .............................................................
Mixed-use vehicle ........................................................
Emergency vehicle .......................................................
Medium HDV ...............................................................
Medium HDV ...............................................................
Heavy HDV .................................................................
Heavy HDV .................................................................
Heavy HDV .................................................................
Heavy HDV .................................................................
Heavy HDV .................................................................
Heavy HDV .................................................................
MY 2021–2026
MY 2027+
291
228
210
300
313
319
319
324
271
226
205
286
298
316
316
319
a Vehicle types are generally defined in § 1037.801. ‘‘Other bus’’ includes any bus that is not a school bus or a coach bus. A ‘‘mixed-use vehicle’’ is one that meets at least one of the criteria specified in § 1037.631(a)(1) and at least one of the criteria in § 1037.631(a)(2), but not both.
*
*
*
*
§ 1037.106 Exhaust emission standards
for tractors above 26,000 pounds GVWR.
*
130. Amend § 1037.106 by revising
paragraphs (b) and (f)(2)(i) to read as
follows:
■
*
*
*
*
*
(b) The CO2 standards for tractors
above 26,000 pounds GVWR in Table 1
of this section apply based on modeling
and testing as described in subpart F of
this part. The provisions of § 1037.241
specify how to comply with the
standards in this paragraph (b).
TABLE 1 OF § 1037.106—CO2 STANDARDS FOR CLASS 7 AND CLASS 8 TRACTORS BY MODEL YEAR
[g/ton-mile]
Subcategory a
Phase 1
standards for
model years
2014–2016
Phase 1
standards for
model years
2017–2020
Class 7 Low-Roof (all cab styles) ....................................
Class 7 Mid-Roof (all cab styles) .....................................
Class 7 High-Roof (all cab styles) ...................................
Class 8 Low-Roof Day Cab .............................................
Class 8 Low-Roof Sleeper Cab .......................................
Class 8 Mid-Roof Day Cab ..............................................
Class 8 Mid-Roof Sleeper Cab ........................................
Class 8 High-Roof Day Cab ............................................
Class 8 High-Roof Sleeper Cab ......................................
Heavy-Haul Tractors ........................................................
107
119
124
81
68
88
76
92
75
........................
104
115
120
80
66
86
73
89
72
........................
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a Subcategory
Phase 2
standards for
model years
2024–2026
105.5
113.2
113.5
80.5
72.3
85.4
78.0
85.6
75.7
52.4
Phase 2
standards for
model year
2027 and later
99.8
107.1
106.6
76.2
68.0
80.9
73.5
80.4
70.7
50.2
96.2
103.4
100.0
73.4
64.1
78.0
69.6
75.7
64.3
48.3
terms are defined in § 1037.801.
*
*
*
*
*
(f) * * *
(2) * * *
(i) If you certify all your Class 7
tractors to Class 8 standards, you may
use these Heavy HDV credits without
restriction. This paragraph (f)(2)(i)
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Phase 2
standards for
model years
2021–2023
01:55 Jun 29, 2021
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applies equally for hybrid and electric
vehicles.
*
*
*
*
*
131. Amend § 1037.115 by revising
paragraph (e) to read as follows:
■
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§ 1037.115
Other requirements.
*
*
*
*
*
(e) Air conditioning leakage. Loss of
refrigerant from your air conditioning
systems may not exceed a total leakage
rate of 11.0 grams per year or a percent
leakage rate of 1.50 percent per year,
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whichever is greater. Calculate the total
leakage rate in g/year as specified in 40
CFR 86.1867–12(a). Calculate the
percent leakage rate as: [total leakage
rate (g/yr)] ÷ [total refrigerant capacity
(g)] × 100. Round your percent leakage
rate to the nearest one-hundredth of a
percent. This paragraph (e) applies for
all refrigerants.
(1) This paragraph (e) is intended to
address air conditioning systems for
which the primary purpose is to cool
the driver compartment. This would
generally include all cab-complete
pickups and vans. This paragraph (e)
does not apply for refrigeration units on
trailers. Similarly, it does not apply for
self-contained air conditioning used to
cool passengers or refrigeration units
used to cool cargo on vocational
vehicles. Air conditioning and
refrigeration units may be considered
self-contained whether or not they draw
electrical power from engines used to
propel the vehicles. For purposes of this
paragraph (e), a self-contained system is
an enclosed unit with its own
evaporator and condenser even if it
draws power from the engine.
(2) For purposes of this paragraph (e),
‘‘refrigerant capacity’’ is the total mass
of refrigerant recommended by the
vehicle manufacturer as representing a
full charge. Where full charge is
specified as a pressure, use good
engineering judgment to convert the
pressure and system volume to a mass.
(3) If air conditioning systems with
capacity above 3,000 grams of
refrigerant are designed such that a
compliance demonstration under 40
CFR 86.1867–12(a) is impossible or
impractical, you may ask to use
alternative means to demonstrate that
your air conditioning system achieves
an equivalent level of control.
■ 132. Amend § 1037.120 by revising
paragraph (b)(1)(i) and (ii) to read as
follows:
§ 1037.120 Emission-related warranty
requirements.
*
*
*
*
(b) * * *
(1) * * *
(i) 5 years or 50,000 miles for Light
HDV (except tires).
(ii) 5 years or 100,000 miles for
Medium HDV and Heavy HDV (except
tires).
*
*
*
*
*
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*
§ 1037.135
[Amended]
133. Amend § 1037.135 by removing
and reserving paragraph (c)(4).
■
134. Amend § 1037.140 by revising
paragraphs (g) and (h) to read as follows:
■
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§ 1037.140 Classifying vehicles and
determining vehicle parameters.
*
*
*
*
*
(g) The standards and other
provisions of this part apply to specific
vehicle service classes for tractors and
vocational vehicles as follows:
(1) Phase 1 and Phase 2 tractors are
divided based on GVWR into Class 7
tractors and Class 8 tractors. Where
provisions of this part apply to both
tractors and vocational vehicles, Class 7
tractors are considered ‘‘Medium HDV’’
and Class 8 tractors are considered
‘‘Heavy HDV’’. This paragraph (g)(1)
applies for electric, hybrid, and nonhybrid vehicles.
(2) Phase 1 vocational vehicles are
divided based on GVWR. ‘‘Light HDV’’
includes Class 2b through Class 5
vehicles; ‘‘Medium HDV’’ includes
Class 6 and Class 7 vehicles; and
‘‘Heavy HDV’’ includes Class 8 vehicles.
(3) Phase 2 vocational vehicles
propelled by engines subject to the
spark-ignition standards of 40 CFR part
1036, ‘‘Light HDV’’ includes Class 2b
through Class 5 vehicles, and ‘‘Medium
HDV’’ includes Class 6 through Class 8
vehicles.
(4) Phase 2 vocational vehicles
propelled by engines subject to the
compression-ignition standards in 40
CFR part 1036 are divided as follows:
(i) Class 2b through Class 5 vehicles
are considered ‘‘Light HDV’’.
(ii) Class 6 through 8 vehicles are
considered ‘‘Heavy HDV’’ if the
installed engine’s primary intended
service class is heavy heavy-duty (see 40
CFR 1036.140).
(iii) Class 8 hybrid and electric
vehicles are considered ‘‘Heavy HDV’’,
regardless of the engine’s primary
intended service class.
(iv) All other Class 6 through Class 8
vehicles are considered ‘‘Medium
HDV’’.
(5) In certain circumstances, you may
certify vehicles to standards that apply
for a different vehicle service class. For
example, see §§ 1037.105(g) and
1037.106(f). If you optionally certify
vehicles to different standards, those
vehicles are subject to all the regulatory
requirements as if the standards were
mandatory.
(h) Use good engineering judgment to
identify the intended regulatory
subcategory (Urban, Multi-Purpose, or
Regional) for each of your vocational
vehicle configurations based on the
expected use of the vehicles.
■ 135. Amend § 1037.150 by revising
paragraphs (c), (q)(2), (s), (u), (x)
introductory text, (y), (z), and (aa) to
read as follows:
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§ 1037.150
Interim provisions.
*
*
*
*
*
(c) Small manufacturers. The
following provisions apply for small
manufacturers:
(1) Small manufacturers are not
subject to the greenhouse gas standards
of § 1037.107 for trailers with a date of
manufacture before January 1, 2019.
(2) The greenhouse gas standards of
§§ 1037.105 and 1037.106 are optional
for small manufacturers producing
vehicles with a date of manufacture
before January 1, 2022. In addition,
small manufacturers producing vehicles
that run on any fuel other than gasoline,
E85, or diesel fuel may delay complying
with every later standard under this part
by one model year.
(3) Qualifying manufacturers must
notify the Designated Compliance
Officer each model year before
introducing excluded vehicles into U.S.
commerce. This notification must
include a description of the
manufacturer’s qualification as a small
business under 13 CFR 121.201.
Manufacturers must label excluded
vehicles with the following statement:
‘‘THIS VEHICLE IS EXCLUDED UNDER
40 CFR 1037.150(c).’’
(4) Small manufacturers may meet
Phase 1 standards instead of Phase 2
standards in the first year Phase 2
standards apply to them if they
voluntarily comply with the Phase 1
standards for the full preceding year.
Specifically, small manufacturers may
certify their model year 2022 vehicles to
the Phase 1 greenhouse gas standards of
§§ 1037.105 and 1037.106 if they certify
all the vehicles from their annual U.S.directed production volume to the
Phase 1 standards starting on or before
January 1, 2021.
(5) See paragraphs (r), (t), (y), and (aa)
of this section for additional allowances
for small manufacturers.
*
*
*
*
*
(q) * * *
(2) For vocational vehicles and
tractors subject to Phase 2 standards,
create separate vehicle subfamilies if
there is a credit multiplier for advanced
technology; group those vehicles
together in a vehicle subfamily if they
use the same multiplier.
*
*
*
*
*
(s) Confirmatory testing for Falt-aero. If
we conduct coastdown testing to verify
your Falt-aero value for Phase 2 tractors,
we will make our determination using
the principles of SEA testing in
§ 1037.305. We will not replace your
Falt-aero value if the tractor passes. If your
tractor fails, we will generate a
replacement value of Falt-aero based on at
least one CdA value and corresponding
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effective yaw angle, Ψeff, from a
minimum of 100 valid runs using the
procedures of § 1037.528(h). Note that
we intend to minimize the differences
between our test conditions and those of
the manufacturer by testing at similar
times of the year where possible and the
same location where possible and when
appropriate.
*
*
*
*
*
(u) Streamlined preliminary approval
for trailer devices. Before January 1,
2018, manufacturers of aerodynamic
devices for trailers may ask for
preliminary EPA approval of
compliance data for their devices based
on qualifying for designation under the
SmartWay program based on measured
CdA values, whether or not that involves
testing or other methods specified in
§ 1037.526. Trailer manufacturers may
certify based on DCdA values established
under this paragraph (u) through model
year 2020. Manufacturers must perform
testing as specified in subpart F of this
part for any vehicles or aerodynamic
devices not qualifying for approval
under this paragraph (u).
*
*
*
*
*
(x) Aerodynamic testing for trailers.
Section 1037.526 generally requires you
to adjust DCdA values from alternate test
methods to be equivalent to
measurements with the primary test
method. This paragraph (x) describes
approximations that we believe are
consistent with good engineering
judgment; however, you may not use
these approximations where we
determine that clear and convincing
evidence shows that they would
significantly overestimate actual
improvements in aerodynamic
performance.
*
*
*
*
*
(y) Transition to Phase 2 standards.
The following provisions allow for
enhanced generation and use of
emission credits from Phase 1 tractors
and vocational vehicles for meeting the
Phase 2 standards:
(1) For vocational Light HDV and
vocational Medium HDV, emission
credits you generate in model years
2018 through 2021 may be used through
model year 2027, instead of being
limited to a five-year credit life as
specified in § 1037.740(c). For Class 8
vocational vehicles with medium heavyduty engines, we will approve your
request to generate these credits in and
use these credits for the Medium HDV
averaging set if you show that these
vehicles would qualify as Medium HDV
under the Phase 2 program as described
in § 1037.140(g)(4).
(2) You may use the off-cycle
provisions of § 1037.610 to apply
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technologies to Phase 1 vehicles as
follows:
(i) You may apply an improvement
factor of 0.988 for tractors and
vocational vehicles with automatic tire
inflation systems on all axles.
(ii) For vocational vehicles with
automatic engine shutdown systems
that conform with § 1037.660, you may
apply an improvement factor of 0.95.
(iii) For vocational vehicles with stopstart systems that conform with
§ 1037.660, you may apply an
improvement factor of 0.92.
(iv) For vocational vehicles with
neutral-idle systems conforming with
§ 1037.660, you may apply an
improvement factor of 0.98. You may
adjust this improvement factor if we
approve a partial reduction under
§ 1037.660(a)(2); for example, if your
design reduces fuel consumption by half
as much as shifting to neutral, you may
apply an improvement factor of 0.99.
(3) Small manufacturers may generate
emission credits for natural gas-fueled
vocational vehicles as follows:
(i) Small manufacturers may certify
their vehicles instead of relying on the
exemption of paragraph (c) of this
section. The provisions of this part
apply for such vehicles, except as
specified in this paragraph (y)(3).
(ii) Use GEM version 2.0.1 to
determine a CO2 emission level for your
vehicle, then multiply this value by the
engine’s FCL for CO2 and divide by the
engine’s applicable CO2 emission
standard.
(4) Phase 1 vocational vehicle credits
that small manufacturers generate may
be used through model year 2027.
(z) Constraints for vocational
regulatory subcategories. The following
provisions apply to determinations of
vocational regulatory subcategories as
described in § 1037.140:
(1) Select the Regional regulatory
subcategory if you certify the engine
based on testing only with the
Supplemental Emission Test.
(2) Select the Regional regulatory
subcategory for coach buses and motor
homes you certify under § 1037.105(b).
(3) You may not select the Urban
regulatory subcategory for any vehicle
with a manual or single-clutch
automated manual transmission.
(4) Starting in model year 2024, you
must select the Regional regulatory
subcategory for any vehicle with a
manual transmission.
(5) You may select the Multi-purpose
regulatory subcategory for any
vocational vehicle, except as specified
in paragraphs (z)(1) through (3) of this
section.
(6) You may not select the Urban
regulatory subcategory for any vehicle
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34461
with a manual or single-clutch
automated manual transmission.
(7) You may select the Urban
regulatory subcategory for a hybrid
vehicle equipped with regenerative
braking, unless it is equipped with a
manual transmission.
(8) You may select the Urban
regulatory subcategory for any vehicle
with a hydrokinetic torque converter
paired with an automatic transmission,
or a continuously variable automatic
transmission, or a dual-clutch
transmission with no more than two
consecutive forward gears between
which it is normal for both clutches to
be momentarily disengaged.
(aa) Custom-chassis standards. The
following provisions apply uniquely to
small manufacturers under the customchassis standards of § 1037.105(h):
(1) You may use emission credits
generated under § 1037.105(d),
including banked or traded credits from
any averaging set. Such credits remain
subject to other limitations that apply
under subpart H of this part.
(2) You may produce up to 200
drayage tractors in a given model year
to the standards described in
§ 1037.105(h) for ‘‘other buses’’. The
limit in this paragraph (aa)(2) applies
with respect to vehicles produced by
you and your affiliated companies. Treat
these drayage tractors as being in their
own averaging set.
■ 136. Amend § 1037.201 by revising
paragraph (h) to read as follows:
§ 1037.201 General requirements for
obtaining a certificate of conformity.
*
*
*
*
*
(h) The certification and testing
provisions of 40 CFR part 86, subpart S,
apply instead of the provisions of this
subpart relative to the evaporative and
refueling emission standards specified
in § 1037.103, except that § 1037.243
describes how to demonstrate
compliance with evaporative emission
standards. For vehicles that do not use
an evaporative canister for controlling
diurnal emissions, you may certify with
respect to exhaust emissions and use the
provisions of § 1037.622 to let a
different company certify with respect
to evaporative emissions.
*
*
*
*
*
■ 137. Amend § 1037.205 by revising
paragraphs (e) and (f) to read as follows:
§ 1037.205 What must I include in my
application?
*
*
*
*
*
(e) Describe any test equipment and
procedures that you used, including any
special or alternate test procedures you
used (see § 1037.501). Include
information describing the procedures
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you used to determine CdA values as
specified in §§ 1037.525 through
1037.527. Describe which type of data
you are using for engine fuel maps (see
40 CFR 1036.503). If your trailer
certification relies on approved data
from device manufacturers, identify the
device and device manufacturer.
(f) Describe how you operated any
emission-data vehicle before testing,
including the duty cycle and the
number of vehicle operating miles used
to stabilize emission-related
performance. Explain why you selected
the method of service accumulation.
Describe any scheduled maintenance
you did, and any practices or
specifications that should apply for our
testing.
*
*
*
*
*
138. Amend § 1037.225 by revising
paragraph (e) to read as follows:
■
§ 1037.225 Amending applications for
certification.
*
*
*
*
*
(e) The amended application applies
starting with the date you submit the
amended application, as follows:
(1) For vehicle families already
covered by a certificate of conformity,
you may start producing a new or
modified vehicle configuration any time
after you send us your amended
application and before we make a
decision under paragraph (d) of this
section. However, if we determine that
the affected vehicles do not meet
applicable requirements in this part, we
will notify you to cease production of
the vehicles and may require you to
recall the vehicles at no expense to the
owner. Choosing to produce vehicles
under this paragraph (e) is deemed to be
consent to recall all vehicles that we
determine do not meet applicable
emission standards or other
requirements in this part and to remedy
the nonconformity at no expense to the
owner. If you do not provide
information required under paragraph
(c) of this section within 30 days after
we request it, you must stop producing
the new or modified vehicles.
(2) [Reserved]
*
*
*
*
*
■ 139. Amend § 1037.230 by revising
paragraph (a)(2) to read as follows:
§ 1037.230 Vehicle families, sub-families,
and configurations.
(a) * * *
(2) Apply subcategories for tractors
(other than vocational tractors) as
shown in Table 2 of this section.
(i) For vehicles certified to the
optional tractor standards in § 1037.670,
assign the subcategories as described in
§ 1037.670.
(ii) For vehicles intended for export to
Canada, you may assign the
subcategories as specified in the
Canadian regulations.
(iii) Table 2 follows:
TABLE 2 OF § 1037.230—TRACTOR SUBCATEGORIES
Class 7
Class 8
Low-roof tractors ................................................
Mid-roof tractors .................................................
High-roof tractors ...............................................
Low-roof day cabs ............................................
Mid-roof day cabs ............................................
High-roof day cabs ...........................................
Low-roof sleeper cabs.
Mid-roof sleeper cabs.
High-roof sleeper cabs.
*
*
*
*
*
140. Amend § 1037.231 by revising
paragraph (b)(7) to read as follows:
■
§ 1037.231
Powertrain families.
*
*
*
*
*
(b) * * *
(7) Number of available forward gears,
and transmission gear ratio for each
available forward gear, if applicable.
Count forward gears as being available
only if the vehicle has the hardware and
software to allow operation in those
gears.
*
*
*
*
*
■ 141. Amend § 1037.235 by revising
paragraphs (a), (c)(2), and (h) to read as
follows:
§ 1037.235 Testing requirements for
certification.
f npowertrain
*
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*
*
*
*
(a) Select emission-data vehicles that
represent production vehicles and
components for the vehicle family
consistent with the specifications in
§§ 1037.205(o), 1037.515, and 1037.520.
Where the test results will represent
multiple vehicles or components with
different emission performance, use
good engineering judgment to select
worst-case emission data vehicles or
components. In the case of powertrain
testing under § 1037.550, select a test
engine, test hybrid components, test
axle, and test transmission as
applicable, by considering the whole
range of vehicle models covered by the
powertrain family and the mix of duty
cycles specified in § 1037.510. If the
powertrain has more than one
transmission calibration, for example
economy vs. performance, you may
weight the results from the powertrain
testing in § 1037.550 by the percentage
of vehicles in the family by prior model
year for each configuration. This can be
done, for example, through the use of
survey data or based on the previous
model year’s sales volume. Weight the
results of Mfuel[cycle],
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vpowertrain
and W[cycle] from Table 2 of § 1037.550
according to the percentage of vehicles
in the family that use each transmission
calibration.
*
*
*
*
*
(c) * * *
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(2) If we measure emissions (or other
parameters, as applicable) from your
vehicle or component, the results of that
testing become the official emission
results for the vehicle or component.
Note that changing the official emission
result does not necessarily require a
change in the declared modeling input
value. These results will only affect
your vehicle FEL if the results of our
confirmatory testing result in a GEM
vehicle emission value that is higher
than the vehicle FEL declared by the
manufacturer. Unless we later invalidate
these data, we may decide not to
consider your data in determining if
your vehicle family meets applicable
requirements in this part.
*
*
*
*
*
(h) You may ask us to use analytically
derived GEM inputs for untested
configurations (such as untested axle
ratios within an axle family) as
identified in subpart F of this part based
on interpolation of all relevant
measured values for related
configurations, consistent with good
engineering judgment. We may establish
specific approval criteria based on
prevailing industry practice. If we allow
this, we may test any configuration. We
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce vehicles for importation
into the United States at a location
§ 1037.243 Demonstrating compliance with where local law prohibits us from
evaporative emission standards.
carrying out authorized activities.
*
*
*
*
*
(6) Fail to supply requested
(c) Apply deterioration factors to
information or amend an application to
measured emission levels for comparing include all vehicles being produced.
to the emission standard in subpart B of
(7) Take any action that otherwise
this part. Establish an additive
circumvents the intent of the Act or this
deterioration factor based on an
part.
(d) We may void a certificate of
engineering analysis that takes into
conformity if you fail to keep records,
account the expected aging from in-use
send reports, or give us information as
vehicles.
required under this part or the Act. Note
*
*
*
*
*
that these are also violations of 40 CFR
■ 143. Revise § 1037.255 to read as
1068.101(a)(2).
follows:
(e) We may void a certificate of
§ 1037.255 What decisions may EPA make conformity if we find that you
regarding my certificate of conformity?
intentionally submitted false or
incomplete information. This includes
(a) If we determine an application is
doing anything after submitting an
complete and shows that the vehicle
family meets all the requirements of this application that causes submitted
information to be false or incomplete
part and the Act, we will issue a
after submission.
certificate of conformity for the vehicle
(f) If we deny an application or
family for that model year. We may
suspend, revoke, or void a certificate,
make the approval subject to additional
you may ask for a hearing (see
conditions.
(b) We may deny an application for
§ 1037.820).
certification if we determine that a
■ 144. Amend § 1037.301 by revising
vehicle family fails to comply with
paragraph (b) to read as follows:
emission standards or other
§ 1037.301 Overview of measurements
requirements of this part or the Clean
related to GEM inputs in a selective
Air Act. We will base our decision on
enforcement audit.
all available information. If we deny an
*
*
*
*
*
application, we will explain why in
(b) A selective enforcement audit for
writing.
this part consists of performing
(c) In addition, we may deny an
measurements with production vehicles
application or suspend or revoke a
relative to one or more declared values
certificate of conformity if you do any
for GEM inputs, and using those
of the following:
measured values in place of your
(1) Refuse to comply with any testing
declared values to run GEM. Except as
or reporting requirements in this part.
specified in this subpart, the vehicle is
(2) Submit false or incomplete
considered passing if the new modeled
information. This includes doing
anything after submitting an application emission result is at or below the
modeled emission result corresponding
that causes submitted information to be
to the declared GEM inputs. If you
false or incomplete.
(3) Cause any test data to become
report an FEL for the vehicle
inaccurate.
configuration before the audit, we will
may also require you to test any
configuration as part of a selective
enforcement audit.
■ 142. Amend § 1037.243 by revising
paragraph (c) to read as follows:
34463
instead consider the vehicle passing if
the new cycle-weighted emission result
is at or below the FEL.
*
*
*
*
*
145. Amend § 1037.305 by revising
the introductory text and paragraph (a)
to read as follows:
■
§ 1037.305 Audit procedures for tractors—
aerodynamic testing.
To perform a selective enforcement
audit with respect to drag area for
tractors, use the reference method
specified in § 1037.525; we may instead
require you to use the same method you
used for certification. The following
provisions apply instead of 40 CFR
1068.415 through 1068.425 for a
selective enforcement audit with respect
to drag area:
(a) Determine whether a tractor meets
standards as follows:
(1) We will select a vehicle
configuration for testing. Perform a
coastdown measurement according to
§ 1037.528 with the vehicle in its
production configuration. If the
production configuration cannot be
connected to a standard trailer, you may
ask us to approve trailer specifications
different than § 1037.501(g)(1) based on
good engineering judgment. Instead of
the process described in
§ 1037.528(h)(12), determine your test
result as described in this paragraph (a).
You must have an equal number of runs
in each direction.
(2) Measure a yaw curve for your test
vehicle using your alternate method
according to § 1037.525(b)(3). You do
not need to test at the coastdown
effective yaw angle. You may use a
previously established yaw curve from
your certification testing if it is
available.
(3) Using the yaw curve, perform a
regression using values of drag area,
CdAalt, and yaw angle, yalt, to determine
the air-direction correction coefficients,
a0, a1, a2, a3, and a4, for the following
equation:
(4) Adjust the drag area value from
each coastdown run, CdArun, from the
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yaw angle of each run, yrun, to ±4.5° to
represent a wind-averaged drag area
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value, CdAwa by applying Eq. 1037.305–
1 as follows:
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.113</GPH>
lotter on DSK11XQN23PROD with RULES2
Eq. 1037.305-1
34464
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
C
= C A .[
L1
d., -'wa-run
run
d
+ Cd/4it,-4.5° ]
C L1
d., -'alt, \f/Tll1l + d., -'alt,-\f/Tllll
Cd/4it,4.5°
C
L1
Eq. 1037.305-2
(5) Perform additional coastdown
measurements until you reach a pass or
fail decision under this paragraph (a).
The minimum number of runs to pass
is 24. The minimum number of runs to
fail is 100.
(6) Calculate statistical values to
characterize cumulative test results at
least once per day based on an equal
number of coastdown runs in each
direction. Determine the wind-averaged
drag area value for the test CdAwa by
averaging all CdAwa-run values for all
days of testing. Determine the upper and
lower bounds of the drag area value,
CdAwa-bounded, expressed to two decimal
places, using a confidence interval as
follows:
Eq. 1037.305-3
Where:
CdAwa-bounded = the upper bound, CdAwa-upper,
and lower bound, CdAwa-lower, of the drag
area value, where CdAwa-upper is the larger
number.
CdAwa = the average of all CdAwa-run values.
s = the standard deviation of all CdAwa-run
values (see 40 CFR 1065.602(c)).
n = the total number of coastdown runs.
§ 1037.320 Audit procedures for axles and
transmissions.
ER29JN21.115</GPH>
Selective enforcement audit
provisions apply for axles and
transmissions relative to the efficiency
demonstrations of §§ 1037.560 and
1037.565 as specified in this section.
The following provisions apply instead
of 40 CFR 1068.415 through 1068.445
for the selective enforcement audit.
(a) A selective enforcement audit for
axles or transmissions would consist of
performing measurements with a
production axle or transmission to
determine mean power loss values as
declared for GEM simulations, and
running GEM over one or more
applicable duty cycles based on those
measured values. The axle or
transmission is considered passing for a
given configuration if the new modeled
emission result for every applicable
duty cycle is at or below the modeled
emission result corresponding to the
declared GEM inputs.
(b) Run GEM for each applicable
vehicle configuration identified in 40
CFR 1036.540 using the applicable
default engine map defined in appendix
C of 40 CFR part 1036, and the default
torque curve given in Table 1 of this
section for the vehicle class as defined
in § 1037.140(g). For axle testing, this
may require omitting several vehicle
configurations based on selecting axle
ratios that correspond to the tested axle.
For transmission testing, use the test
transmission’s gear ratios in place of the
gear ratios defined in 40 CFR 1036.540.
The GEM result for each vehicle
configuration counts as a separate test
for determining whether the family
passes the audit.
(c) If the initial axle or transmission
passes, the family passes and no further
testing is required. If the initial axle or
transmission does not pass, select two
additional production axles or
transmissions, as applicable, to perform
additional tests. Note that these could
be different axle and transmission
configurations within the family. These
become official test results for the
family. Use good engineering judgment
to use the results of these tests to update
the declared maps for the axle or
transmission family. For example, if you
fail the audit test for any of the axles or
transmissions tested, the audit result
becomes the declared map. This may
also require revising any analytically
derived maps.
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lotter on DSK11XQN23PROD with RULES2
(7) Determine compliance based on
the values of CdAwa-upper and CdAwa-lower
relative to the adjusted bin boundary.
For purposes of this section, the upper
limit of a bin is expressed as the
specified value plus 0.05 to account for
rounding. For example, for a bin
including values of 5.5–5.9 m2, being
above the upper limit means exceeding
5.95 m2. The vehicle passes or fails
relative to the adjusted bin boundary
based on one of the following criteria:
(i) The vehicle passes if CdAwa-upper is
less than or equal to the upper limit of
the bin to which you certified the
vehicle.
(ii) The vehicle fails if CdAwa-lower is
greater than the upper limit of the bin
to which you certified the vehicle.
(iii) The vehicle passes if you perform
100 coastdown runs and CdAwa-upper is
greater than and CdAwa-lower is lower
than the upper limit of the bin to which
you certified the vehicle.
(iv) The vehicle fails if you choose to
stop testing before reaching a final
determination under this paragraph
(a)(7).
(v) You may continue testing beyond
the stopping point specified in this
paragraph (a)(7). We may consider the
additional data in making pass/fail
determinations.
*
*
*
*
*
■ 146. Revise § 1037.320 to read as
follows:
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34465
TABLE 1 TO § 1037.320—DEFAULT TORQUE CURVES FOR VEHICLE CLASS
Light HDV
Medium HDV
Light HDV and medium HDV
spark-ignition
Engine speed
(r/min)
Engine torque
(N·m)
Engine speed
(r/min)
Engine torque
(N·m)
Engine speed
(r/min)
Engine torque
(N·m)
750
907
1055
1208
1358
1507
1660
1809
1954
2105
2258
2405
2556
2600
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
...........................
470
579
721
850
876
866
870
868
869
878
850
800
734
0
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
600
750
850
950
1050
1100
1150
1250
1300
1450
1500
1600
1700
1800
1900
2000
2100
2250
2400
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
850
890
1000
1200
1440
1520
1570
1590
1590
1590
1590
1540
1470
1385
1300
1220
1040
590
0
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
600
750
850
950
1050
1100
1200
1250
1300
1400
1500
1520
1600
1700
1800
1900
2000
2100
2250
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
1200
1320
1490
1700
1950
2090
2100
2100
2093
2092
2085
2075
2010
1910
1801
1640
1350
910
0
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
.........................
147. Amend § 1037.501 by adding
paragraph (i) to read as follows:
■
§ 1037.501 General testing and modeling
provisions.
*
*
*
*
*
(i) Note that declared GEM inputs for
fuel maps and aerodynamic drag area
typically includes compliance margins
to account for testing variability; for
other measured GEM inputs, the
declared values are typically the
measured values without adjustment.
■ 148. Amend § 1037.510 by revising
paragraphs (a)(2), (c)(3), (d), and (e) to
read as follows:
lotter on DSK11XQN23PROD with RULES2
Heavy HDV
§ 1037.510
Duty-cycle exhaust testing.
*
*
*
*
*
(a) * * *
(2) Perform cycle-average engine fuel
mapping as described in 40 CFR
1036.540. For powertrain testing under
§ 1037.550 or § 1037.555, perform
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testing as described in this paragraph
(a)(2) to generate GEM inputs for each
simulated vehicle configuration, and
test runs representing different idle
conditions. Perform testing as follows:
(i) Transient cycle. The transient cycle
is specified in appendix I of this part.
(ii) Highway cruise cycles. The grade
portion of the route corresponding to
the 55 mi/hr and 65 mi/hr highway
cruise cycles is specified in appendix IV
of this part. Maintain vehicle speed
between ¥1.0 mi/hr and 3.0 mi/hr of
the speed setpoint; this speed tolerance
applies instead of the approach
specified in 40 CFR 1066.425(b)(1) and
(2).
(iii) Drive idle. Perform testing at a
loaded idle condition for Phase 2
vocational vehicles. For engines with an
adjustable warm idle speed setpoint,
test at the minimum warm idle speed
and the maximum warm idle speed;
otherwise simply test at the engine’s
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Engine speed
(r/min)
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
4291
4500
Engine torque
(N·m)
433
436
445
473
492
515
526
541
542
542
542
547
550
551
554
553
558
558
566
571
572
581
586
587
590
591
589
585
584
582
573
562
555
544
534
517
473
442
150
warm idle speed. Warm up the
powertrain using the vehicle settings for
the Test 1 vehicle configuration as
defined in Table 2 or 3 of 40 CFR
1036.540 by operating it at 65 mi/hr for
600 seconds. Linearly ramp the
powertrain down to zero vehicle speed
in 20 seconds. Set the engine to operate
at idle speed for 90 seconds, with the
brake applied and the transmission in
drive (or clutch depressed for manual
transmission), and sample emissions to
determine mean emission values (in g/
s) over the last 30 seconds of idling.
(iv) Parked idle. Perform testing at an
unloaded idle condition for Phase 2
vocational vehicles. For engines with an
adjustable warm idle speed setpoint,
test at the minimum warm idle speed
and the maximum warm idle speed;
otherwise simply test at the engine’s
warm idle speed. Warm up the
powertrain using the vehicle settings for
the Test 1 vehicle configuration by
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
operating it at 65 mi/hr for 600 seconds.
Linearly ramp the powertrain down to
zero vehicle speed in 20 seconds. Set
the engine to operate at idle speed for
780 seconds, with the transmission in
park (or the transmission in neutral with
the parking brake applied for manual
transmissions), and sample emissions to
determine mean emission values (in g/
s) over the last 600 seconds of idling.
*
*
*
*
*
(c) * * *
(3) Table 1 follows:
TABLE 1 OF § 1037.510—WEIGHTING FACTORS FOR DUTY CYCLES
Time-weighted a
Distance-weighted
Transient
(%)
Day Cabs .............................................................................
Sleeper Cabs .......................................................................
Heavy-haul tractors ..............................................................
Vocational—Regional ...........................................................
Vocational—Multi-Purpose (2b–7) .......................................
Vocational—Multi-Purpose (8) .............................................
Vocational—Urban (2b–7) ...................................................
Vocational—Urban (8) .........................................................
Vocational with conventional powertrain (Phase 1 only) .....
Vocational Hybrid Vehicles (Phase 1 only) .........................
55 mi/hr
cruise
(%)
19
5
19
20
54
54
92
90
42
75
65 mi/hr
cruise
(%)
17
9
17
24
29
23
8
10
21
9
64
86
64
56
17
23
0
0
37
16
Drive
idle
(%)
Parked
idle
(%)
Non-idle
(%)
..............
..............
..............
0
17
17
15
15
..............
..............
..............
..............
..............
25
25
25
25
25
..............
..............
..............
..............
..............
75
58
58
60
60
..............
..............
Average
speed
during
non-idle
cycles
(mi/hr) b
....................
....................
....................
38.41
23.18
23.27
16.25
16.51
....................
....................
a Note that these drive idle and non-idle weighting factors do not reflect additional drive idle that occurs during the transient cycle. The transient cycle does not include any parked idle.
b These values apply even for vehicles not following the specified speed traces.
(d) For transient testing, compare
actual second-by-second vehicle speed
with the speed specified in the test
cycle and ensure any differences are
consistent with the criteria as specified
in 40 CFR 1066.425(b) and (c). If the
speeds do not conform to these criteria,
the test is not valid and must be
repeated.
(e) Run test cycles as specified in 40
CFR part 1066. For testing vehicles
equipped with cruise control over the
highway cruise cycles, you may use the
vehicle’s cruise control to control the
vehicle speed. For vehicles equipped
with adjustable vehicle speed limiters,
test the vehicle with the vehicle speed
limiter at its highest setting.
*
*
*
*
*
149. Amend § 1037.515 by revising
paragraphs (c) and (d)(2) to read as
follows:
■
§ 1037.515 Determining CO2 emissions to
show compliance for trailers.
*
*
*
*
*
(c) Drag area. You may use DCdA
values approved under § 1037.211 for
device manufacturers if your trailers are
properly equipped with those devices.
Determine DCdA values for other trailers
based on testing. Measure CdA and
determine DCdA values as described in
§ 1037.526(a). You may use DCdA values
from one trailer configuration to
represent any number of additional
trailers based on worst-case testing. This
means that you may apply DCdA values
from your measurements to any trailer
models of the same category with drag
area at or below that of the tested
configuration. For trailers in the short
dry box vans and short refrigerated box
vans that are not 28 feet long, apply the
DCdA value established for a comparable
28-foot trailer model; you may use the
same devices designed for 28-foot
trailers or you may adapt those devices
as appropriate for the different trailer
length, consistent with good engineering
judgment. For example, 48-foot trailers
may use longer side skirts than the
skirts that were tested with a 28-foot
trailer. Trailer and device manufacturers
may seek preliminary approval for these
adaptations. Determine bin levels based
on DCdA test results as described in the
following table:
TABLE 2 OF § 1037.515—BIN DETERMINATIONS FOR TRAILERS BASED ON AERODYNAMIC TEST RESULTS
lotter on DSK11XQN23PROD with RULES2
[DCdA in m2]
If a trailer’s measured DCDA is . . .
Designate the trailer as . . .
≤0.09 ........................................................................................
0.10–0.39 .................................................................................
0.40–0.69 .................................................................................
0.70–0.99 .................................................................................
1.00–1.39 .................................................................................
1.40–1.79 .................................................................................
≥1.80 ........................................................................................
Bin
Bin
Bin
Bin
Bin
Bin
Bin
(d) * * *
(2) Apply weight reductions for other
components made with light-weight
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And use the following value for
DCDA . . .
I .........................................................................................
II ........................................................................................
III .......................................................................................
IV .......................................................................................
V ........................................................................................
VI .......................................................................................
VII ......................................................................................
materials as shown in the following
table:
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0.0
0.1
0.4
0.7
1.0
1.4
1.8
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34467
TABLE 3 OF § 1037.515—WEIGHT REDUCTIONS FOR TRAILERS
[pounds]
Weight
reduction
(pounds)
Component
Material
Structure for Suspension Assembly a ......................................
Hub and Drum (per axle) .........................................................
Floor b .......................................................................................
Floor b .......................................................................................
Floor Crossmembers b .............................................................
Landing Gear ...........................................................................
Rear Door ................................................................................
Rear Door Surround ................................................................
Roof Bows ...............................................................................
Side Posts ................................................................................
Slider Box ................................................................................
Upper Coupler Assembly .........................................................
Aluminum .................................................................................
Aluminum .................................................................................
Aluminum .................................................................................
Composite (wood and plastic) .................................................
Aluminum .................................................................................
Aluminum .................................................................................
Aluminum .................................................................................
Aluminum .................................................................................
Aluminum .................................................................................
Aluminum .................................................................................
Aluminum .................................................................................
Aluminum .................................................................................
280
80
375
245
250
50
187
150
100
300
150
430
a For tandem-axle suspension sub-frames made of aluminum, apply a weight reduction of 280 pounds. Use good engineering judgment to estimate a weight reduction for using aluminum sub-frames with other axle configurations.
b Calculate a smaller weight reduction for short trailers by multiplying the indicated values by 0.528 (28/53).
*
*
*
*
*
150. Revise § 1037.520 to read as
follows:
■
§ 1037.520 Modeling CO2 emissions to
show compliance for vocational vehicles
and tractors.
This section describes how to use the
Greenhouse gas Emissions Model (GEM)
(incorporated by reference in
§ 1037.810) to show compliance with
the CO2 standards of §§ 1037.105 and
1037.106 for vocational vehicles and
tractors. Use GEM version 2.0.1 to
demonstrate compliance with Phase 1
standards; use GEM Phase 2, Version
3.5.1 to demonstrate compliance with
Phase 2 standards. Use good engineering
judgment when demonstrating
compliance using GEM. See § 1037.515
for calculation procedures for
demonstrating compliance with trailer
standards.
(a) General modeling provisions. To
run GEM, enter all applicable inputs as
specified by the model.
(1) GEM inputs apply for Phase 1
standards as follows:
(i) Model year and regulatory
subcategory (see § 1037.230).
(ii) Coefficient of aerodynamic drag or
drag area, as described in paragraph (b)
of this section (tractors only).
(iii) Steer and drive tire rolling
resistance, as described in paragraph (c)
of this section.
(iv) Vehicle speed limit, as described
in paragraph (d) of this section (tractors
only).
(v) Vehicle weight reduction, as
described in paragraph (e) of this
section (tractors only for Phase 1).
(vi) Automatic engine shutdown
systems, as described in § 1037.660
(only for Class 8 sleeper cabs). Enter a
GEM input value of 5.0 g/ton-mile, or an
adjusted value as specified in
§ 1037.660.
(2) For Phase 2 vehicles, the GEM
inputs described in paragraphs (a)(1)(i)
through (v) of this section continue to
apply. Note that the provisions in this
part related to vehicle speed limiters
and automatic engine shutdown systems
are available for vocational vehicles in
Phase 2. The rest of this section
describes additional GEM inputs for
demonstrating compliance with Phase 2
standards. Simplified versions of GEM
apply for limited circumstances as
follows:
(i) You may use default engine fuel
maps for glider kits as described in
§ 1037.635.
(ii) If you certify vehicles to the
custom-chassis standards specified in
§ 1037.105(h), run GEM by identifying
the vehicle type and entering ‘‘NA’’
instead of what would otherwise apply
for, tire revolutions per mile, engine
information, transmission information,
drive axle ratio, axle efficiency, and
aerodynamic improvement as specified
in paragraphs (c)(1), (f), (g)(1) and (3),
(i), and (m) of this section, respectively.
Incorporate other GEM inputs as
specified in this section.
(b) Coefficient of aerodynamic drag
and drag area for tractors. Determine
the appropriate drag area, CdA, for
tractors as described in this paragraph
(b). Use the recommended method or an
alternate method to establish a value for
CdA, expressed in m2 to one decimal
place, as specified in § 1037.525. Where
we allow you to group multiple
configurations together, measure CdA of
the worst-case configuration.
(1) Except as specified in paragraph
(b)(2) of this section, determine the
Phase 1 bin level for your vehicle based
on measured CdA values as shown in the
following tables:
TABLE 1 TO § 1037.520—Cd INPUTS FOR PHASE 1 HIGH-ROOF TRACTORS
lotter on DSK11XQN23PROD with RULES2
Tractor type
High-Roof Day Cabs ....................................................
High-Roof Sleeper Cabs ..............................................
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Jkt 253001
If your
measured
CDA (M2) is
. .
Bin level
PO 00000
Bin
Bin
Bin
Bin
Bin
Bin
Bin
I ..............................................................................
II .............................................................................
III ............................................................................
IV ............................................................................
V .............................................................................
I ..............................................................................
II .............................................................................
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29JNR2
≥8.0
7.1–7.9
6.2–7.0
5.6–6.1
≤5.5
≥7.6
6.8–7.5
Then your CD
input is . . .
0.79
0.72
0.63
0.56
0.51
0.75
0.68
34468
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 TO § 1037.520—Cd INPUTS FOR PHASE 1 HIGH-ROOF TRACTORS—Continued
Tractor type
If your
measured
CDA (M2) is
. .
Bin level
Bin III ............................................................................
Bin IV ............................................................................
Bin V .............................................................................
Then your CD
input is . . .
6.3–6.7
5.6–6.2
≤5.5
0.60
0.52
0.47
TABLE 2 TO § 1037.520—Cd INPUTS FOR PHASE 1 LOW-ROOF AND MID-ROOF TRACTORS
Tractor type
If your
measured
CDA (M2) is
. .
Bin level
Low-Roof Day and Sleeper Cabs ................................
Mid-Roof Day and Sleeper Cabs .................................
(2) For Phase 1 low- and mid-roof
tractors, you may instead determine
your drag area bin based on the drag
area bin of an equivalent high-roof
tractor. If the high-roof tractor is in Bin
I or Bin II, then you may assume your
equivalent low- and mid-roof tractors
Bin
Bin
Bin
Bin
≥5.1
≤5.0
≥5.6
≤5.5
I ..............................................................................
II .............................................................................
I ..............................................................................
II .............................................................................
are in Bin I. If the high-roof tractor is in
Bin III, Bin IV, or Bin V, then you may
assume your equivalent low- and midroof tractors are in Bin II.
(3) For Phase 2 tractors other than
heavy-haul tractors, determine bin
levels and CdA inputs as follows:
Then your CD
input is . . .
0.77
0.71
0.87
0.82
(i) Determine bin levels for high-roof
tractors based on aerodynamic test
results as specified in § 1037.525 and
summarized in the following table:
TABLE 3 TO § 1037.520—BIN DETERMINATIONS FOR PHASE 2 HIGH-ROOF TRACTORS BASED ON AERODYNAMIC TEST
RESULTS
[CdA in m2]
Tractor type
Bin I
Bin II
≥7.2
≥6.9
Day Cabs .................................................
Sleeper Cabs ...........................................
(ii) For low- and mid-roof tractors,
you may either use the same bin level
that applies for an equivalent high-roof
Bin III
6.6–7.1
6.3–6.8
Bin IV
6.0–6.5
5.7–6.2
Bin V
5.5–5.9
5.2–5.6
tractor as shown in Table 3 of this
section, or you may determine your bin
Bin VI
5.0–5.4
4.7–5.1
Bin VII
≤4.4
≤4.1
4.5–4.9
4.2–4.6
level based on aerodynamic test results
as described in Table 4 of this section.
TABLE 4 TO § 1037.520—BIN DETERMINATIONS FOR PHASE 2 LOW-ROOF AND MID-ROOF TRACTORS BASED ON
AERODYNAMIC TEST RESULTS
[CdA in m2]
Tractor type
Bin I
Bin II
≥5.4
≥5.9
Low-Roof Cabs ........................................
Mid-Roof Cabs .........................................
Bin III
4.9–5.3
5.5–5.8
Bin IV
4.5–4.8
5.1–5.4
Bin V
4.1–4.4
4.7–5.0
Bin VI
3.8–4.0
4.4–4.6
Bin VII
≤3.4
≤4.0
3.5–3.7
4.1–4.3
(iii) Determine the CdA input
according to the tractor’s bin level as
described in the following table:
TABLE 5 TO § 1037.520—PHASE 2 CdA TRACTOR INPUTS BASED ON BIN LEVEL
lotter on DSK11XQN23PROD with RULES2
Tractor type
Bin I
High-Roof Day Cabs ................................
High-Roof Sleeper Cabs ..........................
Low-Roof Cabs ........................................
Mid-Roof Cabs .........................................
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5.60
6.65
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5.95
5.15
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5.40
4.75
5.85
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4.90
4.40
5.50
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I
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4.40
4.10
5.20
Bin VII
I
4.20
3.90
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(4) Note that, starting in model year
2027, GEM internally reduces CdA for
high-roof tractors by 0.3 m2 to simulate
adding a rear fairing to the standard
trailer.
(c) Tire revolutions per mile and
rolling resistance. You must have a tire
revolutions per mile (TRPM) and a tire
rolling resistance level (TRRL) for each
tire configuration. For purposes of this
section, you may consider tires with the
same SKU number to be the same
configuration. Determine TRRL input
values separately for drive and steer
tires; determine TRPM only for drive
tires.
(1) Use good engineering judgment to
determine a tire’s revolutions per mile
to the nearest whole number as
specified in SAE J1025 (incorporated by
reference in § 1037.810). Note that for
tire sizes that you do not test, we will
treat your analytically derived
revolutions per mile the same as test
results, and we may perform our own
testing to verify your values. We may
require you to test a sample of
additional tire sizes that we select.
(2) Measure tire rolling resistance in
kg per metric ton as specified in ISO
28580 (incorporated by reference in
§ 1037.810), except as specified in this
paragraph (c). Use good engineering
judgment to ensure that your test results
are not biased low. You may ask us to
identify a reference test laboratory to
which you may correlate your test
results. Prior to beginning the test
procedure in Section 7 of ISO 28580 for
a new bias-ply tire, perform a break-in
procedure by running the tire at the
specified test speed, load, and pressure
for 60 ± 2 minutes.
(3) For each tire design tested,
measure rolling resistance of at least
three different tires of that specific
design and size. Perform the test at least
once for each tire. Calculate the
arithmetic mean of these results to the
nearest 0.1 kg/tonne and use this value
or any higher value as your GEM input
for TRRL. You must test at least one tire
size for each tire model, and may use
engineering analysis to determine the
rolling resistance of other tire sizes of
that model. Note that for tire sizes that
you do not test, we will treat your
analytically derived rolling resistances
the same as test results, and we may
perform our own testing to verify your
values. We may require you to test a
small sub-sample of untested tire sizes
that we select.
(4) If you obtain your test results from
the tire manufacturer or another third
party, you must obtain a signed
statement from the party supplying
those test results to verify that tests were
conducted according to the
requirements of this part. Such
statements are deemed to be
submissions to EPA.
(5) For tires marketed as light truck
tires that have load ranges C, D, or E,
use as the GEM input TRRL multiplied
by 0.87.
(6) For vehicles with at least three
drive axles or for vehicles with more
than three axles total, use good
engineering judgment to combine tire
rolling resistance into three values
(steer, drive 1, and drive 2) for use in
GEM. This may require performing a
weighted average of tire rolling
resistance from multiple axles based on
the typical load on each axle. For
34469
liftable axles, calculate load- and timeweighted values to represent the load
and the amount of time these tires are
in contact with the ground during
typical in-use operation.
(7) For vehicles with a single rear
axle, enter ‘‘NA’’ as the TRRL value for
drive axle 2.
(d) Vehicle speed limit. If the vehicles
will be equipped with a vehicle speed
limiter, input the maximum vehicle
speed to which the vehicle will be
limited (in miles per hour rounded to
the nearest 0.1 mile per hour) as
specified in § 1037.640. Use good
engineering judgment to ensure the
limiter is tamper resistant. We may
require you to obtain preliminary
approval for your designs.
(e) Vehicle weight reduction. Develop
a weight-reduction as a GEM input as
described in this paragraph (e). Enter
the sum of weight reductions as
described in this paragraph (e), or enter
zero if there is no weight reduction. For
purposes of this paragraph (e), highstrength steel is steel with tensile
strength at or above 350 MPa.
(1) Vehicle weight reduction inputs
for wheels are specified relative to dualwide tires with conventional steel
wheels. For purposes of this paragraph
(e)(1), an aluminum alloy qualifies as
light-weight if a dual-wide drive wheel
made from this material weighs at least
21 pounds less than a comparable
conventional steel wheel. The inputs are
listed in Table 6 of this section. For
example, a tractor or vocational vehicle
with aluminum steer wheels and eight
(4×2) dual-wide aluminum drive wheels
would have an input of 210 pounds
(2×21 + 8×21).
TABLE 6 TO § 1037.520—WHEEL-RELATED WEIGHT REDUCTIONS
Weight
reduction—
phase 1
(lb per wheel)
Weight-reduction technology
Wide-Base Single Drive Tire with . . .a
Steel Wheel ..............................................................................................................................................
Aluminum Wheel ......................................................................................................................................
Light-Weight Aluminum Alloy Wheel ........................................................................................................
Wide-Base Single Trailer Tire with . . .a
Steel Wheel ..............................................................................................................................................
Aluminum or Aluminum Alloy Wheel ........................................................................................................
Steer Tire, Dual-wide Drive Tire, or Dual-wide Trailer Tire with . . .
High-Strength Steel Wheel .......................................................................................................................
Aluminum Wheel ......................................................................................................................................
Light-Weight Aluminum Alloy Wheel ........................................................................................................
lotter on DSK11XQN23PROD with RULES2
a The
84
139
147
84
147
147
............................
............................
84
131
8
21
30
8
25
25
weight reduction for wide-base tires accounts for reduced tire weight relative to dual-wide tires.
(2) Weight reduction inputs for tractor
components other than wheels are
specified in the following table:
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Weight
reduction—
phase 2
(lb per wheel)
29JNR2
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 7 TO § 1037.520—NONWHEEL-RELATED WEIGHT REDUCTIONS FROM ALTERNATIVE MATERIALS FOR TRACTORS
[Pounds]
Weight reduction technologies
Aluminum
High-strength
steel
Thermoplastic
Door .........................................................................................................................................
Roof .........................................................................................................................................
Cab rear wall ...........................................................................................................................
Cab floor ..................................................................................................................................
Hood Support Structure System ..............................................................................................
Hood and Front Fender ...........................................................................................................
Day Cab Roof Fairing ..............................................................................................................
Sleeper Cab Roof Fairing ........................................................................................................
Aerodynamic Side Extender ....................................................................................................
Fairing Support Structure System ...........................................................................................
Instrument Panel Support Structure ........................................................................................
Brake Drums—Drive (set of 4) ................................................................................................
Brake Drums—Non Drive (set of 2) ........................................................................................
Frame Rails .............................................................................................................................
Crossmember—Cab ................................................................................................................
Crossmember—Suspension ....................................................................................................
Crossmember—Non Suspension (set of 3) ............................................................................
Fifth Wheel ...............................................................................................................................
Radiator Support ......................................................................................................................
Fuel Tank Support Structure ...................................................................................................
Steps ........................................................................................................................................
Bumper ....................................................................................................................................
Shackles ..................................................................................................................................
Front Axle ................................................................................................................................
Suspension Brackets, Hangers ...............................................................................................
Transmission Case ..................................................................................................................
Clutch Housing ........................................................................................................................
Fairing Support Structure System ...........................................................................................
Drive Axle Hubs (set of 4) .......................................................................................................
Non Drive Hubs (2) ..................................................................................................................
Two-piece driveshaft ................................................................................................................
Transmission/Clutch Shift Levers ............................................................................................
20
60
49
56
15
........................
........................
75
........................
35
5
140
60
440
15
25
15
100
20
40
35
33
10
60
100
50
40
35
80
40
20
20
6
18
16
18
3
..........................
..........................
20
..........................
6
1
74
42
87
5
6
5
25
6
12
6
10
3
15
30
12
10
6
20
5
5
4
..........................
..........................
..........................
..........................
..........................
65
18
40
10
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
..........................
(3) Weight-reduction inputs for
vocational-vehicle components other
than wheels are specified in the
following table:
TABLE 8 TO § 1037.520—NONWHEEL-RELATED WEIGHT REDUCTIONS FROM ALTERNATIVE MATERIALS FOR PHASE 2
VOCATIONAL VEHICLES
[Pounds] a
lotter on DSK11XQN23PROD with RULES2
Vehicle type
Component
Material
Axle Hubs—Non-Drive ..........................................
Axle Hubs—Non-Drive ..........................................
Axle—Non-Drive ...................................................
Axle—Non-Drive ...................................................
Brake Drums—Non-Drive .....................................
Brake Drums—Non-Drive .....................................
Axle Hubs—Drive .................................................
Axle Hubs—Drive .................................................
Brake Drums—Drive .............................................
Brake Drums—Drive .............................................
Suspension Brackets, Hangers ............................
Suspension Brackets, Hangers ............................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Crossmember—Cab .............................................
Crossmember—Cab .............................................
Crossmember—Non-Suspension .........................
Crossmember—Non-Suspension .........................
Crossmember—Suspension .................................
Crossmember—Suspension .................................
Driveshaft ..............................................................
Driveshaft ..............................................................
Frame Rails ..........................................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
High Strength Steel ..............................................
Aluminum ..............................................................
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HDV
E:\FR\FM\29JNR2.SGM
Medium
HDV b
40
5
60
15
60
42
40
10
70
37
67
20
10
2
15
5
15
6
12
5
120
29JNR2
Heavy
HDV
40
5
60
15
60
42
80
20
140
74
100
30
15
5
15
5
25
6
40
10
300
15
5
15
5
25
6
50
12
440
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TABLE 8 TO § 1037.520—NONWHEEL-RELATED WEIGHT REDUCTIONS FROM ALTERNATIVE MATERIALS FOR PHASE 2
VOCATIONAL VEHICLES—Continued
[Pounds] a
Vehicle type
Component
Material
Frame Rails ..........................................................
High Strength Steel ..............................................
Light
HDV
Medium
HDV b
40
40
Heavy
HDV
87
a Weight-reduction
b For
values apply per vehicle unless otherwise noted.
Medium HDV with 6x4 or 6x2 axle configurations, use the values for Heavy HDV.
lotter on DSK11XQN23PROD with RULES2
(4) Apply vehicle weight inputs for
changing technology configurations as
follows:
(i) For Class 8 tractors or for Class 8
vocational vehicles with a permanent
6x2 axle configuration, apply a weight
reduction input of 300 pounds.
However, apply no weight reduction for
coach buses certified to custom-chassis
standards under § 1037.105(h).
(ii) For Class 8 tractors with 4x2 axle
configuration, apply a weight reduction
input of 400 pounds.
(iii) For tractors with installed engines
with displacement below 14.0 liters,
apply a weight reduction of 300 pounds.
(iv) For tractors with single-piece
driveshafts with a total length greater
than 86 inches, apply a weight
reduction of 43 pounds for steel
driveshafts and 63 pounds for
aluminum driveshafts.
(5) You may ask to apply the off-cycle
technology provisions of § 1037.610 for
weight reductions not covered by this
paragraph (e).
(f) Engine characteristics. Enter
information from the engine
manufacturer to describe the installed
engine and its operating parameters as
described in 40 CFR 1036.503. The fuelmapping information must apply for the
vehicle’s GVWR; for example, if you
install a medium heavy-duty engine in
a Class 8 vehicle, the engine must have
additional fuel-mapping information for
the heavier vehicle. Note that you do
not need fuel consumption at idle for
tractors.
(g) Vehicle characteristics. Enter the
following information to describe the
vehicle and its operating parameters:
(1) Transmission make, model, and
type. Also identify the gear ratio for
every available forward gear to two
decimal places, the input torque limit
for each of the forward gears, and, if
applicable, the lowest gear involving a
locked torque converter. Count forward
gears as being available only if the
vehicle has the hardware and software
to allow operation in those gears. For
vehicles with a manual transmission,
GEM applies a 2% emission increase
relative to automated manual
transmissions. If your vehicle has a
dual-clutch transmission, use good
engineering judgment to determine if it
can be accurately represented in GEM as
an automated manual transmission. We
may require you to perform a
powertrain test with dual-clutch
transmissions to show that they can be
properly simulated as an automated
manual transmission.
(2) Drive axle make, model, and
configuration. Select a drive axle
configuration to represent your vehicle
for modeling.
(i) 4x2: One drive axle and one nondrive axle. This includes vehicles with
two drive axles where one of the drive
axles is disconnectable and that
disconnectable drive axle is designed to
be connected only when the vehicle is
driven off-road or in slippery conditions
if at least one of the following is true:
(A) The input and output of the
disconnectable axle is mechanically
disconnected from the drive shaft and
the wheels when the axle is in 4x2
configuration.
(B) You provide power loss data
generated according to § 1037.560 for
the combination of both drive axles,
where the disconnectable drive axle is
in the disconnected configuration.
(ii) 6x2: One drive axle and two nondrive axles.
(iii) 6x4: Two or more drive axles, or
more than three total axles. Note that
this includes, for example, a vehicle
with two drive axles out of four total
axles (otherwise known as an 8x4
configuration).
(iv) 6x4D: One non-drive axle and two
drive axles where one of the two drive
axles is automatically disconnectable
such that the axle can switch between
6x2 and 6x4 configurations. You may
select this configuration only if at least
one of the following is true:
(A) The input and output of the
disconnectable axle is mechanically
disconnected from the drive shaft and
the wheels when the axle is in the 6x2
configuration.
(B) You provide power loss data
generated according to § 1037.560 for
the combination of both drive axles,
where the disconnectable drive axle is
in the disconnected configuration.
(3) Drive axle ratio, ka. If a vehicle is
designed with two or more userselectable axle ratios, use the drive axle
ratio that is expected to be engaged for
the greatest driving distance. If the
vehicle does not have a drive axle, such
as a hybrid vehicle with direct electric
drive, let ka = 1.
(4) GEM inputs associated with
powertrain testing include powertrain
family, transmission calibration
identifier, test data from § 1037.550, and
the powertrain test configuration
(dynamometer connected to
transmission output or wheel hub). You
do not need to identify or provide
inputs for transmission gear ratios, fuel
map data, or engine torque curves,
which would otherwise be required
under paragraph (f) of this section.
(h) Idle speed and idle-reduction
technologies. The following provisions
apply for engine idling:
(1) For engines with no adjustable
warm idle speed, input vehicle idle
speed as the manufacturer’s declared
warm idle speed. For engines with
adjustable warm idle speed, input your
vehicle idle speed as follows:
If your vehicle is a . . .
And your engine is subject to . . .
Your default
vehicle idle speed
is . . .1
(i) Heavy HDV ...................................................................
(ii) Medium HDV tractor ....................................................
(iii) Light HDV or Medium HDV vocational vehicle ...........
compression-ignition or spark-ignition standards ...........
compression-ignition standards ......................................
compression-ignition standards ......................................
600 r/min.
700 r/min.
750 r/min.
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
If your vehicle is a . . .
And your engine is subject to . . .
Your default
vehicle idle speed
is . . .1
(iv) Light HDV or Medium HDV ........................................
spark-ignition standards ..................................................
600 r/min.
1 If
the default idle speed is above or below the engine manufacturer’s whole range of declared warm idle speeds, use the manufacturer’s maximum or minimum declared warm idle speed, respectively, instead of the default value.
(2) Identify whether your vehicle has
qualifying idle-reduction technologies,
subject to the qualifying criteria in
§ 1037.660, as follows:
(i) Stop-start technology and
automatic engine shutdown systems
apply for vocational vehicles. See
paragraph (j) of this section for
automatic engine shutdown systems for
tractors.
(ii) Neutral idle applies for tractors
and vocational vehicles.
(i) Axle, transmission, and torque
converter characterization. You may
characterize the axle, transmission, and
torque converter using axle efficiency
maps as described in § 1037.560,
transmission efficiency maps as
described in § 1037.565, and torque
converter capacity factors and torque
ratios as described in § 1037.570 to
replace the default values in GEM. If
you obtain your test results from the
axle manufacturer, transmission
manufacturer, torque converter
manufacturer or another third party, you
must obtain a signed statement from the
party supplying those test results to
verify that tests were conducted
according to the requirements of this
part. Such statements are deemed to be
submissions to EPA.
(j) Additional reduction technologies.
Enter input values in GEM as follows to
characterize the percentage CO2
emission reduction corresponding to
certain technologies and vehicle
configurations, or enter 0:
(1) Intelligent controls. Enter 2 for
tractors with predictive cruise control.
This includes any cruise control system
that incorporates satellite-based globalpositioning data for controlling operator
demand. For other tractors, enter 1.5 if
they have neutral coasting, unless good
engineering judgment indicates that a
lower percentage should apply.
(2) Accessory load. Enter the
following values related to accessory
loads; if more than one item applies,
enter the sum of those values:
(i) If vocational vehicles have
electrically powered pumps for steering,
enter 0.5 for vocational vehicles
certified with the Regional duty cycle,
and enter 1 for other vocational
vehicles.
(ii) If tractors have electrically
powered pumps for both steering and
engine cooling, enter 1.
(iii) If vehicles have a high-efficiency
air conditioning compressor, enter 0.5
for tractors and vocational Heavy HDV,
and enter 1 for other vocational
vehicles. This includes all electrically
powered compressors. It also include
mechanically powered compressors if
the coefficient of performance improves
by 10 percent or greater over the
baseline design, consistent with the
provisions for improved evaporators
and condensers in 40 CFR 86.1868–
12(h)(5).
(3) Tire-pressure systems. Enter 1.2 for
vehicles with automatic tire inflation
systems on all axles (1.1 for MultiPurpose and Urban vocational vehicles).
Enter 1.0 for vehicles with tire pressure
monitoring systems on all axles (0.9 for
Multi-Purpose and Urban vocational
vehicles). If vehicles use a mix of the
two systems, treat them as having only
tire pressure monitoring systems.
(4) Extended-idle reduction. Enter
values as shown in the following table
for sleeper cabs equipped with idlereduction technology meeting the
requirements of § 1037.660 that are
designed to automatically shut off the
main engine after 300 seconds or less:
TABLE 9 TO § 1037.520—GEM INPUT VALUES FOR AES SYSTEMS
GEM input values
Technology
Adjustable
lotter on DSK11XQN23PROD with RULES2
Standard AES system .....................................................................................................................................................
With diesel APU ...............................................................................................................................................................
With battery APU .............................................................................................................................................................
With automatic stop-start .................................................................................................................................................
With fuel-operated heater (FOH) .....................................................................................................................................
With diesel APU and FOH ...............................................................................................................................................
With battery APU and FOH .............................................................................................................................................
With stop-start and FOH ..................................................................................................................................................
(5) Other. Additional GEM inputs may
apply as follows:
(i) Enter 0.9 and 1.7, respectively, for
school buses and coach buses that have
at least seven available forward gears.
(ii) If we approve off-cycle technology
under § 1037.610 in the form of an
improvement factor, enter the
improvement factor expressed as a
percentage reduction in CO2 emissions.
(Note: In the case of approved off-cycle
technologies whose benefit is quantified
as a g/ton-mile credit, apply the credit
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to the GEM result, not as a GEM input
value.)
(k) Vehicles with hybrid power takeoff. For vocational vehicles, determine
the delta PTO emission result of your
engine and hybrid power take-off
system as described in § 1037.540.
(l) [Reserved]
(m) Aerodynamic improvements for
vocational vehicles. For vocational
vehicles certified using the Regional
duty cycle, enter DCdA values to account
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3
5
3
2
4
5
4
Tamperresistant
4
4
6
3
3
5
6
5
for using aerodynamic devices as
follows:
(1) Enter 0.2 for vocational vehicles
with an installed rear fairing if the
vehicle is at least 7 m long with a
minimum frontal area of 8 m2.
(2) For vehicles at least 11 m long
with a minimum frontal area of 9 m2,
enter 0.5 if the vehicle has both skirts
and a front fairing, and enter 0.3 if it has
only one of those devices.
(3) You may determine input values
for these or other technologies based on
E:\FR\FM\29JNR2.SGM
29JNR2
aerodynamic measurements as
described in § 1037.527.
(n) Alternate fuels. For fuels other
than those identified in GEM, perform
the simulation by identifying the
vehicle as being diesel-fueled if the
engine is subject to the compressionignition standard, or as being gasolinefueled if the engine is subject to the
spark-ignition standards. Correct the
engine or powertrain fuel map for massspecific net energy content as described
in 40 CFR 1036.535(b).
■ 151. Revise § 1037.525 to read as
follows:
from coastdown measurements as
follows:
(1) Determine the functional
relationship between your alternate
method and coastdown testing. Specify
this functional relationship as Falt-aero for
a given alternate drag measurement
method. The effective yaw angle, yeff, is
assumed to be zero degrees for Phase 1.
For Phase 2, determine yeff from
coastdown test results using the
following equation:
F
alt-aero
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C LI (
)
d --'alt lf'eff
1
§ 1037.525 Aerodynamic measurements
for tractors.
This section describes a methodology
for quantifying aerodynamic drag for
use in determining input values for
tractors as described in § 1037.520. This
coastdown testing is the reference
method for aerodynamic measurements.
(a) General provisions. The GEM
input for a tractor’s aerodynamic
performance is a Cd value for Phase 1
and a CdA value for Phase 2. The input
value is measured or calculated for a
tractor in a specific test configuration
with a trailer, such as a high-roof tractor
with a box van meeting the
requirements for the standard trailer.
(1) Aerodynamic measurements may
involve any of several different
procedures. Measuring with different
procedures introduces variability, so we
identify the coastdown method in
§ 1037.528 as the primary (or reference)
procedure. You may use other
procedures with our advance approval
as described in paragraph (d) of this
section, but we require that you adjust
your test results from other test methods
to correlate with coastdown test results.
All adjustments must be consistent with
good engineering judgment. Submit
information describing how you
quantify aerodynamic drag from
coastdown testing, whether or not you
use an alternate method.
(2) Test high-roof tractors with a
standard trailer as described in
§ 1037.501(g)(1). Note that the standard
trailer for Phase 1 tractors is different
from that of later model years. Note also
that GEM may model a different
configuration than the test
configuration, but accounts for this
internally. Test low-roof and mid-roof
tractors without a trailer; however, you
may test low-roof and mid-roof tractors
with a trailer to evaluate off-cycle
technologies.
(b) Adjustments to correlate with
coastdown testing. Adjust aerodynamic
drag values from alternate methods to be
equivalent to the corresponding values
= CdAcoastdown (lf'eff)
Eq. 1037.525-1
Where:
CdAcoastdown(yeff) = the average drag area
measured during coastdown at an effective
yaw angle, yeff.
CdAalt(yeff) = the average drag area
calculated from an alternate drag
measurement method at an effective yaw
angle, yeff.
(2) Unless good engineering judgment
dictates otherwise, assume that
coastdown drag is proportional to drag
measured using alternate methods and
apply a constant adjustment factor,
Falt-aero, for a given alternate drag
measurement method of similar
vehicles.
(3) Determine Falt-aero by performing
coastdown testing and applying your
alternate method on the same vehicles.
Consider all applicable test data
including data collected during
selective enforcement audits. Unless we
approve another vehicle, one vehicle
must be a Class 8 high-roof sleeper cab
with a full aerodynamics package
pulling a standard trailer. Where you
have more than one tractor model
meeting these criteria, use the tractor
model with the highest projected sales.
If you do not have such a tractor model,
you may use your most comparable
tractor model with our prior approval.
In the case of alternate methods other
than those specified in this subpart,
good engineering judgment may require
you to determine your adjustment factor
based on results from more than the
specified minimum number of vehicles.
(4) Measure the drag area using your
alternate method for a Phase 2 tractor
used to determine Falt-aero with testing at
yaw angles of 0°, ±1°, ±3°, ±4.5°, ±6°,
and ±9° (you may include additional
angles), using direction conventions
described in Figure 2 of SAE J1252
(incorporated by reference in
§ 1037.810). Also, determine the drag
area at the coastdown effective yaw
angle, CdAalt(yeff), by taking the average
drag area at yeff and –yeff for your
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34473
vehicle using the same alternate
method.
(5) For Phase 2 testing, determine
separate values of Falt-aero for at least one
high-roof day cab and one high-roof
sleeper cab for model year 2021, for at
least two high-roof day cabs and two
high-roof sleeper cabs for model year
2024, and for at least three high-roof day
cabs and three high-roof sleeper cabs for
model year 2027. These test
requirements are cumulative; for
example, you may meet these
requirements by testing two vehicles to
support model year 2021 certification
and four additional vehicles to support
model year 2023 certification. For any
untested tractor models, apply the value
of Falt-aero from the tested tractor model
that best represents the aerodynamic
characteristics of the untested tractor
model, consistent with good engineering
judgment. Testing under this paragraph
(b)(5) continues to be valid for later
model years until you change the tractor
model in a way that causes the test
results to no longer represent
production vehicles. You must also
determine unique values of Falt-aero for
low-roof and mid-roof tractors if you
determine CdA values based on low or
mid-roof tractor testing as shown in
Table 4 of § 1037.520. For Phase 1
testing, if good engineering judgment
allows it, you may calculate a single,
constant value of Falt-aero for your whole
product line by dividing the coastdown
drag area, CdAcoastdown, by drag area from
your alternate method, CdAalt.
(6) Determine Falt-aero to at least three
decimal places. For example, if your
coastdown testing results in a drag area
of 6.430, but your wind tunnel method
results in a drag area of 6.200, Falt-aero
would be 1.037 (or a higher value you
declare).
(7) If a tractor and trailer cannot be
configured to meet the gap requirements
specified in § 1037.501(g)(1)(ii), test
with the trailer positioned as close as
possible to the specified gap dimension
and use good engineering judgment to
correct the results to be equivalent to a
test configuration meeting the specified
gap dimension. For example, we may
allow you to correct your test output
using an approved alternate method or
substitute a test vehicle that is capable
of meeting the required specifications
and is otherwise aerodynamically
equivalent. This allowance applies for
certification, confirmatory testing, SEA,
and all other testing to demonstrate
compliance with standards.
(8) You may ask us for preliminary
approval of your coastdown testing
under § 1037.210. We may witness the
testing.
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34474
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(c) Yaw sweep corrections.
Aerodynamic features can have a
different effectiveness for reducing
wind-averaged drag than is predicted by
zero-yaw drag. The following
procedures describe how to determine a
tractor’s CdA values to account for windaveraged drag as specified in § 1037.520:
(1) Apply the following method for all
Phase 2 testing with an alternate
method:
(i) Calculate the wind-averaged drag
area from the alternate method,
CdAwa-alt, using an average of
measurements at ¥4.5 and +4.5 degrees.
(ii) Determine your wind-averaged
drag area, CdAwa, rounded to one
decimal place, using the following
equation:
CctAwa
= CctAwa-ait · Fait-aero
Eq. 1037.525-2
(2) Apply the following method for
Phase 2 coastdown testing other than
coastdown testing used to establish
Falt-aero:
c
.d
d-' -'wa
(i) Determine your drag area at the
effective yaw angle from coastdown,
CdAcoastdown(yeff).
(ii) Use an alternate method to
calculate the ratio of the wind-averaged
drag area, CdAwa-alt (using an average of
measurements at ¥4.5 and +4.5
degrees) to the drag area at the effective
yaw angle, CdAalt(yeff).
(iii) Determine your wind-averaged
drag area, CdAwa, rounded to one
decimal place, using the following
equation:
- c .d
(
)
cd~-alt
d-' -'coastdown If/eff • C .d (
)
d-'--'alt lf'eff
Eq. 1037.525-3
lotter on DSK11XQN23PROD with RULES2
Eq. 1037.525-4
(iii) Calculate your corrected drag area
for determining the aerodynamic bin by
multiplying the measured zero-yaw drag
area by CFys, as determined using Eq.
1037.525–4, as applicable. You may
apply the correction factor to drag areas
measured using other procedures. For
example, apply CFys to drag areas
measured using the coastdown method.
If you use an alternate method, apply an
alternate correction, Falt-aero, and
calculate the final drag area using the
following equation:
CctA = Fait-aero · CFys · CctAzero-alt
Eq. 1037.525-5
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The coastdown procedures in this
section describe how to calculate drag
area, CdA, for Phase 2 tractors, trailers,
and vocational vehicles, subject to the
provisions of §§ 1037.525 through
1037.527. These procedures are
considered the reference method for
tractors, but an alternate method for
trailers. Follow the provisions of
Sections 1 through 9 of SAE J2263
(incorporated by reference in
§ 1037.810), with the clarifications and
exceptions described in this section.
Several of these exceptions are from
SAE J1263 (incorporated by reference in
§ 1037.810). The coastdown procedures
in 40 CFR 1066.310 apply instead of the
provisions of this section for Phase 1
tractors.
(a) The terms and variables identified
in this section have the meaning given
in SAE J1263 and SAE J2263 unless
specified otherwise.
*
*
*
*
*
(c) The test condition specifications
described in Sections 7.1 through 7.4 of
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.120</GPH>
Cd /4ero-yaw
§ 1037.528 Coastdown procedures for
calculating drag area (CdA).
ER29JN21.119</GPH>
ys
= CdA,_6 . 0.8065
(4) Description and rationale for any
modifications/deviations from the
standardized procedures.
(5) Data comparing the procedure to
the coastdown reference procedure.
(6) Additional information specified
for the alternate methods described in
§§ 1037.530 through 1037.534 as
applicable to this method (e.g., source
location/address, background/history).
■ 152. Amend § 1037.528 by revising
the introductory text and paragraphs (a),
(c) introductory text, (e) introductory
text, (g)(3) introductory text, (h)(3)(i),
(h)(6), and (h)(12)(v) to read as follows:
ER29JN21.118</GPH>
CF
(iv) You may ask us to apply CFys to
similar vehicles incorporating the same
design features.
(v) As an alternative, you may
calculate the wind-averaged drag area
according to SAE J1252 (incorporated by
reference in § 1037.810) and substitute
this value into Eq. 1037.525–4 for the
±6° drag area.
(d) Approval of alternate methods.
You must obtain preliminary approval
before using any method other than
coastdown testing to quantify
aerodynamic drag. We will approve
your request if you show that your
procedures produce data that are the
same as or better than coastdown testing
with respect to repeatability and
unbiased correlation. Note that the
correlation is not considered to be
biased if there is a bias before
correction, but you remove the bias
using Falt-aero. Send your request for
approval to the Designated Compliance
Officer. Keep records of the information
specified in this paragraph (d). Unless
we specify otherwise, include this
information with your request. You
must provide any information we
require to evaluate whether you may
apply the provisions of this section.
Include additional information related
to your alternate method as described in
§§ 1037.530 through 1037.534. If you
use a method other than those specified
in this subpart, include all the following
information, as applicable:
(1) Official name/title of the
procedure.
(2) Description of the procedure.
(3) Cited sources for any standardized
procedures that the method is based on.
ER29JN21.117</GPH>
(3) Different approximations apply for
Phase 1. For Phase 1 testing, you may
correct your zero-yaw drag area as
follows if the ratio of the zero-yaw drag
area divided by yaw-sweep drag area for
your vehicle is greater than 0.8065
(which represents the ratio expected for
a typical Class 8 high-roof sleeper cab):
(i) Determine the zero-yaw drag area,
CdAzero-yaw, and the yaw-sweep drag area
for your vehicle using the same alternate
method as specified in this subpart.
Measure the drag area for 0°, ¥6°, and
+6°. Use the arithmetic mean of the ¥6°
and +6° drag areas as the ±6° drag area,
CdA±6.
(ii) Calculate your yaw-sweep
correction factor, CFys, using the
following equation:
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SAE J1263 apply, with certain
exceptions and additional provisions as
described in this paragraph (c). These
conditions apply to each run separately.
*
*
*
*
*
(e) Measure wind speed, wind
direction, air temperature, and air
pressure at a recording frequency of 10
Hz, in conjunction with time-of-day
data. Use at least one stationary
anemometer and suitable data loggers
meeting SAE J1263 specifications,
subject to the following additional
specifications for the anemometer
placed along the test surface:
*
*
*
*
*
(g) * * *
(3) Correct measured air direction
from all the high-speed segments using
the wind speed and wind direction
measurements described in paragraph
(e) of this section as follows:
*
*
*
*
*
(h) * * *
(3) * * *
(i) Calculate the mean vehicle speed
to represent the start point of each speed
FTRR[speed,axle]
= nt,[axle]
range as the arithmetic average of
measured speeds throughout the
continuous time interval that begins
when measured vehicle speed is less
than 2.00 mi/hr above the nominal
starting speed point and ends when
measured vehicle speed reaches 2.00
mi/hr below the nominal starting speed
point, expressed to at least two decimal
places. Calculate the timestamp
corresponding to the starting point of
each speed range as the average
timestamp of the interval.
*
*
*
*
*
(6) For tractor testing, calculate the
tire rolling resistance force at high and
low speeds for steer, drive, and trailer
axle positions, FTRR[speed,axle], and
determine DFTRR, the rolling resistance
difference between 65 mi/hr and 15 mi/
hr, for each tire as follows:
(i) Conduct a stepwise coastdown tire
rolling resistance test with three tires for
each tire model installed on the vehicle
using SAE J2452 (incorporated by
reference in § 1037.810) for the
L
JP1= i
following test points (which replace the
test points in Table 3 of SAE J2452):
TABLE 1 OF § 1037.528—STEPWISE
COASTDOWN TEST POINTS FOR DETERMINING TIRE ROLLING RESISTANCE AS A FUNCTION OF SPEED
1
2
3
4
5
Inflation
pressure
(% of max)
Load
(% of max)
Step Number
........................
........................
........................
........................
........................
20
55
85
85
100
100
70
120
100
95
(ii) Calculate FTRR[speed,axle] using
the following equation:
10
. p[:_,de] • ( _[a_xle_]
• ( a[axle]
+ b[axle]
• V.eg[speed]
+ c[axle]
• vs:g[speed])
nt,[axle]
Eq. 1037.528-11
Where:
nt,[axle] = number of tires at the axle position.
p[axle] = the inflation pressure set and
measured on the tires at the axle position
at the beginning of the coastdown test.
L[axle] = the load over the axle at the axle
position on the coastdown test vehicle.
a[axle], b[axle], a[axle], b[axle], and c[axle] =
regression coefficients from SAE J2452
that are specific to axle position.
Example:
nt,steer = 2
bdrive = 1.11·10¥4
cdrive = 2.86·10¥7
nt,trailer = 8
ptrailer = 689.5 kPa
Ltrailer = 45727.5 N
atrailer = ¥0.3982
btrailer = 0.9756
atrailer = 0.0656
btrailer = 1.51·10¥4
ctrailer = 2.94·10¥7
vseghi = 28.86 m/s = 103.896 km/hr
vseglo = 5.84 m/s = 21.024 km/hr
psteer = 758.4 kPa
Lsteer = 51421.2 N
asteer = ¥0.2435
bsteer = 0.9576
asteer = 0.0434
bsteer = 5.4·10¥5
csteer = 5.53·10¥7
nt,drive = 8
pdrive = 689.5 kPa
Ldrive = 55958.4 N
adrive = ¥0.3146
bdrive = 0.9914
adrive = 0.0504
J
= 2 •758.4 -0.2435 •(51421.2
2
0.9576
~RR[speed]
(iii) Calculate FTRR[speed] by summing
the tire rolling resistance calculations at
a given speed for each axle position:
= ~RR,[speed]steer + ~RR,[speed]drive + FTRR,[speed]trailer
Eq. 1037.528-12
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•103.896 )
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29JNR2
ER29JN21.123</GPH>
FTRRlo,steer = 297.8 N
FTRRlo,drive = 350.7 N
FTRRlo,trailer = 189.0 N
-7
ER29JN21.122</GPH>
lotter on DSK11XQN23PROD with RULES2
FTRRhi,steer = 365.6 N
FTRRhi,drive = 431.4 N
FTRRhi,trailer = 231.7 N
5
•( 0.0434 + 5.4 • 10 •103.896 + 5.53 •10
ER29JN21.121</GPH>
FTRRhi,steer
34476
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Example:
FTRRhi = 365.6 + 431.4 + 231.7 = 1028.7
N
FTRRlo = 297.8 + 350.7 + 189.0 = 837.5
N
FTRRadj[speed]
(iv) Adjust FTRR[speed] to the ambient
temperature during the coastdown
segment as follows:
= F TRR,[speed] [1 + 0.006 •(24 - Tseg[speedJ)]
Eq. 1037.528-13
D.FTRR
= FTRRhi,adj -
FTRRlo,adj
Eq. 1037.528-14
Example:
DFTRR = 1019.4¥832.0 = 187.4 N
*
*
*
*
*
(12) * * *
(v) For the same set of points,
recalculate the mean CdA. This is the
final result of the coastdown test,
CdAcoastdown(yeff).
*
*
*
*
*
■ 153. Amend § 1037.530 by revising
paragraph (d)(7) to read as follows:
§ 1037.534 Constant-speed procedure for
calculating drag area (CdA).
§ 1037.530 Wind-tunnel procedures for
calculating drag area (CdA).
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(d) * * *
(7) Fan section description: fan type,
diameter, power, maximum angular
speed, maximum speed, support type,
mechanical drive, and sectional total
weight.
*
*
*
*
*
■ 154. Amend § 1037.532 by revising
paragraph (a) to read as follows:
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*
*
*
*
(a) For Phase 2 vehicles, use SAE
J2966 (incorporated by reference in
§ 1037.810), with the following
clarifications and exceptions:
(1) Vehicles are subject to the
requirement to meet standards based on
the average of testing at yaw angles of
+4.5° and ¥4.5°; however, you may
submit your application for certification
with CFD results based on only one of
those yaw angles.
(2) For CFD code with a Navier-Stokes
based solver, follow the additional steps
in paragraph (d) of this section. For
Lattice-Boltzmann based CFD code,
follow the additional steps in paragraph
(e) of this section.
(3) Simulate a Reynolds number of 5.1
million (based on a 102-inch trailer
width) and an air speed of 65 mi/hr.
(4) Perform an open-road simulation
(not the Wind Tunnel Simulation).
(5) Use a free stream turbulence
intensity of 0.0%.
(6) Choose time steps that can
accurately resolve intrinsic flow
instabilities, consistent with good
engineering judgment.
(7) The result must be drag area (CdA),
not drag coefficient (Cd), based on an air
speed of 65 mi/hr.
(8) Submit information as described
in paragraph (g) of this section.
*
*
*
*
*
■ 155. Amend § 1037.534 by revising
paragraph (c)(1) and (2), (d)(4)(i), and
(f)(4)(iv) to read as follows:
*
*
*
*
*
(c) * * *
(1) Measure torque at each of the drive
wheels using a hub torque meter or a
rim torque meter. If testing a tractor
with two drive axles, you may
disconnect one of the drive axles from
receiving torque from the driveshaft, in
which case you would measure torque
at only the wheels that receive torque
from the driveshaft. Set up instruments
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Cd4[speed]
=[
2 · Faero[speed] R ·
v2
air[speed]
.p
f]
act
;
Eq. 1037.534-6
Where:
CdAi[speed] = the mean drag area for each 10
second increment, i.
Faero[speed] = mean aerodynamic force over a
given 10 second increment = F¯RL[speed]
¥F¯RL10,test.
Vair[speed] = mean aerodynamic force over a
given 10 second increment.
R = specific gas constant = 287.058 J/(kg·K).
T = mean air temperature.
pact = mean absolute air pressure.
Example:
FRL70 = 4310.6 N
FRL10,test = 900.1 N
Faero70 = 4310.6¥900.1 = 3410.5 N
V2air70 = 1089.5 m2/s2
R = 287.058 J/(kg·K)
T = 293.68 K
pact = 101300 Pa
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.126</GPH>
FTRRhi = 1028.7 N
FTRRlo = 837.5 N
Tseghi = 25.5 °C
Tseglo = 25.1 °C
FTRRhi,adj = 1 + 0.006·(24¥25.5)] =
1019.4 N
FTRRlo,adj = 837.5·[1 + 0.006·(24¥25.1] =
832.0 N
(v) Determine the difference in rolling
resistance between 65 mph and 15 mph,
DFTRR, for each tire. Use good
engineering judgment to consider the
multiple results. For example, you may
ignore the test results for the tires with
the highest and lowest differences and
use the result from the remaining tire.
Determine DFTRR as follows:
*
to read engine speed for calculating
angular speed at the point of the torque
measurements, or install instruments for
measuring the angular speed of the
wheels directly.
(2) Install instrumentation to measure
vehicle speed at 10 Hz, with an
accuracy and resolution of 0.1 mi/hr.
Also install instrumentation for reading
engine speed from the engine’s onboard
computer.
*
*
*
*
*
(d) * * *
(4) * * *
(i) Measure the angular speed of the
driveshaft, axle, or wheel where the
torque is measured, or calculate it from
engine speed in conjunction with gear
and axle ratios, as applicable.
*
*
*
*
*
(f) * * *
(4) * * *
(iv) Calculate CdA for each 10 second
increment from the 50 mi/hr and 70 mi/
hr test segments using the following
equation:
ER29JN21.125</GPH>
Example:
§ 1037.532 Using computational fluid
dynamics to calculate drag area (CdA).
ER29JN21.124</GPH>
Where:
Tseg[speed] = the average ambient
temperature during the coastdown segment,
in °C.
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34477
C .d =[2·3410.5. 287.058-293.68]
1089.5
d-'-'i?O
Prefi
= P; · (Pmax - Pmin) + Pmin
Pressure
Coefficient of determination, r2.
≥0.970.
a Determine values for specified parameters as described in 40 CFR 1065.514(e) by comparing measured values to denormalized pressure values from
the duty cycle in appendix II of this part.
*
*
*
*
*
(d) * * *
(2) For fractions of a test, use the
following equation to calculate the time:
N
L(
Eq. 1037.540-1
Pcircuit-1,i
Where:
prefi = the reference pressure at each point i
in the PTO cycle.
pi = the normalized pressure at each point i
in the PTO cycle (relative to pmax).
pmax = the mean maximum pressure
measured in paragraph (b)(2) of this
section.
pmin = the mean minimum pressure measured
in paragraph (b)(2) of this section.
*
*
*
*
*
(8) Measured pressures must meet the
cycle-validation specifications in the
following table for each test run over the
duty cycle:
TABLE 1 OF § 1037.540—STATISTICAL
CRITERIA FOR VALIDATING EACH
TEST RUN OVER THE DUTY CYCLE
Parameter a
Slope, a1 .........................
Absolute value of intercept, |a0|.
Standard error of the estimate, SEE.
Pressure
0.950 ≤ a1 ≤ 1.030.
≤2.0% of maximum
mapped pressure.
≤10% of maximum
mapped pressure.
ttest-partial
+ Pcircuit-2,i) • /),.t
i=l
=
Pcircuit-1
+ Pcircuit-2
Eq. 1037.540-2
Where:
i = an indexing variable that represents one
recorded value.
N = number of measurement intervals.
pcircuit-1,i = normalized pressure command
from circuit 1 of the PTO cycle for each
point, i, starting from i = 1.
pcircuit-2,i = normalized pressure command
from circuit 2 of the PTO cycle for each
point, i, starting from i = 1. Let pcircuit-2
= 0 if there is only one circuit.
pcircuit-1 = the mean normalized pressure
command from circuit 1 over the entire
PTO cycle.
pcircuit-2 = the mean normalized pressure
command from circuit 2 over the entire
PTO cycle. Let pcircuit-2 = 0 if there is only
one circuit.
Dt = the time interval between measurements.
For example, at 100 Hz, Dt = 0.0100
seconds.
*
*
mfue!PTO,plug-in
*
*
= mPTO,CD
*
• UFt,CD
+ mPTO,CS
·
standard payload as defined in
§ 1037.801 to get the CO2 emission rate
in g/ton-mile. For plug-in hybrid
electric vehicles follow paragraph (f)(3)
of this section to calculate utility factor
weighted CO2 emissions in g/ton-mile.
*
*
*
*
*
(f) For Phase 2, calculate the delta
PTO fuel results for input into GEM
during vehicle certification as follows:
(1) Calculate fuel consumption in
grams per test, mfuelPTO, without
rounding, as described in 40 CFR
1036.540(d)(4) for both the conventional
vehicle and the charge-sustaining and
charge-depleting portions of the test for
the hybrid vehicle as applicable.
(2) Divide the fuel mass by the
applicable distance determined in
paragraph (d)(4) of this section and the
appropriate standard payload as defined
in § 1037.801 to determine the fuel rate
in g/ton-mile.
(3) For plug-in hybrid electric
vehicles calculate the utility factor
weighted fuel consumption in g/tonmile, as follows:
(i) Determine the utility factor fraction
for the PTO system from the table in
appendix V of this part using
interpolation based on the total time of
the charge-depleting portion of the test
as determined in paragraphs (c)(6) and
(d)(3) of this section.
(ii) Weight the emissions from the
charge-sustaining and charge-depleting
portions of the test using the following
equation:
(1 - UFt,CD)
lotter on DSK11XQN23PROD with RULES2
Eq. 1037.540-3
Where:
mPTO,CD = mass of fuel per ton-mile while in
charge-depleting mode.
UFt,CD = utility factor fraction at time tCD as
determined in paragraph (f)(3)(i) of this
section.
mPTO,CS = mass of fuel per ton-mile while in
charge-sustaining mode.
■
(4) Calculate the difference between
the conventional PTO emissions result
This section describes the procedure
to measure fuel consumption and create
engine fuel maps by testing a powertrain
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and the hybrid PTO emissions result for
input into GEM.
*
*
*
*
*
157. Revise § 1037.550 to read as
follows:
§ 1037.550
PO 00000
Powertrain testing.
Frm 00171
Fmt 4701
Sfmt 4700
that includes an engine coupled with a
transmission, drive axle, and hybrid
components or any assembly with one
or more of those hardware elements.
Engine fuel maps are part of
demonstrating compliance with Phase 2
vehicle standards under this part; the
powertrain test procedure in this section
is one option for generating this fuelmapping information as described in 40
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.130</GPH>
*
*
*
*
(b) * * *
(3) Denormalize the PTO duty cycle in
appendix II of this part using the
following equation:
Parameter a
ER29JN21.129</GPH>
*
(e) * * *
TABLE 1 OF § 1037.540—STATISTICAL
CRITERIA FOR VALIDATING EACH
(2) Divide the CO2 mass from the PTO
TEST RUN OVER THE DUTY cycle by the distance determined in
paragraph (d)(4) of this section and the
CYCLE—Continued
ER29JN21.128</GPH>
§ 1037.540 Special procedures for testing
vehicles with hybrid power take-off.
i
ER29JN21.127</GPH>
CdAi70 = 5.210 m2
*
*
*
*
*
■ 156. Amend § 1037.540 by revising
paragraphs (b)(3) and (8), (d)(2), (e)(2),
and (f) to read as follows:
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
CFR 1036.503. Additionally, this
powertrain test procedure is one option
for certifying hybrids to the engine
standards in 40 CFR 1036.108.
(a) General provisions. The following
provisions apply broadly for testing
under this section:
(1) Measure NOX emissions as
described in paragraph (k) of this
section. Include these measured NOX
values any time you report to us your
greenhouse gas emissions or fuel
consumption values from testing under
this section.
(2) The procedures of 40 CFR part
1065 apply for testing in this section
except as specified. This section uses
engine parameters and variables that are
consistent with 40 CFR part 1065.
(3) Powertrain testing depends on
models to calculate certain parameters.
You can use the detailed equations in
this section to create your own models,
or use the GEM HIL model
(incorporated by reference in
§ 1037.810) to simulate vehicle
hardware elements as follows:
(i) Create driveline and vehicle
models that calculate the angular speed
setpoint for the test cell dynamometer,
ƒnref,dyno, based on the torque
measurement location. Use the detailed
equations in paragraph (f) of this
section, the GEM HIL model’s driveline
and vehicle submodels, or a
combination of the equations and the
submodels. You may use the GEM HIL
model’s transmission submodel in
paragraph (f) of this section to simulate
a transmission only if testing hybrid
engines.
(ii) Create a driver model or use the
GEM HIL model’s driver submodel to
simulate a human driver modulating the
throttle and brake pedals to follow the
test cycle as closely as possible.
(iii) Create a cycle-interpolation
model or use the GEM HIL model’s
cycle submodel to interpolate the dutycycles and feed the driver model the
duty-cycle reference vehicle speed for
each point in the duty-cycle.
(4) The powertrain test procedure in
this section is designed to simulate
operation of different vehicle
configurations over specific duty cycles.
See paragraphs (h) and (j) of this
section.
(5) For each test run, record engine
speed and torque as defined in 40 CFR
1065.915(d)(5) with a minimum
sampling frequency of 1 Hz. These
engine speed and torque values
represent a duty cycle that can be used
for separate testing with an engine
mounted on an engine dynamometer
under § 1037.551, such as for a selective
enforcement audit as described in
§ 1037.301.
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(6) For hybrid powertrains with no
plug-in capability, correct for the net
energy change of the energy storage
device as described in 40 CFR 1066.501.
For PHEV powertrains, follow 40 CFR
1066.501 to determine End-of-Test for
charge-depleting operation. You must
get our approval in advance for your
utility factor curve; we will approve it
if you can show that you created it from
sufficient in-use data of vehicles in the
same application as the vehicles in
which the PHEV powertrain will be
installed.
(b) Test configuration. Select a
powertrain for testing as described in
§ 1037.235 or 40 CFR 1036.235 as
applicable. Set up the engine according
to 40 CFR 1065.110 and 1065.405(b). Set
the engine’s idle speed to the minimum
warm-idle speed. If warm idle speed is
not adjustable, simply let the engine
operate at its warm idle speed.
(1) The default test configuration
consists of a powertrain with all
components upstream of the axle. This
involves connecting the powertrain’s
output shaft directly to the
dynamometer or to a gear box with a
fixed gear ratio and measuring torque at
the axle input shaft. You may instead
set up the dynamometer to connect at
the wheel hubs and measure torque at
that location. The preceding sentence
may apply if your powertrain
configuration requires it, such as for
hybrid powertrains or if you want to
represent the axle performance with
powertrain test results.
(2) For testing hybrid engines, connect
the engine’s crankshaft directly to the
dynamometer and measure torque at
that location.
(c) Powertrain temperatures during
testing. Cool the powertrain during
testing so temperatures for oil, coolant,
block, head, transmission, battery, and
power electronics are within the
manufacturer’s expected ranges for
normal operation. You may use
electronic control module outputs to
comply with this paragraph (c). You
may use auxiliary coolers and fans.
(d) Engine break in. Break in the
engine according to 40 CFR 1065.405,
the axle assembly according to
§ 1037.560, and the transmission
according to § 1037.565. You may
instead break in the powertrain as a
complete system using the engine break
in procedure in 40 CFR 1065.405.
(e) Dynamometer setup. Set the
dynamometer to operate in speedcontrol mode (or torque-control mode
for hybrid engine testing at idle,
including idle portions of transient duty
cycles). Record data as described in 40
CFR 1065.202. Command and control
the dynamometer speed at a minimum
PO 00000
Frm 00172
Fmt 4701
Sfmt 4700
of 5 Hz, or 10 Hz for testing engine
hybrids. Run the vehicle model to
calculate the dynamometer setpoints at
a rate of at least 100 Hz. If the
dynamometer’s command frequency is
less than the vehicle model
dynamometer setpoint frequency,
subsample the calculated setpoints for
commanding the dynamometer
setpoints.
(f) Driveline and vehicle model. Use
the GEM HIL model’s driveline and
vehicle submodels or the equations in
this paragraph (f) to calculate the
dynamometer speed setpoint, ƒnref,dyno,
based on the torque measurement
location. Note that the GEM HIL model
is configured to set the accessory load
to zero and it comes configured with the
tire slip model disabled.
(1) Driveline model with a
transmission in hardware. For testing
with torque measurement at the axle
input shaft or wheel hubs, calculate,
ƒnref,dyno, using the GEM HIL model’s
driveline submodel or the following
equation:
.{'
J nrefi ,dyno
= ka[speed] • V refi
2
• 7r • 'ispeed]
Eq. 1037.550-1
Where:
ka[speed] = drive axle ratio as determined in
paragraph (h) of this section. Set ka[speed]
equal to 1.0 if torque is measured at the
wheel hubs.
vrefi = simulated vehicle reference speed as
calculated in paragraph (f)(3) of this
section.
r[speed] = tire radius as determined in
paragraph (h) of this section.
(2) Driveline model with a simulated
transmission. For testing with the torque
measurement at the engine’s crankshaft,
ƒnref,dyno is the dynamometer target speed
from the GEM HIL model’s transmission
submodel. You may request our
approval to change the transmission
submodel, as long as the changes do not
affect the gear selection logic. Before
testing, initialize the transmission
model with the engine’s measured
torque curve and the applicable steadystate fuel map from the GEM HIL model.
You may request our approval to input
your own steady-state fuel map.
Configure the torque converter to
simulate neutral idle when using this
procedure to generate engine fuel maps
in 40 CFR 1036.503 or to perform the
Supplemental Emission Test (SET)
testing under 40 CFR 1036.505. You
may change engine commanded torque
at idle to better represent CITT for
transient testing under 40 CFR
1036.510. You may change the
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.131</GPH>
lotter on DSK11XQN23PROD with RULES2
34478
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
simulated engine inertia to match the
inertia of the engine under test. We will
evaluate your requests under paragraph
(f)(3) of this section based on your
demonstration that that the adjusted
testing better represents in-use
operation.
(i) The transmission submodel needs
the following model inputs:
(A) Torque measured at the engine’s
crankshaft.
(B) Engine estimated torque
determined from the electronic control
module or by converting the
instantaneous operator demand to an
instantaneous torque in N·m.
V
.
refi
=[
k. · 1';_1
r
•(
(C) Dynamometer mode when idling
(speed-control or torque-control).
(D) Measured engine speed when
idling.
(E) Transmission output angular
speed, ƒni,transmission, calculated as
follows:
ka[speed] • V refi
/,
ni,transmission -
2
• Jr • 'i:speed]
Eq. 1037.550-2
Where:
ka[speed] = drive axle ratio as determined in
paragraph (h) of this section.
vrefi = simulated vehicle reference speed as
calculated in paragraph (f)(3) of this
section.
r[speed] = tire radius as determined in
paragraph (h) of this section.
(ii) The transmission submodel
generates the following model outputs:
(A) Dynamometer target speed.
(B) Dynamometer idle load.
(C) Transmission engine load limit.
(D) Engine speed target.
(3) Vehicle model. Calculate the
simulated vehicle reference speed, nrefi,
using the GEM HIL model’s vehicle
submodel or the equations in this
paragraph (f)(3):
Ejfaxle) -
••
]
p·C A
•
( M g CIT cos(atan(G;-1))+
2
<l.2
v,ef,i-1) _
Fb,ake,i-1
_
34479
A~~
·------'--'---+
V .
M M .
ref,1-l
Fg,ade,i-l
+
rotatmg
Eq. 1037.550-3
= I ( vref,i-1 . f1(_1)
i=l
Eq. 1037.550-4
r = air density at reference conditions. Use
r = 1.1845 kg/m3.
CdA = drag area for a vehicle class as
determined in paragraph (h) of this
section.
Fbrake,i-1 = instantaneous braking force applied
by the driver model.
Fgrade,i-1
= M · g · sin ( atan ( Gi-1))
Eq. 1037.550-5
Dt = the time interval between measurements.
For example, at 100 Hz, Dt = 0.0100
seconds.
(4) Example. The following example
illustrates a calculation of ƒnref,dyno using
paragraph (f)(1) of this section where
torque is measured at the axle input
shaft. This example is for a vocational
Light HDV or vocational Medium HDV
with 6 speed automatic transmission at
B speed (Test 4 in Table 2 of 40 CFR
1036.540).
kaB = 4.0
rB = 0.399 m
T999 = 500.0 N·m
Crr = 7.7 kg/tonne = 7.7·10-3 kg/kg
M = 11408 kg
CdA = 5.4 m2
G999 = 0.39% = 0.0039
998
= I(19.99-0.01+20.0-0.0l+ ... +vref,998 ·M99s) =1792m
i=O
Dt = 0.0100 s
Mrotating = 340 kg
ER29JN21.133</GPH>
Fgrade,999 = 11408·9.81·sin (atan(0.0039))
= 436.5 N
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ER29JN21.132</GPH>
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Fbrake,999 = 0 N
vref,999 = 20.0 m/s
ER29JN21.136</GPH>
Di-1
Mrotating = inertial mass of rotating
components. Let Mrotating = 340 kg for
vocational Light HDV or vocational
Medium HDV. See paragraph (h) of this
section for tractors and for vocational
Heavy HDV.
ER29JN21.135</GPH>
D999
N
ER29JN21.134</GPH>
Where:
i = a time-based counter corresponding to
each measurement during the sampling
period. Let vref1 = 0; start calculations at
i = 2. A 10-minute sampling period will
generally involve 60,000 measurements.
T = instantaneous measured torque at the
axle input, measured at the wheel hubs,
or simulated by the GEM HIL model’s
transmission submodel.
Eƒƒaxle = axle efficiency. Use Eƒƒaxle =
0.955 for T ≥ 0, and use Eƒƒaxle = 1/
0.955 for T < 0. Use Eƒƒaxle = 1.0 if
torque is measured at the wheel hubs.
M = vehicle mass for a vehicle class as
determined in paragraph (h) of this
section.
g = gravitational constant = 9.80665 m/s2.
Crr = coefficient of rolling resistance for a
vehicle class as determined in paragraph
(h) of this section.
Gi-1 = the percent grade interpolated at
distance, Di-1, from the duty cycle in
appendix IV to this part corresponding to
measurement (i–1).
34480
l
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
4.0-500.0 -(0.955)-
V,ef!OOO
= [ 0.399
( 11408 · 9.80665 •7.7 -10- 3 • cos ( atan ( 0.0039)) + 1.1 8~ · 5.4 · 20.0z )- 0 _ 436 _5
Vrefl000
· - -0.0100
--+20.0
11408 + 340
= 20.00189 m/s
4.0-20.00189
(g) Driver model. Use the GEM HIL
model’s driver submodel or design a
driver model to simulate a human driver
modulating the throttle and brake
pedals. In either case, tune the model to
follow the test cycle as closely as
possible meeting the following
specifications:
(1) The driver model must meet the
speed requirements for operation over
the highway cruise cycles as described
in § 1037.510 and for operation over the
transient cycle as described in 40 CFR
1066.425(b). The exceptions in 40 CFR
1066.425(b)(4) apply to the transient
cycle and the highway cruise cycles.
(2) Send a brake signal when operator
demand is zero and vehicle speed is
greater than the reference vehicle speed
from the test cycle. Include a delay
before changing the brake signal to
prevent dithering, consistent with good
engineering judgment.
(3) Allow braking only if operator
demand is zero.
(4) Compensate for the distance
driven over the duty cycle over the
course of the test. Use the following
equation to perform the compensation
in real time to determine your time in
the cycle:
tcycle,
= L..i
~((Vvehicle,i-1
i=l
J·Af J
i-1
V cycle,i-1
Eq. 1037.550-6
lotter on DSK11XQN23PROD with RULES2
Where:
vvehicle = measured vehicle speed.
vcycle = reference speed from the test cycle. If
vcycle,i-1 < 1.0 m/s, set vcycle,i-1 = vvehicle,i-1.
(h) Vehicle configurations to evaluate
for generating fuel maps as defined in
40 CFR 1036.503. Configure the
driveline and vehicle models from
paragraph (f) of this section in the test
cell to test the powertrain. Simulate
multiple vehicle configurations that
represent the range of intended vehicle
applications. Use at least three equally
spaced axle ratios or tire sizes and three
different road loads (nine
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configurations), or at least four equally
spaced axle ratios or tire sizes and two
different road loads (eight
configurations). Select axle ratios to
represent the full range of expected
vehicle installations.
(1) Determine the vehicle model
inputs for M, Mrotating, CdA, and Crr for a
set of vehicle configurations as
described in 40 CFR 1036.540(c)(3).
Instead of selecting axle ratios and tire
sizes based on the range of intended
vehicle applications as described in this
paragraph (h), you may select axle ratios
and tire sizes such that the ratio of
engine speed to vehicle speed covers the
range of ratios of minimum and
maximum engine speed to vehicle speed
when the transmission is in top gear for
the vehicles in which the powertrain
will be installed. Note that you do not
have to use the same axle ratios and tire
sizes for each GEM regulatory
subcategory.
(2) For hybrid powertrain systems
where the transmission will be
simulated, use the transmission
parameters defined in Table 1 of 40 CFR
1036.540 to determine transmission
type and gear ratio. Use a fixed
transmission efficiency of 0.95. The
GEM HIL transmission model uses a
transmission parameter file for each test
that includes the transmission type, gear
ratios, lockup gear, torque limit per gear
from Table 1 of 40 CFR 1036.540, and
the values from 40 CFR 1036.503(b)(4)
and (c).
(i) [Reserved]
(j) Duty cycles to evaluate. Operate the
powertrain over each of the duty cycles
specified in § 1037.510(a)(2), and for
each applicable vehicle configuration
from paragraph (h) of this section.
Determine cycle-average powertrain fuel
maps by testing the powertrain using
the procedures in 40 CFR 1036.540(d)
with the following exceptions:
(1) Understand ‘‘engine’’ to mean
‘‘powertrain’’.
(2) If the preceding duty cycle does
not end at 0 mi/hr, transition between
duty cycles by decelerating at a rate of
2 mi/hr/s at 0% grade until the vehicle
PO 00000
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reaches zero speed. Shut off the
powertrain. Prepare the powertrain and
test cell for the next duty-cycle. Start the
next duty-cycle within 60 to 180
seconds after shutting off the
powertrain. Do not run the powertrain
or change its physical state before
starting the next duty cycle. If the next
duty cycle begins at 0 mi/hr vehicle
speed, key on the vehicle and start the
duty-cycle after 10 seconds, otherwise
key on the vehicle and transition to the
next duty cycle by accelerating at a rate
of 1 mi/hr/s at 0% grade for vehicle
configurations given in Table 2 of 40
CFR 1036.540 or 2 mi/hr/s at 0% grade
for vehicle configurations given in
Tables 3 and 4 of 40 CFR 1036.540, then
stabilize for 10 seconds at the initial
duty cycle conditions.
(3) Calculate cycle work using GEM or
the speed and torque from the driveline
and vehicle models from paragraph (f)
of this section to determine the
sequence of duty cycles.
(4) Calculate the mass of fuel
consumed for idle duty cycles as
described in paragraph (n) of this
section.
(5) Warm up the powertrain as
described in 40 CFR 1036.527(c)(1).
(k) Measuring NOX emissions.
Measure NOX emissions for each
sampling period in grams. You may
perform these measurements using a
NOX emission-measurement system that
meets the requirements of 40 CFR part
1065, subpart J. If a system malfunction
prevents you from measuring NOX
emissions during a test under this
section but the test otherwise gives valid
results, you may consider this a valid
test and omit the NOX emission
measurements; however, we may
require you to repeat the test if we
determine that you inappropriately
voided the test with respect to NOX
emission measurement.
(l) [Reserved]
(m) Measured output speed
validation. For each test point, validate
the measured output speed with the
corresponding reference values. If the
range of reference speed is less than 10
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.138</GPH>
= 2 _3 .1 4 _0399 = 31.93 r/s =1915.8 r/min
ER29JN21.137</GPH>
fnref!OOO,dyno
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
percent of the mean reference speed,
you need to meet only the standard
error of the estimate in Table 1 of this
section. You may delete points when
the vehicle is stopped. If your speed
measurement is not at the location of
fnref, correct your measured speed using
the constant speed ratio between the
two locations. Apply cycle-validation
criteria for each separate transient or
highway cruise cycle based on the
following parameters:
(n) Fuel consumption at idle.
TABLE 1 OF § 1037.550—STATISTICAL
CRITERIA FOR VALIDATING DUTY CY- Determine the mass of fuel consumed at
CLES
Parameter a
Speed control
0.990 ≤a1 ≤1.010.
≤2.0% of maximum
ƒnref speed.
≤2.0% of maximum
ƒnref speed.
≥0.990.
Slope, a;1 ..................
Absolute value of
intercept, |a0|.
Standard error of the
estimate, SEE.
Coefficient of determination, r2.
a Determine values for specified parameters
as described in 40 CFR 1065.514(e) by comparing measured and reference values for
ƒnref,dyno.
-,--
34481
_
mfuelidle -
MC
--•
W Cmeas
[-,--
nexh •
l
Xccombdry
+
-
_
idle for the applicable duty cycles
described in § 1037.510(a)(2) as follows:
(1) Measure fuel consumption with a
fuel flow meter and report the mean idle
fuel mass flow rate for each duty cycle
Ô
as applicable, m
fuelidle.
(2) If you do not measure fuel mass
flow rate, calculate the idle fuel mass
Ô
flow rate for each duty cycle, m
fuelidle, for
each set of vehicle settings, as follows:
mC02DEF
M
X H20exhdry
J
CO2
Eq. 1037.550-7
Where:
MC = molar mass of carbon.
wCmeas = carbon mass fraction of fuel (or
mixture of test fuels) as determined in 40
CFR 1065.655(d), except that you may
not use the default properties in Table 1
of 40 CFR 1065.655 to determine a, b,
and wC for liquid fuels.
Ô
nexh = the mean raw exhaust molar flow rate
from which you measured emissions
according to 40 CFR 1065.655.
xCcombdry = the mean concentration of carbon
from fuel and any injected fluids in the
exhaust per mole of dry exhaust.
xH2Oexhdry = the mean concentration of H2O in
exhaust per mole of dry exhaust.
Ô
m
CO2DEF = the mean CO2 mass emission rate
resulting from diesel exhaust fluid
decomposition over the duty cycle as
determined in 40 CFR 1036.535(b)(7). If
your engine does not use diesel exhaust
fluid, or if you choose not to perform this
Ô
correction, set m
CO2DEF equal to 0.
iiz _ = 12.0107 ·(25.534 · 2.805-10-3
fuehdle
0.0726
44.0095
J
determined in this section. If you use
multiple measurement methods as
allowed in 40 CFR 1036.540(d), follow
40 CFR 1036.535(g) regarding the use of
direct and indirect fuel measurements
and the carbon balance error
verification. These declared values,
which serve as emission standards,
collectively represent the powertrain
fuel map for certification.
ER29JN21.139</GPH>
reference fuel as described in 40 CFR
Ô with
1036.535(f), replacing m
fuel
mfuel[cycle] where applicable in Eq.
1036.535–4.
(2) Declare fuel masses, mfuel[cycle], in
g/cycle. In addition, declare mean fuel
mass flow rate for each applicable idle
Ô
duty cycle, m
fuelidle. These declared
values may not be lower than any
corresponding measured values
MC = 12.0107 g/mol
wCmeas = 0.867
Ô
nexh = 25.534 mol/s
xCcombdry = 2.805·10¥3 mol/mol
xH2Oexhdry = 3.53·10¥2 mol/mol
Ô
m
CO2DEF = 0.0726 g/s
MCO2 = 44.0095
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Ô
m
fuelidle = 0.405 g/s = 1458.6 g/hr
(o) Create GEM inputs. Use the results
of powertrain testing to determine GEM
inputs for the different simulated
vehicle configurations as follows:
(1) Correct the measured or calculated
fuel masses, mfuel[cycle], and mean idle
Ô
fuel mass flow rates, m
fuelidle, if
applicable, for each test result to a massspecific net energy content of a
1 + 3 .53 · 10-z
0.867
MCO2 = molar mass of carbon dioxide.
Example:
34482
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(3)
Calculate powertrain output speed per unit of vehicle speed,
[~powertrnn]
powertram
,
using one
[cycle]
of the following methods:
(i) For testing with torque measurement at the axle input shaft:
[
=
fnpowertrain ]
V powertram
·
[cycle]
ka
2 ' 7l ' r.[speed]
Eq. 1037.550-8
Example:
ka
= 4.0
YB=
[
0.399 m
hpowertrain ]
V powertrain
4 ·0
= 1.596 rim
2-3.14-0.399
=
transienttest4
(ii) For testing with torque
measurement at the wheel hubs, use Eq.
1037.550–8 setting ka equal to 1.
(iii) For testing with torque
measurement at the engine’s crankshaft:
[
fnengine
fnpowertrain ]
vpowertrain
=-[cycle]
vref
Example:
f¯nengine = 1870 r/min = 31.17 r/s
Eq. 1037.550-9
v¯ref = 19.06 m/s
Where:
[
hpowertrain ]
Vpowertrain
transienttest4
= 3 Ll 7 =1.635 r/m
19.06
(6) The following table illustrates the
GEM data inputs corresponding to the
different vehicle configurations for a
given duty cycle:
ER29JN21.142</GPH>
ER29JN21.143</GPH>
(5) Calculate engine idle speed, by
taking the average engine speed
measured during the transient cycle test
while the vehicle speed is below 0.100
m/s.
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E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.141</GPH>
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(4) Calculate positive work, W[cycle], as
the work over the duty cycle at the axle
input shaft, wheel hubs, or the engine’s
crankshaft, as applicable, when vehicle
speed is at or above 0.100 m/s.
f¯nengine = average engine speed when vehicle
speed is at or above 0.100 m/s.
v¯ref = average simulated vehicle speed at or
above 0.100 m/s.
34483
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Table 2 of ~1037.550-Example vehicle configuration test result output matrix for Heavy HDV
VEHICLE CONFIGURATION NUMBER
1
2
4
3
5
7
6
8
9
mfuel[ cycle]
[ fnpowertrain ]
V powertrain
[cycle]
W[cycle]
fnidle
a
ardle speed applies only for the transient duty cycle.
158. Amend § 1037.551 by revising
paragraph (b) to read as follows:
■
§ 1037.551 Engine-based simulation of
powertrain testing.
*
*
*
*
*
(b) Operate the engine over the
applicable engine duty cycles
corresponding to the vehicle cycles
specified in § 1037.510(a)(2) for
powertrain testing over the applicable
vehicle simulations described in
§ 1037.550(i). Warm up the engine to
prepare for the transient test or one of
the highway cruise cycles by operating
it one time over one of the simulations
of the corresponding duty cycle. Warm
up the engine to prepare for the idle test
by operating it over a simulation of the
65-mi/hr highway cruise cycle for 600
seconds. Within 60 seconds after
concluding the warm up cycle, start
emission sampling while the engine
operates over the duty cycle. You may
perform any number of test runs directly
Vrefi
in succession once the engine is
warmed up. Perform cycle validation as
described in 40 CFR 1065.514 for engine
speed, torque, and power.
*
*
*
*
*
159. Amend § 1037.555 by revising
paragraphs (d), (e), and (f) to read as
follows:
■
(e) Use speed control with a loop rate
of at least 100 Hz to program the
dynamometer to follow the test cycle, as
follows:
(1) Calculate the transmission output
shaft’s angular speed target for the
dynamometer, fnref,dyno, from the
measured linear speed at the
dynamometer rolls using the following
equation:
§ 1037.555 Special procedures for testing
Phase 1 hybrid systems.
*
*
*
*
*
(d) Calculate the transmission output
shaft’s angular speed target for the
driver model, fnref,driver, from the linear
speed associated with the vehicle cycle
using the following equation:
fnrefi,driver
=
Where:
vcyclei = vehicle speed of the test cycle for
each point, i, starting from i = 1.
ka = drive axle ratio, as declared by the
manufacturer.
r = radius of the loaded tires, as declared by
the manufacturer.
V cyclei • ka
2
·n·r
Eq. 1037.555-1
ka ·T:-1
(A +
= ( ----=-------'---=-r
Eq. 1037.555-2
B ·Vrefi-1 + C ·Vrefi-1
2 ) - Rbrakei-1
'
'
'
J ti -(-1
M
•---'------'--'-+Vrefi-1
'
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Jkt 253001
Parameter
Speed control
Standard error of the
estimate, SEE.
Coefficient of determination, r2.
≤5% of maximum test
speed.
≥0.970.
CLES
Parameter
Slope, a1 ...................
Absolute value of
intercept, |a0|.
PO 00000
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Speed control
0.950 ≤ a1 ≤ 1.030.
≤2.0% of maximum
test speed.
Sfmt 4700
(f) Send a brake signal when operator
demand is equal to zero and vehicle
speed is greater than the reference
vehicle speed from the test cycle. Set a
delay before changing the brake state to
prevent the brake signal from dithering,
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.146</GPH>
TABLE 1 OF § 1037.555—STATISTICAL
CRITERIA FOR VALIDATING DUTY CY-
TABLE 1 OF § 1037.555—STATISTICAL
CRITERIA FOR VALIDATING DUTY CYCLES—Continued
ER29JN21.145</GPH>
(2) For each test, validate the
measured transmission output shaft’s
speed with the corresponding reference
values according to 40 CFR 1065.514(e).
You may delete points when the vehicle
is stopped. Perform the validation based
on speed values at the transmission
output shaft. For steady-state tests (55
mi/hr and 65 mi/hr cruise), apply cyclevalidation criteria by treating the
sampling periods from the two tests as
a continuous sampling period. Perform
this validation based on the following
parameters:
ER29JN21.144</GPH>
lotter on DSK11XQN23PROD with RULES2
Where:
T = instantaneous measured torque at the
transmission output shaft.
Fbrake = instantaneous brake force applied by
the driver model to add force to slow
down the vehicle.
t = elapsed time in the driving schedule as
measured by the dynamometer, in
seconds.
ER29JN21.147</GPH>
Eq. 1037.555-3
34484
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
consistent with good engineering
judgment.
*
*
*
*
*
■ 160. Revise § 1037.560 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1037.560
Axle efficiency test.
This section describes a procedure for
mapping axle efficiency through a
determination of axle power loss.
(a) You may establish axle power loss
maps based on testing any number of
axle configurations within an axle
family as specified in § 1037.232. You
may share data across a family of axle
configurations, as long as you test the
axle configuration with the lowest
efficiency from the axle family; this will
generally involve testing the axle with
the highest axle ratio. For vehicles with
tandem drive axles, always test each
drive axle separately. For tandem axles
that can be disconnected, test both
single-drive and tandem axle
configurations. This includes 4×4 axles
where one of the axles is
disconnectable. Alternatively, you may
analytically derive power loss maps for
untested configurations within the same
axle family as described in paragraph
(h) of this section.
(b) Prepare an axle assembly for
testing as follows:
(1) Select an axle assembly with less
than 500 hours of operation before
testing. Assemble the axle in its
housing, along with wheel ends and
bearings.
(2) If you have a family of axle
assemblies with different axle ratios,
you may test multiple configurations
using a common axle housing, wheel
ends, and bearings.
(3) Install the axle assembly on the
dynamometer with an input shaft angle
perpendicular to the axle.
(i) For axle assemblies with or
without a locking main differential, test
the axle assembly using one of the
following methods:
(A) Lock the main differential and test
it with one electric motor on the input
shaft and a second electric motor on the
output side of the output shaft that has
the speed-reduction gear attached to it.
(B) Test with the main differential
unlocked and with one electric motor
on the input shaft and electric motors
on the output sides of each of the output
shafts.
(ii) For drive-through tandem-axle
setups, lock the longitudinal and interwheel differentials.
(4) Add gear oil according to the axle
manufacturer’s instructions. If the axle
manufacturer specifies multiple gear
oils, select the one with the highest
viscosity at operating temperature. You
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may use a lower-viscosity gear oil if we
approve that as critical emission-related
maintenance under § 1037.125. Fill the
gear oil to a level that represents in-use
operation. You may use an external gear
oil conditioning system, as long as it
does not affect measured values.
(5) Install equipment for measuring
the bulk temperature of the gear oil in
the oil sump or a similar location.
Report temperature to the nearest 0.1 °C.
(6) Break in the axle assembly using
good engineering judgment. Maintain
gear oil temperature at or below 100 °C
throughout the break-in period.
(7) You may drain the gear oil
following the break-in procedure and
repeat the filling procedure described in
paragraph (b)(4) of this section. We will
follow your practice for our testing.
(c) Measure input and output speed
and torque as described in 40 CFR
1065.210(b). You must use a speedmeasurement system that meets an
accuracy of ±0.05% of point. Use torque
transducers that meet an accuracy
requirement of ±1.0 N·m for unloaded
test points and ±0.2% of the maximum
tested axle input torque or output
torque, respectively, for loaded test
points. Calibrate and verify
measurement instruments according to
40 CFR part 1065, subpart D. Command
speed and torque at a minimum of 10
Hz, and record all data, including bulk
oil temperature, as 1 Hz mean values.
(d) The test matrix consists of test
points representing output torque and
wheel speed values meeting the
following specifications:
(1) Output torque includes both
loaded and unloaded operation. For
measurement involving unloaded
output torque, also called spin loss
testing, the wheel end is not connected
to the dynamometer and is left to rotate
freely; in this condition the input torque
(to maintain constant wheel speed)
equals the power loss. Test axles at a
range of output torque values, as
follows:
(i) 0, 500, 1000, 2000, 3000, and 4000
N·m for single drive axle applications
for tractors and for vocational Heavy
HDV with a single drive axle.
(ii) 0, 250, 500, 1000, 1500, and 2000
N·m for tractors, for vocational Heavy
HDV with tandem drive axles, and for
all vocational Light HDV or vocational
Medium HDV.
(iii) You may exclude values that
exceed your axle’s maximum torque
rating.
(2) Determine maximum wheel speed
corresponding to a vehicle speed of 65
mi/hr based on the smallest tire (as
determined using § 1037.520(c)(1)) that
will be used with the axle. If you do not
know the smallest tire size, you may use
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a default size of 650 r/mi. Use wheel
angular speeds for testing that include
50 r/min and speeds in 100 r/min
increments that encompass the
maximum wheel speed (150, 250, etc.).
(3) You may test the axle assembly at
additional speed and torque setpoints.
(e) Determine axle efficiency using the
following procedure:
(1) Maintain ambient temperature
between (15 and 35) °C throughout
testing. Measure ambient temperature
within 1.0 m of the axle assembly.
Verify that critical axle settings (such as
bearing preload, backlash, and oil sump
level) are within specifications before
and after testing.
(2) Maintain gear oil temperature at
(81 to 83) °C. You may alternatively
specify a lower range by shifting both
temperatures down by the same amount.
We will test your axle assembly using
the same temperature range you specify
for your testing. You may use an
external gear oil conditioning system, as
long as it does not affect measured
values.
(3) Use good engineering judgment to
warm up the axle assembly by operating
it until the gear oil is within the
specified temperature range.
(4) Stabilize operation at each point in
the test matrix for at least 10 seconds,
then measure the input torque, output
torque, and wheel angular speed for at
least 10 seconds. Record arithmetic
mean values for all three parameters
over the measurement period. Calculate
power loss as described in paragraph (f)
of this section based on these values
for mean input torque, T¯in, mean output
torque, T¯out, and mean wheel angular
speed, f¯nwheel, at each test point.
(5) Perform the map sequence
described in paragraph (e)(4) of this
section three times. Remove torque from
the input shaft and allow the axle to
come to a full stop before each repeat
measurement.
(6) You may need to perform
additional testing at a given test point
based on a calculation of a confidence
interval to represent repeatability at a
95% confidence level for that test point.
If the confidence limit is greater than
0.10% for loaded tests or greater than
0.05% for unloaded tests, perform
another repeat of measurements at that
test point and recalculate the
repeatability for the whole set of test
results. Continue testing until the
confidence interval is at or below the
specified values for all test points.
Calculate a confidence interval
representing the repeatability in
establishing a 95% confidence level
using the following equation:
E:\FR\FM\29JNR2.SGM
29JNR2
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34485
1.96· oConfidence Interval = ✓
N Ploss -100 %
N ·Pmax
Eq. 1037.560-1
N = number of repeat tests.
Pmax = maximum output torque setting from
the test matrix.
Where:
sPloss = standard deviation of power loss
values at a given torque-speed setting
(see 40 CFR 1065.602(c)).
Example:
sPloss = 0.1650 kW
N=3
P max = 314.2000 kW
1.96-0.1650
Confidence Interval = ✓3
• 100 %
3 ·314.2000
T¯in = mean input torque from paragraph (e)(4)
of this section.
f¯nwheel = mean wheel angular speed from
paragraph (e)(4) of this section in rad/s.
ka = drive axle ratio, expressed to at least the
nearest 0.001.
T¯out = mean output torque from paragraph
(e)(4) of this section. Let T¯out = 0 for all
unloaded tests.
Confidence Interval = 0.0594%
(f) Calculate the mean power loss,
loss, at each test point as follows:
(1) Calculate P¯loss for each
measurement at each test point as
follows:
Ji.ioss -T
-f.-nwheel -k a -Tout -f.-nwheel
in
(2) Calculate loss as the mean power
loss from all measurements at a given
test point.
Eq. 1037.560-2
Where:
= 1.6029+1.6019+1.6039 =1 6029 kW
f nin for each test point. Calculate ~ut and f nin for each test point
lotter on DSK11XQN23PROD with RULES2
by calculating the arithmetic average of
(2) Record declared mean power loss
values at or above the corresponding
value calculated in paragraph (f) of this
section. Use good engineering judgment
to select values that will be at or above
the mean power loss values for your
production axles. Vehicle manufacturers
will use these declared mean power loss
values for certification. For vehicles
with tandem drive axles, the GEM input
is the sum of the power loss and output
torque from the individual axles. For
vehicles with a disconnectable axle,
GEM uses separate inputs for single and
tandem drive axle configurations.
(h) You may analytically derive axle
power loss maps for untested
configurations within an axle family as
follows:
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~ut
and
fnin
for all the repeat tests at that test point.
(1) Test at least three axle assemblies
within the same family representing at
least the smallest axle ratio, the largest
axle ratio, and an axle ratio closest to
the arithmetic mean from the two other
tested axle assemblies. Test each axle
assembly as described in this section at
the same speed and torque setpoints.
(2) Perform a second-order leastsquares regression between declared
power loss and axle ratio using each
speed and torque setpoint described in
paragraph (d) of this section for your
tested axle assemblies. Use the declared
power loss values from paragraph (g) of
this section; however, for purposes of
analytically deriving power loss maps
under this paragraph (h), you must
select declared values for the largest and
smallest axle ratios in the axle family
PO 00000
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Fmt 4701
Sfmt 4700
that are adjusted relative to the
calculated values for mean power loss
by the same multiplier. If the coefficent
of the second-order term is negative,
include testing from additional axle
ratios, or increase your declared power
loss for the largest and smallest axle
ratios by the same multiplier as needed
for the second-order term to become
positive.
(3) Determine loss of untested axles
for each speed and torque setpoint
based on a linear relationship between
your declared power loss and axle ratio
as follows:
(i) Determine the slope of the
correlation line by connecting the
declared power loss values for the
smallest and largest axle ratios.
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.279</GPH>
and
ER29JN21.151</GPH>
Pioss , ~ut ,
two decimal places; express power loss
in kW to four decimal places.
ER29JN21.150</GPH>
( 1) Record
angular speed in r/min to one decimal
place; express output torque in N·m to
ER29JN21.149</GPH>
(g) Create a table with the mean power
loss, loss, corresponding to each test
point for input into GEM. Express wheel
·
3
loss
ER29JN21.148</GPH>
R
(3) The following example illustrates
a calculation of loss:
T¯in,1 = 845.10 N·m
f¯nwheel,1 = 100.0 r/min = 10.472 rad/s
ka = 3.731
T¯out,1 = 3000.00 N·m
P¯loss,1 = 845.10 · 10.472 · 3.731 ¥
3000.00 · 10.472
P¯loss,1 = 1602.9 W = 1.6029 kW
P¯loss,2 = 1601.9 W = 1.6019 kW
P¯loss,3 = 1603.9 W = 1.6039 kW
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(ii) Fix the intercept for the
correlation line by shifting it upward as
needed so all the declared power loss
values are on the correlation line or
below it. Note that for cases involving
three tested axle assemblies, the
correlation line will always include the
declared power loss for the smallest and
largest axle ratio.
(4) Select declared values of loss for
untested configurations that are at or
above the values you determined in
paragraph (h)(3) of this section.
■ 161. Revise § 1037.565 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1037.565
Transmission efficiency test.
This section describes a procedure for
mapping transmission efficiency
through a determination of transmission
power loss.
(a) You may establish transmission
power loss maps based on testing any
number of transmission configurations
within a transmission family as
specified in § 1037.232. You may share
data across any configurations within
the family, as long as you test the
transmission configuration with the
lowest efficiency from the transmission
family. Alternatively, you may ask us to
approve analytically derived power loss
maps for untested configurations within
the same transmission family (see
§ 1037.235(h)).
(b) Prepare a transmission for testing
as follows:
(1) Select a transmission with less
than 500 hours of operation before
testing.
(2) Mount the transmission to the
dynamometer such that the geared shaft
in the transmission is aligned with the
input shaft from the dynamometer.
(3) Add transmission oil according to
the transmission manufacturer’s
instructions. If the transmission
manufacturer specifies multiple
transmission oils, select the one with
the highest viscosity at operating
temperature. You may use a lowerviscosity transmission oil if we approve
it as critical emission-related
maintenance under § 1037.125. Fill the
transmission oil to a level that
represents in-use operation. You may
use an external transmission oil
conditioning system, as long as it does
not affect measured values.
(4) Include any internal and external
pumps for hydraulic fluid and
lubricating oil in the test. Determine the
work required to drive an external
pump according to 40 CFR 1065.210.
(5) Install equipment for measuring
the bulk temperature of the transmission
oil in the oil sump or a similar location.
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(6) If the transmission is equipped
with a torque converter, lock it for all
testing performed in this section.
(7) Break in the transmission using
good engineering judgment. Maintain
transmission oil temperature at (87 to
93) °C for automatic transmissions and
transmissions having more than two
friction clutches, and at (77 to 83) °C for
all other transmissions. You may ask us
to approve a different range of
transmission oil temperatures if you
have data showing that it better
represents in-use operation.
(c) Measure input and output shaft
speed and torque as described in 40 CFR
1065.210(b). You must use a speed
measurement system that meets an
accuracy of ±0.05% of point. Accuracy
requirements for torque transducers
depend on the highest loaded
transmission input and output torque as
described in paragraph (d)(2) of this
section. Use torque transducers for
torque input measurements that meet an
accuracy requirement of ±0.2% of the
highest loaded transmission input for
loaded test points and ±0.1% of the
highest loaded transmission input
torque for unloaded test points. For
torque output measurements, torque
transducers must meet an accuracy
requirement of ±0.2% of the highest
loaded transmission output torque for
each gear ratio. Calibrate and verify
measurement instruments according to
40 CFR part 1065, subpart D. Command
speed and torque at a minimum of 10
Hz, and record all data, including bulk
oil temperature, at a minimum of 1 Hz
mean values.
(d) Test the transmission at input
shaft speeds and torque setpoints as
described in this paragraph (d). You
may exclude lower gears from testing;
however, you must test all the gears
above the highest excluded gear. GEM
will use default values for any untested
gears. The test matrix consists of test
points representing transmission input
shaft speeds and torque setpoints
meeting the following specifications for
each tested gear:
(1) Test at the following transmission
input shaft speeds:
(i) 600.0 r/min or transmission input
shaft speed when paired with the engine
operating at idle.
(ii) The transmission’s maximum
rated input shaft speed. You may
alternatively select a value representing
the highest expected in-use
transmission input shaft speed.
(iii) Three equally spaced
intermediate speeds. The intermediate
speed points may be adjusted to the
nearest 50 or 100 r/min. You may test
any number of additional speed
setpoints to improve accuracy.
PO 00000
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Fmt 4701
Sfmt 4700
(2) Test at certain transmission input
torque setpoints as follows:
(i) Include one unloaded (zero-torque)
setpoint.
(ii) Include one loaded torque setpoint
between 75% and 105% of the
transmission’s maximum rated input
shaft torque. However, you may use a
lower torque setpoint as needed to avoid
exceeding dynamometer torque limits,
as long as testing accurately represents
in-use performance. If your loaded
torque setpoint is below 75% of the
transmission’s maximum rated input
shaft torque, you must demonstrate that
the sum of time for all gears where
demanded engine torque is between
your maximum torque setpoint and 75%
of the transmission’s maximum rated
input shaft torque is no more than 10%
of the time for each vehicle drive cycle
specified in this subpart. This
demonstration must be made available
upon request.
(iii) You may test at any number of
additional torque setpoints to improve
accuracy.
(iv) Note that GEM calculates power
loss between tested or default values by
linear interpolation, except that GEM
may extrapolate outside of measured
values to account for testing at torque
setpoints below 75% as specified in
paragraph (d)(2)(ii) of this section.
(3) In the case of transmissions that
automatically go into neutral when the
vehicle is stopped, also perform tests at
600 r/min and 800 r/min with the
transmission in neutral and the
transmission output fixed at zero speed.
(e) Determine transmission efficiency
using the following procedure:
(1) Maintain ambient temperature
between (15 and 35) °C throughout
testing. Measure ambient temperature
within 1.0 m of the transmission.
(2) Maintain transmission oil
temperature as described in paragraph
(b)(7) of this section.
(3) Use good engineering judgment to
warm up the transmission according to
the transmission manufacturer’s
specifications.
(4) Perform unloaded transmission
tests by disconnecting the transmission
output shaft from the dynamometer and
letting it rotate freely. If the
transmission adjusts pump pressure
based on whether the vehicle is moving
or stopped, set up the transmission for
unloaded tests to operate as if the
vehicle is moving.
(5) For transmissions that have
multiple configurations for a given gear
ratio, such as dual-clutch transmissions
that can pre-select an upshift or
downshift, set the transmission to
operate in the configuration with the
greatest power loss. Alternatively, test
E:\FR\FM\29JNR2.SGM
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
in each configuration and use good
engineering judgment to calculate a
weighted power loss for each test point
under this section based on field data
that characterizes the degree of in-use
operation in each configuration.
(6) For a selected gear, operate the
transmission at one of the test points
from paragraph (d) of this section for at
least 10 seconds. Measure the speed and
torque of the input and output shafts for
at least 10 seconds. You may omit
measurement of output shaft speeds if
your transmission is configured to not
allow slip. Calculate arithmetic mean
values for mean input shaft torque, T¯in,
mean output shaft torque, T¯out, mean
input shaft speed, ƒnin, and mean output
shaft speed, ƒnout, for each point in the
test matrix for each test. Repeat this
stabilization, measurement, and
calculation for the other speed and
torque setpoints from the test matrix for
the selected gear in any sequence.
Calculate power loss as described in
paragraph (f) of this section based on
mean speed and torque values at each
test point.
(7) Repeat the procedure described in
paragraph (e)(6) of this section for all
gears, or for all gears down to a selected
gear. This section refers to an ‘‘operating
condition’’ to represent operation at a
test point in a specific gear.
(8) Perform the test sequence
described in paragraphs (e)(6) and (7) of
this section three times. You may do
this repeat testing at any given test point
before you perform measurements for
the whole test matrix. Remove torque
from the transmission input shaft and
bring the transmission to a complete
stop before each repeat measurement.
(9) You may need to perform
additional testing at a given operating
condition based on a calculation of a
Coefzdence Interval
l.96-o-
=✓
N
N
Ploss
34487
confidence interval to represent
repeatability at a 95% confidence level
at that operating condition. If the
confidence interval is greater than
0.10% for loaded tests or greater than
0.05% for unloaded tests, perform
another measurement at that operating
condition and recalculate the
repeatability for the whole set of test
results. Continue testing until the
confidence interval is at or below the
specified values for all operating
conditions. As an alternative, for any
operating condition that does not meet
this repeatability criterion, you may
determine a maximum power loss
instead of calculating a mean power loss
as described in paragraph (g) of this
section. Calculate a confidence interval
representing the repeatability in
establishing a 95% confidence level
using the following equation:
-100 %
·~ated
Eq. 1037.565-1
Where:
sPloss = standard deviation of power loss
values at a given operating condition (see
40 CFR 1065.602(c)).
N = number of repeat tests for an operating
condition.
Prated = the transmission’s rated input power
for a given gear. For testing in neutral,
use the value of Prated for the top gear.
Example:
sPloss = 0.1200 kW
N=3
Prated = 314.2000 kW
1.96-0.1650
Confidence Interval = h
· 100 %
v3 ·314.2000
fnin
=k
g
Eq. 1037.565-3
Where:
P. = 4.295 + 4.285 + 4.292 = 4 291 kW
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·
3
loss
Frm 00181
Fmt 4701
Sfmt 4725
E:\FR\FM\29JNR2.SGM
ER29JN21.156</GPH>
ER29JN21.155</GPH>
7
lnout
ƒnin,1 = 1000 r/min = 104.72 rad/sec
T¯out,1 = 2654.5 N·m
ƒnout,1 = 361.27 r/min = 37.832 rad/s
P¯loss,1 = 1000.0·104.72¥2654.5·37.832
P¯loss,1 = 4295 W = 4.295 kW
P¯loss,2 = 4285 W = 4.285 kW
loss,3 = 4292 W = 4.292 kW
ER29JN21.153</GPH>
lotter on DSK11XQN23PROD with RULES2
Eq. 1037.565-2
Where:
T¯in = mean input shaft torque from paragraph
(e)(6) of this section.
ƒnin = mean input shaft speed from paragraph
(e)(6) of this section in rad/s.
T¯out = mean output shaft torque from
paragraph (e)(6) of this section. Let T¯out=
0 for all unloaded tests.
(3) Calculate loss as the mean power
loss from all measurements at a given
operating condition.
(4) The following example illustrates
a calculation of loss:
T¯in,1 = 1000.0 N·m
ER29JN21.154</GPH>
(2) For transmissions that are
configured to not allow slip, you may
calculate ƒnout based on the gear ratio
using the following equation:
kg = transmission gear ratio, expressed to at
least the nearest 0.001.
29JNR2
ER29JN21.152</GPH>
ƒnout = mean output shaft speed from
paragraph (e)(6) of this section in rad/s.
Let ƒnout = 0 for all tests with the
transmission in neutral. See paragraph
(f)(2) of this section for calculating ƒnout
as a function of ƒnin instead of measuring
ƒnout.
Confidence Interval = 0.0432%
(f) Calculate the mean power loss,
loss, at each operating condition as
follows:
(1) Calculate P¯loss for each
measurement at each operating
condition as follows:
34488
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(g) Create a table with the mean power
loss, loss, corresponding to each
operating condition for input into GEM.
Also include power loss in neutral for
(1) Recored
Pioss , i:n , and
each tested engine’s speed, if applicable.
Express transmission input speed in
r/min to one decimal place; express
input torque in N·m to two decimal
f rrln
places; express power loss in kW to four
decimal places. Record the following
values:
for each operating condition meeting the repeatability
criterion in in paragraph (e)(9) of this section. Calculate Tin and
]nm
for each operating
condition by calculating the arithmetic average of Tin and lmn for all the repeat tests at that
(2) For any operating condition not
meeting the repeatability criterion in
paragraph (e)(9) of this section, record
the maximum value of P¯loss for that
operating condition along with the
corresponding values of T¯in, and f¯nin.
(h) Record declared power loss values
at or above the corresponding value
calculated in paragraph (f) of this
section. Use good engineering judgment
to select values that will be at or above
the mean power loss values for your
production transmissions. Vehicle
manufacturers will use these declared
mean power loss values for certification.
■ 162. Add § 1037.570 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1037.570 Procedures to characterize
torque converters.
GEM includes input values related to
torque converters. This section
describes a procedure for mapping a
torque converter’s capacity factors and
torque ratios over a range of operating
conditions. You may ask us to approve
analytically derived input values based
on this testing for additional untested
configurations as described in
§ 1037.235(h).
(a) Prepare a torque converter for
testing as follows:
(1) Select a torque converter with less
than 500 hours of operation before the
start of testing.
(2) If the torque converter has a
locking feature, unlock it for all testing
performed under this section. If the
torque converter has a slipping lockup
clutch, you may ask us to approve a
different strategy based on data showing
that it represents better in-use operation.
(3) Mount the torque converter with a
transmission to the dynamometer in
series or parallel arrangement or mount
the torque converter without a
transmission to represent a series
configuration.
(4) Add transmission oil according to
the torque converter manufacturer’s
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Jkt 253001
instructions, with the following
additional specifications:
(i) If the torque converter
manufacturer specifies multiple
transmission oils, select the one with
the highest viscosity at operating
temperature. You may use a lowerviscosity transmission oil if we approve
that as critical emission-related
maintenance under § 1037.125.
(ii) Fill the transmission oil to a level
that represents in-use operation. If you
are testing the torque converter without
the transmission, keep output pressure
and the flow rate of transmission oil
into the torque converter within the
torque converter manufacturer’s limits.
(iii) You may use an external
transmission oil conditioning system, as
long as it does not affect measured
values.
(5) Install equipment for measuring
the bulk temperature of the transmission
oil in the oil sump or a similar location
and at the torque converter inlet. If the
torque converter is tested without a
transmission, measure the oil
temperature at the torque converter
inlet.
(6) Break in the torque converter and
transmission (if applicable) using good
engineering judgment. Maintain
transmission oil temperature at (87 to
93) °C. You may ask us to approve a
different range of transmission oil
temperatures if you have data showing
that it better represents in-use operation.
(b) Measure pump and turbine shaft
speed and torque as described in 40 CFR
1065.210(b). You must use a speed
measurement system that meets an
accuracy of ±0.1% of point or ±1 r/min,
whichever is greater. Use torque
transducers that meet an accuracy of
±1.0% of the torque converter’s
maximum rated input and output
torque, respectively. Calibrate and verify
measurement instruments according to
40 CFR part 1065, subpart D. Command
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speed and torque at a minimum of 10
Hz. Record all speed and torque data at
a minimum of 1 Hz mean values. Note
that this section relies on the
convention of describing the input shaft
as the pump and the output shaft as the
turbine shaft.
(c) Determine torque converter
characteristics based on a test matrix
using either constant input speed or
constant input torque as follows:
(1) Constant input speed. Test at
constant input speed as follows:
(i) Select a fixed pump speed, ƒnpum,
between (1000 and 2000) r/min.
(ii) Test the torque converter at
multiple speed ratios, v, in the range of
v = 0.00 to v = 0.95. Use a step width
of 0.10 for the range of v = 0.00 to 0.60
and 0.05 for the range of v = 0.60 to
0.95. Calculate speed ratio, v, as turbine
shaft speed divided by pump speed.
(2) Constant input torque. Test at
constant input torque as follows:
(i) Set the pump torque, Tpum, to a
fixed positive value at ƒnpum = 1000 r/
min with the torque converter’s turbine
shaft locked in a non-rotating state (i.e.,
turbine’s speed, ntur, = 0 r/min).
(ii) Test the torque converter at
multiple speed ratios, v, in the range of
v = 0.00 up to a value of ƒntur that covers
the usable range of v. Use a step width
of 0.10 for the range of v = 0.00 to 0.60
and 0.05 for the range of v = 0.60 to
0.95.
(3) You may limit the maximum
speed ratio to a value below 0.95 if you
have data showing this better represents
in-use operation. You must use the step
widths defined in paragraph (c)(1) or (2)
of this section and include the upper
limit as a test point. If you choose a
value less than 0.60, you must test at
least seven evenly distributed points
between v = 0 and your new upper
speed ratio.
(d) Characterize the torque converter
using the following procedure:
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.280</GPH>
operating condition.
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(1) Maintain ambient temperature
between (15 and 35) °C throughout
testing. Measure ambient temperature
within 1.0 m of the torque converter.
(2) Maintain transmission oil
temperature as described in paragraph
(a)(6) of this section. You may use an
external transmission oil conditioning
system, as long as it does not affect
measured values.
(3) Use good engineering judgment to
warm up the torque converter according
to the torque converter manufacturer’s
specifications.
(4) Test the torque converter at
constant input speed or constant input
torque as described in paragraph (c) of
this section. Operate the torque
converter at v = 0.00 for (5 to 60)
seconds, then measure pump torque,
turbine shaft torque, angular pump
speed, angular turbine shaft speed, and
the transmission oil temperature at the
torque converter inlet for (5 to 15)
seconds. Calculate arithmetic mean
values for pump torque, T¯pum, turbine
shaft torque, T¯tur, angular pump speed,
f¯npum, and angular turbine shaft speed,
f¯ntur, over the measurement period.
Repeat this stabilization, measurement,
and calculation for the other speed
ratios from the test matrix in order of
increasing speed ratio. Adjust the speed
ratio by increasing the angular turbine
shaft speed.
(5) Complete a test run by performing
the test sequence described in paragraph
(d)(4) of this section two times.
(6) Invalidate the test run if the
difference between the pair of mean
torque values for the repeat tests at any
test point differ by more than ±1 N·m or
by more than ±5% of the average of
those two values. This paragraph (d)(6)
applies separately for mean pump
torque and mean turbine shaft torque at
each test point.
(7) Invalidate the test run if any
calculated value for mean angular pump
speed does not stay within ±5 r/min of
the speed setpoint or if any calculated
value for mean pump torque does not
stay within ±5 N·m of the torque
setpoint.
(e) Calculate the mean torque ratio, ,
at each tested speed ratio, v, as follows:
(1) Calculate m≈ at each tested speed
ratio as follows:
34489
T¯tur,v=0,2 = 333.6 N·m
T¯pum,v=0,2 = 150.3 N·m
_
µv=O,l
_
=
332.4
150 _8 = 2.20
333.6
µv=0,2
µv=O
=
= 150 _3 = 2.22
=
2.20+2.22
= 2.21
2
(f) Calculate the mean capacity factor,
, at each tested speed ratio, v, as
follows:
(1) Calculate at each tested speed
ratio as follows:
Eq. 1037.570-2
Eq. 1037.570-1
Where:
T¯tur = mean turbine shaft torque from
paragraph (d)(4) of this section.
T¯pum = mean pump torque from paragraph
(d)(4) of this section.
Where:
f¯npum = mean angular pump speed from
paragraph (d)(4) of this section.
T¯pum = mean pump torque from paragraph
(d)(4) of this section.
(2) Calculate as the average of the
two values of m≈ at each tested speed
ratio.
(3) The following example illustrates
a calculation of :
T¯tur,v=0,1 = 332.4 N·m
T¯pum,v=0,1 = 150.8 N·m
(2) Calculate as the average of the
two values of K¯ at each tested speed
ratio.
(3) The following example illustrates
a calculation of :
f¯npum,v=0,1f¯npum,v=0,2 = 1000.0 r/min
T¯pum,v=0,1 = 150.8 N·m
.
05
K- v=o 1 = 1000.0
r;-;:;:;-;; = 81.43 r/(mm · (N · m) · )
' v150.8
I;,um,v=0,2
= 150.4 N·m
163. Amend § 1037.601 by revising
paragraph (a)(2) to read as follows:
■
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§ 1037.601
General compliance provisions.
(a) * * *
(2) The provisions of 40 CFR
1068.105(a) apply for vehicle
manufacturers installing engines
certified under 40 CFR part 1036 as
further limited by this paragraph (a)(2).
If new engine emission standards apply
in a given model year, you may install
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normal inventories of engines from the
preceding model year under the
provisions of 40 CFR 1068.105(a)
through March 31 of that year without
our approval; you may not install such
engines after March 31 of that year
unless we approve it in advance.
Installing such engines after March 31
without our prior approval is
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.159</GPH>
81.43 + 81.54
= 81.49 r/(min •(N. m) 05 )
2
ER29JN21.158</GPH>
lotter on DSK11XQN23PROD with RULES2
(g) Create a table of GEM inputs
showing and at each tested speed
ratio, v. Express to two decimal places;
express to one decimal place; express
v to two decimal places.
=
ER29JN21.157</GPH>
=
Kv=O
ER29JN21.160</GPH>
.
05
K-v=o 2 = 1000.0
r;-;:;:;-; = 81.54 r/(mm •(N •m) · )
' v150.4
34490
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
considered to be prohibited stockpiling
of engines. In a written request for our
approval, you must describe how your
circumstances led you and your engine
supplier to have normal inventories of
engines that were not used up in the
specified time frame. We will approve
your request for up to three additional
months to install engines under this
paragraph (a)(2) if we determine that the
excess inventory is a result of
unforeseeable circumstances and should
not be considered circumvention of
emission standards. We will limit this
approval to a certain number of engines
consistent with your normal production
and inventory practices. Note that 40
CFR 1068.105(a) allows vehicle
manufacturers to use up only normal
inventories of engines meeting less
stringent standards; if, for example, a
vehicle manufacturer’s normal practice
is to receive a shipment of engines every
two weeks, it will deplete its potential
to install previous-tier engines under
this paragraph (a)(2) well before March
31 in the year that new standards apply.
*
*
*
*
*
164. Amend § 1037.615 by revising
paragraph (f) to read as follows:
■
§ 1037.615
Advanced technologies.
*
*
*
*
*
(f) For electric vehicles and for fuel
cells powered by hydrogen, calculate
CO2 credits using an FEL of 0 g/tonmile.
*
*
*
*
*
165. Amend § 1037.621 by revising
paragraph (g) introductory text to read
as follows:
■
§ 1037.621
Delegated assembly.
*
*
*
*
*
(g) We may allow certifying vehicle
manufacturers to authorize dealers or
distributors to reconfigure/recalibrate
vehicles after the vehicles have been
introduced into commerce if they have
not yet been delivered to the ultimate
purchaser as follows:
*
*
*
*
*
166. Amend § 1037.635 by revising
paragraph (c)(1) introductory text to
read as follows:
■
§ 1037.635
Glider kits and glider vehicles.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(c) * * *
(1) The allowance in this paragraph
(c) applies only for the following
engines:
*
*
*
*
*
167. Amend § 1037.660 by revising
paragraphs (a)(2) and (b) to read as
follows:
■
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§ 1037.660
Idle-reduction technologies.
*
*
*
*
*
(a) * * *
(2) Neutral idle. Phase 2 vehicles with
hydrokinetic torque converters paired
with automatic transmissions qualify for
neutral-idle credit in GEM modeling if
the transmission reduces torque
equivalent to shifting into neutral
throughout the interval during which
the vehicle’s brake pedal is depressed
and the vehicle is at a zero-speed
condition (beginning within five
seconds of the vehicle reaching zero
speed with the brake depressed). If a
vehicle reduces torque partially but not
enough to be equivalent to shifting to
neutral, you may use the provisions of
§ 1037.610(g) to apply for an appropriate
partial emission reduction; this may
involve A to B testing with the
powertrain test procedure in § 1037.550
or the spin-loss portion of the
transmission efficiency test in
§ 1037.565.
*
*
*
*
*
(b) Override conditions. The system
may limit activation of the idlereduction technology while any of the
conditions of this paragraph (b) apply.
These conditions allow the system to
delay engine shutdown, adjust engine
restarting, or delay disengaging
transmissions, but do not allow for
resetting timers. Engines may restart and
transmissions may re-engage during
override conditions if the vehicle is set
up to do this automatically. We may
approve additional override criteria as
needed to protect the engine and vehicle
from damage and to ensure safe vehicle
operation.
(1) For AES systems on tractors, the
system may delay shutdown—
(i) When an exhaust emission control
device is regenerating. The period
considered to be regeneration for
purposes of this allowance must be
consistent with good engineering
judgment and may differ in length from
the period considered to be regeneration
for other purposes. For example, in
some cases it may be appropriate to
include a cool down period for this
purpose but not for infrequent
regeneration adjustment factors.
(ii) When the vehicle’s main battery
state-of-charge is not sufficient to allow
the main engine to be restarted.
(iii) When the vehicle’s transmission,
fuel, oil, or engine coolant temperature
is too low or too high according to the
manufacturer’s specifications for
protecting against system damage. This
allows the engine to continue operating
until it is in a predefined temperature
range, within which the shutdown
sequence of paragraph (a) of this section
would resume.
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(iv) When the vehicle’s main engine is
operating in power take-off (PTO) mode.
For purposes of this paragraph (b), an
engine is considered to be in PTO mode
when a switch or setting designating
PTO mode is enabled.
(v) When external ambient conditions
prevent managing cabin temperatures
for the driver’s safety.
(vi) When necessary while servicing
the vehicle, provided the deactivation of
the AES system is accomplished using
a diagnostic scan tool. The system must
be automatically reactivated when the
engine is shut down for more than 60
minutes.
(2) For AES systems on vocational
vehicles, the system may limit
activation—
(i) When any condition specified in
paragraphs (b)(1)(i) through (v) of this
section applies.
(ii) When the engine compartment is
open.
(3) For neutral idle, the system may
delay shifting the transmission to
neutral—
(i) When the system meets the PTO
conditions specified in paragraph
(b)(1)(iv) of this section.
(ii) When the transmission is in
reverse gear.
(iii) When the vehicle is ascending or
descending a road with grade at or
above 6.0%.
(4) For stop-start, the system may
limit activation—
(i) When any condition specified in
paragraph (b)(2) or (b)(3)(ii) or (iii) of
this section applies.
(ii) When air brake pressure is too low
according to the manufacturer’s
specifications for maintaining vehiclebraking capability.
(iii) When an automatic transmission
is in ‘‘park’’ or ‘‘neutral’’ and the
parking brake is engaged.
(iv) When recent vehicle speeds
indicate an abnormally high shutdown
and restart frequency, such as with
congested driving. For example, a
vehicle not exceeding 10 mi/hr for the
previous 300 seconds or since the most
recent engine start would be a proper
basis for overriding engine shutdown.
You may also design this override to
protect against system damage or
malfunction of safety systems.
(v) When the vehicle detects that a
system or component is worn or
malfunctioning in a way that could
reasonably prevent the engine from
restarting, such as low battery voltage.
(vi) When the steering angle is at or
near the limit of travel.
(vii) When flow of diesel exhaust
fluid is limited due to freezing.
(viii) When a sensor failure could
prevent the anti-lock braking system
from properly detecting vehicle speed.
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(ix) When a protection mode designed
to prevent component failure is active.
(x) When a fault on a system
component needed for starting the
engine is active.
*
*
*
*
*
168. Amend § 1037.665 by revising
paragraph (c) to read as follows:
■
§ 1037.665
testing.
Production and in-use tractor
*
*
*
*
(c) We may approve your request to
perform alternative testing that will
provide equivalent or better information
compared to the specified testing. For
example, we may allow you to provide
CO2 data from in-use operation or from
manufacturer-run on-road testing as
long as it allows for reasonable year-toyear comparisons and includes testing
from production vehicles. We may also
*
34491
direct you to do less testing than we
specify in this section.
*
*
*
*
*
■ 169. Amend § 1037.670 by revising
paragraphs (a) and (b) to read as follows:
§ 1037.670 Optional CO2 emission
standards for tractors at or above 120,000
pounds GCWR.
(a) You may certify tractors at or
above 120,000 pounds GCWR to the
following CO2 standards instead of the
Phase 2 CO2 standards of § 1037.106:
TABLE 1 OF § 1037.670—OPTIONAL PHASE 2 CO2 STANDARDS FOR TRACTORS ABOVE 120,000 POUNDS GCWR
[g/ton-mile] a
Model years
2021–2023
Subcategory
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Class
Class
Class
Class
Class
Class
8
8
8
8
8
8
Low-Roof Day Cab .......................................................................................
Low-Roof Sleeper Cab .................................................................................
Mid-Roof Day Cab ........................................................................................
Mid-Roof Sleeper Cab ..................................................................................
High-Roof Day Cab .......................................................................................
High-Roof Sleeper Cab .................................................................................
Model years
2024–2026
53.5
47.1
55.6
49.6
54.5
47.1
50.8
44.5
52.8
46.9
51.4
44.2
Model years
2026 and later
48.9
42.4
50.8
44.7
48.6
41.0
a Note that these standards are not directly comparable to the standards for Heavy-Haul Tractors in § 1037.106 because GEM handles aerodynamic performance differently for the two sets of standards.
(b) Determine subcategories as
described in § 1037.230 for tractors that
are not heavy-haul tractors. For
example, the subcategory for tractors
that would otherwise be considered
Class 8 low-roof day cabs would be
Heavy Class 8 Low-Roof Day Cabs and
would be identified as HC8_DC_LR for
the GEM run.
*
*
*
*
*
■ 170. Amend § 1037.701 by revising
paragraphs (h) and (i) to read as follows:
§ 1037.701
General provisions.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(h) See § 1037.740 for special credit
provisions that apply for credits
generated under 40 CFR 86.1819–14
(k)(7), 40 CFR 1036.615, or § 1037.615.
(i) Unless the regulations in this part
explicitly allow it, you may not
calculate Phase 1 credits more than once
for any emission reduction. For
example, if you generate Phase 1 CO2
emission credits for a given hybrid
vehicle under this part, no one may
generate CO2 emission credits for the
associated hybrid engine under 40 CFR
part 1036. However, Phase 1 credits
could be generated for identical engines
used in vehicles that did not generate
credits under this part.
*
*
*
*
*
■ 171. Amend § 1037.705 by revising
paragraph (c)(2) to read as follows:
§ 1037.705 Generating and calculating
emission credits.
*
*
*
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*
*
01:55 Jun 29, 2021
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(c) * * *
(2) Exported vehicles, even if they are
certified under this part and labeled
accordingly.
*
*
*
*
*
■ 172. Amend § 1037.740 by revising
paragraph (b)(1) to read as follows:
§ 1037.740
credits.
Restrictions for using emission
*
*
*
*
*
(b) * * *
(1) The maximum amount of credits
you may bring into the following service
class groups is 60,000 Mg per model
year:
(i) Spark-ignition engines, light heavyduty compression-ignition engines, and
Light HDV. This group comprises the
averaging set listed in paragraphs (a)(1)
of this section and the averaging set
listed in 40 CFR 1036.740(a)(1) and (2).
(ii) Medium heavy-duty compressionignition engines and Medium HDV. This
group comprises the averaging sets
listed in paragraph (a)(2) of this section
and 40 CFR 1036.740(a)(3).
(iii) Heavy heavy-duty compressionignition engines and Heavy HDV. This
group comprises the averaging sets
listed in paragraph (a)(3) of this section
and 40 CFR 1036.740(a)(4).
*
*
*
*
*
■ 173. Amend § 1037.801 by—
■ a. Revising the definitions for
‘‘Auxiliary emission control device’’,
‘‘Compression-ignition’’, and ‘‘Electric
vehicle’’.
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b. Adding a definition for ‘‘Electronic
control module’’ in alphabetical order.
■ c. Revising the definitions for ‘‘Gear
ratio or Transmission gear ratio, kg’’ and
‘‘Heavy-duty vehicle’’.
■ d. Adding a definition for ‘‘Highstrength steel’’ in alphabetical order.
■ e. Revising the definitions for ‘‘Hybrid
engine or hybrid powertrain’’, ‘‘Hybrid
vehicle’’, ‘‘Light-duty truck’’, ‘‘Low
rolling resistance tire’’, ‘‘Model year’’,
and ‘‘Small manufacturer’’.
■ f. Adding a definition for ‘‘Tonne’’ in
alphabetical order.
The revisions and additions read as
follows:
■
§ 1037.801
Definitions.
*
*
*
*
*
Auxiliary emission control device
means any element of design that senses
temperature, motive speed, engine
speed (r/min), transmission gear, or any
other parameter for the purpose of
activating, modulating, delaying, or
deactivating the operation of any part of
the emission control system.
*
*
*
*
*
Compression-ignition has the meaning
given in § 1037.101.
*
*
*
*
*
Electric vehicle means a motor vehicle
that does not include an engine, and is
powered solely by an external source of
electricity and/or solar power. Note that
this definition does not include hybrid
electric vehicles or fuel-cell vehicles
that use a chemical fuel such as
gasoline, diesel fuel, or hydrogen.
Electric vehicles may also be referred to
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as all-electric vehicles to distinguish
them from hybrid vehicles.
Electronic control module has the
meaning given in 40 CFR 1065.1001.
*
*
*
*
*
Gear ratio or Transmission gear ratio,
kg, means the dimensionless number
representing the angular speed of the
transmission’s input shaft divided by
the angular speed of the transmission’s
output shaft when the transmission is
operating in a specific gear.
*
*
*
*
*
Heavy-duty vehicle means any trailer
and any other motor vehicle that has a
GVWR above 8,500 pounds. An
incomplete vehicle is also a heavy-duty
vehicle if it has a curb weight above
6,000 pounds or a basic vehicle frontal
area greater than 45 square feet.
*
*
*
*
*
High-strength steel has the meaning
given in § 1037.520.
Hybrid engine or hybrid powertrain
means an engine or powertrain that
includes energy storage features other
than a conventional battery system or
conventional flywheel. Supplemental
electrical batteries and hydraulic
accumulators are examples of hybrid
energy storage systems. Note other
examples of systems that qualify as
hybrid engines or powertrains are
systems that recover kinetic energy and
use it to power an electric heater in the
aftertreatment. Note that certain
provisions in this part treat hybrid
engines and hybrid powertrains
intended for vehicles that include
regenerative braking different than those
intended for vehicles that do not
include regenerative braking.
Hybrid vehicle means a vehicle that
includes energy storage features (other
than a conventional battery system or
conventional flywheel) in addition to an
internal combustion engine or other
engine using consumable chemical fuel.
Supplemental electrical batteries and
hydraulic accumulators are examples of
hybrid energy storage systems. Note
other examples of systems that qualify
as hybrid engines or powertrains are
systems that recover kinetic energy and
use it to power an electric heater in the
aftertreatment. Note that certain
provisions in this part treat hybrid
vehicles that include regenerative
braking different than those that do not
include regenerative braking.
*
*
*
*
*
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Light-duty truck means any motor
vehicle that is not a heavy-duty vehicle,
but is:
(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.
*
*
*
*
*
Low rolling resistance tire means a tire
on a vocational vehicle with a TRRL at
or below of 7.7 kg/tonne, a steer tire on
a tractor with a TRRL at or below 7.7 kg/
tonne, a drive tire on a tractor with a
TRRL at or below 8.1 kg/tonne, a tire on
a non-box trailer with a TRRL at or
below of 6.5 kg/tonne, or a tire on a box
van with a TRRL at or below of 6.0 kg/
tonne.
*
*
*
*
*
Model year means one of the
following for compliance with this part.
Note that manufacturers may have other
model year designations for the same
vehicle for compliance with other
requirements or for other purposes:
(1) For tractors and vocational
vehicles with a date of manufacture on
or after January 1, 2021, model year
means the manufacturer’s annual new
model production period based on the
vehicle’s date of manufacture, where the
model year is the calendar year
corresponding to the date of
manufacture, except as follows:
(i) The vehicle’s model year may be
designated as the year before the
calendar year corresponding to the date
of manufacture if the engine’s model
year is also from an earlier year. You
may ask us to extend your prior model
year certificate to include such vehicles.
Note that § 1037.601(a)(2) limits the
extent to which vehicle manufacturers
may install engines built in earlier
calendar years.
(ii) The vehicle’s model year may be
designated as the year after the calendar
year corresponding to the vehicle’s date
of manufacture. For example, a
manufacturer may produce a new
vehicle by installing the engine in
December 2023 and designating it as a
model year 2024 vehicle.
(2) For trailers and for Phase 1 tractors
and vocational vehicles with a date of
manufacture before January 1, 2021,
model year means the manufacturer’s
annual new model production period,
except as restricted under this definition
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and 40 CFR part 85, subpart X. It must
include January 1 of the calendar year
for which the model year is named, may
not begin before January 2 of the
previous calendar year, and it must end
by December 31 of the named calendar
year. The model year may be set to
match the calendar year corresponding
to the date of manufacture.
(i) The manufacturer who holds the
certificate of conformity for the vehicle
must assign the model year based on the
date when its manufacturing operations
are completed relative to its annual
model year period. In unusual
circumstances where completion of
your assembly is delayed, we may allow
you to assign a model year one year
earlier, provided it does not affect
which regulatory requirements will
apply.
(ii) Unless a vehicle is being shipped
to a secondary vehicle manufacturer
that will hold the certificate of
conformity, the model year must be
assigned prior to introduction of the
vehicle into U.S. commerce. The
certifying manufacturer must
redesignate the model year if it does not
complete its manufacturing operations
within the originally identified model
year. A vehicle introduced into U.S.
commerce without a model year is
deemed to have a model year equal to
the calendar year of its introduction into
U.S. commerce unless the certifying
manufacturer assigns a later date.
*
*
*
*
*
Small manufacturer means a
manufacturer meeting the small
business criteria specified in 13 CFR
121.201 for vocational vehicles and
tractors (NAICS code 336120) or for
trailers (NAICS code 336212). The
employee and revenue limits apply to
the total number employees and total
revenue together for affiliated
companies.
*
*
*
*
*
Tonne means metric ton, which is
exactly 1000 kg.
*
*
*
*
*
174. Amend § 1037.805 by revising
paragraphs (b), (c), (d), (e), and (f) to
read as follows:
■
§ 1037.805 Symbols, abbreviations, and
acronyms.
*
*
*
*
*
(b) Symbols for quantities. This part
uses the following symbols and units of
measure for various quantities:
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TABLE 2 TO § 1037.805—SYMBOLS FOR QUANTITIES
Unit in terms of SI
base units
Symbol
Quantity
Unit
Unit symbol
A .......................
a .......................
a .......................
a .......................
a0 ......................
a1 ......................
ag ......................
a0 ......................
a1 ......................
B .......................
pound force or newton ..........................
lbf or N ..................
kg·m·s¥2.
mole per mole .......................................
mol/mol ..................
1.
meters per second squared ..................
m/s2 .......................
m·s¥2.
pound force per mile per hour or newton second per meter.
lbf/(mi/hr) or N·s/m
kg·s¥1.
b .......................
b ........................
b ........................
b0 ......................
b1 ......................
C .......................
vehicle frictional load .............................
axle position regression coefficient.
atomic hydrogen-to-carbon ratio ...........
axle position regression coefficient.
intercept of air speed correction.
slope of air speed correction.
acceleration of Earth’s gravity ...............
intercept of least squares regression.
slope of least squares regression.
vehicle load from drag and rolling resistance.
axle position regression coefficient.
atomic oxygen-to-carbon ratio ..............
axle position regression coefficient.
intercept of air direction correction.
slope of air direction correction.
vehicle-specific aerodynamic effects ....
mole per mole .......................................
mol/mol ..................
1.
pound force per mile per hour squared
or newton-second squared per meter
squared.
lbf/mph2 or N·s2/m2
kg·m¥1.
c ........................
ci .......................
Ci ......................
DCdA .................
CdA ...................
Cd .....................
CF .....................
Crr .....................
D .......................
e .......................
Eƒƒ ....................
F .......................
F .......................
fn .......................
G .......................
g .......................
h .......................
i .........................
ka ......................
kd ......................
ktopgear ..............
L .......................
m ......................
M ......................
M ......................
Me .....................
Mrotating .............
N .......................
n .......................
n˙ .......................
P .......................
p .......................
r ........................
PL .....................
j .......................
y .......................
r ........................
r2 .......................
Re# ...................
SEE ..................
s .......................
TRPM ...............
TRRL ................
T .......................
T .......................
T .......................
t ........................
Dt ......................
UF .....................
v ........................
w .......................
w .......................
axle position regression coefficient.
axle test regression coefficients.
constant.
differential drag area .............................
drag area ...............................................
drag coefficient.
correction factor.
coefficient of rolling resistance ..............
distance .................................................
mass-weighted emission result .............
efficiency.
adjustment factor.
force ......................................................
angular speed (shaft) ............................
road grade .............................................
gravitational acceleration ......................
elevation or height .................................
indexing variable.
drive axle ratio .......................................
transmission gear ratio.
highest available transmission gear.
load over axle ........................................
mass ......................................................
molar mass ............................................
vehicle mass .........................................
vehicle effective mass ...........................
inertial mass of rotating components ....
total number in series.
number of tires.
amount of substance rate .....................
power .....................................................
pressure ................................................
mass density .........................................
payload ..................................................
direction .................................................
direction .................................................
tire radius ..............................................
coefficient of determination.
Reynolds number.
standard error of the estimate.
standard deviation.
tire revolutions per mile .........................
tire rolling resistance level ....................
absolute temperature ............................
Celsius temperature ..............................
torque (moment of force) ......................
time ........................................................
time interval, period, 1/frequency ..........
utility factor.
speed .....................................................
weighting factor.
wind speed ............................................
meter squared .......................................
meter squared .......................................
m2 ..........................
m2 ..........................
m2.
m2.
kilogram per metric ton .........................
miles or meters .....................................
grams/ton-mile .......................................
kg/tonne .................
mi or m ..................
g/ton-mi .................
10¥3.
m.
g/kg-km.
pound force or newton ..........................
revolutions per minute ...........................
percent ..................................................
meters per second squared ..................
meters ...................................................
lbf or N ..................
r/min ......................
% ...........................
m/s2 .......................
m ...........................
kg·m·s¥2.
π·30·s¥1.
10¥2.
m·s¥2.
m.
................................................................
................................
1.
pound force or newton ..........................
pound mass or kilogram .......................
gram per mole .......................................
kilogram .................................................
kilogram .................................................
kilogram .................................................
lbf or N ..................
lbm or kg ...............
g/mol ......................
kg ...........................
kg ...........................
kg ...........................
kg·m·s¥2.
kg.
10¥3·kg·mol¥1.
kg.
kg.
kg.
mole per second ...................................
kilowatt ..................................................
pascal ....................................................
kilogram per cubic meter ......................
tons ........................................................
degrees .................................................
degrees .................................................
meter .....................................................
mol/s ......................
kW .........................
Pa ..........................
kg/m3 .....................
ton .........................
° .............................
° .............................
m ...........................
mol·s¥1.
103·m2·kg·s¥3.
kg·m¥1·s¥2.
kg·m¥3.
kg.
°.
°.
m.
revolutions per mile ...............................
kilogram per metric ton .........................
kelvin .....................................................
degree Celsius ......................................
newton meter ........................................
hour or second ......................................
second ...................................................
r/mi.
kg/tonne .................
K ............................
°C ..........................
N·m ........................
hr or s ....................
s .............................
10¥3.
K.
K–273.15.
m2·kg·s¥2.
s.
s.
miles per hour or meters per second ...
mi/hr or m/s ...........
m·s¥1.
miles per hour .......................................
mi/hr ......................
m·s¥1.
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TABLE 2 TO § 1037.805—SYMBOLS FOR QUANTITIES—Continued
Symbol
Quantity
Unit
Unit symbol
W ......................
wC .....................
WR ....................
x ........................
work .......................................................
carbon mass fraction .............................
weight reduction ....................................
amount of substance mole fraction .......
kilowatt-hour ..........................................
gram/gram .............................................
pound mass ...........................................
mole per mole .......................................
kW·hr .....................
g/g .........................
lbm .........................
mol/mol ..................
(c) Superscripts. This part uses the
following superscripts for modifying
quantity symbols:
Superscript
Meaning
overbar (such as y¯) ...
Double overbar (such
as y).
overdot (such as y˙) ...
arithmetic mean.
arithmetic mean of
arithmetic mean.
quantity per unit time.
TABLE 4 TO § 1037.805—SUBSCRIPTS
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Meaning
±6 ........................................................................
A ..........................................................................
air ........................................................................
aero .....................................................................
alt ........................................................................
act .......................................................................
air ........................................................................
axle .....................................................................
B ..........................................................................
brake ...................................................................
C .........................................................................
Ccombdry ............................................................
CD .......................................................................
circuit ...................................................................
CO2DEF .............................................................
CO2PTO .............................................................
coastdown ...........................................................
comp ...................................................................
CS .......................................................................
cycle ....................................................................
drive ....................................................................
drive-idle .............................................................
driver ...................................................................
dyno ....................................................................
effective ...............................................................
end ......................................................................
eng ......................................................................
event ...................................................................
fuel ......................................................................
full .......................................................................
grade ...................................................................
H2Oexhaustdry ...................................................
hi .........................................................................
i ...........................................................................
idle ......................................................................
in .........................................................................
inc .......................................................................
lo .........................................................................
loss ......................................................................
max .....................................................................
meas ...................................................................
med .....................................................................
min ......................................................................
moving ................................................................
out .......................................................................
P ..........................................................................
pair ......................................................................
parked-idle ..........................................................
partial ..................................................................
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±6° yaw angle sweep.
A speed.
air.
aerodynamic.
alternative.
actual or measured condition.
air.
axle.
B speed.
brake.
C speed.
carbon from fuel per mole of dry exhaust.
charge-depleting.
circuit.
CO2 resulting from diesel exhaust fluid decomposition.
CO2 emissions for PTO cycle.
coastdown.
composite.
charge-sustaining.
test cycle.
drive axle
idle with the transmission in drive.
driver.
dynamometer.
effective.
end.
engine.
event.
fuel.
full.
grade.
H2O in exhaust per mole of exhaust.
high.
an individual of a series.
idle.
inlet.
increment.
low.
loss.
maximum.
measured quantity.
median.
minimum.
moving.
outlet.
power.
pair of speed segments.
idle with the transmission in park.
partial.
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3.6·m2·kg·s¥1.
1.
kg.
1.
(d) Subscripts. This part uses the
following subscripts for modifying
quantity symbols:
TABLE 3 TO § 1037.805—
SUPERSCRIPTS
Subscript
Unit in terms of SI
base units
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TABLE 4 TO § 1037.805—SUBSCRIPTS—Continued
Subscript
Meaning
ploss ....................................................................
plug-in .................................................................
powertrain ...........................................................
PTO .....................................................................
rated ....................................................................
record ..................................................................
ref ........................................................................
RL .......................................................................
rotating ................................................................
seg ......................................................................
speed ..................................................................
spin .....................................................................
start .....................................................................
steer ....................................................................
t ...........................................................................
test ......................................................................
th .........................................................................
total .....................................................................
trac ......................................................................
trac10 ..................................................................
trailer ...................................................................
transient ..............................................................
TRR .....................................................................
urea .....................................................................
veh ......................................................................
w .........................................................................
wa .......................................................................
yaw ......................................................................
ys ........................................................................
zero .....................................................................
power loss.
plug-in hybrid electric vehicle.
powertrain.
power take-off.
rated speed.
record.
reference quantity.
road load.
rotating.
segment.
speed.
axle spin loss.
start.
steer axle.
tire.
test.
theoretical.
total.
traction.
traction force at 10 mi/hr.
trailer axle.
transient.
tire rolling resistance.
urea.
vehicle.
wind.
wind average.
yaw angle.
yaw sweep.
zero quantity.
(e) Other acronyms and abbreviations.
This part uses the following additional
abbreviations and acronyms:
TABLE 5 TO § 1037.805—OTHER ACRONYMS AND ABBREVIATIONS
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Acronym
Meaning
ABT .....................................................................
AECD ..................................................................
AES .....................................................................
APU .....................................................................
CD .......................................................................
CFD .....................................................................
CFR .....................................................................
CITT ....................................................................
CS .......................................................................
DOT ....................................................................
ECM ....................................................................
EPA .....................................................................
FE .......................................................................
FEL .....................................................................
GAWR .................................................................
GCWR .................................................................
GEM ....................................................................
GVWR .................................................................
Heavy HDV .........................................................
HVAC ..................................................................
ISO ......................................................................
Light HDV ...........................................................
Medium HDV ......................................................
NARA ..................................................................
NHTSA ................................................................
PHEV ..................................................................
PTO .....................................................................
RESS ..................................................................
SAE .....................................................................
SEE .....................................................................
SKU .....................................................................
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averaging, banking, and trading.
auxiliary emission control device.
automatic engine shutdown.
auxiliary power unit.
charge-depleting.
computational fluid dynamics.
Code of Federal Regulations.
curb idle transmission torque.
charge-sustaining.
Department of Transportation.
electronic control module.
Environmental Protection Agency.
fuel economy.
Family Emission Limit.
gross axle weight rating.
gross combination weight rating.
greenhouse gas emission model.
gross vehicle weight rating.
Heavy heavy-duty vehicle (see § 1037.140).
heating, ventilating, and air conditioning.
International Organization for Standardization.
Light heavy-duty vehicle (see § 1037.140).
Medium heavy-duty vehicle (see § 1037.140).
National Archives and Records Administration.
National Highway Transportation Safety Administration.
plug-in hybrid electric vehicle.
power take-off.
rechargeable energy storage system.
Society of Automotive Engineers.
standard error of the estimate.
stock-keeping unit.
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TABLE 5 TO § 1037.805—OTHER ACRONYMS AND ABBREVIATIONS—Continued
Acronym
Meaning
TRPM ..................................................................
TRRL ...................................................................
U.S.C. .................................................................
VSL .....................................................................
(f) Constants. This part uses the
following constants:
TABLE 6 TO § 1037.805—CONSTANTS
Symbol
Quantity
g ...............
gravitational
constant.
specific gas
constant.
R ..............
I
Value
9.80665 m·s¥2.
287.058 J/(kg·K).
I
*
*
*
*
*
■ 175. Revise § 1037.810 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1037.810
Incorporation by reference.
(a) Certain material is incorporated by
reference into this part with the
approval of the Director of the Federal
Register under 5 U.S.C. 552(a) and 1
CFR part 51. To enforce any edition
other than that specified in this section,
the Environmental Protection Agency
must publish a document in the Federal
Register and the material must be
available to the public. All approved
material is available for inspection at
EPA Docket Center, WJC West Building,
Room 3334, 1301 Constitution Avenue
NW, Washington, DC 20004,
www.epa.gov/dockets, (202) 202–1744,
and is available from the sources listed
in this section. It is also available for
inspection at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, email fedreg.legal@
nara.gov, call 202–741–6030, or go to
www.archives.gov/federal-register/cfr/
ibr-locations.html.
(b) International Organization for
Standardization, Case Postale 56, CH–
1211 Geneva 20, Switzerland, (41)
22749 0111, www.iso.org, or central@
iso.org.
(1) ISO 28580:2009(E) ‘‘Passenger car,
truck and bus tyres—Methods of
measuring rolling resistance—Single
point test and correlation of
measurement results’’, First Edition,
July 1, 2009, (‘‘ISO 28580’’), IBR
approved for § 1037.520(c).
(2) [Reserved]
(c) U.S. EPA, Office of Air and
Radiation, 2565 Plymouth Road, Ann
Arbor, MI 48105, www.epa.gov.
(1) Greenhouse gas Emissions Model
(GEM), Version 2.0.1, September 2012
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tire revolutions per mile.
tire rolling resistance level.
United States Code.
vehicle speed limiter.
(‘‘GEM version 2.0.1’’), IBR approved for
§ 1037.520.
(2) Greenhouse gas Emissions Model
(GEM) Phase 2, Version 3.5.1, November
2020 (‘‘GEM Phase 2, Version 3.5.1’’);
IBR approved for § 1037.520.
(3) GEM’s MATLAB/Simulink
Hardware-in-Loop model, Version 3.8,
December 2020 (‘‘GEM HIL model’’);
IBR approved for § 1037.550(a).
Note 1 to paragraph (c): The computer
code for these models is available as noted
in paragraph (a) of this section. A working
version of the software is also available for
download at https://www.epa.gov/
regulations-emissions-vehicles-and-engines/
greenhouse-gas-emissions-model-gemmedium-and-heavy-duty.
(d) National Institute of Standards and
Technology, 100 Bureau Drive, Stop
1070, Gaithersburg, MD 20899–1070,
(301) 975–6478, or www.nist.gov.
(1) NIST Special Publication 811,
Guide for the Use of the International
System of Units (SI), 2008 Edition,
March 2008, IBR approved for
§ 1037.805.
(2) [Reserved]
(e) SAE International, 400
Commonwealth Dr., Warrendale, PA
15096–0001, (877) 606–7323 (U.S. and
Canada) or (724) 776–4970 (outside the
U.S. and Canada), https://www.sae.org.
(1) SAE J1025, Test Procedures for
Measuring Truck Tire Revolutions Per
Kilometer/Mile, Stabilized August 2012,
(‘‘SAE J1025’’), IBR approved for
§ 1037.520(c).
(2) SAE J1252, SAE Wind Tunnel Test
Procedure for Trucks and Buses,
Revised July 2012, (‘‘SAE J1252’’), IBR
approved for §§ 1037.525(b) and
1037.530(a).
(3) SAE J1263, Road Load
Measurement and Dynamometer
Simulation Using Coastdown
Techniques, revised March 2010, (‘‘SAE
J1263’’), IBR approved for §§ 1037.528
introductory text, (a), (b), (c), (e), and (h)
and 1037.665(a).
(4) SAE J1594, Vehicle Aerodynamics
Terminology, Revised July 2010, (‘‘SAE
J1594’’), IBR approved for § 1037.530(d).
(5) SAE J2071, Aerodynamic Testing
of Road Vehicles—Open Throat Wind
Tunnel Adjustment, Revised June 1994,
(‘‘SAE J2071’’), IBR approved for
§ 1037.530(b).
PO 00000
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(6) SAE J2263, Road Load
Measurement Using Onboard
Anemometry and Coastdown
Techniques, Revised December 2008,
(‘‘SAE J2263’’), IBR approved for
§§ 1037.528 introductory text, (a), (b),
(d), and (f) and 1037.665(a).
(7) SAE J2343, Recommended Practice
for LNG Medium and Heavy-Duty
Powered Vehicles, Revised July 2008,
(‘‘SAE J2343’’), IBR approved for
§ 1037.103(e).
(8) SAE J2452, Stepwise Coastdown
Methodology for Measuring Tire Rolling
Resistance, Revised June 1999, (‘‘SAE
J2452’’), IBR approved for § 1037.528(h).
(9) SAE J2966, Guidelines for
Aerodynamic Assessment of Medium
and Heavy Commercial Ground
Vehicles Using Computational Fluid
Dynamics, Issued September 2013,
(‘‘SAE J2966’’), IBR approved for
§ 1037.532(a).
■ 176. Amend § 1037.825 by revising
paragraph (a) to read as follows:
§ 1037.825 Reporting and recordkeeping
requirements.
(a) This part includes various
requirements to submit and record data
or other information. Unless we specify
otherwise, store required records in any
format and on any media and keep them
readily available for eight years after
you send an associated application for
certification, or eight years after you
generate the data if they do not support
an application for certification. We may
review these records at any time. You
must promptly give us organized,
written records in English if we ask for
them. We may require you to submit
written records in an electronic format.
*
*
*
*
*
■ 177. Revise appendix III to part 1037
to read as follows:
Appendix III to Part 1037—Emission
Control Identifiers
This appendix identifies abbreviations for
emission control information labels, as
required under § 1037.135.
Vehicle Speed Limiters
—VSL—Vehicle speed limiter
—VSLS—‘‘Soft-top’’ vehicle speed limiter
—VSLE—Expiring vehicle speed limiter
—VSLD—Vehicle speed limiter with both
‘‘soft-top’’ and expiration
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Idle Reduction Technology
—IRT5—Engine shutoff after 5 minutes or
less of idling
—IRTE—Expiring engine shutoff
Tires
—LRRA—Low rolling resistance tires (all,
including trailers)
—LRRD—Low rolling resistance tires (drive)
—LRRS—Low rolling resistance tires (steer)
Aerodynamic Components
—ATS—Aerodynamic side skirt and/or fuel
tank fairing
—ARF—Aerodynamic roof fairing
—ARFR—Adjustable height aerodynamic
roof fairing
—TGR—Gap reducing tractor fairing (tractor
to trailer gap)
—TGRT—Gap reducing trailer fairing (tractor
to trailer gap)
—TATS—Trailer aerodynamic side skirt
—TARF—Trailer aerodynamic rear fairing
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—TAUD—Trailer aerodynamic underbody
device
Other Components
—ADVH—Vehicle includes advanced hybrid
technology components
—ADVO—Vehicle includes other advancedtechnology components (i.e., non-hybrid
system)
—INV—Vehicle includes innovative (offcycle) technology components
—ATI—Automatic tire inflation system
—TPMS—Tire pressure monitoring system
—WRTW—Weight-reducing trailer wheels
—WRTC—Weight-reducing trailer upper
coupler plate
—WRTS—Weight-reducing trailer axle subframes
—WBSW—Wide-base single trailer tires with
steel wheel
—WBAW—Wide-base single trailer tires with
aluminum wheel
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34497
—WBLW—Wide-base single trailer tires with
light-weight aluminum alloy wheel
—DWSW—Dual-wide trailer tires with highstrength steel wheel
—DWAW—Dual-wide trailer tires with
aluminum wheel
—DWLW—Dual-wide trailer tires with lightweight aluminum alloy wheel
178. Revise appendix IV to part 1037
to read as follows:
■
Appendix IV to Part 1037—Heavy-Duty
Grade Profile for Phase 2 Steady-State
Test Cycles
The following table identifies a grade
profile for operating vehicles over the
highway cruise cycles specified in subpart F
of this part. Determine intermediate values
by linear interpolation.
BILLING CODE 6560–50–P
E:\FR\FM\29JNR2.SGM
29JNR2
34498
Distance
Grade
(m)
(%)
4066
0.35
8776
0.1
11996
0
16512
1.78
0
0
4142
0
8860
0
12008
0
16696
3.23
402
0
4158
0
8904
0
12114
0.38
16880
1.78
804
0.5
4224
-0.1
9010
-0.38
12174
0.69
16948
1.36
1206
0
4496
-0.69
9070
-0.69
12358
2.13
17034
0.97
1210
0
4578
-0.97
9254
-2.13
12542
0.69
17116
0.69
1222
-0.1
4664
-1.36
9438
-0.69
12602
0.38
17388
0.1
1234
0
4732
-1.78
9498
-0.38
12708
0
17454
0
1244
0
4916
-3.23
9604
0
12752
0
17470
0
1294
0.36
5100
-1.78
9616
0
12836
-0.1
17546
-0.35
1344
0
5168
-1.36
9664
0.26
12928
-0.17
17622
-0.9
1354
0
5254
-0.97
9718
0.7
13150
-0.38
17708
-1.59
1408
-0.28
5336
-0.69
9772
0.26
13342
-0.58
17794
-0.9
1504
-1.04
5608
-0.1
9820
0
13482
-0.77
17870
-0.35
1600
-0.28
5674
0
9830
0
13656
-1.09
17946
0
1654
0
5724
0
9898
-0.34
13742
-1.29
17960
0
1666
0
5808
0.1
10024
-1.33
13866
-1.66
18144
0.46
1792
0.39
5900
0.17
10150
-0.34
13992
-2.14
18212
0.69
1860
0.66
6122
0.38
10218
0
14068
-2.57
18292
1.08
1936
1.15
6314
0.58
10228
0
14140
-3
18360
1.53
2098
2.44
6454
0.77
10316
0.37
14192
-3.27
18512
2.75
2260
1.15
6628
1.09
10370
0.7
14230
-3.69
18664
1.53
2336
0.66
6714
1.29
10514
1.85
14320
-5.01
18732
1.08
2404
0.39
6838
1.66
10658
0.7
14410
-3.69
18812
0.69
0
6964
2.14
10712
0.37
14448
-3.27
18880
0.46
2548
0
7040
2.57
10800
0
14500
-3
19064
0
2732
-0.46
7112
3
10812
0
14572
-2.57
19082
0
2800
-0.69
7164
3.27
10900
-0.37
14648
-2.14
19208
-0.39
2880
-1.08
7202
3.69
10954
-0.7
14774
-1.66
19276
-0.66
2948
-1.53
7292
5.01
11098
-1.85
14898
-1.29
19352
-1.15
3100
-2.75
7382
3.69
11242
-0.7
14984
-1.09
19514
-2.44
3252
-1.53
7420
3.27
11296
-0.37
15158
-0.77
19676
-1.15
3320
-1.08
7472
3
11384
0
15298
-0.58
19752
-0.66
3400
-0.69
7544
2.57
11394
0
15490
-0.38
19820
-0.39
-0.46
7620
2.14
11462
0.34
15712
-0.17
19946
0
3652
0
7746
1.66
11588
1.33
15804
-0.1
19958
0
3666
0
7870
1.29
11714
0.34
15888
0
20012
0.28
3742
0.35
7956
1.09
11782
0
15938
0
20108
1.04
3818
0.9
8130
0.77
11792
0
16004
0.1
20204
0.28
3904
1.59
8270
0.58
11840
-0.26
16276
0.69
20258
0
3990
0.9
8462
0.38
11894
-0.7
16358
0.97
20268
0
8684
0.17
11948
-0.26
16444
1.36
20318
-0.36
2530
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
PART 1039—CONTROL OF EMISSIONS
FROM NEW AND IN-USE NONROAD
COMPRESSION-IGNITION ENGINES
179. The authority citation for part
1039 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
180. Amend § 1039.1 by revising
paragraphs (b)(3) and (c) to read as
follows:
■
§ 1039.1 Does this part apply for my
engines?
*
*
*
*
(b) * * *
(3) Engines originally meeting Tier 1,
Tier 2, or Tier 3 standards as specified
in appendix I of this part remain subject
to the standards in subpart B of this
part. This includes uncertified engines
that meet standards under 40 CFR
1068.265. Affected engines remain
subject to recall provisions as specified
in 40 CFR part 1068, subpart F,
throughout the useful life corresponding
to the original certification. Also,
tampering and defeat-device
prohibitions continue to apply for those
engines as specified in 40 CFR
1068.101.
*
*
*
*
*
(c) The definition of nonroad engine
in 40 CFR 1068.30 excludes certain
engines used in stationary applications.
These engines may be required by 40
CFR part 60, subpart IIII, to comply with
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0
20378
0
20390
0.1
20402
0
20406
0
20808
-0.5
21210
0
21612
0
some of the provisions of this part;
otherwise, these engines are only
required to comply with the
requirements in § 1039.20. In addition,
the prohibitions in 40 CFR 1068.101
restrict the use of stationary engines for
nonstationary purposes unless they are
certified to the same standards that
would apply to certain nonroad engines
for the same model year.
*
*
*
*
*
■ 181. Amend § 1039.20 by revising
paragraphs (a) introductory text, (b)(2)
and (4), and (c) to read as follows:
§ 1039.20 What requirements from this
part apply to excluded stationary engines?
*
*
*
*
*
(a) You must add a permanent label
or tag to each new engine you produce
or import that is excluded under
§ 1039.1(c) as a stationary engine and is
not required by 40 CFR part 60, subpart
IIII, to meet the requirements described
in this part, or the requirements
described in 40 CFR part 1042, that are
equivalent to the requirements
applicable to marine or land-based
nonroad engines for the same model
year. To meet labeling requirements,
you must do the following things:
*
*
*
*
*
(b) * * *
(2) Include your full corporate name
and trademark.
*
*
*
*
*
(4) State: ‘‘THIS ENGINE IS
EXEMPTED FROM NONROAD
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CERTIFICATION REQUIREMENTS AS
A ‘‘STATIONARY ENGINE.’’
INSTALLING OR USING THIS ENGINE
IN ANY OTHER APPLICATION MAY
BE A VIOLATION OF FEDERAL LAW
SUBJECT TO CIVIL PENALTY.’’
(c) Stationary engines required by 40
CFR part 60, subpart IIII, to meet the
requirements described in this part or
40 CFR part 1042, must meet the
labeling requirements of 40 CFR
60.4210.
■ 182. Amend § 1039.101 by revising
the introductory text and paragraph (b)
to read as follows:
§ 1039.101 What exhaust emission
standards must my engines meet after the
2014 model year?
The exhaust emission standards of
this section apply after the 2014 model
year. Certain standards in this section
also apply for model year 2014 and
earlier. This section presents the full set
of emission standards that apply after
all the transition and phase-in
provisions of §§ 1039.102 and 1039.104
expire. Section 1039.105 specifies
smoke standards.
*
*
*
*
*
(b) Emission standards for steady-state
testing. Steady-state exhaust emissions
from your engines may not exceed the
applicable emission standards in Table
1 of this section. Measure emissions
using the applicable steady-state test
procedures described in subpart F of
this part.
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b. Revising Tables 1, 3, and 6 in
paragraph (b); and
■
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a. Revising the introductory text and
paragraph (a)(2);
■
PO 00000
Application
PM
All
All
All
All
Generator sets
All except generator
sets
0.40b
0.03
0.02
0.02
0.03
0.04
NOx
NMHC
NOx+NMHC
co
-
0.19
0.19
0.19
0.19
7.5
4.7
6.6c
5.0d
5.0
3.5
3.5
3.5
0.40
0.40
0.67
3.5
-
•Note that some of these standards also apply for 2014 and earlier model years. This table presents the full set of emission standards that apply after all the transition and phasein provisions of §1039.102 expire.
bSee paragraph (c) of this section for provisions related to an optional PM standard for certain engines below 8 kW.
cThe CO standard is 8.0 g/k:W-hr for engines below 8 kW.
<lToe CO standard is 5.5 g/k:W-hr for engines below 37 kW.
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
01:55 Jun 29, 2021
*
*
*
*
183. Amend § 1039.102 by:
34500
*
■
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Maximum Engine
Power
kW< 19
19 <kW< 56
56<kW< 130
130 <kW <560
kW> 560
kW> 560
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*
PO 00000
*
*
Frm 00195
*
Fmt 4701
Model years
2008-2014
2008-2014
PM
0.40a
0.40
NOx+NMHC
7.5
7.5
co
8.0
6.6
*
Sfmt 4725
•For engines that qualify for the special provisions in §1039.lOl(c), you may delay certifying to the standards in this part until 2010. In 2009 and earlier model years, these
engines must instead meet the applicable Tier 2 standards and other requirements identified in appendix I of this part. Starting in 2010, these engines must meet a PM standard of
0.60 g/kW-hr, as described in §1039.l0l(c). Engines certified to the 0.60 g/kWhr PM standard may not generate ABT credits.
E:\FR\FM\29JNR2.SGM
*****
29JNR2
Optiona
#1
#2
All
Model years
2008-2012
2012
2013-2014
PM
0.30
0.03
0.03
NOx+NMHC
4.7
4.7
4.7
co
5.0
5.0
5.0
•You may certify engines to the Option #1 or Option #2 standards starting in the listed model year. Under Option #1, all engines at or above 37 kW and below 56 kW produced
before the 2013 model year must meet the applicable Option #1 standards in this table. These engines are considered to be "Option #1 engines." Under Option #2, all these
engines produced before the 2012 model year must meet the applicable standards identified in appendix I of this part. Engines certified to the Option #2 standards in model year
2012 are considered "Option #2 engines."
ER29JN21.164</GPH>
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*****
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
■ c. Revising paragraphs (d)(1), (e)(3),
(g)(1)(iv), and (g)(2).
The revisions read as follows:
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§ 1039.102 What exhaust emission
standards and phase-in allowances apply
for my engines in model year 2014 and
earlier?
01:55 Jun 29, 2021
The exhaust emission standards of
this section apply for 2014 and earlier
model years. See § 1039.101 for exhaust
emission standards that apply to later
model years.
(a) * * *
(2) The transient standards in this
section for gaseous pollutants do not
apply to phase-out engines that you
certify to the same numerical standards
(and FELs if the engines are certified
using ABT) for gaseous pollutants as
you certified under the Tier 3
requirements identified in appendix I of
this part. However, except as specified
by paragraph (a)(1) of this section, the
transient PM emission standards apply
to these engines.
(b) * * *
VerDate Sep<11>2014
Maximum enidne power
kW<8
8 <kW <19
34502
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Table 6 of 11039.102-Interim Tier 4 Exhaust Emission Standards (g/kW-hr): 130 < kW < 560
2014
Phase-in Option
Phase-in
Phase-out
All engines
*
*
*
*
(d) * * *
(1) For model years 2012 through
2014, you may use banked NOX +
NMHC credits from any Tier 2 engine at
or above 37 kW certified under the
standards identified in appendix I of
this part to meet the NOX phase-in
standards or the NOX + NMHC phaseout standards under paragraphs (b) and
(c) of this section, subject to the
additional ABT provisions in
§ 1039.740.
*
*
*
*
*
(e) * * *
(3) You use NOX + NMHC emission
credits to certify an engine family to the
alternate NOX + NMHC standards in this
paragraph (e)(3) instead of the otherwise
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*
VerDate Sep<11>2014
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PM
0.02
0.02
0.02
NOx
0.40
0.40
NMHC
0.19
0.19
applicable alternate NOX and NMHC
standards. Calculate the alternate NOX +
NMHC standard by adding 0.1 g/kW-hr
to the numerical value of the applicable
alternate NOX standard of paragraph
(e)(1) or (2) of this section. Engines
certified to the NOX + NMHC standards
of this paragraph (e)(3) may not generate
emission credits. The FEL caps for
engine families certified under this
paragraph (e)(3) are the previously
applicable NOX + NMHC standards
identified in appendix I of this part
(generally the Tier 3 standards).
*
*
*
*
*
(g) * * *
(1) * * *
(iv) Gaseous pollutants for phase-out
engines that you certify to the same
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NOx+NMHC
co
-
3.5
3.5
3.5
4.0
-
numerical standards and FELs for
gaseous pollutants to which you
certified under the Tier 3 requirements
identified in appendix I of this part.
However, the NTE standards for PM
apply to these engines.
(2) Interim FEL caps. As described in
§ 1039.101(d), you may participate in
the ABT program in subpart H of this
part by certifying engines to FELs for
PM, NOX, or NOX + NMHC instead of
the standards in Tables 1 through 7 of
this section for the model years shown.
The FEL caps listed in the following
table apply instead of the FEL caps in
§ 1039.101(d)(1), except as allowed by
§ 1039.104(g):
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Model years
2011-2013
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Maximum engine power
kW<l9
19<kW<37
37 :SkW < 56
56 :SkW < 130
56 :SkW <130
130 <kW< 560
130 :S kW :S 560
kW> 560
Phase-in option
-
phase-in
phase-out
phase-in
phase-out
-
Model years 8
2008-2014
2008-2012
2008-2012c
2012-2013
2012-2013
2011-2013
2011-2013
2011-2014
PM
0.80
0.60
0.40
0.04
0.04
0.04
0.04
0.20
NOx
-
0.80
-
0.80
-
6.2
NOx+NMHC
9.5b
9.5
7.5
-
6.6d
-
6.4e
-
E:\FR\FM\29JNR2.SGM
•For model years before 2015 where this table does not specify FEL caps, apply the FEL caps shown in §1039.101.
bFor engines below 8 kW, the FEL cap is 10.5 g/k:W-hr for NOx + NMHC emissions.
cFor manufacturers certifying engines to the standards of this part 1039 in 2012 under Option #2 of Table 3 of §1039.102, the FEL caps for 37-56 kW engines in the 19-56 kW
category of Table 2 of §1039.101 apply for model year 2012 and later; see appendix I of this part for provisions that apply to earlier model years.
dfor engines below 75 kW, the FEL cap is 7.5 g/k:W-hr for NOx + NMHC emissions.
<for engines below 225 kW, the FEL cap is 6.6 g/k:W-hr for NOx + NMHC emissions.
29JNR2
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01:55 Jun 29, 2021
Table 8 of~ 1039.102-Interim Tier 4 FEL Caps, g/kW-hr
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
§ 1039.104 Are there interim provisions
that apply only for a limited time?
*
*
*
*
*
184. Amend § 1039.104 by revising
paragraphs (c)(1), (c)(2)(ii), (c)(4), and
(g)(4) to read as follows:
■
*
*
*
(c) * * *
*
*
If your engine’s maximum
power is . . .
You may delay meeting . . .
(i) kW <19 .............................
The standards and requirements of this part .....
2011
(ii) 19 ≤kW <37 .....................
The Tier 4 standards and requirements of this
part that would otherwise be applicable in
model year 2013.
2016
(iii) 37 ≤kW <56 .....................
(iv) 56 ≤kW <130 ..................
Until model
year . . .
(1) You may delay complying with
certain otherwise applicable Tier 4
emission standards and requirements as
described in the following table:
Before that model year the engine must comply
with . . .
The standards and requirements described in
appendix I of this part.
The Tier 4 standards and requirements that
apply for model year 2008.
See paragraph (c)(2) of this section for special provisions that apply for engines in this power category.
The standards and requirements of this part .....
(2) * * *
(ii) If you do not choose to comply
with paragraph (c)(2)(i) of this section,
you may continue to comply with the
standards and requirements described
in appendix I of this part for model
years through 2012, but you must begin
complying in 2013 with Tier 4
standards and requirements specified in
Table 3 of § 1039.102 for model years
2013 and later.
*
*
*
*
*
(4) For engines not in the 19–56 kW
power category, if you delay compliance
with any standards under this paragraph
2015
(c), you must do all the following things
for the model years when you are
delaying compliance with the otherwise
applicable standards:
(i) Produce engines that meet all the
emission standards identified in
appendix I of this part and other
requirements in this part applicable for
that model year, except as noted in this
paragraph (c).
(ii) Meet the labeling requirements in
this part that apply for certified engines
but use the following alternative
compliance statement: ‘‘THIS ENGINE
COMPLIES WITH U.S. EPA
The standards and requirements described in
appendix I of this part.
REGULATIONS FOR [CURRENT
MODEL YEAR] NONROAD
COMPRESSION—IGNITION ENGINES
UNDER 40 CFR 1039.104(c).’’.
*
*
*
*
*
(g) * * *
(4) Do not apply TCAFs to gaseous
emissions for phase-out engines that
you certify to the same numerical
standards (and FELs if the engines are
certified using ABT) for gaseous
pollutants as you certified under the
Tier 3 requirements identified in
appendix I of this part.
TABLE 2 OF § 1039.104—ALTERNATE FEL CAPS
PM FEL cap,
g/kW-hr
Maximum engine power
19 ≤kW <56 .....................................................................................................
56 ≤kW <130 c .................................................................................................
130 ≤kW ≤560 ..................................................................................................
kW >560 f .........................................................................................................
0.30
0.30
0.20
0.10
Model years
for the
alternate PM
FEL cap
b 2012–2015
2012–2015
2011–2014
2015–2018
NOX FEL cap,
g/kW-hr a
Model years
for the
alternate NOX
FEL cap
........................
3.8
3.8
3.5
........................
d 2012–2015
e 2011–2014
2015–2018
a The FEL cap for engines demonstrating compliance with a NO + NMHC standard is equal to the previously applicable NO + NMHC standX
X
ard specified in appendix I of this part (generally the Tier 3 standards).
b For manufacturers certifying engines under Option #1 of Table 3 of § 1039.102, these alternate FEL caps apply to all 19–56 kW engines for
model years from 2013 through 2016 instead of the years indicated in this table. For manufacturers certifying engines under Option #2 of Table 3
of § 1039.102, these alternate FEL caps do not apply to 19–37 kW engines except in model years 2013 to 2015.
c For engines below 75 kW, the FEL caps are 0.40 g/kW-hr for PM emissions and 4.4 g/kW-hr for NO emissions.
X
d For manufacturers certifying engines in this power category using a percentage phase-in/phase-out approach instead of the alternate NO
X
standards of § 1039.102(e)(1), the alternate NOX FEL cap in the table applies only in the 2014–2015 model years if certifying under
§ 1039.102(d)(1), and only in the 2015 model year if certifying under § 1039.102(d)(2).
e For manufacturers certifying engines in this power category using the percentage phase-in/phase-out approach instead of the alternate NO
X
standard of § 1039.102(e)(2), the alternate NOX FEL cap in the table applies only for the 2014 model year.
f For engines above 560 kW, the provision for alternate NO FEL caps is limited to generator-set engines.
X
*
*
*
*
*
185. Amend § 1039.135 by revising
paragraph (e) introductory text to read
as follows:
§ 1039.135 How must I label and identify
the engines I produce?
label to the equipment near the fuel
inlet or, if you do not manufacture the
equipment, take one of the following
steps to ensure that the equipment will
be properly labeled:
*
*
*
*
*
*
■
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■
*
*
*
*
(e) For model year 2019 and earlier,
create a separate label with the
statement: ‘‘ULTRA LOW SULFUR
FUEL ONLY’’. Permanently attach this
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186. Amend § 1039.205 by adding
paragraph (c) to read as follows:
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§ 1039.205 What must I include in my
application?
*
*
*
*
*
(c) If your engines are equipped with
an engine diagnostic system as required
under § 1039.110, explain how it works,
describing especially the engine
conditions (with the corresponding
diagnostic trouble codes) that cause the
warning lamp to go on and the design
features that minimize the potential for
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operation without reductant. Also
identify the communication protocol
(SAE J1939, SAE J1979, etc.)
*
*
*
*
*
■ 187. Amend § 1039.245 by revising
paragraph (a) to read as follows:
§ 1039.245 How do I determine
deterioration factors from exhaust
durability testing?
*
*
*
*
*
(a) You may ask us to approve
deterioration factors for an engine
family with established technology
based on engineering analysis instead of
testing. Engines certified to a NOX +
NMHC standard or FEL greater than the
Tier 3 NOX + NMHC standard described
in appendix I of this part are considered
to rely on established technology for
gaseous emission control, except that
this does not include any engines that
use exhaust-gas recirculation or
aftertreatment. In most cases,
technologies used to meet the Tier 1 and
Tier 2 emission standards would be
considered to be established technology.
*
*
*
*
*
■ 188. Revise § 1039.255 to read as
follows:
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§ 1039.255 What decisions may EPA make
regarding a certificate of conformity?
(a) If we determine an application is
complete and shows that the engine
family meets all the requirements of this
part and the Act, we will issue a
certificate of conformity for the engine
family for that model year. We may
make the approval subject to additional
conditions.
(b) We may deny an application for
certification if we determine that an
engine family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce engines for importation
into the United States at a location
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where local law prohibits us from
carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all engines being produced.
(7) Take any action that otherwise
circumvents the intent of the Act or this
part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Act. Note
that these are also violations of 40 CFR
1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete.
(f) If we deny an application or
suspend, revoke, or void a certificate,
you may ask for a hearing (see
§ 1039.820).
■ 189. Amend § 1039.601 by revising
paragraph (b) to read as follows:
§ 1039.601
apply?
What compliance provisions
*
*
*
*
*
(b) Subpart C of this part describes
how to test and certify dual-fuel and
flexible-fuel engines. Some multi-fuel
engines may not fit either of those
defined terms. For such engines, we will
determine whether it is most
appropriate to treat them as single-fuel
engines, dual-fuel engines, or flexiblefuel engines based on the range of
possible and expected fuel mixtures. For
example, an engine might burn natural
gas but initiate combustion with a pilot
injection of diesel fuel. If the engine is
designed to operate with a single fueling
algorithm (i.e., fueling rates are fixed at
a given engine speed and load
condition), we would generally treat it
as a single-fuel engine. In this context,
the combination of diesel fuel and
natural gas would be its own fuel type.
If the engine is designed to also operate
on diesel fuel alone, we would generally
treat it as a dual-fuel engine. If the
engine is designed to operate on varying
mixtures of the two fuels, we would
generally treat it as a flexible-fuel
engine. To the extent that requirements
vary for the different fuels or fuel
mixtures, we may apply the more
stringent requirements.
■ 190. Amend § 1039.620 by revising
paragraph (b) to read as follows:
§ 1039.620 What are the provisions for
exempting engines used solely for
competition?
*
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*
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*
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*
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34505
(b) The definition of nonroad engine
in 40 CFR 1068.30 excludes engines
used solely for competition. These
engines are not required to comply with
this part, but 40 CFR 1068.101 prohibits
the use of competition engines for
noncompetition purposes.
*
*
*
*
*
■ 191. Amend § 1039.625 by revising
the introductory text, paragraphs (d)(4)
introductory text, (e)(1) and (3),
(g)(1)(vi), (j) introductory text, and (j)(1)
to read as follows:
§ 1039.625 What requirements apply under
the program for equipment-manufacturer
flexibility?
The provisions of this section allow
equipment manufacturers to produce
equipment with engines that are subject
to less stringent emission standards after
the Tier 4 emission standards begin to
apply. To be eligible to use the
provisions of this section, you must
follow all the instructions in this
section. See § 1039.626 for requirements
that apply specifically to companies that
manufacture equipment outside the
United States and to companies that
import such equipment without
manufacturing it. Engines and
equipment you produce under this
section are exempt from the
prohibitions in 40 CFR 1068.101(a)(1),
subject to the provisions of this section.
*
*
*
*
*
(d) * * *
(4) You may start using the
allowances under this section for
engines that are not yet subject to Tier
4 standards, as long as the seven-year
period for using allowances under the
Tier 2 or Tier 3 program has expired.
Table 3 of this section shows the years
for which this paragraph (d)(4) applies.
To use these early allowances, you must
use engines that meet the emission
standards described in paragraph (e) of
this section. You must also count these
units or calculate these percentages as
described in paragraph (c) of this
section and apply them toward the total
number or percentage of equipment
with exempted engines we allow for the
Tier 4 standards as described in
paragraph (b) of this section. The
maximum number of cumulative early
allowances under this paragraph (d)(4)
is 10 percent under the percent-ofproduction allowance or 100 units
under the small-volume allowance. For
example, if you produce 5 percent of
your equipment with engines between
130 and 560 kW that use allowances
under this paragraph (d)(4) in 2009, you
may use up to an additional 5 percent
of your allowances in 2010. If you use
allowances for 5 percent of your
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equipment in both 2009 and 2010, your
80 percent allowance for 2011–2017 in
the 130–560 kW power category
decreases to 70 percent. Manufacturers
using allowances under this paragraph
(d)(4) must comply with the notification
and reporting requirements specified in
paragraph (g) of this section.
*
*
*
*
*
(e) * * *
(1) If you are using the provisions of
paragraph (d)(4) of this section, engines
must meet the applicable Tier 1 or Tier
2 emission standards described in
appendix I of this part.
*
*
*
*
*
(3) In all other cases, engines at or
above 56 kW and at or below 560 kW
must meet the appropriate Tier 3
standards described in appendix I of
this part. Engines below 56 kW and
engines above 560 kW must meet the
appropriate Tier 2 standards described
in appendix I of this part.
*
*
*
*
*
(g) * * *
(1) * * *
(vi) The number of units in each
power category you have sold in years
for which the Tier 2 and Tier 3
standards apply.
*
*
*
*
*
(j) Provisions for engine
manufacturers. As an engine
manufacturer, you may produce
exempted engines as needed under this
section. You do not have to request this
exemption for your engines, but you
must have written assurance from
equipment manufacturers that they need
a certain number of exempted engines
under this section. Send us an annual
report of the engines you produce under
this section, as described in
§ 1039.250(a). Exempt engines must
meet the emission standards in
paragraph (e) of this section and you
must meet all the requirements of 40
CFR 1068.265, except that engines
produced under the provisions of
paragraph (a)(2) of this section must be
identical in all material respects to
engines previously certified under this
part 1039. If you show under 40 CFR
1068.265(c) that the engines are
identical in all material respects to
engines that you have previously
certified to one or more FELs above the
standards specified in paragraph (e) of
this section, you must supply sufficient
credits for these engines. Calculate these
credits under subpart H of this part
using the previously certified FELs and
the alternate standards. You must meet
the labeling requirements in § 1039.135,
as applicable, with the following
exceptions:
(1) Add the following statement
instead of the compliance statement in
§ 1039.135(c)(12):
THIS ENGINE MEETS U.S. EPA
EMISSION STANDARDS UNDER 40
CFR 1039.625. SELLING OR
INSTALLING THIS ENGINE FOR ANY
PURPOSE OTHER THAN FOR THE
EQUIPMENT FLEXIBILITY
PROVISIONS OF 40 CFR 1039.625 MAY
BE A VIOLATION OF FEDERAL LAW
SUBJECT TO CIVIL PENALTY.
*
*
*
*
*
■ 192. Amend § 1039.626 by revising
paragraph (b)(1)(iv) to read as follows:
If the maximum power of the credit-generating
engine is * * *
And it was certified to the following standards
identified in appendix I of this part * * *
Then you may use those banked credits for
the following Tier 4 engines * * *
(i) kW < 19 .........................................................
(ii) 19 ≤ kW < 37 ................................................
(iii) 37 ≤ kW ≤ 560 .............................................
(iv) kW > 560 .....................................................
Tier
Tier
Tier
Tier
kW
kW
kW
kW
(2) Emission credits generated from
marine engines certified to the
standards identified in appendix I of
this part for land-based engines may not
be used under this part.
*
*
*
*
*
■ 195. Amend § 1039.801 by:
■ a. Revising the definition for ‘‘Lowhour’’;
■ b. Revising paragraph (5)(ii) for the
definition of ‘‘Model year’’; and
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§ 1039.626 What special provisions apply
to equipment imported under the
equipment-manufacturer flexibility
program?
*
*
*
*
*
(b) * * *
(1) * * *
(iv) The number of units in each
power category you have imported in
years for which the Tier 2 and Tier 3
standards apply.
*
*
*
*
*
2
2
3
2
................................................................
................................................................
................................................................
................................................................
c. Revising the definitions for ‘‘Smallvolume engine manufacturer’’, ‘‘Tier 1’’,
‘‘Tier 2’’, and ‘‘Tier 3’’.
The revisions read as follows:
■
§ 1039.801
part?
What definitions apply to this
*
*
*
*
*
Low-hour means relating to an engine
with stabilized emissions and represents
the undeteriorated emission level. This
would generally involve less than 300
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193. Amend § 1039.655 by revising
paragraphs (a)(2) and (b) to read as
follows:
■
§ 1039.655 What special provisions apply
to engines sold in Guam, American Samoa,
or the Commonwealth of the Northern
Mariana Islands?
(a) * * *
(2) The engine meets the latest
applicable emission standards in
appendix I of this part.
*
*
*
*
*
(b) If you introduce an engine into
commerce in the United States under
this section, you must meet the labeling
requirements in § 1039.135, but add the
following statement instead of the
compliance statement in
§ 1039.135(c)(12):
THIS ENGINE DOES NOT COMPLY
WITH U.S. EPA TIER 4 EMISSION
REQUIREMENTS. IMPORTING THIS
ENGINE INTO THE UNITED STATES
OR ANY TERRITORY OF THE UNITED
STATES EXCEPT GUAM, AMERICAN
SAMOA, OR THE COMMONWEALTH
OF THE NORTHERN MARIANA
ISLANDS MAY BE A VIOLATION OF
FEDERAL LAW SUBJECT TO CIVIL
PENALTY.
*
*
*
*
*
194. Amend § 1039.740 by revising
paragraph (b) to read as follows:
■
§ 1039.740 What restrictions apply for
using emission credits?
*
*
*
*
*
(b) Emission credits from earlier tiers
of standards. (1) For purposes of ABT
under this subpart, you may not use
emission credits generated from engines
subject to emission standards identified
in appendix I of this part, except as
specified in § 1039.102(d)(1) or as
follows:
< 19.
≥ 19.
≥ 19.
≥ 19.
hours of operation for engines with NOX
aftertreatment and 125 hours of
operation for other engines.
*
*
*
*
*
Model year * * *
(5) * * *
(ii) For imported engines described in
paragraph (5)(ii) of the definition of
‘‘new nonroad engine’’ in this section,
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model year means the calendar year in
which the engine is modified.
*
*
*
*
*
Small-volume engine manufacturer
means an engine manufacturer with
1,000 or fewer employees that has had
annual U.S.-directed production volume
of no more than 2,500 units. For
manufacturers owned by a parent
company, these limits apply to the total
number of employees and production
volume from the parent company and
all its subsidiaries.
*
*
*
*
*
Tier 1 means relating to the Tier 1
emission standards identified in
appendix I of this part.
Tier 2 means relating to the Tier 2
emission standards identified in
appendix I of this part.
Tier 3 means relating to the Tier 3
emission standards identified in
appendix I of this part.
*
*
*
*
*
34507
196. Add appendix I to part 1039 to
read as follows:
■
Appendix I to Part 1039—Summary of
Previous Emission Standards
The following standards, which EPA
originally adopted under 40 CFR part 89,
apply to nonroad compression-ignition
engines produced before the model years
specified in § 1039.1:
(a) Tier 1 standards apply as summarized
in the following table:
TABLE 1 TO APPENDIX I—TIER 1 EMISSION STANDARDS
[g/kW-hr]
Rated power
(kW)
Starting
model year
kW < 8 .....................................................
8 ≤ kW < 19 .............................................
19 ≤ kW < 37 ...........................................
37 ≤ kW < 75 ...........................................
75 ≤ kW < 130 .........................................
130 ≤ kW ≤ 560 .......................................
kW > 560 .................................................
2000
2000
1999
1998
1997
1996
2000
NOX
HC
NOX+NMHC
........................
........................
........................
9.2
........................
........................
........................
9.2
1.3
CO
10.5
9.5
9.5
PM
8.0
6.6
5.5
1.0
0.80
0.80
11.4
0.54
(b) Tier 2 standards apply as summarized
in the following table:
TABLE 2 TO APPENDIX I—TIER 2 EMISSION STANDARDS
[g/kW-hr]
Rated power
(kW)
Starting
model year
kW < 8 .............................................................................................................
8 ≤ kW < 19 .....................................................................................................
19 ≤ kW < 37 ...................................................................................................
37 ≤ kW < 75 ...................................................................................................
75 ≤ kW < 130 .................................................................................................
130 ≤ kW < 225 ...............................................................................................
225 ≤ kW < 450 ...............................................................................................
450 ≤ kW ≤ 560 ...............................................................................................
kW > 560 .........................................................................................................
NOX+NMHC
2005
2005
2004
2004
2003
2003
2001
2002
2006
CO
7.5
7.5
7.5
7.5
6.6
6.6
6.4
PM
8.0
6.6
5.5
5.0
5.0
3.5
3.5
0.80
0.80
0.60
0.40
0.30
0.20
0.20
(c) Tier 3 standards apply as summarized
in the following table:
TABLE 3 TO APPENDIX I—TIER 3 EMISSION STANDARDS
[g/kW-hr]
Rated power
(kW)
Starting
model year
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37 ≤ kW < 75 ...................................................................................................
75 ≤ kW < 130 .................................................................................................
130 ≤ kW ≤ 560 ...............................................................................................
(d) Tier 1 through Tier 3 standards applied
only for discrete-mode steady-state testing.
There were no not-to-exceed standards or
transient testing.
2008
2007
2006
PART 1042—CONTROL OF EMISSIONS
FROM NEW AND IN-USE MARINE
COMPRESSION-IGNITION ENGINES
AND VESSELS
197. The authority citation for part
1042 continues to read as follows:
■
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NOX+NMHC
4.7
4.0
4.0
CO
PM
5.0
5.0
3.5
0.40
0.30
0.20
Authority: 42 U.S.C. 7401–7671q.
198. Amend § 1042.1 by:
a. Revising paragraphs (b) and (c); and
■ b. Removing and reserving paragraph
(d).
The revisions read as follows:
■
■
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Applicability.
*
*
*
*
*
(b) New engines with maximum
engine power below 37 kW and
originally manufactured and certified
before the model years identified in
Table 1 to this section are subject to
emission standards as specified in
appendix I of this part. The provisions
of this part do not apply for such
engines, except as follows beginning
June 29, 2010:
(1) The allowances of this part apply.
(2) The definitions of ‘‘new marine
engine’’ and ‘‘model year’’ apply.
(c) Marine engines originally meeting
Tier 1 or Tier 2 standards as specified
in appendix I of this part remain subject
to those standards. This includes
uncertified engines that meet standards
under 40 CFR 1068.265. Those engines
remain subject to recall provisions as
specified in 40 CFR part 1068, subpart
F, throughout the useful life
corresponding to the original
certification. Also, tampering and
defeat-device prohibitions continue to
apply for those engines as specified in
40 CFR 1068.101. The remanufacturing
provisions in subpart I of this part may
apply for remanufactured engines
originally manufactured in model years
before the model years identified in
Table 1 to this section.
*
*
*
*
*
■ 199. Amend § 1042.101 by revising
paragraphs (a)(6), (c)(2), and (e)(2) to
read as follows:
§ 1042.101 Exhaust emission standards
for Category 1 and Category 2 engines.
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(a) * * *
(6) Interim Tier 4 PM standards apply
for 2014 and 2015 model year engines
between 2000 and 3700 kW as specified
in this paragraph (a)(6). These engines
are considered Tier 4 engines.
(i) For Category 1 engines, the Tier 3
PM standards from Table 1 to this
section continue to apply. PM FELs for
these engines may not be higher than
the applicable Tier 2 PM standards
specified in appendix I of this part.
(ii) For Category 2 engines with percylinder displacement below 15.0 liters,
the Tier 3 PM standards from Table 2 to
this section continue to apply. PM FELs
for these engines may not be higher than
0.27 g/kW-hr.
(iii) For Category 2 engines with percylinder displacement at or above 15.0
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liters, the PM standard is 0.34 g/kW-hr
for engines at or above 2000 kW and
below 3300 kW, and 0.27 g/kW-hr for
engines at or above 3300 kW and below
3700 kW. PM FELs for these engines
may not be higher than 0.50 g/kW-hr.
*
*
*
*
*
(c) * * *
(2) Determine the applicable NTE
zone and subzones as described in
§ 1042.515. Determine NTE multipliers
for specific zones and subzones and
pollutants as follows:
(i) For marine engines certified using
the duty cycle specified in
§ 1042.505(b)(1), except for variablespeed propulsion marine engines used
with controllable-pitch propellers or
with electrically coupled propellers,
apply the following NTE multipliers:
(A) Subzone 1: 1.2 for Tier 3 NOX+HC
standards.
(B) Subzone 1: 1.5 for Tier 4 standards
and Tier 3 PM and CO standards.
(C) Subzone 2: 1.5 for Tier 4 NOX and
HC standards and for Tier 3 NOX+HC
standards.
(D) Subzone 2: 1.9 for PM and CO
standards.
(ii) For recreational marine engines
certified using the duty cycle specified
in § 1042.505(b)(2), except for variablespeed marine engines used with
controllable-pitch propellers or with
electrically coupled propellers, apply
the following NTE multipliers:
(A) Subzone 1: 1.2 for Tier 3 NOX+HC
standards.
(B) Subzone 1: 1.5 for Tier 3 PM and
CO standards.
(C) Subzones 2 and 3: 1.5 for Tier 3
NOX+HC standards.
(D) Subzones 2 and 3: 1.9 for PM and
CO standards.
(iii) For variable-speed marine
engines used with controllable-pitch
propellers or with electrically coupled
propellers that are certified using the
duty cycle specified in § 1042.505(b)(1),
(2), or (3), apply the following NTE
multipliers:
(A) Subzone 1: 1.2 for Tier 3 NOX+HC
standards.
(B) Subzone 1: 1.5 for Tier 4 standards
and Tier 3 PM and CO standards.
(C) Subzone 2: 1.5 for Tier 4 NOX and
HC standards and for Tier 3 NOX+HC
standards.
(D) Subzone 2: 1.9 for PM and CO
standards. However, there is no NTE
standard in Subzone 2b for PM
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emissions if the engine family’s
applicable standard for PM is at or
above 0.07 g/kW-hr.
(iv) For constant-speed engines
certified using a duty cycle specified in
§ 1042.505(b)(3) or (4), apply the
following NTE multipliers:
(A) Subzone 1: 1.2 for Tier 3 NOX+HC
standards.
(B) Subzone 1: 1.5 for Tier 4 standards
and Tier 3 PM and CO standards.
(C) Subzone 2: 1.5 for Tier 4 NOX and
HC standards and for Tier 3 NOX+HC
standards.
(D) Subzone 2: 1.9 for PM and CO
standards. However, there is no NTE
standard for PM emissions if the engine
family’s applicable standard for PM is at
or above 0.07 g/kW-hr.
(v) For variable-speed auxiliary
marine engines certified using the duty
cycle specified in § 1042.505(b)(5)(ii) or
(iii):
(A) Subzone 1: 1.2 for Tier 3 NOX+HC
standards.
(B) Subzone 1: 1.5 for Tier 4 standards
and Tier 3 PM and CO standards.
(C) Subzone 2: 1.2 for Tier 3 NOX+HC
standards.
(D) Subzone 2: 1.5 for Tier 4 standards
and Tier 3 PM and CO standards.
However, there is no NTE standard for
PM emissions if the engine family’s
applicable standard for PM is at or
above 0.07 g/kW-hr.
*
*
*
*
*
(e) * * *
(2) Specify a longer useful life in
hours for an engine family under either
of two conditions:
(i) If you design your engine to
operate longer than the minimum useful
life. Indicators of design life include
your recommended overhaul interval
and may also include your advertising
and marketing materials.
(ii) If your basic mechanical warranty
is longer than the minimum useful life.
*
*
*
*
*
■ 200. Amend § 1042.104 by revising
paragraphs (a)(2) and (c) to read as
follows:
§ 1042.104 Exhaust emission standards
for Category 3 engines.
(a) * * *
(2) NOX standards apply based on the
engine’s model year and maximum inuse engine speed as shown in the
following table:
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TABLE 1 TO § 1042.104—NOX EMISSION STANDARDS FOR CATEGORY 3 ENGINES
[g/kW-hr]
Maximum in-use engine speed
Emission standards
Model year
Tier 1 ................................................................................................................
Tier 2 ................................................................................................................
Tier 3 b ..............................................................................................................
2004–2010
2011–2015
2016 and later
Less than 130
RPM
130–2000
RPM a
45.0·n(¥0.20)
44.0·n(¥0.23)
9.0·n(¥0.20)
17.0
14.4
3.4
Over 2000
RPM
9.8
7.7
2.0
a Applicable standards are calculated from n (maximum in-use engine speed, in RPM, as specified in § 1042.140). Round the standards to one
decimal place.
b For engines designed with on-off controls as specified in § 1042.115(g), the Tier 2 standards continue to apply any time the engine has disabled its Tier 3 NOX emission controls.
*
*
*
*
*
(c) Mode caps. Measured NOX
emissions from Tier 3 engines may not
exceed the cap specified in this
paragraph (c) for any applicable dutycycle test modes with power greater
than 10 percent maximum engine
power. Calculate the mode cap by
multiplying the applicable Tier 3 NOX
standard by 1.5 and rounding to the
nearest 0.1 g/kW-hr. Note that mode
caps do not apply for pollutants other
than NOX and do not apply for any
modes of operation outside of the
applicable duty cycles in § 1042.505.
Category 3 engines are not subject to
not-to-exceed standards.
*
*
*
*
*
■ 201. Amend § 1042.115 by revising
paragraph (g) to read as follows:
§ 1042.115
Other requirements.
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*
*
*
*
*
(g) On-off controls for engines on
Category 3 vessels. Manufacturers may
equip Category 3 propulsion engines
with features that disable Tier 3 NOX
emission controls subject to the
provisions of this paragraph (g). For
auxiliary engines allowed to use on-off
controls as specified in § 1042.650(d),
read ‘‘Tier 2’’ to mean ‘‘IMO Tier II’’ and
read ‘‘Tier 3’’ to mean ‘‘IMO Tier III’’.
(1) Features that disable Tier 3 NOX
emission controls are considered to be
AECDs whether or not they meet the
definition of an AECD. For example,
manually operated on-off features are
AECDs under this paragraph (g). The
features must be identified in your
application for certification as AECDs.
For purposes of this paragraph (g), the
term ‘‘features that disable Tier 3
emission controls’’ includes (but is not
limited to) any combination of the
following that cause the engine’s
emissions to exceed any Tier 3 emission
standard:
(i) Bypassing of exhaust
aftertreatment.
(ii) Reducing or eliminating flow of
reductant to an SCR system.
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(iii) Modulating engine calibration in
a manner that increases engine-out
emissions of a regulated pollutant.
(2) You must demonstrate that the
AECD will not disable NOX emission
controls while operating shoreward of
the boundaries of the North American
ECA and the U.S. Caribbean Sea ECA.
You must demonstrate that the AECD
will not disable emission control while
operating in these waters. (Note: See the
regulations in 40 CFR part 1043 for
requirements related to operation in
ECAs, including foreign ECAs.)
Compliance with this paragraph (g)(2)
will generally require that the AECD
operation be based on Global
Positioning System (GPS) inputs. We
may consider any relevant information
to determine whether your AECD
conforms to this paragraph (g).
(3) The onboard computer log must
record in nonvolatile computer memory
all incidents of engine operation with
the Tier 3 NOX emission controls
disabled.
(4) The engine must comply with the
Tier 2 NOX standard when the Tier 3
NOX emission controls are disabled.
■ 202. Amend § 1042.125 by revising
paragraph (e) to read as follows:
§ 1042.125
Maintenance instructions.
*
*
*
*
*
(e) Maintenance that is not emissionrelated. For maintenance unrelated to
emission controls, you may schedule
any amount of inspection or
maintenance. You may also take these
inspection or maintenance steps during
service accumulation on your emissiondata engines, as long as they are
reasonable and technologically
necessary. This might include adding
engine oil, changing air, fuel, or oil
filters, servicing engine-cooling systems
or fuel-water separator cartridges or
elements, and adjusting idle speed,
governor, engine bolt torque, valve lash,
or injector lash. You may not perform
this nonemission-related maintenance
on emission-data engines more often
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than the least frequent intervals that you
recommend to the ultimate purchaser.
*
*
*
*
*
■ 203. Amend § 1042.135 by revising
paragraph (c)(13) to read as follows:
§ 1042.135
Labeling.
*
*
*
*
*
(c) * * *
(13) For engines above 130 kW that
are intended for installation on
domestic or public vessels, include the
following statement: ‘‘THIS ENGINE
DOES NOT COMPLY WITH
INTERNATIONAL MARINE
REGULATIONS UNLESS IT IS ALSO
COVERED BY AN EIAPP
CERTIFICATE.’’
*
*
*
*
*
■ 204. Amend § 1042.145 by removing
and reserving paragraphs (b), (c), (e), (h),
and (i) and revising paragraph (j) to read
as follows:
§ 1042.145
Interim provisions.
*
*
*
*
*
(j) Installing land-based engines in
marine vessels. Vessel manufacturers
and marine equipment manufacturers
may apply the provisions of §§ 1042.605
and 1042.610 to land-based engines
with maximum engine power at or
above 37 kW and at or below 560 kW
if they meet the Tier 3 emission
standards in appendix I of 40 CFR part
1039 as specified in 40 CFR 1068.265.
All the provisions of § 1042.605 or
§ 1042.610 apply as if those engines
were certified to emission standards
under 40 CFR part 1039. Similarly,
engine manufacturers, vessel
manufacturers, and marine equipment
manufacturers must comply with all the
provisions of 40 CFR part 1039 as if
those engines were installed in landbased equipment. The following
provisions apply for engine
manufacturers shipping engines to
vessel manufacturers or marine
equipment manufacturers under this
paragraph (j):
(1) You must label the engine as
described in 40 CFR 1039.135, but
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identify the engine family name as it
was last certified under 40 CFR part
1039 and include the following alternate
compliance statement: ‘‘THIS ENGINE
MEETS THE TIER 3 STANDARDS FOR
LAND-BASED NONROAD DIESEL
ENGINES UNDER 40 CFR PART 1039.
THIS ENGINE MAY BE USED ONLY IN
A MARINE VESSEL UNDER THE
DRESSING PROVISIONS OF 40 CFR
1042.605 OR 40 CFR 1042.610.’’
(2) You must use the provisions of 40
CFR 1068.262 for shipping uncertified
engines under this section to secondary
engine manufacturers.
*
*
*
*
*
■ 205. Amend § 1042.235 by revising
paragraph (d)(3) to read as follows:
§ 1042.235 Emission testing related to
certification.
*
*
*
*
*
(d) * * *
(3) The data show that the emissiondata engine would meet all the
requirements of this part that apply to
the engine family covered by the
application for certification. For engines
originally tested to demonstrate
compliance with Tier 1 or Tier 2
standards, you may consider those test
procedures to be equivalent to the
procedures we specify in subpart F of
this part.
*
*
*
*
*
■ 206. Revise § 1042.255 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1042.255
EPA decisions.
(a) If we determine an application is
complete and shows that the engine
family meets all the requirements of this
part and the Clean Air Act, we will
issue a certificate of conformity for the
engine family for that model year. We
may make the approval subject to
additional conditions.
(b) We may deny an application for
certification if we determine that an
engine family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
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(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce engines for importation
into the United States at a location
where local law prohibits us from
carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all engines being produced.
(7) Take any action that otherwise
circumvents the intent of the Clean Air
Act or this part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Clean Air
Act. Note that these are also violations
of 40 CFR 1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete
after submission.
(f) If we deny an application or
suspend, revoke, or void a certificate,
you may ask for a hearing (see
§ 1042.920).
■ 207. Amend § 1042.302 by revising
paragraph (a) to read as follows:
§ 1042.302 Applicability of this subpart for
Category 3 engines.
*
*
*
*
*
(a) You must test each Category 3
engine at the sea trial of the vessel in
which it is installed or within the first
300 hours of operation, whichever
occurs first. This may involve testing a
fully assembled production engine
before it is installed in the vessel. For
engines with on-off controls, you may
omit testing to demonstrate compliance
with Tier 2 standards if the engine does
not rely on aftertreatment when Tier 3
emission controls are disabled. Since
you must test each engine, the
provisions of §§ 1042.310 and
1042.315(b) do not apply for Category 3
engines. If we determine that an engine
failure under this subpart is caused by
defective components or design
deficiencies, we may revoke or suspend
your certificate for the engine family as
described in § 1042.340. If we determine
that an engine failure under this subpart
is caused only by incorrect assembly,
we may suspend your certificate for the
engine family as described in
§ 1042.325. If the engine fails, you may
continue operating only to complete the
sea trial and return to port. It is a
violation of 40 CFR 1068.101(b)(1) to
operate the vessel further until you
remedy the cause of failure. Each two-
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hour period of such operation
constitutes a separate offense. A
violation lasting less than two hours
constitutes a single offense.
*
*
*
*
*
■ 208. Amend § 1042.605 by revising
paragraphs (a), (b), (c), (d)(1)(ii), (d)(2),
(d)(3)(ii), (f), and (h) to read as follows:
§ 1042.605 Dressing engines already
certified to other standards for nonroad or
heavy-duty highway engines for marine
use.
(a) General provisions. If you are an
engine manufacturer (including
someone who marinizes a land-based
engine), this section allows you to
introduce new marine engines into U.S.
commerce if they are already certified to
the requirements that apply to
compression-ignition engines under 40
CFR parts 85 and 86 or 40 CFR part
1033 or 1039 for the appropriate model
year. If you comply with all the
provisions of this section, we consider
the certificate issued under 40 CFR part
86, 1033, or 1039 for each engine to also
be a valid certificate of conformity
under this part for its model year,
without a separate application for
certification under the requirements of
this part. This section does not apply for
Category 3 engines.
(b) Vessel-manufacturer provisions. If
you are not an engine manufacturer, you
may install an engine certified for the
appropriate model year under 40 CFR
part 86, 1033, or 1039 in a marine vessel
as long as you do not make any of the
changes described in paragraph (d)(3) of
this section and you meet the
requirements of paragraph (e) of this
section. If you modify the non-marine
engine in any of the ways described in
paragraph (d)(3) of this section, we will
consider you a manufacturer of a new
marine engine. Such engine
modifications prevent you from using
the provisions of this section.
(c) Liability. Engines for which you
meet the requirements of this section are
exempt from all the requirements and
prohibitions of this part, except for
those specified in this section. Engines
exempted under this section must meet
all the applicable requirements from 40
CFR parts 85 and 86 or 40 CFR part
1033 or 1039. This paragraph (c) applies
to engine manufacturers, vessel
manufacturers that use such an engine,
and all other persons as if the engine
were used in its originally intended
application. The prohibited acts of 40
CFR 1068.101(a)(1) apply to these new
engines and vessels; however, we
consider the certificate issued under 40
CFR part 86, 1033, or 1039 for each
engine to also be a valid certificate of
conformity under this part for its model
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year. If we make a determination that
these engines do not conform to the
regulations in this chapter during their
useful life, we may require you to recall
them under 40 CFR part 85 or 1068.
(d) * * *
(1) * * *
(ii) Land-based compression-ignition
nonroad engines (40 CFR part 1039).
*
*
*
*
*
(2) The engine must have the label
required under 40 CFR part 86, 1033, or
1039.
(3) * * *
(ii) Replacing an original
turbocharger, except that small-volume
engine manufacturers may replace an
original turbocharger on a recreational
engine with one that matches the
performance of the original
turbocharger.
*
*
*
*
*
(f) Failure to comply. If your engines
do not meet the criteria listed in
paragraph (d) of this section, they will
be subject to the standards,
requirements, and prohibitions of this
part and the certificate issued under 40
CFR part 86, 1033, or 1039 will not be
deemed to also be a certificate issued
under this part. Introducing these
engines into U.S. commerce as marine
engines without a valid exemption or
certificate of conformity under this part
violates the prohibitions in 40 CFR
1068.101(a)(1).
*
*
*
*
*
(h) Participation in averaging,
banking and trading. Engines adapted
for marine use under this section may
not generate or use emission credits
under this part. These engines may
generate credits under the ABT
provisions in 40 CFR part 86, 1033, or
1039, as applicable. These engines must
use emission credits under 40 CFR part
86, 1033, or 1039 as applicable if they
are certified to an FEL that exceeds an
emission standard.
*
*
*
*
*
■ 209. Amend § 1042.610 by revising
paragraphs (a), (c), (d)(1), (f), and (g) to
read as follows:
§ 1042.610 Certifying auxiliary marine
engines to land-based standards.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(a) General provisions. If you are an
engine manufacturer, this section allows
you to introduce new marine engines
into U.S. commerce if they are already
certified to the requirements that apply
to compression-ignition engines under
40 CFR part 1039 for the appropriate
model year. If you comply with all the
provisions of this section, we consider
the certificate issued under 40 CFR part
1039 for each engine to also be a valid
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certificate of conformity under this part
for its model year, without a separate
application for certification under the
requirements of this part.
*
*
*
*
*
(c) Liability. Engines for which you
meet the requirements of this section are
exempt from all the requirements and
prohibitions of this part, except for
those specified in this section. Engines
exempted under this section must meet
all the applicable requirements from 40
CFR part 1039. This paragraph (c)
applies to engine manufacturers, vessel
manufacturers that use such an engine,
and all other persons as if the engine
were used in its originally intended
application. The prohibited acts of 40
CFR 1068.101(a)(1) apply to these new
engines and vessels; however, we
consider the certificate issued under 40
CFR part 1039 for each engine to also be
a valid certificate of conformity under
this part for its model year. If we make
a determination that these engines do
not conform to the regulations in this
chapter during their useful life, we may
require you to recall them under 40 CFR
part 1068.
(d) * * *
(1) The marine engine must be
identical in all material respects to a
land-based engine covered by a valid
certificate of conformity for the
appropriate model year showing that it
meets emission standards for engines of
that power rating under 40 CFR part
1039.
*
*
*
*
*
(f) Failure to comply. If your engines
do not meet the criteria listed in
paragraph (d) of this section, they will
be subject to the standards,
requirements, and prohibitions of this
part and the certificate issued under 40
CFR part 1039 will not be deemed to
also be a certificate issued under this
part. Introducing these engines into U.S.
commerce as marine engines without a
valid exemption or certificate of
conformity under this part violates the
prohibitions in 40 CFR 1068.101(a)(1).
(g) Participation in averaging,
banking, and trading. Engines using the
exemption in this section may not
generate or use emission credits under
this part. These engines may generate
credits under the ABT provisions in 40
CFR part 1039, as applicable. These
engines must use emission credits under
40 CFR part 1039 as applicable if they
are certified to an FEL that exceeds an
emission standard.
*
*
*
*
*
■ 210. Amend § 1042.615 by revising
paragraphs (a) introductory text and
(a)(1) and (3) and adding paragraphs (f)
and (g) to read as follows:
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§ 1042.615 Replacement engine
exemption.
*
*
*
*
*
(a) This paragraph (a) applies instead
of the provisions of 40 CFR
1068.240(b)(2) for installing new marine
engines in vessels that are not ‘‘new
vessels’’. The prohibitions in 40 CFR
1068.101(a)(1) do not apply to a new
replacement engine if all the following
conditions are met:
(1) You use good engineering
judgment to determine that no engine
certified to the current requirements of
this part is produced by any
manufacturer with the appropriate
physical or performance characteristics
to repower the vessel. We have
determined that Tier 4 engines with
aftertreatment technology do not have
the appropriate physical or performance
characteristics to replace uncertified
engines or engines certified to emission
standards that are less stringent than the
Tier 4 standards.
*
*
*
*
*
(3) Send us a report by September 30
of each year describing your engine
shipments under this section from the
preceding calendar year. Your report
must include all the following things
and be signed by an authorized
representative of your company:
(i) Identify the number of Category 1
and Category 2 exempt replacement
engines that meet Tier 1, Tier 2, or Tier
3 standards, or that meet no EPA
standards. Count engines separately for
each tier of standards. Identify the
number of those engines that have been
shipped (directly or indirectly) to a
vessel owner. This includes engines
shipped to anyone intending to install
engines on behalf of a specific engine
owner. Also include commercial Tier 3
engines with maximum engine power at
or above 600 kW even if they have not
been shipped to or designated for a
specific vessel owner in the specified
time frame.
(ii) Describe how you made the
determinations described in paragraph
(a)(1) of this section for each Category 1
and Category 2 exempt replacement
engine for each vessel during the
preceding year. For Tier 3 replacement
engines at or above 600 kW, describe
why any engines certified to Tier 4
standards without aftertreatment are not
suitable.
(iii) Identify the number of Category 3
exempt replacement engines. We may
require you to describe how you made
the determinations described in
paragraph (a)(1) of this section for each
engine.
(iv) Include the following statement:
I certify that the statements and
information in the enclosed document
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are true, accurate, and complete to the
best of my knowledge. I am aware that
there are significant civil and criminal
penalties for submitting false statements
and information, or omitting required
statements and information.
*
*
*
*
*
(f) The provisions of 40 CFR
1068.240(c) allow you to ship a limited
number of exempt replacement engines
to vessel owners or distributors without
making the determinations described in
paragraph (a) of this section. Note that
such engines do not count toward the
production limits of 40 CFR 1068.240(c)
if you meet all the requirements of this
section by the due date for the annual
report. You may count Tier 3
commercial marine replacement engines
at or above 600 kW as tracked engines
under 40 CFR 1068.240(b) even if they
have not been shipped to or designated
for a specific vessel owner in the
specified time frame.
(g) In unusual circumstances, you
may ask us to allow you to apply the
replacement engine exemption of this
section for repowering a vessel that
becomes a ‘‘new vessel’’ under
§ 1042.901 as a result of modifications,
as follows:
(1) You must demonstrate that no
manufacturer produces an engine
certified to Tier 4 standards with the
appropriate physical or performance
characteristics to repower the vessel. We
will consider concerns about the size of
the replacement engine and its
compatibility with vessel components
relative to the overall scope of the
project.
(2) Exempt replacement engines
under this paragraph (g) must meet the
Tier 3 standards specified in § 1042.101
(or the Tier 2 standards if there are no
Tier 3 standards).
(3) We will not approve a request for
an exemption from the Tier 3 standards
for any engines.
(4) You may not use the exemption
provisions for untracked replacement
engines under 40 CFR 1068.240(c) for
repowering a vessel that becomes a
‘‘new vessel’’ under § 1042.901 as a
result of modifications.
■ 211. Amend § 1042.650 by revising
the introductory text and paragraph
(b)(4) to read as follows:
lotter on DSK11XQN23PROD with RULES2
§ 1042.650 Exemptions for migratory
vessels and auxiliary engines on Category
3 vessels.
The provisions of paragraphs (a)
through (c) of this section apply for
Category 1 and Category 2 engines,
including auxiliary engines installed on
vessels with Category 3 propulsion
engines. Paragraphs (a) through (c) do
not apply for any Category 3 engines.
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All engines exempted under this section
must comply with the applicable
requirements of 40 CFR part 1043.
*
*
*
*
*
(b) * * *
(4) Operating a vessel containing an
engine exempted under this paragraph
(b) violates the prohibitions in 40 CFR
1068.101(a)(1) if the vessel is not in full
compliance with applicable
requirements for international safety
specified in paragraph (b)(1)(i) of this
section.
*
*
*
*
*
■ 212. Amend § 1042.655 by revising
the paragraph (b) to read as follows:
§ 1042.655 Special certification provisions
for Category 3 engines with aftertreatment.
*
*
*
*
*
(b) Required testing. The emissiondata engine must be tested as specified
in subpart F of this part. Testing engineout emissions to simulate operation
with disabled Tier 3 emission controls
must simulate backpressure and other
parameters as needed to represent inuse operation with an SCR catalyst. The
catalyst material or other aftertreatment
device must be tested under conditions
that accurately represent actual engine
conditions for the test points. This
catalyst or aftertreatment testing may be
performed on a bench scale.
*
*
*
*
*
§ 1042.701
[Amended]
213. Amend § 1042.701 by removing
and reserving paragraph (j).
■ 214. Amend § 1042.801 by revising
paragraph (f)(1) to read as follows:
■
§ 1042.801
General provisions.
*
*
*
*
*
(f) * * *
(1) Only fuel additives registered
under 40 CFR part 79 may be used
under this paragraph (f).
*
*
*
*
*
■ 215. Amend § 1042.836 by revising
the introductory text and paragraph (c)
to read as follows:
§ 1042.836 Marine certification of
locomotive remanufacturing systems.
If you certify a Tier 0, Tier 1, or Tier
2 remanufacturing system for
locomotives under 40 CFR part 1033,
you may also certify the system under
this part, according to the provisions of
this section.
*
*
*
*
*
(c) Systems that were certified to the
standards of 40 CFR part 92 are subject
to the following restrictions:
(1) Tier 0 locomotive systems may not
be used for any Category 1 engines or
Tier 1 or later Category 2 engines.
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(2) Where systems certified to the
standards of 40 CFR part 1033 are also
available for an engine, you may not use
a system certified to the standards of 40
CFR part 92.
■ 216. Amend § 1042.901 by revising
the definition for ‘‘Low-hour’’ and
paragraph (3) of the definition for
‘‘Model year’’ to read as follows:
§ 1042.901
Definitions.
*
*
*
*
*
Low-hour means relating to an engine
that has stabilized emissions and
represents the undeteriorated emission
level. This would generally involve less
than 300 hours of operation for engines
with NOX aftertreatment and 125 hours
of operation for other engines.
*
*
*
*
*
Model year * * *
(3) For an uncertified marine engine
excluded under § 1042.5 that is later
subject to this part as a result of being
installed in a different vessel, model
year means the calendar year in which
the engine was installed in the nonexcluded vessel. For a marine engine
excluded under § 1042.5 that is later
subject to this part as a result of
reflagging the vessel, model year means
the calendar year in which the engine
was originally manufactured. For a
marine engine that becomes new under
paragraph (7) of the definition of ‘‘new
marine engine,’’ model year means the
calendar year in which the engine was
originally manufactured. (See definition
of ‘‘new marine engine,’’ paragraphs (3)
and (7).)
*
*
*
*
*
■ 217. Revise § 1042.910 to read as
follows:
§ 1042.910
Incorporation by reference.
(a) Certain material is incorporated by
reference into this part with the
approval of the Director of the Federal
Register under 5 U.S.C. 552(a) and 1
CFR part 51. To enforce any edition
other than that specified in this section,
the Environmental Protection Agency
must publish a document in the Federal
Register and the material must be
available to the public. All approved
material is available for inspection at
EPA Docket Center, WJC West Building,
Room 3334, 1301 Constitution Avenue
NW, Washington, DC 20004,
www.epa.gov/dockets, (202) 202–1744,
and is available from the sources listed
in this section. It is also available for
inspection at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, email fedreg.legal@
nara.gov or go to: https://
www.archives.gov/federal_register/
E:\FR\FM\29JNR2.SGM
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code_of_federal_regulations/ibr_
locations.html.
(b) The International Maritime
Organization, 4 Albert Embankment,
London SE1 7SR, United Kingdom, or
www.imo.org, or 44–(0)20–7735–7611.
(1) MARPOL Annex VI, Regulations
for the Prevention of Air Pollution from
Ships, Fourth Edition, 2017, and NOX
Technical Code 2008.
(i) Revised MARPOL Annex VI,
Regulations for the Prevention of
Pollution from Ships, Fourth Edition,
2017 (‘‘2008 Annex VI’’); IBR approved
for § 1042.901.
(ii) NOX Technical Code 2008,
Technical Code on Control of Emission
of Nitrogen Oxides from Marine Diesel
Engines, 2017 Edition, (‘‘NOX Technical
Code’’); IBR approved for
§§ 1042.104(g), 1042.230(d), 1042.302(c)
and (e), 1042.501(g), and 1042.901.
(2) [Reserved]
■ 218. Amend appendix I to part 1042
by revising paragraphs (a) introductory
text, (b) introductory text, and (b)(3) to
read as follows:
Appendix I to Part 1042—Summary of
Previous Emission Standards
*
*
*
*
*
(a) Engines below 37 kW. Tier 1 and Tier
2 standards for engines below 37 kW
originally adopted under 40 CFR part 89
apply as follows:
*
*
*
*
*
(b) Engines at or above 37 kW. Tier 1 and
Tier 2 standards for engines at or above 37
kW originally adopted under 40 CFR part 94
apply as follows:
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(3) Tier 2 supplemental standards. The
following not-to-exceed emission standards
apply for all engines subject to the Tier 2
standards described in paragraph (b)(2) of
this appendix.
(i) Commercial marine engines. (A) 1.20
times the applicable standards (or FELs)
when tested in accordance with the
supplemental test procedures specified in
§ 1042.515 at loads greater than or equal to
45 percent of the maximum power at rated
speed or 1.50 times the applicable standards
(or FELs) at loads less than 45 percent of the
maximum power at rated speed.
(B) As an option, the manufacturer may
instead choose to comply with limits of 1.25
times the applicable standards (or FELs)
when tested over the whole power range in
accordance with the supplemental test
procedures specified in § 1042.515.
(ii) Recreational marine engines. (A) 1.20
times the applicable standards (or FELs)
when tested in accordance with the
supplemental test procedures specified in
§ 1042.515 at loads greater than or equal to
45 percent of the maximum power at rated
speed and speeds less than 95 percent of
maximum test speed, or 1.50 times the
applicable standards (or FELs) at loads less
than 45 percent of the maximum power at
rated speed, or 1.50 times the applicable
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standards (or FELs) at any loads for speeds
greater than or equal to 95 percent of the
maximum test speed.
(B) As an option, the manufacturer may
instead choose to comply with limits of 1.25
times the applicable standards (or FELs)
when tested over the whole power range in
accordance with the supplemental test
procedures specified in § 1042.515.
PART 1043—CONTROL OF NOX, SOX,
AND PM EMISSIONS FROM MARINE
ENGINES AND VESSELS SUBJECT TO
THE MARPOL PROTOCOL
219. The authority citation for part
1043 continues to read as follows:
■
Authority: 33 U.S.C. 1901–1912.
220. Amend § 1043.41 by revising
paragraph (a) to read as follows:
■
§ 1043.41
EIAPP certification process.
*
*
*
*
*
(a) You must send the Designated
Certification Officer a separate
application for an EIAPP certificate for
each engine family. An EIAPP certificate
is valid starting with the indicated
effective date and is valid for any
production until such time as the design
of the engine family changes or more
stringent emission standards become
applicable, whichever comes first. Note
that an EIAPP certificate demonstrating
compliance with Tier I or Tier II
standards (but not the Tier III standard)
is only a limited authorization to install
engines on vessels. For example, you
may produce such Tier I or Tier II
engines, but those engines may not be
installed in vessels that are subject to
Tier III standards. You may obtain
preliminary approval of portions of the
application under 40 CFR 1042.210.
*
*
*
*
*
■ 221. Revise § 1043.100 to read as
follows:
§ 1043.100
Incorporation by reference.
(a) Certain material is incorporated by
reference into this part with the
approval of the Director of the Federal
Register under 5 U.S.C. 552(a) and 1
CFR part 51. To enforce any edition
other than that specified in this section,
the Environmental Protection Agency
must publish a document in the Federal
Register and the material must be
available to the public. All approved
material is available for inspection at
EPA Docket Center, WJC West Building,
Room 3334, 1301 Constitution Avenue
NW, Washington, DC 20004,
www.epa.gov/dockets, (202) 202–1744,
and is available from the sources listed
in this section. It is also available for
inspection at the National Archives and
Records Administration (NARA). For
information on the availability of this
PO 00000
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Fmt 4701
Sfmt 4700
34513
material at NARA, email fedreg.legal@
nara.gov, or go to: https://
www.archives.gov/federal_register/
code_of_federal_regulations/ibr_
locations.html.
(b) The International Maritime
Organization, 4 Albert Embankment,
London SE1 7SR, United Kingdom, or
www.imo.org, or 44–(0)20–7735–7611.
(1) MARPOL Annex VI, Regulations
for the Prevention of Air Pollution from
Ships, Fourth Edition, 2017, and NOX
Technical Code 2008.
(i) Revised MARPOL Annex VI,
Regulations for the Prevention of
Pollution from Ships, Fourth Edition,
2017 (‘‘2008 Annex VI’’); IBR approved
for §§ 1043.1 introductory text, 1043.20,
1043.30(f), 1043.60(c), and 1043.70(a).
(ii) NOX Technical Code 2008,
Technical Code on Control of Emission
of Nitrogen Oxides from Marine Diesel
Engines, 2017 Edition, (‘‘NOX Technical
Code’’); IBR approved for §§ 1043.20,
1043.41(b) and (h), and 1043.70(a).
(2) [Reserved]
PART 1045—CONTROL OF EMISSIONS
FROM SPARK-IGNITION PROPULSION
MARINE ENGINES AND VESSELS
222. The authority citation for part
1045 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
223. Amend § 1045.1 by revising
paragraph (c) to read as follows:
■
§ 1045.1 Does this part apply for my
products?
*
*
*
*
*
(c) Outboard and personal watercraft
engines originally meeting the standards
specified in appendix I of this part
remain subject to those standards. Those
engines remain subject to recall
provisions as specified in 40 CFR part
1068, subpart F, throughout the useful
life corresponding to the original
certification. Also, tampering and
defeat-device prohibitions continue to
apply for those engines as specified in
40 CFR 1068.101.
*
*
*
*
*
■ 224. Amend § 1045.145 by removing
and reserving paragraphs (a) through (g),
(i) through (k), and (m) and revising
paragraph (n) to read as follows:
§ 1045.145 Are there interim provisions
that apply only for a limited time?
*
*
*
*
*
(n) Continued use of 40 CFR part 91
test data. You may continue to use test
data based on the test procedures that
applied for engines built before the
requirements of this part started to
apply if we allow you to use carryover
emission data under § 1045.235(d) for
your engine family. You may also use
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those test procedures for productionline testing with any engine family
whose certification is based on testing
with those procedures. For any EPA
testing, we will rely on the procedures
described in subpart F of this part, even
if you used carryover data based on
older test procedures as allowed under
this paragraph (n).
*
*
*
*
*
■ 225. Amend § 1045.235 by revising
paragraph (d)(3) to read as follows:
§ 1045.235 What emission testing must I
perform for my application for a certificate
of conformity?
*
*
*
*
*
(d) * * *
(3) The data show that the emissiondata engine would meet all the
requirements of this part that apply to
the engine family covered by the
application for certification.
*
*
*
*
*
■ 226. Revise § 1045.255 to read as
follows:
§ 1045.255 What decisions may EPA make
regarding a certificate of conformity?
(a) If we determine an application is
complete and shows that the engine
family meets all the requirements of this
part and the Clean Air Act, we will
issue a certificate of conformity for the
engine family for that model year. We
may make the approval subject to
additional conditions.
(b) We may deny an application for
certification if we determine that an
engine family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce engines for importation
into the United States at a location
where local law prohibits us from
carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all engines being produced.
(7) Take any action that otherwise
circumvents the intent of the Clean Air
Act or this part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Clean Air
Act. Note that these are also violations
of 40 CFR 1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete
after submission.
(f) If we deny an application or
suspend, revoke, or void a certificate,
you may ask for a hearing (see
§ 1045.820).
■ 227. Amend § 1045.310 by revising
paragraphs (a)(1) introductory text and
(a)(1)(iv) to read as follows:
§ 1045.310 How must I select engines for
production-line testing?
(a) * * *
(1) For engine families with projected
U.S.-directed production volume of at
least 1,600, the test periods are defined
as follows:
*
*
*
*
*
(iv) If your annual production period
is 301 days or longer, divide the annual
production period evenly into four test
periods. For example, if your annual
production period is 392 days (56
weeks), divide the annual production
period into four test periods of 98 days
(14 weeks).
*
*
*
*
*
■ 228. Amend § 1045.501 by revising
paragraph (c) to read as follows:
lotter on DSK11XQN23PROD with RULES2
HC + NOxstandard
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Frm 00208
§ 1045.501
test?
How do I run a valid emission
*
*
*
*
*
(c) Fuels. Use the fuels and lubricants
specified in 40 CFR part 1065, subpart
H, for all the testing we require in this
part, except as specified in § 1045.515.
(1) Use gasoline meeting the
specifications described in 40 CFR
1065.710(c) for general testing. For
service accumulation, use the test fuel
or any commercially available fuel that
is representative of the fuel that in-use
engines will use.
(2) You may alternatively use ethanolblended fuel meeting the specifications
described in 40 CFR 1065.710(b) for
general testing without our advance
approval. If you use the ethanol-blended
fuel for certifying a given engine family,
you may also use it for production-line
testing or any other testing you perform
for that engine family under this part. If
you use the ethanol-blended fuel for
certifying a given engine family, we may
use the ethanol-blended fuel or the
specified neat gasoline test fuel with
that engine family.
*
*
*
*
*
229. Revise appendix 1 to part 1045 to
read as follows:
■
Appendix I to Part 1045—Summary of
Previous Emission Standards
(a) The following standards, which EPA
originally adopted under 40 CFR part 91,
apply to outboard and personal watercraft
engines produced from model year 2006
through 2009:
(1) For engines at or below 4.3 kW, the
HC+NOX standard is 81.00 g/kW-hr.
(2) For engines above 4.3 kW, the following
HC+NOX standard applies:
HC+NOX standard = (151 + 557/P0.9) · 0.250
+ 6.00
Where:
STD = The HC+NOX emission standard, in
g/kW-hr.
P = The average power of an engine family,
in kW.
(b) Table 1 of this appendix describes the
phase-in standards for outboard and personal
watercraft engines for model years 1998
through 2005. For engines with maximum
engine power above 4.3 kW, the standard is
expressed by the following formula, in g/kWhr, with constants for each year identified in
Table 1 of this appendix:
= ( 151 + 557J
p 0 _9 ·A+ B
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34515
TABLE 1 OF APPENDIX I—HC+NOX PHASE-IN STANDARDS FOR OUTBOARD AND PERSONAL WATERCRAFT ENGINES
Maximum
engine power
<4.3 kW
Model year
1998
1999
2000
2001
2002
2003
2004
2005
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
PART 1048—CONTROL OF EMISSIONS
FROM NEW, LARGE NONROAD
SPARK-IGNITION ENGINES
230. The authority citation for part
1048 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
231. Revise § 1048.145 to read as
follows:
■
§ 1048.145 Are there interim provisions
that apply only for a limited time?
The interim provisions in this section
apply instead of other provisions in this
part. This section describes when these
interim provisions expire.
(a)–(f) [Reserved]
(g) Small-volume provisions. If you
qualify for the hardship provisions in
§ 1068.250 of this chapter, we may
approve extensions of up to four years
total.
■ 232. Revise § 1048.255 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1048.255 What decisions may EPA make
regarding a certificate of conformity?
(a) If we determine an application is
complete and shows that the engine
family meets all the requirements of this
part and the Act, we will issue a
certificate of conformity for the engine
family for that model year. We may
make the approval subject to additional
conditions.
(b) We may deny an application for
certification if we determine that an
engine family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
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01:55 Jun 29, 2021
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that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce engines for importation
into the United States at a location
where local law prohibits us from
carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all engines being produced.
(7) Take any action that otherwise
circumvents the intent of the Act or this
part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Act. Note
that these are also violations of 40 CFR
1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete
after submission.
(f) If we deny an application or
suspend, revoke, or void a certificate,
you may ask for a hearing (see
§ 1048.820).
■ 233. Amend § 1048.501 by revising
paragraph (c) to read as follows:
§ 1048.501
test?
How do I run a valid emission
*
*
*
*
*
(c) Use the fuels and lubricants
specified in 40 CFR part 1065, subpart
H, to perform valid tests for all the
testing we require in this part, except as
noted in § 1048.515.
(1) Use gasoline meeting the
specifications described in 40 CFR
1065.710(c) for general testing. For
service accumulation, use the test fuel
or any commercially available fuel that
is representative of the fuel that in-use
engines will use.
PO 00000
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Fmt 4701
Sfmt 4700
Maximum engine power >4.3 kW
A
278.00
253.00
228.00
204.00
179.00
155.00
130.00
105.00
B
0.917
0.833
0.750
0.667
0.583
0.500
0.417
0.333
2.44
2.89
3.33
3.78
4.22
4.67
5.11
5.56
(2) You may alternatively use ethanolblended fuel meeting the specifications
described in 40 CFR 1065.710(b) for
general testing without our advance
approval. If you use the ethanol-blended
fuel for certifying a given engine family,
you may also use it for production-line
testing or any other testing you perform
for that engine family under this part. If
you use the ethanol-blended fuel for
certifying a given engine family, we may
use the ethanol-blended fuel or the
specified neat gasoline test fuel with
that engine family.
*
*
*
*
*
PART 1051—CONTROL OF EMISSIONS
FROM RECREATIONAL ENGINES AND
VEHICLES
234. The authority citation for part
1051 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
§ 1051.145
[Removed and Reserved]
235. Remove and reserve § 1051.145.
■ 236. Revise § 1051.255 to read as
follows:
■
§ 1051.255 What decisions may EPA make
regarding a certificate of conformity?
(a) If we determine an application is
complete and shows that the engine
family meets all the requirements of this
part and the Act, we will issue a
certificate of conformity for the engine
family for that model year. We may
make the approval subject to additional
conditions.
(b) We may deny an application for
certification if we determine that an
engine family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
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(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce engines for importation
into the United States at a location
where local law prohibits us from
carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all engines being produced.
(7) Take any action that otherwise
circumvents the intent of the Act or this
part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Clean Air
Act. Note that these are also violations
of 40 CFR 1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete
after submission.
(f) If we deny an application or
suspend, revoke, or void a certificate,
you may ask for a hearing (see
§ 1051.820).
■ 237. Amend § 1051.310 by revising
paragraphs (a)(1) introductory text and
(a)(1)(iv) to read as follows:
lotter on DSK11XQN23PROD with RULES2
§ 1051.310 How must I select vehicles or
engines for production-line testing?
(a) * * *
(1) For engine families with projected
U.S.-directed production volume of at
least 1,600, the test periods are defined
as follows:
*
*
*
*
*
(iv) If your annual production period
is 301 days or longer, divide the annual
production period evenly into four test
periods. For example, if your annual
production period is 392 days (56
weeks), divide the annual production
period into four test periods of 98 days
(14 weeks).
*
*
*
*
*
■ 238. Amend § 1051.501 by revising
paragraph (d) to read as follows:
§ 1051.501 What procedures must I use to
test my vehicles or engines?
*
*
*
*
*
(d) Fuels. Use the fuels meeting the
following specifications:
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(1) Exhaust. Use the fuels and
lubricants specified in 40 CFR part
1065, subpart H, for all the exhaust
testing we require in this part. For
service accumulation, use the test fuel
or any commercially available fuel that
is representative of the fuel that in-use
engines will use. The following
provisions apply for using specific fuel
types:
(i) For gasoline-fueled engines, use
the grade of gasoline specified in 40
CFR 1065.710(c) for general testing. You
may alternatively use ethanol-blended
fuel meeting the specifications
described in 40 CFR 1065.710(b) for
general testing without our advance
approval. If you use the ethanol-blended
fuel for certifying a given engine family,
you may also use it for production-line
testing or any other testing you perform
for that engine family under this part. If
you use the ethanol-blended fuel for
certifying a given engine family, we may
use the ethanol-blended fuel or the
specified neat gasoline test fuel with
that engine family.
(ii) For diesel-fueled engines, use
either low-sulfur diesel fuel or ultra
low-sulfur diesel fuel meeting the
specifications in 40 CFR 1065.703. If
you use sulfur-sensitive technology as
defined in 40 CFR 1039.801 and you
measure emissions using ultra lowsulfur diesel fuel, you must add a
permanent label near the fuel inlet with
the following statement: ‘‘ULTRA LOW
SULFUR FUEL ONLY’’.
(2) Fuel tank permeation. (i) For the
preconditioning soak described in
§ 1051.515(a)(1) and fuel slosh
durability test described in
§ 1051.515(d)(3), use the fuel specified
in 40 CFR 1065.710(b), or the fuel
specified in 40 CFR 1065.710(c) blended
with 10 percent ethanol by volume. As
an alternative, you may use Fuel CE10,
which is Fuel C as specified in ASTM
D 471–98 (see 40 CFR 1060.810)
blended with 10 percent ethanol by
volume.
(ii) For the permeation measurement
test in § 1051.515(b), use the fuel
specified in 40 CFR 1065.710(c). As an
alternative, you may use any of the fuels
specified in paragraph (d)(2)(i) of this
section.
(3) Fuel hose permeation. Use the fuel
specified in 40 CFR 1065.710(b), or the
fuel specified in 40 CFR 1065.710(c)
blended with 10 percent ethanol by
volume for permeation testing of fuel
lines. As an alternative, you may use
Fuel CE10, which is Fuel C as specified
in ASTM D 471–98 (see 40 CFR
1060.810) blended with 10 percent
ethanol by volume.
*
*
*
*
*
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PART 1054—CONTROL OF EMISSIONS
FROM NEW, SMALL NONROAD
SPARK-IGNITION ENGINES AND
EQUIPMENT
239. The authority citation for part
1054 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
240. Amend § 1054.1 by revising
paragraphs (a)(1) and (5), (c), and (d) to
read as follows:
■
§ 1054.1 Does this part apply for my
engines and equipment?
(a) * * *
(1) The requirements of this part
related to exhaust emissions apply to
new, nonroad spark-ignition engines
with maximum engine power at or
below 19 kW. This includes auxiliary
marine spark-ignition engines.
*
*
*
*
*
(5) We specify provisions in
§§ 1054.145(f) and 1054.740 that allow
for meeting the requirements of this part
before the dates shown in Table 1 to this
section. Engines, fuel-system
components, or equipment certified to
the standards in §§ 1054.145(f) and
1054.740 are subject to all the
requirements of this part as if these
optional standards were mandatory.
*
*
*
*
*
(c) Engines originally meeting Phase 1
or Phase 2 standards as specified in
appendix I of this part remain subject to
those standards. Those engines remain
subject to recall provisions as specified
in 40 CFR part 1068, subpart F,
throughout the useful life corresponding
to the original certification. Also,
tampering and defeat-device
prohibitions continue to apply for those
engines as specified in 40 CFR
1068.101.
(d) The regulations in this part
optionally apply to engines with
maximum engine power at or below 30
kW and with displacement at or below
1,000 cubic centimeters that would
otherwise be covered by 40 CFR part
1048. See 40 CFR 1048.615 for
provisions related to this allowance.
*
*
*
*
*
■ 241. Revise § 1054.2 to read as
follows:
§ 1054.2 Who is responsible for
compliance?
(a) The requirements and prohibitions
of this part apply to manufacturers of
engines and equipment, as described in
§ 1054.1. The requirements of this part
are generally addressed to
manufacturers subject to this part’s
requirements. The term ‘‘you’’ generally
means the certifying manufacturer. For
provisions related to exhaust emissions,
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this generally means the engine
manufacturer, especially for issues
related to certification (including
production-line testing, reporting, etc.).
For provisions related to certification
with respect to evaporative emissions,
this generally means the equipment
manufacturer. Note that for engines that
become new after being placed into
service (such as engines converted from
highway or stationary use), the
requirements that normally apply for
manufacturers of freshly manufactured
engines apply to the importer or any
other entity we allow to obtain a
certificate of conformity.
(b) Equipment manufacturers must
meet applicable requirements as
described in § 1054.20. Engine
manufacturers that assemble an engine’s
complete fuel system are considered to
be the equipment manufacturer with
respect to evaporative emissions (see 40
CFR 1060.5). Note that certification
requirements for component
manufacturers are described in 40 CFR
part 1060.
■ 242. Revise § 1054.30 to read as
follows:
§ 1054.30
Submission of information.
Unless we specify otherwise, send all
reports and requests for approval to the
Designated Compliance Officer (see
§ 1054.801). See § 1054.825 for
additional reporting and recordkeeping
provisions.
■ 243. Amend § 1054.103 by revising
paragraph (c) introductory text to read
as follows:
§ 1054.103 What exhaust emission
standards must my handheld engines
meet?
*
*
*
*
(c) Fuel types. The exhaust emission
standards in this section apply for
engines using the fuel type on which the
engines in the emission family are
designed to operate. You must meet the
numerical emission standards for
hydrocarbon in this section based on the
following types of hydrocarbon
emissions for engines powered by the
following fuels:
*
*
*
*
*
■ 244. Amend § 1054.105 by revising
paragraph (c) introductory text to read
as follows:
lotter on DSK11XQN23PROD with RULES2
*
§ 1054.105 What exhaust emission
standards must my nonhandheld engines
meet?
*
*
*
*
*
(c) Fuel types. The exhaust emission
standards in this section apply for
engines using the fuel type on which the
engines in the emission family are
designed to operate. You must meet the
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34517
numerical emission standards for
hydrocarbon in this section based on the
following types of hydrocarbon
emissions for engines powered by the
following fuels:
*
*
*
*
*
■ 245. Amend § 1054.110 by revising
paragraph (b) to read as follows:
properly maintaining and using the
engine, including the emission control
system as described in this section. The
maintenance instructions also apply to
service accumulation on your emissiondata engines as described in § 1054.245
and in 40 CFR part 1065.
*
*
*
*
*
(c) Special maintenance. You may
§ 1054.110 What evaporative emission
standards must my handheld equipment
specify more frequent maintenance to
meet?
address problems related to special
*
*
*
*
*
situations, such as atypical engine
(b) Tank permeation. Fuel tanks must operation. You must clearly state that
meet the permeation requirements
this additional maintenance is
specified in 40 CFR 1060.103. The
associated with the special situation you
requirements in 40 CFR 1060.103 apply are addressing. You may also address
for handheld equipment starting in the
maintenance of low-use engines (such
2010 model year, except that they apply as recreational or stand-by engines) by
starting in the 2011 model year for
specifying the maintenance interval in
structurally integrated nylon fuel tanks, terms of calendar months or years in
in the 2012 model year for handheld
addition to your specifications in terms
equipment using nonhandheld engines, of engine operating hours. All special
and in the 2013 model year for all small- maintenance instructions must be
volume emission families. For
consistent with good engineering
nonhandheld equipment using engines
judgment. We may disapprove your
at or below 80 cc, the requirements of
maintenance instructions if we
this paragraph (b) apply starting in the
determine that you have specified
2012 model year. You may generate or
special maintenance steps to address
use emission credits to show
engine operation that is not atypical, or
compliance with the requirements of
that the maintenance is unlikely to
this paragraph (b) under the averaging,
occur in use. For example, this
banking, and trading program as
paragraph (c) does not allow you to
described in subpart H of this part. FEL
design engines that require special
caps apply as specified in
maintenance for a certain type of
§ 1054.112(b)(1) through (3) starting in
expected operation. If we determine that
the 2015 model year.
certain maintenance items do not
*
*
*
*
*
qualify as special maintenance under
■ 246. Amend § 1054.120 by revising
this paragraph (c), you may identify this
paragraph (c) to read as follows:
as recommended additional
§ 1054.120 What emission-related warranty maintenance under paragraph (b) of this
requirements apply to me?
section.
*
*
*
*
*
*
*
*
*
*
(c) Components covered. The
(e)
Maintenance
that
is not emissionemission-related warranty covers all
related.
For
maintenance
unrelated to
components whose failure would
emission controls, you may schedule
increase an engine’s emissions of any
any amount of inspection or
regulated pollutant, including
maintenance. You may also take these
components listed in 40 CFR part 1068,
inspection or maintenance steps during
appendix I, and components from any
service accumulation on your emissionother system you develop to control
data engines, as long as they are
emissions. The emission-related
warranty covers these components even reasonable and technologically
necessary. This might include adding
if another company produces the
engine oil, changing fuel or oil filters,
component. Your emission-related
servicing engine-cooling systems, and
warranty does not need to cover
adjusting idle speed, governor, engine
components whose failure would not
bolt torque, valve lash, or injector lash.
increase an engine’s emissions of any
You may not perform this nonemissionregulated pollutant.
related maintenance on emission-data
*
*
*
*
*
engines more often than the least
■ 247. Amend § 1054.125 by revising
the introductory text and paragraphs (c) frequent intervals that you recommend
to the ultimate purchaser.
and (e) to read as follows:
*
*
*
*
*
§ 1054.125 What maintenance instructions
must I give to buyers?
Give the ultimate purchaser of each
new engine written instructions for
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248. Amend § 1054.130 by revising
paragraphs (b)(2) and (5) to read as
follows:
■
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§ 1054.130 What installation instructions
must I give to equipment manufacturers?
*
*
*
*
*
(b) * * *
(2) State: ‘‘Failing to follow these
instructions when installing a certified
engine in a piece of equipment violates
federal law (40 CFR 1068.105(b)),
subject to fines or other penalties as
described in the Clean Air Act.’’
*
*
*
*
*
(5) Describe how your certification is
limited for any type of application. For
example, if you certify engines only for
rated-speed applications, tell equipment
manufacturers that the engine must not
be installed in equipment involving
intermediate-speed operation. Also, if
your wintertime engines are not
certified to the otherwise applicable
HC+NOX standards in this subpart, tell
equipment manufacturers that the
engines must be installed in equipment
that is used only in wintertime.
*
*
*
*
*
■ 249. Amend § 1054.135 by revising
paragraphs (c)(2) and (e)(1) to read as
follows:
§ 1054.135 How must I label and identify
the engines I produce?
*
*
*
*
*
(c) * * *
(2) Include your full corporate name
and trademark. You may identify
another company and use its trademark
instead of yours if you comply with the
branding provisions of 40 CFR 1068.45.
*
*
*
*
*
(e) * * *
(1) You may identify other emission
standards that the engine meets or does
not meet (such as California standards),
as long as this does not cause you to
omit any of the information described in
paragraph (c) of this section. You may
include this information by adding it to
the statement we specify or by including
a separate statement.
*
*
*
*
*
■ 250. Revise § 1054.145 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1054.145 Are there interim provisions
that apply only for a limited time?
The interim provisions in this section
apply instead of other provisions in this
part. This section describes how and
when these interim provisions apply.
(a)–(b) [Reserved]
(c) Special provisions for handheld
engines. Handheld engines subject to
Phase 3 emission standards must meet
the standards at or above barometric
pressures of 96.0 kPa in the standard
configuration and are not required to
meet emission standards at lower
barometric pressures. This is intended
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to allow testing under most weather
conditions at all altitudes up to 1,100
feet above sea level. In your application
for certification, identify the altitude
above which you rely on an altitude kit
and describe your plan for making
information and parts available such
that you would reasonably expect that
altitude kits would be widely used at all
such altitudes.
(d) Alignment of model years for
exhaust and evaporative standards.
Evaporative emission standards
generally apply based on the model year
of the equipment, which is determined
by the equipment’s date of final
assembly. However, in the first year of
new emission standards, equipment
manufacturers may apply evaporative
emission standards based on the model
year of the engine as shown on the
engine’s emission control information
label. For example, for the fuel line
permeation standards starting in 2012,
equipment manufacturers may order a
batch of 2011 model year engines for
installation in 2012 model year
equipment, subject to the antistockpiling provisions of 40 CFR
1068.105(a). The equipment with the
2011 model year engines would not
need to meet fuel line permeation
standards, as long as the equipment is
fully assembled by December 31, 2012.
(e) [Reserved]
(f) Early banking for evaporative
emission standards—handheld
equipment manufacturers. You may
earn emission credits for handheld
equipment you produce before the
evaporative emission standards of
§ 1054.110 apply. To do this, your
equipment must use fuel tanks with a
family emission limit below 1.5 g/m2/
day (or 2.5 g/m2/day for testing at 40
°C). Calculate your credits as described
in § 1054.706 based on the difference
between the family emission limit and
1.5 g/m2/day (or 2.5 g/m2/day for
testing at 40 °C).
(g) through (i) [Reserved]
(j) Continued use of 40 CFR part 90
test data. You may continue to use data
based on the test procedures that apply
for engines built before the requirements
of this part start to apply if we allow you
to use carryover emission data under
§ 1054.235(d) for your emission family.
You may also use those test procedures
for measuring exhaust emissions for
production-line testing with any engine
family whose certification is based on
testing with those procedures. For any
EPA testing, we will rely on the
procedures described in subpart F of
this part, even if you used carryover
data based on older test procedures as
allowed under this paragraph (j).
(k)–(m) [Reserved]
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(n) California test fuel. You may
perform testing with a fuel meeting the
requirements for certifying the engine in
California instead of the fuel specified
in § 1054.501(b)(2), as follows:
(1) You may certify individual engine
families using data from testing
conducted with California Phase 2 test
fuel through model year 2019. Any EPA
testing with such an engine family may
use either California Phase 2 test fuel or
the test fuel specified in § 1054.501.
(2) Starting in model year 2013, you
may certify individual engine families
using data from testing conducted with
California Phase 3 test fuel. Any EPA
testing with such an engine family may
use either California Phase 3 test fuel or
the test fuel specified in § 1054.501,
unless you certify to the more stringent
CO standards specified in this
paragraph (n)(2). If you meet these
alternate CO standards, we will also use
California Phase 3 test fuel for any
testing we perform with engines from
that engine family. The following
alternate CO standards apply instead of
the CO standards specified in
§ 1054.103 or § 1054.105:
TABLE 1 TO § 1054.145—ALTERNATE
CO STANDARDS FOR TESTING WITH
CALIFORNIA PHASE 3 TEST FUEL
[g/kW-hr]
Engine type
Alternate
CO standard
Class I ...................................
Class II ..................................
Class III .................................
Class IV ................................
Class V .................................
Marine generators ................
549
549
536
536
536
4.5
251. Amend § 1054.205 by revising
paragraphs (o)(1), (p)(1), (v), and (x) to
read as follows:
■
§ 1054.205 What must I include in my
application?
*
*
*
*
*
(o) * * *
(1) Present emission data for
hydrocarbon (such as THC, THCE, or
NMHC, as applicable), NOX, and CO on
an emission-data engine to show your
engines meet the applicable exhaust
emission standards as specified in
§ 1054.101. Show emission figures
before and after applying deterioration
factors for each engine. Include test data
from each applicable duty cycle
specified in § 1054.505(b). If we specify
more than one grade of any fuel type
(for example, low-temperature and allseason gasoline), you need to submit
test data only for one grade, unless the
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regulations of this part specify
otherwise for your engine.
*
*
*
*
*
(p) * * *
(1) Report all valid test results
involving measurement of pollutants for
which emission standards apply. Also
indicate whether there are test results
from invalid tests or from any other tests
of the emission-data engine, whether or
not they were conducted according to
the test procedures of subpart F of this
part. We may require you to report these
additional test results. We may ask you
to send other information to confirm
that your tests were valid under the
requirements of this part and 40 CFR
parts 1060 and 1065.
*
*
*
*
*
(v) Provide the following information
about your plans for producing and
selling engines:
(1) Identify the estimated initial and
final dates for producing engines from
the engine family for the model year.
(2) Identify the estimated date for
initially introducing certified engines
into U.S. commerce under this
certificate.
(3) Include good-faith estimates of
U.S.-directed production volumes.
Include a justification for the estimated
production volumes if they are
substantially different than actual
production volumes in earlier years for
similar models. Also indicate whether
you expect the engine family to contain
only nonroad engines, only stationary
engines, or both.
*
*
*
*
*
(x) Include the information required
by other subparts of this part. For
example, include the information
required by § 1054.725 if you participate
in the ABT program and include the
information required by § 1054.690 if
you need to post a bond under that
section.
*
*
*
*
*
■ 252. Amend § 1054.220 by revising
the section heading to read as follows:
§ 1054.220 How do I amend my
maintenance instructions?
*
*
*
*
*
253. Amend § 1054.225 by:
a. Revising the section heading and
paragraphs (b) and (f) introductory text;
and
■ b. Adding paragraph (g).
The revisions and addition read as
follows:
lotter on DSK11XQN23PROD with RULES2
■
■
§ 1054.225 How do I amend my application
for certification?
*
*
*
*
*
(b) To amend your application for
certification, send the following relevant
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information to the Designated
Compliance Officer.
(1) Describe in detail the addition or
change in the model or configuration
you intend to make.
(2) Include engineering evaluations or
data showing that the amended
emission family complies with all
applicable requirements in this part.
You may do this by showing that the
original emission-data engine or
emission-data equipment is still
appropriate for showing that the
amended family complies with all
applicable requirements in this part.
(3) If the original emission-data
engine for the engine family is not
appropriate to show compliance for the
new or modified engine configuration,
include new test data showing that the
new or modified engine configuration
meets the requirements of this part.
(4) Include any other information
needed to make your application correct
and complete.
*
*
*
*
*
(f) You may ask us to approve a
change to your FEL with respect to
exhaust emissions in certain cases after
the start of production. The changed
FEL may not apply to engines you have
already introduced into U.S. commerce,
except as described in this paragraph (f).
If we approve a changed FEL after the
start of production, you must identify
the month and year for applying the
new FEL. You may ask us to approve a
change to your FEL in the following
cases:
*
*
*
*
*
(g) You may produce engines as
described in your amended application
for certification and consider those
engines to be in a certified configuration
if we approve a new or modified engine
configuration during the model year
under paragraph (d) of this section.
Similarly, you may modify in-use
engines as described in your amended
application for certification and
consider those engines to be in a
certified configuration if we approve a
new or modified engine configuration at
any time under paragraph (d) of this
section. Modifying a new or in-use
engine to be in a certified configuration
does not violate the tampering
prohibition of 40 CFR 1068.101(b)(1), as
long as this does not involve changing
to a certified configuration with a higher
family emission limit.
■ 254. Amend § 1054.235 by revising
the section heading and paragraphs (a),
(b), (c), and (d) to read as follows:
§ 1054.235 What testing requirements
apply for certification?
*
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*
Frm 00213
*
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*
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34519
(a) Select an emission-data engine
from each engine family for testing as
described in 40 CFR 1065.401. Select a
configuration and set adjustable
parameters in a way that is most likely
to exceed the HC+NOX standard in
subpart B of this part, using good
engineering judgment. Configurations
must be tested as they will be produced,
including installed governors, if
applicable.
(b) Test your emission-data engines
using the procedures and equipment
specified in subpart F of this part. In the
case of dual-fuel engines, measure
emissions when operating with each
type of fuel for which you intend to
certify the engine. In the case of flexiblefuel engines, measure emissions when
operating with the fuel mixture that is
most likely to cause the engine to
exceed the applicable HC+NOX
emission standard, though you may ask
us to instead perform tests with both
fuels separately if you can show that
intermediate mixtures are not likely to
occur in use.
(c) We may perform confirmatory
testing by measuring emissions from
any of your emission-data engines or
other engines from the emission family,
as follows:
(1) We may decide to do the testing
at your plant or any other facility. If we
do this, you must deliver the engine to
a test facility we designate. The engine
you provide must include appropriate
manifolds, aftertreatment devices,
electronic control units, and other
emission-related components not
normally attached directly to the engine
block. If we do the testing at your plant,
you must schedule it as soon as possible
and make available the instruments,
personnel, and equipment we need.
(2) If we measure emissions on one of
your engines, the results of that testing
become the official emission results for
the engine.
(3) We may set the adjustable
parameters of your engine to any point
within the physically adjustable ranges
(see § 1054.115(b)).
(4) Before we test one of your engines,
we may calibrate it within normal
production tolerances for anything we
do not consider an adjustable parameter.
For example, we may calibrate it within
normal production tolerances for a
parameter that is subject to production
variability because it is adjustable
during production, but is not considered
an adjustable parameter (as defined in
§ 1054.801) because it is permanently
sealed.
(d) You may ask to use carryover
emission data from a previous model
year instead of doing new tests, but only
if all the following are true:
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(1) The emission family from the
previous model year differs from the
current emission family only with
respect to model year, items identified
in § 1054.225(a), or other characteristics
unrelated to emissions. We may waive
this paragraph (d)(1) for differences we
determine not to be relevant.
(2) The emission-data engine from the
previous model year remains the
appropriate emission-data engine under
paragraph (b) of this section.
(3) The data show that the emissiondata engine would meet all the
requirements of this part that apply to
the emission family covered by the
application for certification.
*
*
*
*
*
■ 255. Amend § 1054.240 by revising
paragraphs (a), (b), (c), and (d) to read
as follows:
lotter on DSK11XQN23PROD with RULES2
§ 1054.240 How do I demonstrate that my
emission family complies with exhaust
emission standards?
(a) For purposes of certification, your
emission family is considered in
compliance with the emission standards
in § 1054.101(a) if all emission-data
engines representing that family have
test results showing official emission
results and deteriorated emission levels
at or below these standards. This
paragraph (a) also applies for all test
points for emission-data engines within
the family used to establish
deterioration factors. Note that your
FELs are considered to be the applicable
emission standards with which you
must comply if you participate in the
ABT program in subpart H of this part.
(b) Your engine family is deemed not
to comply if any emission-data engine
representing that family has test results
showing an official emission result or a
deteriorated emission level for any
pollutant that is above an applicable
emission standard in subpart B of this
part. This paragraph (b) also applies for
all test points for emission-data engines
within the family used to establish
deterioration factors.
(c) Determine a deterioration factor to
compare emission levels from the
emission-data engine with the
applicable emission standards in
subpart B of this part. Section 1054.245
specifies how to test engines to develop
deterioration factors that represent the
expected deterioration in emissions over
your engines’ full useful life. Calculate
a multiplicative deterioration factor as
described in § 1054.245(b). If the
deterioration factor is less than one, use
one. Specify the deterioration factor to
one more significant figure than the
emission standard. In the case of dualfuel and flexible-fuel engines, apply
deterioration factors separately for each
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fuel type. You may use assigned
deterioration factors that we establish
for up to 10,000 nonhandheld engines
from small-volume emission families in
each model year, except that smallvolume engine manufacturers may use
assigned deterioration factors for any or
all of their engine families.
(d) Determine the official emission
result for each pollutant to at least one
more decimal place than the applicable
standard in subpart B of this part. Apply
the deterioration factor to the official
emission result, as described in
§ 1054.245(b), then round the adjusted
figure to the same number of decimal
places as the emission standard.
Compare the rounded emission levels to
the emission standard for each
emission-data engine. In the case of
HC+NOX standards, add the official
emission results and apply the
deterioration factor to the sum of the
pollutants before rounding. However, if
your deterioration factors are based on
emission measurements that do not
cover the engine’s full useful life, apply
deterioration factors to each pollutant
and then add the results before
rounding.
*
*
*
*
*
■ 256. Amend § 1054.245 by:
■ a. Revising paragraphs (a), (b)(1), (2),
(3), and (5), and (c); and
■ b. Adding paragraph (d).
The revisions and addition read as
follows:
§ 1054.245 How do I determine
deterioration factors from exhaust
durability testing?
*
*
*
*
*
(a) You may ask us to approve
deterioration factors for an emission
family based on emission measurements
from similar engines if you have already
given us these data for certifying other
engines in the same or earlier model
years. Use good engineering judgment to
decide whether the two engines are
similar. We will approve your request if
you show us that the emission
measurements from other engines
reasonably represent in-use
deterioration for the engine family for
which you have not yet determined
deterioration factors.
(b) * * *
(1) Measure emissions from the
emission-data engine at a low-hour test
point, at the midpoint of the useful life,
and at the end of the useful life, except
as specifically allowed by this
paragraph (b). You may test at
additional evenly spaced intermediate
points. Collect emission data using
measurements to at least one more
decimal place than the emission
standard in subpart B of this part.
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(2) Operate the engine over a duty
cycle that is representative of in-use
operation for a period at least as long as
the useful life (in hours). You may
operate the engine continuously. You
may also use an engine installed in
nonroad equipment to accumulate
service hours instead of running the
engine only in the laboratory.
(3) In the case of dual-fuel or flexiblefuel engines, you may accumulate
service hours on a single emission-data
engine using the type or mixture of fuel
expected to have the highest
combustion and exhaust temperatures;
you may ask us to approve a different
fuel mixture for flexible-fuel engines if
you demonstrate that a different
criterion is more appropriate. For dualfuel engines, you must measure
emissions on each fuel type at each test
point, either with separate engines
dedicated to a given fuel, or with
different configurations of a single
engine.
*
*
*
*
*
(5) Calculate your deterioration factor
using a linear least-squares fit of your
test data but treat the low-hour test
point as occurring at hour zero. Your
deterioration factor is the ratio of the
calculated emission level at the point
representing the full useful life to the
calculated emission level at zero hours,
expressed to one more significant figure
than the emission standard in subpart B
of this part.
*
*
*
*
*
(c) If you qualify for using assigned
deterioration factors under § 1054.240,
determine the deterioration factors as
follows:
(1) For two-stroke engines without
aftertreatment, use a deterioration factor
of 1.1 for HC, NOX, and CO. For fourstroke engines without aftertreatment,
use deterioration factors of 1.4 for HC,
1.0 for NOX, and 1.1 for CO for Class 2
engines, and use 1.5 for HC and NOX,
and 1.1 for CO for all other engines.
(2) For Class 2 engines with
aftertreatment, use a deterioration factor
of 1.0 for NOX. For all other cases
involving engines with aftertreatment,
calculate separate deterioration factors
for HC, NOX, and CO using the
following equation:
DF
= _N_E_·E_D_F_-_C_C_·F_
NE-CC
Where:
NE = engine-out emission levels (precatalyst) from the low-hour test result for
a given pollutant, in g/kW-hr.
EDF = the deterioration factor specified in
paragraph (c)(1) of this section for the
type of engine for a given pollutant.
CC = the catalyst conversion from the lowhour test, in g/kW-hr. This is the
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difference between the official emission
result and NE.
F = 1.0 for NOX and 0.8 for HC and CO.
(3) Combine separate deterioration
factors for HC and NOX from paragraph
(c)(2) of this section into a combined
deterioration factor for HC+NOX using
the following equation:
(d) Include the following information
in your application for certification:
(1) If you determine your
deterioration factors based on test data
from a different emission family,
explain why this is appropriate and
include all the emission measurements
on which you base the deterioration
factor.
(2) If you do testing to determine
deterioration factors, describe the form
and extent of service accumulation,
including the method you use to
accumulate hours.
(3) If you calculate deterioration
factors under paragraph (c) of this
section, identify the parameters and
variables you used for the calculation.
■ 257. Amend § 1054.250 by:
■ a. Removing and reserving paragraph
(a)(3); and
■ b. Revising paragraphs (b)(3)(iv) and
(c).
The revisions read as follows:
emission family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing,
reporting, or bonding requirements in
this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce engines or equipment for
importation into the United States at a
location where local law prohibits us
from carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all engines or equipment being
produced.
(7) Take any action that otherwise
circumvents the intent of the Clean Air
Act or this part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Clean Air
Act. Note that these are also violations
of 40 CFR 1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting your
application that causes the submitted
information to be false or incomplete.
(f) If we deny an application or
suspend, revoke, or void a certificate of
conformity, you may ask for a hearing
(see § 1054.820).
■ 259. Amend § 1054.301 by revising
paragraph (a)(2) to read as follows:
(2) We may exempt small-volume
emission families from routine testing
under this subpart. Submit your request
for approval as described in § 1054.210.
In your request, describe your basis for
projecting a production volume below
5,000 units. We will approve your
request if we agree that you have made
good-faith estimates of your production
volumes. You must promptly notify us
if your actual production exceeds 5,000
units during the model year. If you
exceed the production limit or if there
is evidence of a nonconformity, we may
require you to test production-line
engines under this subpart, or under 40
CFR part 1068, subpart E, even if we
have approved an exemption under this
paragraph (a)(2).
*
*
*
*
*
■ 260. Amend § 1054.310 by revising
paragraphs (a)(1) introductory text,
(a)(1)(iv), and (c)(2) introductory text to
read as follows:
*
*
*
*
*
(b) * * *
(3) * * *
(iv) All your emission tests (valid and
invalid), including the date and purpose
of each test and documentation of test
parameters as specified in part 40 CFR
part 1065.
*
*
*
*
*
(c) Keep required data from emission
tests and all other information specified
in this section for eight years after we
issue your certificate. If you use the
same emission data or other information
for a later model year, the eight-year
period restarts with each year that you
continue to rely on the information.
*
*
*
*
*
■ 258. Revise § 1054.255 to read as
follows:
§ 1054.255 What decisions may EPA make
regarding a certificate of conformity?
(a) If we determine an application is
complete and shows that the emission
family meets all the requirements of this
part and the Clean Air Act, we will
issue a certificate of conformity for the
emission family for that model year. We
may make the approval subject to
additional conditions.
(b) We may deny an application for
certification if we determine that an
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§ 1054.301 When must I test my
production-line engines?
(a) * * *
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§ 1054.310 How must I select engines for
production-line testing?
(a) * * *
(1) For engine families with projected
U.S.-directed production volume of at
least 1,600, the test periods are defined
as follows:
*
*
*
*
*
(iv) If your annual production period
is 301 days or longer, divide the annual
production period evenly into four test
periods. For example, if your annual
production period is 392 days (56
weeks), divide the annual production
period into four test periods of 98 days
(14 weeks).
*
*
*
*
*
(c) * * *
(2) Calculate the standard deviation,
s, for the test sample using the
following formula:
*
*
*
*
*
■ 261. Amend § 1054.315 by revising
paragraph (a)(1) to read as follows:
§ 1054.315 How do I know when my engine
family fails the production-line testing
requirements?
*
*
*
*
*
(a) * * *
(1) Initial and final test results.
Calculate and round the test results for
each engine. If you do multiple tests on
an engine in a given configuration
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what reports must I send to EPA?
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(without modifying the engine),
calculate the initial results for each test,
then add all the test results together and
divide by the number of tests. Round
this final calculated value for the final
test results on that engine.
*
*
*
*
*
■ 262. Amend § 1054.320 by adding
paragraph (c) to read as follows:
emission levels stable without
measurement after 12 hours of engine
operation, except for the following
special provisions that apply for engine
families with a useful life of 300 hours
or less:
*
*
*
*
*
■ 264. Amend § 1054.505 by revising
paragraph (b)(2) to read as follows:
§ 1054.612 What special provisions apply
for equipment manufacturers modifying
certified nonhandheld engines?
§ 1054.320 What happens if one of my
production-line engines fails to meet
emission standards?
§ 1054.505
§ 1054.620 What are the provisions for
exempting engines used solely for
competition?
*
*
*
*
*
(c) Use test data from a failing engine
for the compliance demonstration under
§ 1054.315 as follows:
(1) Use the original, failing test results
as described in § 1054.315, whether or
not you modify the engine or destroy it.
(2) Do not use test results from a
modified engine as final test results
under § 1054.315, unless you change
your production process for all engines
to match the adjustments you made to
the failing engine. If this occurs, count
the modified engine as the next engine
in the sequence, rather than averaging
the results with the testing that occurred
before modifying the engine.
■ 263. Amend § 1054.501 by revising
paragraphs (b)(1) and (2) and (b)(4)
introductory text to read as follows:
§ 1054.501
test?
How do I run a valid emission
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*
*
*
*
*
(b) * * *
(1) Measure the emissions of all
exhaust constituents subject to emission
standards as specified in § 1054.505 and
40 CFR part 1065. Measure CO2, N2O,
and CH4 as described in § 1054.235. See
§ 1054.650 for special provisions that
apply for variable-speed engines
(including engines shipped without
governors).
(2) Use the appropriate fuels and
lubricants specified in 40 CFR part
1065, subpart H, for all the testing we
require in this part. Gasoline test fuel
must meet the specifications in 40 CFR
1065.710(c), except as specified in
§ 1054.145(n) and 40 CFR 1065.10 and
1065.701. Use gasoline specified for
general testing except as specified in
paragraph (d) of this section. For service
accumulation, use the test fuel or any
commercially available fuel that is
representative of the fuel that in-use
engines will use. Note that § 1054.145(n)
allows for testing with gasoline test
fuels specified by the California Air
Resources Board for any individual
engine family.
*
*
*
*
*
(4) The provisions of 40 CFR 1065.405
describe how to prepare an engine for
testing. However, you may consider
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How do I test engines?
*
*
*
*
*
(b) * * *
(2) For nonhandheld engines, use the
six-mode duty cycle or the
corresponding ramped-modal cycle
described in paragraph (b) of appendix
II of this part. Control engine speeds and
torques during idle mode as specified in
paragraph (c) of this section. Control
engine speed during the full-load
operating mode as specified in
paragraph (d) of this section. For all
other modes, control engine speed to
within 5 percent of the nominal speed
specified in paragraph (d) of this section
or let the installed governor (in the
production configuration) control
engine speed. For all modes except idle,
control torque as needed to meet the
cycle-validation criteria in paragraph
(a)(1) of this section. The governor may
be adjusted before emission sampling to
target the nominal speed identified in
paragraph (d) of this section, but the
installed governor must control engine
speed throughout the emissionsampling period whether the governor is
adjusted or not. Note that ramped-modal
testing involves continuous sampling,
so governor adjustments may not occur
during such a test. Note also that our
testing may involve running the engine
with the governor in the standard
configuration even if you adjust the
governor as described in this paragraph
(b)(2) for certification or production-line
testing.
*
*
*
*
*
■ 265. Amend § 1054.601 by adding
paragraph (d) to read as follows:
§ 1054.601
apply?
What compliance provisions
*
*
*
*
*
(d) Subpart C of this part describes
how to test and certify dual-fuel and
flexible-fuel engines. Some multi-fuel
engines may not fit the definitions in
this part of either dual-fuel or flexiblefuel. For such engines, we will
determine whether it is most
appropriate to treat them as single-fuel
engines, dual-fuel engines, or flexiblefuel engines based on the range of
possible and expected fuel mixtures.
■ 266. Amend § 1054.612 by revising
the introductory text to read as follows:
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The provisions of this section are
limited to small-volume emission
families.
*
*
*
*
*
■ 267. Amend § 1054.620 by revising
paragraph (c)(2) to read as follows:
*
*
*
*
*
(c) * * *
(2) Sale of the equipment in which the
engine is installed must be limited to
professional competition teams,
professional competitors, or other
qualified competitors. Engine
manufacturers may sell loose engines to
these same qualified competitors, and to
equipment manufacturers supplying
competition models for qualified
competitors.
*
*
*
*
*
§ § 1054.625 and 1054.626
[Removed]
268. Remove §§ 1054.625 and
1054.626.
■
§ 1054.635
[Amended]
269. Amend § 1054.635 by removing
and reserving paragraph (c)(6).
■
§ 1054.640
[Removed]
270. Remove § 1054.640.
■ 271. Revise § 1054.655 to read as
follows:
■
§ 1054.655 What special provisions apply
for installing and removing altitude kits?
An action for the purpose of installing
or modifying altitude kits and
performing other changes to compensate
for changing altitude is not considered
a prohibited act under 40 CFR
1068.101(b) if it is done consistent with
the manufacturer’s instructions.
■ 272. Amend § 1054.690 by revising
paragraphs (f) and (i) to read as follows:
§ 1054.690 What bond requirements apply
for certified engines?
*
*
*
*
*
(f) If you are required to post a bond
under this section, you must get the
bond from a third-party surety that is
cited in the U.S. Department of Treasury
Circular 570, ‘‘Companies Holding
Certificates of Authority as Acceptable
Sureties on Federal Bonds and as
Acceptable Reinsuring Companies’’
(https://www.fiscal.treasury.gov/suretybonds/circular-570.html). You must
maintain this bond for every year in
which you sell certified engines. The
surety agent remains responsible for
obligations under the bond for two years
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after the bond is cancelled or expires
without being replaced.
*
*
*
*
*
(i) If you are required to post a bond
under this section, you must note that
in your application for certification as
described in § 1054.205. Your
certification is conditioned on your
compliance with this section. Your
certificate is automatically suspended if
you fail to comply with the
requirements of this section. This
suspension applies with respect to all
engines in your possession as well as all
engines being imported or otherwise
introduced into U.S. commerce. For
example, if you maintain a bond
sufficient to cover 500 engines, you may
introduce into U.S. commerce only 500
engines under your certificate; your
certificate would be automatically
suspended for any additional engines.
Introducing such additional engines
into U.S. commerce would violate 40
CFR 1068.101(a)(1). For importation,
U.S. Customs may deny entry of engines
lacking the necessary bond, whether
there is no bond or the value of the bond
is not sufficient for the appropriate
production volumes. We may also
revoke your certificate.
*
*
*
*
*
■ 273. Amend § 1054.701 by revising
paragraphs (c)(2), (i) introductory text,
and (i)(1) to read as follows:
§ 1054.701
General provisions.
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*
*
*
*
*
(c) * * *
(2) Handheld engines and
nonhandheld engines are in separate
averaging sets with respect to exhaust
emissions except as specified in
§ 1054.740(e). You may use emission
credits generated with Phase 2 engines
for Phase 3 handheld engines only if
you can demonstrate that those credits
were generated by handheld engines,
except as specified in § 1054.740(e).
Similarly, you may use emission credits
generated with Phase 2 engines for
Phase 3 nonhandheld engines only if
you can demonstrate that those credits
were generated by nonhandheld
engines, subject to the provisions of
§ 1054.740.
*
*
*
*
*
(i) As described in § 1054.730,
compliance with the requirements of
this subpart is determined at the end of
the model year based on actual U.S.directed production volumes. Do not
include any of the following engines or
equipment to calculate emission credits:
(1) Engines or equipment with a
permanent exemption under subpart G
of this part or under 40 CFR part 1068.
*
*
*
*
*
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274. Amend § 1054.710 by revising
paragraph (c) to read as follows:
■
§ 1054.710
credits?
How do I average emission
*
*
*
*
*
(c) If you certify a family to an FEL
that exceeds the otherwise applicable
standard, you must obtain enough
emission credits to offset the family’s
deficit by the due date for the final
report required in § 1054.730. The
emission credits used to address the
deficit may come from your other
families that generate emission credits
in the same model year, from emission
credits you have banked from previous
model years, or from emission credits
generated in the same or previous model
years that you obtained through trading.
■ 275. Amend § 1054.715 by revising
paragraph (b) to read as follows:
§ 1054.715
credits?
How do I bank emission
*
*
*
*
*
(b) You may designate any emission
credits you plan to bank in the reports
you submit under § 1054.730 as
reserved credits. During the model year
and before the due date for the final
report, you may designate your reserved
emission credits for averaging or
trading.
*
*
*
*
*
■ 276. Amend § 1054.725 by revising
paragraph (b)(2) to read as follows:
§ 1054.725 What must I include in my
application for certification?
*
*
*
*
*
(b) * * *
(2) Detailed calculations of projected
emission credits (positive or negative)
based on projected production volumes.
We may require you to include similar
calculations from your other engine
families to demonstrate that you will be
able to avoid negative credit balances
for the model year. If you project
negative emission credits for a family,
state the source of positive emission
credits you expect to use to offset the
negative emission credits.
■ 277. Amend § 1054.730 by revising
paragraphs (b)(1), (3), and (4), (d)(1)(iii),
and (d)(2)(iii) to read as follows:
§ 1054.730
to EPA?
What ABT reports must I send
*
*
*
*
*
(b) * * *
(1) Family designation and averaging
set.
*
*
*
*
*
(3) The FEL for each pollutant. If you
change the FEL after the start of
production, identify the date that you
started using the new FEL and/or give
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the engine identification number for the
first engine covered by the new FEL. In
this case, identify each applicable FEL
and calculate the positive or negative
emission credits as specified in
§ 1054.225.
(4) The projected and actual U.S.directed production volumes for the
model year as described in
§ 1054.701(i). For fuel tanks, state the
production volume in terms of surface
area and production volume for each
fuel tank configuration and state the
total surface area for the emission
family. If you changed an FEL during
the model year, identify the actual U.S.directed production volume associated
with each FEL.
*
*
*
*
*
(d) * * *
(1) * * *
(iii) The averaging set corresponding
to the families that generated emission
credits for the trade, including the
number of emission credits from each
averaging set.
(2) * * *
(iii) How you intend to use the
emission credits, including the number
of emission credits you intend to apply
for each averaging set.
*
*
*
*
*
■ 278. Amend § 1054.735 by revising
paragraphs (a) and (b) to read as follows:
§ 1054.735
What records must I keep?
(a) You must organize and maintain
your records as described in this
section.
(b) Keep the records required by this
section for at least eight years after the
due date for the end-of-year report. You
may not use emission credits for any
engines or equipment if you do not keep
all the records required under this
section. You must therefore keep these
records to continue to bank valid
credits.
*
*
*
*
*
■ 279. Amend § 1054.740 by revising
paragraph (c) and removing and
reserving paragraph (d) to read as
follows:
§ 1054.740 What special provisions apply
for generating and using emission credits?
*
*
*
*
*
(c) You may not use emission credits
generated by nonhandheld engines
certified to Phase 2 emission standards
to demonstrate compliance with the
Phase 3 exhaust emission standards in
2014 and later model years.
*
*
*
*
*
■ 280. Amend § 1054.801 by:
■ a. Revising the definition for
‘‘Designated Compliance Officer’’.
■ b. Removing the definition for ‘‘Dualfuel engine’’.
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c. Adding a definition for ‘‘Dual-fuel’’
in alphabetical order.
■ d. Revising the definitions for ‘‘Engine
configuration’’ and ‘‘Equipment
manufacturer’’.
■ e. Removing the definition for
‘‘Flexible-fuel engine’’.
■ f. Adding a definition for ‘‘Flexiblefuel’’ in alphabetical order.
■ g. Revising the definitions for ‘‘Fuel
type’’, ‘‘Handheld’’, ‘‘New nonroad
engine’’, ‘‘New nonroad equipment’’,
‘‘Nonmethane hydrocarbon’’, ‘‘Nonroad
engine’’, ‘‘Phase 1’’, ‘‘Phase 2’’, and
‘‘Placed into service’’.
■ h. Removing the definition for
‘‘Pressurized oil system’’.
■ i. Revising the definitions for ‘‘Smallvolume emission family’’, ‘‘Smallvolume equipment manufacturer’’,
‘‘Total hydrocarbon’’, and ‘‘Total
hydrocarbon equivalent’’.
The revisions and additions read as
follows:
■
§ 1054.801
part?
What definitions apply to this
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*
*
*
*
*
Designated Compliance Officer means
the Director, Gasoline Engine
Compliance Center, U.S. Environmental
Protection Agency, 2000 Traverwood
Drive, Ann Arbor, MI 48105;
complianceinfo@epa.gov.
*
*
*
*
*
Dual-fuel means relating to an engine
designed for operation on two different
fuels but not on a continuous mixture of
those fuels (see § 1054.601(d)). For
purposes of this part, such an engine
remains a dual-fuel engine even if it is
designed for operation on three or more
different fuels.
*
*
*
*
*
Engine configuration means a unique
combination of engine hardware and
calibration within an emission family.
Engines within a single engine
configuration differ only with respect to
normal production variability or factors
unrelated to emissions.
*
*
*
*
*
Equipment manufacturer means a
manufacturer of nonroad equipment. All
nonroad equipment manufacturing
entities under the control of the same
person are considered to be a single
nonroad equipment manufacturer.
*
*
*
*
*
Flexible-fuel means relating to an
engine designed for operation on any
mixture of two or more different fuels
(see § 1054.601(d)).
*
*
*
*
*
Fuel type means a general category of
fuels such as gasoline or natural gas.
There can be multiple grades within a
single fuel type, such as premium
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gasoline, regular gasoline, or low-level
ethanol-gasoline blends.
*
*
*
*
*
Handheld means relating to
equipment that meets any of the
following criteria:
(1) It is carried by the operator
throughout the performance of its
intended function.
(2) It is designed to operate multipositionally, such as upside down or
sideways, to complete its intended
function.
(3) It has a combined engine and
equipment dry weight under 16.0
kilograms, has no more than two
wheels, and at least one of the following
attributes is also present:
(i) The operator provides support or
carries the equipment throughout the
performance of its intended function.
Carry means to completely bear the
weight of the equipment, including the
engine. Support means to hold a piece
of equipment in position to prevent it
from falling, slipping, or sinking,
without carrying it.
(ii) The operator provides support or
attitudinal control for the equipment
throughout the performance of its
intended function. Attitudinal control
involves regulating the horizontal or
vertical position of the equipment.
(4) It is an auger with a combined
engine and equipment dry weight under
22.0 kilograms.
(5) It is used in a recreational
application with a combined total
vehicle dry weight under 20.0
kilograms.
(6) It is a hand-supported jackhammer
or rammer/compactor. This does not
include equipment that can remain
upright without operator support, such
as a plate compactor.
*
*
*
*
*
New nonroad engine means any of the
following things:
(1) A freshly manufactured nonroad
engine for which the ultimate purchaser
has never received the equitable or legal
title. This kind of engine might
commonly be thought of as ‘‘brand
new.’’ In the case of this paragraph (1),
the engine is new from the time it is
produced until the ultimate purchaser
receives the title or the product is
placed into service, whichever comes
first.
(2) An engine originally manufactured
as a motor vehicle engine or a stationary
engine that is later used or intended to
be used in a piece of nonroad
equipment. In this case, the engine is no
longer a motor vehicle or stationary
engine and becomes a ‘‘new nonroad
engine.’’ The engine is no longer new
when it is placed into nonroad service.
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This paragraph (2) applies if a motor
vehicle engine or a stationary engine is
installed in nonroad equipment, or if a
motor vehicle or a piece of stationary
equipment is modified (or moved) to
become nonroad equipment.
(3) A nonroad engine that has been
previously placed into service in an
application we exclude under § 1054.5,
when that engine is installed in a piece
of equipment that is covered by this
part. The engine is no longer new when
it is placed into nonroad service covered
by this part. For example, this paragraph
(3) would apply to a marine-propulsion
engine that is no longer used in a
marine vessel but is instead installed in
a piece of nonroad equipment subject to
the provisions of this part.
(4) An engine not covered by
paragraphs (1) through (3) of this
definition that is intended to be
installed in new nonroad equipment.
This generally includes installation of
used engines in new equipment. The
engine is no longer new when the
ultimate purchaser receives a title for
the equipment or the product is placed
into service, whichever comes first.
(5) An imported nonroad engine,
subject to the following provisions:
(i) An imported nonroad engine
covered by a certificate of conformity
issued under this part that meets the
criteria of one or more of paragraphs (1)
through (4) of this definition, where the
original engine manufacturer holds the
certificate, is new as defined by
paragraphs (1) through (4).
(ii) An imported engine that will be
covered by a certificate of conformity
issued under this part, where someone
other than the original engine
manufacturer holds the certificate (such
as when the engine is modified after its
initial assembly), is a new nonroad
engine when it is imported. It is no
longer new when the ultimate purchaser
receives a title for the engine or it is
placed into service, whichever comes
first.
(iii) An imported nonroad engine that
is not covered by a certificate of
conformity issued under this part at the
time of importation is new. This
paragraph (5)(iii) addresses uncertified
engines and equipment initially placed
into service that someone seeks to
import into the United States.
Importation of this kind of engine (or
equipment containing such an engine) is
generally prohibited by 40 CFR part
1068. However, the importation of such
an engine is not prohibited if the engine
has a date of manufacture before January
1, 1997, since it is not subject to
standards.
New nonroad equipment means either
of the following things:
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(1) A nonroad piece of equipment for
which the ultimate purchaser has never
received the equitable or legal title. The
product is no longer new when the
ultimate purchaser receives this title or
the product is placed into service,
whichever comes first.
(2) A nonroad piece of equipment
with an engine that becomes new while
installed in the equipment. For
example, a complete piece of equipment
that was imported without being
covered by a certificate of conformity
would be new nonroad equipment
because the engine would be considered
new at the time of importation.
*
*
*
*
*
Nonmethane hydrocarbon has the
meaning given in 40 CFR 1065.1001.
This generally means the difference
between the emitted mass of total
hydrocarbon and the emitted mass of
methane.
*
*
*
*
*
Nonroad engine has the meaning
given in 40 CFR 1068.30. In general, this
means all internal-combustion engines
except motor vehicle engines, stationary
engines, engines used solely for
competition, or engines used in aircraft.
*
*
*
*
*
Phase 1 means relating to the Phase 1
emission standards described in
appendix I of this part.
Phase 2 means relating to the Phase 2
emission standards described in
appendix I of this part.
*
*
*
*
*
Placed into service means put into
initial use for its intended purpose.
Engines and equipment do not qualify
as being ‘‘placed into service’’ based on
incidental use by a manufacturer or
dealer.
*
*
*
*
*
Small-volume emission family means
one of the following:
(1) For requirements related to
exhaust emissions for nonhandheld
engines and to exhaust and evaporative
emissions for handheld engines, smallvolume emission family means any
emission family whose U.S.-directed
production volume in a given model
year is projected at the time of
certification to be no more than 5,000
engines or pieces of equipment.
(2) For requirements related to
evaporative emissions for nonhandheld
equipment, small-volume emission
family means any equipment
manufacturer’s U.S.-directed production
volume for identical fuel tank is
projected at the time of certification to
be no more than 5,000 units. Tanks are
generally considered identical if they
are produced under a single part
number to conform to a single design or
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blueprint. Tanks should be considered
identical if they differ only with respect
to production variability, postproduction changes (such as different
fittings or grommets), supplier, color, or
other extraneous design variables.
*
*
*
*
*
Small-volume equipment
manufacturer means one of the
following:
(1) For handheld equipment, an
equipment manufacturer that had a
U.S.-directed production volume of no
more than 25,000 pieces of handheld
equipment in any calendar year. For
manufacturers owned by a parent
company, this production limit applies
to the production of the parent company
and all its subsidiaries.
(2) For nonhandheld equipment, an
equipment manufacturer with annual
U.S.-directed production volumes of no
more than 5,000 pieces of nonhandheld
equipment in any calendar year. For
manufacturers owned by a parent
company, this production limit applies
to the production of the parent company
and all its subsidiaries.
(3) An equipment manufacturer that
we designate to be a small-volume
equipment manufacturer under
§ 1054.635.
*
*
*
*
*
Total hydrocarbon has the meaning
given in 40 CFR 1065.1001. This
generally means the combined mass of
organic compounds measured by the
specified procedure for measuring total
hydrocarbon, expressed as an atomic
hydrocarbon with an atomic hydrogento-carbon ratio of 1.85:1.
Total hydrocarbon equivalent has the
meaning given in 40 CFR 1065.1001.
This generally means the sum of the
carbon mass contributions of nonoxygenated hydrocarbon, alcohols and
aldehydes, or other organic compounds
that are measured separately as
contained in a gas sample, expressed as
exhaust hydrocarbon from petroleumfueled engines. The atomic hydrogen-tocarbon ratio of the equivalent
hydrocarbon is 1.85:1.
*
*
*
*
*
281. Revise § 1054.815 to read as
follows:
■
§ 1054.815 What provisions apply to
confidential information?
The provisions of 40 CFR 1068.10
apply for information you consider
confidential.
282. Revise § 1054.825 to read as
follows:
■
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34525
§ 1054.825 What reporting and
recordkeeping requirements apply under
this part?
(a) This part includes various
requirements to submit and record data
or other information. Unless we specify
otherwise, store required records in any
format and on any media and keep them
readily available for eight years after
you send an associated application for
certification, or eight years after you
generate the data if they do not support
an application for certification. We may
request these records at any time. You
must promptly give us organized,
written records in English if we ask for
them. This requirement to give us
records applies whether or not you rely
on someone else to keep records on your
behalf. We may require you to submit
written records in an electronic format.
(b) The regulations in § 1054.255 and
40 CFR 1068.25 and 1068.101 describe
your obligation to report truthful and
complete information. This includes
information not related to certification.
Failing to properly report information
and keep the records we specify violates
40 CFR 1068.101(a)(2), which may
involve civil or criminal penalties.
(c) Send all reports and requests for
approval to the Designated Compliance
Officer (see § 1054.801).
(d) Any written information we
require you to send to or receive from
another company is deemed to be a
required record under this section. Such
records are also deemed to be
submissions to EPA. We may require
you to send us these records.
(e) Under the Paperwork Reduction
Act (44 U.S.C. 3501 et seq.,), the Office
of Management and Budget approves
the reporting and recordkeeping
specified in the applicable regulations
in this chapter. The following items
illustrate the kind of reporting and
recordkeeping we require for engines
and equipment regulated under this
part:
(1) We specify the following
requirements related to engine and
equipment certification in this part:
(i) In § 1054.20 we require equipment
manufacturers to label their equipment
if they are relying on component
certification.
(ii) In § 1054.135 we require engine
manufacturers to keep certain records
related to duplicate labels sent to
equipment manufacturers.
(iii) In § 1054.145 we include various
reporting and recordkeeping
requirements related to interim
provisions.
(iv) In subpart C of this part we
identify a wide range of information
required to certify engines.
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(v) In §§ 1054.345 and 1054.350 we
specify certain records related to
production-line testing.
(vi) [Reserved]
(vii) In subpart G of this part we
identify several reporting and
recordkeeping items for making
demonstrations and getting approval
related to various special compliance
provisions.
(viii) In §§ 1054.725, 1054.730, and
1054.735 we specify certain records
related to averaging, banking, and
trading.
(2) We specify the following
requirements related to component and
equipment certification in 40 CFR part
1060:
(i) In 40 CFR 1060.20 we give an
overview of principles for reporting
information.
(ii) In 40 CFR part 1060, subpart C, we
identify a wide range of information
required to certify products.
(iii) In 40 CFR 1060.301 we require
manufacturers to keep records related to
evaluation of production samples for
verifying that the products are as
specified in the certificate of
conformity.
(iv) In 40 CFR 1060.310 we require
manufacturers to make components,
engines, or equipment available for our
testing if we make such a request.
(v) In 40 CFR 1060.505 we specify
information needs for establishing
various changes to published test
procedures.
(3) We specify the following
requirements related to testing in 40
CFR part 1065:
(i) In 40 CFR 1065.2 we give an
overview of principles for reporting
information.
(ii) In 40 CFR 1065.10 and 1065.12 we
specify information needs for
establishing various changes to
published test procedures.
(iii) In 40 CFR 1065.25 we establish
basic guidelines for storing test
information.
(iv) In 40 CFR 1065.695 we identify
the specific information and data items
to record when measuring emissions.
(4) We specify the following
requirements related to the general
compliance provisions in 40 CFR part
1068:
(i) In 40 CFR 1068.5 we establish a
process for evaluating good engineering
judgment related to testing and
certification.
(ii) In 40 CFR 1068.25 we describe
general provisions related to sending
and keeping information.
(iii) In 40 CFR 1068.27 we require
manufacturers to make engines available
for our testing or inspection if we make
such a request.
(iv) In 40 CFR 1068.105 we require
equipment manufacturers to keep
certain records related to duplicate
labels from engine manufacturers.
(v) In 40 CFR 1068.120 we specify
recordkeeping related to rebuilding
engines.
(vi) In 40 CFR part 1068, subpart C,
we identify several reporting and
recordkeeping items for making
demonstrations and getting approval
related to various exemptions.
(vii) In 40 CFR part 1068, subpart D,
we identify several reporting and
recordkeeping items for making
demonstrations and getting approval
related to importing engines.
(viii) In 40 CFR 1068.450 and
1068.455 we specify certain records
related to testing production-line
engines in a selective enforcement
audit.
(ix) In 40 CFR 1068.501 we specify
certain records related to investigating
and reporting emission-related defects.
(x) In 40 CFR 1068.525 and 1068.530
we specify certain records related to
recalling nonconforming engines.
(xi) In 40 CFR part 1068, subpart G,
we specify certain records for requesting
a hearing.
■ 283. Revise appendix I to part 1054 to
read as follows:
Appendix I to Part 1054—Summary of
Previous Emission Standards
The following standards, which EPA
originally adopted under 40 CFR part 90,
apply to nonroad spark-ignition engines
produced before the model years specified in
§ 1054.1:
(a) Handheld engines. (1) Phase 1
standards apply for handheld engines as
summarized in the following table starting
with model year 1997:
TABLE 1 TO APPENDIX I—PHASE 1 EMISSION STANDARDS FOR HANDHELD ENGINES
[g/kW-hr] a
Engine displacement class
HC
Class III ........................................................................................................................................
Class IV .......................................................................................................................................
Class V ........................................................................................................................................
a Phase
NOX
295
241
161
CO
5.36
5.36
5.36
805
805
603
1 standards are based on testing with new engines only.
(2) Phase 2 standards apply for handheld
engines as summarized in the following table
starting with model year 2002 for Class III
and Class IV, and starting in model year 2004
for Class V:
TABLE 2 TO APPENDIX I—PHASE 2 EMISSION STANDARDS FOR HANDHELD ENGINES
[g/kW-hr]
Engine displacement class
HC + NOX
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Class III ....................................................................................................................................................................
Class IV ...................................................................................................................................................................
Class V ....................................................................................................................................................................
a Class
b Class
c Class
a 50
b 50
c 72
III engines had alternate HC+NOX standards of 238, 175, and 113 for model years 2002, 2003, and 2004, respectively.
IV engines had alternate HC+NOX standards of 196, 148, and 99 for model years 2002, 2003, and 2004, respectively.
V engines had alternate HC+NOX standards of 143, 119, and 96 for model years 2004, 2005, and 2006, respectively.
(b) Nonhandheld engines. (1) Phase 1
standards apply for nonhandheld engines as
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summarized in the following table starting
with model year 1997:
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805
603
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TABLE 3 TO APPENDIX I—PHASE 1 EMISSION STANDARDS FOR NONHANDHELD ENGINES
[g/kW-hr] a
Engine displacement class
Class I ......................................................................................................................................................................
Class II .....................................................................................................................................................................
a Phase
CO
HC + NOX
16.1
13.4
519
519
1 standards are based on testing with new engines only.
(2) Phase 2 standards apply for
nonhandheld engines as summarized in the
following table starting with model year 2001
(except as noted for Class I engines):
TABLE 4 TO APPENDIX I—PHASE 2 EMISSION STANDARDS FOR NONHANDHELD ENGINES
[g/kW-hr]
Engine displacement class
Class
Class
Class
Class
HC + NOX
I–A .....................................................................................................................................
I–B .....................................................................................................................................
I a ........................................................................................................................................
II b .......................................................................................................................................
NMHC + NOX
50
40
16.1
12.1
CO
........................
37
14.8
11.3
610
610
610
610
a The Phase 2 standards for Class I engines apply for new engines produced starting August 1, 2007, and for any engines belonging to an engine model whose original production date was on or after August 1, 2003.
b Class II engines had alternate HC + NO standards of 18.0, 16.6, 15.0, 13.6 and alternate NMHC + NO standards of 16.7, 15.3, 14.0, 12.7
X
X
for model years 2001 through 2004, respectively.
(3) Note that engines subject to Phase 1
standards were not subject to useful life
provisions as specified in § 1054.107. In
addition, engines subject to Phase 1
standards and engines subject to Phase 2
standards were both not subject to the
following provisions:
(i) Evaporative emission standards as
specified in §§ 1054.110 and 1054.112.
(ii) Altitude adjustments as specified in
§ 1054.115(c).
(iii) Warranty assurance provisions as
specified in § 1054.120(f).
(iv) Emission-related installation
instructions as specified in § 1054.130.
(v) Bonding requirements as specified in
§ 1054.690.
284. Amend appendix II to part 1054
by revising paragraph (b)(2) to read as
follows:
■
Appendix II to Part 1054—Duty Cycles
for Laboratory Testing
*
*
*
*
*
(b) * * *
(2) The following duty cycle applies for
ramped-modal testing:
TABLE 3 TO PARAGRAPH (b)(2)
Time in mode
(seconds)
RMC mode a
1a Steady-state ..................................................................................................................................................
1b Transition .......................................................................................................................................................
2a Steady-state ..................................................................................................................................................
2b Transition .......................................................................................................................................................
3a Steady-state ..................................................................................................................................................
3b Transition .......................................................................................................................................................
4a Steady-state ..................................................................................................................................................
4b Transition .......................................................................................................................................................
5a Steady-state ..................................................................................................................................................
5b Transition .......................................................................................................................................................
6a Steady-state ..................................................................................................................................................
6b Transition .......................................................................................................................................................
7 Steady-state ....................................................................................................................................................
41
20
135
20
112
20
337
20
518
20
494
20
43
Torque
(percent) b c
0.
Linear
100.
Linear
10.
Linear
75.
Linear
25.
Linear
50.
Linear
0.
transition.
transition.
transition.
transition.
transition.
transition.
a Control
engine speed as described in § 1054.505. Control engine speed for Mode 6 as described in § 1054.505(c) for idle operation.
from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the
torque setting of the current mode to the torque setting of the next mode.
c The percent torque is relative to the value established for full-load torque, as described in § 1054.505.
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b Advance
PART 1060—CONTROL OF
EVAPORATIVE EMISSIONS FROM
NEW AND IN-USE NONROAD AND
STATIONARY EQUIPMENT
285. The authority citation for part
1060 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
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286. Amend § 1060.1 by revising
paragraphs (a)(7), (c), and (d) to read as
follows:
■
§ 1060.1 Which products are subject to
this part’s requirements?
(a) * * *
(7) Portable nonroad fuel tanks are
considered portable marine fuel tanks
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for purposes of this part. Portable
nonroad fuel tanks and fuel lines
associated with such fuel tanks must
therefore meet evaporative emission
standards specified in 40 CFR 1045.112,
whether or not they are used with
marine vessels.
*
*
*
*
*
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(c) Fuel caps are subject to
evaporative emission standards at the
point of installation on a fuel tank.
When a fuel cap is certified for use with
Marine SI engines or Small SI engines
under the optional standards of
§ 1060.103, it becomes subject to all the
requirements of this part as if these
optional standards were mandatory.
(d) This part does not apply to any
diesel-fueled engine or any other engine
that does not use a volatile liquid fuel.
In addition, this part does not apply to
any engines or equipment in the
following categories even if they use a
volatile liquid fuel:
(1) Light-duty motor vehicles (see 40
CFR part 86).
(2) Heavy-duty motor vehicles and
heavy-duty motor vehicle engines (see
40 CFR part 86). This part also does not
apply to fuel systems for nonroad
engines where such fuel systems are
subject to part 86 because they are part
of a heavy-duty motor vehicle.
(3) Aircraft engines (see 40 CFR part
87).
(4) Locomotives (see 40 CFR part
1033).
*
*
*
*
*
■ 287. Amend § 1060.5 by revising
paragraph (a)(1) to read as follows:
§ 1060.5 Do the requirements of this part
apply to me?
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*
*
*
*
*
(a) * * *
(1) Each person meeting the definition
of manufacturer (see § 1060.801) for a
product that is subject to the standards
and other requirements of this part must
comply with such requirements.
However, if one person complies with a
specific requirement for a given
product, then all manufacturers are
deemed to have complied with that
specific requirement. For example, if a
Small SI equipment manufacturer uses
fuel lines manufactured and certified by
another company, the equipment
manufacturer is not required to obtain
its own certificate with respect to the
fuel line emission standards. Such an
equipment manufacturer remains
subject to the standards and other
requirements of this part. However,
where a provision in this part requires
a specific manufacturer to comply with
certain provisions, this paragraph (a)
does not change or modify such a
requirement. For example, this
paragraph (a) does not allow you to rely
on another company to certify instead of
you if we specifically require you to
certify.
*
*
*
*
*
■ 288. Revise § 1060.30 to read as
follows:
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§ 1060.30
Submission of information.
Unless we specify otherwise, send all
reports and requests for approval to the
Designated Compliance Officer (see
§ 1060.801). See § 1060.825 for
additional reporting and recordkeeping
provisions.
■ 289. Amend § 1060.104 by revising
paragraph (b)(3) to read as follows:
§ 1060.104 What running loss emission
control requirements apply?
*
*
*
*
*
(b) * * *
(3) Get an approved executive order or
other written approval from the
California Air Resources Board showing
that your system meets applicable
running loss standards in California.
*
*
*
*
*
■ 290. Amend § 1060.105 by revising
paragraphs (c)(1) and (e) to read as
follows:
(b) Warranty period. Your emissionrelated warranty must be valid for at
least two years from the date the
equipment is sold to the ultimate
purchaser.
(c) Components covered. The
emission-related warranty covers all
components whose failure would
increase the evaporative emissions,
including those listed in 40 CFR part
1068, appendix I, and those from any
other system you develop to control
emissions. Your emission-related
warranty does not need to cover
components whose failure would not
increase evaporative emissions.
*
*
*
*
*
■ 292. Amend § 1060.130 by revising
paragraph (b)(3) to read as follows:
§ 1060.130 What installation instructions
must I give to equipment manufacturers?
*
*
*
*
(b)
*
*
*
§ 1060.105 What diurnal requirements
(3) Describe how your certification is
apply for equipment?
limited
for any type of application. For
*
*
*
*
*
example:
(c) * * *
(i) For fuel tanks sold without fuel
(1) They must be self-sealing when
caps, you must specify the requirements
detached from the engines. The tanks
for the fuel cap, such as the allowable
may not vent to the atmosphere when
attached to an engine, except as allowed materials, thread pattern, how it must
seal, etc. You must also include
under paragraph (c)(2) of this section.
instructions to tether the fuel cap as
An integrated or external manually
activated device may be included in the described in § 1060.101(f)(1) if you do
not sell your fuel tanks with tethered
fuel tank design to temporarily relieve
fuel caps. The following instructions
pressure before refueling or connecting
the fuel tank to the engine. However, the apply for specifying a certain level of
emission control for fuel caps that will
default setting for such a vent must be
be installed on your fuel tanks:
consistent with the requirement in
(A) If your testing involves a default
paragraph (c)(2) of this section.
emission value for fuel cap permeation
*
*
*
*
*
as specified in § 1060.520(b)(5)(ii)(C),
(e) Manufacturers of nonhandheld
specify in your installation instructions
Small SI equipment may optionally
that installed fuel caps must either be
meet the diurnal emission standards
adopted by the California Air Resources certified with a Family Emission Limit
at or below 30 g/m2/day, or have gaskets
Board. To meet the requirement in this
made of certain materials meeting the
paragraph (e), equipment must be
definition of ‘‘low-permeability
certified to the performance standards
material’’ in § 1060.801.
specified in Title 13 California Code of
(B) If you certify your fuel tanks based
Regulations (CCR) 2754(a) based on the
on a fuel cap certified with a Family
applicable requirements specified in
Emission Limit above 30 g/m2/day,
CP–902 and TP–902, including the
specify in your installation instructions
requirements related to fuel caps in
that installed fuel caps must either be
Title 13 CCR 2756. Equipment certified
certified with a Family Emission Limit
under this paragraph (e) does not need
at or below the level you used for
to use fuel lines or fuel tanks that have
certifying your fuel tanks, or have
been certified separately. Equipment
gaskets made of certain materials
certified under this paragraph (e) are
meeting the definition of ‘‘lowsubject to all the referenced
permeability material’’ in § 1060.801.
requirements in this paragraph (e) as if
(ii) If your fuel lines do not meet
these specifications were mandatory.
permeation
standards specified in
*
*
*
*
*
§ 1060.102 for EPA Low-Emission Fuel
■ 291. Amend § 1060.120 by revising
Lines, tell equipment manufacturers not
paragraphs (b) and (c) to read as follows:
to install the fuel lines with Large SI
§ 1060.120 What emission-related warranty engines that operate on gasoline or
another volatile liquid fuel.
requirements apply?
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*
*
*
*
*
*
*
*
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293. Amend § 1060.135 by revising
the introductory text and paragraphs (a),
(b) introductory text, and (b)(2), (3), and
(4) to read as follows:
■
lotter on DSK11XQN23PROD with RULES2
§ 1060.135 How must I label and identify
the engines and equipment I produce?
The labeling requirements of this
section apply for all equipment
manufacturers that are required to
certify their equipment or use certified
fuel-system components. Note that
engine manufacturers are also
considered equipment manufacturers if
they install a complete fuel system on
an engine. See § 1060.137 for the
labeling requirements that apply
separately for fuel lines, fuel tanks, and
other fuel-system components.
(a) At the time of manufacture, you
must affix a permanent and legible label
identifying each engine or piece of
equipment. The label must be—
(1) Attached in one piece so it is not
removable without being destroyed or
defaced.
(2) Secured to a part of the engine or
equipment needed for normal operation
and not normally requiring replacement.
(3) Durable and readable for the
equipment’s entire life.
(4) Written in English.
(5) Readily visible in the final
installation. It may be under a hinged
door or other readily opened cover. It
may not be hidden by any cover
attached with screws or any similar
designs. Labels on marine vessels
(except personal watercraft) must be
visible from the helm.
(b) If you hold a certificate under this
part for your engine or equipment, the
engine or equipment label specified in
paragraph (a) of this section must—
*
*
*
*
*
(2) Include your corporate name and
trademark. You may identify another
company and use its trademark instead
of yours if you comply with the
branding provisions of 40 CFR 1068.45.
(3) State the date of manufacture
[MONTH and YEAR] of the equipment;
however, you may omit this from the
label if you stamp, engrave, or otherwise
permanently identify it elsewhere on
the equipment, in which case you must
also describe in your application for
certification where you will identify the
date on the equipment.
(4) State: ‘‘THIS [equipment, vehicle,
boat, etc.] MEETS U.S. EPA EVAP
STANDARDS.’’
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*
*
*
*
294. Amend § 1060.137 by revising
paragraphs (a)(4) and (c)(1) to read as
follows:
■
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§ 1060.137 How must I label and identify
the fuel-system components I produce?
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*
(a) * * *
(4) Fuel caps, as described in this
paragraph (a)(4). Fuel caps must be
labeled if they are separately certified
under § 1060.103. If the equipment has
a diurnal control system that requires
the fuel tank to hold pressure, identify
the part number on the fuel cap.
*
*
*
*
*
(c) * * *
(1) Include your corporate name. You
may identify another company instead
of yours if you comply with the
provisions of 40 CFR 1068.45.
*
*
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*
*
■ 295. Amend § 1060.205 by revising
paragraphs (a) and (m) to read as
follows:
§ 1060.205 What must I include in my
application?
*
*
*
*
*
(a) Describe the emission family’s
specifications and other basic
parameters of the emission controls.
Describe how you meet the running loss
emission control requirements in
§ 1060.104, if applicable. Describe how
you meet any applicable equipmentbased requirements of § 1060.101(e) and
(f). State whether you are requesting
certification for gasoline or some other
fuel type. List each distinguishable
configuration in the emission family.
For equipment that relies on one or
more certified components, identify the
EPA-issued emission family name for all
the certified components.
*
*
*
*
*
(m) Report all valid test results. Also
indicate whether there are test results
from invalid tests or from any other tests
of the emission-data unit, whether or
not they were conducted according to
the test procedures of subpart F of this
part. We may require you to report these
additional test results. We may ask you
to send other information to confirm
that your tests were valid under the
requirements of this part.
*
*
*
*
*
■ 296. Amend § 1060.225 by revising
paragraphs (b) and (g) and adding
paragraph (h) to read as follows:
§ 1060.225 How do I amend my application
for certification?
*
*
*
*
*
(b) To amend your application for
certification, send the following relevant
information to the Designated
Compliance Officer.
(1) Describe in detail the addition or
change in the configuration you intend
to make.
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34529
(2) Include engineering evaluations or
data showing that the amended
emission family complies with all
applicable requirements in this part.
You may do this by showing that the
original emission data are still
appropriate for showing that the
amended family complies with all
applicable requirements in this part.
(3) If the original emission data for the
emission family are not appropriate to
show compliance for the new or
modified configuration, include new
test data showing that the new or
modified configuration meets the
requirements of this part.
(4) Include any other information
needed to make your application correct
and complete.
*
*
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*
*
(g) You may produce equipment or
components as described in your
amended application for certification
and consider those equipment or
components to be in a certified
configuration if we approve a new or
modified configuration during the
model year or production period under
paragraph (d) of this section. Similarly,
you may modify in-use products as
described in your amended application
for certification and consider those
products to be in a certified
configuration if we approve a new or
modified configuration at any time
under paragraph (d) of this section.
Modifying a new or in-use product to be
in a certified configuration does not
violate the tampering prohibition of 40
CFR 1068.101(b)(1), as long as this does
not involve changing to a certified
configuration with a higher family
emission limit.
(h) Component manufacturers may
not change an emission family’s FEL
under any circumstances. Changing the
FEL would require submission of a new
application for certification.
■ 297. Amend § 1060.230 by revising
paragraph (d)(2) to read as follows:
§ 1060.230
families?
How do I select emission
*
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*
(d) * * *
(2) Type of material (such as type of
charcoal used in a carbon canister). This
paragraph (d)(2) does not apply for
materials that are unrelated to emission
control performance.
*
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*
■ 298. Amend § 1060.235 by:
■ a. Revising the section heading.
■ b. Redesignating paragraphs (a) and
(b) as paragraphs (b) and (a),
respectively.
■ c. Revising paragraphs (d) and (e)(1).
The revisions read as follows:
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§ 1060.235 What testing requirements
apply for certification?
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(d) We may perform confirmatory
testing by measuring emissions from
any of your products from the emission
family, as follows:
(1) You must supply your products to
us if we choose to perform confirmatory
testing. We may require you to deliver
your test articles to a facility we
designate for our testing.
(2) If we measure emissions on one of
your products, the results of that testing
become the official emission results for
the emission family. Unless we later
invalidate these data, we may decide
not to consider your data in determining
if your emission family meets applicable
requirements in this part.
(e) * * *
(1) The emission family from the
previous production period differs from
the current emission family only with
respect to production period, items
identified in § 1060.225(a), or other
characteristics unrelated to emissions.
We may waive the criterion in this
paragraph (e)(1) for differences we
determine not to be relevant.
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*
■ 299. Amend § 1060.240 by revising
paragraph (e)(2)(i) to read as follows:
§ 1060.240 How do I demonstrate that my
emission family complies with evaporative
emission standards?
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*
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*
(e) * * *
(2) * * *
(i) You may use the measurement
procedures specified by the California
Air Resources Board in Attachment 1 to
TP–902 to show that canister working
capacity is least 3.6 grams of vapor
storage capacity per gallon of nominal
fuel tank capacity (or 1.4 grams of vapor
storage capacity per gallon of nominal
fuel tank capacity for fuel tanks used in
nontrailerable boats).
*
*
*
*
*
■ 300. Amend § 1060.250 by revising
paragraphs (a)(3)(ii) and (b) to read as
follows:
§ 1060.250
What records must I keep?
(a) * * *
(3) * * *
(ii) All your emission tests (valid and
invalid), including the date and purpose
of each test and documentation of test
parameters described in subpart F of
this part.
*
*
*
*
*
(b) Keep required data from emission
tests and all other information specified
in this section for eight years after we
issue your certificate. If you use the
same emission data or other information
for a later model year, the eight-year
period restarts with each year that you
continue to rely on the information.
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*
■ 301. Revise § 1060.255 to read as
follows:
§ 1060.255 What decisions may EPA make
regarding a certificate of conformity?
(a) If we determine an application is
complete and shows that the emission
family meets all the requirements of this
part and the Clean Air Act, we will
issue a certificate of conformity for the
emission family for that production
period. We may make the approval
subject to additional conditions.
(b) We may deny an application for
certification if we determine that an
emission family fails to comply with
emission standards or other
requirements of this part or the Clean
Air Act. We will base our decision on
all available information. If we deny an
application, we will explain why in
writing.
(c) In addition, we may deny your
application or suspend or revoke a
certificate of conformity if you do any
of the following:
(1) Refuse to comply with any testing
or reporting requirements in this part.
(2) Submit false or incomplete
information. This includes doing
anything after submitting an application
that causes submitted information to be
false or incomplete.
(3) Cause any test data to become
inaccurate.
(4) Deny us from completing
authorized activities (see 40 CFR
1068.20). This includes a failure to
provide reasonable assistance.
(5) Produce equipment or components
for importation into the United States at
a location where local law prohibits us
from carrying out authorized activities.
(6) Fail to supply requested
information or amend an application to
include all equipment or components
being produced.
(7) Take any action that otherwise
circumvents the intent of the Clean Air
Act or this part.
(d) We may void a certificate of
conformity if you fail to keep records,
send reports, or give us information as
required under this part or the Clean Air
Act. Note that these are also violations
of 40 CFR 1068.101(a)(2).
(e) We may void a certificate of
conformity if we find that you
intentionally submitted false or
incomplete information. This includes
doing anything after submitting an
application that causes submitted
information to be false or incomplete.
(f) If we deny an application or
suspend, revoke, or void a certificate of
conformity, you may ask for a hearing
(see § 1060.820).
302. Amend § 1060.501 by revising
paragraph (c) to read as follows:
■
§ 1060.501
General testing provisions.
*
*
*
*
*
(c) The specification for gasoline to be
used for testing is given in 40 CFR
1065.710(b) or (c). Use the grade of
gasoline specified for general testing.
For testing specified in this part that
requires blending gasoline and ethanol,
blend this grade of neat gasoline with
fuel-grade ethanol meeting the
specifications of ASTM D4806
(incorporated by reference in
§ 1060.810). You do not need to measure
the ethanol concentration of such
blended fuels and may instead calculate
the blended composition by assuming
that the ethanol is pure and mixes
perfectly with the base fuel. For
example, if you mix 10.0 liters of fuelgrade ethanol with 90.0 liters of
gasoline, you may assume the resulting
mixture is 10.0 percent ethanol. You
may use more pure or less pure ethanol
if you can demonstrate that it will not
affect your ability to demonstrate
compliance with the applicable
emission standards in subpart B of this
part. Note that unless we specify
otherwise, any references to gasolineethanol mixtures containing a specified
ethanol concentration means mixtures
meeting the provisions of this paragraph
(c). The following table summarizes test
fuel requirements for the procedures
specified in this subpart:
lotter on DSK11XQN23PROD with RULES2
TABLE 1 TO § 1060.501—SUMMARY OF TEST FUEL REQUIREMENTS
Procedure
Low-Emission Fuel Lines .............................................................
Nonroad Fuel Lines ......................................................................
Cold-Weather Fuel Lines ..............................................................
Fuel tank and fuel cap permeation ..............................................
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Test Fuel a
Reference
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§ 1060.510
§ 1060.515
§ 1060.515
§ 1060.520
Fmt 4701
CE10.
CE10 b.
Splash-blended E10.
Splash-blended E10; manufacturers may instead use CE10.
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34531
TABLE 1 TO § 1060.501—SUMMARY OF TEST FUEL REQUIREMENTS—Continued
Procedure
Test Fuel a
Reference
Diurnal ..........................................................................................
§ 1060.525
E0.
a
Pre-mixed gasoline blends are specified in 40 CFR 1065.710(b). Splash-blended gasoline blends are a mix of neat gasoline specified in 40
CFR 1065.710(c) and fuel-grade ethanol.
b Different fuel specifications apply for fuel lines tested under 40 CFR part 1051 for recreational vehicles, as described in 40 CFR 1051.501.
*
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*
303. Amend § 1060.505 by revising
paragraph (c)(3) to read as follows:
■
§ 1060.505
Other procedures.
*
*
*
*
*
(c) * * *
(3) You may request to use alternate
procedures that are equivalent to the
specified procedures, or procedures that
are more accurate or more precise than
the specified procedures. We may
perform tests with your equipment
using either the approved alternate
procedures or the specified procedures.
See 40 CFR 1065.12 for a description of
the information that is generally
required for such alternate procedures.
*
*
*
*
*
■ 304. Amend § 1060.515 by revising
paragraph (a)(2) to read as follows:
§ 1060.515 How do I test EPA Nonroad
Fuel Lines and EPA Cold-Weather Fuel
Lines for permeation emissions?
*
*
*
*
*
(a) * * *
(2) For EPA Cold-Weather Fuel Lines,
use gasoline blended with ethanol as
described in § 1060.501(c).
*
*
*
*
*
■ 305. Amend § 1060.520 by revising
paragraphs (a), (b)(1) and (4), (d)(3) and
(6), (d)(8)(ii), (d)(9), and (e) to read as
follows:
§ 1060.520 How do I test fuel tanks for
permeation emissions?
lotter on DSK11XQN23PROD with RULES2
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*
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*
(a) Preconditioning durability testing.
Take the following steps before an
emission test, in any order, if your
emission control technology involves
surface treatment or other postprocessing treatments such as an epoxy
coating:
(1) Pressure cycling. Perform a
pressure test by sealing the fuel tank
and cycling it between +13.8 and ¥3.4
kPa (+2.0 and ¥0.5 psig) for 10,000
cycles at a rate of 60 seconds per cycle.
The purpose of this test is to represent
environmental wall stresses caused by
pressure changes and other factors (such
as vibration or thermal expansion). If
your fuel tank cannot be tested using the
pressure cycles specified by this
paragraph (a)(1), you may ask to use
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special test procedures under
§ 1060.505.
(2) UV exposure. Perform a sunlightexposure test by exposing the fuel tank
to an ultraviolet light of at least 24 W/
m2 (0.40 W-hr/m2/min) on the fuel tank
surface for at least 450 hours.
Alternatively, the fuel tank may be
exposed to direct natural sunlight for an
equivalent period of time as long as you
ensure that the fuel tank is exposed to
at least 450 daylight hours.
(3) Slosh testing. Perform a slosh test
by filling the fuel tank to 40–50 percent
of its capacity with the fuel specified in
paragraph (e) of this section and rocking
it at a rate of 15 cycles per minute until
you reach one million total cycles. Use
an angle deviation of +15° to ¥15° from
level. Take steps to ensure that the fuel
remains at 40–50 percent of its capacity
throughout the test run.
(4) Cap testing. Perform durability
cycles on fuel caps intended for use
with handheld equipment by putting
the fuel cap on and taking it off 300
times. Tighten the fuel cap each time in
a way that represents the typical in-use
experience.
(b) * * *
(1) Fill the fuel tank to its nominal
capacity with the fuel specified in
paragraph (e) of this section, seal it, and
allow it to soak at 28±5 °C for at least
20 weeks. Alternatively, the fuel tank
may be soaked for at least 10 weeks at
43 5 °C. You may count the time of the
preconditioning steps in paragraph (a)
of this section as part of the
preconditioning fuel soak as long as the
ambient temperature remains within the
specified temperature range and the fuel
tank continues to be at least 40 percent
full throughout the test; you may add or
replace fuel as needed to conduct the
specified durability procedures. Void
the test if you determine that the fuel
tank has any kind of leak.
*
*
*
*
*
(4) Allow the fuel tank and its
contents to equilibrate to the
temperatures specified in paragraph
(d)(7) of this section. Seal the fuel tank
as described in paragraph (b)(5) of this
section once the fuel temperatures are
stabilized at the test temperature. You
must seal the fuel tank no more than
eight hours after refueling. Until the fuel
tank is sealed, take steps to minimize
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the vapor losses from the fuel tank, such
as keeping the fuel cap loose on the fuel
inlet or routing vapors through a vent
hose.
*
*
*
*
*
(d) * * *
(3) Carefully place the test tank within
a temperature-controlled room or
enclosure. Do not spill or add any fuel.
*
*
*
*
*
(6) Leave the test tank in the room or
enclosure for the duration of the test
run, except that you may remove the
tank for up to 30 minutes at a time to
meet weighing requirements.
*
*
*
*
*
(8) * * *
(ii) If after ten days of testing your r2
value is below 0.95 and your measured
value is more than 50 percent of the
applicable standard in subpart B of this
part, continue testing for a total of 20
days or until r2 is at or above 0.95. If r2
is not at or above 0.95 within 20 days
of testing, discontinue the test and
precondition the test tank further until
it has stabilized emission levels, then
repeat the testing.
(9) Record the difference in mass
between the reference tank and the test
tank for each measurement. This value
is Mi, where ‘‘i’’ is a counter
representing the number of days
elapsed. Subtract Mi from Mo and divide
the difference by the internal surface
area of the fuel tank. Divide this g/m2
value by the number of test days (using
at least two decimal places) to calculate
the emission rate in g/m2/day. Example:
If a fuel tank with an internal surface
area of 0.720 m2 weighed 1.31 grams
less than the reference tank at the
beginning of the test and weighed 9.86
grams less than the reference tank after
soaking for 10.03 days, the emission rate
would be ((¥1.31 g) ¥ (¥9.86 g))/0.720
m2 /10.03 days = 1.1839 g/m2/day.
*
*
*
*
*
(e) Fuel specifications. Use a low-level
ethanol-gasoline blend as specified in
§ 1060.501(c). As an alternative, you
may use Fuel CE10, as described in
§ 1060.515(a)(1).
*
*
*
*
*
306. Amend § 1060.525 by revising
paragraph (a)(2) to read as follows:
■
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§ 1060.525 How do I test fuel systems for
diurnal emissions?
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*
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*
(a) * * *
(2) Fill the fuel tank to 40 percent of
nominal capacity with the gasoline
specified in 40 CFR 1065.710(c) for
general testing.
*
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*
*
*
■ 307. Amend § 1060.601 by revising
paragraphs (a) and (b)(2) to read as
follows:
lotter on DSK11XQN23PROD with RULES2
§ 1060.601 How do the prohibitions of 40
CFR 1068.101 apply with respect to the
requirements of this part?
(a) As described in § 1060.1, fuel
tanks and fuel lines that are used with
or intended to be used with new
nonroad engines or equipment are
subject to evaporative emission
standards under this part. This includes
portable marine fuel tanks and fuel lines
and other fuel-system components
associated with portable marine fuel
tanks. Note that § 1060.1 specifies an
implementation schedule based on the
date of manufacture of nonroad
equipment, so new fuel tanks and fuel
lines are not subject to standards under
this part if they will be installed for use
in equipment built before the specified
dates for implementing the appropriate
standards, subject to the limitations in
paragraph (b) of this section. Except as
specified in paragraph (f) of this section,
fuel-system components that are subject
to permeation or diurnal emission
standards under this part must be
covered by a valid certificate of
conformity before being introduced into
U.S. commerce to avoid violating the
prohibition of 40 CFR 1068.101(a). To
the extent we allow it under the exhaust
standard-setting part, fuel-system
components may be certified with a
family emission limit higher than the
specified emission standard.
(b) * * *
(2) Applicability of standards after
January 1, 2020. Starting January 1,
2020, it is presumed that replacement
components will be used with nonroad
engines regulated under this part if they
can reasonably be used with such
engines. Manufacturers, distributors,
retailers, and importers are therefore
obligated to take reasonable steps to
ensure that any uncertified components
are not used to replace certified
components. This would require
labeling the components and may also
require restricting the sales and
requiring the ultimate purchaser to
agree to not use the components
inappropriately. This paragraph (b)(2)
does not apply for components that are
clearly not intended for use with fuels.
*
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*
*
*
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308. Add § 1060.610 to read as
follows:
■
§ 1060.610 Temporary exemptions for
manufacturing and assembling equipment
and fuel-system components.
(a) If you are a certificate holder, you
may ship components or equipment
requiring further assembly between two
of your facilities, subject to the
provisions of this paragraph (a). Unless
we approve otherwise, you must
maintain ownership and control of the
products until they reach their
destination. We may allow for shipment
where you do not maintain actual
ownership and control of the engines
(such as hiring a shipping company to
transport the products) but only if you
demonstrate that the products will be
transported only according to your
specifications. Notify us of your intent
to use the exemption in this paragraph
(a) in your application for certification,
if applicable. Your exemption is
effective when we grant your certificate.
You may alternatively request an
exemption in a separate submission; for
example, this would be necessary if you
will not be the certificate holder for the
products in question. We may require
you to take specific steps to ensure that
such products are in a certified
configuration before reaching the
ultimate purchaser. Note that since this
is a temporary exemption, it does not
allow you to sell or otherwise distribute
equipment in an uncertified
configuration to ultimate purchasers.
Note also that the exempted equipment
remains new and subject to emission
standards until its title is transferred to
the ultimate purchaser or it otherwise
ceases to be new.
(b) If you certify equipment, you may
ask us at the time of certification for an
exemption to allow you to ship your
equipment without a complete fuel
system. We will generally approve an
exemption under this paragraph (b) only
if you can demonstrate that the
exemption is necessary and that you
will take steps to ensure that equipment
assembly will be properly completed
before reaching the ultimate purchaser.
We may specify conditions that we
determine are needed to ensure that
shipping the equipment without such
components will not result in the
equipment operating with uncertified
components or otherwise in an
uncertified configuration. For example,
we may require that you ship the
equipment to manufacturers that are
contractually obligated to install certain
components. See 40 CFR 1068.261.
§ 1060.640
■
[Removed]
309. Remove § 1060.640.
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310. Amend § 1060.801 by revising
the definitions for ‘‘Configuration’’,
‘‘Designated Compliance Officer’’, ‘‘Fuel
type’’, ‘‘Model year’’, ‘‘Placed into
service’’, ‘‘Portable nonroad fuel tank’’,
and ‘‘Small SI’’ to read as follows:
■
§ 1060.801
part?
What definitions apply to this
*
*
*
*
*
Configuration means a unique
combination of hardware (material,
geometry, and size) and calibration
within an emission family. Units within
a single configuration differ only with
respect to normal production variability
or factors unrelated to emissions.
*
*
*
*
*
Designated Compliance Officer means
the Director, Gasoline Engine
Compliance Center, U.S. Environmental
Protection Agency, 2000 Traverwood
Drive, Ann Arbor, MI 48105;
complianceinfo@epa.gov.
*
*
*
*
*
Fuel type means a general category of
fuels such as gasoline or natural gas.
There can be multiple grades within a
single fuel type, such as premium
gasoline, regular gasoline, or low-level
ethanol-gasoline blends.
*
*
*
*
*
Model year means one of the
following things:
(1) For equipment defined as ‘‘new
nonroad equipment’’ under paragraph
(1) of the definition of ‘‘new nonroad
equipment’’ model year means one of
the following:
(i) Calendar year of production.
(ii) Your annual new model
production period if it is different than
the calendar year. This must include
January 1 of the calendar year for which
the model year is named. It may not
begin before January 2 of the previous
calendar year and it must end by
December 31 of the named calendar
year.
(2) For other equipment defined as
‘‘new nonroad equipment’’ under
paragraph (2) of the definition of ‘‘new
nonroad equipment’’ model year has the
meaning given in the exhaust standardsetting part.
(3) For other equipment defined as
‘‘new nonroad equipment’’ under
paragraph (3) or (4) of the definition of
‘‘new nonroad equipment’’ model year
means the model year of the engine as
defined in the exhaust standard-setting
part.
*
*
*
*
*
Placed into service means put into
initial use for its intended purpose.
Equipment does not qualify as being
‘‘placed into service’’ based on
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incidental use by a manufacturer or
dealer.
*
*
*
*
*
Portable nonroad fuel tank means a
fuel tank that meets each of the
following criteria:
(1) It has design features indicative of
use in portable applications, such as a
carrying handle and fuel line fitting that
can be readily attached to and detached
from a nonroad engine.
(2) It has a nominal fuel capacity of
12 gallons or less.
(3) It is designed to supply fuel to an
engine while the engine is operating.
(4) It is not used or intended to be
used to supply fuel to a marine engine.
Note that portable tanks excluded from
this definition of ‘‘portable nonroad fuel
tank’’ under this paragraph (4) because
of their use with marine engines are
portable marine fuel tanks.
*
*
*
*
*
Small SI means relating to engines
that are subject to emission standards in
40 CFR part 1054.
*
*
*
*
*
■ 311. Amend § 1060.810 by:
■ a. Removing and reserving paragraph
(d); and
■ b. Revising paragraph (e) introductory
text.
The revision reads as follows:
§ 1060.810 What materials does this part
reference?
*
*
*
*
*
(e) American Boat and Yacht Council
Material. The following documents are
available from the American Boat and
Yacht Council, 613 Third Street, Suite
10, Annapolis, MD 21403 or (410) 990–
4460 or https://abycinc.org/:
*
*
*
*
*
■ 312. Revise § 1060.815 to read as
follows:
§ 1060.815 What provisions apply to
confidential information?
The provisions of 40 CFR 1068.10
apply for information you consider
confidential.
■ 313. Revise § 1060.825 to read as
follows:
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§ 1060.825 What reporting and
recordkeeping requirements apply under
this part?
(a) This part includes various
requirements to submit and record data
or other information. Unless we specify
otherwise, store required records in any
format and on any media and keep them
readily available for eight years after
you send an associated application for
certification, or eight years after you
generate the data if they do not support
an application for certification. We may
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01:55 Jun 29, 2021
Jkt 253001
request these records at any time. You
must promptly give us organized,
written records in English if we ask for
them. This paragraph (a) applies
whether or not you rely on someone else
to keep records on your behalf. We may
require you to submit written records in
an electronic format.
(b) The regulations in § 1060.255 and
40 CFR 1068.25 and 1068.101 describe
your obligation to report truthful and
complete information. This includes
information not related to certification.
Failing to properly report information
and keep the records we specify violates
40 CFR 1068.101(a)(2), which may
involve civil or criminal penalties.
(c) Send all reports and requests for
approval to the Designated Compliance
Officer (see § 1060.801).
(d) Any written information we
require you to send to or receive from
another company is deemed to be a
required record under this section. Such
records are also deemed to be
submissions to EPA. We may require
you to send us these records.
(e) Under the Paperwork Reduction
Act (44 U.S.C. 3501 et seq.), the Office
of Management and Budget approves
the reporting and recordkeeping
specified in the applicable regulations
in this chapter. The following items
illustrate the kind of reporting and
recordkeeping we require for products
regulated under this part:
(1) We specify the following
requirements related to component and
equipment certification in this part:
(i) In § 1060.20 we give an overview
of principles for reporting information.
(ii) In subpart C of this part we
identify a wide range of information
required to certify engines.
(iii) In § 1060.301 we require
manufacturers to make components,
engines, or equipment available for our
testing if we make such a request, and
to keep records related to evaluation of
production samples for verifying that
the products are as specified in the
certificate of conformity.
(iv) In § 1060.505 we specify
information needs for establishing
various changes to published test
procedures.
(2) We specify the following
requirements related to the general
compliance provisions in 40 CFR part
1068:
(i) In 40 CFR 1068.5 we establish a
process for evaluating good engineering
judgment related to testing and
certification.
(ii) In 40 CFR 1068.25 we describe
general provisions related to sending
and keeping information.
(iii) In 40 CFR 1068.27 we require
manufacturers to make equipment
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34533
available for our testing or inspection if
we make such a request.
(iv) In 40 CFR 1068.105 we require
equipment manufacturers to keep
certain records related to duplicate
labels from engine manufacturers.
(v) [Reserved]
(vi) In 40 CFR part 1068, subpart C,
we identify several reporting and
recordkeeping items for making
demonstrations and getting approval
related to various exemptions.
(vii) In 40 CFR part 1068, subpart D,
we identify several reporting and
recordkeeping items for making
demonstrations and getting approval
related to importing equipment.
(viii) In 40 CFR 1068.450 and
1068.455 we specify certain records
related to testing production-line
products in a selective enforcement
audit.
(ix) In 40 CFR 1068.501 we specify
certain records related to investigating
and reporting emission-related defects.
(x) In 40 CFR 1068.525 and 1068.530
we specify certain records related to
recalling nonconforming equipment.
(xi) In 40 CFR part 1068, subpart G,
we specify certain records for requesting
a hearing.
PART 1065—ENGINE-TESTING
PROCEDURES
314. The authority citation for part
1065 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
315. Amend § 1065.1 by revising
paragraph (g) to read as follows:
■
§ 1065.1
Applicability.
*
*
*
*
*
(g) For additional information
regarding the test procedures in this
part, visit our website at www.epa.gov,
and in particular https://www.epa.gov/
vehicle-and-fuel-emissions-testing/
engine-testing-regulations.
*
*
*
*
*
■ 316. Amend § 1065.2 by revising
paragraph (c) to read as follows:
§ 1065.2 Submitting information to EPA
under this part.
*
*
*
*
*
(c) We may void any certificates or
approvals associated with a submission
of information if we find that you
intentionally submitted false,
incomplete, or misleading information.
For example, if we find that you
intentionally submitted incomplete
information to mislead EPA when
requesting approval to use alternate test
procedures, we may void the certificates
for all engine families certified based on
emission data collected using the
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alternate procedures. This paragraph (c)
would also apply if you ignore data
from incomplete tests or from repeat
tests with higher emission results.
*
*
*
*
*
317. Amend § 1065.130 by revising
paragraph (e) to read as follows:
■
§ 1065.130
Engine exhaust.
*
*
*
*
*
(e) Leaks. Minimize leaks sufficiently
to ensure your ability to demonstrate
compliance with the applicable
standards in this chapter. We
recommend performing carbon balance
error verification as described in
§ 1065.543 to verify exhaust system
integrity.
*
*
*
*
*
318. Amend § 1065.140 by revising
paragraphs (c)(6)(i) and (e)(2) to read as
follows:
■
§ 1065.140 Dilution for gaseous and PM
constituents.
*
*
*
*
(c) * * *
(6) * * *
(i) Preventing aqueous condensation.
To prevent condensation, you must
keep the temperature of internal
surfaces, excluding any sample probes,
above the dewpoint of the dilute
exhaust passing through the CVS
tunnel. Use good engineering judgment
to monitor temperatures in the CVS. For
the purposes of this paragraph (c)(6),
assume that aqueous condensation is
pure water condensate only, even
though the definition of ‘‘aqueous
condensation’’ in § 1065.1001 includes
condensation of any constituents that
contain water. No specific verification
check is required under this paragraph
(c)(6)(i), but we may ask you to show
how you comply with this requirement.
You may use engineering analysis, CVS
tunnel design, alarm systems,
measurements of wall temperatures, and
calculation of water dewpoint to
demonstrate compliance with this
requirement. For optional CVS heat
exchangers, you may use the lowest
water temperature at the inlet(s) and
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*
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outlet(s) to determine the minimum
internal surface temperature.
*
*
*
*
*
(e) * * *
(2) For any PM dilution system (i.e.,
CVS or PFD), add dilution air to the raw
exhaust such that the minimum overall
ratio of diluted exhaust to raw exhaust
is within the range of (5:1 to 7:1) and is
at least 2:1 for any primary dilution
stage. Base this minimum value on the
maximum engine exhaust flow rate
during a given duty cycle for discretemode testing and on the maximum
engine exhaust flow rate during a given
test interval for other testing. Either
measure the maximum exhaust flow
during a practice run of the test interval
or estimate it based on good engineering
judgment (for example, you might rely
on manufacturer-published literature).
*
*
*
*
*
■ 319. Amend § 1065.145 by revising
paragraph (e)(3)(i) to read as follows:
§ 1065.145 Gaseous and PM probes,
transfer lines, and sampling system
components.
*
*
*
*
*
(e) * * *
(3) * * *
(i) If you use a NOX sample pump
upstream of either an NO2-to-NO
converter that meets § 1065.378 or a
chiller that meets § 1065.376, design the
sampling system to prevent aqueous
condensation.
*
*
*
*
*
■ 320. Amend § 1065.170 by revising
the introductory text and paragraph
(a)(1) to read as follows:
§ 1065.170 Batch sampling for gaseous
and PM constituents.
Batch sampling involves collecting
and storing emissions for later analysis.
Examples of batch sampling include
collecting and storing gaseous emissions
in a bag or collecting and storing PM on
a filter. You may use batch sampling to
store emissions that have been diluted
at least once in some way, such as with
CVS, PFD, or BMD. You may use batch
sampling to store undiluted emissions.
You may stop emission sampling
anytime the engine is turned off,
consistent with good engineering
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judgment. This is intended to allow for
higher concentrations of dilute exhaust
gases and more accurate measurements.
Account for exhaust transport delay in
the sampling system and integrate over
the actual sampling duration when
determining ndexh. Use good engineering
judgment to add dilution air to fill bags
up to minimum read volumes, as
needed.
(a) * * *
(1) Verify proportional sampling after
an emission test as described in
§ 1065.545. You must exclude from the
proportional sampling verification any
portion of the test where you are not
sampling emissions because the engine
is turned off and the batch samplers are
not sampling, accounting for exhaust
transport delay in the sampling system.
Use good engineering judgment to select
storage media that will not significantly
change measured emission levels (either
up or down). For example, do not use
sample bags for storing emissions if the
bags are permeable with respect to
emissions or if they off gas emissions to
the extent that it affects your ability to
demonstrate compliance with the
applicable gaseous emission standards
in this chapter. As another example, do
not use PM filters that irreversibly
absorb or adsorb gases to the extent that
it affects your ability to demonstrate
compliance with the applicable PM
emission standard in this chapter.
*
*
*
*
*
■ 321. Revise § 1065.205 to read as
follows:
§ 1065.205 Performance specifications for
measurement instruments.
Your test system as a whole must
meet all the calibrations, verifications,
and test-validation criteria specified
elsewhere in this part for laboratory
testing or field testing, as applicable. We
recommend that your instruments meet
the specifications in this section for all
ranges you use for testing. We also
recommend that you keep any
documentation you receive from
instrument manufacturers showing that
your instruments meet the
specifications in the following table:
BILLING CODE 6560–50–P
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§ 1065 .205-RECOMMENDED PERFORMANCE SPECIFICATIONS FOR MEASUREMENT INSTRUMENTS
Jkt 253001
PO 00000
Measured
quantity symbol
Complete System
Rise time (110-90) and
Fall time (190-10)•
Recording
update frequency
Engine speed transducer
[n
1s
1 Hz means
Engine torque transducer
T
1s
1 Hz means
Electrical work (active-power meter)
w
1s
1 Hz means
p
5s
1 Hz
Patmos
50 s
Patmos
T
Measurement Instrument
Frm 00229
Fmt 4701
General pressure transducer (not a part of
another instrument)
Atmospheric pressure meter for PMstabilization and balance environments
General purpose atmospheric pressure meter
Temperature sensor for PM-stabilization and
balance environments
Other temperature sensor (not a part of
another instrument)
Dewpoint sensor for intake air, PMstabilization and balance environments
Other dewooint sensor
Accuracyb
Repeatabilityb
Noiseh
2 %of pt. or
0.5 %of max.
2 %of pt. or
1 % of max.
2 %of pt. or
0.5 %of max.
2 %of pt. or
1 % of max.
1 %ofpt. or
0.25 % of max.
1 %ofpt. or
0.5 %ofmax
1 %ofpt. or
0.25 % of max.
1 %ofpt. or
0.5 %of max.
5 times per hour
50Pa
25 Pa
5 Pa
50 s
5 times per hour
250Pa
100Pa
50Pa
50 s
0.1 Hz
0.25K
0.1 K
0.1 K
0.2 % ofpt. Kor
0.1 %ofmax.K
0.1 %ofmax.
0.05 %of max
0.05 % of max.
0.05 %of max
0.1 %ofmax
Sfmt 4700
E:\FR\FM\29JNR2.SGM
29JNR2
T
10 s
0.5Hz
0.4 % ofpt. Kor
0.2 % of max. K
Tdew
50 s
0.1 Hz
0.25K
0.1 K
0.02K
Tdew
50 s
0.1 Hz
5s
1 Hz
5s
1 Hz
0.5K
1 %ofpt. or
0.75 % of max.
2.5 % ofpt. or
2 % of max.
0.1 K
"'
"'
Fuel mass scaled
m
5s
1 Hz
DEF mass scaled
m
5s
1 Hz
1s
s)
1 Hz means
(I Hz)
1 Hz means of 5 Hz
samples
1K
2 %of pt. or
1.5 %of max.
5 %of pt. or
4%ofmax.
0.36 % · mmax +
0.25 % · pt.
0.36 % · mmax +
0.25 % · pt.
2 %of pt. or
1.5 %of max.
2.5 %of pt. or
1.5 %of max.
2 %of pt. or
2 %of meas.
2 %of pt. or
2 %of meas.
See §1065.790
2 %of pt. or
2 %of meas.
Fuel mass flow rate meter"
DEF mass flow rate meter"
Total diluted exhaust meter (CVS}°
(With heat exchanger before meter)
Dilution air, inlet air, exhaust, and sample
flow meters0
,i
(5
,i
1s
Continuous gas analyzer
X
5s
Batch gas analyzer
X
-
-
Gravimetric PM balance
mPM
-
-
Inertial PM balance
mPM
5s
1 Hz
1 Hz
0.5 %of max.
1.25 % of max.
1.13 % · mmax
4.4 % · mmax
l.13%·mmax
4.4 % · mmax
1 %ofpt. or
0.75 % of max.
1.25 % of pt. or
0.75 % of max.
1 %ofpt. or
1 %ofmeas.
I %ofpt. or
1 %ofmeas.
0.5 µg
1 %ofpt. or
1 %ofmeas.
1 %ofmax.
1 %ofmax.
1 %ofmax.
1 %ofmax.
-
0.2%ofmax.
ER29JN21.171</GPH>
34535
•The performance specifications identified in the table apply separately for rise time and fall time.
bAccuracy, repeatability, and noise are all determined with the same collected data, as described in § 1065.305, and based on absolute values. "pt." refers to the overall flow-weighted mean
value expected at the standard; "max." refers to the peak value expected at the standard over any test interval, not the maxiroum of the instrument's range; "meas" refers to the actual flowweighted mean measured over any test interval.
0 The procedure for accuracy, repeatability, and noise measurement described in §1065.305 may be modified for flow meters to allow noise to be measured at the lowest calibrated value
instead of zero flow rate.
dBase performance specifications for mass scales on differential mass over the test interval as described in §1065.307(e)(9).
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
01:55 Jun 29, 2021
BILLING CODE 6560–50–C
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TABLE 1 OF
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322. Amend § 1065.220 by revising
paragraph (a) introductory text to read
as follows:
■
§ 1065.220
Fuel flow meter.
(a) Application. You may use fuel
flow meters in combination with a
chemical balance of fuel, DEF, intake
air, and raw exhaust to calculate raw
exhaust flow as described in
§ 1065.655(f). You may also use fuel
flow meters to determine the mass flow
rate of carbon-carrying fuel streams for
performing carbon balance error
verification in § 1065.543 and to
calculate the mass of those fuel streams
as described in § 1065.643. The
following provisions apply for using
fuel flow meters:
*
*
*
*
*
■ 323. Amend § 1065.225 by revising
paragraph (a) introductory text to read
as follows:
§ 1065.225
Intake-air flow meter.
(a) Application. You may use intakeair flow meters in combination with a
chemical balance of fuel, DEF, intake
air, and raw exhaust to calculate raw
exhaust flow as described in
§ 1065.655(f) and (g). You may also use
intake-air flow meters to determine the
amount of intake air input for
performing carbon balance error
verification in § 1065.543 and to
calculate the measured amount of intake
air, nint, as described in § 1065.643. The
following provisions apply for using
intake air flow meters:
*
*
*
*
*
■ 324. Revise § 1065.247 to read as
follows:
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§ 1065.247
Diesel exhaust fluid flow rate.
(a) Application. Determine diesel
exhaust fluid (DEF) flow rate over a test
interval for batch or continuous
emission sampling using one of the
three methods described in this section.
(b) ECM. Use the ECM signal directly
to determine DEF flow rate. You may
combine this with a gravimetric scale if
that improves measurement quality.
Prior to testing, you may characterize
the ECM signal using a laboratory
measurement and adjust the ECM
signal, consistent with good engineering
judgment.
(c) Flow meter. Measure DEF flow rate
with a flow meter. We recommend that
the flow meter that meets the
specifications in Table 1 of § 1065.205.
Note that your overall system for
measuring DEF flow must meet the
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linearity verification in § 1065.307.
Measure using the following procedure:
(1) Condition the flow of DEF as
needed to prevent wakes, eddies,
circulating flows, or flow pulsations
from affecting the accuracy or
repeatability of the meter. You may
accomplish this by using a sufficient
length of straight tubing (such as a
length equal to at least 10 pipe
diameters) or by using specially
designed tubing bends, straightening
fins, or pneumatic pulsation dampeners
to establish a steady and predictable
velocity profile upstream of the meter.
Condition the flow as needed to prevent
any gas bubbles in the fluid from
affecting the flow meter.
(2) Account for any fluid that
bypasses the DEF dosing unit or returns
from the dosing unit to the fluid storage
tank.
(d) Gravimetric scale. Use a
gravimetric scale to determine the mass
of DEF the engine uses over a discretemode test interval and divide by the
time of the test interval.
■ 325. Amend § 1065.260 by revising
paragraph (e) to read as follows:
§ 1065.260
Flame-ionization detector.
*
*
*
*
*
(e) NMHC and NMOG. For
demonstrating compliance with NMHC
standards, you may either measure THC
and determine NMHC mass as described
in § 1065.660(b)(1), or you may measure
THC and CH4 and determine NMHC as
described in § 1065.660(b)(2) or (3). You
may also use the additive method in
§ 1065.660(b)(4) for natural gas-fueled
engines as described in § 1065.266. See
40 CFR 1066.635 for methods to
demonstrate compliance with NMOG
standards for vehicle testing.
*
*
*
*
*
■ 326. Amend § 1065.266 by revising
paragraphs (a) and (b) to read as follows:
§ 1065.266
analyzer.
Fourier transform infrared
(a) Application. For engines that run
only on natural gas, you may use a
Fourier transform infrared (FTIR)
analyzer to measure nonmethane
hydrocarbon (NMHC) and nonmethanenonethane hydrocarbon (NMNEHC) for
continuous sampling. You may use an
FTIR analyzer with any gaseous-fueled
engine, including dual-fuel and flexiblefuel engines, to measure CH4 and C2H6,
for either batch or continuous sampling
(for subtraction from THC).
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Fmt 4701
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(b) Component requirements. We
recommend that you use an FTIR
analyzer that meets the specifications in
Table 1 of § 1065.205. Note that your
FTIR-based system must meet the
linearity verification in § 1065.307. Use
appropriate analytical procedures for
interpretation of infrared spectra. For
example, EPA Test Method 320 (see
https://www.epa.gov/emc/method-320vapor-phase-organic-and-inorganicemissions-extractive-ftir) and ASTM
D6348 (incorporated by reference in
§ 1065.1010) are considered valid
methods for spectral interpretation. You
must use heated FTIR analyzers that
maintain all surfaces that are exposed to
emissions at a temperature of (110 to
202) °C.
*
*
*
*
*
■ 327. Amend § 1065.275 by revising
paragraph (b)(2) to read as follows:
§ 1065.275
N2O measurement devices.
*
*
*
*
*
(b) * * *
(2) Fourier transform infrared (FTIR)
analyzer. Use appropriate analytical
procedures for interpretation of infrared
spectra. For example, EPA Test Method
320 (see § 1065.266(b)) and ASTM
D6348 (incorporated by reference in
§ 1065.1010) are considered valid
methods for spectral interpretation.
*
*
*
*
*
■ 328. Amend § 1065.280 by revising
paragraph (a) to read as follows:
§ 1065.280 Paramagnetic and
magnetopneumatic O2 detection analyzers.
(a) Application. You may use a
paramagnetic detection (PMD) or
magnetopneumatic detection (MPD)
analyzer to measure O2 concentration in
raw or diluted exhaust for batch or
continuous sampling. You may use good
engineering judgment to develop
calculations that use O2 measurements
with a chemical balance of fuel, DEF,
intake air, and exhaust to calculate
exhaust flow rate.
*
*
*
*
*
■ 329. Revise § 1065.303 to read as
follows:
§ 1065.303 Summary of required
calibration and verifications.
The following table summarizes the
required and recommended calibrations
and verifications described in this
subpart and indicates when these have
to be performed:
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34537
TABLE 1 OF § 1065.303—SUMMARY OF REQUIRED CALIBRATION AND VERIFICATIONS
Type of calibration or verification
Minimum frequency a
§ 1065.305: Accuracy, repeatability and noise ..................
Accuracy: Not required, but recommended for initial installation. Repeatability: Not required, but recommended for initial installation.
Noise: Not required, but recommended for initial installation.
§ 1065.307: Linearity verification.
§ 1065.308: Continuous gas analyzer system response
and updating-recording verification—for gas analyzers
not continuously compensated for other gas species.
§ 1065.309: Continuous gas analyzer system-response
and updating-recording verification—for gas analyzers
continuously compensated for other gas species.
§ 1065.310: Torque ............................................................
§ 1065.315: Pressure, temperature, dewpoint ...................
§ 1065.320: Fuel flow .........................................................
§ 1065.325: Intake flow ......................................................
§ 1065.330: Exhaust flow ...................................................
§ 1065.340: Diluted exhaust flow (CVS) ............................
§ 1065.341: CVS and PFD flow verification (propane
check).
§ 1065.342 Sample dryer verification .................................
§ 1065.345: Vacuum leak ...................................................
lotter on DSK11XQN23PROD with RULES2
§ 1065.350: CO2 NDIR H2O interference ..........................
§ 1065.355: CO NDIR CO2 and H2O interference ............
§ 1065.360: FID calibration THC FID optimization, and
THC FID verification.
§ 1065.362: Raw exhaust FID O2 interference ..................
§ 1065.365: Nonmethane cutter penetration ......................
§ 1065.366: Interference verification for FTIR analyzers ...
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Speed: Upon initial installation, within 370 days before testing and after major maintenance.
Torque: Upon initial installation, within 370 days before testing and after major maintenance.
Electrical power, current, and voltage: Upon initial installation, within 370 days before
testing and after major maintenance.b
Fuel mass flow rate: Upon initial installation, within 370 days before testing, and after
major maintenance.
Fuel mass scale: Upon initial installation, within 370 days before testing, and after
major maintenance.
DEF mass flow rate: Upon initial installation, within 370 days before testing, and after
major maintenance.c
DEF mass scale: Upon initial installation, within 370 days before testing, and after
major maintenance.
Intake-air, dilution air, diluted exhaust, and batch sampler flow rates: Upon initial installation, within 370 days before testing and after major maintenance.d
Raw exhaust flow rate: Upon initial installation, within 185 days before testing and
after major maintenance.d
Gas dividers: Upon initial installation, within 370 days before testing, and after major
maintenance.
Gas analyzers (unless otherwise noted): Upon initial installation, within 35 days before testing and after major maintenance.
FTIR and photoacoustic analyzers: Upon initial installation, within 370 days before
testing and after major maintenance.
GC-ECD: Upon initial installation and after major maintenance.
PM balance: Upon initial installation, within 370 days before testing and after major
maintenance.
Pressure, temperature, and dewpoint: Upon initial installation, within 370 days before
testing and after major maintenance.
Upon initial installation or after system modification that would affect response.
Upon initial installation or after system modification that would affect response.
Upon
Upon
Upon
Upon
Upon
Upon
Upon
initial
initial
initial
initial
initial
initial
initial
installation and after major maintenance.
installation and after major maintenance.
installation and after major maintenance.
installation and after major maintenance.
installation and after major maintenance.
installation and after major maintenance.
installation, within 35 days before testing, and after major maintenance.e
For thermal chillers: Upon installation and after major maintenance. For osmotic
membranes; upon installation, within 35 days of testing, and after major maintenance.
For laboratory testing: Upon initial installation of the sampling system, within 8 hours
before the start of the first test interval of each duty-cycle sequence, and after
maintenance such as pre-filter changes.
For field testing: After each installation of the sampling system on the vehicle, prior
to the start of the field test, and after maintenance such as pre-filter changes.
Upon initial installation and after major maintenance.
Upon initial installation and after major maintenance.
Calibrate all FID analyzers: upon initial installation and after major maintenance.
Optimize and determine CH4 response for THC FID analyzers: upon initial installation
and after major maintenance.
Verify CH4 response for THC FID analyzers: upon initial installation, within 185 days
before testing, and after major maintenance.
Verify C2H6 response for THC FID analyzers if used for NMNEHC determination:
upon initial installation, within 185 days before testing, and after major maintenance.
For all FID analyzers: upon initial installation, and after major maintenance.
For THC FID analyzers: upon initial installation, after major maintenance, and after
FID optimization according to § 1065.360.
Upon initial installation, within 185 days before testing, and after major maintenance.
Upon initial installation and after major maintenance.
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF § 1065.303—SUMMARY OF REQUIRED CALIBRATION AND VERIFICATIONS—Continued
Minimum frequency a
Type of calibration or verification
§ 1065.369: H2O, CO, and CO2 interference verification
for ethanol photoacoustic analyzers.
§ 1065.370: CLD CO2 and H2O quench ............................
§ 1065.372: NDUV HC and H2O interference ...................
§ 1065.375: N2O analyzer interference ..............................
§ 1065.376: Chiller NO2 penetration ..................................
§ 1065.378: NO2-to-NO converter conversion ...................
§ 1065.390: PM balance and weighing ..............................
§ 1065.395: Inertial PM balance and weighing ..................
Upon initial installation and after major maintenance.
Upon initial installation and after major maintenance.
Upon initial installation and after major maintenance.
Upon initial installation and after major maintenance.
Upon initial installation and after major maintenance.
Upon initial installation, within 35 days before testing, and after major maintenance.
Independent verification: Upon initial installation, within 370 days before testing, and
after major maintenance.
Zero, span, and reference sample verifications: Within 12 hours of weighing, and
after major maintenance.
Independent verification: Upon initial installation, within 370 days before testing, and
after major maintenance.
Other verifications: Upon initial installation and after major maintenance.
a Perform calibrations and verifications more frequently than we specify, according to measurement system manufacturer instructions and good
engineering judgment.
b Perform linearity verification either for electrical power or for current and voltage.
c Linearity verification is not required if DEF flow rate comes directly from the ECM signal as described in § 1065.247(b).
d Linearity verification is not required if the flow signal’s accuracy is verified by carbon balance error verification as described in
§ 1065.307(e)(5) or a propane check as described in § 1065.341.
e CVS and PFD flow verification (propane check) is not required for measurement systems verified by linearity verification as described in
§ 1065.307 or carbon balance error verification as described in § 1065.341(h).
330. Amend § 1065.307 by:
a. Revising paragraphs (c)(13), (d)(4),
(d)(6)(i), (d)(7) and (9), and (e)(3) and
(5).
■ b. Adding paragraphs (e)(7)(i)(F) and
(G).
■ c. Designating table 1 to the section as
paragraph (f) and revising newly
designated paragraph (f).
■ d. Adding paragraph (g).
The revisions and additions read as
follows:
■
■
§ 1065.307
Linearity verification.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(c) * * *
¯ i, and
(13) Use the arithmetic means, Y
reference values, yrefi, to calculate leastsquares linear regression parameters and
statistical values to compare to the
minimum performance criteria specified
in Table 1 of this section. Use the
calculations for a floating intercept
described in § 1065.602. Using good
engineering judgment, you may weight
the results of individual data pairs (i.e.,
(yrefi, y¯i)), in the linear regression
calculations.
(d) * * *
(4) Fuel and DEF mass flow rate. Use
a gravimetric reference measurement
(such as a scale, balance, or mass
comparator) and a container. Use a
stopwatch or timer to measure the time
intervals over which reference masses of
fluid pass through the mass flow rate
meter. Use good engineering judgment
to correct the reference mass flowing
through the mass flow rate meter for
buoyancy effects from any tubes,
temperature probes, or objects
submerged in the fluid in the container
that are not attached to the container. If
the container has any tubes or wires
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connected to the container, recalibrate
the gravimetric reference measurement
device with them connected and at
normal operating pressure using
calibration weights that meet the
requirements in § 1065.790. The
corrected reference mass that flowed
through the mass flow rate meter during
a time interval divided by the duration
of the time interval is the average
reference mass flow rate. For meters that
report a different quantity (such as
actual volume, standard volume, or
moles), convert the reported quantity to
mass. For meters that report a
cumulative quantity calculate the
average measured mass flow rate as the
difference in the reported cumulative
mass during the time interval divided
by the duration of the time interval. For
measuring flow rate of gaseous fuel
prevent condensation on the fuel
container and any attached tubes,
fittings, or regulators.
*
*
*
*
*
(6) * * *
(i) At the outlet of the gas-division
system, connect a gas analyzer that
meets the linearity verification
described in this section and has not
been linearized with the gas divider
being verified. For example, verify the
linearity of an analyzer using a series of
reference analytical gases directly from
compressed gas cylinders that meet the
specifications of § 1065.750. We
recommend using a FID analyzer or a
PMD or MPD O2 analyzer because of
their inherent linearity. Operate this
analyzer consistent with how you
would operate it during an emission
test. Connect a span gas containing only
a single constituent of interest with
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balance of purified air or purified N2 to
the gas-divider inlet. Use the gasdivision system to divide the span gas
with purified air or nitrogen. Select gas
divisions that you typically use. Use a
selected gas division as the measured
value. Use the analyzer response
divided by the span gas concentration as
the reference gas-division value.
Because the instrument response is not
absolutely constant, sample and record
values of xrefi for 30 seconds and use the
arithmetic mean of the values, x¯ref, as
the reference value. Refer to § 1065.602
for an example of calculating arithmetic
mean.
*
*
*
*
*
(7) Continuous constituent
concentration. For reference values, use
a series of gas cylinders of known gas
concentration containing only a single
constituent of interest with balance of
purified air or purified N2 or use a gasdivision system that is known to be
linear with a span gas. Gas cylinders,
gas-division systems, and span gases
that you use for reference values must
meet the specifications of § 1065.750.
*
*
*
*
*
(9) Mass. For linearity verification for
gravimetric PM balances, fuel mass
scales, and DEF mass scales, use
external calibration weights that meet
the requirements in § 1065.790. Perform
the linearity verification for fuel mass
scales and DEF mass scales with the inuse container, installing all objects that
interface with the container. For
example, this includes all tubes,
temperature probes, and objects
submerged in the fluid in the container;
it also includes tubes, fittings,
regulators, and wires, and any other
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is the manufacturer’s specified peak
torque of the lowest torque engine
expected during testing.
(iii) For linearity verification of a fuel
mass scale, mmax is determined based on
the range of engines and test interval
durations expected during testing. It is
the minimum, over all engines expected
during testing, of the fuel consumption
expected over the minimum test interval
duration at the engine’s maximum fuel
rate. If the minimum test interval
duration used during testing does not
change with engine power or if the
minimum test interval duration used
during testing increases with engine
power, mmax is given by Eq. 1065.307–
1. Calculate mmax using the following
equation:
m max,fuel scale == rh max,fuel • t min
Eq. 1065.307-1
Where:
˙ max,fuel = the manufacturer’s specified
m
maximum fuel rate on the lowest-power
engine expected during testing.
tmin = the minimum test interval duration
expected during testing. If the minimum
test interval duration decreases with
engine power, evaluate Eq. 1065.307–1
for the range of engines expected during
testing and use the minimum calculated
value of mmax,fuel scale.
(iv) For linearity verification of a DEF
mass scale, mmax is 10% of the value
determined for a fuel mass scale in
paragraph (e)(3)(iii) of this section. You
may determine mmax for a DEF mass
scale by evaluating mmax for a fuel mass
scale based only on the DEF-using
engines expected during testing.
(v) For linearity verification of a fuel
flow rate meter, mmax is the
manufacturer’s specified maximum fuel
rate of the lowest-power engine
expected during testing.
(vi) For linearity verification of a DEF
flow rate meter, mmax is 10% of the
manufacturer’s specified maximum fuel
rate of the lowest-power DEF-using
engine expected during testing.
(vii) For linearity verification of an
intake-air flow rate meter, n˙max is the
manufacturer’s specified maximum
intake-air flow rate (converted to molar
flow rate) of the lowest-power engine
expected during testing.
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(viii) For linearity verification of a
raw exhaust flow rate meter, n˙max is the
manufacturer’s specified maximum
exhaust flow rate (converted to molar
flow rate) of the lowest-power engine
expected during testing.
(ix) For linearity verification of an
electrical-power measurement system
used to determine the engine’s primary
output shaft torque, Pmax is the
manufacturer’s specified maximum
power of the lowest-power engine
expected during testing.
(x) For linearity verification of an
electrical-current measurement system
used to determine the engine’s primary
output shaft torque, Imax is the
maximum current expected on the
lowest-power engine expected during
testing.
(xi) For linearity verification of an
electrical-voltage measurement system
used to determine the engine’s primary
output shaft torque, Vmax is the
minimum peak voltage expected on the
range of engines expected during
testing.
*
*
*
*
*
(5) Table 2 of this section describes
optional verification procedures you
may perform instead of linearity
verification for certain systems. The
following provisions apply for the
alternative verification procedures:
(i) Perform the propane check
verification described in § 1065.341 at
the frequency specified in Table 1 of
§ 1065.303.
(ii) Perform the carbon balance error
verification described in § 1065.543 on
all test sequences that use the
corresponding system. It must also meet
the restrictions listed in Table 2 of this
section. You may evaluate the carbon
balance error verification multiple ways
with different inputs to validate
multiple flow-measurement systems.
*
*
*
*
*
(7) * * *
(i) * * *
(F) Transmission oil.
(G) Axle gear oil.
*
*
*
*
*
(f) Performance criteria for
measurement systems. Table 1 follows:
BILLING CODE 6560–50–P
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lotter on DSK11XQN23PROD with RULES2
objects attached to the container. We
recommend that you develop and apply
appropriate buoyancy corrections for
the configuration of your mass scale
during normal testing, consistent with
good engineering judgment. Account for
the scale weighing a calibration weight
instead of fluid if you calculate
buoyancy corrections. You may also
correct for the effect of natural
convection currents from temperature
differences between the container and
ambient air. Prepare for linearity
verification by taking the following
steps for vented and unvented
containers:
(i) If the container is vented to
ambient, fill the container and tubes
with fluid above the minimum level
used to trigger a fill operation; drain the
fluid down to the minimum level; tare
the scale; and perform the linearity
verification.
(ii) If the container is rigid and not
vented, drain the fluid down to the
minimum level; fill all tubes attached to
the container to normal operating
pressure; tare the scale; and perform the
linearity verification.
(e) * * *
(3) The expression ‘‘max’’ generally
refers to the absolute value of the
reference value used during linearity
verification that is furthest from zero.
This is the value used to scale the first
and third tolerances in Table 1 of this
section using a0 and SEE. For example,
if the reference values chosen to
validate a pressure transducer vary from
¥10 to ¥1 kPa, then pmax is +10 kPa.
If the reference values used to validate
a temperature device vary from 290 to
390 K, then Tmax is 390 K. For gas
dividers where ‘‘max’’ is expressed as,
xmax/xspan; xmax is the maximum gas
concentration used during the
verification, xspan is the undivided,
undiluted, span gas concentration, and
the resulting ratio is the maximum
divider point reference value used
during the verification (typically 1). The
following are special cases where ‘‘max’’
refers to a different value:
(i) For linearity verification of a PM
balance, mmax is the typical mass of a
PM filter.
(ii) For linearity verification of a
torque measurement system used with
the engine’s primary output shaft, Tmax
34539
34540
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF§ 1065.307-MEASUREMENT SYSTEMS THAT REQUIRE LINEARITY VERIFICATION
Linearit criteria
Measurement
Quantity
system
I Xmin(a1-l)+ao I
SEE
r2
a1
2
Speed
0.98-1.02
%
·
'
.
5
fnmax
~
0.990
:S
0.05
%
·
/nmax
/n
:51%·¼<
:52%· ¼x
T
0.98-1.02
Torque
~ 0.990
p
:Sl¾·pm,x
:5 2 % · Pm,x
Electrical power
0.98-1.02
~ 0.990
Current
I
:Sl%·
/max
0.98-1.02
:S 2 %·
Voltage
u
'.5 1 % ·
U max
0.98-1.02
Fuel flow rate
Fuel mass scale
DEF flow rate
DEF mass scale
Intake-air
flow rate•
Dilution air
flow rate•
Diluted exhaust
flow rate•
Raw exhaust
flow rate•
Batch sampler
flow rates•
Gas dividers
Gas analyzers for
laboratory testing
Gas analyzers for
field testing
PM balance
rh
m
:Sl%• nimax
< 0.3 % · mmax
:Sl%· nimax
< 0.3 % · mmax
0.98-1.02
0.996-1.004
0.98-1.02
0.996-1.004
'.5 2 % · U max
:S 2 %• nimax
< 0.4 % · mmax
:S 2 %· nimax
< 0.4 % · mmax
n
:Sl¾·'k.<
0.98-1.02
:52%· 'kK
~
0.990
n
:Sl¾·'k.<
0.98-1.02
:52%· 'kK
~
0.990
n
:Sl¾·'k.<
0.98-1.02
:52%· 'kK
~
0.990
n
:Sl¾·'k.<
0.98-1.02
:52%· 'kK
~
0.990
n
:Sl¾·'k.<
0.98-1.02
:52%· 'kK
~
0.990
xlXspan
:S 0.5 % · Xmax/Xspan
0.98-1.02
~
0.990
X
:s 0.5 % · -'nm
0.99-1.01
:51%·-'nm
~
0.998
X
:51%·-'nm
0.99-1.01
:51%·-'nm
~
0.998
mmax
~
0.998
Pmax
~
0.998
~
0.998
~
0.998
~
0.998
m
rh
:Sl%·
<1
%·
-
m
Pressures
Dewpoint for intake
air, PM-stabilization
and balance
environments
Other dewpoint
measurements
Analog-to-digital
conversion of
temperature signals
p
mmax
0.99-1.01
Pmax
0.99-1.01
:S 0.5 % ·
Tdew
'.5 l % ·
0.99-1.01
Tdewmax
:51%·¼<
T
:S 0.5 % ·
Tdewmax
'.5 l % ·
0.99-1.01
•For flow meters that determine volumetric flow rate, V:tc1 , you may substitute
substitute
Xmax/Xspan
:Sl%·
<1
%·
-
0.99-1.01
Tdewmax
Tdew
:S 2 % ·
/max
Tdewmax
:51%·¼<
V,td for
Ii
~
0.990
~
0.990
~
0.990
> 0.999
~ 0.990
> 0.999
as the quantity and
V,,dmax for nmax .
BILLING CODE 6560–50–C
(g) Alternative verification
procedures. Table 2 follows:
Measurement system
§ 1065.341
§ 1065.543
Restrictions for § 1065.543
Intake-air flow rate .......................................
Yes .................
Yes .................
Dilution air flow rate for CVS ......................
Diluted exhaust flow rate for CVS ...............
Yes .................
Yes .................
No ..................
Yes .................
Raw exhaust flow rate for exhaust stack ....
Yes .................
Yes .................
Determine raw exhaust flow rate using the intake-air flow rate
signal as an input into Eq. 1065.655–24 and determine mass
of CO2 over each test interval input into Eq. 1065.643–6
using samples taken from the raw exhaust (continuous or
bag, and with or without a PFD).
Not allowed.
Determine mass of CO2 over each test interval input into Eq.
1065.643–6 using samples taken from the CVS (continuous
or bag, and with or without a PFD).
Determine mass of CO2 over each test interval input into Eq.
1065.643–6 using samples taken from the raw exhaust (continuous or bag, and with or without a PFD).
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TABLE 2 OF § 1065.307—OPTIONAL VERIFICATION TO LINEARITY VERIFICATION
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34541
TABLE 2 OF § 1065.307—OPTIONAL VERIFICATION TO LINEARITY VERIFICATION—Continued
Measurement system
§ 1065.341
§ 1065.543
Restrictions for § 1065.543
Flow measurements in a PFD (usually dilution air and diluted exhaust streams)
used to determine the dilution ratio in the
PFD.
Batch sampler flow rates .............................
Fuel mass flow rate .....................................
Yes .................
Yes .................
Determine mass of CO2 over each test interval input into Eq.
1065.643–6 using samples taken from the PFD (continuous
or bag).
Yes .................
No ..................
No ..................
Yes .................
Fuel mass scale ..........................................
No ..................
Yes .................
Not allowed.
Determine mass of a carbon-carrying fluid stream used as an
input into Eq. 1065.643–1 using the fuel mass flow rate
meter.
Determine mass of a carbon-carrying fluid stream used as an
input into Eq. 1065.643–1 using the fuel mass scale.
331. Amend § 1065.309 by revising
paragraph (d)(2) to read as follows:
■
§ 1065.309 Continuous gas analyzer
system-response and updating-recording
verification—for gas analyzers continuously
compensated for other gas species.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(d) * * *
(2) Equipment setup. We recommend
using minimal lengths of gas transfer
lines between all connections and fastacting three-way valves (2 inlets, 1
outlet) to control the flow of zero and
blended span gases to the sample
system’s probe inlet or a tee near the
outlet of the probe. If you inject the gas
at a tee near the outlet of the probe, you
may correct the transformation time, t50,
for an estimate of the transport time
from the probe inlet to the tee. Normally
the gas flow rate is higher than the
sample flow rate and the excess is
overflowed out the inlet of the probe. If
the gas flow rate is lower than the
sample flow rate, the gas concentrations
must be adjusted to account for the
dilution from ambient air drawn into
the probe. We recommend you use the
final, stabilized analyzer reading as the
final gas concentration. Select span
gases for the species being continuously
combined, other than H2O. Select
concentrations of compensating species
that will yield concentrations of these
species at the analyzer inlet that covers
the range of concentrations expected
during testing. You may use binary or
multi-gas span gases. You may use a gas
blending or mixing device to blend span
gases. A gas blending or mixing device
is recommended when blending span
gases diluted in N2 with span gases
diluted in air. You may use a multi-gas
span gas, such as NO-CO-CO2-C3H8-CH4,
to verify multiple analyzers at the same
time. In designing your experimental
setup, avoid pressure pulsations due to
stopping the flow through the gas
blending device. The change in gas
concentration must be at least 20% of
the analyzer’s range. If H2O correction is
applicable, then span gases must be
humidified before entering the analyzer;
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however, you may not humidify NO2
span gas by passing it through a sealed
humidification vessel that contains H2O.
You must humidify NO2 span gas with
another moist gas stream. We
recommend humidifying your NO-COCO2-C3H8-CH4, balance N2, blended gas
by bubbling the gas mixture that meets
the specifications in § 1065.750 through
distilled H2O in a sealed vessel and then
mixing the gas with dry NO2 gas,
balance purified air, or by using a
device that introduces distilled H2O as
vapor into a controlled span gas flow. If
the sample does not pass through a
dryer during emission testing, humidify
your span gas to an H2O level at or
above the maximum expected during
emission testing. If the sample passes
through a dryer during emission testing,
it must pass the sample dryer
verification check in § 1065.342, and
you must humidify your span gas to an
H2O level at or above the level
determined in § 1065.145(e)(2) for that
dryer. If you are humidifying span gases
without NO2, use good engineering
judgment to ensure that the wall
temperatures in the transfer lines,
fittings, and valves from the
humidifying system to the probe are
above the dewpoint required for the
target H2O content. If you are
humidifying span gases with NO2, use
good engineering judgment to ensure
that there is no condensation in the
transfer lines, fittings, or valves from the
point where humidified gas is mixed
with NO2 span gas to the probe. We
recommend that you design your setup
so that the wall temperatures in the
transfer lines, fittings, and valves from
the humidifying system to the probe are
at least 5 °C above the local sample gas
dewpoint. Operate the measurement
and sample handling system as you do
for emission testing. Make no
modifications to the sample handling
system to reduce the risk of
condensation. Flow humidified gas
through the sampling system before this
check to allow stabilization of the
measurement system’s sampling
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handling system to occur, as it would
for an emission test.
*
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§ 1065.320
[Amended]
332. Amend § 1065.320 by removing
and reserving paragraph (b).
■ 333. Revise § 1065.341 to read as
follows:
■
§ 1065.341 CVS and PFD flow verification
(propane check).
This section describes two optional
methods, using propane as a tracer gas,
to verify CVS and PFD flow streams.
You may use good engineering
judgment and safe practices to use other
tracer gases, such as CO2 or CO. The
first method, described in paragraphs (a)
through (e) of this section, applies for
the CVS diluted exhaust flow
measurement system. The first method
may also apply for other single-flow
measurement systems as described in
Table 2 of § 1065.307. Paragraph (g) of
this section describes a second method
you may use to verify flow
measurements in a PFD for determining
the PFD dilution ratio.
(a) A propane check uses either a
reference mass or a reference flow rate
of C3H8 as a tracer gas in a CVS. Note
that if you use a reference flow rate,
account for any non-ideal gas behavior
of C3H8 in the reference flow meter.
Refer to §§ 1065.640 and 1065.642,
which describe how to calibrate and use
certain flow meters. Do not use any
ideal gas assumptions in §§ 1065.640
and 1065.642. The propane check
compares the calculated mass of
injected C3H8 using HC measurements
and CVS flow rate measurements with
the reference value.
(b) Prepare for the propane check as
follows:
(1) If you use a reference mass of C3H8
instead of a reference flow rate, obtain
a cylinder charged with C3H8.
Determine the reference cylinder’s mass
of C3H8 within ±0.5% of the amount of
C3H8 that you expect to use. You may
substitute a C3H8 analytical gas mixture
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(i.e., a prediluted tracer gas) for pure
C3H8. This would be most appropriate
for lower flow rates. The analytical gas
mixture must meet the specifications in
§ 1065.750(a)(3).
(2) Select appropriate flow rates for
the CVS and C3H8.
(3) Select a C3H8 injection port in the
CVS. Select the port location to be as
close as practical to the location where
you introduce engine exhaust into the
CVS, or at some point in the laboratory
exhaust tubing upstream of this
location. Connect the C3H8 cylinder to
the injection system.
(4) Operate and stabilize the CVS.
(5) Preheat or pre-cool any heat
exchangers in the sampling system.
(6) Allow heated and cooled
components such as sample lines,
filters, chillers, and pumps to stabilize
at operating temperature.
(7) You may purge the HC sampling
system during stabilization.
(8) If applicable, perform a vacuum
side leak verification of the HC
sampling system as described in
§ 1065.345.
(9) You may also conduct any other
calibrations or verifications on
equipment or analyzers.
(c) If you performed the vacuum-side
leak verification of the HC sampling
system as described in paragraph (b)(8)
of this section, you may use the HC
contamination procedure in
§ 1065.520(f) to verify HC
contamination. Otherwise, zero, span,
and verify contamination of the HC
sampling system, as follows:
(1) Select the lowest HC analyzer
range that can measure the C3H8
concentration expected for the CVS and
C3H8 flow rates.
(2) Zero the HC analyzer using zero
air introduced at the analyzer port.
(3) Span the HC analyzer using C3H8
span gas introduced at the analyzer port.
(4) Overflow zero air at the HC probe
inlet or into a tee near the outlet of the
probe.
(5) Measure the stable HC
concentration of the HC sampling
system as overflow zero air flows. For
batch HC measurement, fill the batch
container (such as a bag) and measure
the HC overflow concentration.
(6) If the overflow HC concentration
exceeds 2 mmol/mol, do not proceed
until contamination is eliminated.
Determine the source of the
contamination and take corrective
action, such as cleaning the system or
replacing contaminated portions.
(7) When the overflow HC
concentration does not exceed 2 mmol/
mol, record this value as xTHCinit and use
it to correct for HC contamination as
described in § 1065.660.
(d) Perform the propane check as
follows:
(1) For batch HC sampling, connect
clean storage media, such as evacuated
bags.
(2) Operate HC measurement
instruments according to the instrument
manufacturer’s instructions.
(3) If you will correct for dilution air
background concentrations of HC,
measure and record background HC in
the dilution air.
(4) Zero any integrating devices.
(5) Begin sampling, and start any flow
integrators.
(6) Release the contents of the C3H8
reference cylinder at the rate you
selected. If you use a reference flow rate
of C3H8, start integrating this flow rate.
(7) Continue to release the cylinder’s
contents until at least enough C3H8 has
been released to ensure accurate
quantification of the reference C3H8 and
the measured C3H8.
(8) Shut off the C3H8 reference
cylinder and continue sampling until
you have accounted for time delays due
to sample transport and analyzer
response.
(9) Stop sampling and stop any
integrators.
(e) Perform post-test procedure as
follows:
(1) If you used batch sampling,
analyze batch samples as soon as
practical.
(2) After analyzing HC, correct for
contamination and background.
(3) Calculate total C3H8 mass based on
your CVS and HC data as described in
§ 1065.650 (40 CFR 1066.605 for vehicle
testing) and § 1065.660, using the molar
mass of C3H8, MC3H8, instead the
effective molar mass of HC, MHC.
(4) If you use a reference mass,
determine the cylinder’s propane mass
within ±0.5% and determine the C3H8
reference mass by subtracting the empty
cylinder propane mass from the full
cylinder propane mass.
(5) Subtract the reference C3H8 mass
from the calculated mass. If this
difference is within ±2% of the
reference mass, the CVS passes this
verification. If not, take corrective action
as described in paragraph (f) of this
section.
(f) A failed propane check might
indicate one or more problems requiring
corrective action, as follows:
TABLE 1 OF § 1065.341—TROUBLESHOOTING GUIDE FOR PROPANE CHECKS
Problem
Recommended corrective action
Incorrect analyzer calibration ..............................
Leaks ..................................................................
Recalibrate, repair, or replace the FID analyzer.
Inspect CVS tunnel, connections, fasteners, and HC sampling system. Repair or replace components.
Perform the verification as described in this section while traversing a sampling probe across
the tunnel’s diameter, vertically and horizontally. If the analyzer response indicates any deviation exceeding ±2% of the mean measured concentration, consider operating the CVS at a
higher flow rate or installing a mixing plate or orifice to improve mixing.
Perform the hydrocarbon-contamination verification as described in § 1065.520.
Poor mixing .........................................................
Hydrocarbon contamination in the sample system.
Change in CVS calibration .................................
Flow meter entrance effects ...............................
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Other problems with the CVS or sampling
verification hardware or software.
(g) You may verify flow
measurements in a PFD (usually
dilution air and diluted exhaust
streams) for determining the dilution
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Perform a calibration of the CVS flow meter as described in § 1065.340.
Inspect the CVS tunnel to determine whether the entrance effects from the piping configuration
upstream of the flow meter adversely affect the flow measurement.
Inspect the CVS system and related verification hardware, and software for discrepancies.
ratio in the PFD using the following
method:
(1) Configure the HC sampling system
to extract a sample from the PFD’s
diluted exhaust stream (such as near a
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PM filter). If the absolute pressure at
this location is too low to extract an HC
sample, you may sample HC from the
PFD’s pump exhaust. Use caution when
sampling from pump exhaust because
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an otherwise acceptable pump leak
downstream of a PFD diluted exhaust
flow meter will cause a false failure of
the propane check.
(2) Perform the propane check
described in paragraphs (b), (c), and (d)
of this section, but sample HC from the
PFD’s diluted exhaust stream. Inject the
propane in the same exhaust stream that
the PFD is sampling from (either CVS or
raw exhaust stack).
(3) Calculate C3H8 mass, taking into
account the dilution from the PFD.
(4) Subtract the reference C3H8 mass
from the calculated mass. If this
difference is within ±2% of the
reference mass, all PFD flow
measurements for determining PFD
dilution ratio pass this verification. If
not, take corrective action as described
in paragraph (f) of this section. For PFDs
sampling only for PM, the allowed
difference is ±5%.
(h) Table 2 of § 1065.307 describes
optional verification procedures you
may perform instead of linearity
verification for certain flowmeasurement systems. Performing
carbon balance error verification also
replaces any required propane checks.
■ 334. Amend § 1065.342 by revising
paragraph (d)(2) to read as follows:
§ 1065.342
Sample dryer verification.
*
*
*
*
*
(d) * * *
(2) Humidify room air, purified N2, or
purified air by bubbling it through
distilled H2O in a sealed vessel or use
a device that injects distilled H2O as
vapor into a controlled gas flow to
humidify the gas to the highest sample
H2O content that you estimate during
emission sampling.
*
*
*
*
*
■ 335. Amend § 1065.350 by revising
paragraph (d)(2) to read as follows:
§ 1065.350 H2O interference verification
for CO2O NDIR analyzers.
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(d) * * *
(2) Create a humidified test gas by
bubbling zero gas that meets the
specifications in § 1065.750 through
distilled H2O in a sealed vessel or use
a device that introduces distilled H2O as
vapor into a controlled gas flow. If the
sample does not pass through a dryer
during emission testing, humidify your
test gas to an H2O level at or above the
maximum expected during emission
testing. If the sample passes through a
dryer during emission testing, you must
humidify your test gas to an H2O level
at or above the level determined in
§ 1065.145(e)(2) for that dryer.
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336. Amend § 1065.355 by revising
paragraph (d)(2) to read as follows:
■
§ 1065.355 H2O and CO2O interference
verification for CO NDIR analyzers.
*
*
*
*
*
(d) * * *
(2) Create a humidified CO2O test gas
by bubbling a CO2O span gas that meets
the specifications in § 1065.750 through
distilled H2O in a sealed vessel or use
a device that introduces distilled H2O as
vapor into a controlled gas flow. If the
sample does not pass through a dryer
during emission testing, humidify your
test gas to an H2O level at or above the
maximum expected during emission
testing. If the sample passes through a
dryer during emission testing, you must
humidify your test gas to an H2O at or
above the level determined in
§ 1065.145(e)(2) for that dryer. Use a
CO2O span gas concentration at least as
high as the maximum expected during
testing.
*
*
*
*
*
■ 337. Amend § 1065.360 by adding
paragraphs (a)(4) and (d)(12) to read as
follows:
§ 1065.360 FID optimization and
verification.
(a) * * *
(4) For any gaseous-fueled engine,
including dual-fuel and flexible-fuel
engines, you may determine the
methane (CH4) and ethane (C2H6)
response factors as a function of the
molar water concentration in the raw or
diluted exhaust. If you choose the
option in this paragraph (a)(4), generate
and verify the humidity level (or
fraction) as described in
§ 1065.365(d)(11).
*
*
*
*
*
(d) * * *
(12) Determine the response factor as
a function of molar water concentration
and use this response factor to account
for the CH4 response for NMHC
determination described in
§ 1065.660(b)(2)(iii). Humidify the CH4
span gas as described in
§ 1065.365(d)(11) and repeat the steps in
paragraphs (d)(7) through (9) of this
section until measurements are
complete for each setpoint in the
selected range. Divide each mean
measured CH4 concentration by the
recorded span concentration of the CH4
calibration gas, adjusted for water
content, to determine the FID analyzer’s
CH4 response factor, RFCH4[THC–FID]. Use
the CH4 response factors at the different
setpoints to create a functional
relationship between response factor
and molar water concentration,
downstream of the last sample dryer if
any sample dryers are present. Use this
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34543
functional relationship to determine the
response factor during an emission test.
*
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*
*
*
■ 338. Amend § 1065.365 by revising
paragraphs (a), (d), and (f)(9) and (14) to
read as follows:
§ 1065.365
fractions.
Nonmethane cutter penetration
(a) Scope and frequency. If you use a
FID analyzer and a nonmethane cutter
(NMC) to measure methane (CH4),
determine the nonmethane cutter’s
penetration fractions of methane, PFCH4,
and ethane, PFC2H6. As detailed in this
section, these penetration fractions may
be determined as a combination of NMC
penetration fractions and FID analyzer
response factors, depending on your
particular NMC and FID analyzer
configuration. Perform this verification
after installing the nonmethane cutter.
Repeat this verification within 185 days
of testing to verify that the catalytic
activity of the cutter has not
deteriorated. Note that because
nonmethane cutters can deteriorate
rapidly and without warning if they are
operated outside of certain ranges of gas
concentrations and outside of certain
temperature ranges, good engineering
judgment may dictate that you
determine a nonmethane cutter’s
penetration fractions more frequently.
*
*
*
*
*
(d) Procedure for a FID calibrated
with the NMC. The method described in
this paragraph (d) is recommended over
the procedures specified in paragraphs
(e) and (f) of this section and required
for any gaseous-fueled engine, including
dual-fuel and flexible-fuel engines. If
your FID arrangement is such that a FID
is always calibrated to measure CH4
with the NMC, then span that FID with
the NMC using a CH4 span gas, set the
product of that FID’s CH4 response
factor and CH4 penetration fraction,
RFPFCH4[NMC–FID], equal to 1.0 for all
emission calculations, and determine its
combined C2H6 response factor and
C2H6 penetration fraction,
RFPFC2H6[NMC–FID], as follows. For any
gaseous-fueled engine, including dualfuel and flexible-fuel engines, you must
determine the CH4 penetration fraction,
PFCH4[NMC–FID], and C2H6 response factor
and C2H6 penetration fraction,
RFPFC2H6[NMC–FID], as a function of the
molar water concentration in the raw or
diluted exhaust as described in
paragraphs (d)(10) and (12) of this
section. Generate and verify the
humidity generation as described in
paragraph (d)(11) of this section. When
using the option in this paragraph (d),
note that the FID’s CH4 penetration
fraction, PFCH4[NMC–FID], is set equal to
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1.0 only for 0% molar water
concentration. You are not required to
meet the recommended lower limit for
PFCH4 of greater than 0.85 for any of the
penetration fractions generated as a
function of molar water concentration.
(1) Select CH4 and C2H6 analytical gas
mixtures and ensure that both mixtures
meet the specifications of § 1065.750.
Select a CH4 concentration that you
would use for spanning the FID during
emission testing and select a C2H6
concentration that is typical of the peak
NMHC concentration expected at the
hydrocarbon standard or equal to the
THC analyzer’s span value. For CH4
analyzers with multiple ranges, perform
this procedure on the highest range used
for emission testing.
(2) Start, operate, and optimize the
nonmethane cutter according to the
manufacturer’s instructions, including
any temperature optimization.
(3) Confirm that the FID analyzer
meets all the specifications of
§ 1065.360.
(4) Start and operate the FID analyzer
according to the manufacturer’s
instructions.
(5) Zero and span the FID with the
nonmethane cutter as you would during
emission testing. Span the FID through
the cutter by using CH4 span gas.
(6) Introduce the C2H6 analytical gas
mixture upstream of the nonmethane
cutter. Use good engineering judgment
to address the effect of hydrocarbon
contamination if your point of
introduction is vastly different from the
point of zero/span gas introduction.
(7) Allow time for the analyzer
response to stabilize. Stabilization time
may include time to purge the
nonmethane cutter and to account for
the analyzer’s response.
(8) While the analyzer measures a
stable concentration, record 30 seconds
of sampled data. Calculate the
arithmetic mean of these data points.
(9) Divide the mean C2H6
concentration by the reference
concentration of C2H6, converted to a C1
basis. The result is the C2H6 combined
response factor and penetration fraction,
RFPFC2H6[NMC–FID]. Use the CH4
response factors at the different
setpoints to create a functional
relatFID]. Use this combined C2H6
response factor and C2H6 penetration
fraction and the product of the CH4
response factor and CH4 penetration
fraction, RFPFCH4[NMC–FID]. Use the CH4
response factors at the different
setpoints to create a functional
relatFID], set to 1.0 in emission
calculations according to
§ 1065.660(b)(2)(i) or (d)(1)(i) or
§ 1065.665, as applicable.
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(10) Determine the combined C2H6
response factor and C2H6 penetration
fraction as a function of molar water
concentration and use it to account for
C2H6 response factor and C2H6
penetration fraction for NMHC
determination as described in
§ 1065.660(b)(2)(iii) and for CH4
determination in § 1065.660(d)(1)(iii).
Humidify the C2H6 analytical gas
mixture as described in paragraph
(d)(11) of this section. Repeat the steps
in paragraphs (d)(6) through (8) of this
section until measurements are
complete for each setpoint in the
selected range. Divide each mean
measured C2H6 concentration by the
reference concentration of C2H6,
converted to a C1-basis and adjusted for
water content to determine the FID
analyzer’s combined C2H6 response
factor and C2H6 penetration fraction,
RFPFC2H6[NMC–FID]. Use the CH4
response factors at the different
setpoints to create a functional
relatFID]. Use RFPFC2H6[NMC–FID]. Use
the CH4 response factors at the different
setpoints to create a functional relatFID]
at the different setpoints to create a
functional relationship between the
combined response factor and
penetration fraction and molar water
concentration, downstream of the last
sample dryer if any sample dryers are
present. Use this functional relationship
to determine the combined response
factor and penetration fraction during
the emission test.
(11) Create a humidified test gas by
bubbling the analytical gas mixture that
meets the specifications in § 1065.750
through distilled H2O in a sealed vessel
or use a device that introduces distilled
H2O as vapor into a controlled gas flow.
If the sample does not pass through a
dryer during emission testing, generate
at least five different H2O
concentrations that cover the range from
less than the minimum expected to
greater than the maximum expected
water concentration during testing. Use
good engineering judgment to determine
the target concentrations. For analyzers
where the sample passes through a
dryer during emission testing, humidify
your test gas to an H2O level at or above
the level determined in § 1065.145(e)(2)
for that dryer and determine a single
wet analyzer response to the
dehumidified sample. Heat all transfer
lines from the water generation system
to a temperature at least 5 °C higher
than the highest dewpoint generated.
Determine H2O concentration as an
average value over intervals of at least
30 seconds. Monitor the humidified
sample stream with a dewpoint
analyzer, relative humidity sensor,
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FTIR, NDIR, or other water analyzer
during each test or, if the humidity
generator achieves humidity levels with
controlled flow rates, validate the
instrument within 370 days before
testing and after major maintenance
using one of the following methods:
(i) Determine the linearity of each
flow metering device. Use one or more
reference flow meters to measure the
humidity generator’s flow rates and
verify the H2O level value based on the
humidity generator manufacturer’s
recommendations and good engineering
judgment. We recommend that you
utilize at least 10 flow rates for each
flow-metering device.
(ii) Perform validation testing based
on monitoring the humidified stream
with a dewpoint analyzer, relative
humidity sensor, FTIR, NDIR, or other
water analyzer as described in this
paragraph (d)(11). Compare the
measured humidity to the humidity
generator’s value. Verify overall
linearity performance for the generated
humidity as described in § 1065.307
using the criteria for other dewpoint
measurements or confirm all measured
values are within ±2% of the target mole
fraction. In the case of dry gas, the
measured value may not exceed 0.002
mole fraction.
(iii) Follow the performance
requirements in § 1065.307(b) if the
humidity generator does not meet
validation criteria.
(12) Determine the CH4 penetration
fraction as a function of molar water
concentration and use this penetration
fraction for NMHC determination in
§ 1065.660(b)(2)(iii) and for CH4
determination in § 1065.660(d)(1)(iii).
Repeat the steps in paragraphs (d)(6)
through (11) of this section, but with the
CH4 analytical gas mixture instead of
C2H6. Use this functional relationship to
determine the penetration fraction
during the emission test.
*
*
*
*
*
(f) * * *
(9) Divide the mean C2H6
concentration by the reference
concentration of C2H6, converted to a C1
basis. The result is the combined C2H6
response factor and C2H6 penetration
fraction, RFPFC2H6[NMC-FID]. Use this
combined C2H6 response factor and
C2H6 penetration fraction according to
§ 1065.660(b)(2)(iii) or (d)(1)(iii) or
§ 1065.665, as applicable.
*
*
*
*
*
(14) Divide the mean CH4
concentration measured through the
nonmethane cutter by the mean CH4
concentration measured after bypassing
the nonmethane cutter. The result is the
CH4 penetration fraction, PFCH4[NMC-FID].
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§ 1065.410 Maintenance limits for
stabilized test engines.
Use this CH4 penetration fraction
according to § 1065.660(b)(2)(iii) or
(d)(1)(iii) or § 1065.665, as applicable.
*
339. Amend § 1065.370 by revising
paragraph (e)(5) to read as follows:
■
§ 1065.370 CLD CO2 and H2O quench
verification.
*
*
*
*
*
(e) * * *
(5) Create a humidified NO span gas
by bubbling a NO gas that meets the
specifications in § 1065.750 through
distilled H2O in a sealed vessel or use
a device that introduces distilled H2O as
vapor into a controlled gas flow. If the
sample does not pass through a dryer
during emission testing, humidify your
test gas to an H2O level approximately
equal to the maximum mole fraction of
H2O expected during emission testing. If
the humidified NO span gas sample
does not pass through a sample dryer,
the quench verification calculations in
§ 1065.675 scale the measured H2O
quench to the highest mole fraction of
H2O expected during emission testing. If
the sample passes through a dryer
during emission testing, you must
humidify your test gas to an H2O level
at or above the level determined in
§ 1065.145(e)(2) for that dryer. For this
case, the quench verification
calculations in § 1065.675 do not scale
the measured H2O quench.
*
*
*
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*
340. Amend § 1065.375 by revising
paragraph (d)(2) to read as follows:
■
§ 1065.375 Interference verification for
N2O analyzers.
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*
*
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*
(d) * * *
(2) Create a humidified test gas by
bubbling a multi component span gas
that incorporates the target interference
species and meets the specifications in
§ 1065.750 through distilled H2O in a
sealed vessel or use a device that
introduces distilled H2O as vapor into a
controlled gas flow. If the sample does
not pass through a dryer during
emission testing, humidify your test gas
to an H2O level at or above the
maximum expected during emission
testing. If the sample passes through a
dryer during emission testing, you must
humidify your test gas to an H2O level
at or above the level determined in
§ 1065.145(e)(2) for that dryer. Use
interference span gas concentrations
that are at least as high as the maximum
expected during testing.
*
*
*
*
*
341. Amend § 1065.410 by revising
paragraphs (c) and (d) to read as follows:
■
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*
*
*
*
(c) If you inspect an engine, keep a
record of the inspection and update
your application for certification to
document any changes that result. You
may use any kind of equipment,
instrument, or tool that is available at
dealerships and other service outlets to
identify malfunctioning components or
perform maintenance.
(d) You may repair defective parts
from a test engine if they are unrelated
to emission control. You must ask us to
approve repairs that might affect the
engine’s emission controls. If we
determine that a part failure, system
malfunction, or associated repair makes
the engine’s emission controls
unrepresentative of production engines,
you may not use it as an emission-data
engine. Also, if your test engine has a
major mechanical failure that requires
you to take it apart, you may no longer
use it as an emission-data engine.
■ 342. Amend § 1065.510 by:
■ a. Revising paragraphs (a)
introductory text and (b)(5)(i).
■ b. Adding paragraph (c)(5).
■ c. Revising paragraph (f)(4)(i)
The revisions and addition read as
follows:
§ 1065.510
Engine mapping.
(a) Applicability, scope, and
frequency. An engine map is a data set
that consists of a series of paired data
points that represent the maximum
brake torque versus engine speed,
measured at the engine’s primary output
shaft. Map your engine if the standardsetting part requires engine mapping to
generate a duty cycle for your engine
configuration. Map your engine while it
is connected to a dynamometer or other
device that can absorb work output from
the engine’s primary output shaft
according to § 1065.110. Configure any
auxiliary work inputs and outputs such
as hybrid, turbo-compounding, or
thermoelectric systems to represent
their in-use configurations, and use the
same configuration for emission testing.
See Figure 1 of § 1065.210. This may
involve configuring initial states of
charge and rates and times of auxiliarywork inputs and outputs. We
recommend that you contact the
Designated Compliance Officer before
testing to determine how you should
configure any auxiliary-work inputs and
outputs. Use the most recent engine
map to transform a normalized duty
cycle from the standard-setting part to a
reference duty cycle specific to your
engine. Normalized duty cycles are
specified in the standard-setting part.
You may update an engine map at any
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34545
time by repeating the engine-mapping
procedure. You must map or re-map an
engine before a test if any of the
following apply:
*
*
*
*
*
(b) * * *
(5) * * *
(i) For any engine subject only to
steady-state duty cycles, you may
perform an engine map by using
discrete speeds. Select at least 20 evenly
spaced setpoints from 95% of warm idle
speed to the highest speed above
maximum power at which 50% of
maximum power occurs. We refer to
this 50% speed as the check point speed
as described in paragraph (b)(5)(iii) of
this section. At each setpoint, stabilize
speed and allow torque to stabilize. We
recommend that you stabilize an engine
for at least 15 seconds at each setpoint
and record the mean feedback speed
and torque of the last (4 to 6) seconds.
Record the mean speed and torque at
each setpoint. Use linear interpolation
to determine intermediate speeds and
torques. Use this series of speeds and
torques to generate the power map as
described in paragraph (e) of this
section.
*
*
*
*
*
(c) * * *
(5) For engines with an electric hybrid
system, map the negative torque
required to motor the engine by
repeating paragraph (b) of this section
with minimum operator demand and a
fully charged RESS or with the hybrid
system disabled, such that it doesn’t
affect the motoring torque. You may
start the negative torque map at either
the minimum or maximum speed from
paragraph (b) of this section.
*
*
*
*
*
(f) * * *
(4) * * *
(i) For variable-speed engines, declare
a warm idle torque that is representative
of in-use operation. For example, if your
engine is typically connected to an
automatic transmission or a hydrostatic
transmission, declare the torque that
occurs at the idle speed at which your
engine operates when the transmission
is engaged. Use this value for cycle
generation. You may use multiple warm
idle torques and associated idle speeds
in cycle generation for representative
testing. For example, for cycles that start
the engine and begin with idle, you may
start a cycle in idle with the
transmission in neutral with zero torque
and later switch to a different idle with
the transmission in drive with the CurbIdle Transmission Torque (CITT). For
variable-speed engines intended
primarily for propulsion of a vehicle
with an automatic transmission where
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that engine is subject to a transient duty
cycle with idle operation, you must
declare a CITT. We recommend that you
specify CITT as a function of idle speed
for engines with adjustable warm idle or
enhanced-idle. You may specify a CITT
based on typical applications at the
mean of the range of idle speeds you
specify at stabilized temperature
conditions.
*
*
*
*
*
■ 343. Amend § 1065.512 by revising
paragraphs (b)(1) and (2) to read as
follows:
§ 1065.512
Duty cycle generation.
*
*
*
*
*
(b) * * *
(1) Engine speed for variable-speed
engines. For variable-speed engines,
normalized speed may be expressed as
a percentage between warm idle speed,
fnidle, and maximum test speed, fntest, or
speed may be expressed by referring to
a defined speed by name, such as
‘‘warm idle,’’ ‘‘intermediate speed,’’ or
‘‘A,’’ ‘‘B,’’ or ‘‘C’’ speed. Section
1065.610 describes how to transform
these normalized values into a sequence
of reference speeds, fnref. Running duty
cycles with negative or small
normalized speed values near warm idle
speed may cause low-speed idle
governors to activate and the engine
torque to exceed the reference torque
even though the operator demand is at
a minimum. In such cases, we
recommend controlling the
dynamometer so it gives priority to
follow the reference torque instead of
the reference speed and let the engine
govern the speed. Note that the cyclevalidation criteria in § 1065.514 allow
an engine to govern itself. This
allowance permits you to test engines
with enhanced-idle devices and to
simulate the effects of transmissions
such as automatic transmissions. For
example, an enhanced-idle device might
be an idle speed value that is normally
commanded only under cold-start
conditions to quickly warm up the
engine and aftertreatment devices. In
this case, negative and very low
normalized speeds will generate
reference speeds below this higher
enhanced-idle speed. You may do either
of the following with when using
enhanced-idle devices:
(i) Control the dynamometer so it
gives priority to follow the reference
torque, controlling the operator demand
so it gives priority to follow reference
speed and let the engine govern the
speed when the operator demand is at
minimum.
(ii) While running an engine where
the electronic control module
broadcasts an enhanced-idle speed that
is above the denormalized speed, use
the broadcast speed as the reference
speed. Use these new reference points
for duty-cycle validation. This does not
affect how you determine denormalized
reference torque in paragraph (b)(2) of
this section.
(2) Engine torque for variable-speed
engines. For variable-speed engines,
normalized torque is expressed as a
percentage of the mapped torque at the
corresponding reference speed. Section
1065.610 describes how to transform
normalized torques into a sequence of
reference torques, Tref. Section 1065.610
also describes special requirements for
modifying transient duty cycles for
variable-speed engines intended
primarily for propulsion of a vehicle
with an automatic transmission. Section
1065.610 also describes under what
conditions you may command Tref
greater than the reference torque you
calculated from a normalized duty
cycle, which permits you to command
Tref values that are limited by a declared
minimum torque. For any negative
torque commands, command minimum
operator demand and use the
dynamometer to control engine speed to
the reference speed, but if reference
speed is so low that the idle governor
activates, we recommend using the
dynamometer to control torque to zero,
CITT, or a declared minimum torque as
appropriate. Note that you may omit
power and torque points during
motoring from the cycle-validation
criteria in § 1065.514. Also, use the
maximum mapped torque at the
minimum mapped speed as the
maximum torque for any reference
speed at or below the minimum mapped
speed.
*
*
*
*
*
■ 344. Amend § 1065.514 by revising
paragraphs (e) introductory text, (e)(3),
and (f)(3) to read as follows:
§ 1065.514 Cycle-validation criteria for
operation over specified duty cycles.
*
*
*
*
*
(e) Statistical parameters. Use the
remaining points to calculate regression
statistics for a floating intercept as
described in § 1065.602. Round
calculated regression statistics to the
same number of significant digits as the
criteria to which they are compared.
Refer to Table 2 of this section for the
default criteria and refer to the standardsetting part to determine if there are
other criteria for your engine. Calculate
the following regression statistics:
*
*
*
*
*
(3) Standard error of the estimate for
feedback speed, SEEfn, feedback torque,
SEET, and feedback power SEEP.
*
*
*
*
*
(f) * * *
(3) For discrete-mode steady-state
testing, apply cycle-validation criteria
by treating the sampling periods from
the series of test modes as a continuous
sampling period, analogous to rampedmodal testing and apply statistical
criteria as described in paragraph (f)(1)
or (2) of this section. Note that if the
gaseous and particulate test intervals are
different periods of time, separate
validations are required for the gaseous
and particulate test intervals. Table 2
follows:
lotter on DSK11XQN23PROD with RULES2
TABLE 2 OF § 1065.514—DEFAULT STATISTICAL CRITERIA FOR VALIDATING DUTY CYCLES
Parameter
Speed
Torque
Power
Slope, a1 ..........................................
Absolute value of intercept, ⎢a0⎢ .....
0.950 ≤ a1 ≤ 1.030 .......................
≤ 10% of warm idle ......................
0.830 ≤ a1 ≤ 1.030 .......................
≤ 2% of maximum mapped torque
Standard error of the estimate, SEE
≤ 5% of maximum test speed ......
Coefficient of determination, r2 .......
≥ 0.970 .........................................
≤ 10% of maximum mapped
torque.
≥ 0.850 .........................................
0.830 ≤ a1 ≤ 1.030.
≤ 2% of maximum mapped
power.
≤ 10% of maximum mapped
power.
≥ 0.910.
345. Amend § 1065.530 by revising
paragraph (a)(2)(iii) and adding
paragraph (g)(5) to read as follows:
■
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01:55 Jun 29, 2021
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§ 1065.530
Emission test sequence.
(a) * * *
(2) * * *
(iii) For testing that involves hotstabilized emission measurements, bring
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the engine either to warm idle or the
first operating point of the duty cycle.
Start the test within 10 min of achieving
temperature stability. Determine
temperature stability as the point at
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which the engine thermostat controls
engine temperature or as the point at
which measured operating temperature
has stayed within ±2% of the mean
value for at least 2 min based on the
following parameters:
(A) Engine coolant or block or head
absolute temperatures for water-cooled
engines.
(B) Oil sump absolute temperature for
air-cooled engines with an oil sump.
(C) Cylinder head absolute
temperature or exhaust gas temperature
for air-cooled engines with no oil sump.
*
*
*
*
*
(g) * * *
(5) If you perform carbon balance
error verification, verify carbon balance
error as specified in the standard-setting
part and § 1065.543. Calculate and
report the three carbon balance error
quantities for each test interval; carbon
mass absolute error for a test interval
(eaC), carbon mass rate absolute error for
a test interval (eaCrate), and carbon mass
relative error for a test interval (erC). For
duty cycles with multiple test intervals,
you may calculate and report the
composite carbon mass relative error,
erCcomp, for the whole duty cycle. If you
report erCcomp, you must still calculate
and report eaC, eaCrate, and erC for each
test interval.
*
*
*
*
*
■ 346. Add § 1065.543 to read as
follows:
§ 1065.543 Carbon balance error
verification.
(a) Carbon balance error verification
compares independently calculated
quantities of carbon flowing into and
out of an engine system. The engine
system includes aftertreatment devices
as applicable. Calculating carbon intake
considers carbon-carrying streams
flowing into the system, including
intake air, fuel, and optionally DEF or
other fluids. Carbon flow out of the
system comes from exhaust emission
calculations. Note that this verification
is not valid if you calculate exhaust
molar flow rate using fuel rate and
chemical balance as described in
§ 1065.655(f)(3) because carbon flows
into and out of the system are not
independent. Use good engineering
judgment to ensure that carbon mass in
and carbon mass out data signals align.
(b) Perform the carbon balance error
verification after emission sampling is
complete for a test interval or duty cycle
as described in § 1065.530(g). Testing
must include measured values as
needed to determine intake air, fuel
flow, and carbon-related gaseous
exhaust emissions. You may optionally
account for the flow of carbon-carrying
fluids other than intake air and fuel into
the system. Perform carbon balance
error verification as follows:
(1) Calculate carbon balance error
quantities as described in § 1065.643.
The three quantities for individual test
intervals are carbon mass absolute error,
eaC, carbon mass rate absolute error,
eaCrate, and carbon mass relative error,
erC. Determine eaC, eaCrate, and erC for all
test intervals. You may determine
composite carbon mass relative error,
erCcomp, as a fourth quantity that
optionally applies for duty cycles with
multiple test intervals.
(2) You meet verification criteria for
an individual test interval if the
absolute values of carbon balance error
quantities are at or below the following
limit values:
(i) Calculate the carbon mass absolute
error limit, LeaC, in grams to three
decimal places for comparision to the
absolute value of e´aC, using the
following equation:
Eq. 1065.543-1
34547
Where:
c = power-specific carbon mass absolute error
coefficient = 0.007 g/kW.
Pmax = maximum power from the engine map
generated according to § 1065.510. If
measured
Pmax is not available, use a manufacturerdeclared value for Pmax.
Example:
c = 0.007 g/kW
Pmax = 230.0 kW
Lo`aC = 0.007 · 230.0 = 1.610 g
(ii) Calculate the carbon mass rate
absolute error limit, LeaCrate, in grams per
hour to three decimal places for
comparison to the absolute value of
eaCrate, using the following equation:
LraCrare =d. p=
Eq. 1065.543-2
Where:
d = power-specific carbon mass rate absolute
error coefficient = 0.31 g/(kW · hr).
Pmax = maximum power from the engine map
generated according to § 1065.510. If
measured
Pmax is not available, use a manufacturerdeclared value for Pmax.
Example:
d = 0.31 g/(kW·hr)
Pmax = 230.0 kW
LeaCrate = 71.300 g/hr
(iii) The carbon mass relative error
limit,
LerC, is 0.020 for comparision to the
absolute value of erC, and optionally the
absolute value of erCcomp.
(c) A failed carbon balance error
verification might indicate one or more
problems requiring corrective action, as
follows:
Problem
Recommended corrective action
Gas analyzer system ........................
Incorrect analyzer calibration ........
Incorrect time alignment between
flow and concentration data.
Calibrate NDIR and THC analyzers.
Determine transformation time, t50, for continuous gas analyzers and
time-align flow and concentration data as described in
§ 1065.650(c)(2)(i).
Inspect sample system components such as sample lines, filters,
chillers, and pumps for leaks, operating temperature, and contamination.
Perform an in-situ zero adjustment.
Calibrate the fuel flow meter as described in § 1065.320.
Problems with the sample system
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Fuel flow measurement ....................
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01:55 Jun 29, 2021
Zero shift of fuel flow rate meter ..
Change in fuel flow meter calibration.
Incorrect time alignment of fuel
flow data.
Short sampling periods .................
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Verify alignment of carbon mass in and carbon mass out data
streams.
For test intervals with varying duration, such as discrete-mode
steady-state duty cycles, make the test intervals longer to improve
accuracy when measuring low fuel flow rates.
Sfmt 4700
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ER29JN21.174</GPH>
Area of concern
ER29JN21.175</GPH>
TABLE 1 OF § 1065.543—TROUBLESHOOTING GUIDE FOR CARBON BALANCE ERROR VERIFICATION
34548
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TABLE 1 OF § 1065.543—TROUBLESHOOTING GUIDE FOR CARBON BALANCE ERROR VERIFICATION—Continued
Area of concern
Problem
Recommended corrective action
Dilute testing using a CVS system ...
Fluctuations in the fuel conditioning system.
Leaks .............................................
Improve stability of the fuel temperature and pressure conditioning
system to improve accuracy when measuring low fuel flow rates.
Inspect exhaust system and CVS tunnel, connections, and fasteners.
Repair or replace components as needed. A leak in the exhaust
transfer tube to the CVS may result in negative values for carbon
balance error.
Perform the verification related to mixing in § 1065.341(f).
Calibrate the CVS flow meter as described in § 1065.340.
Inspect the CVS tunnel to determine whether entrance effects from
the piping configuration upstream of the flow meter adversely affect flow measurement.
Inspect hardware and software for the CVS system and CVS
verification system for discrepancies.
Accuracy of fluid properties ..............
Other problems with the intake air
flow and exhaust flow measurement hardware or software.
Poor mixing ...................................
Inaccurate fluid properties ............
347. Amend § 1065.545 by revising
paragraphs (a) and (b) introductory text
to read as follows:
■
§ 1065.545 Verification of proportional flow
control for batch sampling.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(a) For any pair of flow rates, use
recorded sample and total flow rates.
Total flow rate means the raw exhaust
flow rate for raw exhaust sampling and
the dilute exhaust flow rate for CVS
sampling, or their 1 Hz means with the
statistical calculations in § 1065.602
forcing the intercept through zero.
Determine the standard error of the
estimate, SEE, of the sample flow rate
versus the total flow rate. For each test
interval, demonstrate that SEE was less
than or equal to 3.5% of the mean
sample flow rate.
(b) For any pair of flow rates, use
recorded sample and total flow rates.
Total flow rate means the raw exhaust
flow rate for raw exhaust sampling and
the dilute exhaust flow rate for CVS
sampling, or their 1 Hz means to
demonstrate that each flow rate was
constant within ±2.5% of its respective
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01:55 Jun 29, 2021
Jkt 253001
Perform an in-situ zero adjustment.
Calibrate the intake air flow meter as described in § 1065.325.
Perform an in-situ zero adjustment.
Calibrate the exhaust flow meter as described in § 1065.330.
Inspect intake air and exhaust systems to determine whether entrance effects from the piping configuration upstream and downstream of the intake air flow meter or the exhaust flow meter adversely affect flow measurement.
Look for discrepancies in the hardware and software for measuring
intake air flow and exhaust flow.
Ensure that all streams are well mixed.
If defaults are used, use measured values. If measured values are
used, verify fluid property determination.
mean or target flow rate. You may use
the following options instead of
recording the respective flow rate of
each type of meter:
*
*
*
*
*
■ 348. Revise § 1065.602 to read as
follows:
§ 1065.602
y1 = 10.60
y2 = 11.91
yN = y3 = 11.09
_
y=
10.60+ 11.91+11.09
3
y¯ = 11.20
Statistics.
(a) Overview. This section contains
equations and example calculations for
statistics that are specified in this part.
In this section we use the letter ‘‘y’’ to
denote a generic measured quantity, the
superscript over-bar ‘‘–’’ to denote an
arithmetic mean, and the subscript ‘‘ref’’
to denote the reference quantity being
measured.
(b) Arithmetic mean. Calculate an
arithmetic mean, y¯, as follows:
(c) Standard deviation. Calculate the
standard deviation for a non-biased
(e.g., N–1) sample, s, as follows:
=
(J
,~i~=I_ __
(N -1)
y
Eq. 1065.602-2
Example:
Eq. 1065.602-1
Example:
N=3
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N=3
y1 = 10.60
y2 = 11.91
yN = y3 = 11.09
y¯ = 11.20
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29JNR2
ER29JN21.178</GPH>
Zero shift of intake air flow rate
meter.
Change in intake air flow meter
calibration.
Zero shift of exhaust flow rate
meter.
Change in exhaust flow meter
calibration.
Flow meter entrance effects .........
Inspect intake air and exhaust systems, connections, fasteners. Repair or replace components as needed.
ER29JN21.177</GPH>
Raw testing using intake air flow
measurement or direct exhaust
flow measurement.
Other problems with the CVS or
sampling verification hardware
or software.
Leaks .............................................
ER29JN21.176</GPH>
Poor mixing ...................................
Change in CVS calibration ...........
Flow meter entrance effects .........
34549
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
(10.60-11.2)2 + (11.91-11.2)2+(11.09-11.2)2
=
2
f (Y; - Y
,efi
)I
;~1
Eq. 1065.602-4
Example:
yref = 1800.0
N=3
y1 = 1806.4
y2 = 1803.1
y3 = 1798.9
accuracy = I½( (1806.4 - 1800.0) + (1803 .1- 1800.0) + (1798.9 -1800.0)
ER29JN21.189</GPH>
N=3
y1 = 10.60
y2 = 11.91
yN = y3 = 11.09
N
)I
ER29JN21.188</GPH>
Example:
accuracy = I_!_
f
= IYref 2
CT,ef
fl
N
9.3992 10.5832
--+--11
7
2
[ (Y;.,f + _<:Yi ]
v-
N
(;::J [~J
--+--
lotter on DSK11XQN23PROD with RULES2
Nref-1
N-l
Eq. 1065.602-6
v = 11.76
(2) For a paired t-test, calculate the t
statistic and its number of degrees of
freedom, v, as follows, noting that the ei
are the errors (e.g., differences) between
each pair of yrefi and yi:
Example:
Y¯ref = 1205.3
Y¯ = 1123.8
sref = 9.399
sy = 10.583
VerDate Sep<11>2014
t = 1-o.125so1. Ju,
0.04837
t = 10.403
v = N¥1
Eq. 1065.602-5
Nref
Example 1:
e≈ = ¥0.12580
N = 16
se = 0.04837
ER29JN21.186</GPH>
11205.3-1123.81
[=----;::::=====
t = 16.63
sref = 9.399
sy = 10.583
Nref = 11
N=7
(j2
+-Y
Nrer
Nref = 11
N=7
ER29JN21.185</GPH>
accuracy = 2.8
(f) t-test. Determine if your data passes
a t-test by using the following equations
and tables: (1) For an unpaired t-test,
calculate the t statistic and its number
of degrees of freedom, v, as follows:
ER29JN21.187</GPH>
accuracy= 1½((6.4)+ (3.1)+ (-1.1))1
Example 2:
N = 16
v = 16¥1
v = 15
(3) Use Table 1 of this section to
compare t to the tcrit values tabulated
versus the number of degrees of
freedom. If t is less than tcrit, then t
passes the t-test. The Microsoft Excel
software has a TINV function that
returns results equivalent results and
may be used in place of Table 1, which
follows:
TABLE 1 OF § 1065.602—CRITICAL t
VALUES VERSUS NUMBER OF DEGREES OF FREEDOM, v a
Confidence
v
90%
Eq. 1065.602-7
01:55 Jun 29, 2021
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1 ................
2 ................
E:\FR\FM\29JNR2.SGM
29JNR2
6.314
2.920
95%
12.706
4.303
ER29JN21.184</GPH>
Eq. 1065.602-3
(e) Accuracy. Determine accuracy as
described in this paragraph (e). Make
multiple measurements of a standard
quantity to create a set of observed
values, yi, and compare each observed
value to the known value of the
standard quantity. The standard
quantity may have a single known
value, such as a gas standard, or a set
of known values of negligible range,
such as a known applied pressure
produced by a calibration device during
repeated applications. The known value
ER29JN21.183</GPH>
rmsy = 11.21
ER29JN21.182</GPH>
(d) Root mean square. Calculate a root
mean square, rmsy, as follows:
of the standard quantity is represented
by yrefi. If you use a standard quantity
with a single value, yrefi would be
constant. Calculate an accuracy value as
follows:
ER29JN21.181</GPH>
10.60 2 +11.91 2 +11.09 2
3
ER29JN21.180</GPH>
sy = 0.6619
ER29JN21.179</GPH>
CY y
34550
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF § 1065.602—CRITICAL t
VALUES VERSUS NUMBER OF DEGREES OF FREEDOM, v a—Continued
TABLE 1 OF § 1065.602—CRITICAL t Example:
VALUES VERSUS NUMBER OF DEN
GREES OF FREEDOM, v a—Continued
L(Y;
Confidence
Confidence
v
i=l
90%
3.182
2.776
2.571
2.447
2.365
2.306
2.262
2.228
2.201
2.179
2.160
2.145
2.131
2.120
2.101
2.086
2.074
2.064
2.056
2.048
30 ..............
35 ..............
40 ..............
50 ..............
70 ..............
100 ............
1000+ ........
= 10.583
95%
1.697
1.690
1.684
1.676
1.667
1.660
1.645
2.042
2.030
2.021
2.009
1.994
1.984
1.960
a Use linear interpolation to establish values
not shown here.
(g) F-test. Calculate the F statistic as
follows:
Fy
(N-1)
O',ef =
F
~i=~l_ _ _ _ _
= 9.399
(Nref -1)
= 10.5832
9.3992
F = 1.268
(1) For a 90% confidence F-test, use
the following table to compare F to the
Fcrit90 values tabulated versus (N¥1) and
(Nref¥1). If F is less than Fcrit90, then F
passes the F-test at 90% confidence.
a2
=-Y
2
a,ef
Eq. 1065.602-8
BILLING CODE 6560–50–P
ER29JN21.191</GPH>
2.353
2.132
2.015
1.943
1.895
1.860
1.833
1.812
1.796
1.782
1.771
1.761
1.753
1.746
1.734
1.725
1.717
1.711
1.706
1.701
95%
-y)2
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
PO 00000
Frm 00244
Fmt 4701
Sfmt 4700
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.190</GPH>
lotter on DSK11XQN23PROD with RULES2
=
v
90%
3 ................
4 ................
5 ................
6 ................
7 ................
8 ................
9 ................
10 ..............
11 ..............
12 ..............
13 ..............
14 ..............
15 ..............
16 ..............
18 ..............
20 ..............
22 ..............
24 ..............
26 ..............
28 ..............
CYy
lotter on DSK11XQN23PROD with RULES2
2
3
4
5
6
7
8
9
10
12
15
20
24
30
40
60
120
1000+
1
39.86
49.50
53.59
55.83
57.24
58.20
58.90
59.43
59.85
60.19
60.70
61.22
61.74
62.00
62.26
62.52
62.79
63.06
63.32
2
8.526
9.000
9.162
9.243
9.293
9.326
9.349
9.367
9.381
9.392
9.408
9.425
9.441
9.450
9.458
9.466
9.475
9.483
9.491
Nrerl
Jkt 253001
3
5.538
5.462
5.391
5.343
5.309
5.285
5.266
5.252
5.240
5.230
5.216
5.200
5.184
5.176
5.168
5.160
5.151
5.143
5.134
4
4.545
4.325
4.191
4.107
4.051
4.010
3.979
3.955
3.936
3.920
3.896
3.870
3.844
3.831
3.817
3.804
3.790
3.775
3.761
5
4.060
3.780
3.619
3.520
3.453
3.405
3.368
3.339
3.316
3.297
3.268
3.238
3.207
3.191
3.174
3.157
3.140
3.123
3.105
6
3.776
3.463
3.289
3.181
3.108
3.055
3.014
2.983
2.958
2.937
2.905
2.871
2.836
2.818
2.800
2.781
2.762
2.742
2.722
7
3.589
3.257
3.074
2.961
2.883
2.827
2.785
2.752
2.725
2.703
2.668
2.632
2.595
2.575
2.555
2.535
2.514
2.493
2.471
8
3.458
3.113
2.924
2.806
2.726
2.668
2.624
2.589
2.561
2.538
2.502
2.464
2.425
2.404
2.383
2.361
2.339
2.316
2.293
Frm 00245
Fmt 4701
Sfmt 4700
E:\FR\FM\29JNR2.SGM
(Nref¥1). If F is less than Fcrit95, then F
passes the F-test at 95% confidence.
PO 00000
9
3.360
3.006
2.813
2.693
2.611
2.551
2.505
2.469
2.440
2.416
2.379
2.340
2.298
2.277
2.255
2.232
2.208
2.184
2.159
10
3.285
2.924
2.728
2.605
2.522
2.461
2.414
2.377
2.347
2.323
2.284
2.244
2.201
2.178
2.155
2.132
2.107
2.082
2.055
11
3.225
2.860
2.660
2.536
2.451
2.389
2.342
2.304
2.274
2.248
2.209
2.167
2.123
2.100
2.076
2.052
2.026
2.000
1.972
12
3.177
2.807
2.606
2.480
2.394
2.331
2.283
2.245
2.214
2.188
2.147
2.105
2.060
2.036
2.011
1.986
1.960
1.932
1.904
13
3.136
2.763
2.560
2.434
2.347
2.283
2.234
2.195
2.164
2.138
2.097
2.053
2.007
1.983
1.958
1.931
1.904
1.876
1.846
14
3.102
2.726
2.522
2.395
2.307
2.243
2.193
2.154
2.122
2.095
2.054
2.010
1.962
1.938
1.912
1.885
1.857
1.828
1.797
15
3.073
2.695
2.490
2.361
2.273
2.208
2.158
2.119
2.086
2.059
2.017
1.972
1.924
1.899
1.873
1.845
1.817
1.787
1.755
16
3.048
2.668
2.462
2.333
2.244
2.178
2.128
2.088
2.055
2.028
1.985
1.940
1.891
1.866
1.839
1.811
1.782
1.751
1.718
17
3.026
2.645
2.437
2.308
2.218
2.152
2.102
2.061
2.028
2.001
1.958
1.912
1.862
1.836
1.809
1.781
1.751
1.719
1.686
18
3.007
2.624
2.416
2.286
2.196
2.130
2.079
2.038
2.005
1.977
1.933
1.887
1.837
1.810
1.783
1.754
1.723
1.691
1.657
19
2.990
2.606
2.397
2.266
2.176
2.109
2.058
2.017
1.984
1.956
1.912
1.865
1.814
1.787
1.759
1.730
1.699
1.666
1.631
20
2.975
2.589
2.380
2.249
2.158
2.091
2.040
1.999
1.965
1.937
1.892
1.845
1.794
1.767
1.738
1.708
1.677
1.643
1.607
21
2.961
2.575
2.365
2.233
2.142
2.075
2.023
1.982
1.948
1.920
1.875
1.827
1.776
1.748
1.719
1.689
1.657
1.623
1.586
29JNR2
22
2.949
2.561
2.351
2.219
2.128
2.061
2.008
1.967
1.933
1.904
1.859
1.811
1.759
1.731
1.702
1.671
1.639
1.604
1.567
23
2.937
2.549
2.339
2.207
2.115
2.047
1.995
1.953
1.919
1.890
1.845
1.796
1.744
1.716
1.686
1.655
1.622
1.587
1.549
24
2.927
2.538
2.327
2.195
2.103
2.035
1.983
1.941
1.906
1.877
1.832
1.783
1.730
1.702
1.672
1.641
1.607
1.571
1.533
25
2.918
2.528
2.317
2.184
2.092
2.024
1.971
1.929
1.895
1.866
1.820
1.771
1.718
1.689
1.659
1.627
1.593
1.557
1.518
1.706
1.677
1.647
1.615
1.581
1.544
1.504
1.491
1.478
26
2.909
2.519
2.307
2.174
2.082
2.014
1.961
1.919
1.884
1.855
1.809
1.760
27
2.901
2.511
2.299
2.165
2.073
2.005
1.952
1.909
1.874
1.845
1.799
1.749
1.695
1.666
1.636
1.603
1.569
1.531
28
2.894
2.503
2.291
2.157
2.064
1.996
1.943
1.900
1.865
1.836
1.790
1.740
1.685
1.656
1.625
1.593
1.558
1.520
29
2.887
2.495
2.283
2.149
2.057
1.988
1.935
1.892
1.857
1.827
1.781
1.731
1.676
1.647
1.616
1.583
1.547
1.509
1.467
30
2.881
2.489
2.276
2.142
2.049
1.980
1.927
1.884
1.849
1.819
1.773
1.722
1.667
1.638
1.606
1.573
1.538
1.499
1.456
40
2.835
2.440
2.226
2.091
1.997
1.927
1.873
1.829
1.793
1.763
1.715
1.662
1.605
1.574
1.541
1.506
1.467
1.425
1.377
60
2.791
2.393
2.177
2.041
1.946
1.875
1.819
1.775
1.738
1.707
1.657
1.603
1.543
1.511
1.476
1.437
1.395
1.348
1.291
2.748
2.347
2.130
1.992
1.896
1.824
1.767
1.722
1.684
1.652
1.601
1.545
1.482
1.447
1.409
1.368
1.320
1.265
1.193
2.706
2.303
2.084
1.945
1.847
1.774
1.717
1.670
1.632
1.599
1.546
1.487
1.421
1.383
1.342
1.295
1.240
1.169
1.000
34551
120
1000+
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
01:55 Jun 29, 2021
(2) For a 95% confidence F-test, use
the following table to compare F to the
Fcrit90 values tabulated versus (N¥1) and
VerDate Sep<11>2014
ER29JN21.192</GPH>
1
N-1
lotter on DSK11XQN23PROD with RULES2
1
2
3
4
5
6
7
8
9
10
12
15
20
24
30
40
60
120
1000+
1
161.4
199.5
215.7
224.5
230.1
233.9
236.7
238.8
240.5
241.8
243.9
245.9
248.0
249.0
250.1
251.1
252.2
253.2
254.3
2
18.51
19.00
19.16
19.24
19.29
19.33
19.35
19.37
19.38
19.39
19.41
19.42
19.44
19.45
19.46
19.47
19.47
19.48
19.49
34552
Ncerl
Jkt 253001
3
10.12
9.552
9.277
9.117
9.014
8.941
8.887
8.845
8.812
8.786
8.745
8.703
8.660
8.639
8.617
8.594
8.572
8.549
8.526
4
7.709
6.944
6.591
6.388
6.256
6.163
6.094
6.041
5.999
5.964
5.912
5.858
5.803
5.774
5.746
5.717
5.688
5.658
5.628
5
6.608
5.786
5.410
5.192
5.050
4.950
4.876
4.818
4.773
4.735
4.678
4.619
4.558
4.527
4.496
4.464
4.431
4.399
4.365
6
5.987
5.143
4.757
4.534
4.387
4.284
4.207
4.147
4.099
4.060
4.000
3.938
3.874
3.842
3.808
3.774
3.740
3.705
3.669
7
5.591
4.737
4.347
4.120
3.972
3.866
3.787
3.726
3.677
3.637
3.575
3.511
3.445
3.411
3.376
3.340
3.304
3.267
3.230
8
5.318
4.459
4.066
3.838
3.688
3.581
3.501
3.438
3.388
3.347
3.284
3.218
3.150
3.115
3.079
3.043
3.005
2.967
2.928
PO 00000
9
5.117
4.257
3.863
3.633
3.482
3.374
3.293
3.230
3.179
3.137
3.073
3.006
2.937
2.901
2.864
2.826
2.787
2.748
2.707
10
4.965
4.103
3.708
3.478
3.326
3.217
3.136
3.072
3.020
2.978
2.913
2.845
2.774
2.737
2.700
2.661
2.621
2.580
2.538
Frm 00246
Fmt 4701
Sfmt 4700
E:\FR\FM\29JNR2.SGM
11
4.844
3.982
3.587
3.357
3.204
3.095
3.012
2.948
2.896
2.854
2.788
2.719
2.646
2.609
2.571
2.531
2.490
2.448
2.405
12
4.747
3.885
3.490
3.259
3.106
2.996
2.913
2.849
2.796
2.753
2.687
2.617
2.544
2.506
2.466
2.426
2.384
2.341
2.296
13
4.667
3.806
3.411
3.179
3.025
2.915
2.832
2.767
2.714
2.671
2.604
2.533
2.459
2.420
2.380
2.339
2.297
2.252
2.206
14
4.600
3.739
3.344
3.112
2.958
2.848
2.764
2.699
2.646
2.602
2.534
2.463
2.388
2.349
2.308
2.266
2.223
2.178
2.131
15
4.543
3.682
3.287
3.056
2.901
2.791
2.707
2.641
2.588
2.544
2.475
2.403
2.328
2.288
2.247
2.204
2.160
2.114
2.066
16
4.494
3.634
3.239
3.007
2.852
2.741
2.657
2.591
2.538
2.494
2.425
2.352
2.276
2.235
2.194
2.151
2.106
2.059
2.010
17
4.451
3.592
3.197
2.965
2.810
2.699
2.614
2.548
2.494
2.450
2.381
2.308
2.230
2.190
2.148
2.104
2.058
2.011
1.960
18
4.414
3.555
3.160
2.928
2.773
2.661
2.577
2.510
2.456
2.412
2.342
2.269
2.191
2.150
2.107
2.063
2.017
1.968
1.917
19
4.381
3.522
3.127
2.895
2.740
2.628
2.544
2.477
2.423
2.378
2.308
2.234
2.156
2.114
2.071
2.026
1.980
1.930
1.878
29JNR2
20
4.351
3.493
3.098
2.866
2.711
2.599
2.514
2.447
2.393
2.348
2.278
2.203
2.124
2.083
2.039
1.994
1.946
1.896
1.843
21
4.325
3.467
3.073
2.840
2.685
2.573
2.488
2.421
2.366
2.321
2.250
2.176
2.096
2.054
2.010
1.965
1.917
1.866
1.812
22
4.301
3.443
3.049
2.817
2.661
2.549
2.464
2.397
2.342
2.297
2.226
2.151
2.071
2.028
1.984
1.938
1.889
1.838
1.783
23
4.279
3.422
3.028
2.796
2.640
2.528
2.442
2.375
2.320
2.275
2.204
2.128
2.048
2.005
1.961
1.914
1.865
1.813
1.757
24
4.260
3.403
3.009
2.776
2.621
2.508
2.423
2.355
2.300
2.255
2.183
2.108
2.027
1.984
1.939
1.892
1.842
1.790
1.733
25
4.242
3.385
2.991
2.759
2.603
2.490
2.405
2.337
2.282
2.237
2.165
2.089
2.008
1.964
1.919
1.872
1.822
1.768
1.711
26
4.225
3.369
2.975
2.743
2.587
2.474
2.388
2.321
2.266
2.220
2.148
2.072
1.990
1.946
1.901
1.853
1.803
1.749
1.691
27
4.210
3.354
2.960
2.728
2.572
2.459
2.373
2.305
2.250
2.204
2.132
2.056
1.974
1.930
1.884
1.836
1.785
1.731
1.672
28
4.196
3.340
2.947
2.714
2.558
2.445
2.359
2.291
2.236
2.190
2.118
2.041
1.959
1.915
1.869
1.820
1.769
1.714
1.654
29
4.183
3.328
2.934
2.701
2.545
2.432
2.346
2.278
2.223
2.177
2.105
2.028
1.945
1.901
1.854
1.806
1.754
1.698
1.638
30
4.171
3.316
2.922
2.690
2.534
2.421
2.334
2.266
2.211
2.165
2.092
2.015
1.932
1.887
1.841
1.792
1.740
1.684
1.622
40
4.085
3.232
2.839
2.606
2.450
2.336
2.249
2.180
2.124
2.077
2.004
1.925
1.839
1.793
1.744
1.693
1.637
1.577
1.509
60
4.001
3.150
2.758
2.525
2.368
2.254
2.167
2.097
2.040
1.993
1.917
1.836
1.748
1.700
1.649
1.594
1.534
1.467
1.389
120
3.920
3.072
2.680
2.447
2.290
2.175
2.087
2.016
1.959
1.911
1.834
1.751
1.659
1.608
1.554
1.495
1.429
1.352
1.254
1000+
3.842
2.996
2.605
2.372
2.214
2.099
2.010
1.938
1.880
1.831
1.752
1.666
1.571
1.517
1.459
1.394
1.318
1.221
1.000
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
01:55 Jun 29, 2021
BILLING CODE 6560–50–C
VerDate Sep<11>2014
ER29JN21.193</GPH>
N-1
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
N
(h) Slope. Calculate a least-squares
regression slope, a1y, using one of the
following two methods:
(1) If the intercept floats, i.e., is not
forced through zero:
a
L (Y; - y) ·
ly
Example:
(Yrefi - Yrer)
=~i=~l_ _ _ _ _ __
N
L
34553
(Yrefi - Yref
)2
i=l
Eq. 1065.602-9
N = 6000
y1 = 2045.8
y¯ = 1050.1
yref1 = 2045.0
y¯ref = 1055.3
(2045.8-1050.1) · (2045 .0 -1055.3) + ... + (y 6000 -1050.1) · (Y,er6000 -1055.3)
Gly
=
( 2045.0-1055.3 )2 + ... + ( Yref6000 -1055.3 )2
N
a1y = 1.0110
LY;
(2) If the intercept is forced through
zero, such as for verifying proportional
sampling:
Example:
·Yrefi
N = 6000
y1 = 2045.8
yref1 = 2045.0
i=l
Eq. 1065.602-10
Example:
y¯ = 1050.1
a1y = 1.0110
SEE=
N = 6000
y1 = 2045.8
a0y = ¥16.8083
a1y = 1.0110
yref1 = 2045.0
Example:
(2) If the intercept is forced through
zero, such as for verifying proportional
sampling:
SEE=
y
N-l
Eq. 1065.602-13
SEE=
(2045.8-1.0110· 2045.0)2 + ... +(y6000 -1.O110· y,ef6000)2
6000-1
Y
01:55 Jun 29, 2021
N = 6000
y1 = 2045.8
a1y = 1.0110
yref1 = 2045.0
Jkt 253001
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29JNR2
ER29JN21.202</GPH>
ER29JN21.201</GPH>
Example:
6000-2
SEEy = 5.348
lotter on DSK11XQN23PROD with RULES2
Eq. 1065.602-12
(2045.8-(-16.8083)-(l.0110 · 2045.0) )2 + ... (y 6000 -(-16.8083)- (1.0110 · Yref6000) )2
y
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N-2
ER29JN21.200</GPH>
(j) Standard error of the estimate.
Calculate a standard error of the
estimate, SEE, using one of the
following two methods:
(1) For a floating intercept:
SEE=
y
ER29JN21.199</GPH>
y¯ref = 1055.3
a0y = 1050.1 ¥ (1.0110 · 1055.3)
a0y = ¥16.8083
ER29JN21.198</GPH>
2045.0 + ... +
• Yref6000
2
Yref6000
ER29JN21.197</GPH>
2
ER29JN21.196</GPH>
Eq. 1065.602-11
2045.8 · 2045.0 + •·· + Y6ooo
ER29JN21.195</GPH>
a1y = 1.0110
(i) Intercept. For a floating intercept,
calculate a least-squares regression
intercept, a0y, as follows:
=
ER29JN21.194</GPH>
aly
34554
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
SEEy = 5.347
Example:
(k) Coefficient of determination.
Calculate a coefficient of determination,
ry2, as follows:
N = 6000
y1 = 2045.8
a0y = ¥16.8083
a1y = 1.0110
yref1 = 2045.0
y¯ = 1480.5
Eq. 1065.602-14
(y
( 2045.8 - (-16.8083)-(1.0110 X 2045 .0) )2 + ... 6000 - (-16.8083)-(1.0110 · Yref6ooo)) 2
r 2 =1------------------'-----------------'-Y
(2045.8-1480.5)2 + ... (y6000 -1480.5)2
2
ry = 0.9859
(l) Flow-weighted mean
concentration. In some sections of this
part, you may need to calculate a flowweighted mean concentration to
determine the applicability of certain
provisions. A flow-weighted mean is the
mean of a quantity after it is weighted
proportional to a corresponding flow
rate. For example, if a gas concentration
is measured continuously from the raw
exhaust of an engine, its flow-weighted
mean concentration is the sum of the
products of each recorded concentration
times its respective exhaust molar flow
rate, divided by the sum of the recorded
flow rate values. As another example,
the bag concentration from a CVS
system is the same as the flow-weighted
mean concentration because the CVS
system itself flow-weights the bag
concentration. You might already expect
a certain flow-weighted mean
concentration of an emission at its
standard based on previous testing with
similar engines or testing with similar
equipment and instruments. If you need
to estimate your expected flow-weighted
mean concentration of an emission at its
standard, we recommend using the
following examples as a guide for how
to estimate the flow-weighted mean
concentration expected at the standard.
Note that these examples are not exact
and that they contain assumptions that
are not always valid. Use good
engineering judgment to determine if
you can use similar assumptions.
(1) To estimate the flow-weighted
mean raw exhaust NOX concentration
from a turbocharged heavy-duty
compression-ignition engine at a NOX
standard of 2.5 g/(kW·hr), you may do
the following:
(i) Based on your engine design,
approximate a map of maximum torque
versus speed and use it with the
applicable normalized duty cycle in the
standard-setting part to generate a
reference duty cycle as described in
§ 1065.610. Calculate the total reference
work, Wref, as described in § 1065.650.
Divide the reference work by the duty
cycle’s time interval, Dtdutycycle, to
determine mean reference power, p¯ref.
(ii) Based on your engine design,
estimate maximum power, Pmax, the
design speed at maximum power, ƒnmax,
the design maximum intake manifold
boost pressure, Pinmax, and temperature,
Tinmax. Also, estimate a mean fraction of
power that is lost due to friction and
pumping, P¯. Use this information along
with the engine displacement volume,
Vdisp, an approximate volumetric
efficiency, hV, and the number of engine
strokes per power stroke (two-stroke or
four-stroke), Nstroke, to estimate the
maximum raw exhaust molar flow rate,
n˙exhmax.
(iii) Use your estimated values as
described in the following example
calculation:
X~=-------~[-----~]
-
e,td. Wref
~ef + ( Prrict
.
M · nexhmax
· pmax)
· ~tdutycycle ·
pmax
Eq. 1065.602-15
1Jv
=
ER29JN21.205</GPH>
stroke
Eq. 1065.602-16
MNOX = 46.0055 g/mol = 46.0055·10¥6
g/mmol
Dtdutycycle = 20 min = 1200 s
Example:
eNOX = 2.5 g/(kW·hr)
Wref = 11.883 kW·hr
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P¯ref = 35.65 kW
P¯frict = 15%
Pmax = 125 kW
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ER29JN21.204</GPH>
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nexhmax
2
• ----;:;--- •
ER29JN21.203</GPH>
Pmax . vdisp • f nmax
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
pmax = 300 kPa = 300000 Pa
Vdisp = 3.0 l = 0.0030 m3/r
fnmax = 2800 r/min = 46.67 r/s
Nstroke = 4
hV = 0.9
R = 8.314472 J/(mol·K)
34555
Tmax = 348.15 K
300000 · 0.0030 · 46.67 · ~ · 0.9
4
nexhmax
= ---8.-3-14_4_7_2_·3-4-8-.1-5~-
.
'tamx= 6.53 molls
_
= 46.0055 · 10-6 ·6.53 · 1200 ·( 35 ·65 +(O.l 5 · I 25
125
= 189.4 µmol/mol
(ii) Multiply your CVS total molar
flow rate by the time interval of the duty
cycle, Dtdutycycle. The result is the total
diluted exhaust flow of the ndexh.
(iii) Use your estimated values as
described in the following example
calculation:
XNMHC
estd ·~ef
.
M. ndexh. ~tdutycycle
NMHC
1.5-5.389
13.875389·10- ·6.021·1800
=-------6
X¯NMHC = 53.8 mmol/mol
■ 349. Amend § 1065.610 by revising
paragraphs (a)(1)(iv), (a)(2) introductory
text, and (d)(3) introductory text to read
as follows:
i = an indexing variable that represents one
recorded value of an engine map.
fnnormi = an engine speed normalized by
dividing it by fnPmax.
Pnormi = an engine power normalized by
dividing it by Pmax.
§ 1065.610
*
Duty cycle generation.
*
*
*
*
(a) * * *
(1) * * *
(iv) Transform the map into a
normalized power-versus-speed map by
dividing power terms by Pmax and
dividing speed terms by fnPmax. Use the
following equation to calculate a
quantity representing the sum of squares
from the normalized map:
Sum of squares=
fn~ormi
+ Pn~rmi
Eq. 1065.610-1
Where:
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*
*
*
*
(2) For engines with a high-speed
governor that will be subject to a
reference duty cycle that specifies
normalized speeds greater than 100%,
calculate an alternate maximum test
speed, fntest,alt, as specified in this
paragraph (a)(2). If fntest,alt is less than the
measured maximum test speed, fntest,
determined in paragraph (a)(1) of this
section, replace fntest with fntest,alt. In this
case, fntest,alt becomes the ‘‘maximum test
speed’’ for that engine for all duty
cycles. Note that § 1065.510 allows you
to apply an optional declared maximum
test speed to the final measured
maximum test speed determined as an
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outcome of the comparison between
fntest, and fntest,alt in this paragraph (a)(2).
Determine fntest,alt as follows:
*
*
*
*
*
(d) * * *
(3) Required deviations. We require
the following deviations for variablespeed engines intended primarily for
propulsion of a vehicle with an
automatic transmission where that
engine is subject to a transient duty
cycle with idle operation. These
deviations are intended to produce a
more representative transient duty cycle
for these applications. For steady-state
duty cycles or transient duty cycles with
no idle operation, the requirements in
this paragraph (d)(3) do not apply. Idle
points for steady-state duty cycles of
such engines are to be run at conditions
simulating neutral or park on the
transmission. You may develop
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.209</GPH>
_
*
eNMHC = 1.5 g/(kW·hr)
Wref = 5.389 kW·hr
MNMHC = 13.875389 g/mol =
13.875389·10¥6 g/mmol
˙ndexh = 6.021 mol/s
Dtdutycycle = 30 min = 1800 s
Eq. 1065.602-17
X
lotter on DSK11XQN23PROD with RULES2
=
Example:
ER29JN21.208</GPH>
(2) To estimate the flow-weighted
mean NMHC concentration in a CVS
from a naturally aspirated nonroad
spark-ignition engine at an NMHC
standard of 0.5 g/(kW·hr), you may do
the following:
(i) Based on your engine design,
approximate a map of maximum torque
versus speed and use it with the
applicable normalized duty cycle in the
standard-setting part to generate a
reference duty cycle as described in
§ 1065.610. Calculate the total reference
work, Wref, as described in § 1065.650.
ER29JN21.207</GPH>
y--;"
)J
ER29JN21.206</GPH>
Xexp
2.5 -11.883
34556
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
different procedures for adjusting CITT
as a function of speed, consistent with
good engineering judgment.
*
*
*
*
*
350. Amend § 1065.640 by revising
paragraph (a), (b)(3), and (d)(1) and (3)
to read as follows:
■
§ 1065.640 Flow meter calibration
calculations.
*
*
*
*
*
(a) Reference meter conversions. The
calibration equations in this section use
molar flow rate, n˙ref, as a reference
quantity. If your reference meter outputs
a flow rate in a different quantity, such
as standard volume rate,V˙stdref, actual
˙ ref,
volume rate,V˙actref, or mass rate, m
n = i-:tdref • Pstd
ref
~td •
-
~ctref • Pact -
R
Tact •
R
convert your reference meter output to
a molar flow rate using the following
equations, noting that while values for
volume rate, mass rate, pressure,
temperature, and molar mass may
change during an emission test, you
should ensure that they are as constant
as practical for each individual set point
during a flow meter calibration:
rhref
M mix
Eq. 1065.640-1
Where:
n˙ref = reference molar flow rate.
˙ stdref = reference volume flow rate corrected
V
to a standard pressure and a standard
temperature.
V˙actref = reference volume flow rate at the
actual pressure and temperature of the
flow rate.
˙ ref = reference mass flow.
m
pstd = standard pressure.
pact = actual pressure of the flow rate.
Tstd = standard temperature.
Tact = actual temperature of the flow rate.
R = molar gas constant.
Mmix = molar mass of the flow rate.
Example 1:
V˙stdref = 1000.00 ft3⁄min = 0.471948 m3⁄s
pstd = 29.9213 in Hg @ 32 °F = 101.325
kPa = 101325 Pa = 101325 kg/(m·s2)
Tstd = 68.0 °F = 293.15 K
R = 8.314472 J/(mol·K) = 8.314472
(m2·kg)/(s2·mol·K)
.
n
0.471948-101325
ref
=-----293.15·8.314472
n˙ref = 19.619 mol/s
coefficient viscosity model to
approximate m, as shown in the
following sample calculation for Re#:
Example 2:
˙ ref = 17.2683 kg/min = 287.805 g/s
m
Mmix = 28.7805 g/mol
.
n
Re#= 4. Mmix. nref
287.805
=--ref
7r·dt. µ
28.7805
n˙ref = 10.0000 mol/s
(b) * *
(3) Perform a least-squares regression
of Vrev, versus Ks, by calculating slope,
a1, and intercept, a0, as described for a
floating intercept in § 1065.602.
*
*
*
*
*
(d) * * *
(1) Calculate the Reynolds number,
Re#, for each reference molar flow rate,
n˙ref, using the throat diameter of the
venturi, dt. Because the dynamic
viscosity, m, is needed to compute Re#,
you may use your own fluid viscosity
model to determine m for your
calibration gas (usually air), using good
engineering judgment. Alternatively,
you may use the Sutherland three-
Eq. 1065.640-10
Where, using the Sutherland threecoefficient viscosity model as captured
in Table 4 of this section:
Eq. 1065.640-11
Where:
m0 = Sutherland reference viscosity.
T0 = Sutherland reference temperature.
S = Sutherland constant.
TABLE 4 OF § 1065.640—SUTHERLAND THREE-COEFFICIENT VISCOSITY MODEL PARAMETERS
(kg/(m·s))
(K)
(K)
Gas a
Temperature
range within
±2% error b
Pressure limit b
(kPa)
(K)
1.716·10¥5
1.370·10¥5
1.12·10¥5
1.919·10¥5
1.663·10¥5
273
273
350
273
273
111
222
1064
139
107
170
190
360
190
100
to
to
to
to
to
1900
1700
1500
2000
1500
≤1800
≤3600
≤10000
≤2500
≤1600
T0 = 273 K
S = 111 K
Example:
m0 =
1.716·10¥5
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ER29JN21.211</GPH>
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a Use tabulated parameters only for the pure gases, as listed. Do not combine parameters in calculations to calculate viscosities of gas mixtures.
b The model results are valid only for ambient conditions in the specified ranges.
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29JNR2
ER29JN21.210</GPH>
Air .................................................................................................
CO2 ..............................................................................................
H2O ..............................................................................................
O2 .................................................................................................
N2 .................................................................................................
ER29JN21.214</GPH>
S
ER29JN21.213</GPH>
T0
ER29JN21.212</GPH>
μ0
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34557
3
351. Amend § 1065.642 by revising
paragraphs (b) and (c)(1) to read as
follows:
Tin = absolute temperature at the venturi
inlet.
§ 1065.642 PDP, SSV, and CFV molar flow
rate calculations.
At = 0.01824 m2
pin = 99.132 kPa = 99132 Pa = 99132 kg/
(m·s2)
Z=1
Mmix = 28.7805 g/mol = 0.0287805 kg/
mol
R = 8.314472 J/(mol·K) = 8.314472
(m2·kg)/(s2·mol·K)
Tin = 298.15 K
Re# = 7.232·105
g = 1.399
b = 0.8
Dp = 2.312 kPa
Using Eq. 1065.640–7:
rssv = 0.997
Using Eq. 1065.640–6:
Cf = 0.274
Using Eq. 1065.640–5:
Cd = 0.990
■
*
*
*
*
(b) SSV molar flow rate. Calculate
SSV molar flow rate, n˙, as follows:
Eq. 1065.642-3
Where:
Cd = discharge coefficient, as determined
based on the Cd versus Re# equation in
§ 1065.640(d)(2).
Cf = flow coefficient, as determined in
§ 1065.640(c)(3)(ii).
At = venturi throat cross-sectional area.
pin = static absolute pressure at the venturi
inlet.
Z = compressibility factor.
Mmix = molar mass of gas mixture.
R = molar gas constant.
0.01824-99132
.J1 · 0.0287805 · 8.314472 · 298.15
n˙ = 58.173 mol/s
(c) * * *
(1) To calculate n˙ through one venturi
or one combination of venturis, use its
respective mean Cd and other constants
you determined according to § 1065.640
and calculate n˙ as follows:
Eq. 1065.642-4
Where:
Cf = flow coefficient, as determined in
§ 1065.640(c)(3).
Example:
Cd = 0.985
it= 0.985-0.7219·
n˙ = 33.690 mol/s
*
*
*
*
*
352. Add § 1065.643 to read as
follows:
lotter on DSK11XQN23PROD with RULES2
■
§ 1065.643 Carbon balance error
verification calculations.
This section describes how to
calculate quantities used in the carbon
balance error verification described in
§ 1065.543. Paragraphs (a) through (c) of
this section describe how to calculate
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0.00456-98836
.J1 · 0.0287805 · 8.314472 · 378.15
the mass of carbon for a test interval
from carbon-carrying fluid streams,
intake air into the system, and exhaust
emissions, respectively. Paragraph (d) of
this section describes how to use these
carbon masses to calculate four different
quantities for evaluating carbon balance
error. Use rectangular or trapezoidal
integration methods to calculate masses
and amounts over a test interval from
continuously measured or calculated
mass and molar flow rates.
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Cf = 0.7219
At = 0.00456 m2
pin = 98.836 kPa = 98836 Pa = 98836 kg/
(m·s2)
Z=1
Mmix = 28.7805 g/mol = 0.0287805 kg/
mol
R = 8.314472 J/(mol·K) = 8.314472
(m2·kg)/(s2·mol·K)
Tin = 378.15 K
Fmt 4701
Sfmt 4700
(a) Fuel and other fluids. Determine
the mass of fuel, DEF, and other carboncarrying fluid streams, other than intake
air, flowing into the system, mfluidj, for
each test interval. Note that § 1065.543
allows you to omit all flows other than
fuel. You may determine the mass of
DEF based on ECM signals for DEF flow
rate. You may determine fuel mass
during field testing based on ECM
signals for fuel flow rate. Calculate the
mass of carbon from the combined
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.220</GPH>
it= 0.990-0.274·
ER29JN21.219</GPH>
Re# = 7.538·105
*
*
*
*
*
(3) Perform a least-squares regression
analysis to determine the best-fit
coefficients for the equation and
calculate SEE as described in
§ 1065.602. When using Eq. 1065.640–
12, treat Cd as y and the radical term as
yref and use Eq. 1065.602–12 to calculate
SEE. When using another mathematical
expression, use the same approach to
substitute that expression into the
numerator of Eq. 1065.602–12 and
replace the 2 in the denominator with
the number of coefficients in the
mathematical expression.
*
*
*
*
*
*
ER29JN21.218</GPH>
4 · 0.0287805 · 57.625
3.14159 · 0.1524 · l.838 •10-5
Example:
ER29JN21.217</GPH>
Re#=
298.15 + 111
273
ER29JN21.216</GPH>
m = 1.838·10–5 kg/(m·s)
Mmix = 28.7805 g/mol = 0.0287805 kg/
mol
n˙ref = 57.625 mol/s
dt = 152.4 mm = 0.1524 m
Tin = 298.15 K
= 1.716-10-5 ·(298.15)2 ·( 273 + 111 )
ER29JN21.215</GPH>
µ
34558
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
carbon-carrying fluid streams flowing
into the system as follows:
N
mct1uid
= L (wCJ • mt1uicjj )
J=l
Eq. 1065.643-1
Where:
j = an indexing variable that represents one
carbon-carrying fluid stream.
N = total number of carbon-carrying fluid
streams into the system over the test
interval.
wC = carbon mass fraction of the carboncarrying fluid stream as determined in
§ 1065.655(d).
mfluid = the mass of the carbon-carrying fluid
stream determined over the test interval.
Example:
N=2
wCfuel = 0.869
wCDEF = 0.065
mfuel = 1119.6 g
mDEF = 36.8 g
mCfluid = 0.869·1119.6 + 0.065·36.8 =
975.3 g
(b) Intake air. Calculate the mass of
carbon in the intake air, mCair, for each
test interval using one of the methods in
this paragraph (b). The methods are
listed in order of preference. Use the
first method where all the inputs are
available for your test configuration. For
methods that calculate mCair based on
the amount of CO2 per mole of intake
air, we recommend measuring intake air
concentration, but you may calculate
xCO2int using Eq. 1065.655–10 and letting
xCO2intdry = 375 mmol/mol.
(1) Calculate mCair, using the
following equation if you measure
intake air flow:
l11carr =Mc . nint . Xcmint
Eq. 1065.643-2
Where:
MC = molar mass of carbon.
nint = measured amount of intake air over the
test interval.
xCO2int = amount of intake air CO2 per mole
of intake air.
Example:
MC = 12.0107 g/mol
nint = 62862 mol
xCO2int = 369 mmol/mol = 0.000369 mol/
mol
mCair = 12.0107·62862·0.000369 = 278.6
g
(2) Calculate mCair, using the
following equation if you measure or
calculate raw exhaust flow and you
calculate chemical balance terms:
l11carr = Mc · nex11 ·(1- Xm<hh) ·Xcmint • ( xdil/exhd!y +xintlexhd!y)
Eq. 1065.643-3
mCair
= MC . ( ndexh - ndil). Xc02int
Eq. 1065.643-5
ER29JN21.222</GPH>
Where:
MC = molar mass of carbon.
ER29JN21.225</GPH>
MC = 12.0107 g/mol
nexh = 62862 mol
xCO2int = 369 mmol/mol = 0.000369 mol/
mol
mCair = 12.0107·62862·0.000369 = 278.6
g
(4) Calculate mCair, using the
following equation if you measure
diluted exhaust flow and dilution air
flow:
MC = 12.0107 g/mol
ndexh = 942930 mol
ndil = 880068 mol
xCO2int = 369 mmol/mol = 0.000369 mol/
mol
mCair = 12.0107·(942930 ¥
880068)·0.000369 = 278.6 g
(5) Determined mCair based on ECM
signals for intake air flow as described
in paragraph (b)(1) of this section.
(6) If you measure diluted exhaust,
determine mCair as described in
paragraph (b)(4) of this section using a
calculated amount of dilution air over
the test interval as determined in
§ 1065.667(d) instead of the measured
amount of dilution air.
(c) Exhaust emissions. Calculate the
mass of carbon in exhaust emissions,
mCexh, for each test interval as follows:
ER29JN21.224</GPH>
Example:
Example:
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Example:
MC = 12.0107 g/mol
nexh = 62862 mol
xH2Oexh = 0.034 mol/mol
xCO2int = 369 mmol/mol = 0.000369 mol/
mol
xdil/exhdry = 0.570 mol/mol
xint/exhdry = 0.465 mol/mol
mCair = 12.0107·62862·(1 ¥
0.034)·0.000369·(0.570 + 0.465) =
278.6 g
(3) Calculate mCair, using the
following equation if you measure raw
exhaust flow:
Eq. 1065.643-4
Where:
MC = molar mass of carbon.
nexh = measured amount of raw exhaust over
the test interval.
xCO2int = amount of intake air CO2 per mole
of intake air.
ndexh = measured amount of diluted exhaust
over the test interval as determined in
§ 1065.642.
ndil = measured amount of dilution air over
the test interval as determined in
§ 1065.667(b).
xCO2int = amount of intake air CO2 per mole
of intake air.
ER29JN21.223</GPH>
Where:
MC = molar mass of carbon.
nexh = calculated or measured amount of raw
exhaust over the test interval.
xH2Oexh = amount of H2O in exhaust per mole
of exhaust.
xCO2int = amount of intake air CO2 per mole
of intake air.
xdil/exhdry = amount of excess air per mole of
dry exhaust. Note that excess air and
intake air have the same composition, so
xCO2dil = xCO2int and xH2Odil = xH2Oint for
the chemical balance calculation for raw
exhaust.
xint/exhdry = amount of intake air required to
produce actual combustion products per
mole of dry exhaust.
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34559
Eq. 1065.643-6
Where:
MC = molar mass of carbon.
mCO2 = mass of CO2 over the test interval as
determined in § 1065.650(c).
MCO2 = molar mass of carbon dioxide.
mCO = mass of CO over the test interval as
determined in § 1065.650(c).
MCO = molar mass of carbon monoxide.
Example:
MC = 12.0107 g/mol
mCO2 = 4567 g
MCO2 = 44.0095 g/mol
mCO = 0.803 g
MCO = 28.0101 g/mol
mTHC = 0.537 g
MTHC = 13.875389 g/mol
= 12.0107 ·( 4567 + 0.803 + 0.537 )44.0095
13.875389 -1247.2 g
mCfluid = mass of carbon in all the carboncarrying fluid streams flowing into the
system over the test interval as
determined in paragraph (a) of this
section.
mCair = mass of carbon in the intake air
flowing into the system over the test
interval as determined in paragraph (b)
of this section.
Example:
Eq. 1065.643-7
Where:
mCexh = mass of carbon in exhaust emissions
over the test interval as determined in
paragraph (d) of this section.
mCexh = 1247.2 g
mCfluid = 975.3 g
mCair = 278.6 g
` aC = 1247.2¥975.3¥278.6 = ¥6.7 g
O
(2) Calculate carbon mass rate
absolute error, ∈aCrate, for a test interval
as follows:
E
- Eae
aerate - -
t
Eq. 1065.643-8
Where:
t = duration of the test interval.
Example:
∈aC = ¥6.7 g
t = 1202.2 s = 0.3339 hr
-6.7
ER29JN21.231</GPH>
= 0 _3339 = -20.065 g/hr
ER29JN21.276</GPH>
Eacrate
Ere
ER29JN21.230</GPH>
(3) Calculate carbon mass relative
error, ∈rC, for a test interval as follows:
Eae
=-~'-----lncfluid
+ lncair
Eq. 1065.643-9
-6.7
∈aC = ¥6.7 g
mCfliud = 975.3 g
mCair = 278.6 g
= 975.3 + 278.6 = -0.0053
(4) Calculate composite carbon mass
relative error, ∈rCcomp, for a duty cycle
with multiple test intervals as follows:
(i) Calculate ∈rCcomp using the
following equation:
ER29JN21.227</GPH>
Ere
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Fmt 4701
Sfmt 4700
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.226</GPH>
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Example:
ER29JN21.229</GPH>
(d) Carbon balance error quantities.
Calculate carbon balance error
quantities as follows:
(1) Calculate carbon mass absolute
error, eaC, for a test interval as follows:
28.0101
ER29JN21.228</GPH>
meexh
mTHC = mass of THC over the test interval as
determined in § 1065.650(c).
MTHC = effective C1 molar mass of total
hydrocarbon as defined in
§ 1065.1005(f)(2).
34560
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
f WF; . (
ErCcomp
=
mCexhi - mCfluidi - mCairi)
f;
i=l
L "WF; .
N
(
+ mcairi
mCfluidi
i=l
)
(
Eq. 1065.643-10
mCair = mass of carbon in the intake air that
flowed into the system over the test
interval as determined in paragraph (b)
of this section.
t = duration of the test interval. For duty
cycles with multiple test intervals of a
prescribed duration, such as cold-start
and hot-start transient cycles, set t = 1 for
all test intervals. For discrete-mode
steady-state duty cycles with multiple
test intervals of varying duration, set t
equal to the actual duration of each test
interval.
Where:
i = an indexing variable that represents one
test interval.
N = number of test intervals.
WF = weighting factor for the test interval as
defined in the standard-setting part.
mCexh = mass of carbon in exhaust emissions
over the test interval as determined in
paragraph (c) of this section.
mCfluid = mass of carbon in all the carboncarrying fluid streams that flowed into
the system over the test interval as
determined in paragraph (a) of this
section.
1 (1255.3-977.8-280.2)
(ii) The following example illustrates
calculation of ∈rCcomp, for cold-start and
hot-start transient cycles:
N=2
WF1 = 1/7
WF2 = 6/7
mCexh1 = 1255.3 g
mCexh2 = 1247.2 g
mCfluid1 = 977.8 g
mCfluid2 = 975.3 g
mCair1 = 280.2 g
mCair2 = 278.6 g
6 (1247.2-975.3-278.6)
-•--------+-•--------
=7
rCcomp
1
1 (977.8+280.2)
7
l
6 (975.3+278.6)
7
7
--~---~+--~---~
353. Amend § 1065.650 by revising
paragraphs (b)(3) introductory text,
(c)(1), (c)(2)(i) introductory text, (c)(3),
(d) introductory text, (d)(7), (f)(2)
introductory text, and (g) to read as
follows:
Emission calculations.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
(b) * * *
(3) For field testing, you may calculate
the ratio of total mass to total work,
where these individual values are
determined as described in paragraph (f)
of this section. You may also use this
approach for laboratory testing,
consistent with good engineering
judgment. Good engineering judgment
dictates that this method not be used if
there are any work flow paths described
VerDate Sep<11>2014
mCfluid2 = 0.095 g
mCair1 = 0.023 g
mCair2 = 0.024 g
t1 = 123 s
t2 = 306 s
WF1 = 0.85
WF2 = 0.15
mCexh1 = 2.873 g
mCexh2 = 0.125 g
mCfluid1 = 2.864 g
0.85. ( 2.873 - 2.864 - 0.023) + 0.15 · ( 0.125 - 0.095 - 0.024)
123
306
.
(
2.864
+
0.023)
+
0.
l
5
·
(
0.095
+
0.024)
_
0 85
123
306
■
§ 1065.650
1
01:55 Jun 29, 2021
Jkt 253001
in § 1065.210 that cross the system
boundary, other than the primary output
shaft (crankshaft). This is a special case
in which you use a signal linearly
proportional to raw exhaust molar flow
rate to determine a value proportional to
total emissions. You then use the same
linearly proportional signal to
determine total work using a chemical
balance of fuel, DEF, intake air, and
exhaust as described in § 1065.655, plus
information about your engine’s brakespecific fuel consumption. Under this
method, flow meters need not meet
accuracy specifications, but they must
meet the applicable linearity and
repeatability specifications in subpart D
or J of this part. The result is a brake-
PO 00000
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Fmt 4701
Sfmt 4700
=
-0.0047
specific emission value calculated as
follows:
*
*
*
*
*
(c) * * *
(1) Concentration corrections. Perform
the following sequence of preliminary
calculations on recorded concentrations:
(i) Use good engineering judgment to
time-align flow and concentration data
to match transformation time, t50, to
within ±1 s.
(ii) Correct all gaseous emission
analyzer concentration readings,
including continuous readings, sample
bag readings, and dilution air
background readings, for drift as
described in § 1065.672. Note that you
must omit this step where brake-specific
emissions are calculated without the
drift correction for performing the drift
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.234</GPH>
=
1
ER29JN21.233</GPH>
(iii) The following example illustrates
calculation of ∈rCcomp for multiple test
intervals with varying duration, such as
discrete-mode steady-state duty cycles:
N=2
ErCcomp
= -0.0049
ER29JN21.232</GPH>
€
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01:55 Jun 29, 2021
Jkt 253001
N
m
= M . X.
L n; .lit
i=l
Eq. 1065.650-6
Example:
MNOX = 46.0055 g/mol
N = 9000
X¯NOX= 85.6 mmol/mol = 85.6·10–6 mol/
mol
n˙dexh1= 25.534 mol/s
n˙dexh2= 26.950 mol/s
ƒrecord = 5 Hz
Using Eq. 1065.650–5:
Dt = 1/5 = 0.2
mNOX = 46.0055·85.6·10–6·(25.534 +
26.950 +...+ n˙exh9000)·0.2
mNOX = 4.201 g
(ii) Constant flow rate. If you batch
sample from a constant exhaust flow
rate, extract a sample at a proportional
or constant flow rate. We consider the
following to be examples of constant
exhaust flows: CVS diluted exhaust
with a CVS flow meter that has either
an upstream heat exchanger, electronic
flow control, or both. Determine the
mean molar flow rate from which you
extracted the constant flow rate sample.
Multiply the mean concentration of the
batch sample by the mean molar flow
rate of the exhaust from which the
sample was extracted, and multiply the
PO 00000
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Fmt 4701
Sfmt 4700
result by the time of the test interval. If
the total emission is a molar quantity,
convert this quantity to a mass by
multiplying it by its molar mass, M. The
result is the mass of the emission, m. In
the case of PM emissions, where the
mean PM concentration is already in
¯ PM,
units of mass per mole of sample, M
simply multiply it by the total flow, and
the result is the total mass of PM, mPM.
(A) Calculate m for sampling with
constant flow using the following
equation:
m=M·x·n·11t
Eq. 1065.650-7
¯ for PM or any other
(B) Calculate M
analysis of a batch sample that yields a
mass per mole of sample using the
following equation:
M=M·x
Eq. 1065.650-8
(C) The following example illustrates
a calculation of mPM:
¯ PM = 144.0 mg/mol = 144.0·10–6 g/mol
M
n&dexh= 57.692 mol/s
Dt = 1200 s
mPM = 144.0·10–6·57.692·1200
mPM = 9.9692 g
*
*
*
*
*
(d) Total work over a test interval. To
calculate the total work from the engine
over a test interval, add the total work
from all the work paths described in
§ 1065.210 that cross the system
boundary including electrical energy/
work, mechanical shaft work, and fluid
pumping work. For all work paths,
except the engine’s primary output shaft
(crankshaft), the total work for the path
over the test interval is the integration
of the net work flow rate (power) out of
the system boundary. When energy/
work flows into the system boundary,
this work flow rate signal becomes
negative; in this case, include these
negative work rate values in the
integration to calculate total work from
that work path. Some work paths may
result in a negative total work. Include
negative total work values from any
work path in the calculated total work
from the engine rather than setting the
values to zero. The rest of this paragraph
(d) describes how to calculate total work
from the engine’s primary output shaft
over a test interval. Before integrating
power on the engine’s primary output
shaft, adjust the speed and torque data
for the time alignment used in
§ 1065.514(c). Any advance or delay
used on the feedback signals for cycle
validation must also be used for
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.237</GPH>
may calculate total flow by integrating
a changing flow rate or by determining
the mean of a constant flow rate, as
follows:
(i) Varying flow rate. If you collect a
batch sample from a changing exhaust
flow rate, extract a sample proportional
to the changing exhaust flow rate. We
consider the following to be examples of
changing flows that require proportional
sampling: Raw exhaust, exhaust diluted
with a constant flow rate of dilution air,
and CVS dilution with a CVS flow meter
that does not have an upstream heat
exchanger or electronic flow control.
Integrate the flow rate over a test
interval to determine the total flow from
which you extracted the proportional
sample. Multiply the mean
concentration of the batch sample by the
total flow from which the sample was
extracted. If the total emission is a molar
quantity, convert this quantity to a mass
by multiplying it by its molar mass, M.
The result is the mass of the emission,
m. In the case of PM emissions, where
the mean PM concentration is already in
¯ PM,
units of mass per mole of sample, M
simply multiply it by the total flow. The
result is the total mass of PM, mPM.
Calculate m for batch sampling with
variable flow using the following
equation:
ER29JN21.236</GPH>
validation according to § 1065.550(b).
When applying the initial THC and CH4
contamination readings according to
§ 1065.520(f), use the same values for
both sets of calculations. You may also
use as-measured values in the initial set
of calculations and corrected values in
the drift-corrected set of calculations as
described in § 1065.520(f)(7).
(iii) Correct all THC and CH4
concentrations for initial contamination
as described in § 1065.660(a), including
continuous readings, sample bags
readings, and dilution air background
readings.
(iv) Correct all concentrations
measured on a ‘‘dry’’ basis to a ‘‘wet’’
basis, including dilution air background
concentrations, as described in
§ 1065.659.
(v) Calculate all NMHC and CH4
concentrations, including dilution air
background concentrations, as described
in § 1065.660.
(vi) For emission testing with an
oxygenated fuel, calculate any HC
concentrations, including dilution air
background concentrations, as described
in § 1065.665. See subpart I of this part
for testing with oxygenated fuels.
(vii) Correct all the NOX
concentrations, including dilution air
background concentrations, for intakeair humidity as described in § 1065.670.
(2) * * *
(i) Varying flow rate. If you
continuously sample from a changing
exhaust flow rate, time align and then
multiply concentration measurements
by the flow rate from which you
extracted it. We consider the following
to be examples of changing flows that
require a continuous multiplication of
concentration times molar flow rate:
Raw exhaust, exhaust diluted with a
constant flow rate of dilution air, and
CVS dilution with a CVS flow meter
that does not have an upstream heat
exchanger or electronic flow control.
This multiplication results in the flow
rate of the emission itself. Integrate the
emission flow rate over a test interval to
determine the total emission. If the total
emission is a molar quantity, convert
this quantity to a mass by multiplying
it by its molar mass, M. The result is the
mass of the emission, m. Calculate m for
continuous sampling with variable flow
using the following equations:
*
*
*
*
*
(3) Batch sampling. For batch
sampling, the concentration is a single
value from a proportionally extracted
batch sample (such as a bag, filter,
impinger, or cartridge). In this case,
multiply the mean concentration of the
batch sample by the total flow from
which the sample was extracted. You
34561
ER29JN21.235</GPH>
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34562
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
lotter on DSK11XQN23PROD with RULES2
Example:
N = 9000
ƒn1 = 1800.2 r/min
ƒn2 = 1805.8 r/min
T1 = 177.23 N·m
T2 = 175.00 N·m
Crev = 2·p rad/r
Ct1 = 60 s/min
Cp = 1000 (N·m·rad/s)/kW
ƒrecord = 5 Hz
Ct2 = 3600 s/hr
R
= 1800.2-177.23·2·3.14159
60-1000
1
P1 = 33.41 kW
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
W
= i=lN
IWF;-w;
= (33.41 + 33.09 + ... + P9000 ) • 0.2
i=l
3600
PO 00000
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Fmt 4701
Sfmt 4700
Eq. 1065.650-17
Where:
i = test interval number.
N· = number of test intervals.
WF = weighting factor for the test interval as
defined in the standard-setting part.
m = mass of emissions over the test interval
as determined in paragraph (c) of this
section.
W = total work from the engine over the test
interval as determined in paragraph (d)
of this section.
Example:
N=2
WF1 = 0.1428
WF2 = 0.8572
m1 = 70.125 g
m2 = 64.975 g
W1 = 25.783 kW·hr
W2 = 25.783 kW·hr
(0.1428 · 70.125) + (0.8572 · 64.975)
= (0.1428-25.783)+(0.8572·25.783)
eNOXcomp = 2.548 g/kW·hr
(2) Calculate composite brake-specific
emissions for duty cycles with multiple
test intervals that allow use of varying
duration, such as discrete-mode steadystate duty cycles, as follows:
(i) Use the following equation if you
calculate brake-specific emissions over
test intervals based on total mass and
total work as described in paragraph
(b)(1) of this section:
ER29JN21.244</GPH>
eNO,oomp
ER29JN21.243</GPH>
W = 16.875 kW·hr
*
*
*
*
*
(f) * * *
(2) Total work. To calculate a value
proportional to total work over a test
interval, integrate a value that is
proportional to power. Use information
about the brake-specific fuel
consumption of your engine, efuel, to
convert a signal proportional to fuel
flow rate to a signal proportional to
power. To determine a signal
proportional to fuel flow rate, divide a
signal that is proportional to the mass
rate of carbon products by the fraction
of carbon in your fuel, wC. You may use
a measured wC or you may use default
values for a given fuel as described in
§ 1065.655(e). Calculate the mass rate of
carbon from the amount of carbon and
water in the exhaust, which you
determine with a chemical balance of
fuel, DEF, intake air, and exhaust as
described in § 1065.655. In the chemical
balance, you must use concentrations
from the flow that generated the signal
proportional to molar flow rate, Õ
n, in
paragraph (e)(1) of this section.
Calculate a value proportional to total
work as follows:
*
*
*
*
*
(g) Brake-specific emissions over a
duty cycle with multiple test intervals.
The standard-setting part may specify a
duty cycle with multiple test intervals,
such as with discrete-mode steady-state
testing. Unless we specify otherwise,
calculate composite brake-specific
emissions over the duty cycle as
described in this paragraph (g). If a
measured mass (or mass rate) is
negative, set it to zero for calculating
composite brake-specific emissions, but
leave it unchanged for drift validation.
In the case of calculating composite
brake-specific emissions relative to a
combined emission standard (such as a
NOX + NMHC standard), change any
negative mass (or mass rate) values to
zero for a particular pollutant before
combining the values for the different
pollutants.
(1) Use the following equation to
calculate composite brake-specific
emissions for duty cycles with multiple
test intervals all with prescribed
durations, such as cold-start and hotstart transient cycles:
Eq. 1065.650-18
Where:
i = test interval number.
N = number of test intervals.
WF = weighting factor for the test interval as
defined in the standard-setting part.
m = mass of emissions over the test interval
as determined in paragraph (c) of this
section.
W = total work from the engine over the test
interval as determined in paragraph (d)
of this section.
t = duration of the test interval.
Example:
N=2
WF1 = 0.85
WF2 = 0.15
m1 = 1.3753 g
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.242</GPH>
Eq. 1065.650-11
ecomp
Dt = 1/5 = 0.2 s
ER29JN21.241</GPH>
Eq. 1065.650-10
Where:
W = total work from the primary output shaft.
Pi = instantaneous power from the primary
output shaft over an interval i.
Using Eq. 1065.650–5:
ER29JN21.240</GPH>
i=l
IWF;·m;
ER29JN21.239</GPH>
N
W=IP;·M
N
P2 = 33.09 kW
ER29JN21.238</GPH>
calculating work. Account for work of
accessories according to § 1065.110.
Exclude any work during cranking and
starting. Exclude work during actual
motoring operation (negative feedback
torques), unless the engine was
connected to one or more energy storage
devices. Examples of such energy
storage devices include hybrid
powertrain batteries and hydraulic
accumulators, like the ones illustrated
in Figure 1 of § 1065.210. Exclude any
work during reference zero-load idle
periods (0% speed or idle speed with 0
N·m reference torque). Note, that there
must be two consecutive reference zero
load idle points to establish a period
where the zero-load exclusion applies.
Include work during idle points with
simulated minimum torque such as
Curb Idle Transmissions Torque (CITT)
for automatic transmissions in ‘‘drive’’.
The work calculation method described
in paragraphs (d)(1) though (7) of this
section meets the requirements of this
paragraph (d) using rectangular
integration. You may use other logic
that gives equivalent results. For
example, you may use a trapezoidal
integration method as described in
paragraph (d)(8) of this section.
*
*
*
*
*
(7) Integrate the resulting values for
power over the test interval. Calculate
total work as follows:
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Ô = 2.25842 g/hr
m
1
Ô = 0.063443 g/hr
m
2
P¯1 = 4.5383 kW
P¯2 = 0.0 kW
m2 = 0.4135 g
t1 = 120 s
t2 = 200 s
W1 = 2.8375 kW·hr
W2 = 0.0 kW·hr
eNO.comp
( 0.85, 1.3753)+(0.15. 0.4135)
120
200
= (o.85,2.8375)+(0.]5•~)
120
200
eNO,oomp
= 0.5001 g/kW·hr
(ii) Use the following equation if you
calculate brake-specific emissions over
test intervals based on the ratio of mass
rate to power as described in paragraph
(b)(2) of this section:
N
I,WF; ·rh;
i=l
N
L,WF; ·P;
i=l
Eq. 1065.650-19
Where:
i = test interval number.
N = number of test intervals.
WF = weighting factor for the test interval as
defined in the standard-setting part.
Ô = mean steady-state mass rate of emissions
m
over the test interval as determined in
paragraph (e) of this section.
= mean steady-state power over the test
interval as described in paragraph (e) of
this section.
Example:
N=2
WF1 = 0.85
WF2 = 0.15
= 0.5001 g/kW·hr
*
*
*
*
■ 354. Amend § 1065.655 by revising
the section heading and paragraphs (a),
(c) introductory text, (c)(3), (d)
introductory text, (e), and (f)(3) to read
as follows:
NOxcomp
*
NOxcomp
=
(0.85 · 2.25842) + (0.15 · 0.063443)
(0.85 •4.5383) + ( 0.15 · 0.0)
e
e
ecomp
=
§ 1065.655 Chemical balances of fuel, DEF,
intake air, and exhaust.
(a) General. Chemical balances of fuel,
intake air, and exhaust may be used to
calculate flows, the amount of water in
their flows, and the wet concentration of
constituents in their flows. With one
flow rate of either fuel, intake air, or
exhaust, you may use chemical balances
to determine the flows of the other two.
For example, you may use chemical
balances along with either intake air or
fuel flow to determine raw exhaust flow.
Note that chemical balance calculations
allow measured values for the flow rate
of diesel exhaust fluid for engines with
urea-based selective catalytic reduction.
*
*
*
*
*
(c) Chemical balance procedure. The
calculations for a chemical balance
involve a system of equations that
require iteration. We recommend using
a computer to solve this system of
equations. You must guess the initial
values of up to three quantities: The
34563
amount of water in the measured flow,
xH2Oexh, fraction of dilution air in
diluted exhaust, xdil/exh, and the amount
of products on a C1 basis per dry mole
of dry measured flow, xCcombdry. You
may use time-weighted mean values of
combustion air humidity and dilution
air humidity in the chemical balance; as
long as your combustion air and
dilution air humidities remain within
tolerances of ±0.0025 mol/mol of their
respective mean values over the test
interval. For each emission
concentration, x, and amount of water,
xH2Oexh, you must determine their
completely dry concentrations, xdry and
xH2Oexhdry. You must also use your fuel
mixture’s atomic hydrogen-to-carbon
ratio, a, oxygen-to-carbon ratio, b,
sulfur-to-carbon ratio, g, and nitrogen-tocarbon ratio, d; you may optionally
account for diesel exhaust fluid (or
other fluids injected into the exhaust), if
applicable. You may calculate a, b, g,
and d based on measured fuel
composition or based on measured fuel
and diesel exhaust fluid (or other fluids
injected into the exhaust) composition
together, as described in paragraph (e) of
this section. You may alternatively use
any combination of default values and
measured values as described in
paragraph (e) of this section. Use the
following steps to complete a chemical
balance:
*
*
*
*
*
(3) Use the following symbols and
subscripts in the equations for
performing the chemical balance
calculations in this paragraph (c):
xH2Oexh .................................
xCcombdry ...............................
xH2dry ....................................
KH2Ogas .................................
amount of H2O in exhaust per mole of exhaust
amount of carbon from fuel and any injected fluids in the exhaust per mole of dry exhaust
amount of H2 in exhaust per amount of dry exhaust
water-gas reaction equilibrium coefficient; you may use 3.5 or calculate your own value using good engineering
judgment
amount of H2O in exhaust per dry mole of dry exhaust
amount of dry stoichiometric products per dry mole of intake air
amount of dilution gas and/or excess air per mole of dry exhaust
amount of intake air required to produce actual combustion products per mole of dry (raw or diluted) exhaust
amount of undiluted exhaust, without excess air, per mole of dry (raw or diluted) exhaust
amount of intake air O2 per mole of intake air
amount of intake air CO2 per mole of dry intake air; you may use xCO2intdry = 375 μmol/mol, but we recommend
measuring the actual concentration in the intake air
amount of intake air H2O per mole of dry intake air
amount of intake air CO2 per mole of intake air
amount of dilution gas CO2 per mole of dilution gas
amount of dilution gas CO2 per mole of dry dilution gas; if you use air as diluent, you may use xCO2dildry = 375
μmol/mol, but we recommend measuring the actual concentration in the intake air
amount of dilution gas H2O per mole of dry dilution gas
amount of dilution gas H2O per mole of dilution gas
amount of measured emission in the sample at the respective gas analyzer
amount of emission per dry mole of dry sample
amount of H2O in sample at emission-detection location; measure or estimate these values according to
§ 1065.145(e)(2)
amount of H2O in the intake air, based on a humidity measurement of intake air
atomic hydrogen-to-carbon ratio of the fuel (or mixture of test fuels) and any injected fluids
xH2Oexhdry ..............................
xprod/intdry ..............................
xdil/exhdry ................................
xint/exhdry ................................
xraw/exhdry ..............................
xO2int .....................................
xCO2intdry ...............................
lotter on DSK11XQN23PROD with RULES2
xH2Ointdry ...............................
xCO2int ...................................
xCO2dil ...................................
xCO2dildry ...............................
xH2Odildry ...............................
xH2Odil ...................................
x[emission]meas ........................
x[emission]dry ...........................
xH2O[emission]meas ..................
xH2Oint ...................................
a ...........................................
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
PO 00000
Frm 00257
Fmt 4701
Sfmt 4700
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.246</GPH>
Amount of dilution gas or excess air per mole of exhaust
ER29JN21.245</GPH>
xdil/exh
ER29JN21.247</GPH>
TABLE 1 OF § 1065.655—SYMBOLS AND SUBSCRIPTS FOR CHEMICAL BALANCE EQUATIONS
34564
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF § 1065.655—SYMBOLS AND SUBSCRIPTS FOR CHEMICAL BALANCE EQUATIONS—Continued
xdil/exh
atomic oxygen-to-carbon ratio of the fuel (or mixture of test fuels) and any injected fluids
atomic sulfur-to-carbon ratio of the fuel (or mixture of test fuels) and any injected fluids
atomic nitrogen-to-carbon ratio of the fuel (or mixture of test fuels) and any injected fluids
*
*
*
*
(d) Carbon mass fraction of fuel.
Determine carbon mass fraction of fuel,
wC, based on the fuel properties as
determined in paragraph (e) of this
section, optionally accounting for diesel
exhaust fluid’s contribution to a, b, g,
and d, or other fluids injected into the
exhaust, if applicable (for example, the
engine is equipped with an emission
control system that utilizes DEF).
Calculate wC using the following
equation:
*
*
*
*
*
(e) Fuel and diesel exhaust fluid
composition. Determine fuel and diesel
exhaust fluid composition represented
by a, b, g, and d as described in this
paragraph (e). When using measured
fuel or diesel exhaust fluid properties,
you must determine values for a and b
in all cases. If you determine
compositions based on measured values
and the default value listed in Table 2
of this section is zero, you may set g and
d to zero; otherwise determine g and d
(along with a and b) based on measured
values. Determine elemental mass
fractions and values for a, b, g, and d as
follows:
(1) For liquid fuels, use the default
values for a, b, g, and d in Table 2 of
this section or determine mass fractions
of liquid fuels for calculation of a, b, g,
and d as follows:
(i) Determine the carbon and
hydrogen mass fractions according to
ASTM D5291 (incorporated by reference
in § 1065.1010). When using ASTM
D5291 to determine carbon and
hydrogen mass fractions of gasoline
(with or without blended ethanol), use
good engineering judgment to adapt the
method as appropriate. This may
include consulting with the instrument
manufacturer on how to test highvolatility fuels. Allow the weight of
volatile fuel samples to stabilize for 20
minutes before starting the analysis; if
the weight still drifts after 20 minutes,
prepare a new sample). Retest the
sample if the carbon, hydrogen, oxygen,
sulfur, and nitrogen mass fractions do
not add up to a total mass of 100 ± 0.5%;
if you do not measure oxygen, you may
assume it has a zero concentration for
this specification. You may also assume
that sulfur and nitrogen have a zero
concentration for all fuels except
residual fuel blends.
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
(ii) Determine oxygen mass fraction of
gasoline (with or without blended
ethanol) according to ASTM D5599
(incorporated by reference in
§ 1065.1010). For all other liquid fuels,
determine the oxygen mass fraction
using good engineering judgment.
(iii) Determine the nitrogen mass
fraction according to ASTM D4629 or
ASTM D5762 (incorporated by reference
in § 1065.1010) for all liquid fuels.
Select the correct method based on the
expected nitrogen content.
(iv) Determine the sulfur mass
fraction according to subpart H of this
part.
(2) For gaseous fuels and diesel
exhaust fluid, use the default values for
a, b, g, and d in Table 2 of this section,
or use good engineering judgment to
determine those values based on
measurement.
(3) For nonconstant fuel mixtures, you
must account for the varying
proportions of the different fuels. This
paragraph (e)(3) generally applies for
dual-fuel and flexible-fuel engines, but
it also applies if diesel exhaust fluid is
injected in a way that is not strictly
proportional to fuel flow. Account for
these varying concentrations either with
a batch measurement that provides
averaged values to represent the test
interval, or by analyzing data from
continuous mass rate measurements.
Application of average values from a
batch measurement generally applies to
situations where one fluid is a minor
component of the total fuel mixture, for
example dual-fuel and flexible-fuel
engines with diesel pilot injection,
where the diesel pilot fuel mass is less
than 5% of the total fuel mass and
diesel exhaust fluid injection; consistent
with good engineering judgment.
(4) Calculate a, b, g, and d using the
following equations:
PO 00000
N
L
mj ·wHj
MC
j=I
a =- . --'-----M
H
~.
L.
m j · Wcj
j=I
Eq. 1065.655-20
Frm 00258
Fmt 4701
Sfmt 4700
Eq. 1065.655-21
Eq. 1065.655-22
Eq. 1065.655-23
Where:
N = total number of fuels and injected fluids
over the duty cycle.
j = an indexing variable that represents one
fuel or injected fluid, starting with j = 1.
˙ j = the mass flow rate of the fuel or any
m
injected fluid j. For applications using a
single fuel and no DEF fluid, set this
value to 1. For batch measurements,
divide the total mass of fuel over the test
interval duration to determine a mass
rate.
wHj = hydrogen mass fraction of fuel or any
injected fluid j.
wCj = carbon mass fraction of fuel or any
injected fluid j.
wOj = oxygen mass fraction of fuel or any
injected fluid j.
wSj = sulfur mass fraction of fuel or any
injected fluid j.
wNj = nitrogen mass fraction of fuel or any
injected fluid j.
Example:
N=1
j=1
˙ 1= 1
m
wH1 = 0.1239
wC1 = 0.8206
wO1 = 0.0547
wS1 = 0.00066
wN1 = 0.000095
MC = 12.0107
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.249</GPH>
lotter on DSK11XQN23PROD with RULES2
*
ER29JN21.248</GPH>
b ...........................................
g ............................................
d ............................................
Amount of dilution gas or excess air per mole of exhaust
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
MH = 1.00794
MO = 15.9994
MS = 32.065
MN = 14.0067
34565
a = 1.799
b = 0.05004
g = 0.0003012
d = 0.0001003
12.0107-1-0.1239
a=-------1.00794 · 1 · 0.8206
P= 12.0101-1-0.0547
(5) Table 2 follows:
15.9994 · 1 · 0.8206
12.0107 · 1 · 0.00066
r=
<5=
32.065 • 1 · o.8206
12.0107-1-0.000095
14.0067 · 1 · 0.8206
TABLE 2 OF ~1065.655-DEFAULT VALUES OF
Fuel or injected fluid
a, /J, Y,
Atomic hydrogen,
oxygen, sulfur, and
nitrogen-to-carbon ratios
<), AND
we
Carbon mass
fraction, we
gig
CHaOpS1N6
Gasoline
CH1.ss00S0No
0.866
EIO Gasoline
CH1.920o_03S0No
0.833
E15 Gasoline
CH1.9sOo.osS0No
0.817
E85 Gasoline
CH2_130o.3sS0No
0.576
ElOOEthanol
CH30o.sS0No
0.521
MIOO Methanol
CH401S0No
0.375
#1 Diesel
CH1.9300S0No
0.861
#2 Diesel
CH1.so00S0No
0.869
Liquefied petroleum gas
CH2_54Q0S0No
0.819
Natural gas
CH3.7s Oo.016S0No
0.747
not use this calculation if the standardsetting part requires carbon balance
error verification as described in
§ 1065.543. See § 1065.915(d)(5)(iv) for
lotter on DSK11XQN23PROD with RULES2
Eq.
Where:
n˙exh = raw exhaust molar flow rate from
which you measured emissions.
j = an indexing variable that represents one
fuel or injected fluid, starting with j = 1.
N = total number of fuels and injected fluids
over the duty cycle.
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
Example:
N=1
j=1
Frm 00259
Fmt 4701
application to field testing. Calculate
˙ j using the following
n˙exh based on m
equation:
1065.655-25
˙ j = the mass flow rate of the fuel or any
m
injected fluid j.
wCj = carbon mass fraction of the fuel and
any injected fluid j.
PO 00000
0.065
Sfmt 4700
˙ 1= 7.559 g/s
m
wC1 = 0.869 g/g
MC = 12.0107 g/mol
cCcombdry1 = 99.87 mmol/mol = 0.09987
mol/mol
cH20exhdry1 = 107.64 mmol/mol = 0.10764
mol/mol
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.252</GPH>
(f) * * *
(3) Fluid mass flow rate calculation.
This calculation may be used only for
steady-state laboratory testing. You may
CH17.ss01_92S0N2
ER29JN21.251</GPH>
Diesel exhaust fluid
Must be determined by measured fuel properties as
described in paragraph (e)( 1) of this section.
ER29JN21.250</GPH>
Residual fuel blends
34566
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
n = 7 _559 . _o._8_69_·_(1_+_0_.1_0_16_4_)
exh
12.0107 · 0.09987
n˙exh = 6.066 mol/s
*
*
*
*
*
■ 355. Amend § 1065.659 by revising
paragraph (c)(2) and (3) to read as
follows:
§ 1065.659
Removed water correction.
*
*
*
*
*
(c) * * *
(2) If the measurement comes from
raw exhaust, you may determine the
amount of water based on intake-air
humidity, plus a chemical balance of
fuel, DEF, intake air, and exhaust as
described in § 1065.655.
(3) If the measurement comes from
diluted exhaust, you may determine the
amount of water based on intake-air
humidity, dilution air humidity, and a
chemical balance of fuel, DEF, intake
air, and exhaust as described in
§ 1065.655.
*
*
*
*
*
■ 356. Amend § 1065.660 by adding
paragraphs (a)(5) and (6) and revising
paragraphs (b)(2) introductory text,
(b)(2)(ii) introductory text, (b)(2)(iii)
introductory text, (b)(3) introductory
text, (b)(4), (c)(2), (d) introductory text,
(d)(1) introductory text, (d)(1)(ii)
introductory text, (d)(1)(iii) introductory
text, (d)(2), and (e) to read as follows:
§ 1065.660 THC, NMHC, NMNEHC, CH4,
and C2H6 determination.
(a) * * *
(5) You may calculate THC as the sum
of NMHC and CH4 if you determine CH4
with an FTIR as described in paragraph
(d)(2) of this section and NMHC with an
FTIR using the additive method from
paragraph (b)(4) of this section.
(6) You may calculate THC as the sum
of NMNEHC, C2H6, and CH4 if you
determine CH4 with an FTIR as
described in paragraph (d)(2) of this
section, C2H6 with an FTIR as described
XNMNEHC
in paragraph (e) of this section, and
NMNEHC with an FTIR using the
additive method from paragraph (c)(3)
of this section.
(b) * * *
(2) For nonmethane cutters, calculate
cNMHC using the nonmethane cutter’s
methane penetration fraction,
PFCH4[NMC-FID], and the ethane response
factor penetration fraction,
RFPFC2H6[NMC-FID], from § 1065.365, the
THC FID’s methane response factor,
RFCH4[THC-FID], from § 1065.360, the
initial THC contamination and dry-towet corrected THC concentration,
cTHC[THC-FID]cor, as determined in
paragraph (a) of this section, and the
dry-to-wet corrected methane
concentration, cTHC[NMC-FID]cor,
optionally corrected for initial THC
contamination as determined in
paragraph (a) of this section.
*
*
*
*
*
(ii) Use the following equation for
penetration fractions determined using
an NMC configuration as outlined in
§ 1065.365(e):
*
*
*
*
*
(iii) Use the following equation for
penetration fractions determined using
an NMC configuration as outlined in
§ 1065.365(f) or for penetration fractions
determined as a function of molar water
concentration using an NMC
configuration as outlined in
§ 1065.365(d):
*
*
*
*
*
(3) For a GC-FID or FTIR, calculate
cNMHC using the THC analyzer’s
methane response factor, RFCH4[THC-FID],
from § 1065.360, and the initial THC
contamination and dry-to-wet corrected
THC concentration, cTHC[THC-FID]cor, as
determined in paragraph (a) of this
section as follows:
*
*
*
*
*
(4) For an FTIR, calculate cNMHC by
summing the hydrocarbon species listed
in § 1065.266(c) as follows:
= XrnC[THC-FID]cor -
N
XNMHC
= L(XHCi -
XHCi-init)
i=l
Eq. 1065.660-6
Where:
cNMHC = concentration of NMHC.
cHCi = the C1-equivalent concentration of
hydrocarbon species i as measured by
the FTIR, not corrected for initial
contamination.
cHCi-init = the C1-equivalent concentration of
the initial system contamination
(optional) of hydrocarbon species i, dryto-wet corrected, as measured by the
FTIR.
Example:
cC2H6 = 4.9 mmol/mol
cC2H4 = 0.9 mmol/mol
cC2H2 = 0.8 mmol/mol
cC3H8 = 0.4 mmol/mol
cC3H6 = 0.5 mmol/mol
cC4H10 = 0.3 mmol/mol
cCH2O = 0.8 mmol/mol
cC2H4O = 0.3 mmol/mol
cCH2O2 = 0.1 mmol/mol
cCH4O = 0.1 mmol/mol
cNMHC = 4.9 + 0.9 + 0.8 + 0.4 + 0.5 +
0.3 + 0.8 + 0.3 + 0.1 + 0.1
cNMHC = 9.1 mmol/mol
(c) * * *
(2) For a GC-FID, NMC FID, or FTIR,
calculate cNMNEHC using the THC
analyzer’s methane response factor,
RFCH4[THC-FID], and ethane response
factor, RFC2H6[THC-FID], from § 1065.360,
the initial contamination and dry-to-wet
corrected THC concentration,
cTHC[THC-FID]cor, as determined in
paragraph (a) of this section, the dry-towet corrected methane concentration,
cCH4, as determined in paragraph (d) of
this section, and the dry-to-wet
corrected ethane concentration, cC2H6, as
determined in paragraph (e) of this
section as follows:
RFCH4[THC-FID] • XCH4 - RFC2H6[1HC-FID] • Xc2H6
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
Example:
cTHC[THC-FID]cor = 145.6 mmol/mol
RFCH4[THC-FID] = 0.970
cCH4 = 18.9 mmol/mol
RFC2H6[THC-FID] = 1.02
cC2H6 = 10.6 mmol/mol
PO 00000
Frm 00260
Fmt 4701
Sfmt 4700
cNMNEHC = 145.6¥0.970 · 18.9¥1.02 ·
10.6
cNMNEHC = 116.5 mmol/mol
*
*
*
*
*
(d) CH4 determination. Use one of the
following methods to determine
methane concentration, cCH4:
(1) For nonmethane cutters, calculate
cCH4 using the nonmethane cutter’s
methane penetration fraction,
PFCH4[NMC-FID], and the ethane response
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.255</GPH>
RFC2H6[THC-FID] = response factor of THC-FID
to C2H6.
cC2H6 = the C1-equivalent concentration of
C2H6, dry-to-wet corrected, as measured
by the GC-FID or FTIR.
ER29JN21.254</GPH>
Where:
cNMNEHC = concentration of NMNEHC.
cTHC[THC-FID]cor = concentration of THC,
initial THC contamination and dry-towet corrected, as measured by the THC
FID.
RFCH4[THC-FID] = response factor of THC-FID
to CH4.
cCH4 = concentration of CH4, dry-to-wet
corrected, as measured by the GC-FID,
NMC FID, or FTIR.
ER29JN21.253</GPH>
lotter on DSK11XQN23PROD with RULES2
Eq. 1065.660-7
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
factor penetration fraction,
RFPFC2H6[NMC-FID, from § 1065.365, the
THC FID’s methane response factor,
RFCH4[THC-FID], from § 1065.360, the
initial THC contamination and dry-towet corrected THC concentration,
cTHC[THC-FID]cor, as determined in
paragraph (a) of this section, and the
dry-to-wet corrected methane
concentration, cTHC[NMC-FID]cor,
optionally corrected for initial THC
contamination as determined in
paragraph (a) of this section.
*
*
*
*
*
(ii) Use the following equation for
penetration fractions determined using
an NMC configuration as outlined in
§ 1065.365(e):
*
*
*
*
*
(iii) Use the following equation for
penetration fractions determined using
an NMC configuration as outlined in
§ 1065.365(f) or for penetration fractions
determined as a function of molar water
concentration using an NMC
configuration as outlined in
§ 1065.365(d):
*
*
*
*
*
(2) For a GC-FID or FTIR, cCH4 is the
actual dry-to-wet corrected methane
concentration as measured by the
analyzer.
(e) C2H6 determination. For a GC-FID
or FTIR, cC2H6 is the C1-equivalent, dryto-wet corrected ethane concentration as
measured by the analyzer.
357. Amend § 1065.665 by revising
paragraph (a) to read as follows:
■
34567
§ 1065.665 THCE and NMHCE
determination.
(a) If you measured an oxygenated
hydrocarbon’s mass concentration, first
calculate its molar concentration in the
exhaust sample stream from which the
sample was taken (raw or diluted
exhaust), and convert this into a C1equivalent molar concentration. Add
these C1-equivalent molar
concentrations to the molar
concentration of non-oxygenated total
hydrocarbon (NOTHC). The result is the
molar concentration of total
hydrocarbon equivalent (THCE).
Calculate THCE concentration using the
following equations, noting that Eq.
1065.665–3 is required only if you need
to convert your oxygenated hydrocarbon
(OHC) concentration from mass to
moles:
N
XTHCE
= XNOTHC + L (XoHCi -
XoHCi-init)
i=l
Eq. 1065.665-1
N
XNOTHC
= XrnqTHC-FID]cor -
L( (
XoHCi - XoHCi-init) • RFOHCi[THC-FIDJ)
i=l
=
MOHCi
_
mdexh
ndexhOHCi
ndexh
Mdexh
lotter on DSK11XQN23PROD with RULES2
Eq. 1065.665-3
Where:
cTHCE = the sum of the C1-equivalent
concentrations of non-oxygenated
hydrocarbon, alcohols, and aldehydes.
cNOTHC = the sum of the C1-equivalent
concentrations of NOTHC.
cOHCi = the C1-equivalent concentration of
oxygenated species i in diluted exhaust,
not corrected for initial contamination.
cOHCi-init = the C1-equivalent concentration of
the initial system contamination
(optional) of oxygenated species i, dryto-wet corrected.
cTHC[THC-FID]cor = the C1-equivalent response
to NOTHC and all OHC in diluted
exhaust, HC contamination and dry-towet corrected, as measured by the THCFID.
RFOHCi[THC-FID] = the response factor of the
FID to species i relative to propane on a
C1-equivalent basis.
Mdexh = the molar mass of diluted exhaust as
determine in § 1065.340.
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
*
*
*
*
*
358. Amend § 1065.667 by revising
paragraph (d) to read as follows:
■
§ 1065.667 Dilution air background
emission correction.
*
*
*
*
*
(d) You may determine the total flow
of dilution air from the measured dilute
exhaust flow and a chemical balance of
the fuel, DEF, intake air, and dilute
exhaust as described in § 1065.655. For
this paragraph (d), the molar flow of
dilution air is calculated by multiplying
the dilute exhaust flow by the mole
fraction of dilution gas to dilute
exhaust, cdil/ex, from the dilute chemical
balance. This may be done by totaling
continuous calculations or by using
batch results. For example, to use batch
results, the total flow of dilution air is
calculated by multiplying the total flow
PO 00000
Frm 00261
Fmt 4701
Sfmt 4700
E:\FR\FM\29JNR2.SGM
29JNR2
ER29JN21.257</GPH>
XoHCi
of diluted exhaust, ndexh, by the flowweighted mean mole fraction of dilution
air in diluted exhaust, c≈dil/exh. Calculate
c≈dil/exh using flow-weighted mean
concentrations of emissions in the
chemical balance, as described in
§ 1065.655. The chemical balance in
§ 1065.655 assumes that your engine
operates stoichiometrically, even if it is
a lean-burn engine, such as a
compression-ignition engine. Note that
for lean-burn engines this assumption
could result in an error in emission
calculations. This error could occur
because the chemical balance in
§ 1065.655 treats excess air passing
through a lean-burn engine as if it was
dilution air. If an emission
concentration expected at the standard
is about 100 times its dilution air
background concentration, this error is
negligible. However, if an emission
concentration expected at the standard
is similar to its background
concentration, this error could be
significant. If this error might affect your
ability to show that your engines
comply with applicable standards in
this chapter, we recommend that you
either determine the total flow of
ER29JN21.256</GPH>
mdexhOHCi = the mass of oxygenated species i
in dilute exhaust.
MOHCi = the C1-equivalent molecular weight
of oxygenated species i.
mdexh = the mass of diluted exhaust.
ndexhOHCi = the number of moles of
oxygenated species i in total diluted
exhaust flow.
ndexh = the total diluted exhaust flow.
mdexhOHCi
ER29JN21.258</GPH>
Eq. 1065.665-2
34568
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
dilution air using one of the more
accurate methods in paragraph (b) or (c)
of this section, or remove background
emissions from dilution air by HEPA
filtration, chemical adsorption, or
catalytic scrubbing. You might also
consider using a partial-flow dilution
technique such as a bag mini-diluter,
which uses purified air as the dilution
air.
*
*
*
*
*
XNOwet
quench =
1-
XH20meas
-1 .
Xmoexp
+ ( XNOmeas
Xmomeas
XNOdry
359. Amend § 1065.675 by revising
paragraph (d) to read as follows:
■
§ 1065.675 CLD quench verification
calculations.
*
*
*
*
*
(d) Calculate quench as follows:
-1] .
XNOact
Xco2exp
•
100 %
Xc02act
Eq. 1065.675-1
Where:
quench = amount of CLD quench.
cNOdry = concentration of NO upstream of a
humidity generator, according to
§ 1065.370(e)(4).
cNOwet = measured concentration of NO
downstream of a humidity generator,
according to § 1065.370(e)(9).
cH2Oexp = maximum expected mole fraction of
water during emission testing, according
to paragraph (b) of this section.
cH2Omeas = measured mole fraction of water
during the quench verification,
according to § 1065.370(e)(7).
cNOmeas = measured concentration of NO
when NO span gas is blended with CO2
span gas, according to § 1065.370(d)(10).
cNOact = actual concentration of NO when NO
span gas is blended with CO2 span gas,
cNOdry = 1800.0 mmol/mol
cNOwet = 1739.6 mmol/mol
cH2Oexp = 0.030 mol/mol
cH2Omeas = 0.030 mol/mol
cNOmeas = 1515.2 mmol/mol
cNOspan = 3001.6 mmol/mol
cCO2exp = 3.2%
cCO2span = 6.1%
cCO2act = 2.98%
6.1
quench = (¥0.0036655¥0.014020171) ·
100% = ¥1.7685671%
■ 360. Amend § 1065.695 by adding
paragraph (c)(8)(v) to read as follows:
■
§ 1065.695
*
Data requirements.
*
*
*
*
(c) * * *
(8) * * *
(v) Carbon balance error verification,
if performed.
*
*
*
*
*
+(
J
1515.2
1J-~ -100 %
1535.24459
2.98
361. Amend § 1065.701 by revising
paragarphs (b) and (f) to read as follows:
§ 1065.701
fuels.
General requirements for test
*
*
*
*
(b) Fuels meeting alternate
specifications. We may allow you to use
a different test fuel (such as California
LEV III gasoline) if it does not affect
your ability to show that your engines
would comply with all applicable
emission standards in this chapter using
the test fuel specified in this subpart.
*
*
*
*
*
(f) Service accumulation and field
testing fuels. If we do not specify a
service-accumulation or field-testing
fuel in the standard-setting part, use an
appropriate commercially available fuel
such as those meeting minimum
specifications from the following table:
TABLE 1 OF § 1065.701—EXAMPLES OF SERVICE-ACCUMULATION AND FIELD-TESTING FUELS
Reference procedure a
Fuel category
Subcategory
Diesel ..............................................
Light distillate and light blends with residual .........................................
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Sfmt 4700
E:\FR\FM\29JNR2.SGM
ASTM D975.
29JNR2
ER29JN21.261</GPH>
j
1739.6
1-0.030 -1 . 0.030
1800.0
0.030
ER29JN21.260</GPH>
l[
*
lotter on DSK11XQN23PROD with RULES2
Example:
= (1- 2 ·98 ] •3001.6 = 1535.24459 µmol/mol
uench =
q
Eq. 1065.675-2
Where:
cNOspan = the NO span gas concentration
input to the gas divider, according to
§ 1065.370(d)(5).
cCO2span = the CO2 span gas concentration
input to the gas divider, according to
§ 1065.370(d)(4).
ER29JN21.259</GPH>
XNoact
according to § 1065.370(d)(11) and
calculated according to Eq. 1065.675–2.
cCO2exp = maximum expected concentration
of CO2 during emission testing,
according to paragraph (c) of this section.
cCO2act = actual concentration of CO2 when
NO span gas is blended with CO2 span
gas, according to § 1065.370(d)(9).
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34569
TABLE 1 OF § 1065.701—EXAMPLES OF SERVICE-ACCUMULATION AND FIELD-TESTING FUELS—Continued
Fuel category
Intermediate and residual fuel ........
Gasoline ..........................................
Alcohol .............................................
Aviation fuel .....................................
Gas turbine fuel ...............................
a Incorporated
Middle distillate ......................................................................................
Biodiesel (B100) ....................................................................................
All ...........................................................................................................
Automotive gasoline ..............................................................................
Automotive gasoline with ethanol concentration up to 10 volume % ...
Ethanol (E51-83) ....................................................................................
Methanol (M70-M85) .............................................................................
Aviation gasoline ....................................................................................
Gas turbine ............................................................................................
Jet B wide cut ........................................................................................
General ..................................................................................................
ASTM D6985.
ASTM D6751.
See § 1065.705.
ASTM D4814.
ASTM D4814.
ASTM D5798.
ASTM D5797.
ASTM D910.
ASTM D1655.
ASTM D6615.
ASTM D2880.
by reference; see § 1065.1010.
362. Amend § 1065.703 by revising
paragraph (b) to read as follows:
(b) There are three grades of #2 diesel
fuel specified for use as a test fuel. See
the standard-setting part to determine
which grade to use. If the standardsetting part does not specify which
■
§ 1065.703
Distillate diesel fuel.
*
*
*
Reference procedure a
Subcategory
*
*
grade to use, use good engineering
judgment to select the grade that
represents the fuel on which the engines
will operate in use. The three grades are
specified in Table 1 of this section.
TABLE 1 OF § 1065.703—TEST FUEL SPECIFICATIONS FOR DISTILLATE DIESEL FUEL
Low
sulfur
High
sulfur
Reference procedure a
Unit
Cetane Number ....................................................
Distillation range:
Initial boiling point ..........................................
10 pct. point ...................................................
50 pct. point ...................................................
90 pct. point ...................................................
Endpoint ........................................................
Gravity ..................................................................
Total sulfur ............................................................
........................
40–50
40–50
40–50
°C ...................
........................
........................
........................
........................
°API ................
mg/kg .............
171–204
204–238
243–282
293–332
321–366
32–37
7–15
171–204
204–238
243–282
293–332
321–366
32–37
300–500
171–204
204–238
243–282
293–332
321–366
32–37
800–2500
g/kg ................
100
100
100
°C ...................
mm2/s ............
54
2.0–3.2
54
2.0–3.2
54
2.0–3.2
Aromatics, min. (Remainder shall be paraffins,
naphthenes, and olefins).
Flashpoint, min. ....................................................
Kinematic Viscosity ...............................................
a Incorporated
*
*
*
*
*
363. Amend § 1065.705 by revising
paragraph (c) to read as follows:
VerDate Sep<11>2014
ASTM D613.
ASTM D86.
ASTM D4052.
ASTM D2622, ASTM
D5453, or ASTM
D7039.
ASTM D5186.
ASTM D93.
ASTM D445.
by reference, see § 1065.1010. See § 1065.701(d) for other allowed procedures.
■
lotter on DSK11XQN23PROD with RULES2
Ultra low
sulfur
Property
01:55 Jun 29, 2021
Jkt 253001
§ 1065.705 Residual and intermediate
residual fuel.
*
*
*
*
*
(c) The fuel must meet the
specifications for one of the categories
in the following table:
BILLING CODE 6560–50–P
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Density at 15 °C, max.
Unit
kg/m3
Fmt 4701
Sfmt 4725
Kinematic viscosity at
50°C, max.
Flash point, min.
Pour point (upper)
Winter quality, max.
Summer quality, max.
Carbon residue, max.
Ash, max.
Water, max.
(k,,/lw) %
(ke:/lm) %
(m3/m3 )%
Sulfur, max.
E:\FR\FM\29JNR2.SGM
Vanadium, max.
Category ISO-FRMF
RMG
RMA
RMB
RMD
RME
30
30
80
180
960.0
975.0
980.0
991.0
991.0
I
180
380
I
RMH
RMK
RMH
RMK
380
380
700
700
1010.0
991.0
1010.0
mm2/s
30.0
80.0
180.0
380.0
700.0
oc
60
60
60
60
60
30
30
30
30
10
0.10
0.5
30
30
14
0.10
0.5
0.5
0.15
0.5
30
30
22
0.15
0.5
(kg/kg)%
3.50
4.00
4.50
4.50
4.50
mg/kg
150
350
oc
24
24
0
6
15
0.10
200
I
I
I
Total sediment
(kg/kg)%
0.10
0.10
0.10
ootential, max.
Aluminium plus
mg/kg
80
80
80
silicon, max.
'Incorporated by reference; see §1065.1010. See §1065.701(d) for other allowed procedures.
20
0.15
500
18
300
I
I
22
600
600
0.10
0.10
80
80
Reference Procedure•
ISO 3675 or ISO 12185 (see
also ISO 8217)
ISO 3104
ISO 2719 (see also ISO 8217)
ISO 3016
ISO 10370
ISO 6245
ISO 3733
ISO 8754 or ISO 14596 (see
also ISO 8217)
ISO 14597 or IP-501 or IP-470
( see also ISO 8217)
ISO 10307-2 (see also ISO
8217)
ISO 10478 or IP 501 or IP 470
(see also ISO 8217)
29JNR2
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
01:55 Jun 29, 2021
ER29JN21.262</GPH>
Property
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
364. Amend § 1065.710 by revising
paragraphs (b)(2) and (c) to read as
follows:
lotter on DSK11XQN23PROD with RULES2
■
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01:55 Jun 29, 2021
Jkt 253001
§ 1065.710
Gasoline.
*
*
*
*
*
(b) * * *
(2) Table 1 of this section identifies
limit values consistent with the units in
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34571
the reference procedure for each fuel
property. These values are generally
specified in international units. Values
presented in parentheses are for
information only. Table 1 follows:
E:\FR\FM\29JNR2.SGM
29JNR2
34572
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF §1065.710-TEST FUEL SPECIFICATIONS FORA Low-LEVEL ETHANOL-GASOLINE
BLEND
SPECIFICATION
Property
Unit
General
Testing
Antiknock Index (R+M)/2
-
Sensitivity (R-M)
-
Dry Vapor Pressure
Equivalent (DVPE)°,d
Distillationd
10 % evaporated
50 % evaporated
90 % evaporated
Evaporated final boiling point
LowTemperature
Testing
87.0-88.4b
Reference Procedure•
High Altitude
Testing
Minimum, 87.0
Minimum, 7.5
kPa (psi)
oc (OF)
oc (OF)
oc (OF)
oc (OF)
60.0-63.4
(8.7-9.2)
49-60
(120-140)
77.2-81.4
(11.2-11. 8)
43-54
(110-130)
52.4-55.2
(7.6-8.0)
49-60
(120-140)
ASTM D2699 and
ASTMD2700
ASTM D2699 and
ASTMD2700
ASTMD5191
88-99 (190-210)
ASTMD86
157-168 (315-335)
193-216 (380-420)
Residue
milliliter
Maximum, 2.0
Total Aromatic Hydrocarbons
volume%
21.0-25.0
C6 Aromatics (benzene)
volume%
0.5-0.7
C7 Aromatics (toluene)
volume%
5.2-6.4
CS Aromatics
volume%
5.2-6.4
C9 Aromatics
volume%
5.2-6.4
C 1O+ Aromatics
volume%
4.4-5.6
Olefins•
volume%
4.0-10.0
Ethanol blended
volume%
9.6-10.0
Ethanol confirmatoryf
volume%
9.4-10.2
Total Content of Oxygenates
Other than Ethanolr
volume%
Maximum, 0.1
Sulfur
mg/kg
8.0-11.0
Lead
g/liter
Maximum, 0.0026
Phosphorus
g/liter
Maximum, 0.0013
ASTMD3231
-
Maximum, No. 1
ASTMD130
Copper Corrosion
ASTMD5769
ASTMD6550
See paragraph (b)(3) of
this section.
ASTM D4815 or
ASTMD5599
ASTM D4815 or
ASTMD5599
ASTM D2622, ASTM
D5453 or ASTM D7039
ASTMD3237
mg/100
Maximum, 3.0
ASTMD381
milliliter
ASTMD525
Oxidation Stability
minute
Minimum, 1000
•Incorporated by reference; see §1065.1010. See §1065.701(d) for other allowed procedures.
hOctane specifications apply only for testing related to exhaust emissions. For engines or vehicles that require the use of
premium fuel, as described in paragraph (d) of this section, the adjusted specification for antiknock index is a minimum
value of 91.0; no maximum value applies. All other specifications apply for this high-octane fuel.
°Calculate dry vapor pressure equivalent, DVPE, based on the measured total vapor pressure,pT, using the following
equation: DVPE (kPa) = 0.956-pT- 2.39 or DVPE (psi)= 0.956-pT - 0.347. DVPE is intended to be equivalent to Reid
Vapor Pressure using a different test method.
<lParenthetical values are shown for informational purposes only.
0 ASTM D6550 prescribes measurement of olefin concentration in mass %. Multiply this result by 0.857 and round to the
first decimal place to determine the olefin concentration in volume %.
rASTM D5599 prescribes concentration measurements for ethanol and other oxygenates in mass%. Convert results to
volume% as specified in Section 14.3 of ASTM D4815.
BILLING CODE 6560–50–C
*
*
*
VerDate Sep<11>2014
*
(c) The specifications of this
paragraph (c) apply for testing with neat
*
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gasoline. This is sometimes called
indolene or E0 test fuel. Gasoline for
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29JNR2
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Solvent-Washed Gum Content
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
testing must have octane values that
represent commercially available fuels
34573
for the appropriate application. Test fuel
specifications apply as follows:
TABLE 2 OF § 1065.710—TEST FUEL SPECIFICATIONS FOR NEAT (E0) GASOLINE
Specification
Property
Unit
General
testing
Low-temperature
testing
Distillation Range:
Evaporated initial boiling point ........
10% evaporated ..............................
50% evaporated ..............................
90% evaporated ..............................
Evaporated final boiling point .........
Total Aromatic Hydrocarbons ................
Olefins c ..................................................
Lead .......................................................
Phosphorous ..........................................
Total sulfur .............................................
Dry vapor pressure equivalent d .............
°C ...................
°C ...................
°C ...................
°C ...................
°C ...................
volume % .......
volume % .......
g/liter ..............
g/liter ..............
mg/kg .............
kPa .................
24–35 b ...................
49–57 .....................
93–110 ...................
149–163 .................
Maximum, 213 .......
Maximum, 35 .........
Maximum, 10 .........
Maximum, 0.013 ....
Maximum, 0.0013 ..
Maximum, 80 .........
60.0–63.4 b e ...........
24–36 .....................
37–48.
82–101.
158–174.
Maximum, 212.
Maximum, 30.4 ......
Maximum, 17.5 ......
Maximum, 0.013 ....
Maximum, 0.005 ....
Maximum, 80 .........
77.2–81.4 ...............
Reference procedure a
ASTM D86.
ASTM
ASTM
ASTM
ASTM
ASTM
ASTM
D1319 or ASTM D5769.
D1319 or ASTM D6550.
D3237.
D3231.
D2622.
D5191.
a Incorporated
by reference; see § 1065.1010. See § 1065.701(d) for other allowed procedures.
testing at altitudes above 1219 m, the specified initial boiling point range is (23.9 to 40.6) °C and the specified volatility range is (52.0 to
55.2) kPa.
c ASTM D6550 prescribes measurement of olefin concentration in mass %. Multiply this result by 0.857 and round to the first decimal place to
determine the olefin concentration in volume %.
d Calculate dry vapor pressure equivalent, DVPE, based on the measured total vapor pressure, p , in kPa using the following equation:
T
DVPE(kPa) = 0.956·pT ¥ 2.39 or DVPE(psi) = 0.956·pT ¥ 0.347. DVPE is intended to be equivalent to Reid Vapor Pressure using a different
test method.
e For testing unrelated to evaporative emissions, the specified range is (55.2 to 63.4) kPa.
b For
*
*
*
*
*
■ 365. Amend § 1065.715 by revising
paragraph (a) to read as follows:
§ 1065.715
Natural gas.
(a) Except as specified in paragraph
(b) of this section, natural gas for testing
must meet the specifications in the
following table:
TABLE 1 OF § 1065.715—TEST FUEL SPECIFICATIONS FOR NATURAL GAS
Value a
Property
Methane, CH4 .............................................................................................................................................................
Ethane, C2H6 ..............................................................................................................................................................
Propane, C3H8 ...........................................................................................................................................................
Butane, C4H10 ............................................................................................................................................................
Pentane, C5H12 ..........................................................................................................................................................
C6 and higher .............................................................................................................................................................
Oxygen .......................................................................................................................................................................
Inert gases (sum of CO2 and N2) ..............................................................................................................................
Minimum, 0.87 mol/mol.
Maximum, 0.055 mol/mol.
Maximum, 0.012 mol/mol.
Maximum, 0.0035 mol/mol.
Maximum, 0.0013 mol/mol.
Maximum, 0.001 mol/mol.
Maximum, 0.001 mol/mol.
Maximum, 0.051 mol/mol.
a Demonstrate compliance with fuel specifications based on the reference procedures in ASTM D1945 (incorporated by reference in
§ 1065.1010), or on other measurement procedures using good engineering judgment. See § 1065.701(d) for other allowed procedures.
*
§ 1065.720
■
(a) Except as specified in paragraph
(b) of this section, liquefied petroleum
*
*
*
*
366. Amend § 1065.720 by revising
paragraph (a) to read as follows:
Liquefied petroleum gas.
gas for testing must meet the
specifications in the following table:
lotter on DSK11XQN23PROD with RULES2
TABLE 1 OF § 1065.720(a)—TEST FUEL SPECIFICATIONS FOR LIQUEFIED PETROLEUM GAS
Reference
procedure a
Property
Value
Propane, C3H8 ............................................................................................
Vapor pressure at 38 °C .............................................................................
Minimum, 0.85 m3/m3 ......................
Maximum, 1400 kPa ........................
Volatility residue (evaporated temperature, 35 °C) .....................................
Butanes .......................................................................................................
Butenes .......................................................................................................
Pentenes and heavier .................................................................................
Propene .......................................................................................................
Residual matter (residue on evaporation of 100 ml oil stain observation)
Corrosion, copper strip ................................................................................
Sulfur ...........................................................................................................
Maximum,
Maximum,
Maximum,
Maximum,
Maximum,
Maximum,
Maximum,
Maximum,
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¥38 °C ...........................
0.05 m3/m3 .....................
0.02 m3/m3 .....................
0.005 m3/m3 ...................
0.1 m3/m3 .......................
0.05 ml pass c .................
No. 1 ...............................
80 mg/kg .........................
E:\FR\FM\29JNR2.SGM
29JNR2
ASTM D2163.
ASTM D1267 or
b ASTM D2598.
ASTM D1837.
ASTM D2163.
ASTM D2163.
ASTM D2163.
ASTM D2163.
ASTM D2158.
ASTM D1838.
ASTM D6667.
34574
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF § 1065.720(a)—TEST FUEL SPECIFICATIONS FOR LIQUEFIED PETROLEUM GAS—Continued
Reference
procedure a
Property
Value
Moisture content ..........................................................................................
pass ..................................................
ASTM D2713.
a Incorporated
by reference; see § 1065.1010. See § 1065.701(d) for other allowed procedures.
b If these two test methods yield different results, use the results from ASTM D1267.
c The test fuel must not yield a persistent oil ring when you add 0.3 ml of solvent residue mixture to a filter paper in 0.1 ml increments and examine it in daylight after two minutes.
*
§ 1065.750
■
*
*
*
*
*
367. Amend § 1065.750 by revising
paragraph (a)(1)(ii) to read as follows:
Analytical gases.
*
*
(a) * * *
*
(1) * * *
(ii) Contamination as specified in the
following table:
*
TABLE 1 OF § 1065.750—GENERAL SPECIFICATIONS FOR PURIFIED GASES a
Constituent
Purified air
THC (C1-equivalent) .........................................................
CO .....................................................................................
CO2 ...................................................................................
O2 ......................................................................................
NOX ...................................................................................
N2O b .................................................................................
≤0.05 μmol/mol ................................................................
≤1 μmol/mol .....................................................................
≤10 μmol/mol ...................................................................
0.205 to 0.215 mol/mol ...................................................
≤0.02 μmol/mol ................................................................
≤0.02 μmol/mol ................................................................
a We
b The
Purified N2
≤0.05 μmol/mol.
≤1 μmol/mol.
≤10 μmol/mol.
≤2 μmol/mol.
≤0.02 μmol/mol.
≤0.02 μmol/mol.
do not require these levels of purity to be NIST-traceable.
N2O limit applies only if the standard-setting part requires you to report N2O or certify to an N2O standard.
*
*
*
*
*
368. Amend § 1065.790 by revising
paragraph (b) to read as follows:
■
§ 1065.790
Mass standards.
*
*
*
*
*
(b) Dynamometer, fuel mass scale,
and DEF mass scale calibration weights.
Use dynamometer and mass scale
calibration weights that are certified as
NIST-traceable within 0.1% uncertainty.
Calibration weights may be certified by
any calibration lab that maintains NISTtraceability.
369. Amend § 1065.905 by revising
paragraph (f) to read as follows:
■
§ 1065.905
General provisions.
*
*
*
*
*
(f) Summary. The following table
summarizes the requirements of
paragraphs (d) and (e) of this section:
TABLE 1 OF § 1065.905—SUMMARY OF TESTING REQUIREMENTS SPECIFIED OUTSIDE OF THIS SUBPART
Subpart
Applicability for field testing a
Applicability for laboratory
or similar testing with
PEMS without restriction a
A: Applicability and general
provisions.
B: Equipment for testing ......
Use all ...........................................................................
Use all ...............................
Use all.
Use §§ 1065.101 and 1065.140 through the end of
subpart B of this part, except §§ 1065.140(e)(1) and
(4), 1065.170(c)(1)(vi), and 1065.195(c). Section
1065.910 specifies equipment specific to field testing.
Use all Section 1065.915 allows deviations. ................
Use all ...............................
Use all. Section 1065.910
specifies equipment specific to laboratory testing
with PEMS.
Use all except
§ 1065.295(c).
D: Calibrations and
verifications.
Use all except §§ 1065.308 and 1065.309. Section
1065.920 allows deviations, but also has additional
specifications.
Use all ...............................
E: Test engine selection,
maintenance, and durability.
F: Running an emission test
in the laboratory.
G: Calculations and data requirements.
Do not use Use standard-setting part. ..........................
Use all ...............................
Use all except
§ 1065.295(c).
Section1065.915 allows
deviations.
Use all. Section 1065.920
allows deviations, but
also has additional specifications.
Use all.
Use §§ 1065.590 and 1065.595 for PM. §§ 1065.930
and 1065.935 to start and run a field test.
Use all Section 1065.940 has additional calculation instructions.
Use all ...............................
Use all.
Use all ...............................
H: Fuels, engine fluids, analytical gases, and other
calibration materials.
I: Testing with oxygenated
fuels.
Use all ...........................................................................
Use all ...............................
Use all. Section 1065.940
has additional calculation
instructions
Use all.
Use all ...........................................................................
Use all ...............................
Use all.
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29JNR2
Applicability for laboratory
or similar testing with
PEMS with restrictions a
34575
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF § 1065.905—SUMMARY OF TESTING REQUIREMENTS SPECIFIED OUTSIDE OF THIS SUBPART—Continued
Subpart
Applicability for field testing a
Applicability for laboratory
or similar testing with
PEMS without restriction a
K: Definitions and reference
materials.
Use all ...........................................................................
Use all ...............................
a Refer
Applicability for laboratory
or similar testing with
PEMS with restrictions a
Use all.
to paragraphs (d) and (e) of this section for complete specifications.
370. Amend § 1065.910 by revising
paragraph (a)(2) to read as follows:
■
§ 1065.910 PEMS auxiliary equipment for
field testing.
*
*
*
*
*
(a) * * *
(2) Tubing. We recommend using
rigid 300 series stainless steel tubing to
connect between flexible connectors.
Tubing may be straight or bent to
accommodate vehicle geometry. You
may use ‘‘T’’ or ‘‘Y’’ fittings to join
multiple connections, or you may cap or
plug redundant flow paths if the engine
manufacturer recommends it.
*
*
*
*
*
■ 371. Amend § 1065.915 by revising
paragraph (a) to read as follows:
§ 1065.915
PEMS instruments.
(a) Instrument specifications. We
recommend that you use PEMS that
meet the specifications of subpart C of
this part. For unrestricted use of PEMS
in a laboratory or similar environment,
use a PEMS that meets the same
specifications as each lab instrument it
replaces. For field testing or for testing
with PEMS in a laboratory or similar
environment, under the provisions of
§ 1065.905(b), the specifications in the
following table apply instead of the
specifications in Table 1 of § 1065.205:
TABLE 1 OF § 1065.915—RECOMMENDED MINIMUM PEMS MEASUREMENT INSTRUMENT PERFORMANCE
Measurement
Measured
quantity
symbol
Rise time,
t10–90, and
Fall time,
t90–10
Recording
update
frequency
Engine speed transducer ..............
fn ....................
1 s ..................
1 Hz means ...
Engine torque estimator, BSFC
(This is a signal from an engine’s ECM).
General pressure transducer (not
a part of another instrument).
Atmospheric pressure meter .........
General temperature sensor (not a
part of another instrument).
General dewpoint sensor ..............
Exhaust flow meter .......................
T or BSFC .....
1 s ..................
1 Hz means ...
p .....................
5 s ..................
1 Hz ...............
patmos .............
T .....................
50 s ................
5 s ..................
0.1 Hz ............
1 Hz ...............
Tdew ...............
n˙ .....................
50 s ................
1 s ..................
0.1 Hz ............
1 Hz means ...
Dilution air, inlet air, exhaust, and
sample flow meters.
Continuous gas analyzer ..............
n˙ .....................
1 s ..................
1 Hz means ...
x .....................
5 s ..................
1 Hz ...............
Gravimetric PM balance ................
Inertial PM balance .......................
mPM ................
mPM ................
........................
........................
........................
........................
Accuracy a
Repeatability a
Noise a
5% of pt. or 1%
of max.
8% of pt. or 5%
of max.
2% of pt. or 1%
of max.
2% of pt. or 1%
of max.
0.5% of max.
5% of pt. or 5%
of max.
250 Pa ..............
1% of pt. K or 5
K.
3 K ....................
5% of pt. or 3%
of max.
2.5% of pt. or
1.5% of max.
4% of pt. or 4%
of meas.
See § 1065.790
4% of pt. or 4%
of meas.
2% of pt. or
0.5% of max.
200 Pa ..............
0.5% of pt. K or
2 K.
1 K ....................
2% of pt ............
1% of max.
1.25% of pt. or
0.75% of max.
2% of pt. or 2%
of meas.
0.5 μg.
2% of pt. or 2%
of meas.
1% of max.
1% of max.
100 Pa.
0.5% of max 0.5
K.
1 K.
2% of max.
1% of max.
1% of max.
a Accuracy, repeatability, and noise are all determined with the same collected data, as described in § 1065.305, and based on absolute values. ‘‘pt.’’ refers to the overall flow-weighted mean value expected at the standard; ‘‘max.’’ refers to the peak value expected at the standard over
any test interval, not the maximum of the instrument’s range; ‘‘meas’’ refers to the actual flow-weighted mean measured over any test interval.
*
*
*
*
*
372. Amend § 1065.1001 by adding a
definition for ‘‘Enhanced-idle’’ in
alphabetical order and revising the
definition for ‘‘Test interval’’ to read as
follows:
■
§ 1065.1001
Definitions.
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
*
Enhanced-idle means a mode of
engine idle operation where idle speed
is elevated above warm idle speed as
determined by the electronic control
module, for example during engine
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warm-up or to increase exhaust
temperature.
*
*
*
*
*
Test interval means a duration of time
over which you determine mass of
emissions. For example, the standardsetting part may specify a complete
laboratory duty cycle as a cold-start test
interval, plus a hot-start test interval. As
another example, a standard-setting part
may specify a field-test interval, such as
a ‘‘not-to-exceed’’ (NTE) event, as a
duration of time over which an engine
operates within a certain range of speed
and torque. In cases where multiple test
intervals occur over a duty cycle, the
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standard-setting part may specify
additional calculations that weight and
combine results to arrive at composite
values for comparison against the
applicable standards in this chapter.
*
*
*
*
*
■ 373. Amend § 1065.1005 by revising
paragraphs (a), (c), (d), (e), (f)(2), and (g)
to read as follows:
§ 1065.1005 Symbols, abbreviations,
acronyms, and units of measure.
*
*
*
*
*
(a) Symbols for quantities. This part
uses the following symbols and units of
measure for various quantities:
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TABLE 1 OF § 1065.1005—SYMBOLS FOR QUANTITIES
Symbol
Quantity
Unit
Unit symbol
a ........................
atomic hydrogen-to-carbon ratio.
area ..............................
intercept of least
squares regression.
slope of least squares
regression.
acceleration of Earth’s
gravity.
ratio of diameters .........
atomic oxygen-to-carbon ratio.
number of carbon
atoms in a molecule.
power-specific carbon
mass error coefficient.
discharge coefficient.
flow coefficient.
atomic nitrogen-to-carbon ratio.
diameter .......................
power-specific carbon
mass rate absolute
error coefficent.
dilution ratio .................
error between a quantity and its reference.
difference or error
quantity.
brake-specific emission
or fuel consumption.
F-test statistic.
frequency .....................
angular speed (shaft) ..
ratio of specific heats ..
mole per mole ..............
mol/mol ........................
1.
square meter ...............
m2 ................................
m2.
meter per square second.
meter per meter ...........
mole per mole ..............
m/s2 .............................
m· s¥2.
m/m ..............................
mol/mol ........................
1.
1.
gram per kilowatt-hour
g/(kW·hr) ......................
3.6¥1 · 10¥9 · m¥2 · s2.
mole per mole ..............
mol/mol ........................
1.
meter ............................
gram per kilowatt-hour
m ..................................
g/(kW·hr) ......................
m.
3.6¥1 · 10¥9 · m¥2 · s2.
mole per mole ..............
mol/mol ........................
1.
gram per kilowatt hour
g/(kW·hr) ......................
3.6¥1 · 10¥9 · m¥2 · s2.
hertz .............................
revolutions per minute
(joule per kilogram kelvin) per (joule per
kilogram kelvin).
mole per mole ..............
Hz ................................
r/min .............................
(J/(kg·K))/(J/(kg·K)) ......
s¥1.
π · 30¥1 · s¥1.
1.
mol/mol ........................
1.
......................................
......................................
meter ............................
......................................
m4 · s · K0.5/kg .............
m ..................................
1.
m4 · kg¥1 · s · K0.5.
m.
pascal second ..............
gram per mole .............
kilogram .......................
kilogram per second ....
meter squared per second.
Pa·s ..............................
g/mol ............................
kg .................................
kg/s ..............................
m2/s .............................
m¥1 · kg · s¥1.
10¥3 · kg · mol¥1.
kg.
kg · s¥1.
m2 · s¥1.
mole .............................
mole per second ..........
mol ...............................
mol/s ............................
mol.
mol · s¥1.
kilowatt .........................
kW ................................
103 · m2 · kg · s¥3.
pascal ..........................
kilogram per cubic
meter.
pascal ..........................
Pa ................................
kg/m3 ...........................
m¥1 · kg · s¥2.
m¥3 · kg.
Pa ................................
m¥1 · kg · s¥2.
pascal per pascal ........
Pa/Pa ...........................
1.
micrometer ...................
μm ................................
10¥6 · m.
kelvin ............................
K ..................................
K.
A ........................
a0 ......................
a1 ......................
ag ......................
β ........................
β ........................
C# ......................
c ........................
Cd ......................
Cf .......................
δ ........................
d ........................
d ........................
DR .....................
e ........................
∈ .......................
e ........................
F ........................
ƒ ........................
ƒn .......................
g ........................
g ........................
K ........................
Kv ......................
l .........................
L ........................
μ ........................
M .......................
m .......................
˙ .......................
m
v ........................
N .......................
n ........................
n˙ ........................
P ........................
PF .....................
p ........................
r ........................
Δp ......................
lotter on DSK11XQN23PROD with RULES2
r .........................
r2 .......................
Ra .....................
Re# ....................
RF .....................
RH .....................
s ........................
S ........................
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atomic sulfur-to-carbon
ratio.
correction factor ...........
calibration coefficient ...
length ...........................
limit.
viscosity, dynamic ........
molar mass 1 ................
mass ............................
mass rate .....................
viscosity, kinematic ......
total number in series.
amount of substance ...
amount of substance
rate.
power ...........................
penetration fraction.
pressure .......................
mass density ................
differential static pressure.
ratio of pressures .........
coefficient of determination.
average surface roughness.
Reynolds number.
response factor.
relative humidity.
non-biased standard
deviation.
Sutherland constant .....
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Units in terms of SI base units
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TABLE 1 OF § 1065.1005—SYMBOLS FOR QUANTITIES—Continued
Symbol
Quantity
SEE ...................
standard error of the
estimate.
absolute temperature ...
Celsius temperature ....
torque (moment of
force).
plane angle ..................
time ..............................
time interval, period, 1/
frequency.
volume .........................
volume rate ..................
work .............................
carbon mass fraction ...
amount of substance
mole fraction.2
flow-weighted mean
concentration.
generic variable.
compressibility factor.
T ........................
T ........................
T ........................
q ........................
t .........................
Δt .......................
V ........................
V˙ ........................
W .......................
wC .....................
x ........................
X¯ ........................
y ........................
Z ........................
Unit
Unit symbol
Units in terms of SI base units
kelvin ............................
degree Celsius .............
newton meter ...............
K ..................................
°C .................................
N·m ..............................
K.
K¥273.15.
m2 · kg · s¥2.
degrees ........................
second .........................
second .........................
° ...................................
s ...................................
s ...................................
rad.
s.
s.
cubic meter ..................
cubic meter per second
kilowatt-hour ................
gram per gram .............
mole per mole ..............
m3 ................................
m3/s .............................
kW·hr ...........................
g/g ................................
mol/mol ........................
m3.
m3 · s¥1.
3.6 · 106 · m2 · kg · s¥2.
1.
1.
mole per mole ..............
mol/mol ........................
1.
1 See paragraph (f)(2) of this section for the values to use for molar masses. Note that in the cases of NO and HC, the regulations specify efX
fective molar masses based on assumed speciation rather than actual speciation.
2 Note that mole fractions for THC, THCE, NMHC, NMHCE, and NOTHC are expressed on a C -equivalent basis.
1
*
*
*
*
*
(c) Prefixes. This part uses the
following prefixes for units and unit
symbols:
TABLE 3 OF § 1065.1005—
PREFIXES—Continued
TABLE 3 OF § 1065.1005—PREFIXES
Symbol
Prefix name
μ ...........
m ..........
c ...........
micro ..................
milli .....................
centi ....................
Symbol
Prefix name
k ...........
M ..........
kilo ......................
mega ..................
TABLE 4 OF § 1065.1005—
SUPERSCRIPTS
Factor
103
106
Superscript
Meaning
overbar (such as y¯) ...
overdot (such as y˙) ...
arithmetic mean.
quantity per unit time.
Factor
10¥6
10¥3
10¥2
(d) Superscripts. This part uses the
following superscripts for modifying
quantity symbols:
(e) Subscripts. This part uses the
following subscripts for modifying
quantity symbols:
TABLE 5 OF § 1065.1005—SUBSCRIPTS
lotter on DSK11XQN23PROD with RULES2
Subscript
Meaning
a ..........................................................................
abs ......................................................................
act .......................................................................
air ........................................................................
amb .....................................................................
atmos ..................................................................
bkgnd ..................................................................
C .........................................................................
cal .......................................................................
CFV .....................................................................
comb ...................................................................
comp ...................................................................
cor .......................................................................
dil ........................................................................
dew .....................................................................
dexh ....................................................................
dry .......................................................................
dutycycle .............................................................
∈ .........................................................................
exh ......................................................................
exp ......................................................................
fluid .....................................................................
fn .........................................................................
frict ......................................................................
fuel ......................................................................
hi,idle ...................................................................
i ...........................................................................
idle ......................................................................
in .........................................................................
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absolute (e.g., absolute difference or error).
absolute quantity.
actual condition.
air, dry.
ambient.
atmospheric.
background.
carbon mass.
calibration quantity.
critical flow venturi.
combined.
composite value.
corrected quantity.
dilution air.
dewpoint.
diluted exhaust.
dry condition.
duty cycle.
related to a difference or error quantity.
raw exhaust.
expected quantity.
fluid stream.
feedback speed.
friction.
fuel consumption.
condition at high-idle.
an individual of a series.
condition at idle.
quantity in.
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TABLE 5 OF § 1065.1005—SUBSCRIPTS—Continued
Subscript
Meaning
init .......................................................................
int ........................................................................
j ...........................................................................
mapped ...............................................................
max .....................................................................
initial quantity, typically before an emission test.
intake air.
an individual of a series.
conditions over which an engine can operate.
the maximum (i.e., peak) value expected at the standard over a test interval; not the maximum
of an instrument range.
measured quantity.
PM sample media.
mixture of diluted exhaust and air.
normalized.
quantity out.
power.
partial quantity.
positive-displacement pump.
after the test interval.
before the test interval.
stoichiometric product.
relative (e.g., relative difference or error).
rate (divided by time).
record rate.
reference quantity.
revolution.
saturated condition.
slip.
span quantity.
subsonic venturi.
standard condition.
engine strokes per power stroke.
torque.
test quantity.
alternate test quantity.
uncorrected quantity.
vacuum side of the sampling system.
calibration weight.
zero quantity
meas ...................................................................
media ..................................................................
mix ......................................................................
norm ....................................................................
out .......................................................................
P ..........................................................................
part ......................................................................
PDP .....................................................................
post .....................................................................
pre .......................................................................
prod .....................................................................
r ...........................................................................
rate ......................................................................
record ..................................................................
ref ........................................................................
rev .......................................................................
sat .......................................................................
s ..........................................................................
span ....................................................................
SSV .....................................................................
std .......................................................................
stroke ..................................................................
T ..........................................................................
test ......................................................................
test,alt .................................................................
uncor ...................................................................
vac ......................................................................
weight ..................................................................
zero .....................................................................
(f) * * *
(2) This part uses the following molar
masses or effective molar masses of
chemical species:
lotter on DSK11XQN23PROD with RULES2
TABLE 7 OF § 1065.1005—MOLAR MASSES
g/mol
(10–3·kg·mol–1)
Symbol
Quantity
Mair .............
MAr ..............
MC ..............
MCH3OH .......
MC2H5OH .....
MC2H4O .......
MCH4N2O .....
MC2H6 .........
MC3H8 .........
MC3H7OH .....
MCO ............
MCH4 ...........
MCO2 ...........
MH ..............
MH2 .............
MH2O ...........
MCH2O .........
MHe .............
MN ..............
MN2 .............
MNH3 ...........
MNMHC ........
MNMHCE ......
MNMNEHC ....
MNOx ...........
molar mass of dry air 1 ................................................................................................................................................
molar mass of argon ...................................................................................................................................................
molar mass of carbon .................................................................................................................................................
molar mass of methanol .............................................................................................................................................
molar mass of ethanol ................................................................................................................................................
molar mass of acetaldehyde .......................................................................................................................................
molar mass of urea .....................................................................................................................................................
molar mass of ethane .................................................................................................................................................
molar mass of propane ...............................................................................................................................................
molar mass of propanol ..............................................................................................................................................
molar mass of carbon monoxide ................................................................................................................................
molar mass of methane ..............................................................................................................................................
molar mass of carbon dioxide ....................................................................................................................................
molar mass of atomic hydrogen .................................................................................................................................
molar mass of molecular hydrogen ............................................................................................................................
molar mass of water ...................................................................................................................................................
molar mass of formaldehyde ......................................................................................................................................
molar mass of helium .................................................................................................................................................
molar mass of atomic nitrogen ...................................................................................................................................
molar mass of molecular nitrogen ..............................................................................................................................
molar mass of ammonia .............................................................................................................................................
effective C1 molar mass of nonmethane hydrocarbon 2 ............................................................................................
effective C1 molar mass of nonmethane hydrocarbon equivalent 2 ...........................................................................
effective C1 molar mass of nonmethane-nonethane hydrocarbon 2 ..........................................................................
effective molar mass of oxides of nitrogen 3 ..............................................................................................................
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28.96559
39.948
12.0107
32.04186
46.06844
44.05256
60.05526
30.06904
44.09562
60.09502
28.0101
16.0425
44.0095
1.00794
2.01588
18.01528
30.02598
4.002602
14.0067
28.0134
17.03052
13.875389
13.875389
13.875389
46.0055
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34579
TABLE 7 OF § 1065.1005—MOLAR MASSES—Continued
Symbol
MN2O ...........
MO ..............
MO2 .............
MS ..............
MTHC ...........
MTHCE .........
g/mol
(10–3·kg·mol–1)
Quantity
molar mass
molar mass
molar mass
molar mass
effective C1
effective C1
of nitrous oxide .......................................................................................................................................
of atomic oxygen .....................................................................................................................................
of molecular oxygen ................................................................................................................................
of sulfur ...................................................................................................................................................
molar mass of total hydrocarbon 2 ..........................................................................................................
molar mass of total hydrocarbon equivalent 2 ........................................................................................
44.0128
15.9994
31.9988
32.065
13.875389
13.875389
1 See
paragraph (f)(1) of this section for the composition of dry air.
effective molar masses of THC, THCE, NMHC, NMHCE, and NMNEHC are defined on a C1 basis and are based on an atomic hydrogen-to-carbon ratio, a, of 1.85 (with b, g, and d equal to zero).
3 The effective molar mass of NO is defined by the molar mass of nitrogen dioxide, NO .
X
2
2 The
*
*
*
*
*
(g) Other acronyms and abbreviations.
This part uses the following additional
abbreviations and acronyms:
(‘‘ASTM D130’’), IBR approved for
TABLE 10 OF § 1065.1005—OTHER
ACRONYMS AND ABBREVIATIONS— § 1065.710(b).
(4) ASTM D381–12, Standard Test
Continued
Method for Gum Content in Fuels by Jet
Evaporation, approved April 15, 2012
TABLE 10 OF § 1065.1005—OTHER
(‘‘ASTM D381’’), IBR approved for
psi ........ pounds per square inch.
ACRONYMS AND ABBREVIATIONS
§ 1065.710(b).
PTFE .... polytetrafluoroethylene (commonly
(5) ASTM D445–12, Standard Test
TM
known as Teflon ).
Acronym
Meaning
Method for Kinematic Viscosity of
RE ........ rounding error.
RESS ... rechargeable energy storage sys- Transparent and Opaque Liquids (and
ABS ...... acrylonitrile-butadiene-styrene.
Calculation of Dynamic Viscosity),
tem.
ASTM ... ASTM International.
RFPF .... response factor penetration frac- approved April 15, 2012 (‘‘ASTM
BMD ..... bag mini-diluter.
D445’’), IBR approved for § 1065.703(b).
tion.
BSFC ... brake-specific fuel consumption.
RMC ..... ramped-modal cycle.
CARB ... California Air Resources Board.
(6) ASTM D525–12a, Standard Test
rms ....... root-mean square.
CFR ...... Code of Federal Regulations.
Method for Oxidation Stability of
RTD ...... resistive temperature detector.
CFV ...... critical-flow venturi.
Gasoline (Induction Period Method),
SAW ..... surface acoustic wave.
CI ......... compression-ignition.
approved September 1, 2012 (‘‘ASTM
SEE ...... standard error of the estimate.
CITT ..... Curb Idle Transmission Torque.
D525’’), IBR approved for § 1065.710(b).
CLD ...... chemiluminescent detector.
SSV ...... subsonic venturi.
(7) ASTM D613–13, Standard Test
CVS ...... constant-volume sampler.
SI .......... spark-ignition.
DEF ...... diesel exhaust fluid.
THC–
total hydrocarbon flame ionization Method for Cetane Number of Diesel
Fuel Oil, approved December 1, 2013
DF ........ deterioration factor.
FID.
detector.
ECM ..... electronic control module.
TINV ..... inverse student t-test function in (‘‘ASTM D613’’), IBR approved for
EFC ...... electronic flow control.
Microsoft Excel.
§ 1065.703(b).
e.g. ....... exempli gratia, for example.
UCL ...... upper confidence limit.
(8) ASTM D910–13a, Standard
EGR ..... exhaust gas recirculation.
UFM ..... ultrasonic flow meter.
Specification for Aviation Gasolines,
EPA ...... Environmental Protection Agency.
U.S.C. .. United States Code
approved December 1, 2013 (‘‘ASTM
FEL ...... Family Emission Limit.
D910’’), IBR approved for § 1065.701(f).
FID ....... flame-ionization detector.
■ 374. Amend § 1065.1010 by revising
(9) ASTM D975–13a, Standard
FTIR ..... Fourier transform infrared.
paragraph (b) to read as follows:
GC ........ gas chromatograph.
Specification for Diesel Fuel Oils,
GC–
gas chromatograph with an elec- § 1065.1010 Incorporation by reference.
approved December 1, 2013 (‘‘ASTM
ECD.
tron-capture detector.
D975’’), IBR approved for § 1065.701(f).
*
*
*
*
*
GC–FID gas chromatograph with a flame
(10) ASTM D1267–12, Standard Test
(b) ASTM material. The following
ionization detector.
Method for Gage Vapor Pressure of
standards are available from ASTM
HEPA ... high-efficiency particulate air.
Liquefied Petroleum (LP) Gases (LP-Gas
IBP ....... initial boiling point.
International, 100 Barr Harbor Dr., P.O.
Method), approved November 1, 2012
IBR ....... incorporated by reference.
Box C700, West Conshohocken, PA
i.e. ........ id est, in other words.
19428–2959, (877) 909–ASTM, or https:// (‘‘ASTM D1267’’), IBR approved for
ISO ....... International
Organization
for www.astm.org:
§ 1065.720(a).
Standardization.
(11) ASTM D1319–13, Standard Test
(1) ASTM D86–12, Standard Test
LPG ...... liquefied petroleum gas.
Method for Hydrocarbon Types in
Method
for
Distillation
of
Petroleum
MPD ..... magnetopneumatic detection.
Liquid Petroleum Products by
Products at Atmospheric Pressure,
NDIR .... nondispersive infrared.
Fluorescent Indicator Adsorption,
approved December 1, 2012 (‘‘ASTM
NDUV ... nondispersive ultraviolet.
approved May 1, 2013 (‘‘ASTM
D86’’),
IBR
approved
for
§§
1065.703(b)
NIST ..... National Institute for Standards
D1319’’), IBR approved for
and Technology.
and 1065.710(b) and (c).
§ 1065.710(c).
NMC ..... nonmethane cutter.
(2) ASTM D93–13, Standard Test
PDP ...... positive-displacement pump.
(12) ASTM D1655–13a, Standard
Methods for Flash Point by PenskyPEMS ... portable emission measurement Martens Closed Cup Tester, approved
Specification for Aviation Turbine
system.
Fuels, approved December 1, 2013
July 15, 2013 (‘‘ASTM D93’’), IBR
PFD ...... partial-flow dilution.
(‘‘ASTM D1655’’), IBR approved for
approved for § 1065.703(b).
PLOT .... porous layer open tubular.
§ 1065.701(f).
(3) ASTM D130–12, Standard Test
PMD ..... paramagnetic detection.
Method for Corrosiveness to Copper
(13) ASTM D1837–11, Standard Test
PMP ..... Polymethylpentene.
Method for Volatility of Liquefied
pt. ......... a single point at the mean value from Petroleum Products by Copper
Strip Test, approved November 1, 2012
expected at the standard.
Petroleum (LP) Gases, approved October
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1, 2011 (‘‘ASTM D1837’’), IBR approved
for § 1065.720(a).
(14) ASTM D1838–12a, Standard Test
Method for Copper Strip Corrosion by
Liquefied Petroleum (LP) Gases,
approved December 1, 2012 (‘‘ASTM
D1838’’), IBR approved for
§ 1065.720(a).
(15) ASTM D1945–03 (Reapproved
2010), Standard Test Method for
Analysis of Natural Gas by Gas
Chromatography, approved January 1,
2010 (‘‘ASTM D1945’’), IBR approved
for § 1065.715(a).
(16) ASTM D2158–11, Standard Test
Method for Residues in Liquefied
Petroleum (LP) Gases, approved January
1, 2011 (‘‘ASTM D2158’’), IBR approved
for § 1065.720(a).
(17) ASTM D2163–07, Standard Test
Method for Determination of
Hydrocarbons in Liquefied Petroleum
(LP) Gases and Propane/Propene
Mixtures by Gas Chromatography,
approved December 1, 2007 (‘‘ASTM
D2163’’), IBR approved for
§ 1065.720(a).
(18) ASTM D2598–12, Standard
Practice for Calculation of Certain
Physical Properties of Liquefied
Petroleum (LP) Gases from
Compositional Analysis, approved
November 1, 2012 (‘‘ASTM D2598’’),
IBR approved for § 1065.720(a).
(19) ASTM D2622–16, Standard Test
Method for Sulfur in Petroleum
Products by Wavelength Dispersive Xray Fluorescence Spectrometry,
approved January 1, 2016 (‘‘ASTM
D2622’’), IBR approved for
§§ 1065.703(b) and 1065.710(b) and (c).
(20) ASTM D2699–13b, Standard Test
Method for Research Octane Number of
Spark-Ignition Engine Fuel, approved
October 1, 2013 (‘‘ASTM D2699’’), IBR
approved for § 1065.710(b).
(21) ASTM D2700–13b, Standard Test
Method for Motor Octane Number of
Spark-Ignition Engine Fuel, approved
October 1, 2013 (‘‘ASTM D2700’’), IBR
approved for § 1065.710(b).
(22) ASTM D2713–13, Standard Test
Method for Dryness of Propane (Valve
Freeze Method), approved October 1,
2013 (‘‘ASTM D2713’’), IBR approved
for § 1065.720(a).
(23) ASTM D2880–13b, Standard
Specification for Gas Turbine Fuel Oils,
approved November 15, 2013 (‘‘ASTM
D2880’’), IBR approved for § 1065.701(f).
(24) ASTM D2986–95a, Standard
Practice for Evaluation of Air Assay
Media by the Monodisperse DOP
(Dioctyl Phthalate) Smoke Test,
approved September 10, 1995 (‘‘ASTM
D2986’’), IBR approved for
§ 1065.170(c). (Note: This standard was
withdrawn by ASTM.)
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(25) ASTM D3231–13, Standard Test
Method for Phosphorus in Gasoline,
approved June 15, 2013 (‘‘ASTM
D3231’’), IBR approved for § 1065.710(b)
and (c).
(26) ASTM D3237–12, Standard Test
Method for Lead in Gasoline By Atomic
Absorption Spectroscopy, approved
June 1, 2012 (‘‘ASTM D3237’’), IBR
approved for § 1065.710(b) and (c).
(27) ASTM D4052–11, Standard Test
Method for Density, Relative Density,
and API Gravity of Liquids by Digital
Density Meter, approved October 15,
2011 (‘‘ASTM D4052’’), IBR approved
for § 1065.703(b).
(28) ASTM D4629–12, Standard Test
Method for Trace Nitrogen in Liquid
Petroleum Hydrocarbons by Syringe/
Inlet Oxidative Combustion and
Chemiluminescence Detection,
approved April 15, 2012 (‘‘ASTM
D4629’’), IBR approved for
§ 1065.655(e).
(29) ASTM D4814–13b, Standard
Specification for Automotive SparkIgnition Engine Fuel, approved
December 1, 2013 (‘‘ASTM D4814’’), IBR
approved for § 1065.701(f).
(30) ASTM D4815–13, Standard Test
Method for Determination of MTBE,
ETBE, TAME, DIPE, tertiary-Amyl
Alcohol and C1 to C4 Alcohols in
Gasoline by Gas Chromatography,
approved October 1, 2013 (‘‘ASTM
D4815’’), IBR approved for
§ 1065.710(b).
(31) ASTM D5186–03 (Reapproved
2009), Standard Test Method for
Determination of the Aromatic Content
and Polynuclear Aromatic Content of
Diesel Fuels and Aviation Turbine Fuels
By Supercritical Fluid Chromatography,
approved April 15, 2009 (‘‘ASTM
D5186’’), IBR approved for
§ 1065.703(b).
(32) ASTM D5191–13, Standard Test
Method for Vapor Pressure of Petroleum
Products (Mini Method), approved
December 1, 2013 (‘‘ASTM D5191’’), IBR
approved for § 1065.710(b) and (c).
(33) ASTM D5291–10, Standard Test
Methods for Instrumental Determination
of Carbon, Hydrogen, and Nitrogen in
Petroleum Products and Lubricants,
approved May 1, 2010 (‘‘ASTM
D5291’’), IBR approved for
§ 1065.655(e).
(34) ASTM D5453–19a, Standard Test
Method for Determination of Total
Sulfur in Light Hydrocarbons, Spark
Ignition Engine Fuel, Diesel Engine
Fuel, and Engine Oil by Ultraviolet
Fluorescence, approved July 1, 2019
(‘‘ASTM D5453’’), IBR approved for
§§ 1065.703(b) and 1065.710(b).
(35) ASTM D5599–00 (Reapproved
2010), Standard Test Method for
Determination of Oxygenates in
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Gasoline by Gas Chromatography and
Oxygen Selective Flame Ionization
Detection, approved October 1, 2010
(‘‘ASTM D5599’’), IBR approved for
§§ 1065.655(e) and 1065.710(b).
(36) ASTM D5762–12 Standard Test
Method for Nitrogen in Petroleum and
Petroleum Products by Boat-Inlet
Chemiluminescence, approved April 15,
2012 (‘‘ASTM D5762’’), IBR approved
for § 1065.655(e).
(37) ASTM D5769–10, Standard Test
Method for Determination of Benzene,
Toluene, and Total Aromatics in
Finished Gasolines by Gas
Chromatography/Mass Spectrometry,
approved May 1, 2010 (‘‘ASTM
D5769’’), IBR approved for
§ 1065.710(b).
(38) ASTM D5797–13, Standard
Specification for Fuel Methanol (M70M85) for Automotive Spark-Ignition
Engines, approved June 15, 2013
(‘‘ASTM D5797’’), IBR approved for
§ 1065.701(f).
(39) ASTM D5798–13a, Standard
Specification for Ethanol Fuel Blends
for Flexible Fuel Automotive SparkIgnition Engines, approved June 15,
2013 (‘‘ASTM D5798’’), IBR approved
for § 1065.701(f).
(40) ASTM D6348–12ε1, Standard Test
Method for Determination of Gaseous
Compounds by Extractive Direct
Interface Fourier Transform Infrared
(FTIR) Spectroscopy, approved February
1, 2012 (‘‘ASTM D6348’’), IBR approved
for §§ 1065.266(b) and 1065.275(b).
(41) ASTM D6550–10, Standard Test
Method for Determination of Olefin
Content of Gasolines by SupercriticalFluid Chromatography, approved
October 1, 2010 (‘‘ASTM D6550’’), IBR
approved for § 1065.710(b).
(42) ASTM D6615–11a, Standard
Specification for Jet B Wide-Cut
Aviation Turbine Fuel, approved
October 1, 2011 (‘‘ASTM D6615’’), IBR
approved for § 1065.701(f).
(43) ASTM D6667–14 (Reapproved
2019), Standard Test Method for
Determination of Total Volatile Sulfur
in Gaseous Hydrocarbons and Liquefied
Petroleum Gases by Ultraviolet
Fluorescence, approved May 1, 2019
(‘‘ASTM D6667’’), IBR approved for
§ 1065.720(a).
(44) ASTM D6751–12, Standard
Specification for Biodiesel Fuel Blend
Stock (B100) for Middle Distillate Fuels,
approved August 1, 2012 (‘‘ASTM
D6751’’), IBR approved for § 1065.701(f).
(45) ASTM D6985–04a, Standard
Specification for Middle Distillate Fuel
Oil—Military Marine Applications,
approved November 1, 2004 (‘‘ASTM
D6985’’), IBR approved for § 1065.701(f).
(Note: This standard was withdrawn by
ASTM.)
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(46) ASTM D7039–15a (Reapproved
2020), Standard Test Method for Sulfur
in Gasoline, Diesel Fuel, Jet Fuel,
Kerosine, Biodiesel, Biodiesel Blends,
and Gasoline-Ethanol Blends by
Monochromatic Wavelength Dispersive
X-ray Fluorescence Spectrometry,
approved May 1, 2020 (‘‘ASTM
D7039’’), IBR approved for
§§ 1065.703(b) and 1065.710(b).
(47) ASTM F1471–09, Standard Test
Method for Air Cleaning Performance of
a High- Efficiency Particulate Air Filter
System, approved March 1, 2009
(‘‘ASTM F1471’’), IBR approved for
§ 1065.1001.
*
*
*
*
*
PART 1066—VEHICLE-TESTING
PROCEDURES
375. The authority citation for part
1066 continues to read as follows:
■
Authority: 42 U.S.C. 7401–7671q.
376. Amend § 1066.1 by revising
paragraph (g) to read as follows:
■
§ 1066.1
Applicability.
*
*
*
*
*
(g) For additional information
regarding the test procedures in this
part, visit our website at www.epa.gov,
and in particular https://www.epa.gov/
vehicle-and-fuel-emissions-testing/
vehicle-testing-regulations.
■ 377. Amend § 1066.135 by revising
paragraph (a)(1) to read as follows:
§ 1066.135
Linearity verification.
*
*
*
*
*
(a) * * *
(1) Use instrument manufacturer
recommendations and good engineering
judgment to select at least ten reference
values, yrefi, that cover the range of
values that you expect during testing (to
prevent extrapolation beyond the
verified range during emission testing).
We recommend selecting zero as one of
your reference values. For each range
calibrated, if the deviation from a leastsquares best-fit straight line is 2% or
less of the value at each data point,
concentration values may be calculated
by use of a straight-line curve fit for that
range. If the deviation exceeds 2% at
any point, use the best-fit nonlinear
equation that represents the data to
within 2% of each test point to
determine concentration. If you use a
gas divider to blend calibration gases,
you may verify that the calibration
curve produced names a calibration gas
within 2% of its certified concentration.
Perform this verification between 10
and 60% of the full-scale analyzer
range.
*
*
*
*
*
378. Amend § 1066.210 by revising
paragraph (d)(3) to read as follows:
■
§ 1066.210
Dynamometers.
*
*
*
*
*
(d) * * *
(3) The load applied by the
dynamometer simulates forces acting on
the vehicle during normal driving
according to the following equation:
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*
*
*
*
*
■ 379. Amend § 1066.255 by revising
paragraph (c) to read as follows:
§ 1066.255
*
*
*
*
(c) Procedure. Perform this
verification by following the
dynamometer manufacturer’s
specifications to establish a parasitic
loss curve, taking data at fixed speed
intervals to cover the range of vehicle
speeds that will occur during testing.
You may zero the load cell at a selected
speed if that improves your ability to
determine the parasitic loss. Parasitic
loss forces may never be negative. Note
that the torque transducers must be
mathematically zeroed and spanned
prior to performing this procedure.
*
*
*
*
*
■ 380. Amend § 1066.260 by revising
paragraph (c)(4) to read as follows:
§ 1066.260 Parasitic friction compensation
evaluation.
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2
)
- vfina1
Eq. 1066.260-1
Parasitic loss verification.
*
*
(c) * * *
(4) Calculate the power equivalent of
friction compensation error, FCerror,
using the following equation:
Where:
I = dynamometer inertia setting.
t = duration of the measurement interval,
accurate to at least 0.01 s.
vinit = the roll speed corresponding to the
start of the measurement interval,
accurate to at least 0.05 mi/hr.
vfinal = the roll speed corresponding to the
end of the measurement interval,
accurate to at least 0.05 mi/hr.
Example:
I = 2000 lbm = 62.16 lbf·s2/ft
t = 60.0 s
vinit = 9.2 mi/hr = 13.5 ft/s
vfinal = 10.0 mi/hr = 14.7 ft/s
FC
error
=
62 · 16 ·(13.5 2 -14.7 2 )
2-60.00
FCerror = –17.5 ft·lbf/s =¥0.032 hp
*
*
*
*
*
■ 381. Amend § 1066.265 by revising
paragraph (d)(1) to read as follows:
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t = elapsed time in the driving schedule as
measured by the dynamometer, in
seconds. Let ti¥1 = 0 for i = 0.
M = the measured vehicle mass, in lbm or kg.
ag = acceleration of Earth’s gravity = 9.80665
m/s2.
ER29JN21.265</GPH>
Where:
FR = total road-load force to be applied at the
surface of the roll. The total force is the
sum of the individual tractive forces
applied at each roll surface.
i = a counter to indicate a point in time over
the driving schedule. For a dynamometer
operating at 10-Hz intervals over a 600second driving schedule, the maximum
value of i should be 6,000.
A = a vehicle-specific constant value
representing the vehicle’s frictional load
in lbf or newtons. See subpart D of this
part.
Gi = instantaneous road grade, in percent. If
your duty cycle is not subject to road
grade, set this value to 0.
B = a vehicle-specific coefficient representing
load from drag and rolling resistance,
which are a function of vehicle speed, in
lbf/(mi/hr) or N·s/m. See subpart D of
this part.
v = instantaneous linear speed at the roll
surfaces as measured by the
dynamometer, in mi/hr or m/s. Let vi¥1
= 0 for i = 0.
C = a vehicle-specific coefficient representing
aerodynamic effects, which are a
function of vehicle speed squared, in lbf/
(mi/hr)2 or N·s2/m2. See subpart D of this
part.
Me = the vehicle’s effective mass in lbm or
kg, including the effect of rotating axles
as specified in § 1066.310(b)(7).
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§ 1066.265 Acceleration and deceleration
verification.
*
*
*
*
*
(d) * * *
(1) Calculate the force setting, F, using
the following equation:
t = coastdown time for each speed interval
and inertia setting, accurate to at least
0.01 s.
Example:
I = 2000 lbm = 62.16 lbf·s2/ft
vinit = 25 mi/hr = 36.66 ft/s
vfinal = 15 mi/hr = 22.0 ft/s
t = 5.00 s
F= 62.16-(36.66-22.0)
5.00
Eq. 1066.265-4
Where:
Ib = the dynamometer manufacturer’s stated
base inertia, in lbf·s2/ft.
a = nominal acceleration rate, in ft/s2.
Example:
Ib = 2967 lbm = 92.217 lbf·s2/ft
a = 1 (mi/hr)/s = 1.4667 ft/s2
F = 92.217·⎢1.4667⎢
F = 135.25 lbf
*
*
*
*
*
■ 382. Amend § 1066.270 by revising
paragraphs (c)(4) and (d)(2) to read as
follows:
§ 1066.270 Unloaded coastdown
verification.
*
*
*
*
*
(c) * * *
(4) Determine the mean coastdown
force, F¯, for each speed and inertia
setting for each of the coastdowns
performed using the following equation:
F= I
·(v.mit -vfmal )
t
Eq. 1066.270-1
Where:
F¯ = the mean force measured during the
coastdown for each speed interval and
inertia setting, expressed in lbf and
rounded to four significant figures.
I = the dynamometer’s inertia setting, in
lbf·s2/ft.
vinit = the speed at the start of the coastdown
interval, expressed in ft/s to at least four
significant figures.
vfinal = the speed at the end of the coastdown
interval, expressed in ft/s to at least four
significant figures.
F¯ = 182.3 lbf
*
*
*
*
*
(d) * * *
(2) For vehicles above 20,000 pounds
GVWR, the maximum allowable error,
Ferrormax, for all speed intervals and
inertia settings is 1.0% or the value
determined from Eq. 1066.270–3
(substituting 8.8 lbf for 2.2 lbf in the
numerator), whichever is greater.
*
*
*
*
*
■ 383. Amend § 1066.275 by revising
paragraphs (b) and (d) to read as
follows:
§ 1066.275 Daily dynamometer readiness
verification.
*
*
*
*
*
(b) Scope and frequency. Perform this
verification upon initial installation,
within 1 day before testing, and after
major maintenance. You may run this
within 7 days before testing if you
accumulate data to support a less
frequent verification interval.
*
*
*
*
*
(d) Performance evaluation. The
coastdown force error determined in
paragraph (c) of this section may not
exceed the following:
(1) For vehicles at or below 20,000
pounds GVWR, 1.0% or the value
determined from Eq. 1066.270–3,
whichever is greater.
(2) For vehicles above 20,000 pounds
GVWR, 1.0% or the value determined
from Eq. 1066.270–3 (substituting 8.8 lbf
for 2.2 lbf), whichever is greater.
*
*
*
*
*
■ 384. Revise § 1066.405 to read as
follows:
§ 1066.405 Vehicle preparation,
preconditioning, and maintenance.
(a) Prepare the vehicle for testing
(including measurement of evaporative
and refueling emissions if appropriate),
as described in the standard-setting part.
(b) If you inspect a vehicle, keep a
record of the inspection and update
your application for certification to
document any changes that result. You
may use any kind of equipment,
instrument, or tool that is available at
dealerships and other service outlets to
identify malfunctioning components or
perform maintenance.
(c) You may repair defective parts
from a test vehicle if they are unrelated
to emission control. You must ask us to
approve repairs that might affect the
vehicle’s emission controls. If we
determine that a part failure, system
malfunction, or associated repair makes
the vehicle’s emission controls
unrepresentative of production engines,
you may not use it as an emission-data
vehicle. Also, if the engine installed in
the test vehicle has a major mechanical
failure that requires you to take the
vehicle apart, you may no longer use the
vehicle as an emission-data vehicle for
exhaust measurements.
■ 385. Amend § 1066.420 by revising
paragraph (d) to read as follows:
§ 1066.420
Test preparation.
*
*
*
*
*
(d) Control test cell ambient air
humidity as follows:
(1) For vehicles at or below 14,000
pounds GVWR, follow the humidity
requirements in Table 1 of this section,
unless the standard-setting part
specifies otherwise. When complying
with humidity requirements in Table 1,
where no tolerance is specified, use
good engineering judgment to maintain
the humidity level near the specified
value within the limitations of your test
facility.
(2) For vehicles above 14,000 pounds
GVWR, you may test vehicles at any
humidity.
(3) Table 1 follows:
AC17 ...........................................................................................
FTP a and LA–92 ........................................................................
HFET ..........................................................................................
SC03 ...........................................................................................
US06 ...........................................................................................
a FTP
69
50
50
100
50
Tolerance
(grains H2O per pound dry air)
±5 average, ±10 instantaneous.
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Humidity
requirement
(grains H2O
per pound
dry air)
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TABLE 1 OF § 1066.420—TEST CELL HUMIDITY REQUIREMENTS
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
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*
■ 386. Amend § 1066.605 by revising
paragraphs (c)(4) and (h)(2)(i) to read as
follows:
§ 1066.605 Mass-based and molar-based
exhaust emission calculations.
~flow]=
*
*
*
*
(c) * * *
(4) For vehicles at or below 14,000
pounds GVWR, calculate HC
concentrations, including dilution air
background concentrations, as described
in this section, and as described in
§ 1066.635 for NMOG. For emission
testing of vehicles above 14,000 pounds
GVWR, with fuels that contain 25% or
more oxygenated compounds by
volume, calculate THCE and NMHCE
concentrations, including dilution air
background concentrations, as described
in 40 CFR part 1065, subpart I.
*
*
*
*
*
(h) * * *
(2) * * *
(i) Varying flow rate. If you
continuously sample from a varying
exhaust flow rate, calculate V[flow] using
the following equation:
i=l
Where:
Dt = 1/ƒrecord
Eq. 1066.605–11
Example:
N = 505
˙ CVS1= 0.276 m3/s
Q
˙ CVS2= 0.294 m3/s
Q
ƒrecord = 1 Hz
Using Eq. 1066.605–11:
Dt = 1/1 = 1 s
˙ CVS505) · 1
VCVS = (0.276 + 0.294 + Q
3
VCVS = 170.721 m
*
*
*
*
*
■ 387. Amend § 1066.610 by revising
paragraph (d) to read as follows:
§ 1066.610 Dilution air background
correction.
*
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paragraph (c)(2). Set the temperature to
72°F in full automatic control for the
whole test, allowing the vehicle to
adjust the air temperature and direction
of the airflow.
(3) Multiple-zone systems. For
vehicles that have separate driver and
passenger controls or separate front and
rear controls, you must set all
temperature and fan controls as
described in paragraphs (c)(1) and (2) of
this section, except that rear controls
need not be set to defrost the front
window.
(4) Alternative test procedures. We
may approve the use of other settings
under 40 CFR 86.1840 if a vehicle’s
climate control system is not compatible
with the provisions of this section.
*
*
*
*
*
■ 389. Amend § 1066.801 by revising
paragraph (e) to read as follows:
§ 1066.801 Applicability and general
provisions.
*
*
*
*
*
(e) The following figure illustrates the
FTP test sequence for measuring
exhaust and evaporative emissions:
BILLING CODE 6560–50–P
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*
*
(c) During the test, operate the
vehicle’s interior climate control system
with the heat on and air conditioning
off. You may not use any supplemental
auxiliary heat during this testing. You
may set the heater to any temperature
and fan setting during vehicle
preconditioning.
(1) Manual and automatic
temperature control. Unless you rely on
full automatic control as specified in
paragraph (c)(2) of this section, take the
following steps to control heater
settings:
(i) Set the climate control system as
follows before the first acceleration (t =
20 s), or before starting the vehicle if the
climate control system allows it:
(A) Temperature. Set controls to
maximum heat. For automatic
temperature control systems that allow
the operator to select a specific
temperature, set the heater control to
72°F or higher.
(B) Fan speed. Set the fan speed to
full off or the lowest available speed if
a full off position is not available.
(C) Airflow direction. Direct airflow to
the front window (window defrost
mode).
(D) Air source. If independently
controllable, set the system to draw in
outside air.
(ii) At the second idle of the test
cycle, which occurs 125 seconds after
the start of the test, set the fan speed to
maximum. Complete by 130 seconds
after the start of the test. Leave
temperature and air source settings
unchanged.
(iii) At the sixth idle of the test
interval, which occurs at the
deceleration to zero miles per hour 505
seconds after the start of the test, set the
fan speed to the lowest setting that
maintains air flow. Complete these
changes by 510 seconds after the start of
the test. You may use different vent and
fan speed settings for the remainder of
the test. Leave the temperature and air
source settings unchanged.
(2) Full automatic control. Vehicles
with full automatic control systems may
instead operate as described in this
ER29JN21.272</GPH>
lotter on DSK11XQN23PROD with RULES2
*
ER29JN21.270</GPH>
§ 1066.710 Cold temperature testing
procedures for measuring CO and NMHC
emissions and determining fuel economy.
Jkt 253001
*
N=3
DF1 = 14.40
t1 = 505 s
DF2 = 24.48
t2 = 867 s
DF3 = 17.28
t3 = 505 s
1 . sos)+ ( 1- . 867) +( 1- •sos)
14.40
24.48
17.28
388. Amend § 1066.710 by revising
paragraph (c) to read as follows:
01:55 Jun 29, 2021
*
Example:
(-
■
VerDate Sep<11>2014
*
Eq. 1066.610-4
Where:
N = number of test intervals
i = test interval number
t = duration of the test interval
DF = dilution factor over the test interval
505 + 867 + 505
DF =
*
(d) Determine the time-weighted
dilution factor, DFw, over the duty cycle
using the following equation:
LQi -~f
Eq. 1066.605-10
*
w
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34584
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Hot mt!
· -
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Hot soak test
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29JNR2
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I
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Vehi~le soak
Diurnal emission test
3 heat builds in 72 hours
I
'
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~-~------------~----
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I1 hourMAX
r-------------·
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Vehic1le Soak
;-I-------------------------------------1
:
12-36 lwms
I Precoodilfun canister
Cold start exhaust test
~ It)o
Hot start exhaust test
DlDIOreS
1-61wms
+
j_
II
Hot soak test
68 - 86 °F ambient
7 minutes max
1 hour
6-36 hours
I
Vehic~e soak
Diurnal emission test
2 heat builds in 48 hours
I
10 minutes
+
j_
II
7 minutes MAX
1 hour
6-36 hours
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
01:55 Jun 29, 2021
BILLING CODE 6560–50–C
VerDate Sep<11>2014
Figure 1 of §1066.801-FTP test sequence
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
390. Amend § 1066.835 by revising
paragraphs (a) and (f)(2) to read as
follows:
■
§ 1066.835 Exhaust emission test
procedure for SC03 emissions.
*
*
*
*
*
(a) Drain and refill the vehicle’s fuel
tank(s) if testing starts more than 72
hours after the most recent FTP or HFET
measurement (with or without
evaporative emission measurements).
*
*
*
*
*
(f) * * *
(2) Conditions before and after testing.
Use good engineering judgment to
demonstrate that you meet the specified
temperature and humidity tolerances in
paragraph (f)(1) of this section at all
times before and between emission
measurements.
*
*
*
*
*
■ 391. Revise § 1066.930 to read as
follows:
§ 1066.930 Equipment for point-source
measurement of running losses.
34585
meeting the specifications in 40 CFR
86.107–96(i).
392. Amend § 1066.1005 by revising
paragraphs (a), (c), (d), (e), and (f) to
read as follows:
■
§ 1066.1005 Symbols, abbreviations,
acronyms, and units of measure.
*
*
*
*
*
(a) Symbols for quantities. This part
uses the following symbols and units of
measure for various quantities:
For point-source measurement of
running loss emissions, use equipment
lotter on DSK11XQN23PROD with RULES2
TABLE 1 OF § 1066.1005—SYMBOLS FOR QUANTITIES
Unit in terms of SI
base units
Symbol
Quantity
Unit
Unit symbol
a ...............
A ...............
A ...............
ag ..............
am .............
a0 ..............
a1 ..............
a ...............
atomic hydrogen to carbon ratio ..............
area ..........................................................
vehicle frictional load ...............................
acceleration of Earth’s gravity .................
calculated vehicle frictional load ..............
intercept of least squares regression.
slope of least squares regression.
acceleration ..............................................
mole per mole ..........................................
square meter ............................................
pound force or newton .............................
meters per second squared .....................
pound force or newton .............................
mol/mol ...................
m2 ...........................
lbf or N ....................
m/s2 ........................
lbf or N ....................
1.
m2.
m·kg·s¥2.
m·s¥2.
m·kg·s¥2.
ft/s2 or m/s2 ............
m·s–2.
B ...............
lbf/(mi/hr) or N·s/m ..
kg·s–1.
b ...............
b ...............
c ................
C ...............
vehicle load from drag and rolling resistance.
ratio of diameters .....................................
atomic oxygen to carbon ratio .................
conversion factor.
vehicle-specific aerodynamic effects .......
feet per second squared or meters per
second squared.
pound force per mile per hour or newton
second per meter.
meter per meter .......................................
mole per mole ..........................................
m/m .........................
mol/mol ...................
1.
1.
lbf/(mi/hr)2 or N·s2/
m 2.
m–1·kg.
C# .............
number of carbon atoms in a molecule ...
pound force per mile per hour squared or
newton-second squared per meter
squared.
C# ............................................................
number of carbon
atoms in a molecule.
C#.
Cd .............
CdA ...........
Cf ..............
Cp .............
Cv .............
d ...............
D ...............
D ...............
discharge coefficient.
drag area .................................................
flow coefficient.
heat capacity at constant pressure .........
heat capacity at constant volume ............
diameter ...................................................
distance ....................................................
slope correlation ......................................
meter squared ..........................................
m2 ...........................
m2.
J/K ...........................
J/K ...........................
m .............................
mi or m ...................
lbf/(mi/hr)2 or N·s2/
m 2.
m2·kg·s–2·K–1.
m2·kg·s–2·K–1.
m.
m.
m¥2·kg.
DF .............
e ...............
F ...............
ƒ ................
ƒn ..............
FC .............
FR .............
g ................
dilution factor. ..........................................
mass weighted emission result ...............
force .........................................................
frequency .................................................
angular speed (shaft) ...............................
friction compensation error ......................
road-load force .........................................
ratio of specific heats ...............................
.................................
g/mi.
lbf or N ....................
Hz ...........................
r/min ........................
W ............................
lbf or N ....................
(J/(kg·K))/(J/(kg·K))
1.
kg·s¥2.
s¥1.
π·30·s¥1.
m2·kg·s¥3.
kg·s¥2.
1.
H ...............
ambient humidity ......................................
joule per kelvin .........................................
joule per kelvin .........................................
meters ......................................................
miles or meters ........................................
pound force per mile per hour squared or
newton second squared per meter
squared.
..................................................................
grams/mile ...............................................
pound force or newton .............................
hertz .........................................................
revolutions per minute .............................
horsepower or watt ..................................
pound force or newton .............................
(joule per kilogram kelvin) per (joule per
kilogram kelvin).
grams water vapor per kilogram dry air ..
Dh .............
I ................
I ................
i .................
IR ..............
K ...............
Kv ..............
μ ...............
M ..............
Me .............
m ..............
N ...............
n ...............
change in height ......................................
inertia .......................................................
current ......................................................
indexing variable.
inertia work rating.
correction factor .......................................
calibration coefficient ...............................
viscosity, dynamic ....................................
molar mass ..............................................
effective mass ..........................................
mass ........................................................
total number in series.
total number of pulses in a series.
meters ......................................................
pound mass or kilogram ..........................
ampere .....................................................
g H2O vapor/kg dry
air.
m .............................
lbm or kg .................
A .............................
g H2O vapor/kg dry
air.
m.
kg.
A.
..................................................................
..................................................................
pascal second ..........................................
gram per mole .........................................
kilogram ...................................................
pound mass or kilogram ..........................
.................................
m4·s·K0.5/kg ............
Pa·s .........................
g/mol .......................
kg ............................
lbm or kg .................
1.
m4·kg¥1·s·K0.5.
m¥1·kg·s¥1.
10–3·kg·mol¥1.
kg.
kg.
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01:55 Jun 29, 2021
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 1 OF § 1066.1005—SYMBOLS FOR QUANTITIES—Continued
Quantity
Unit
Unit symbol
p ...............
Dp .............
pd ..............
pressure ...................................................
differential static pressure ........................
saturated vapor pressure at ambient dry
bulb temperature.
penetration fraction.
mass density ............................................
dynamometer roll revolutions ..................
ratio of pressures .....................................
coefficient of determination.
Reynolds number.
response factor.
relative humidity.
Sutherland constant .................................
standard error of the estimate.
specific gravity.
distance traveled during measurement
interval.
absolute temperature ...............................
Celsius temperature .................................
torque (moment of force) .........................
time ..........................................................
time interval, period, 1/frequency ............
voltage .....................................................
speed .......................................................
volume .....................................................
flow volume rate ......................................
pascal .......................................................
pascal .......................................................
kilopascal .................................................
Pa ...........................
Pa ...........................
kPa ..........................
m¥1·kg·s¥2.
m¥1·kg·s¥2.
m¥1·kg·s¥1.
kilogram per cubic meter .........................
revolutions per minute .............................
pascal per pascal .....................................
kg/m3 ......................
rpm ..........................
Pa/Pa ......................
m¥3·kg.
π·30¥1·s¥1.
1.
kelvin ........................................................
K .............................
K.
meters ......................................................
m .............................
m.
kelvin ........................................................
degree Celsius .........................................
newton meter ...........................................
hour or second .........................................
second .....................................................
volt ...........................................................
miles per hour or meters per second ......
cubic meter ..............................................
cubic feet per minute or cubic meter per
second.
K .............................
°C ............................
N·m .........................
hr or s .....................
s ..............................
V .............................
mi/hr or m/s ............
m3 ...........................
ft3/min or m3/s ........
K.
K¥273.15.
m2·kg·s–2.
s.
s.
m2·kg·s–3·A–1.
m·s–1.
m3.
m3·/s¥1.
part per million .........................................
ppm.
PF .............
r ...............
R ...............
r ................
r2 ...............
Re# ...........
RF .............
RH ............
S ...............
SEE ..........
SG ............
Ds .............
T ...............
T ...............
T ...............
t ................
Dt ..............
U ...............
v ................
V ...............
V˙ ...............
VP .............
x ................
y ................
Z ...............
volume percent.
concentration of emission over a test interval.
generic variable.
compressibility factor.
*
*
*
*
*
(c) Superscripts. This part uses the
following superscripts for modifying
quantity symbols:
(d) Subscripts. This part uses the
following subscripts for modifying
quantity symbols:
TABLE 3 OF § 1066.1005—
SUPERSCRIPTS
Superscript
Meaning
overbar (such as y¯) ...
overdot (such as y˙) ...
arithmetic mean.
quantity per unit time.
TABLE 4 OF § 1066.1005—SUBSCRIPTS
Subscript
lotter on DSK11XQN23PROD with RULES2
Unit in terms of SI
base units
Symbol
Meaning
0 ..........................................................................
abs ......................................................................
AC17 ...................................................................
act .......................................................................
actint ...................................................................
adj .......................................................................
air ........................................................................
atmos ..................................................................
b ..........................................................................
bkgnd ..................................................................
c ..........................................................................
comp ...................................................................
cor .......................................................................
cs ........................................................................
ct .........................................................................
cUDDS ................................................................
D .........................................................................
dew .....................................................................
dexh ....................................................................
dil ........................................................................
e ..........................................................................
emission ..............................................................
error ....................................................................
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
reference.
absolute quantity.
air conditioning 2017 test interval.
actual or measured condition.
actual or measured condition over the speed interval.
adjusted.
air, dry.
atmospheric.
base.
background.
cold.
composite.
corrected.
cold stabilized.
cold transient.
cold-start UDDS.
driven.
dewpoint.
dilute exhaust quantity.
dilute.
effective.
emission specie.
error.
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
34587
TABLE 4 OF § 1066.1005—SUBSCRIPTS—Continued
Subscript
Meaning
EtOH ...................................................................
exh ......................................................................
exp ......................................................................
fil .........................................................................
final .....................................................................
flow ......................................................................
gas ......................................................................
h ..........................................................................
HFET ...................................................................
hs ........................................................................
ht .........................................................................
hUDDS ................................................................
i ...........................................................................
ID ........................................................................
in .........................................................................
int ........................................................................
init .......................................................................
IT .........................................................................
liq ........................................................................
max .....................................................................
ethanol.
raw exhaust quantity.
expected quantity.
filter.
final.
flow measurement device type.
gaseous.
hot.
highway fuel economy test.
hot stabilized.
hot transient.
hot-start UDDS.
an individual of a series.
driven inertia.
inlet.
intake.
initial quantity, typically before an emission test.
target inertia.
liquid.
the maximum (i.e., peak) value expected at the standard over a test interval; not the maximum
of an instrument range.
measured quantity.
dilute exhaust gas mixture.
outlet.
particulate matter.
record.
reference quantity.
revolution.
dynamometer roll.
settling.
slip.
stabilized.
saturated condition.
air conditioning driving schedule.
span quantity.
secondary dilution air.
standard conditions.
target.
throat.
test quantity.
uncorrected quantity.
weighted.
zero quantity.
meas ...................................................................
mix ......................................................................
out .......................................................................
PM .......................................................................
record ..................................................................
ref ........................................................................
rev .......................................................................
roll .......................................................................
s ..........................................................................
s ..........................................................................
s ..........................................................................
sat .......................................................................
SC03 ...................................................................
span ....................................................................
sda ......................................................................
std .......................................................................
T ..........................................................................
t ...........................................................................
test ......................................................................
uncor ...................................................................
w .........................................................................
zero .....................................................................
(e) Other acronyms and abbreviations.
This part uses the following additional
abbreviations and acronyms:
TABLE 5 OF § 1066.1005—OTHER ACRONYMS AND ABBREVIATIONS
lotter on DSK11XQN23PROD with RULES2
Acronym
Meaning
A/C ......................................................................
AC17 ...................................................................
ALVW ..................................................................
ASME ..................................................................
CFR .....................................................................
CFV .....................................................................
CNG ....................................................................
CVS .....................................................................
EPA .....................................................................
ETW ....................................................................
EV .......................................................................
FID ......................................................................
FTP .....................................................................
GC .......................................................................
GEM ....................................................................
GHG ....................................................................
GPS ....................................................................
GVWR .................................................................
VerDate Sep<11>2014
01:55 Jun 29, 2021
Jkt 253001
air conditioning.
air conditioning 2017 test interval.
adjusted loaded vehicle weight.
American Society of Mechanical Engineers.
Code of Federal Regulations.
critical-flow venturi.
compressed natural gas.
constant-volume sampler.
Environmental Protection Agency.
equivalent test weight.
electric vehicle.
flame-ionization detector.
Federal test procedure.
gas chromatograph.
greenhouse gas emissions model.
greenhouse gas (including CO2, N2O, and CH4).
global positioning system.
gross vehicle weight rating.
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34588
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
TABLE 5 OF § 1066.1005—OTHER ACRONYMS AND ABBREVIATIONS—Continued
Acronym
Meaning
HEV .....................................................................
HFET ...................................................................
HLDT ...................................................................
HPLC ..................................................................
IBR ......................................................................
LA–92 ..................................................................
MDPV ..................................................................
NIST ....................................................................
NMC ....................................................................
PDP .....................................................................
PHEV ..................................................................
PM .......................................................................
RESS ..................................................................
ppm .....................................................................
SAE .....................................................................
SC03 ...................................................................
SEA .....................................................................
SFTP ...................................................................
SI .........................................................................
SSV .....................................................................
UDDS ..................................................................
US06 ...................................................................
U.S.C. .................................................................
WWV ...................................................................
hybrid electric vehicle, including plug-in hybrid electric vehicles.
highway fuel economy test.
heavy light-duty truck.
high pressure liquid chromatography.
incorporated by reference.
Los Angeles 1992 driving schedule.
medium-duty passenger vehicle.
National Institute for Standards and Technology.
nonmethane cutter.
positive-displacement pump.
plug-in hybrid electric vehicle.
particulate matter.
rechargeable energy storage system.
parts per million.
Society of Automotive Engineers.
air conditioning driving schedule.
selective enforcement audit.
Supplemental Federal Test Procedure.
International System of Units.
subsonic venturi.
urban dynamometer driving schedule.
aggressive driving schedule.
United States Code.
NIST radio station call sign.
(f) Densities of chemical species. This
part uses the following densities of
chemical species:
TABLE 6 OF § 1066.1005—DENSITIES OF CHEMICAL SPECIES
Symbol
Quantity a b
g/m3
rCH4 ..........................
rCH3OH ......................
rC2H5OH ....................
rC2H4O ......................
rC3H8 ........................
rC3H7OH ....................
rCO ...........................
rCO2 ..........................
rHC-gas ......................
rCH2O ........................
rHC-liq ........................
rNMHC-gas ..................
rNMHC-liq ....................
rNMHCE-gas ................
rNMHCE-liq ..................
rNOx ..........................
rN2O ..........................
rTHC-liq ......................
rTHCE-liq ....................
density of methane ...........................................................................................................
density of methanol ..........................................................................................................
C1-equivalent density of ethanol ......................................................................................
C1-equivalent density of acetaldehyde .............................................................................
density of propane ............................................................................................................
C1-equivalent density of propanol ....................................................................................
density of carbon monoxide .............................................................................................
density of carbon dioxide ..................................................................................................
effective density of hydrocarbon—gaseous fuel c ............................................................
density of formaldehyde ...................................................................................................
effective density of hydrocarbon—liquid fueld ..................................................................
effective density of nonmethane hydrocarbon—gaseous fuel c .......................................
effective density of nonmethane hydrocarbon—liquid fuel d ............................................
effective density of nonmethane equivalent hydrocarbon—gaseous fuel c ......................
effective density of nonmethane equivalent hydrocarbon—liquid fuel d ...........................
effective density of oxides of nitrogen e ............................................................................
density of nitrous oxide .....................................................................................................
effective density of total hydrocarbon—liquid fuel d .........................................................
effective density of total equivalent hydrocarbon—liquid fuel d ........................................
666.905
1332.02
957.559
915.658
611.035
832.74
1164.41
1829.53
(see 3)
1248.21
576.816
(see 3)
576.816
(see 3)
576.816
1912.5
1829.66
576.816
576.816
g/ft3
18.8847
37.7185
27.1151
25.9285
17.3026
23.5806
32.9725
51.8064
(see 3)
35.3455
16.3336
(see 3)
16.3336
(see 3)
16.3336
54.156
51.8103
16.3336
16.3336
are given at 20 °C and 101.325 kPa.
for all hydrocarbon containing quantities are given in g/m3-carbon atom and g/ft3-carbon atom.
c The effective density for natural gas fuel and liquefied petroleum gas fuel are defined by an atomic hydrogen-to-carbon ratio, a, of the hydrocarbon components of the test fuel. rHCgas = 41.57·(12.011 + (a·1.008)).
d The effective density for gasoline and diesel fuel are defined by an atomic hydrogen-to-carbon ratio, a, of 1.85.
e The effective density of NO is defined by the molar mass of nitrogen dioxide, NO .
X
2
a Densities
b Densities
lotter on DSK11XQN23PROD with RULES2
*
*
*
*
Authority: 42 U.S.C. 7401–7671q.
*
PART 1068—GENERAL COMPLIANCE
PROVISIONS FOR HIGHWAY,
STATIONARY, AND NONROAD
PROGRAMS
394. Amend § 1068.1 by revising
paragraph (a) and removing and
reserving paragraph (d)(2) to n reads as
follows:
■
393. The authority citation for part
1068 continues to read as follows:
■
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§ 1068.1
Does this part apply to me?
(a) The provisions of this part apply
to everyone with respect to the engine
and equipment categories as described
in this paragraph (a). The provisions of
this part apply to everyone, including
owners, operators, parts manufacturers,
and persons performing maintenance.
E:\FR\FM\29JNR2.SGM
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
Where we identify an engine category,
the provisions of this part also apply
with respect to the equipment using
such engines. This part applies to
different engine and equipment
categories as follows:
(1) This part applies to motor vehicles
we regulate under 40 CFR part 86,
subpart S, to the extent and in the
manner specified in 40 CFR parts 85
and 86.
(2) This part applies for heavy-duty
motor vehicles we regulate under 40
CFR part 1037, subject to the provisions
of 40 CFR parts 85 and 1037. This
includes trailers. This part applies to
other heavy-duty motor vehicles and
motor vehicle engines to the extent and
in the manner specified in 40 CFR parts
85, 86, and 1036.
(3) This part applies to highway
motorcycles we regulate under 40 CFR
part 86, subparts E and F, to the extent
and in the manner specified in 40 CFR
parts 85 and 86.
(4) This part applies to aircraft we
regulate under 40 CFR part 87 to the
extent and in the manner specified in 40
CFR part 87.
(5) This part applies for locomotives
that are subject to the provisions of 40
CFR part 1033. This part does not apply
for locomotives or locomotive engines
that were originally manufactured
before July 7, 2008, and that have not
been remanufactured on or after July 7,
2008.
(6) This part applies for land-based
nonroad compression-ignition engines
that are subject to the provisions of 40
CFR part 1039.
(7) This part applies for stationary
compression-ignition engines certified
using the provisions of 40 CFR parts
1039 and 1042 as described in 40 CFR
part 60, subpart IIII.
(8) This part applies for marine
compression-ignition engines that are
subject to the provisions of 40 CFR part
1042.
(9) This part applies for marine sparkignition engines that are subject to the
provisions of 40 CFR part 1045.
(10) This part applies for large
nonroad spark-ignition engines that are
subject to the provisions of 40 CFR part
1048.
(11) This part applies for stationary
spark-ignition engines certified using
the provisions of 40 CFR part 1048 or
1054, as described in 40 CFR part 60,
subpart JJJJ.
(12) This part applies for recreational
engines and vehicles, including
snowmobiles, off-highway motorcycles,
and all-terrain vehicles that are subject
to the provisions of 40 CFR part 1051.
(13) This part applies for small
nonroad spark-ignition engines that are
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01:55 Jun 29, 2021
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subject to the provisions of 40 CFR part
1054.
(14) This part applies for fuel-system
components installed in nonroad
equipment powered by volatile liquid
fuels that are subject to the provisions
of 40 CFR part 1060.
*
*
*
*
*
■ 395. Amend § 1068.10 by revising the
section heading and paragraphs (b) and
(c) to read as follows:
§ 1068.10 Confidential business
information.
*
*
*
*
*
(b) We will store your confidential
business information as described in 40
CFR part 2. Also, we will disclose it
only as specified in 40 CFR part 2. This
paragraph (b) applies both to any
information you send us and to any
information we collect from inspections,
audits, or other site visits.
(c) If you send us a second copy
without the confidential business
information, we will assume it contains
nothing confidential whenever we need
to release information from it.
*
*
*
*
*
■ 396. Amend § 1068.240 by revising
paragraphs (b)(6) and (c)(1) and (3) to
read as follows:
§ 1068.240
engines.
Exempting new replacement
*
*
*
*
*
(b) * * *
(6) Engines exempt under this
paragraph (b) may not be introduced
into U.S. commerce before you make the
determinations under paragraph (b)(2)
of this section, except as specified in
this paragraph (b)(6). We may waive the
restriction in this paragraph (b)(6) for
engines identified under paragraph
(c)(5) of this section that you ship to a
distributor. Where we waive the
restriction in this paragraph (b)(6), you
must take steps to ensure that the engine
is installed consistent with the
requirements of this paragraph (b). For
example, at a minimum you must report
to us annually whether engines we
allowed you to ship to a distributor
under this paragraph (b)(6) have been
placed into service or remain in
inventory. After an engine is placed into
service, your report must describe how
the engine was installed consistent with
the requirements of this paragraph (b).
Send these reports to the Designated
Compliance Officer by the deadlines we
specify.
(c) * * *
(1) You may produce a limited
number of replacement engines under
this paragraph (c) representing 0.5
percent of your annual production
PO 00000
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34589
volumes for each category and
subcategory of engines identified in
Table 1 to this section or five engines for
each category and subcategory,
whichever is greater. Calculate this
number by multiplying your annual
U.S.-directed production volume by
0.005 (or 0.01 through 2013) and
rounding to the nearest whole number.
Determine the appropriate production
volume by identifying the highest total
annual U.S.-directed production volume
of engines from the previous three
model years for all your certified
engines from each category or
subcategory identified in Table 1 to this
section, as applicable. In unusual
circumstances, you may ask us to base
your production limits on U.S.-directed
production volume for a model year
more than three years prior. You may
include stationary engines and
exempted engines as part of your U.S.directed production volume. Include
U.S.-directed engines produced by any
affiliated companies and those from any
other companies you license to produce
engines for you.
*
*
*
*
*
(3) Send the Designated Compliance
Officer a report by September 30 of the
year following any year in which you
produced exempted replacement
engines under this paragraph (c).
(i) In your report include the total
number of replacement engines you
produce under this paragraph (c) for
each category or subcategory, as
appropriate, and the corresponding total
production volumes determined under
paragraph (c)(1) of this section. If you
send us a report under this paragraph
(c)(3), you must also include the total
number of complete and partially
complete replacement engines you
produced under paragraphs (b) and (e)
of this section (including any
replacement marine engines subject to
reporting under 40 CFR 1042.615).
(ii) Count exempt engines as tracked
under paragraph (b) of this section only
if you meet all the requirements and
conditions that apply under paragraph
(b)(2) of this section by the due date for
the annual report. In the annual report
you must identify any replaced engines
from the previous year that you were
not able to recover by the due date for
the annual report. Continue to report
those engines in later reports until you
recover the replaced engines. If any
replaced engine is not recovered for the
fifth annual report following the
production report, treat this as an
untracked replacement in the fifth
annual report for the preceding year.
(iii) You may include the information
required under this paragraph (c)(3) in
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Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules and Regulations
production reports required under the
standard-setting part.
*
*
*
*
*
PART 1074—PREEMPTION OF STATE
STANDARDS AND PROCEDURES FOR
WAIVER OF FEDERAL PREEMPTION
FOR NONROAD ENGINES AND
NONROAD VEHICLES
397. The authority citation for part
1074 continues to read as follows:
■
lotter on DSK11XQN23PROD with RULES2
Authority: 42 U.S.C. 7401–7671q.
VerDate Sep<11>2014
01:55 Jun 29, 2021
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398. Add appendix A to subpart A to
read as follows:
■
Appendix A to Subpart A of Part
1074—State Regulation of the Use and
Operation of Nonroad Internal
Combustion Engines
(a) This appendix describes EPA’s
interpretation of the Clean Air Act regarding
the authority of states to regulate the use and
operation of nonroad engines.
(b) EPA believes that states are not
precluded under 42 U.S.C. 7543 from
regulating the use and operation of nonroad
PO 00000
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engines, such as regulations on hours of
usage, daily mass emission limits, or sulfur
limits on fuel; nor are permits regulating
such operations precluded, once the engine
is no longer new. EPA believes that states are
precluded from requiring retrofitting of used
nonroad engines except that states are
permitted to adopt and enforce any such
retrofitting requirements identical to
California requirements which have been
authorized by EPA under 42 U.S.C. 7543.
[FR Doc. 2021–05306 Filed 6–28–21; 8:45 am]
BILLING CODE 6560–50–P
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[Federal Register Volume 86, Number 122 (Tuesday, June 29, 2021)]
[Rules and Regulations]
[Pages 34308-34590]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-05306]
[[Page 34307]]
Vol. 86
Tuesday,
No. 122
June 29, 2021
Part II
Environmental Protection Agency
-----------------------------------------------------------------------
40 CFR Parts 9, 59, 60, et al.
Improvements for Heavy-Duty Engine and Vehicle Test Procedures, and
Other Technical Amendments; Final Rule
Federal Register / Vol. 86, No. 122 / Tuesday, June 29, 2021 / Rules
and Regulations
[[Page 34308]]
-----------------------------------------------------------------------
ENVIRONMENTAL PROTECTION AGENCY
40 CFR Parts 9, 59, 60, 85, 86, 88, 89, 90, 91, 92, 94, 1027, 1033,
1036, 1037, 1039, 1042, 1043, 1045, 1048, 1051, 1054, 1060, 1065,
1066, 1068, and 1074
[EPA-HQ-OAR-2019-0307; FRL-10018-52-OAR]
RIN 2060-AU62
Improvements for Heavy-Duty Engine and Vehicle Test Procedures,
and Other Technical Amendments
AGENCY: Environmental Protection Agency (EPA).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The Environmental Protection Agency (EPA) is amending the test
procedures for heavy-duty engines and vehicles to improve accuracy and
reduce testing burden. EPA is also making other regulatory amendments
concerning light-duty vehicles, heavy-duty vehicles, highway
motorcycles, locomotives, marine engines, other nonroad engines and
vehicles, and stationary engines. These amendments affect the
certification procedures for exhaust emission standards and related
requirements. EPA is finalizing similar amendments for evaporative
emission standards for nonroad equipment and portable fuel containers.
The amendments increase compliance flexibility, harmonize with other
requirements, add clarity, correct errors, and streamline the
regulations. Given the nature of the amendments, they will have neither
significant environmental impacts nor significant economic impacts for
any sector.
DATES: This final rule is effective on July 29, 2021. The incorporation
by reference of certain publications listed in this regulation is
approved by the Director of the Federal Register as of July 29, 2021.
ADDRESSES: The EPA has established a docket for this action under
Docket ID No. EPA-HQ-OAR-2019-0307. All documents in the docket are
listed on the www.regulations.gov website. Although listed in the
index, some information is not publicly available, e.g., confidential
business information (CBI) or other information whose disclosure is
restricted by statute. Certain other material, such as copyrighted
material, is not placed on the internet and will be publicly available
only in hard copy form. Publicly available docket materials are
available either electronically in www.regulations.gov or in hard copy
at Air and Radiation Docket and Information Center, EPA Docket Center,
EPA/DC, EPA WJC West Building, 1301 Constitution Ave. NW, Room 3334,
Washington, DC. Note that the EPA Docket Center and Reading Room were
closed to public visitors on March 31, 2020, to reduce the risk of
transmitting COVID-19. The Docket Center staff will continue to provide
remote customer service via email, phone, and webform. The telephone
number for the Public Reading Room is (202) 566-1744, and the telephone
number for the Air Docket is (202) 566-1742. For further information on
EPA Docket Center services and the current status, go to https://www.epa.gov/dockets.
FOR FURTHER INFORMATION CONTACT: Alan Stout, Office of Transportation
and Air Quality, Assessment and Standards Division, Environmental
Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105;
telephone number: (734) 214-4805; email address: [email protected].
SUPPLEMENTARY INFORMATION:
Table of Contents
I. General Information
II. Heavy-Duty Highway Amendments
A. Test Procedures and Compliance Model Changes
B. Heavy-Duty Engine GHG Emission Standards and Flexibility
C. Heavy-Duty Vehicle GHG Emission Standards and Flexibility
D. Onboard Diagnostics (``OBD'')
III. Other Amendments
A. Ethanol-Blend Test Fuels for Nonroad Spark-Ignition Engines
and Vehicles, Highway Motorcycles, and Portable Fuel Containers
B. Removing Obsolete CFR Content
C. Certification Fees (40 CFR Part 1027)
D. Additional Amendments for Motor Vehicles and Motor Vehicle
Engines (40 CFR Parts 85 and 86)
E. Additional Amendments for Locomotives (40 CFR Part 1033)
F. Additional Amendments for Land-Based Nonroad Diesel Engines
(40 CFR Part 1039)
G. Additional Amendments for Marine Diesel Engines (40 CFR Parts
1042 and 1043)
H. Portable Fuel Containers (40 CFR Part 59)
I. Evaporative Emission Standards for Nonroad Spark-Ignition
Engines and Equipment (40 CFR Part 1060)
J. Additional Amendments for Nonroad Spark-Ignition Engines at
or Below 19 kW (40 CFR Part 1054)
K. Amendments for General Compliance Provisions (40 CFR Part
1068)
L. Other Requests for Comment
IV. Statutory Authority and Executive Order Reviews
I. General Information
Does this action apply to me?
This action relates to companies that manufacture, sell, or import
into the United States new heavy-duty engines or Class 2b through 8
trucks, including combination tractors, vocational vehicles, and all
types of buses.\1\ Vocational vehicles include municipal, commercial,
and recreational vehicles. Additional amendments apply for different
manufacturers of light-duty vehicles, light-duty trucks, highway
motorcycles, stationary engines, and various types of nonroad engines,
vehicles, and equipment.\2\ Regulated categories and entities include
the following:
---------------------------------------------------------------------------
\1\ ``Heavy-duty engine'' and ``heavy-duty vehicle,'' are
defined in 40 CFR 1037.801.
\2\ ``Light-duty vehicle'' and ``light-duty truck'' are defined
in 40 CFR 86.1803-01.
------------------------------------------------------------------------
Examples of
potentially
NAICS codes a NAICS titles regulated
entities
------------------------------------------------------------------------
333618, 336111, 336112, 336120, Other Engine Motor vehicle
336211, 336212, 336611, 336999. Equipment manufacturers and
Manufacturing, engine
Automobile manufacturers.
Manufacturing,
Light Truck and
Utility Vehicle
Manufacturing,
Heavy Duty Truck
Manufacturing,
Motor Vehicle
Body
Manufacturing,
Truck Trailer
Manufacturing,
Ship Building and
Repairing, All
Other
Transportation
Equipment
Manufacturing.
811111, 811112, 811198, 423110.. General Automotive Commercial
Repair, importers of
Automotive vehicles and
Exhaust System vehicle
Repair, All Other components.
Automotive Repair
and Maintenance,
Automobile and
Other Motor
Vehicle Merchant
Wholesalers.
335312, 811198.................. Motor and Alternative fuel
Generator vehicle
Manufacturing, converters.
All Other
Automotive Repair
and Maintenance.
[[Page 34309]]
326199, 332431.................. All Other Plastics Portable fuel
Product container
Manufacturing, manufacturers.
Metal Can
Manufacturing.
------------------------------------------------------------------------
a North American Industry Classification System (NAICS).
This list is not intended to be exhaustive, but rather provides a
guide for readers regarding entities likely to be regulated by this
action. If you have questions regarding the applicability of this
action to a particular entity, consult the person listed in the FOR
FURTHER INFORMATION CONTACT section.
What action is the Agency taking?
This action amends the regulations that implement our air pollutant
emission standards for engines, vehicles and mobile equipment. The
amendments include corrections, clarifications, and flexibilities for
multiple types of vehicles, engines and equipment.
The majority of these amendments modify existing test procedures
for heavy-duty highway engines and vehicles. These test procedure
changes improve accuracy, and in some cases, reduce test burden. They
mainly apply for measurement of greenhouse gas (GHG) pollutants
(primarily CO2), though some apply for criteria pollutants (such as
NOX), as well. See Section II.A.
Additional heavy-duty highway amendments update EPA regulations to
enhance implementation of existing emission standards. For example,
some changes reduce the likelihood that manufacturers would need to
duplicate certification efforts to comply with EPA, Canadian, and
Californian standards. Some amendments make it easier for manufacturers
to more fully account for the emission benefits of advanced emission
control technology, which could provide them the opportunity to
generate additional emission credits. These heavy-duty highway
amendments are described in Section II.B.
This rule includes other amendments that are generally
administrative or technical in nature and include amendments for
nonroad engines and vehicles, stationary engines, and portable fuel
containers. These amendments are described in Section III. Perhaps the
most visible administrative amendment is the elimination of hundreds of
pages of obsolete regulations, which is described in Section III.B.
EPA published a proposed rule on May 12, 2020 (85 FR 28140). This
final rule follows from that proposal, with several adjustments that
reflect EPA's consideration of comments received. Most of the proposed
revisions from that document are addressed in this final rule. EPA is
also issuing a new notice of proposed rulemaking to supplement the
earlier proposed rule, published in the Proposed Rules section of this
issue of the Federal Register, titled ``Improvements for Heavy-Duty
Engine and Vehicle Test Procedures,'' docket number EPA-HQ-OAR-2019-
0307; FRL-10018-51-OAR. In the supplemental proposal, EPA proposes
further amendments concerning only certain specific aspects of the
Greenhouse gas Emissions Model (GEM) (see Section II of the preamble to
the supplemental proposal).
The proposed rule included requests for comment on a wide range of
issues, including some broad areas where we were interested only in
gathering information for potential future rulemaking(s). This preamble
does not include a discussion of those comment areas where we are not
taking any action in this final rule. The ``Improvements for Heavy-Duty
Engine and Vehicle Test Procedures, and other Technical Amendments
Response to Comments'' document (``Response to Comments'') in the
docket for this rulemaking includes a summary of the input received
from commenters and EPA's responses.\3\
---------------------------------------------------------------------------
\3\ EPA, ``Improvements for Heavy-Duty Engine and Vehicle Test
Procedures, and other Technical Amendments Response to Comments,''
December 2020, Docket EPA-HQ-OAR-2019-0307, Publication Number: EPA-
420-R-20-026.
---------------------------------------------------------------------------
In addition, we have prepared a docket memo with redline text to
highlight all the changes to the regulations in the proposed rule.\4\
This is especially helpful for reviewing provisions that we are
removing from the Code of Federal Regulations. For obsolete provisions
we are removing, see especially 40 CFR 1027.105, 1033.150, 1042.145,
1045.145, 1048.145, 1051.145, 1054.145, and 1054.625. We prepared
additional docket memos to show regulatory changes after the proposed
rule.\5\
---------------------------------------------------------------------------
\4\ ``Redline Document Showing Proposed Changes to Regulatory
Text in the Heavy-Duty Greenhouse Gas Amendments'', EPA memorandum
from Alan Stout to Docket EPA-HQ-OAR-2019-0307, March 2020.
\5\ ``Redline Version of EPA's Final Regulatory Amendments for
Heavy-Duty Greenhouse Gas Standards and other Programs'', EPA
memorandum from Alan Stout to Docket EPA-HQ-OAR-2019-0307, December
9, 2020.
---------------------------------------------------------------------------
What are the incremental costs and benefits of this action?
This action is limited in scope and does not include amendments
that have significant economic or environmental impacts. EPA has
therefore not estimated the potential costs or benefits of this final
rule (and we did not for the proposal).
II. Heavy-Duty Highway Amendments
A. Test Procedures and Compliance Model Changes
Since the promulgation of the Phase 2 regulations, manufacturers
have been revising their internal test procedures to ensure they will
be able to comply with the new requirements that begin in model year
2021. In doing so, they have identified several areas in which the test
procedure regulations could be improved (in terms of overall accuracy,
repeatability and clarity) without changing the effective stringency of
the standards.
EPA is making numerous changes to the test procedure regulations to
address manufacturers' concerns and other issues we have identified.
These changes are described below. The list includes numerous editorial
changes that simply correct typographical/formatting errors or revise
the text to improve clarity. Although these amendments are being made
primarily in the context of heavy-duty engines and vehicles, the
amendments to part 1065 will also apply to nonroad engines, and the
amendments to part 1066 will also apply to light-duty vehicles. Since
these amendments are mostly editorial or adding flexibility, they will
not adversely impact these other sectors.
1. 40 CFR Part 1036 Test Procedures
EPA proposed several updates to the testing and measurement
provisions of part 1036, subpart F, and appendices of part 1036 related
to how to measure emissions from heavy-duty engines and requested
comment on general improvements to the engine test procedures and
compliance provisions (85 FR 28141). This section presents the changes
we are adopting to engine test procedures after consideration of
comments received. Additional details on some of these and other engine
testing and measurement amendments or clarifications requested by
[[Page 34310]]
commenters and our responses are available in Chapter 2 of our Response
to Comments. Amendments to other subparts of part 1036 (i.e.,
amendments not directly related to test procedures) are discussed in
Section II.B.
These updates are primarily for the purposes of adding flexibility
and reducing variability in test results. Additional information that
led to and supports these changes arose from a test program at
Southwest Research Institute (SwRI) that was jointly funded by EPA and
the Truck and Engine Manufacturers Association (EMA).\6\
---------------------------------------------------------------------------
\6\ Sharp, Christopher A., et al., ``Measurement Variability
Assessment of the GHG Phase 2 Fuel Mapping Procedure'', Final
Report, Southwest Research Institute, December 2019.
---------------------------------------------------------------------------
We are generally finalizing revisions as proposed; however, some
revisions include further changes and clarifications after
consideration of public comments to better ensure clarity, accuracy and
consistency with the intent of the proposed rule.
Section 1036.501(g)--Providing a new paragraph (g) to
specify duty cycles for testing model year (MY) 2016-2020 engines,
including additional clarifications to the proposed amendment to refer
to the steady-state duty cycle as the Supplemental Emission Test
(``SET'') rather than the Ramped Modal Cycle (``RMC'') to avoid
confusion as steady-state cycles are run as RMCs in many standard
setting parts, and to change a reference for the Federal Test Procedure
(``FTP'') duty cycle from appendix B of 40 CFR part 1036 to 40 CFR
1036.510 because 40 CFR 1036.510 gives an overview of the duty cycle
and provides the reference to appendix B of 40 CFR part 1036.
Section 1036.501(h)--Renumbering existing paragraph (g)
concerning testing of MY 2021 and later engines as new paragraph (h),
modifying paragraph (h)(1) to address restarting the engine during
dynamometer testing for engines with stop-start technologies, and
adding paragraph (h)(3) (shown as (h)(2) in the proposed rule) to
cross-reference transient test cycle specifications, including
additional clarifications in final paragraph (h)(2) to refer to the
Supplemental Emission Test cycle to avoid confusion as steady-state
cycles are run as RMCs in many standard setting parts and in paragraph
(h)(2)(ii) that weighting factors for the Supplemental Emission Test
are to be applied to CO2 to calculate the composite emission result.
Section 1036.503--Migrating Sec. 1036.510 to new Sec.
1036.503, renumbering existing paragraph (d) as new paragraph (c),
updating paragraphs (b) and (c)(1) through (3) and adding paragraphs
(c)(4) and (5) and (d), including provisions to specify that the engine
manufacturer must provide idle speed and torque to the vehicle
manufacturer and to provide additional direction on handling data
points for a low speed governor where the governor is active. We
further modified proposed paragraph (b) to denote that there are four
methods to generate fuel maps with the addition of the hybrid
powertrain and hybrid engine testing procedures and to more clearly
explain which method(s) apply to which application, paragraphs (b)(1)
and (2) to add more specificity to which referenced paragraphs in Sec.
1036.535 are applicable, paragraph (b)(3) to clarify that the option in
Sec. 1037.520(d)(2) is only allowed for hybrid powertrain testing and
not powertrain testing in general, and added paragraph (b)(4) to
include a method to perform hybrid engine testing. We also further
updated paragraph (c)(1) to clarify how to measure torque curve for
engines that have a rechargeable energy storage system (RESS) and for
those that don't.
Section 1036.505--Adding paragraph (b) to give direction
on both engine and powertrain testing and modifying Table 1 to include
vehicle speed and grade parameters to facilitate the hybrid powertrain
testing option. We further modified the proposed language in this
section by: Adding a new paragraph (b)(2)(v) to calculate curb mass for
hybrid powertrain testing as this calculation is needed to determine
the linear equivalent mass of rotational moment of inertias in
clarified paragraph (b)(2)(vi), adding reference speed determination
requirements for powertrain testing in paragraphs (c)(2)(i) and (ii) to
address underspeed conditions in the hybrid powertrain SET testing,
including a removal of default A, B, and C SET speeds and calculation
of the A and B speeds based on C speed, modifying Table 1 further to
include vehicle speed and grade parameters to facilitate the hybrid
powertrain testing option so the road grade equation is now vehicle
speed-dependent to address vehicle underspeed concerns corresponding to
the determination and use of vehicle C speed, and replacing ramped
modal cycle with supplemental emission test for the reason discussed in
the first bullet of this subsection of the preamble.
Section 1036.510--Providing a new section regarding
transient testing of engines and hybrids to facilitate hybrid
certification for both GHG and criteria pollutants.
Section 1036.525(a)--Adding a clarification in the final
rule that the hybrid engine testing procedure in this section applies
only for model year 2014 to 2020 hybrid engines since the new hybrid
powertrain and hybrid engine test procedure being adopted in this
rulemaking will apply for model year 2021 and later engines.
Section 1036.525(d)(4)(i)--Editorial revisions to equation
and the addition of example calculations.
Section 1036.527--Adding a section to provide a means to
determine powertrain systems rated power and continuous rated power, to
facilitate the hybrid and conventional powertrain testing options. This
test procedure is applicable for powertrain testing defined in 40 CFR
1037.550 for both the engine and vehicle standards. We further modified
the proposed language, including modifying how the test is carried out
by reducing the number of test intervals from 9 to 1, paragraph (e) to
address the determination of Psys for speed and torque measurements at
different locations, with new paragraphs (g) and (h) to provide an
improved method for determining continuous rated power and vehicle C
speed, and addressed typographical errors.
Section 1036.530(a), (b)(1)(i) and (ii), and (b)(2)(i) and
(ii)--Updating carbon mass fraction determination to allow analysis by
a single lab only to facilitate on-line analysis from pipeline supplied
natural gas and adding the ASTM International method for determination
of test fuel mass-specific energy content for natural gas. We have
further modified the proposed language by clarifying in paragraph (a)
that the infrequent regeneration adjustment factors (IRAF) are applied
to CO2 emission results for all duty-cycles, not just cycle average
engine fuel map results, and updating paragraph (b) to require test
fuel mass-specific energy content and carbon mass fraction to be
analyzed by at least three different labs and the median of all the
results to be used in the calculation. We are also adding a
recommendation that you screen your results to determine if additional
observations are needed by performing an outlier test and provided
critical values for this check. The critical values were determined as
1.27 times the method reproducibility R. The R value used for fuel
mass-specific energy content is 0.234 which is the published R value
for ASTM D4809 and the R value used for carbon mass fraction is 1.23,
which was based on analysis of the fuel survey data for ASTM D5291 that
was used in the Fuel Mapping Variability Study at SwRI.
Section 1036.530 Table 1--Updating footnote format in
table.
[[Page 34311]]
Section 1036.535--Generally updating to improve the engine
fuel mapping test procedures based on the jointly funded EPA-EMA test
program. The overall result of these updates is to reduce the
variability of the emission test results to reduce lab-to-lab
variability. We further modified the proposed language by adding
paragraph (h) to describe how EPA will determine the official fuel
consumption rate during a confirmatory test, based on carbon balance
results, updating paragraph (b)(7)(iv) to require validation of test
intervals that were complete prior to a lab equipment or engine
malfunction, updating the variable description for wCmeas in
paragraph (b)(8) to make clear that you may not account for the
contribution to [alpha], [beta], [gamma], and [delta] of diesel exhaust
fluid or other non-fuel fluids injected into the exhaust, and
clarifying regulatory text and correcting paragraph references.
Section 1036.540--Generally updating to improve the cycle-
average engine fuel mapping test procedure as a result of the jointly
funded EPA-EMA test program at SwRI. The overall result of these
updates is to reduce the variability of the emission test results to
reduce lab-to-lab variability. We further modified the proposed
language in a few ways by adding paragraph (b)(4) to address the
ability of gaseous fueled engines with single point fuel injection to
pass alternate cycle statistics to validate the transient duty cycle in
40 CFR part 1037, appendix I, by adding paragraph (e)(2) to describe
how EPA will determine the official fuel consumption rate during a
confirmatory test, based on carbon balance results, by deleting the
requirement for EPA to use an average of indirect measurement of fuel
flow with dilute sampling and direct sampling for fuel mapping as EPA
will now perform the carbon balance verification in 40 CFR 1065.543,
and by generally adding some clarifying text.
Section 1036.543--Adding a section to address carbon
balance error verification. This is a result of the jointly funded EPA-
EMA test program. The overall result of these updates is to reduce the
variability of the emission test results to reduce lab-to-lab
measurement variability.
Section 1036.801--Adding a definition for hybrid engine to
correspond with the addition of the hybrid powertrain test procedures
to part 1036. Modifying the definition from the proposed language to
provide examples of hybrid engine architecture and hybrid energy
storage systems.
Section 1036.801--Adding definitions for ``hybrid
powertrain'' and ``mild hybrid'' in the final rule. These definitions
are needed as a result of adding hybrid powertrain test procedures to
part 1036, subpart F, including mild hybrid certification where engine
testing can use a transmission model. The definitions make clear what
hybrid architectures are covered by each of these terms.
Section 1036.801--Updating definition of ``steady-state''
to clarify that fuel map and idle tests are steady-state tests.
Section 1036.805(b)--Updating quantity and quantity
descriptions, including some changes to those proposed to ensure
consistency throughout the part.
Section 1036.805(c) and (d)--Updating table introductory
sentence and column headings in the table to be consistent with format
in other parts.
Section 1036.805(e)--Updating acronyms and abbreviations,
including some changes to those proposed to ensure that the table
contained all that were used throughout the part.
Section 1036.805(f)--Adding gravitational constant,
including an updated value for the gravitational constant based on
consideration of comments received on the proposal.
Part 1036, appendix A--Adding a new appendix A to provide
a historic summary of previous emission standards which EPA originally
adopted under 40 CFR part 85 or 86, that apply to compression-ignition
engines produced before model year 2007 and to spark-ignition engines
produced before model year 2008.
Part 1036, appendix B(a)--Adding a new paragraph (a) of
appendix B to specify transient duty cycles for the engine and
powertrain testing described in Sec. 1036.510.
Part 1036, appendix B(b)--Adding a new paragraph (b) of
appendix B to migrate over the spark-ignition FTP duty cycle from part
86, which includes no changes to the FTP duty-cycle weighting factors
or the duty-cycle speed values from the current heavy duty diesel
engine (HDDE) FTP duty cycle that applies to criteria pollutant
regulation in paragraph (f)(1) of 40 CFR part 86, appendix I, a change
to the negative torque values, and migration of the HDDE FTP drive
schedule to paragraph (b) of 40 CFR part 1036, appendix B, to add
vehicle speed and road grade to the duty-cycle to facilitate powertrain
testing for compliance with the HD Phase 2 GHG standards. The change to
negative torque values is the removal of and footnoting of the negative
normalized vehicle torque values over the HDDE FTP duty-cycle. The
footnote denotes that these torque points are controlled using closed
throttle motoring, which would then match how negative torque values
have been controlled in the HDDE FTP. This change also reflects the way
that engine manufacturers are already controlling to negative torque
from spark-ignition engines and harmonizes the methodology with the
HDDE FTP, with no effect on stringency. The spark-ignition engine
denormalization equation in 40 CFR 86.1333(a)(1)(ii) includes division
by 100 which equates it to the denormalization equation in 40 CFR
1065.610(c)(1) (Equation 1065.610-3), with no effect on stringency. We
have further modified the proposed language in this section by updating
the road-grade coefficients to reflect additional refinement of the
road-grade development process that is described in Section II.A.7 of
the preamble.
Part 1036, appendix B(c)--Adding a new paragraph (c) of 40
CFR part 1036, appendix B, to migrate over the compression-ignition FTP
duty cycle from part 86, which includes no changes to the HDDE FTP
weighting factors or the duty-cycle torque values from the duty cycle
that currently apply to criteria pollutant regulations in paragraph
(f)(2) of 40 CFR part 86, appendix I, a change to the speed values that
does not influence the ultimate denormalized speed, and migration of
the HDDE FTP drive schedule to add vehicle speed and road grade to the
duty-cycle to facilitate powertrain testing for compliance with the
Phase 2 GHG standards. The change to speed values takes the normalized
vehicle speeds over the HDDE FTP duty-cycle and multiplies them by 100/
112 to eliminate the need to divide by 112 in the diesel engine
denormalization equation in 40 CFR 86.1333(a)(1)(i). This eliminates
the need for use of a denormalization equation and allows commonization
(between compression- and spark-ignition engines) of the use of the
denormalization equation in 40 CFR 1065.610(c)(1) (Equation 1065.610-
3), with no effect on stringency. We have further modified the proposed
language in this section by updating the road grade coefficients to
reflect additional refinement of the road grade development process
that is described in Section II.A.7 of the preamble.
2. 40 CFR Part 1037 Test Procedures
EPA proposed several updates to the testing and measurement
provisions of 1037 subpart F related to how to measure emissions from
heavy-duty vehicles and determine certain GEM inputs and requested
comment on general improvements to the vehicle test procedures and
compliance provisions (see 85 FR 28142). This section presents
[[Page 34312]]
the changes we are adopting to vehicle test procedures after
consideration of comments received. Chapter 2 of our Response to
Comments includes additional details on some of these amendments, as
well as other testing and measurement amendments or clarifications
requested by commenters and our responses. Amendments for other
subparts of part 1037 (i.e., amendments not directly related to test
procedures) are discussed in Section II.C.15. We are generally
finalizing revisions as proposed; however, some revisions include
further changes and clarifications after consideration of public
comments to better ensure clarity, accuracy and consistency with the
intent of the proposed rule.
Section 1037.501(i)--Adding paragraph (i) to note that the
declared GEM inputs for fuel maps and aerodynamic drag area typically
includes compliance margins to account for testing variability; for
other measured GEM inputs, the declared values are typically the
measured values without adjustment.
Section 1037.510(a)(2)--Updating the powertrain testing
procedure used to generate GEM inputs to reduce the variability of the
emission test results and to improve lab-to-lab measurement variability
consistent with the results from the jointly funded EPA-EMA test
program at SwRI.
Section 1037.510 Table 1--Updating footnote format in
table.
Section 1037.510(d)--Clarifying the reference to
specifically refer to paragraphs ``(b) and (c)'' of Sec. 1066.425.
Section 1037.510(e)--Clarifying to specifically state that
the use of cruise control is optional.
Section 1037.515 Table 2--Correcting a table entry to
include the proper mathematical symbols in response to a comment by the
California Air Resources Board (CARB).
Section 1037.515 Table 3--Updating footnote format in
table.
Section 1037.520--Updating a reference to reflect the
updated version of the GEM model released in conjunction with this
rulemaking.
Section 1037.520(b)(3)(i)--Adding a reference to Sec.
1037.525 to clarify how to determine a high-roof tractor's aerodynamic
test results in response to a comment request from EMA.
Section 1037.520 Table 4--Correcting a typographical error
in a tractor aerodynamic test result CdA value for Bin III
low-roof cabs.
Section 1037.520 Table 5--Correcting a typographical error
in a tractor input CdA value for Bin II High-Roof Sleeper
Cabs.
Section 1037.520(c)--Adding a clarification to Sec.
1037.520(c)(6) and updating the GEM user guide to clarify that a time-
and load-weighted average be applied to calculate the rolling
resistance of tires installed on liftable axles, given that tires on
liftable axles are only in contact with the ground when the axle is in
a deployed state in response to a comment from EMA.
Section 1037.520 Table 6--Updating footnote format in
table.
Section 1037.520 Table 7--Clarifying that the nonwheel-
related weight reductions from alternative materials applied to
tractors for non-suspension crossmembers is for a set of three.
Section 1037.520 Table 8--Adding two footnotes to address
how weight reduction values apply and what values to use for medium
heavy-duty vehicles (Medium HDV) with 6x4 or 6x2 axle configurations.
Also see Section II.C.3.
Section 1037.520(f)--Updating a cross-reference.
Section 1037.520(g)--Adding and clarifying which vehicle
characteristics need to be reported, including providing a better
description in paragraph (g)(2)(iv) of the 6x4D drive axle
configuration as well as qualifying conditions for use of this
configuration. After considering comments received by Allison and Ford,
we are further modifying this paragraph by noting in paragraph (g)(1),
and similarly in Sec. 1037.231(b)(7), that available forward gear
means the vehicle has the hardware and software to allow operation in
those gears and providing in paragraph (g)(2)(i) that the 4x2 drive
axle configuration is available to vehicles with two drive axles where
one of them is disconnectable and designed to be connected only when
used in off road or slippery road conditions and based on a qualifying
condition.
Section 1037.520(h)--Adding provisions to determine
appropriate vehicle idle speed based on vehicle service class and
applicable engine standard, including in the final rule a clarification
that the 750 rpm value applies to Light HDV and Medium HDV vocational
vehicles and providing an idle speed value of 700 rpm for Medium HDV
tractors, corresponding to the idle speed used to set the standards for
those vehicles, in response to a comment from EMA. These final
provisions incorporated in a new table format, with an updated footnote
noting the appropriate adjustable idle speed to choose if an engine
cannot operate at the idle speed specified in the table.
Section 1037.520(i)--Adding that a manufacturer can
characterize a torque converter, in addition to an axle and
transmission, which will improve the accuracy of GEM by replacing
default GEM values with more representative values.
Section 1037.520(j)(2)--Removing a superfluous reference
to tractors in paragraph (j)(2)(i); clarifying paragraph (j)(2)(iii) in
response to a comment from EMA to indicate how to demonstrate the
performance of high-efficiency air conditioning compressors.
Section 1037.520(j)(4) Table 9--Including additional
combinations of idle reduction technologies and their corresponding GEM
input values.
Section 1037.520(j)(5)--Correcting typographical error
that transposed school and coach bus GEM inputs.
Section 1037.525--See Section II.A.6 for a description of
comments and final revisions to this section.
Section 1037.528--Replacing the phrase ``primary
procedures'' with ``reference method'' for tractors and ``alternate
procedures'' with ``an alternate method'' for trailers to maintain
consistency with terminology used throughout subpart F.
Section 1037.528(c)--Clarifying that the conditions listed
in paragraph (c) apply to each run separately.
Section 1037.528(e)--Removing requirement that the
anemometer be ``electro-mechanical'' to rely instead on the
specifications outlined in the existing reference to SAE J1263.
Section 1037.528(g)(3)--Clarifying that the measured air
direction correction is ``from all the high-speed segments.''
Section 1037.528(h)(3)(i)--Clarifying how to account for
measurement noise near the 2 mile/hour boundary.
Section 1037.528(h)(6)--Adding a definition of
DFTRR to the introduction of paragraph (h)(6) to clarify the
required calculations; relocating the proposed direction to determine
the difference in rolling resistance between 65 mph and 15 mph for each
tire and to use good engineering judgment when measuring multiple
results to paragraph (v) with the corresponding DFTRR
equation.
Section 1037.528--Updating equation 11 and the
corresponding example to include the appropriate variable to represent
inflation pressure variable with a lowercase ``p''.
Section 1037.528--Updating equation 13 to include
appropriate units for the ambient temperature variable.
Section 1037.528--Updating equation 14 to replace a ``+''
with a ``-'' to correct a typographical error.
Section 1037.528(h)(12)--Updating a variable name to
provide consistency with updates made to Sec. 1037.525.
[[Page 34313]]
Section 1037.532--See Section II.A.6 for a description of
comments and final revisions to this section.
Section 1037.534--Updating equation 6 and the
corresponding example to include the appropriate variable to represent
increments by italicizing the ``i''.
Section 1037.540--Updating equations 1, 2, and 3 to
include the appropriate variable to represent increments by italicizing
the ``i''.
Section 1037.540 Table 1--Updating footnote format in
table; updating a parameter name.
Section 1037.540(e) and (f)--Removing incorrect cross-
reference to Sec. 1036.540(d)(5); adding reference to definition of
standard payload.
Section 1037.550--Updating the powertrain testing
procedure to reduce the variability of the emission test results and
improve lab-to-lab variability consistent with the results from the
jointly funded EPA-EMA test program at SwRI. We further modified this
section to include an introduction paragraph and reorganized paragraphs
with new paragraph headings to improve navigation. Additional
modifications to this section in the final rule include clarifying in
paragraph (a)(3) options available to create the models for powertrain
testing, adding clarifications in several paragraphs to address where
the torque and speed are measured based on powertrain setup, adding a
new paragraph (f)(2) to address testing of hybrid engines using the
transmission model in GEM, modifying paragraph (b) to give additional
clarification on how to set the engine idle speed, adding a new
paragraph (f)(2) for testing with torque measurement at the engine's
crankshaft and how to calculate the transmission output rotational
speed, updating paragraph (j)(2) to describe how to transition between
duty cycles if the preceding cycle ends at 0 mi/hr, adding a new
paragraph (j)(5) to describe how to warm up the powertrain, adding a
new paragraph (o)(2) to describe how EPA will determine the official
fuel consumption rate during a confirmatory test, based on carbon
balance results, and updating paragraphs (o)(3) through (5) to better
define when a vehicle is not moving, moving the text from paragraph (p)
into paragraph (o)(1), moving the text of paragraph (q) to the general
provisions as a new paragraph (a)(5). The final rule includes
additional revisions regulatory text to provide greater clarity and
more carefully describe the procedures.
Section 1037.551(b)--Updating a reference.
Section 1037.555--Updating equations 1 and 3 to include
the appropriate variable to represent increments by italicizing the
``i''; updating a parameter name in Table 1 for consistency in this
part.
Section 1037.560--Clarifying that it is optional to drain
gear oil after the break in period is complete, providing the option of
an alternative temperature range to provide international harmonization
of testing, editing the Ploss (i.e., power loss) variable
description to improve the readability, and adding paragraph (h) to
describe how to derive axle power loss maps for untested configurations
in a family. We further modified this section in the final rule by
clarifying in paragraph (a) that for tandem axles that can be
disconnected, testing both single-drive and tandem axle configurations
includes 4x4 axles where one of the axles is disconnectable; adding a
new paragraph (h)(4) and modifying (h)(5) to address comments regarding
results when multiple gear ratios are tested and one of the points is
above the linear regression line, which could cause the regression
values to understate power loss, to clarify that you must add the
difference between the datapoint and the regression line to the
intercept values of the regression line to mitigate this effect; and
updating the use of the term ``axle'' to ``axle assembly'' throughout
the section to provide consistency.
Section 1037.565--Providing an option to map additional
test points to provide international harmonization of testing,
including edits to improve the readability of the Ploss
variable description, and adding paragraph (d)(4) and clarifying
paragraphs (e)(6) and (7) regarding the gears the transmission is
tested in. After considering comments from Allison, EMA, and Eaton
Cummins Automated Transmission Technologies, we further modified this
section by: Updating the torque transducer accuracy requirements in
paragraph (c) to link it to the highest transmission input torque or
respective output torque; adding additional detail in paragraph (d)(1)
on the maximum transmission input shaft speed to test, specifically the
maximum rated input shaft speed of the transmission or the maximum test
speed of the highest speed engine paired with the transmission. and the
minimum idle speed to test, specifically 600 r/min or the minimum idle
speed of the engines paired with the transmission; modifying paragraph
(d)(2) in response to comments regarding transmission torque setpoints
to optionally allow, in higher gear ratios where output torque may
exceed dynamometer torque limits, the use of good engineering judgment
to measure loaded test points at input torque values lower than
specified (in this case GEM may need to extrapolate values outside of
the measured map, however extrapolation time may not exceed 10% for any
given cycle and you must describe in the application for certification
how you adjusted the torque setpoints); modifying paragraph (e)(9) to
allow the use of the maximum loss value achieved from all the repeats
of the test points to calculate transmission efficiency if you cannot
meet the repeatability requirements; adding a new paragraph (e)(11)
clarifying what needs to be calculated for each point in the test
matrix; modifying paragraph (g) and moving part of existing paragraph
(g) to a new paragraph (h) to avoid a potentially never-ending cycle of
repeat testing if repeatability requirements are not achieved. If the
repeatability requirement is not met after conducting three or more
tests, the maximum loss value may be used to calculate transmission
efficiency, or you can continue to test until you pass the
repeatability requirement.
Section 1037.570--Adding new section to characterize
torque converters to allow a manufacturer to determine their own torque
converter capacity factor instead of using the default value provided
in GEM. The option to use the default value remains. The final rule
includes updated regulatory text to provide greater clarity and more
carefully describe the procedures. Final revisions do not change the
proposed procedure; instead, they include updates to revise the section
heading, reorganize paragraphs, ensure consistent terminology, and
clarify measurement points.
3. 40 CFR Part 1065 Test Procedures
EPA proposed several updates to the testing and measurement
provisions of 40 CFR part 1065 related to how to measure emissions from
heavy-duty highway and nonroad engines and requested comment on general
improvements to the engine test procedures and compliance provisions
(see 85 FR 28142). This section presents the changes we are adopting
primarily to reduce variability associated with engine test procedures
after consideration of comments received. Chapter 2 of our Response to
Comments includes additional details on some of these amendments, as
well as other testing and measurement amendments or clarifications
requested by commenters and our responses.
[[Page 34314]]
The regulations in part 1065 rely heavily on acronyms and
abbreviations (see 40 CFR 1065.1005 for a complete list). Acronyms used
here are summarized in Table II-1:
Table II-1--Summary of Acronyms Related to 40 CFR Part 1065 That Are
Referenced in These Amendments
------------------------------------------------------------------------
------------------------------------------------------------------------
ASTM............................. American Society for Testing and
Materials
CVS.............................. Constant-Volume Sampler
DEF.............................. Diesel Exhaust Fluid
ECM.............................. Electronic Control Module
NIST............................. National Institute for Standards and
Technology
NMC FID.......................... Nonmethane Cutter with a Flame
Ionization Detector
NMHC............................. Nonmethane Hydrocarbon
NMNEHC........................... Nonmethane Nonethane Hydrocarbon
RMC.............................. Ramped Modal Cycle
THC FID.......................... Flame Ionization Detector for Total
Hydrocarbons
------------------------------------------------------------------------
We are generally finalizing revisions as proposed; however, some
revisions include further changes and clarifications after
consideration of public comments to better ensure clarity, accuracy and
consistency with the intent of the proposed rule.
Section 1065.1(g)--Updating the test procedure Uniform
Resource Locator (URL).
Section 1065.2(c)--Correcting a typographical error by
replacing ``engines'' with ``engine''.
Section 1065.130(e)--Revising to denote that a carbon
balance procedure should be performed to verify exhaust system
integrity in place of a chemical balance procedure.
Section 1065.140(c)(6)(i)--Correcting a typographical
error by replacing ``dew point'' with ``dewpoint''.
Section 1065.140(e)(2)--Clarifying how to determine the
minimum dilution ratio for discrete mode testing.
Section 1065.145(e)(3)(i)--Removing the requirement to
heat a sample pump if it is located upstream of a NOX
converter or chiller and replacing it with a requirement to design the
sample system to prevent aqueous condensation to better address
concerns with the loss of NO2 in the sampling system where
methods other than heating the pump can be used to prevent
condensation.
Section 1065.170--Updating to allow you to stop sampling
during hybrid tests when the engine is off and allow exclusion of the
sampling off portions of the test from the proportional sampling
verification, and adding a provision for hybrid testing to allow
supplemental dilution air to be added to the bag in the event that
sampled volumes are too low for emission analysis.
Section 1065.205 introductory and Table 1--Revising and
adding recommended performance specifications for fuel and DEF mass
scales and flow meters to reduce fuel flow measurement error.
Section 1065.220(a) introductory and (a)(3)--Updating the
application of fuel flow meters to more correctly reflect how and what
they are used for in part 1065.
Section 1065.225(a) introductory and (a)(3)--Updating the
application of intake flow meters to more correctly reflect how and
what they are used for in part 1065.
Section 1065.247--Revising to add acronym for DEF
throughout in place of ``diesel exhaust fluid'' and in paragraph (c)(2)
account for any fluid that bypasses or returns from the dosing unit to
the fluid storage tank.
Section 1065.260(e)--Adding the word ``some'' as a
qualifier for gaseous fueled engines with respect to using the additive
method for NMHC determination.
Section 1065.266(a) and (b)--Adding flexible fuel engines
under the allowance to use Fourier transform infrared (FTIR) and
updating the URL for EPA method 320.
Section 1065.275--Deleting the URL and replacing with a
reference to Sec. 1065.266(b).
Section 1065.280(a)--Updating to reflect that there is no
method in Sec. 1065.650 for determining oxygen balance and that you
may develop a method using good engineering judgment.
Section 1065.303 Table 1--Updating the formatting and
entries in the summary table to reflect revised requirements, including
adding fuel mass scale and DEF mass scale to the linearity
verifications in Sec. 1065.307, updating the verification in Sec.
1065.341 to replace ``batch sampler'' with ``PFD'' as partial-flow
dilution (PFD) is the preferred language, updating one footnote to
include the PFD flow verification (propane check) as not being required
for measurement systems that are verified by a carbon balance error
verification as described in Sec. 1065.341(h) and adding two footnotes
excluding linearity verification for DEF flow if the ECM is used and
for intake air, dilution air, diluted exhaust, batch sampler, and raw
exhaust flow rates flow if propane checks or carbon balance is
performed. These are not new exemptions; they are simply relocated to
the footnotes.
Section 1065.307(c)(13)--Adding a clarification that the
calculation used for arithmetic mean determination in Sec. 1065.602
uses a floating intercept.
Section 1065.307(d)(4)--Revising to include DEF mass flow
rate and to correct or account for buoyancy effects and flow
disturbances to improve the flow measurement.
Section 1065.307(d)(6)(i)--Revising to state that the span
gas can only contain one single constituent in balance air (or
N2 if using a gas analyzer) as the reference signal for
linearity determination.
Section 1065.307(d)(7)--Revising to state that the span
gas can only contain one single constituent in balance air (or
N2 if using a gas analyzer) as the reference signal for
linearity determination.
Section 1065.307(d)(9)--Expanding the paragraph to include
fuel and DEF mass scales and requirements for performing the linearity
verification on these scales.
Section 1065.307(e)(3)(i) and (ii)--Editing to clarify the
intent of the requirements.
Section 1065.307(e)(3)(iii) through (xi)--Defining maximum
flowrate for fuel and DEF mass scales and flow meters as well as
maximum molar flowrate for intake air and exhaust flow meters and
defining maximum for electrical power, current, and voltage
measurement.
Section 1065.307(e)(5)--Providing additional information
surrounding requirements for using a propane check or carbon balance
verification in place of a flow meter linearity verification.
Section 1065.307(e)(7)(i)(F) and (G)--Adding transmission
oil and axle gear oil to temperature measurements that require
linearity verification.
Section 1065.307(f)--Adding new paragraph (f) to denote
that table 1 follows.
Section 1065.307 Table 1--Adding DEF flow rate, fuel mass
scale, and DEF mass scale to measurement systems and updating the
footnote format.
Section 1065.307(g)--Adding a new paragraph (g) to denote
that table 2 follows.
Section 1065.307 Table 2--Adding a new Table 2 to provided
additional guidance on when optional verifications to the flow meter
linearity verifications can be used.
Section 1065.309(d)(2)--Updating to allow the use of water
vapor injection for humidification of gases. After considering comments
from EMA and Auto Innovators, we further modified this section to make
language consistent where water vapor injection was added as an
alternative.
Section 1065.320(b)--Deleting existing paragraph (b) and
marking it
[[Page 34315]]
``reserved'' as this is now adequately covered in Sec. 1065.307.
Section 1065.341--Revising section heading, adding
introductory text, revising paragraph (a) to clarify which
subparagraphs apply to CVS and which apply to PFD, relocating some of
existing paragraph (a) to paragraph (f) and reordering existing
paragraphs (b) through (f) as paragraphs (a) through (e).
Section 1065.341(g)--Revising to replace ``batch sampler''
with ``PFD'' throughout and editing to provide further clarification on
the procedure.
Section 1065.341(h)--Adding a new paragraph to reference
Table 2 of Sec. 1065.307 regarding when alternate verifications can be
used.
Section 1065.342(d)(2)--Updating to allow the use of water
vapor injection for humidification of gases. After considering comments
by EMA and Auto Innovators, we further modified this section to make
language consistent where water vapor injection was added as an
alternative.
Section 1065.350(d)(2)--Updating to allow the use of water
vapor injection for humidification of gases. After considering comments
by EMA and Auto Innovators, we further modified this section to make
language consistent where water vapor injection was added as an
alternative.
Section 1065.355(d)(2)--Updating to allow the use of water
vapor injection for humidification of gases. After considering comments
by EMA and Auto Innovators, we further modified this section to make
language consistent where water vapor injection was added as an
alternative.
Section 1065.360(a)(4)--Adding a new option to determine
methane and ethane THC FID response factors as a function of exhaust
molar water content when measuring emissions from a gaseous fueled
engine. This is to account for the effect water has on non-methane
cutters. We received a comment regarding whether the new regulatory
text for the allowance is optional. The intent is that if you decide to
use the option to determine the methane and ethane THC FID response
factors as a function of exhaust molar water content, you must generate
and verify the humidity as described in Sec. 1065.365(d)(12).
Paragraph (a)(4) has been modified to make this clear.
Section 1065.360(d)(12)--Adding a process to determine
methane and ethane THC FID response factors as a function of exhaust
molar water content when measuring emissions from a gaseous fueled
engine. This is to account for the effect water has on non-methane
cutters.
Section 1065.365(a)--Removing chemical symbol for methane
in parenthetical.
Section 1065.365(d)--Adding a requirement to determine NMC
FID methane penetration fraction and ethane response factor as a
function of exhaust molar water content when measuring emissions from a
gaseous fueled engine. This is to account for the effect water has on
non-methane cutters.
Section 1065.365(d)(9)--Adding C2H6
before ``response factor'' and ``penetration fraction'' to clarify, as
intended, that these are the ethane response factor and ethane
penetration fraction.
Section 1065.365(d)(10), (11), and (12)--Adding a process
to determine NMC FID methane penetration fraction and ethane response
factors as a function of exhaust molar water content when measuring
emissions from a gaseous fueled engine. This is to account for the
effect water has on non-methane cutters.
Section 1065.365(f)(9) and (14)--Adding
C2H6 before ``response factor'' and ``penetration
fraction'' to clarify, as intended, that these are the ethane response
factor and ethane penetration fraction. Adding CH4 before
``penetration fraction'' to clarify, as intended, that this is the
methane penetration fraction.
Section 1065.370(e)(5)--Updating to allow the use of water
vapor injection for humidification of gases. After considering comments
by EMA and Auto Innovators, we further modified this section to make
language consistent where water vapor injection was added as an
alternative.
Section 1065.375(d)(2)--Updating to allow the use of water
vapor injection for humidification of gases. After considering comments
by EMA and Auto Innovators, we further modified this section to make
language consistent where water vapor injection was added as an
alternative.
Section 1065.410(c)--Replacing ``bad engine'' with
``malfunctioning'' in relation to engine components after considering a
comment by Auto Innovators.
Section 1065.410(d)--Updating to state that you may repair
a test engine if the parts are unrelated to emissions without prior
approval. If the part may affect emissions, prior approval is required.
Section 1065.510(a), (b)(5)(i), (c)(5), and (f)(4)(i)--
Moving provision for engine stabilization during mapping from Sec.
1065.510(a) to Sec. 1065.510(b)(5)(i), which lays out the mapping
procedure, adding allowance in Sec. 1065.510(f)(4)(i) to specify curb
idle transmission torque (CITT) as a function of idle speed in cases
where an engine has an adjustable warm idle or enhanced idle. We
further modified this section in the final rule by adding a provision
in Sec. 1065.510(c)(5) for hybrid powertrain testing to map negative
torque required to motor the engine with the RESS fully charged.
Section 1065.512(b)(1) and (2)--Updating procedures on how
to operate the engine and validate the duty-cycle when an engine
utilizes enhanced-idle speed. This also addresses denormalization of
the reference torque when enhanced-idle speed is active.
Section 1065.514(e)--Clarifying that a floating intercept
as described in Sec. 1065.602 is used to calculate the regression
statistics to harmonize with changes made to Sec. 1065.602 and further
modifying paragraph (e)(3) in the final rule to change ``standard
estimates of errors'' to ``standard error of the estimate'' for
consistency with other parts.
Section 1065.514 Table 1--Updating a parameter name in the
final rule for consistency with other parts.
Section 1065.530(a)(2)(iii)--Adding instructions on how to
determine that the engine temperature has stabilized for air cooled
engines.
Section 1065.530(g)(5)--Adding a new paragraph on carbon
balance error verification if it is performed as part of the test
sequence.
Section 1065.543--Adding a new section on carbon balance
error verification procedure to further reduce measurement variability
for the fuel mapping test procedure in part 1036. We have further
modified this section in the final rule to make it optional to account
for the flow of other non-fuel carbon-carrying fluids into the system
as the overall contribution from any such fluids to the total carbon in
the system is negligible.
Section 1065.545--Revising to clarify that a forcing the
intercept through zero as described in Sec. 1065.602 is used to
calculate the standard error of the estimate (SEE) to harmonize with
changes to Sec. 1065.602.
Section 1065.602(b), (c), (d), (e), (f), (g), (h), (j),
(k)--Updating to include the appropriate variable to represent
increments by italicizing the ``i''.
Section 1065.602 Table 1--Updating footnote format in
table.
Section 1065.602 Table 2--Correcting a typographical error
where the Nref-1 value should be ``22'' but was mistakenly
listed as ``20''.
Section 1065.602(h)--Defining the existing Equation
1065.602-9 as a least squares regression slope calculation where the
intercept floats, i.e., is not forced through zero, designating this
[[Page 34316]]
paragraph as (h)(1) and adding a new paragraph (h)(2) for Equation
1065-602-10, a least squares regression slope calculation where the
intercept is forced through zero.
Section 1065.602(i)--Editing to state that the intercept
calculation Equation 1065.602-11 is for a floating intercept.
Section 1065.602(j)--Defining the existing Equation
1065.602-12 (renumbered from 1065.602-11) as a SEE calculation where
the intercept floats, i.e., is not forced through zero, designating
this paragraph as (j)(1), adding a new paragraph (j)(2) for Equation
1065.602-13, a SEE calculation where the intercept is forced through
zero, and further modifying paragraph (j) in the final rule to change
``Standard estimate of error'' to ``Standard error of the estimate''
for consistency with other parts.
Section 1065.610(a)(1)(iv)--Updating to include the
appropriate variable to represent increments by italicizing the ``i''.
Section 1065.610(a)(2)--Clarifying that the alternate
maximum test speed determined is for all duty-cycles.
Section 1065.610(d)(3)--Adding provision to use good
engineering judgment to develop an alternate procedure for adjusting
CITT as a function of speed.
Section 1065.640(a), (b)(3), and (d)(1)--Deleting a comma
in paragraph (a), specifying that the least square regression
calculation in paragraph (b)(3) is with a floating intercept, providing
a conversion to kg/mol for Mmix in the example problem for
paragraph (d)(1), and correcting an error in the example problem in
applying Equation 1065.640-10 where Mmix was used with the
wrong units.
Section 1065.640(d)(3)--Providing additional guidance on
how to calculate SEE for Cd to correspond with the changes
made to Sec. 1065.602.
Section 1065.642(b)--Correcting a cross-reference.
Section 1065.642(c)(1)--Defining Cf.
Section 1065.643--Adding a new section on carbon balance
error verification calculations to support the new Sec. 1065.543.
Section 1065.650(b)(3)--Adding DEF to clarify what is
needed for chemical balance calculations.
Section 1065.650(c)(1)--Relocating transformation time
requirement from Sec. 1065.650(c)(2)(i) to Sec. 1065.650(c)(1).
Section 1065.650(c)(3)--Updating the equation to include
the appropriate variable to represent increments by italicizing the
``i''.
Section 1065.650(d)--Correcting cross-references.
Section 1065.650(d)(7)--Updating to include the
appropriate variable to represent increments by italicizing the ``i''.
Section 1065.650(f)(2)--Adding DEF to clarify what is
needed for chemical balance calculations.
Section 1065.650(g)--Updating the equations to include the
appropriate variable to represent increments by italicizing the ``i''
and correcting variable name from eNOxcomposite to
eNOxcomp.
Section 1065.655--Adding ``DEF'' to the section heading.
Section 1065.655(a) and (c) introductory text--After
considering comments by EMA, we modified this section to clarify that
the inclusion of diesel exhaust fluid in the chemical balance is
optional.
Section 1065.655(c)(3)--Updating the xCcombdry
variable description to include injected fluid.
Section 1065.655(d)--After considering comments by EMA, we
modified this section to clarify that the inclusion of diesel exhaust
fluid in the wC determination is optional.
Section 1065.655(e)(1)(i)--Clarifying the determination of
carbon and hydrogen mass fraction of fuel, specifically to S and N
content.
Section 1065.655(e)(3)--Clarifying that nonconstant fuel
mixtures also applies to flexible fueled engines.
Section 1065.655(e)(4)--Updating to include the
appropriate variable to represent increments by italicizing the ``i''.
Section 1065.655(e)(5)--Adding new paragraph (e)(5) to
denote that table 1 follows.
Section 1065.655 Table 1--Updating cross-reference.
Section 1065.655(f)(3)--Restricting the use of Equation
1065.655-25 if the standard setting part requires carbon balance
verification and including the appropriate variable to represent
increments by italicizing the ``j''; adding in the final rule a
description of the variable for carbon mass fraction, as it was
missing.
Section 1065.655(g)(1)--Updating cross-reference.
Section 1065.659(c)(2) and (3)--Adding DEF to clarify what
is needed for chemical balance chemical balance calculations.
Section 1065.660(a)(5) and (6)--Adding new paragraphs to
those proposed codifying existing practice to calculate THC based on
measurements made with FTIR for gaseous fueled engines. EPA intended in
previous updates to part 1065 to allow the determination of NMNEHC and
NMHC using FTIR from gaseous fueled engines, but the HD Phase 2
rulemaking inadvertently omitted instructional text in paragraph (a) on
calculating THC using the two FTIR additive methods.
Section 1065.660(b)(2) and (3)--Correcting typographical
errors, including adding missing commas.
Section 1065.660(b)(4)--Correcting a typographical error
for the chemical formula of acetaldehyde in a variable.
Section 1065.660(c)(2)--Including NMC FID as allowable
option in NMNEHC calculation and further modifying Sec. 1065.660(c) in
the final rule adding additional information on performing the NMNEHC
calculation and to correct typos in variables.
Section 1065.660(d)--Adding missing parentheses.
Section 1065.665(a)--Deleting the variable and description
for C# as it is not used in any calculation in this section.
Section 1065.667(d)--Adding DEF to clarify what is needed
for chemical balance description.
Section 1065.675(d)--Editing variable descriptions to
refer to a humidity generator rather than a bubbler (accommodates both
a bubbler and humidity generator).
Section 1065.695(c)(8)(v)--Adding carbon balance
verification.
Section 1065.701(b)--Updating name of California gasoline
type.
Section 1065.701 Table 1--Updating footnote format in
table.
Section 1065.703 Table 1--Updating to correct units for
kinematic viscosity and updating footnote format in table.
Section 1065.705 Table 1--Updating to correct units for
kinematic viscosity and updating footnote format in table.
Section 1065.710 Table 1--Editing format for consistency
and updating footnote format in table.
Section 1065.710 Table 2--Editing format for consistency,
adding allowance to use ASTM D1319 or D5769 for total aromatic content
determination and ASTM D1319 or D6550 for olefin determination because
the dye used in ASTM D1319 is becoming scarce and an alternate method
is needed, and updating a footnote format in table.
Section 1065.715 Table 1--Updating footnote format in
table.
Section 1065.720 Table 1--Updating footnote format in
table and revising Table 1 after considering a comment by EMA to
specify ASTM D6667 instead of ASTM D2784 as the reference procedure for
measuring sulfur in liquefied petroleum gas. We requested comment on
amending the
[[Page 34317]]
regulation to replace ASTM D2784, which has been withdrawn by ASTM
without replacement, received comment from EMA and agree that ASTM
D6667 is a suitable method. EPA is similarly changing other regulatory
provisions to specify ASTM D6667 as the reference procedure for fuel
manufacturers measuring sulfur in butane (see 40 CFR 1090.1350).
Section 1065.750 Table 1--Updating footnote format in
table.
Section 1065.790(b)--Adding a NIST traceability
requirement for calibration weights for dynamometer, fuel mass scale,
and DEF mass scale.
Section 1065.905 Table 1--Updating footnote format in
table.
Section 1065.910(a)(2)--Adding a revision in the final
rule to change the requirement to use 300 series stainless steel tubing
to connect the PEMS exhaust and/or intake air flow meters into a
recommendation because there are other materials that are equally
suitable for in-use testing other than stainless steel tubing.
Section 1065.915 Table 1--Updating footnote format in
table.
Section 1065.1001--Adding a definition for enhanced-idle.
Section 1065.1001--Clarifying definition of test interval
as duration of time over which the mass of emissions is determined.
Section 1065.1005(a)--Updating footnote format in table
and parameter names for consistency with other parts.
Section 1065.1005(c), (d), and (e)--Updating to ensure
column headings use terminology consistent with NIST SP-811.
Section 1065.1005(a) and (e)--Updating tables of symbols
and subscripts to reflect revisions to part 1065.
Section 1065.1005(f)(2)--Adding molar mass of ethane and
updating footnote format in table.
Section 1065.1005(g)--Updating acronyms and abbreviations
for ASTM, e.g., and i.e.
Section 1065.1010(b)(23) and (43)--Incorporating by
reference ASTM D6667 into the regulations instead of ASTM D2784,
consistent with replacing ASTM D2784 with ASTM D6667 as the reference
procedure for measuring sulfur in liquefied petroleum gas in Sec.
1065.720, as explained above in this section. EPA is similarly
specifying ASTM D6667 as the reference procedure for fuel manufacturers
measuring sulfur in butane.
4. 40 CFR Part 1066 Test Procedures
EPA proposed several updates to the testing and measurement
provisions of 40 CFR part 1066 related to how to measure emissions from
light- and heavy-duty vehicles and requested comment on general
improvements to the vehicle test procedures and compliance provisions
(see 85 FR 28144). This section presents the changes we are adopting to
vehicle test procedures after consideration of comments received.
Chapter 2 of our Response to Comments includes additional details on
some of these amendments, as well as other testing and measurement
amendments or clarifications requested by commenters and our responses.
We are generally finalizing revisions as proposed; however, some
revisions include further changes and clarifications after
consideration of public comments to better ensure clarity, accuracy and
consistency with the intent of the proposed rule.
Section 1066.1(g)--Updating the URL.
Section 1066.135(a)(1)--Revising to widen the range for
verifications of a gas divider derived analyzer calibration curve to 10
to 60% to ease lab burden with respect to the number of gas cylinders
they must have on hand and revising to make the midspan check optional
as the part 1066 requirement for yearly linearity verification of the
gas divider has provided more certainty of the accuracy of the gas
blending device.
Section 1066.210(d)(3)--Changing the value for
acceleration of Earth's gravity from a calculation under 40 CFR
1065.630 to a default value of 9.80665 m/s2 because the
track coastdown doesn't take place in the same location that the
dynamometer resides. Therefore, best practice is to use a default value
for gravity.
Section 1066.255(c)--Clarifying that the torque transducer
zero and span are mathematically done prior to the start of the
procedure.
Section 1066.260(c)(4)--Correcting an error in the example
problem result.
Section 1066.265(d)(1)--Correcting example equation to
replace a subtraction sign that was a typographical error with a
multiplication sign.
Section 1066.270(c)(4)--Correcting units for force in mean
force variable description and correcting example problem solution.
Section 1066.270(d)(2)--Adding corrections in the final
rule of typographical errors on maximum allowable error where error
tolerances were indicated as ``'', but paragraph is clear
that the allowable error is a maximum value as Equation 1066.270-2
determines error as an absolute value. Therefore, the error values are
positive and not a positive and negative range.
Section 1066.275--Extending the dynamometer readiness
verification interval from within 1 day before testing to an optional 7
days prior to testing if historic data from the test site supports an
interval of more than 1 day. Adding corrections in the final rule of
typographical errors in paragraphs (d)(1) and (2) on allowable error
where error tolerances were indicated as ``'', but
paragraph is clear that the allowable error is a maximum value as
Equation 1066.270-2 determines error as an absolute value. Therefore,
the error values are positive and not a positive and negative range.
Section 1066.405--Updating heading to include
``maintenance''.
Section 1066.405(a) through (c)--Designating existing text
as paragraph (a), adding new paragraphs (b) and (c) to address test
vehicle inspection, maintenance and repair, consistent with Sec.
1065.410, and, after considering a comment by Auto Innovators,
replacing ``bad engine'' with ``malfunctioning'' in relation to engine
components in paragraph (b).
Section 1066.420 Table 1--Updating footnote format in
table and, after considering comments from Auto Innovators and VW,
clarifying that SC03 humidity tolerance is an ``average'' value
consistent with 40 CFR 86.161-00(b)(1) and inadvertently not carried
over in part 1066. All SC03 capable test cells have been designed to
meet the humidity requirement in Sec. 86.161-00 which is on an average
basis.
Section 1066.605--Correcting a typographical error in
paragraph (c)(4) where NMHC should read NMHCE and editing Equation
1066.605-10 adding italics for format consistency.
Section 1066.610--Editing Equation 1066.610-4 adding
italics for format consistency.
Section 1066.710(c)--Clarifying to reflect how heating,
ventilating, and air conditioning (HVAC) control systems operate in
vehicles and how they should be operated for the test. Further
modifying paragraph (c)(1)(i)(A) in the final rule to state that for
automatic temperature control systems that allow the operator to select
a specific temperature, set the air temperature at 72 [deg]F or higher,
which the vehicle then maintains by providing air at that selected
constant temperature. Further modifying paragraph (c)(2) in the final
rule to state that for full automatic temperature control systems that
allow the operator to select a specific temperature, set the air
temperature at 72 [deg]F, which the vehicle then maintains by varying
temperature, direction and
[[Page 34318]]
speed of air flow. Clarifying terminology is consistent with EPA
compliance guidance CD-2020-04.
Section 1066.801 Figure 1--Updating to reflect that the
initial vehicle soak, as outlined in the regulations, is a 6-hour
minimum and not a range of 6 to 36 hours.
Section 1066.835(a)--Clarifying that the last drain and
fill operation is after the most recent FTP or highway fuel economy
test (HFET) measurement (with or without evaporative emission
measurements).
Section 1066.835(f)(2)--Deleting the word
``instantaneous'' to reflect that the SC03 temperature and humidity
tolerances in paragraph (f)(1) are not all instantaneous in response to
comments received from Auto Innovators and Volkswagen. This was an
inadvertent error in part 1066.
Section 1066.930--Adding a period to the end of the
sentence.
Section 1066.1005(a)--Updating a parameter name to be
consistent with use in other parts.
Section 1066.1005(c) and (d)--Updating to ensure column
headings use terminology consistent with NIST SP-811.
Section 1066.1005(f)--Updating footnote format in table.
5. Greenhouse Gas Emissions Model (GEM)
EPA proposed several updates to the GEM model related to how to
measure emissions from heavy-duty engines and requested comment on
whether the differences in GEM would impact the effective stringency of
the standards and, if so, whether either GEM or the regulations need to
be revised to address the changes (see 85 FR 28145, May 12, 21020).
This section presents the changes we are adopting to GEM after
consideration of comments received. Additional details on these and
other amendments or clarifications requested by commenters and our
responses are available in Chapter 2 of our Response to Comments.
GEM is a computer application that estimates the greenhouse gas
(GHG) emissions and fuel efficiency performance of specific aspects of
heavy-duty (HD) vehicles. GEM is used to determine compliance with the
Phase 2 standards from several vehicle-specific inputs, such as engine
fuel maps, aerodynamic drag coefficients, and vehicle weight rating.
GEM simulates engine operation over two cruise cycles, one transient
cycle, and for vocational vehicles, idle operation. These results are
weighted by GEM to provide a composite GEM score that is compared to
the standard.
EPA proposed to update GEM, in a revised version 3.5 to replace the
current version 3.0, and requested comment on whether the differences
in GEM would impact the effective stringency of the standards and, if
so, whether either GEM or the regulations need to be revised to address
the changes. We received one comment on the proposal on this topic from
the California Air Resources Board (CARB), stating the importance of
GEM results being consistent with the current program standards to
ensure stringency is maintained and recommending that EPA revise GEM to
maintain this consistency.
After considering the comment and further evaluating the
performance of GEM 3.5 with the input files used to set the Phase 2
vehicle standards, EPA is finalizing GEM version 3.5.1 applicable for
MY 2021 vehicles that includes the changes proposed in version 3.5 as
well as changes that correct three errors in the GEM 3.5 code. The
following changes were proposed in version 3.5 and are finalized in
version 3.5.1 to allow additional compliance flexibilities and improve
the vehicle simulation:
Corrected how idle emission rates are used in the model.
Increased the allowable weight reduction range to 25,000
pounds.
For powertrain input, added an input for powertrain rated
power to scale default engine power.
Recalibrated driver over speed allowance on cruise cycles
from 3 mph to 2.5 mph.
Revised engine cycle generation outputs with corrected
engine cycle generation torque output from model based on simulated
inertia and rate limited speed target.
Added scaling of powertrain simulation default engine and
transmission maps based on new rated power input.
Changed interpolation of fuel map used in post processing
to be consistent with one used in simulation.
Corrected accessory load value on powertrain test when
coasting or decelerating.
Added torque converter k-factor input option.
Cycle average cycles: added flag for points that are to be
considered ``idle.''
Improved handling of large input tables.
Allow hybrid engine input.
The three additional changes in GEM 3.5.1 correct the following
errors in GEM 3.5 code: (1) A typographical error, where GEM used a
weighting factor of 0.25 instead of 0.23 for the Heavy Heavy-Duty (HHD)
Multipurpose vehicle subcategory; (2) an idle map error when the cycle
average fuel mapping procedure is used for all three drive cycles; and
(3) a functional error that unnecessarily required transmission power
loss data when using the option to enter a unique (instead of default)
k-factor for the torque converter. The GEM version we are releasing
with and incorporating by reference in this final rule is identified as
``3.5.1.''
EPA is also issuing a supplemental proposal published in the
Proposed Rules section of this issue of the Federal Register, titled
``Improvements for Heavy-Duty Engine and Vehicle Test Procedures,''
docket number EPA-HQ-OAR-2019-0307; FRL-10018-51-OAR. This supplemental
proposal provides notice and opportunity for comment on a proposed
further updated version of GEM for MY 2022 and later, proposes to allow
use of the updated model for MY 2021 for demonstrating compliance with
the Phase 2 standards, including obtaining a certificate of conformity
and submitting end-of-year reports, and requests comment on whether
this version of GEM should be required for MY2021 end-of-year reports.
This proposed revised version in the supplemental proposal includes
corrections, clarifications, additional flexibilities, and adjustment
factors to the Greenhouse gas Emissions Model (GEM) compliance tool for
heavy-duty vehicles after consideration of comments received on the
proposed rule. The supplemental proposal proposes limiting the use of
GEM 3.5.1 to MY 2021 vehicles only, except where this MY 2021 data can
be used for carryover requests for certificates of conformity for MY
2022 and future years for qualifying vehicles under Sec. 1036.235(d);
however, manufacturers would still need to use GEM 3.8 for end-of-year
reporting for MY 2022 and future years.
EPA is finalizing GEM 3.5.1 after considering comments, further
evaluating the performance of GEM 3.5.1 with the input files used to
set the Phase 2 vehicle standards, considering the corrections and
improvements made in GEM 3.5.1, and identifying potential additional
corrections and improvements for GEM. Evaluation of GEM 3.5.1 indicated
that there was some difference in output 96results for both tractor and
vocational vehicles when compared to GEM 3.0. To assess the magnitude
of any differences between using GEM 3.0 and GEM 3.5.1, we repeated the
process used in 2016 to calculate the numerical level of the vehicle
standards, replacing GEM 3.0 with GEM 3.5.1. On average, the
differences in the resulting standards
[[Page 34319]]
from using GEM 3.5.1 instead of GEM 3.0 are decreases of 0.09 percent
and 0.54 percent for the tractor and vocational vehicle standards,
respectively. The tractor standards resulting from GEM 3.5.1 ranged
from 0.29 percent below to 0.15 percent above the GEM 3.0 standards.
The vocational vehicle standards resulting from GEM 3.5.1 ranged from
0.32 percent above to 1.45 percent below the GEM 3.0 standards. A
summary of the process taken to calculate the vehicle standards using
GEM and a comparison of the results generated by GEM 3.0 and GEM 3.5.1
are provided in a docket memo.\7\
---------------------------------------------------------------------------
\7\ Sanchez, James, Memorandum to Docket EPA-HQ-OAR-2019-0307.
Process of Using GEM to Set Vehicle Standards. December 4, 2020.
---------------------------------------------------------------------------
We are finalizing GEM 3.5.1 without adopting adjustment factors in
the related test procedures.\8\ In the same memo noted previously, we
compare the GEM 3.8 results to those from GEM 3.0. In the supplemental
proposal, EPA proposes GEM 3.8 and corresponding adjustment factors to
adjust the results to more closely match the results produced by the
original GEM 3.0 version and we intend to issue a final rule before the
start of model year 2022. If finalized as proposed, we would limit the
potential impact on effective stringency due to a change in GEM
versions to model year 2021 only, which should have a minimal impact on
the effective stringency and environmental benefits of the overall
Phase 2 program.
---------------------------------------------------------------------------
\8\ Greenhouse gas Emissions Model (GEM) Phase 2, Version 3.5.1,
December 2020. A working version of this software is also available
for download at https://www.epa.gov/regulations-emissions-vehicles-and-engines/greenhouse-gas-emissions-model-gem-medium-and-heavy-duty.
---------------------------------------------------------------------------
6. Aerodynamic Test Procedures
EPA proposed several updates to the testing and modeling provisions
of 1037 subpart F related to aerodynamic testing and requested comment
on general improvements to the aerodynamic test procedures and
compliance provisions (see 85 FR 28147). This section presents the
changes we are adopting to aerodynamic test procedures after
consideration of comments received. Additional details on these and
other aerodynamic amendments or clarifications requested by commenters
and our responses are available in Chapter 2 of our Response to
Comments.
a. Aerodynamic Measurements for Tractors
The aerodynamic drag of a vehicle is determined by the vehicle's
coefficient of drag (Cd), frontal area, air density and
speed. The regulations in Sec. 1037.525 allow manufacturers to use a
range of techniques, including wind tunnel testing, computational fluid
dynamics, and constant speed tests. This broad approach is appropriate
given that no single test procedure is superior in all aspects to other
approaches. However, we also recognized the need for consistency and a
level playing field in evaluating aerodynamic performance. To address
the consistency and level playing field concerns, EPA adopted an
approach that identified coastdown testing as the reference aerodynamic
test method, and specified a procedure to align results from other
aerodynamic test procedures with the reference method by applying a
correction factor (Falt-aero) to results from alternative
methods (Sec. 1037.525(b)). We are adding a sentence to the
introductory text of Sec. 1037.525 to clarify that coastdown testing
is the ``reference method for aerodynamic measurements''.
In the proposed rule, we proposed to separate Sec. 1037.525(b)(1)
into a paragraph (b)(1) defining Falt-aero and a new
paragraph (b)(2) allowing manufacturers to assume Falt-aero
is constant for a given alternate method. We are finalizing two
separate paragraphs and the subsequent renumbering of the remaining
paragraphs as proposed except as explained here. Our proposed update to
the definition of Falt-aero in Equation 1037.525-1 and the
related text in Sec. 1037.525(b)(1) inadvertently removed the
definition of effective yaw, ceff, which is used throughout
Sec. 1037.525 and incorrectly replaced the CdA variables
measured at [psi]eff with wind-averaged CdA
values, as noted in comment by EMA. We agree that Equation 1037.525-1
should continue to be based on the definition from HD GHG Phase 2 final
rule such that Falt-aero is a function of the coefficient of
drag areas at the effective yaw angle. We are finalizing paragraph
(b)(1) with the same Equation 1037.525-1 as the current requirement but
with the updated variable names throughout Sec. 1037.525 (and where
referenced in Sec. 1037.525(h)(12)(v)) to more clearly relate the drag
areas to the defined effective yaw variable, as recommended by EMA.\9\
We are also adding a ``Where:'' statement to Equation 1037.525-1 to
define the variables in that equation and are restoring the existing
language we proposed to remove that defines the effective yaw angle to
apply for Phase 1 and Phase 2 compliance.
---------------------------------------------------------------------------
\9\ The variables
CdAeffective-yaw-coastdown and
CdAeffective-yaw-alt are now
CdAcoastdown(ceff) and
CdAalt(ceff), respectively.
---------------------------------------------------------------------------
We proposed and received no adverse comments on two additional
changes in Sec. 1037.525(b). In paragraph (b)(3), we proposed and are
finalizing removal of the sentence ``Where you have test results from
multiple vehicles expected to have the same Falt-aero, you
may either average the Falt-aero values or select any
greater value.'' By removing this statement, we are allowing
manufacturers the flexibility to propose a method for calculating their
Falt-aero from multiple test vehicles that suits their
unique compliance margin targets. In paragraph (b)(5), we proposed to
add a statement that manufacturers may test earlier model years than
the 2021, 2024, and 2027 model years specified and are finalizing
additional clarifying text and a new example. We are finalizing two
additional typographical edits correcting references to our renumbered
paragraphs in the paragraph (b)(5). The reference to ``paragraph
(b)(2)'' was corrected to paragraph (b)(3) and the reference to ``this
paragraph (b)(4)'' was corrected to paragraph (b)(5). Finally, we are
adding the phrase ``drag area from your alternate method'' to describe
the previously undefined term, CdAalt.
EPA proposed a change to Sec. 1037.525(b)(7), to clarify that the
use of good engineering judgment with respect to the specified tractor-
trailer gap dimension ``applies for all testing, including confirmatory
and SEA testing''. Both EMA and Volvo requested further clarification
through use of an example. We are finalizing three clarifying changes
to Sec. 1037.525(b)(7). First, we are adding a reference to the
tractor-trailer gap specifications in Sec. 1037.501(g)(1)(ii), as
requested. Second, we provide an example of good engineering judgment
that could be applied to correct a difference between the specified and
tested tractor-trailer gaps. Lastly, we clarify that the allowance
applies ``for certification, confirmatory testing, SEA, and all other
testing to demonstrate compliance with standards.''
We also proposed a provision to our regulations at Sec.
1037.525(b)(8) to encourage manufacturers to proactively coordinate
with EPA to have compliance staff present when a manufacturer conducts
its coastdown testing to establish Falt-aero values. Section
208 of the Clean Air Act provides EPA broad oversight authority for
manufacturer testing. Being present for the testing would give EPA
greater confidence that the test was conducted properly, and thus,
would make it less likely that EPA would need to conduct aerodynamic
confirmatory testing on the
[[Page 34320]]
vehicle. Consistent with the intent of the proposed revision and EPA's
authority under section 208, we are finalizing in Sec. 1037.525(b)(8)
a provision that refers to the existing preliminary approval provisions
of Sec. 1037.210 with the note that EPA may witness the testing.
Section 1037.210 provides an established protocol for manufacturers to
coordinate with EPA for testing.
EMA's comment requested additional modifications to the yaw sweep
correction provisions in Sec. 1037.525(c), suggesting that coastdown
results do not need to be corrected to wind-averaged and that all of
paragraph (c)(2) was ``unnecessary'' because another regulatory
provision ``serves that function''. Their request appears to be a
misunderstanding of the existing regulations. Wind-averaged drag area
(CdAwa) is a required input for GEM in Phase 2.
Paragraph (c)(1) specifies how to calculate CdAwa
when using an alternate test method and paragraph (c)(2) specifies how
to calculate it for coastdown testing. EPA may use coastdown for
confirmatory testing and manufacturers may choose to use coastdown
testing for all aerodynamic testing. Consequently, paragraph (c)(2) is
needed to properly calculate the wind-averaged input required by GEM in
these situations. To address any potential confusion on the necessity
of both paragraphs under the current regulatory text, we are finalizing
three updates to Sec. 1037.525(c) as follows:
Clarifying the use of the yaw correction provisions by
revising paragraph (c) introductory text to add ``as specified in Sec.
1037.520'' and to remove the phrase ``differences from coastdown
testing'' that only applies to paragraph (c)(1).
Updating the text of paragraphs (c)(1) and (2) to more
clearly communicate that they are two separate options that apply based
on which testing method is chosen.
Adopting the updated drag area variable names from Sec.
1037.525(b).
b. Aerodynamic Measurements for Vocational Vehicles
We did not specifically propose changes to or request comment on
our procedures for measuring aerodynamic performance of vocational
vehicles in Sec. 1037.527. EMA commented that the existing provisions
of Sec. 1037.527 to determine a DCdA value for vocational
vehicles refer to the trailer provisions in Sec. 1037.526; however,
Sec. 1037.526 does not specify how to choose an appropriate baseline
for vocational vehicles. EMA requested that manufacturers should be
able to ``choose an appropriate baseline vehicle for the technology and
applications''. We are not taking any final action on this issue at
this time. However, we are providing a summary of the current
provisions and their original intent in this preamble to assist
manufacturers.
The current Sec. 1037.527(a) states that DCdA is
determined for vocational vehicles as follows: ``Determine
DCdA values by performing A to B testing as described for
trailers in Sec. 1037.526, with any appropriate adjustments,
consistent with good engineering judgment.'' The A to B testing
provisions for trailers are specified in Sec. 1037.526(a), where
paragraph (a)(1) describes the baseline trailer, paragraph (a)(2)
describes the general intent of the A to B test, and paragraph (a)(3)
describes how to calculate the DCdA from the test results.
We acknowledge that the reference to a ``standard trailer'' in
Sec. 1037.526(a)(1) may cause confusion to vocational vehicle
manufacturers, since it would be a challenge to identify a single
``standard'' vehicle to represent the range of vocational applications.
However, the baseline trailer description in that paragraph equates to
a trailer without aerodynamic components, which is the key aspect of
that baseline description the regulatory cross-reference in Sec.
1037.527(a) applies to vocational vehicles. The trailer provision of
Sec. 1037.526(a)(2) states that the general intent of the A to B test
is to ``demonstrate the reduction in aerodynamic drag associated with
the improved design'', which can be directly applied to vocational
vehicles. The general process of calculating DCdA in Sec.
1037.526(a)(3) could be applied to vocational vehicles as well, but its
reference to test trailer and baseline trailer may cause confusion for
reasons similar to those discussed for Sec. 1037.526(a)(1).
Similar to the trailer provision, a vocational vehicle's
aerodynamic performance is based on a DCdA value relative to
a baseline vehicle. Manufacturers wishing to perform aerodynamic
testing on their vocational vehicles are encouraged to coordinate with
their Designated Compliance Officer and use the existing provision in
Sec. 1037.527, including its reference to the description of how to do
so for the trailer-specific provision in Sec. 1037.526. As noted in
Sec. 1037.527(a), we expect manufacturers to make ``appropriate
adjustments'' when applying the cross-referenced provision to
vocational vehicle testing consistent with good engineering judgment.
When followed, this should result in a manufacturer choosing an
appropriate baseline vehicle, similar to the clarification requested by
the commenter. For example, a manufacturer may choose an aerodynamic
test method, determine a baseline CdA value (in m\2\) using
a vehicle that represents a production configuration without the
aerodynamic improvement, then repeat the same aerodynamic method for a
test vehicle that is a nearly equivalent configuration but includes the
aerodynamic improvement of interest. In this case, the manufacturer
would calculate DCdA by subtracting the measured drag area
for the test vehicle from the drag area for the baseline vehicle.
Calculating DCdA in this manner would generally be
consistent with the intent that the test ``accurately demonstrate the
reduction in aerodynamic drag associated with the improved design'' for
the vocational vehicle since any improvement to aerodynamic performance
would be attributable to the aerodynamic technology on the test
vehicle.
c. Computational Fluid Dynamics Procedures
We proposed one correction to our computational fluid dynamics
(CFD) provisions of Sec. 1037.532 that replaced the incorrect ``or''
in paragraph (a)(1) with ``and'' to include yaw angles of +4.5[deg] and
-4.5[deg]. EMA requested three additional modifications related to our
CFD provisions. In Sec. 1037.532(a)(3), they requested that we clarify
our specified Reynolds number of 5.1 million is based on the 102-inch
trailer width as the characteristic length. We agree with this
suggestion and updated the language in Sec. 1037.532(a)(3) for clarity
that the Reynolds number is based on a 102-inch trailer width
consistent with our specifications for a ``standard trailer'' in Sec.
1037.501(g)(1)(i). EMA also suggested the phrase ``the General On-Road
Simulation'' in Sec. 1037.532(a)(4) be replaced with ``an open-road
simulation'' to avoid confusion with SAE International's revisions of
SAE J2966 to incorporate the impact of traffic. We agree that open-road
simulation is representative of our initial intent and are updating the
regulatory text of Sec. 1037.532(a)(4). See Chapter 2 of our Response
to Comments for additional details.
EMA's third request was that we remove the requirement to set the
``free stream turbulence intensity to 0.0 percent'' in Sec.
1037.532(a)(5), and instead recommended we replace that requirement
with a ``uniform inlet velocity profile.'' EPA is not taking any final
action on revision to that paragraph at this time. Furthermore, EPA
disagrees with the requested change to paragraph (a)(5). Turbulence
intensity is a common parameter in CFD packages and, as described in
Chapter
[[Page 34321]]
3.2.2.3 of the Final Regulatory Impact Analysis (Final RIA) for the HD
Phase 2 Rule, we evaluated a range of turbulence intensities and
intentionally specified a value of zero to ensure consistency, stating
that ``Turbulence intensity must be 0.0 percent.'' \10\ Manufacturers
who wish to use alternative parameters and criteria related to their
CFD models, which includes seeking to substitute the specified
turbulence intensity with a uniform inlet velocity profile, continue to
have the option to seek to do so through requesting EPA approval under
Sec. 1037.532(f).
---------------------------------------------------------------------------
\10\ US EPA, US DOT/NHTSA. Greenhouse Gas Emissions and Fuel
Efficiency Standards for Medium- and Heavy-Duty Engines and
Vehicles--Phase 2: Regulatory Impact Analysis. EPA-420-R-16-900.
August 2016. Page 3-41.
---------------------------------------------------------------------------
CARB requested EPA add provisions that set a requirement for a
maximum limit of computational elements to perform Computational Fluid
Dynamics (CFD) simulation, define a specific transient averaging
methodology, quantify the uncertainty in using CFD simulation, and
assess CFD simulation credibility. We are not taking any final action
on these requests, but may consider the changes suggested by the
commenter in an appropriate future rulemaking with notice and comment.
See our complete response in Chapter 2 of our Response to Comments.
7. Hybrid Powertrain Test Procedures
As explained above in Sections II.A.1 and II.A.2, EPA proposed
several updates to the hybrid powertrain test procedures that apply to
engine and vehicle standards provisions in 40 CFR 1036.503, 1036.505,
1036.510, and 1036.527, 40 CFR part 1036, appendix B, and 40 CFR
1037.550 related to how to perform hybrid powertrain testing and
requested comment on general improvements to the hybrid powertrain test
procedure provisions (see 85 FR 28152). This section further explains,
in addition to the specific descriptions in Sections II.A.1. and
II.A.2. above, the changes we are adopting to hybrid powertrain test
procedures after consideration of comments received. Additional details
on these and other hybrid powertrain testing and measurement amendments
or clarifications requested by commenters and our responses are
available in Chapter 2 of our Response to Comments.
a. Hybrid Test Procedures for Engine Standards
EPA worked with industry prior to proposal and also considered
input provided during this rulemaking to develop a powertrain test
procedure that includes the addition of a transmission model to GEM and
options in GEM to test without the transmission present, using the
model in its place to be used to certify a hybrid powertrain to the FTP
and SET HD GHG Phase 2 greenhouse gas engine standards. The two primary
goals of this development process were to make sure that the powertrain
version of each test cycle was equivalent to the respective engine
cycle in terms of positive power demand versus time and that the
powertrain cycle had appropriate levels of negative power demand.
Our current regulations do not have a certification procedure for
powertrain certification of heavy-duty hybrid vehicles to any engine
standards. The powertrain certification test for certification to both
the FTP and SET is carried out by following 40 CFR 1037.550 as
described in 40 CFR 1036.505 and 1036.510 and is applicable for
powertrain systems located in the P0, P1, P2, and P3 positions.
For this test procedure, EPA is finalizing addition of a vehicle
speed and road grade profile to the existing FTP duty cycles for
compression-ignition and spark-ignition engines in 40 CFR part 1036,
appendix B, and to the SET duty cycle in 40 CFR 1036.505. EPA also is
finalizing vehicle parameters to be used in place of those in 40 CFR
1037.550; namely vehicle test mass, vehicle frontal area, vehicle drag
area, coefficient of rolling resistance, drive axle ratio, tire radius,
vehicle curb mass, and linear equivalent mass of rotational moment of
inertias. Under the final test procedure, determination of system and
continuous rated power along with the maximum vehicle speed (C speed)
is also required using 40 CFR 1036.527. Under the final test procedure,
the combination of the generic vehicle parameters, the engine duty-
cycle vehicle speed profile, and road grade profile fully defines the
system load and this is designed to match up the powertrain load with
the compression-ignition engine vFTP, spark ignition engine vFTP, and
vSET load for an equally powered engine.
The development of this test procedure was based on the process
contained in Global Technical Regulation No. 4.11 12
Generally speaking, the final test procedure is powertrain in the loop
using a vehicle-based cycle (vehicle speed vs. time and grade vs.
time). The final vehicle speed profiles were developed by following SAE
2012-01-0878.\13\
---------------------------------------------------------------------------
\11\ United Nations Economic Commission for Europe. Addendum 4:
Global technical regulation No. 4. Test procedure for compression
ignition (C.I.) engines and positive-ignition (P.I.) engines fueled
with natural gas (NG) or liquefied petroleum gas (LPG) with regard
to the emission of pollutants Amendment 3., March 12, 2015.
\12\ Six, C., Siberholz, G., Fredriksson, J., Geringer, B.,
Hausberger, S. Development of an exhaust emission and CO2
measurement test procedure for heavy-duty hybrids (HDH). October 27,
2014. Available online at: https://wiki.unece.org/download/attachments/4064802/20141027_ACEA_Report.pdf?api=v2.
\13\ Andreae, M., Salemme, G., Kumar, M., and Sun, Z.,
``Emissions Certification Vehicle Cycles Based on Heavy Duty Engine
Test Cycles,'' SAE Int. J. Commer. Veh. 5(1):299-309, 2012, https://doi.org/10.4271/2012-01-0878.
---------------------------------------------------------------------------
The engine operational profile for engines installed in vehicles
depends on the entire vehicle setup, including the use of hybrid
systems if applicable, thus the entire vehicle must be considered when
certifying a powertrain. Given that heavy duty vehicles can vary quite
a bit even though the powertrain configuration remains unchanged,
testing of every conceivable configuration is not possible; therefore,
a representative average vehicle, consisting of generic vehicle
parameters, is used to provide a representative configuration for
certification testing. Generic vehicle parameters were developed with
the intent of maintaining the same system load for engines installed in
conventional vehicles and hybrid systems with the same power rating to
maintain comparability in terms of emissions.\14\
---------------------------------------------------------------------------
\14\ Six, C., Siberholz, G., Fredriksson, J., Geringer, B.,
Hausberger, S. Development of an exhaust emission and CO2
measurement test procedure for heavy-duty hybrids (HDH). October 27,
2014. Available online at: https://wiki.unece.org/download/attachments/4064802/20141027_ACEA_Report.pdf?api=v2.
---------------------------------------------------------------------------
EPA is finalizing vehicle parameters for hybrid powertrain testing
in place of those in 40 CFR 1037.550 to be used in the vehicle model in
40 CFR 1037.550(f). These final parameters can be found in 40 CFR
1036.505 (via reference from 40 CFR 1036.510 for FTP testing) and
included vehicle test mass, M, vehicle frontal area, Afront,
vehicle drag area, CdA, coefficient of rolling resistance,
Crr, drive axle ratio, ka, tire radius, r,
transmission efficiency if the hybrid powertrain is being tested
without the transmission, axle efficiency, Effaxle, vehicle
curb mass, Mcurb, and linear equivalent mass of rotational
moment of inertias, Mrotating. The requirements for the
determination of these parameters were taken from the Global Technical
Regulation (GTR) No. 4 referenced above.
Under the final test procedure, to align the system demands for
conventional and hybrid engines, the generic vehicle parameters are
defined as a function of the system's power
[[Page 34322]]
rating. 40 CFR 1036.527 provides the procedure for determining the peak
rated power, Prated, and continuous rated power of the
hybrid system, Pcontrated, that goes into the vehicle test
mass determination. These revisions also provide a procedure for the
determination of the maximum vehicle speed (C speed), vrefC. In
general, the process for determining both Prated and
Pcontrated is very similar to the GTR No. 4 hybrid system
rated power determination procedure with a few exceptions. In the final
40 CFR 1036.527 procedure, the default axle efficiency is 0.955 because
that is the default value in GEM. The determination of continuous rated
power in the final EPA process versus the system rated power in the GTR
No. 4 process is to address the lack of a steady state vehicle test
cycle in GTR No. 4. The full throttle test to determine system rated
power in GTR No. 4 lasts 50 to 150 seconds and GTR No. 4 determines
rated power as peak power during these tests. While this process is
appropriate for the FTP, the SET is 2400 seconds long and the extended
operation at some high speed and load points can lead to some hybrid
systems not being able to sustain peak power over the course of the
test due to thermal limitations on the motor generator (generally due
to material limitations) and limitations on the battery storage
capacity and available usable energy. Under these scenarios, the hybrid
system will typically derate the motor generator to thermally protect
it, resulting in a sustained peak power that is lower than that
determined using the GTR No. 4 process.
Under the final test procedure, the powertrain system rated power
determination in 40 CFR 1036.527 includes the determination of both
peak and continuous rated power. The peak rated power
(Prated) is used in the transient FTP test procedure, while
the continuous rated power (Pcontrated) is used in the
steady-state SET test procedure. The vehicle C speed, vrefC,
is also determined as a result of this process. This is the maximum
vehicle speed at which Psys equals Pcontrated.
The final compression-ignition vFTP duty cycle vehicle speed
profile was derived from the compression-ignition FTP vehicle duty-
cycle developed in SAE 2012-01-0878. In this work, a vehicle FTP cycle
and a vehicle SET cycle were created based on the transient diesel
engine FTP and engine SET duty cycles. The vehicle cycles are the same
duration and have similar power requirements and performance when
compared to the engine cycles. The alignment of the engine and vehicle
cycles maintain a consistency within vehicle and engine emissions
evaluations. The compression-ignition FTP vehicle speed profile is not
applicable to the spark-ignition FTP vehicle speed profile due to
differences in the engine duty-cycle lengths, speed profiles, and
torque profiles. Thus, a separate vehicle speed profile had to be
developed for the spark-ignition FTP duty cycle. Using the methodology
in SAE 2012-01-0878, a vehicle speed profile was developed for the
spark-ignition FTP duty cycle and a comparison between the two cycles
can be found in Table II-2. The vehicle speed profiles can be found in
Figure II-1 and Figure II-2.
Table II-2--Comparison Between FTP Vehicle Duty-Cycle Metrics for
Vehicles with Compression-Ignition and Spark-Ignition Engines
------------------------------------------------------------------------
Compression- Spark-ignition
Cycle metric ignition FTP FTP vehicle duty
vehicle duty cycle cycle
------------------------------------------------------------------------
Maximum acceleration (m/s2)..... 1.55 1.47
Maximum deceleration (m/s2)..... -2.26 -2.15
Average speed (mph)............. 20.1 19.2
Maximum speed (mph)............. 60.6 60.8
Stop duration (%)............... 3.3 4.7
Distance (miles)................ 6.4 6.4
------------------------------------------------------------------------
BILLING CODE 6560-50-P
[[Page 34323]]
[GRAPHIC] [TIFF OMITTED] TR29JN21.003
The road gradient profile is designed to further align the
powertrain system load for engines installed in conventional vehicles
and hybrid systems to eliminate the deviations in cumulative work done
between the engine and powertrain test. The grade profiles were
developed to align the power versus time and cycle work of the vehicle
profiles (compression-ignition vFTP, spark-ignition vFTP, and vSET) to
the compression-ignition and spark-ignition FTPs, and SET. The general
process was based on the development of the grade profile for the World
Harmonized Vehicle Cycle (WHVC).\15\ A reference normalized power curve
was generated using denormalized torque and speed curves from 50
different compression-ignition engines with multiple engine ratings for
the compression-ignition FTP, and SET. The denormalized curves were
normalized individually for each engine based on the engine's rated
power. The normalized power curves were then averaged to define the
final reference normalized power curve. Ten different spark-ignition
engine torque curves were used for the spark-ignition FTP. The duty-
cycle velocity profile over time was then divided into multiple mini-
cycles. Within each mini-cycle, a constant grade was defined in such a
way that the energy calculated from the normalized power curve was
matched for a given engine power rating. Power ratings between 100 and
500 kW were used to develop the compression-ignition vFTP, spark-
ignition vFTP, and vSET duty-cycles. The average slope was calculated
from the road grade profiles generated for the power ratings between
100 and 500 kW. The average fixed slope was calculated for every time
step along the drive cycle, and a second order polynomial was chosen
for the FTP duty-cycles to describe correlation between, and account
for the differences in, the average fixed and individual slopes based
on the rated power (Prated) of the powertrain. The equation and
coefficient descriptions follow:
---------------------------------------------------------------------------
\15\ Six, C., Siberholz, G., Fredriksson, J., Geringer, B.,
Hausberger, S. Development of an exhaust emission and CO2
measurement test procedure for heavy-duty hybrids (HDH). October 27,
2014. Available online at: https://wiki.unece.org/download/attachments/4064802/20141027_ACEA_Report.pdf?api=v2.
[GRAPHIC] [TIFF OMITTED] TR29JN21.004
Where a is error compensation in %/kW\2\, b is error compensation
in %/kW, and c is the average fixed slope pattern. Negative road grade
is included in the profile to ensured that a representative amount of
recuperation energy is provided by the test cycle for hybrid
applications. This enables accurate cycle power/work alignment for all
vehicles with the FTP duty cycles for both compression-ignition and
spark-ignition engines. Example vehicle road
[[Page 34324]]
grade profiles for a 350 kW compression-ignition and 400 kW spark-
ignition engine can be found in Figure II-3 and Figure II-4.
BILLING CODE 6560-50-P
[GRAPHIC] [TIFF OMITTED] TR29JN21.005
[[Page 34325]]
During additional review of the development of the road grade
profile for vSET included in the proposal, it became apparent that the
powertrain might not be able to achieve the default vehicle C speed of
75.0 mph. To provide a representative maximum vehicle speed and vehicle
A and B speeds that are scaled to the C speed in the final test
procedure, the determination of vehicle C speed was added as an
additional revision to 40 CFR 1036.527. This maximum achievable vehicle
speed is used as the vehicle C speed in Table 1 of Sec. 1036.505 and A
and B speed are calculated as described in 40 CFR 1036.505. The final
test procedure replaces the proposed maximum vehicle C speed and the
default vehicle A and B speeds in the proposed additions to Table 1 of
Sec. 1036.505 with these calculated speeds. Adding the allowance to
scale the vSET test speeds based on the vehicle maximum achievable
speed required an accounting of the effect of these lower speeds on the
road grade determination. This resulted in an expansion of the proposed
second order polynomial equation for the vFTP to include vehicle speed
in the final test procedure. The expanded equation and coefficient
descriptions follow:
[GRAPHIC] [TIFF OMITTED] TR29JN21.006
Where a is error compensation in %/kW3, b is error compensation in
%/kW2[middot]mi/hr, c is error compensation in %/kW2, d is error
compensation in %/(mi/hr)2, e is error compensation in %/kW[middot]mi/
hr, f is error compensation in %/kW, g is error compensation in %/mi/
hr, and h is the average fixed slope pattern. Negative road grade is
included in the profile to ensure that a representative amount of
recuperation energy is provided by the test cycle for hybrid
applications. This enables accurate cycle power/work alignment for all
vehicles with the engine SET duty-cycle.
The final test procedure also includes updates to the road grade
coefficients for the compression-ignition and spark-ignition vFTP duty
cycles from those proposed. EPA further reviewed the GTR No. 4 process
and noted that the work in mini cycles number 4 and 6 was set to zero.
This was a policy decision made during the GTR No. 4 process but is not
appropriate for the generation of EPA's duty-cycles, which should
include the actual work for these two mini cycles. While this
improvement results in only a marginal difference from that proposed,
it provides a more aligned comparison of work between the engine and
vehicle duty-cycles. The result of this was included in the final test
procedure in updated coefficients for the compression-ignition vFTP,
spark-ignition vFTP, and vSET duty cycles (vSET improvements are in
addition to the road grade coefficient updates already discussed).
Figure II-5 and Figure II-6 show a comparison of the effect on work
matching from changing the mini cycle work in mini cycles number 4 and
6 from zero to the actual work for a 300 kW engine. Note, this final
test procedure is limited to hybrid powertrains to avoid having two
different testing pathways for non-hybrid engines for the same
standards.
[[Page 34326]]
[GRAPHIC] [TIFF OMITTED] TR29JN21.007
BILLING CODE 6560-50-C
b. Hybrid Test Procedures for Vehicle Standards
i. Hybrid Fuel Maps
We are finalizing an option, after consideration of comments
received, to generate fuel maps for engine hybrids using the powertrain
test procedure in 40 CFR 1037.550. This was done by updating the hybrid
engine test procedures finalized in 40 CFR 1036.503, 1036.505,
1036.527, and 1037.550 and include the addition of a transmission model
to GEM and options in GEM to test without the transmission present,
using the model in its place.
ii. Mild Hybrid Certification
Under the Phase 2 regulations, manufacturers must conduct
powertrain testing if they wish to take credit for hybrid systems,
including mild hybrid systems. However, manufacturers have expressed
concerns about the cost of powertrain testing and that the existing
procedure may not measure improvements from certain mild hybrid
systems. EPA requested comment on alternative means of evaluating mild
hybrids noting that manufacturers have asked EPA to consider the
following options:
[[Page 34327]]
Allow manufacturers to test a powertrain and apply
analytically derived scaling factors to others (e.g., scale by fraction
of battery capacity or motor capacity) under 40 CFR 1037.235(h).
Allow manufacturers to use international test procedures
for battery capacity, motor power, and motor efficiency.
Provide smaller credit (potentially with a volume limit
and/or only for limited time) in exchange for less testing (e.g.,
reduced benefit when using the simplified model spreadsheet that is
available under docket no. EPA-HQ-OAR-2014-0827-2109).
Commenters generally responded with support for EPA addressing mild
hybrid certification but did not provide any concrete means to address
concerns surrounding the cost of powertrain testing. In addition,
commenters stated that the existing procedures in the proposal may not
measure improvements from certain mild hybrid systems. This section
presents the changes we are adopting to hybrid test procedures after
consideration of comments received. Additional details on these and
other hybrid test procedure amendments or clarifications requested by
commenters and our responses are available in Chapter 2 of our Response
to Comments.
After further consideration, including the lack of additional input
on these mild-hybrid certification options, we have concluded that the
engine hybrid test procedure proposed in this rule, is the best pathway
for these hybrids. This will allow a manufacturer to test a mild hybrid
engine without having to certify the hybrid with a transmission under
the powertrain testing option. Finalizing these changes allows the test
results to better reflect the performance of mild hybrid's that are not
integrated into the transmission, without requiring that the
transmission be part of the certified configuration. Finalizing this
procedure also allows the test results to be used for additional
appropriate vehicles, since the test results will not be limited to the
transmission that was included during the test, as is required for non-
hybrid powertrains utilizing 40 CFR 1037.550. This mild hybrid engine
test procedure was finalize via additions to the hybrid powertrain test
procedure revisions in 40 CFR 1036.503, 1036.505, 1036.510, 1036.527,
and 1037.550 and includes the addition of a transmission model to GEM
and options in GEM to test without the transmission present, using the
model in its place.
B. Heavy-Duty Engine GHG Emission Standards and Flexibility
1. Revisions to Credit Provisions for Vocational Engine Emissions
Standards
EPA proposed several updates to the credit provisions related to
credit provisions for vocational engines and requested comment on these
credit provisions (see 85 FR 28145). This section presents the changes
we are adopting to vocational engine credit provisions after
consideration of comment received. Additional details on comment on
these credit provisions and our response are available in Chapter 2.4
of our Response to Comments.
In developing the baseline emission rates for vocational engines in
the final Phase 2 rulemaking, we considered MY 2016 FTP certification
data for diesel engines, which showed an unexpected step-change
improvement in engine fuel consumption and CO2 emissions
compared to data considered in the proposed rule. The proposed baseline
emission rates came from the Phase 1 standards, which in turn were
derived from our estimates of emission rates for 2010 engines. The
underlying reasons for this shift in the 2016 Phase 2 final rule were
mostly related to manufacturers optimizing their selective catalytic
reduction (SCR) thermal management strategy over the FTP in ways that
we (mistakenly) thought they already had in MY 2010 (i.e., the Phase 1
baseline).
As background, the FTP includes a cold-start, a hot-start and
significant time spent at engine idle. During these portions of the
FTP, the NOX SCR system can cool down and lose
NOX reducing efficiency. To maintain SCR temperature,
manufacturers initially used a simplistic strategy of burning extra
fuel to heat the exhaust system. However, during the development of
Phase 1, EPA believed manufacturers were using more sophisticated and
efficient strategies to maintain SCR temperature. EPA's
misunderstanding of the baseline technology for Phase 1 provided engine
manufacturers the opportunity to generate windfall credits against the
FTP standards.
For the Phase 2 final rule, EPA revised the baseline emission rate
for vocational engines to reflect the actual certified emission levels.
The Phase 2 vocational engine final CO2 baseline emissions
are shown in the table below. More detailed analyses on these Phase 2
baseline values of tractor and vocational vehicles can be found in
Chapter 2.7.4 of the Phase 2 Final RIA.\16\
---------------------------------------------------------------------------
\16\ U.S. EPA, U.S. DOT/NHTSA. Greenhouse Gas Emissions and Fuel
Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles
-Phase 2: Regulatory Impact Analysis, August 2016, EPA-420-R-16-900.
See p. 2-76.
Table II-3--Phase 2 Vocational Engine CO2 and Fuel Consumption Baseline
Emissions
------------------------------------------------------------------------
Units HHD MHD LHD
------------------------------------------------------------------------
g/bhp-hr..................................... 525 558 576
gal/100 bhp-hr............................... 5.1572 5.4813 5.6582
------------------------------------------------------------------------
EPA did not allow the carryover of Phase 1 vocational engine
credits into the Phase 2 program, consistent with these adjustments to
the baselines. Since this issue does not apply for RMC emissions, the
restriction was applied only for engines certified exclusively to the
FTP standards (rather than both FTP and RMC standards). We believed
that allowing engine credits generated against the Phase 1 diesel FTP
standards to be carried over into the Phase 2 program would have
inappropriately diluted the Phase 2 engine program. However, this was
in the context of unadjusted credits.
After further consideration, we now believe that it would not
dilute the program if the credits were appropriately adjusted to more
accurately reflect improvement over the true baseline levels.
Allowing the portion of the credits that represent actual emission
improvements to be carried forward is consistent with our rationale
from Phase 2. Thus, we are allowing in Sec. 1036.701(j), for the
purpose of carrying Phase 1 credits into the Phase 2 program, and not
compliance with Phase 1 standards, that manufacturers may recalculate
the credits in their initial Phase 1 averaging, banking, and trading
(ABT) vocational engine averaging set relative to the Phase 2 baseline
engine values. The recalculated vocational engine credits for an ABT
averaging set will be allowed into the Phase 2 engine program to the
same extent as tractor engine credits. Cummins submitted a late comment
(see Docket ID EPA-HQ-OAR-2019-0307-0066) requesting clarification of
whether manufacturers would have the option of applying these
vocational carryover provisions to one ABT averaging set but not
another (i.e., that EPA would not require the recalculation of all
averaging sets.) This final rule affirms that recalculation of
vocational credits is to be applied to all engines within an individual
ABT averaging set and that
[[Page 34328]]
other averaging sets, such as tractors, are not affected by these
vocational carryover provisions. EMA commented that manufacturers
should be able to opt in to recalculating credits on an engine family
by engine family basis, as applying this adjustment to all engine
families could affect existing Phase 1 compliance for engines above the
Phase 2 baseline value. However, EPA is only allowing this
recalculation for the purpose of determining the amount of credit that
can be carried into the Phase 2 program, and adjusting the credits for
all the engine families a manufacturer chose to include in their
initial ABT averaging set for Phase 1 program properly accounts for the
net credits that can be carried forward. In the ABT program, all engine
families within an averaging set are used in the calculation of
credits, and manufacturers cannot pick and choose which engine families
are used in that calculation.
As noted in the Phase 2 final rule, allowing additional flexibility
for compliance with engine standards does not cause any increase in
emissions because the manufacturers must still comply with the vehicle
standards (See 81 FR 73499, October 25, 2016). However, this
flexibility could allow some manufacturers to find a less expensive
compliance path.
2. Special Flexibility for Vocational Engines and Credits
EPA requested comment on several updates to the special flexibility
provisions for vocational engines (see 85 FR 28145). This section
presents the regulatory changes we are adopting after consideration of
comments received. Additional details on comments received on these
provisions and our responses are available in Chapter 2.4 of our
Response to Comments.
In the existing regulations at 40 CFR 1036.150(p), EPA provided
special flexibility for engine manufacturers that certify all their
model year 2020 engines within an averaging set to the model year 2021
FTP and SET standards and requirements. Where 40 CFR 1036.150(p)
applies, paragraph (p)(1) specifies that GHG emission credits that
manufacturers generate with model year 2018 through 2024 engines may be
used through model year 2030, instead of being limited to a five-year
credit life as specified in 40 CFR 1036.740(d). Note that under the
Phase 2 final rule this provision in effect only applies to
manufacturers of tractor engines, as under 40 CFR 1036.701(j) EPA did
not allow the carryover of Phase 1 vocational engine credits into the
Phase 2 program (81 FR 73499, October 25, 2016). Where 40 CFR
1036.150(p) applies, paragraph (p)(2) specifies that manufacturers are
also allowed to certify model year 2024 through 2026 tractor engines to
alternative standards that are slightly higher than the otherwise
applicable standards. Note that in the table of alternative standards
in the Phase 2 final rule EPA included values for medium and heavy
heavy-duty vocational engines, but these values are identical to the
Phase 2 standards and not slightly higher due to our concerns about
windfall credits if carryover of Phase 1 credits were allowed.
The applicability of 40 CFR 1036.150(p) is based on the choices
manufacturers made when certifying their MY 2020 engines. Instead of
certifying engines to the final year of the Phase 1 engine standards,
manufacturers electing the alternative instead certified to the MY 2021
Phase 2 engine standards. Because these engine manufacturers reduced
emissions of engines that would otherwise have been subject to the more
lenient MY 2020 Phase 1 engine standards, there can be a net benefit to
the environment. These engines do not generate credits relative to the
Phase 1 standards but instead generate credits relative to the pulled
ahead MY 2021 Phase 2 engine standards. Because the vehicle standards
themselves are unaffected, the alternative MY 2024-2026 engine
standards will not dilute or diminish the overall GHG reductions or
fuel savings of the program. Vehicle manufacturers using engines
subject to the alternative MY 2024-2026 standards would need to adopt
additional vehicle technology (i.e., technology beyond that projected
to be needed to meet the engine standards) to meet the applicable
vehicle GHG standards. The result is that the vehicles would still
achieve the same GHG emissions in use.
The proposed rule included an amendment to address the concern
regarding Phase 1 windfall credits and requested comment on the
possibility of a similar set of alternative standards for vocational
engines. CARB and Volvo commented that they support these changes and
flexibilities. Cummins commented opposing both the alternative MY 2024
through 2026 vocational engine standards and extending the life of
credits generated from early compliance with Phase 2 vocational
standards. The American Council for an Energy-Efficient Economy
commented opposing extending the life of vocational engine credits
generated in Phase 1, stating that doing so does not result in emission
reductions but would increase emissions and reduce the rule's overall
stringency. Cummins also commented that manufacturers had already
developed and certified MY 2020 products without consideration of these
changes, and even if post hoc recertification was possible, allowing
them now would potentially be an advantage or disadvantage to
individual manufacturers.
As discussed in section II.B.1, we are finalizing provisions on
calculating credits relative to a baseline that addresses these
windfall credit concerns, which also results in the extended credit
life flexibility under 40 CFR 1036.150(p)(1) now being available to
vocational vehicles that qualify under 40 CFR 1036.150(p). We are also
finalizing a set of alternative standards for vocational engines, as
shown in Table II-4.
Table II-4--Alternative Standards for Vocational Engines
------------------------------------------------------------------------
Medium Heavy heavy-
heavy-duty duty
Model years vocational vocational
(g/hp-hr) (g/hp-hr)
------------------------------------------------------------------------
2024-2026................................... 542 510
------------------------------------------------------------------------
The Phase 2 standards are implemented in three MY steps: 2021,
2024, and 2027. The largest step change in stringency occurs in MY
2024, where approximately two-thirds of the total numeric reduction in
the MY 2021 through MY 2027 standards is achieved, with the remaining
one-third occurring in MY 2027. For the alternative tractor engine
standards, EPA reversed the magnitude of the MY 2024 and MY 2027 step
changes, where the MY 2024 alternative standard represents one-third of
the total numeric reduction and is slightly higher than the Phase 2
standard. The standards at the beginning (MY 2021) and ending (MY 2027)
steps of the Phase 2 program remain the same in either case, and only
the level of decrease in standard for MY 2024 changes with the
alternative standards. EPA determined the alternative standards for
vocational engines by adjusting the magnitude of the MY 2024 standard
in the same manner as used to determine the alternative tractor engine
standards in the Phase 2. The Phase 2 vocational engine standards
decrease by 10 g/hp-hr between MY 2021 and MY 2027, with a 7 g/hp-hr
step change in the MY 2024 standard (approximately two-thirds of the
total numeric reduction) and a 3 g/hp-hr step change in MY 2027. For
the alternative vocational engine standards in MY 2024-2026, we are
adopting a 3 g/hp-hr reduction from the MY 2021 standard (from 545 to
542 g/hp-hr for
[[Page 34329]]
medium heavy-duty (MHD) and 513 to 510 g/hp-hr for heavy heavy-duty)
instead of 7 g/hp-hr. EPA believes that allowing these slightly higher
(approximately 0.7 to 0.8% compared to the Phase 2 final rule) engine
standards for vocational vehicles is justified, as the overall vehicle
standards will still be met. Engine development and vehicle technology
choices are pathways to meeting overall vehicle standards, as is the
use of credits generated by early compliance. EPA's alternative engine
standards provisions for vocational vehicles for MYs 2024-2026 allows
manufacturers flexibility to choose the mix of engine and vehicle
technologies that will comply with the standards. As noted in the Phase
2 final rule and this rule's proposal, EPA views this type of
alternative as being positive from the environmental and energy
conservation perspectives, as vehicle-level emission standards remain
the same, but manufacturers are provided with significant flexibility
on engine emission standards and credit life provisions that may reduce
their compliance costs.
Regarding the adverse comments received, including whether or not
manufacturers had the opportunity to consider these changes prior to MY
2020, these changes correspond to the corrected approach to Phase 1
credit calculations explained in Section II.B.1 above. At the time of
the Phase 2 final rule, we believed that allowing Phase 1 vocational
engine credits, without adjustment, to be carried over to the Phase 2
program would result in ``windfall'' credits, or dilution of the
benefits of the Phase 2 program, and we adopted restrictions to limit
their use. However, after the Phase 2 final rule we recognized that an
alternative to restricting Phase 1 vocational engine credits because of
windfall concerns would be to adjust credits earned in Phase 1
downward, relative to a baseline of the lower Phase 2 emissions
standards, and in doing so, we would be extending to vocational engine
manufactures the same flexibilities that were provided to tractor
engine manufacturers. In this final rule we are allowing the vocational
engine credits generated in Phase 1 to be adjusted downward and used in
Phase 2 program through MY 2030, just as they were for tractors. In
setting lower baseline emission values for Phase 1 vocational engine
credits and providing the corresponding program flexibilities, EPA does
not intend to advantage or disadvantage any manufacturer. Rather, we
are removing restrictions that were applied only to vocational engines
but no longer should be applied now that we are finalizing provisions
that provide a proper accounting of the emission improvements realized
by manufacturers who chose to certify their MY 2020 engines to the MY
2021 Phase 2 standards, so vocational and tractor engines are treated
the same. In addition, the revised MY 2024-2026 alternative standards
for vocational engines, while slightly higher than those in the Phase 2
final rule by 0.7 to 0.8%, do not reduce the overall stringency of the
Phase 2 program, but instead reflect the alternative standards we would
have adopted in the Phase 2 final rule alongside the similar tractor
provisions, and for the same reasons we finalized those tractor
provisions, had we considered adjusting baseline emission rates used
for calculating Phase 1 credits. Manufacturers that qualify to use the
alternative MYs 2024-2026 engine standards accelerated their compliance
with the more stringent MY 2021 Phase 2 standards by one model year. As
we explained in the Phase 2 final rule, because the vehicle standards
themselves are unaffected, these alternative engine standards will not
dilute or diminish the overall GHG reductions or fuel savings of the
program. Vehicle manufacturers using engines subject to the alternative
MYs 2024-2026 standards will need to adopt additional vehicle
technology (i.e., technology beyond that projected to be needed to meet
the engine standard) to meet the applicable vehicle GHG standards. The
result is that the vehicles using engines that comply with the
alternative standards will still achieve the same overall GHG emissions
in use. EPA believes that these alternative standards are appropriate,
and allowing alternative engine standards for vocational vehicles that
qualify is justified, for these reasons, and that vocational engine
manufacturers who met the Phase 2 engine standards one year in advance
of the MY 2021 implementation date should have the same flexibility as
tractors to earn and use those credits through MY 2030.
3. Confirmatory Testing of Engines and Measurement Variability
EPA proposed updates to the procedure for confirmatory testing of
the fuel mapping test procedure related to providing an interim 2%
allowance during confirmatory testing of the fuel mapping test
procedure finalized in the Phase 2 final rule and requested comment on
``. . . whether it appropriately balances the impacts of testing
variability for fuel maps'' (see 85 FR 28146, May 12, 2020). This
section presents the changes we are adopting to the confirmatory
testing portion of the fuel mapping test procedure after consideration
of comments received. Additional details on these comments and our
responses are available in Chapter 2 of our Response to Comments.
During the Phase 2 rulemaking, manufacturers raised concern about
measurement variability impacting the stringency of the engine GHG
standards and fuel map requirements. As noted in the Phase 2 final
rule, the final standards were developed to account for this. (81 FR
73571, October 25, 2016). Manufacturers raised particular concern about
variability of fuel map measurements because neither they nor EPA had
sufficient experience measuring fuel maps (in a regulatory context) to
fully understand the potential impacts of measurement variability. We
estimated the fuel map uncertainty to be equivalent to the uncertainty
associated with measuring CO2 emissions and fuel consumption
over the FTP and SET cycles, which we estimated to be about one
percent. However, the Phase 2 final rule noted that we were
incorporating test procedure improvements that would further reduce
test result uncertainty. We also noted that ``[i]f we determine in the
future . . . that the +1.0 percent we factored into our stringency
analysis was inappropriately low or high, we will promulgate technical
amendments to the regulations to address any inappropriate impact this
+1.0 percent had on the stringency of the engine and vehicle
standards.'' (81 FR 73571, October 25, 2016)
In conjunction with this intention, EPA has worked with engine
manufacturers to better understand the variability of measuring fuel
maps using the test procedures and cycles specified by EPA in the Phase
2 final rule. Through that work, we identified several sources of
variability that can be reduced by making small changes to the test
procedures. EPA is adopting these changes, as explained in Sections
II.A.1 through II.A.3 of this final rule.
SwRI performed emission measurements in multiple test cells and
identified distributions of error for other test inputs such as
measured fuel properties and calibration gas concentrations. SwRI then
used a Monte Carlo simulation to estimate a distribution of errors in
measured fuel maps.\17\ After reviewing the results, EPA had several
significant observations which we discussed in the proposal for
[[Page 34330]]
this final rule and which EPA confirms in this final action:
---------------------------------------------------------------------------
\17\ Sharp, Christopher A., et al., ``Measurement Variability
Assessment of the GHG Phase 2 Fuel Mapping Procedure'', Southwest
Research Institute, Final Report, December 2019.
---------------------------------------------------------------------------
1. The variability of measuring CO2 and fuel consumption
during fuel mapping is greater than the one percent assumed in the
Phase 2 final rule. Variability from vehicles without idle test cycles
is <1.8% (1.68 to 1.8%), while variability from vehicles with idle test
cycles is <2.8% (2.0 to 2.79%).
2. The variability of measuring CO2 and fuel consumption
during the fuel mapping procedure is roughly the same as that of the
FTP and SET cycles, 3.34% for the FTP and 1.99% for the SET.
3. Measuring CO2 and fuel consumption at idle is
particularly challenging.
4. The data obtained during the test program at SwRI did not
include all the test procedure changes being adopted in 40 CFR parts
1036 and 1037 that will further reduce fuel mapping test variability
and therefore the variability is likely to be lower than reported by
the SwRI.
Manufacturers have indicated they are concerned about the
possibility of EPA changing an official fuel map result as a
consequence of EPA confirmatory testing where the measured maps were
within an expected range of variability. In the context of the SwRI
test program, EPA observed similarity between the range of variability
of measuring fuel maps and the range of variability of measuring
CO2 and fuel consumption over the FTP and SET cycles
(measurements for which EPA has already determined in both Phase 1 and
Phase 2 that no such allowances are needed). These results indicate
that there is no additional source of increased variability associated
with the fuel mapping test procedure and suggest that manufacturers
should be able to comply without any special provisions. Additionally,
the data we have available indicates that the manufacturers may
potentially over time be able to take advantage of the 2% allowance,
resulting in a reduction in stringency of the standards. We anticipate
that this would not happen over the next few model years, as
manufacturers will need time to implement the revised test procedures
adopted in this rule that will reduce the variability of the fuel map
test procedure to levels at or below the variability of the FTP and SET
test procedures.
After considering the comments received, we are adopting the
limited transitional approach aimed at addressing the manufacturers'
variability concerns. As manufacturers implement this rule's revised
test procedures to reduce variability, we will analyze and compare a
manufacturer's declared and measured fuel maps to those that result
from our confirmatory testing, with the goal of ensuring the long-term
integrity of the Phase 2 program. We are codifying the interim
provision for model years 2021 and later in 40 CFR 1036.150, under
which EPA will not replace a manufacturer's fuel maps during
confirmatory testing if the difference between the EPA-measured fuel
maps and the manufacturer's declared maps is less than or equal to 2.0
percent. We may revisit the interim 2% allowance in a future
rulemaking.
EPA also intends to further review data and developments in this
area. We intend to review this provision as we learn more about the
impact of measurement variability on measured and declared fuel maps
submitted during the certification process for future model years
(including the full impact of the test procedure improvements that are
intended to reduce measurement variability), which may inform whether
we determine additional action is warranted in the future with respect
to fuel mapping variability. We also intend to enter into a round robin
study of criteria and GHG pollutant engine testing variability with
interested engine manufacturers, with the involvement of the Truck and
Engine Manufacturer's Emission Measurement and Testing Committee. This
data will add to the existing knowledge regarding the variability of
the FTP, SET and fuel mapping test procedures and may help inform if
future action is needed to further improve the test procedures.
We are also finalizing an algorithm for comparing fuel maps.
Because fuel maps are multi-point surfaces instead of single values, it
would be a common occurrence that some of EPA's points would be higher
than the manufacturer's while others would be lower. This algorithm was
inadvertently proposed as an interim provision in 40 CFR 1036.150(q)
along with the 2.0 percent variability allowance. The algorithm and
fuel map comparison process during a confirmatory test is needed for
confirmatory testing regardless of an allowance. Therefore, in this
final rule the algorithm and all supporting text are located at 40 CFR
1036.235(c)(5). The limited interim 2.0 percent variability allowance
is located at 40 CFR 1036.150(q).
EPA's measured fuel maps will be used with GEM according to 40 CFR
1036.540 to generate emission duty cycles which simulate several
different vehicle configurations, generating emission results for each
of the vehicles for each of the duty cycles. Each individual duty cycle
result will be weighted using the appropriate vehicle category
weighting factors in Table 1 of 40 CFR 1037.510 to determine a
composite CO2 emission value for that vehicle configuration.
Note that the equation is being finalized to use values before rounding
as this is consistent with the provisions in 40 CFR 1065.20 to not
round intermediate values. When the process is repeated for the
manufacturer's fuel maps, the average percent difference between fuel
maps will be calculated as:
[GRAPHIC] [TIFF OMITTED] TR29JN21.008
Where:
i = an indexing variable that represents one individual weighted
duty cycle result for a vehicle configuration.
N = total number of vehicle configurations.
eCO2compEPAi = unrounded composite mass of CO2
emissions in g/ton-mile for the EPA confirmatory test.
eCO2compManu = unrounded composite mass of CO2
emissions in g/ton-mile for the manufacturer declared map.
4. Other Minor Heavy-Duty Engine Amendments
EPA proposed three additional updates to the testing and
measurement provisions of 40 CFR part 1036, related to measuring
emissions from heavy-duty
[[Page 34331]]
engines and requested comment on general improvements to the engine
test procedures and compliance provisions (see 85 FR 28147). This
section presents these three additional changes we are adopting to
engine test procedures. Additional details on these and other engine
testing and measurement amendments or clarifications requested by
commenters and our responses are available in Chapter 2 of the Response
to Comments.
Correcting the assigned N2O deterioration factor in Sec.
1036.150(g). In the Phase 2 proposed rule, EPA proposed to lower the
N2O standard from 0.10 g/hp-hr to 0.05 g/hp-hr for model
year 2021 and later diesel engines. In that context, we also proposed
to lower the assigned deterioration factor (DF) from 0.020 g/hp-hr to
0.010 g/hp-hr for model year 2021 and later diesel engines. EPA
explained in the preamble to the Phase 2 final rule that we were not
finalizing the change to the standard (81 FR 73530, October 25, 2016),
but inadvertently finalized the proposed DF change in the regulations.
We proposed in this rulemaking to correct this error, consistent with
EPA's clear statement in the Phase 2 final rule that we were not
finalizing the change to the standard. However, given that finalizing
the assigned DF of 0.01 g/hp-hr for N2O in the regulations
was an oversight on EPA's part in the Phase 2 final rule and that the
Phase 2 final rule was inadvertently internally inconsistent, and after
consideration of EMA's comment that manufacturers will not have time to
correct or account for a change in the assigned DF in time for their MY
2021 certifications, we are deferring changing the assigned DF to 0.02
g/hp-hr until MY 2022 within the revisions finalized in this
rulemaking.
Clarifying a reference to non-gasoline engine families in
Sec. 1036.705(b)(5). The second sentence of Sec. 1036.705(b)(5) is
intended to refer to non-gasoline engine families. However, the
existing text is not clear. As written, it can be read to mean that
gasoline engine families may not generate emission credits. EPA is
adding ``non-gasoline'' to clarify the intended meaning.
Engine families. We are revising Sec. 1036.230 to allow
engine families to be divided into subfamilies with respect to
CO2. This allowance simplifies the certification process
without changing the overall requirements.
Adding a summary of previously applicable emission
standards as appendix A of part 1036. The new appendix is being
provided for reference purposes only regarding previously applicable
emission standards and will cover regulatory text being deleted from 40
CFR part 86.
Except as noted above, we received no adverse comments on these
proposed amendments and are adopting them without modification.
C. Heavy-Duty Vehicle GHG Emission Standards and Flexibility
1. Aerodynamic Compliance Provisions
In addition to the aerodynamic test procedure amendments described
in Section II.A.6, we proposed several updates to Sec. 1037.150(s) as
it relates to EPA's confirmatory testing of aerodynamic parameters and
Sec. 1037.305 as it relates to our selective enforcement audit (SEA)
procedures. We also requested comment on general improvements to the
aerodynamic compliance provisions (see 85 FR 28147). This section
presents the changes we are adopting to our confirmatory testing and
SEA procedures after consideration of comments received. Additional
details on these and other aerodynamic amendments or clarifications
requested by commenters and our responses are available in Chapter 2 of
our Response to Comments.
a. Confirmatory Testing for Falt-aero
As described in 40 CFR 1037.235(c), EPA may perform confirmatory
testing on a manufacturer's vehicles, including a vehicle tested to
establish the Falt-aero value. The regulations also include
an interim provision in Sec. 1037.150(s) that outlines how EPA may and
when EPA will not replace a manufacturer's Falt-aero value
based on confirmatory test results. This interim provision connects
EPA's confirmatory testing to the audit procedures of Sec. 1037.305.
In keeping with the principle that good engineering judgment \18\ would
generally call for more data rather than selecting a single value, and
after consideration of comment, EPA is finalizing our proposed
provision to require EPA to perform a minimum of 100 valid runs before
replacing a manufacturer's Falt-aero value in confirmatory
testing with some additional clarifications in Sec. 1037.150(s).
---------------------------------------------------------------------------
\18\ Good engineering judgment is defined in 40 CFR 1068.30 as
judgments made consistent with generally accepted scientific and
engineering principles and all available relevant information. See
40 CFR 1068.5 for requirements regarding applying good engineering
judgment.
---------------------------------------------------------------------------
CARB commented in support of increasing the number of runs from SEA
to 100 to limit false failures, but requested in comment to know the
origin of the proposed minimum 100 valid runs for confirmatory testing.
Our intent with the finalized requirement for 100 valid confirmatory
runs is to maintain consistency with the existing regulatory language
adopted in the Phase 2 final rulemaking for SEA testing. The existing
Sec. 1037.305(a)(7)(iii) states: ``The vehicle passes if you perform
100 coastdown runs and CdAwa-upper is greater
than and CdAwa-lower is lower than the upper
limit of the bin to which you certified the vehicle.'' Similarly, as
noted below in Section II.C.1.b, we are also finalizing our
corresponding proposed language in the audit procedures of Sec.
1037.305(a)(5) clarifying that manufacturers must perform a minimum of
24 runs to pass and a minimum of 100 runs to fail.
EMA requested additional modifications to Sec. 1037.150(s)
regarding EPA's approach to calculating a new Falt-aero
value in confirmatory testing. EMA suggested that the regulation more
explicitly connect to the SEA procedures for pass/fail criteria and the
coastdown procedures for calculating Falt-aero. They also
suggested we directly outline how EPA will replace a manufacturer's
Falt-aero. EMA suggested that EPA calculate two
Falt-aero values and apply the average of those values to
replace a manufacturer's value. We agree with EMA's suggestions to
clarify the connections to the SEA procedures of Sec. 1037.305 and the
coastdown test procedures of Sec. 1037.528 and we updated Sec.
1037.150(s) accordingly. While we generally agree that additional data
is preferable, we are not committing to calculating multiple
Falt-aero values, as requested by EMA, due to consideration
of potential resource constraints; however, we have revised the
regulatory language to allow for it. We also are not finalizing an
approach to calculate the final Falt-aero when there are
multiple values. Our revised Sec. 1037.150(s) states that EPA will
``will generate a replacement value of Falt-aero based on at
least one CdA value and corresponding effective yaw angle''.
Additionally, as noted in the proposal regarding Sec. 1037.150(s),
we recognize that test conditions for coastdown testing are an
important consideration. For our confirmatory testing, EPA intends to
minimize the differences between our test conditions and those of the
manufacturer and we proposed a note in Sec. 1037.150(s) stating our
intent to test at similar times of the year. EMA requested additional
regulatory language regarding our intent to test at the same location
as well as time of year. We are expanding our proposed note in Sec.
1037.150(s) to include our intent to test at both the same time of year
and the same location, subject to
[[Page 34332]]
certain considerations. More specifically, we emphasize that the note
in Sec. 1037.150(s) is not a commitment by the agency due to the
limited number of coastdown test facilities, the challenges of
scheduling time for testing, and our prerogative to choose an
alternative facility if we have concerns about the original test
location. Our revised language in Sec. 1037.150(s) states that we
intend to test ``at similar times of the year where possible and at the
same location where possible and when appropriate.''
b. Selective Enforcement Audits for Tractors
We proposed and received no adverse comments to three typographical
edits to our aerodynamic testing audit procedures for tractors in Sec.
1037.305. We are finalizing those three edits as proposed and
additional editorial edits as follows:
Section 1037.305--Replaced reference to 40 CFR 1068.420
with the range ``40 CFR 1068.415 through 1068.425'' as proposed.
Section 1037.305(a)--Rephrased ``whether or not a tractor
fails to meet'' to the more concise ``whether a tractor meets''.
Section 1037.305(a)(2)--Corrected ``coastdown effective''
to ``coastdown effective yaw angle'' as proposed.
Section 1037.305(a)(7)--Added a missing ``m2'' following
the bin value of 5.95 in the example as proposed. Editorial revisions
to remove passive voice.
In comment, EMA suggested additional revisions to Sec. 1037.305(a)
allowing manufacturers to apply good engineering judgment in their
selective enforcement audit (SEA) testing if a production vehicle could
not be configured to meet the trailer height specified in Sec.
1037.501(g)(1)(i). We accept that a future production vehicle may be
designed such that it cannot be configured to match a trailer that
meets our current definition of standard trailer. We are finalizing a
broader revision to address all such scenarios where a production
vehicle cannot be configured to match a trailer that meets our current
definition of standard trailer, including but not limited to height,
that will address EMA's specific concern with meeting the standard
trailer's height requirements. We are adding language to clarify that a
manufacturer may seek EPA approval to use an alternate or modified
vehicle configuration, consistent with good engineering judgment, if
EPA chooses to audit a production vehicle configuration that cannot
meet any of the standard trailer requirements specified in Sec.
1037.501(g)(1).
As noted in Section II.C.1.a, we proposed and are finalizing a
provision in Sec. 1037.150(s) to require EPA to perform a minimum of
100 valid runs before replacing a manufacturer's Falt-aero
value in confirmatory testing. Similarly, we are finalizing our
corresponding proposed language in the audit procedures of Sec.
1037.305(a)(5) clarifying that manufacturers must perform a minimum of
24 runs to pass and a minimum of 100 runs to fail. Finally, we received
no adverse comments and are finalizing the proposed regulatory language
in Sec. 1037.305(a)(7)(v) allowing manufacturers to continue testing
and to generate additional data that EPA may consider in our pass/fail
determinations.
2. Idle Reduction Technologies
EPA proposed several provisions related to idle reduction
technologies. This section presents the changes we are adopting after
consideration of the comments received. See Chapter 2 of our Response
to Comments for further details, including additional idle reduction
amendments or clarifications requested by commenters and our responses.
a. Extended-Idle Reduction for Tractors
The Phase 1 version of GEM gives credit for extended idle emission
reduction technologies that include a tamper-proof automatic engine
shutoff system (AESS), with few override provisions. Phase 2 GEM gives
credit for a wider variety of idle reduction strategies, recognizing
technologies that are available on the market today, such as auxiliary
power units (APUs), diesel fired heaters, and battery powered units.
For example, a tamper-proof AESS with a diesel APU would be credited
with a 4 percent reduction in emissions, while an adjustable AESS with
a diesel fired heater would be credited with a 2 percent reduction in
emissions (81 FR 73601, October 25, 2016).
Our proposal to revise Sec. 1037.520(j)(4) to include GEM input
values for combinations of these technologies received support from
CARB, EMA, and Volvo and we are finalizing our proposed combinations of
idle reduction technologies as shown in Table II-5. Adding these values
to GEM reduces the compliance burden for manufacturers who would
otherwise need to apply for off-cycle credits for these technology
combinations. The values of these technology benefits were determined
using the same methodology used in the Phase 2 final rule.
Table II-5--GEM Input Values for AES Systems
------------------------------------------------------------------------
GEM input values
------------------------
Technology Tamper-
Adjustable resistant
------------------------------------------------------------------------
Standard AES system............................ 1 4
With diesel APU................................ 3 4
With battery APU............................... 5 6
With automatic stop-start...................... 3 3
With fuel-operated heater (FOH)................ 2 3
With diesel APU and FOH........................ 4 5
With battery APU and FOH....................... 5 6
With stop-start and FOH........................ 4 5
------------------------------------------------------------------------
b. Idle Reduction Overrides
In 40 CFR 1037.660, we identify three idle reduction technologies
(i.e., automatic engine shutdown, neutral idle, and stop-start) and
specify how these systems must operate to qualify for GEM credit.
Included among those provisions are allowances for overriding these
systems where it may damage the engine or create a safety issue for the
vehicle occupants or service personnel. This section highlights the
some of the idle reduction override provisions we are adopting, either
as proposed or further revisions after consideration of comments
received.
i. Automatic Engine Shutdown (AES) Overrides
While we did not specifically propose or request comment on AES
overrides, New Flyer (a bus manufacturer) commented that the override
condition for AES systems during servicing in Sec. 1037.660(b)(1)(ii)
(cross-referenced under the existing regulations for vocational
vehicles in Sec. 1037.660(b)(2)(i)) could pose a safety risk to
maintenance personnel. They stated that maintenance personnel may not
have a diagnostic scan tool required to deactivate the system and some
maintenance may require longer than the current 60-minute limit before
reactivation. New Flyer suggested an ``open engine compartment'' would
be a more appropriate override condition.
After consideration of New Flyer's safety concern for vocational
vehicles, we are revising Sec. 1037.660(b)(2) to allow a vocational
vehicle's AES system to delay shutdown if necessary while servicing the
vehicle without the scan tool requirement and time limit. Our final
revision removes the cross-reference in Sec. 1037.660(b)(2)(i) to that
particular provision in Sec. 1037.660(b)(1) and replaces it with a new
provision in Sec. 1037.660(b)(2)(ii). Our new provision allows a delay
in shutdown for vocational vehicles if the engine compartment is open
and replaces the
[[Page 34333]]
regulatory text regarding unsafe cab temperatures in the current Sec.
1037.660(b)(2)(ii), which is redundant with the existing cross-
reference to paragraph (b)(1) in paragraph (b)(2)(i). For vocational
vehicles, we believe an open engine compartment sufficiently indicates
that a vocational vehicle is being serviced and automatic engine
shutdown would provide limited environmental benefit. We are not taking
final action to revise the tractor-specific provision of Sec.
1037.660(b)(1)(ii) to allow an open engine compartment as a condition
for AES override, since the environmental benefits of AES on tractors
occurs when these vehicles are parked for extended durations where an
open engine compartment may not be a sufficient deterrent for the
operator to circumvent the AES.\19\
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\19\ Tractor manufacturers have the option to request and we may
approve additional override criteria as needed to protect the engine
and vehicle from damage and to ensure safe vehicle operation, as
stated in Sec. 1037.660(b).
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We are finalizing editorial revisions to Sec. 1037.660(b) so the
paragraphs consistently begin with ``When''. Additionally, we reordered
the paragraphs of Sec. 1037.660(b)(1) to move the servicing provision
previously located at paragraph (b)(1)(ii) to paragraph (b)(1)(vi) such
that the vocational vehicle AES provisions can continue to reference
the range of relevant (b)(1) paragraphs in paragraph (b)(2)(i).
ii. Neutral Idle Overrides
EPA proposed and is finalizing a provision in Sec.
1037.660(b)(3)(ii) that would allow the neutral idle system to delay
shifting the transmission into neutral if the transmission is in
reverse gear (85 FR 28271, May 12, 2020). New Flyer requested an
additional override when the vehicles is on a road grade of 6.0 percent
or more to prevent the safety concern of vehicle rollback. EPA agrees
with this safety concern and is finalizing a provision in Sec.
1037.660(b)(3)(iii) to allow a delay in neutral idle when the vehicle
is on a grade greater than or equal to 6.0 percent. EMA requested
additional overrides for ``safety; thermal protection of the emissions
aftertreatment; and maintenance of aftertreatment temperature within a
range for adequate emissions control''. EPA is not adopting EMA's
suggested override conditions as we do not think that they would likely
be appropriate without more specific criteria. Manufacturers continue
to have the option to justify the need for additional overrides for
their individual systems and seek EPA approval through Sec.
1037.660(b).
iii. Stop-Start Overrides
We requested comment on a specific list of override conditions for
stop-start systems (85 FR 28151, May 12, 2020). CARB expressed concern
that additional overrides may compromise emissions and requested a
requirement that manufacturers bring their proposed overrides to EPA
for approval. We are not requiring a ``case-by-case'' approval process
for these overrides, as suggested by CARB, but we note that, in the
certification application provisions of Sec. 1037.205(b)(5),
manufacturers are required to include a description of their idle
reduction technology, including the override conditions of Sec.
1037.660. We believe this continues to be an appropriate level of
oversight for these idle technologies and their associated override
conditions.
EMA and New Flyer supported the inclusion of all override
conditions listed in the proposed rule for comment, but their comments
did not expand on the need for any of the individual conditions to be
adopted. Each commenter requested additional override conditions and
included the rationale for those requests. Our final revisions to Sec.
1037.660(b)(4) cross-reference the provisions for vocational vehicle
AES (paragraph (b)(2)) and neutral idle (paragraphs (b)(3)(ii) and
(iii)) such that the new open engine compartment, reverse gear, and
road grade provisions for those systems also apply for stop-start
systems. EPA considered the original list and the commenters'
additional suggested override conditions and we are adopting the
following additional override criteria specific to stop-start systems
to ensure safety and/or effective system operation as noted in Sec.
1037.660(b)(4):
When the steering angle is at or near the limit of travel
to avoid steering wheel kickback during engine start.
When a wheel speed sensor failure may prevent the anti-
lock braking system from detecting vehicle speed.
When an automatic transmission is in ``park'' or in
``neutral'' with the parking brake engaged because the feature is
intended to be used during driving operation.
When a component failure protection mode is active, such
as starter motor overheating, which may prevent the engine from
restarting.
When a fault is active on a system component needed to
start the engine, which may prevent the engine from restarting.
When the flow of diesel exhaust fluid is limited due to
freezing, because an engine-off condition may further delay thawing and
SCR operation.
It was not clear that the remaining override conditions suggested
by commenters or presented for comment in the proposed rule pose a
widespread concern for safety, vehicle operation, or serviceability, or
could not be easily overridden by the driver, and we are not adopting
those overrides in our final revisions. However, manufacturers continue
to have the option to seek EPA approval for these or additional
criteria they believe are needed to protect the engine and vehicle from
damage and to ensure safe vehicle operation (see Sec. 1037.660(b)).
3. Weight Reduction
EPA proposed minor revisions to the weight reduction provisions
(see 85 FR 28150). This section presents the changes we are adopting
after consideration of comments received. See Chapter 2 of our Response
to Comments for additional details on some of these amendments,
including other amendments or clarifications requested by commenters
and our responses.
The regulations in 40 CFR 1037.520 include tables to calculate
weight reduction values for using certain lightweight components. The
sum of the weight reductions is used as an input to GEM. As noted in
Section II.A.2, EPA proposed two changes to Table 8 of that section
allowing manufacturers to use the heavy heavy-duty (HHD) values for
medium heavy-duty (MHD) vehicles with three axles (i.e., 6x4 and 6x2
configurations) and adding a footnote to the table to clarify that the
weight reduction values apply per vehicle (instead of per component)
unless otherwise noted. We received no adverse comments to the proposed
updates to Table 8 and we are finalizing the two changes.
We received comment from EMA requesting ``a process for adding in
other weight-savings technologies''. As described in Sec.
1037.520(e)(5), this process is available in the existing off-cycle
provisions of Sec. 1037.610 and no further action is needed or being
finalized in this rule. EMA also requested clarification on the origin
of certain weight reduction values for tires and recommended use of a
``base'' value for comparison. We note that all the values in Table 6
through Table 8 of Sec. 1037.520 were developed through notice and
comment in the HD Greenhouse Gas Emissions Phase 1 and Phase 2
rulemakings based on information as described in the Regulatory Impact
Analysis for the rules. We did not propose changes to the weight
reduction tables and are not taking any final action at this time to
[[Page 34334]]
update values to refer to a base weight, but manufacturers continue to
have the ability to apply through our off-cycle process.
4. Self-Contained Air Conditioning Units
We proposed a revision to Sec. 1037.115(e) to clarify that it is
``intended to address air conditioning systems for which the primary
purpose is to cool the driver compartment (85 FR 28151). This would
generally include all complete pickups and vans, but not self-contained
air conditioning or refrigeration units on vocational vehicles.'' CARB
and New Flyer requested additional clarification on the phrase ``self-
contained''. After consideration of submitted comments, we are
finalizing a modified version of the proposed changes to Sec.
1037.115(e)(1) that incorporates some of the feedback from commenters.
We are maintaining the proposed statement that this provision is
intended for A/C systems that cool the driver compartment. We're
clarifying that it generally applies to ``cab-complete'' pickups and
vans (see definition at Sec. 86.1803-01) which is more appropriate for
heavy-duty than ``complete pickups and vans'' as proposed. We are
expanding the existing statement that the paragraph does not apply for
self-contained A/C or refrigeration units by adding the phrases ``used
to cool passengers'' and ``used to cool cargo''. Finally, we further
clarify that a self-contained system for purposes of this provision is
an ``enclosed unit with its own evaporator and condenser even if it
draws power from the engine.''
5. Manufacturer Testing of Production Vehicles
The regulations require tractor manufacturers to annually chassis
test five production vehicles over the GEM cycles to verify that
relative reductions simulated in GEM are being achieved in actual
production. See 40 CFR 1037.665. We do not expect absolute correlation
between GEM results and chassis testing. GEM makes many simplifying
assumptions that do not compromise its usefulness for certification but
do cause it to produce emission rates different from what would be
measured during a chassis dynamometer test. Given the limits of
correlation possible between GEM and chassis testing, we would not
expect such testing to accurately reflect whether a vehicle was
compliant with the GEM standards. Therefore, Sec. 1037.665 does not
apply compliance liability to such testing.
The regulation also allows manufacturers to request approval of
alternative testing ``that will provide equivalent or better
information.'' Manufacturers have asked us to clarify this allowance
and we proposed to revise Sec. 1037.665 to provide an example that the
EPA may allow manufacturers to provide CO2 data from in-use
operation, and CO2 data from manufacturer-run on-road
testing, as long as the data allows for reasonable year-to-year
comparisons and includes testing from non-prototype vehicles (85 FR
28148). We didn't receive any comments on the proposed changes to Sec.
1037.665, and we are finalizing changes to the regulation as proposed.
To qualify, the vehicles would need to be actual production vehicles
rather than custom-built prototype vehicles. Such vehicles could be
covered by testing or manufacturer owned exemptions but would need to
be produced on an assembly line or other normal production practices.
Manufacturers would also need to ensure test methods are sufficiently
similar from year to year to allow for a meaningful analysis of trends.
6. Vehicle Model Year Definition
For Phase 2 tractors and vocational vehicles, the vehicle's
regulatory model year is usually the calendar year corresponding to the
vehicle's date of manufacture. However, the Phase 2 regulations allow
the vehicle's model year to be designated as the year before the
calendar year corresponding to the vehicle's date of manufacture if the
engine's model year is from an earlier year. We are amending as
proposed the definition of model year in Sec. 1037.801 to allow
vehicle manufacturers to extend the period during which a vehicle's
certification is valid to account for this flexibility. This
clarification more explicitly explains how vehicle manufacturers
utilize this existing flexibility.
After promulgation of the Phase 2 final rule, it became apparent
that the Phase 2 vehicle model year definition does not allow starting
vehicle production before the start of the named year if the engine
model year also begins in the earlier year. For example, if a
manufacturer would start its 2024 engine model year in December 2023,
the definition would not allow vehicles produced in 2023 to be model
year 2024.
To address this issue, EPA is allowing the option for the vehicle's
model year to be designated as the year after the calendar year
corresponding to the vehicle's date of manufacture. This has the effect
of allowing manufacturers to meet standards earlier with aligned engine
and vehicle model years. Model years would still be constrained to
reflect annual (rather than multi-year) production periods and include
January 1 of the named year.
We did not receive comments on these proposed change to the
definition of model year for vehicles. We are accordingly adopting the
revised definition for model year in 40 CFR 1037.801 for tractors and
vocational vehicles with a date of manufacture on or after January 1,
2021, as proposed, except that the final rule includes additional text
to make explicit the requirement for the model year to be based on the
manufacturer's annual production period for new models. This is
consistent with the definition of model year for vehicles subject to
Phase 1 standards in the same section.
7. Compliance Margins for GEM Inputs
The regulations at 40 CFR 1037.620(d) allow component manufacturers
to conduct testing for vehicle manufacturers, but they do not specify
restrictions for the format of the data. Vehicle manufacturers have
raised concerns about component manufacturers including compliance
margins in GEM inputs--in other words, inputting a value that is
significantly worse than the tested result. They state that many
component suppliers are providing GEM inputs with compliance margins,
rather than raw test results. However, when stacked together, the
compliance margins would result in inappropriately high GEM results
that would not represent the vehicles being produced.
We proposed to note in 40 CFR 1037.501(i) that declared GEM inputs
for fuel maps and aerodynamic drag area will typically include
compliance margins to account for testing variability and that, for
other measured GEM inputs, the declared values will typically be the
measured values, and received comment requesting additional
clarification and providing additional suggested revisions as described
in Chapter 2 of the Response to Comments document. One commenter
suggested that EPA finalize default allowance values at this time,
however we lack adequate data to make a thorough determination on what
these values should be. In addressing manufacturers' concern, it is
important to distinguish between engine fuel maps (which are certified
separately) and other GEM inputs that are not certified. As is
discussed in Section II.B.3, certified engine fuel maps are expected to
include compliance margins to account for manufacturing and test
variability. However, EPA did not expect each of the other GEM input to
have a
[[Page 34335]]
significant compliance margin of its own. (Note that the aerodynamic
bin structure serves to provide an inherent compliance margin for most
vehicles.) Rather, we expected the certifying original equipment
manufacturer (OEM) to include compliance margins in their Family
Emission Limits (FELs) relative to the GEM outputs.
For vehicle GHG standards, the primary role for FEL compliance
margins is to protect against SEA failures. Without a compliance margin
under the Phase 2 regulations, normal production variability would
cause some vehicles to fail, which would require the testing of
additional vehicles. Even if the family ultimately passed the SEA, it
would probably require the manufacturer to test a large number of
vehicles. However, because SEAs and confirmatory tests for particular
components would not target GEM inputs for other components, a modest
vehicle FEL compliance margin determined by the vehicle manufacturer,
that accounts for the component input with the highest uncertainty used
to determine the vehicle FEL, would be sufficient to cover the full
range of uncertainty for all components.
While we are not adopting explicit changes with respect to
compliance margins that were requested in comments, we are finalizing
the revision in Sec. 1037.501(i) as with clarifying edits that, for
other measured GEM inputs, the declared values are typically the
measured values without adjustment, and finalizing a related provision
after consideration of comments on this proposed revision and on
conducting a confirmatory test and SEA for an axle or transmission
apart from a specific vehicle. Specifically, the additional change
clarifies this intent for confirmatory testing in 40 CFR 1037.235(c)(2)
by stating that the results will only affect your vehicle FEL if the
results of our confirmatory testing result in a GEM vehicle emission
value that is higher than the vehicle FEL declared by the manufacturer.
These revisions further obviate a need for component-specific
compliance margins and should thus further clarify that component-
specific suppliers should be providing GEM inputs with raw test
results, rather than values that include an associated compliance
margin. While we do not believe that suppliers should normally include
compliance margins when providing test data to OEMs for GEM inputs, we
do believe they should provide to OEMs some characterization of the
statistical confidence they have in their data. This allows the OEM to
apply an appropriate overall compliance margin for their vehicle FEL.
During a confirmatory test, EPA would compare the GEM results using our
measured inputs with the declared FEL for the vehicles, which means
that the compliance margin for measurement variability should be built
into the FEL of the vehicle. Again, EPA notes that the certified engine
fuel maps are expected to include small compliance margins to account
for manufacturing and test variability.
Finally, none of this is intended to discourage suppliers and OEMs
from entering into commercial agreements related to the accuracy of
test results or SEA performance.
8. SEAs for Axles and Transmissions
Under 40 CFR 1037.320, a selective enforcement audit (SEA) for
axles or transmissions would consist of performing measurements with a
production axle or transmission to determine mean power loss values as
declared for GEM simulations, and running GEM over one or more
applicable duty cycles based on those measured values. The axle or
transmission is considered passing for a given configuration if the new
modeled emission result for every applicable duty cycle is at or below
the modeled emission result corresponding to the declared GEM inputs.
As described below, EPA is revising the provision regarding where an
axle or transmission does not pass.
We believe special provisions are needed for axles and
transmissions given their importance as compliance technologies and a
market structure in which a single axle or transmission could be used
by multiple certifying OEMs. Under the existing SEA regulations, if an
axle or transmission family from an independent supplier fails a SEA,
vehicle production could be disrupted for multiple OEMs and have
serious economic impacts on them. We are finalizing a revision that
will minimize the disruption to vehicle production.
Under the revised provision, if the initial axle or transmission
passes, then the family would pass, and no further testing would be
required. This is the same as under the existing regulations. However,
if the initial axle or transmission does not pass, two additional
production axles or transmissions, as applicable, would need to be
tested. We are finalizing this revision as proposed, except we are
finalizing additional changes to Sec. 1037.320(c) after consideration
of comments received to the proposal in a couple respects. We further
clarified that these additional production axels or transmissions to be
tested could be different axle and transmission configurations within
the family to cover the range of product included in the family. We
also are finalizing an additional clarification in 40 CFR 1037.320(c)
that further address how the results from the SEA will be used to
determine if the manufacturer declared map should be replaced, by
stating that if you fail the audit test for any of the axles or
transmissions tested, the audit result becomes the declared map, also
requiring revision of any analytically derived maps if applicable, and
that these would become official test results for the family. In other
words, this approach would correct the data used by the OEM for their
end-of-year report.
After consideration of comments, we are also finalizing changes to
40 CFR 1037.320(b) to clarify that the test transmission's gear ratios
and not the default ratios in 40 CFR 1036.540 should be used in GEM.
After consideration of comment regarding the lack of an engine defined
for use as a GEM input when a component-level SEA is being performed,
we have specified the use of the default engine map in 40 CFR part
1036, appendix C, and a default torque curve that we have added as
Table 1 to 40 CFR 1037.520. The axle and transmission GEM inputs can
now be determined based on the default map and torque curve. See
Chapter 2 of the Response to Comments for further details on comments
received and our responses.
9. Electric and Hybrid Vehicles in Vocational Applications
Prior to the proposal, manufacturers expressed concern that the
Phase 2 regulations are not specific enough regarding how to classify
hybrid vocational vehicles (see Sec. 1037.140). This is not an issue
for tractors, which are classified based on gross vehicle weight rating
(GVWR). However, vocational vehicles are generally classified by the
class of the engines. Obviously, this approach does not work for
electric vehicle without engines. This approach could also misrepresent
a hybrid vehicle that is able to use an undersized engine. To address
these problems, we proposed changes to Sec. 1037.140(g)(1) to clarify
that the classification for tractors where provisions are the same as
vocational vehicles applies for hybrid and non-hybrid vehicles, and
paragraph (g)(4) to clarify that Class 8 hybrid and electric vehicles
are Heavy HDVs and all other vehicles are classified by GVWR classes.
CARB and Tesla supported the regulation changes proposed in Sec.
1037.140(g). We did not receive any
[[Page 34336]]
adverse comments on these proposed revisions and we are finalizing the
proposed revisions with the addition of ``electric'' to paragraph
(g)(1) for consistency with the rest of the section and an expanded
clarification in paragraph (g)(4)(iii) that Class 8 hybrid and electric
vehicles are considered Heavy HDV, regardless of the engine's primary
intended service class.
CARB suggested tying certification provisions such as warranty and
useful life to the vehicle GVWR to avoid allowing a downsized hybrid
powertrain installed in a heavier vehicle weight class to have shorter
useful life and emission warranty obligations. We note that useful life
(Sec. 1037.105(e)) and warranty (Sec. 1037.120(b)) for vocational
vehicles are defined by vehicle service class (i.e., Light HDV, Medium
HDV, and Heavy HDV) and our final revision to Sec. 1037.140(g)(4)
ensures all Class 8 hybrid and electric vehicles are classified in our
heaviest weight class with the longest useful life and warranty
periods. Consequently, any powertrain in a Class 8 vehicle, including a
downsized hybrid, would be a Heavy HDV and subject to all corresponding
certification provisions for Heavy HDVs.
We also requested comment on alternative approaches, such as
specifying the useful life in hours rather than miles for these
vocational vehicles or allowing electric vehicles to step down one
weight class, with justification from the manufacturer. With respect to
the potential alternative approaches we requested comment on, Ford
supported specifying useful life in hours rather than miles for
vocational vehicles. However, CARB raised questions on how the useful
life in miles correlates to engine hours. Tesla encouraged EPA to
continue to use a single, miles-based criteria for useful life. In
addition, Ford expressed support for allowing electric vehicles to step
down one weight class. We are not taking final action on any of the
potential alternative approaches at this time. Regarding adopting
useful life criteria based on engine hours, we currently lack the data
required to link engine hours to miles for the range of vocational
vehicles. Regarding potentially allowing electric vehicles to step down
one weight class, we currently have concerns that this may allow for
inappropriate useful life and warranty requirements.
Section 1037.140(g)(5) references Sec. 1037.106(f) in specifying
that, in certain circumstances, you may certify vehicles to standards
that apply for a different vehicle service class. We received comments
from EMA and Volvo and agree with the commenters' suggestion to clarify
how our revision to Sec. 1037.140(g)(1) regarding hybrid and electric
tractors interacts with the cross-referenced Sec. 1037.106(f).
Consistent with our explanation at proposal that the current
requirements in Sec. 1037.140(g) applied to all tractors, we are also
finalizing a corresponding clarification in Sec. 1037.106(f)(2)
regarding Class 7 hybrid and electric tractor's ability to certify to
the Class 8 standards, by adding a sentence that ``[t]his applies
equally for hybrid and electric vehicles.'' See Chapter 2 of the
Response to Comments for further details on comments received and our
responses.
10. Vocational Vehicle Segmentation
The Phase 2 regulatory structure applies the primary vocational
standards by subcategory. Manufacturers are generally allowed to
certify vocational vehicles in the particular duty-cycle subcategory
they believe to be most appropriate, consistent with good engineering
judgment.\20\ This process for selecting the correct subcategory is
often called ``segmentation.'' Under this structure, EPA expects
manufacturers to choose a subcategory for each vehicle configuration
that best represents the type of operation that vehicle will actually
experience in use. This is important because several technologies
provide very different emission reductions depending on the actual in-
use drive cycle. For example, stop-start would provide the biggest
emission reductions for urban vehicles and much less reduction for
vehicles that operate primary on long intercity drives.
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\20\ See 40 CFR 1068.5 for specifications on applying good
engineering judgment.
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Vocational vehicles are classified based upon the gross vehicle
weight rating (GVWR) as defined in Sec. 1037.140(g). Once classified,
manufacturers identify the intended regulatory subcategory duty cycles
(i.e., Urban, Multi-purpose, or Regional) for each vocational vehicle
configuration as indicated in Sec. 1037.140(h). There are constraints
for vocational duty cycle and regulatory subcategory, specified in
Sec. 1037.150(z).
Prior to the proposal, manufacturers raised concerns about the
impact of this structure on their ability to plan for and monitor
compliance. They suggested that more objective and quantitative ``good
engineering judgment'' criteria would be helpful. In response to these
concerns, EPA proposed an interim ``safe harbor'' provision in Sec.
1037.150(bb) for vocational vehicle segmentation. Under the proposal,
manufacturers meeting the safe harbor criteria would be presumed to
have applied good engineering judgment, and we explained that we
thought the criteria were consistent with the intent of the Phase 2
program and would not allow manufacturers to reduce the effective
stringency the standards.
The first principle of the proposed safe harbor was that any
vehicle could be classified as Multi-purpose. The Multi-purpose duty
cycle weighting factors include significant weightings for highway
operation, lower speed transient operation, and idle. Thus, it would
not generally overvalue an individual technology. The second principle
of the proposed safe harbor was that vehicles not classified as Multi-
purpose should not be exclusively Regional or Urban. We proposed a
quantitative measure that evaluates the ratio of Regional vehicles to
Urban vehicles within an averaging set. Specifically, we proposed that
the ratio of Regional vehicles to Urban vehicles must be between 1:5
and 5:1. EPA requested comment on the proposed approach overall and the
range of acceptable ratios.
CARB supported the proposed provision of allowing any vocational
vehicle to be classified as Multi-purpose. However, both EMA and CARB
questioned the ratios for vocational vehicle categories in the proposed
provisions of Sec. 1037.150(bb). EMA commented that the proposed
ratios were ``arbitrary'' and may not be represent a manufacturer's
model mix during any specific year. Instead, EMA suggested that more
appropriate ``good engineering judgment'' would be to base the vehicle
category on ``the duty cycle weighting under which it performs most
efficiently in GEM.'' CARB commented that the ratio could inadvertently
drive manufacturers to certify the vehicles with an inappropriate duty
cycle and recommended all vehicles be certified as Multi-purpose unless
the manufacturer could provide ``good justification'' for a Regional or
Urban categorization.
We are finalizing a revision in Sec. 1037.140(h) and throughout
Sec. 1037.150(z) to replace ``duty cycle'' with the term ``regulatory
subcategory'' that more appropriately reflects the intent of
classifying a vehicle and its connection to a standard. Additionally,
after considering the comments, EPA is finalizing one principle of the
safe harbor provision proposed as Sec. 1037.150(bb); specifically, the
paragraph that allows manufacturers to select the Multi-purpose
subcategory for any vocational vehicle, unless otherwise
[[Page 34337]]
specified in Sec. 1037.150(z).\21\ As noted previously, selecting this
subcategory and associated duty cycle would require technologies that
reduce emissions across all operation (i.e., high speed, lower speed
transient, and idle) and we believe it is an appropriate default duty
cycle if a manufacturer is unsure of the final vehicle application when
applying the good engineering judgment provision of Sec. 1037.140(h).
We agree with the concerns expressed by CARB and EMA and are not
finalizing the ratios of Regional to Urban vehicles in paragraph Sec.
1037.150(bb)(2) of the proposed safe harbor provision. Instead, as
discussed further below, we continue to rely on the constraints listed
in Sec. 1037.150(z) to guide manufacturers in identifying an
appropriate duty cycle, with the addition of a Multi-purpose safe
harbor.
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\21\ This portion of the proposed safe harbor provision was
proposed as Sec. 1037.150(bb)(1).
---------------------------------------------------------------------------
Section 1037.150(z) outlines the constraints manufacturers apply
when determining the appropriate vocational subcategory for their
vehicles as described in Sec. 1037.140. Instead of adding a new
paragraph (bb) as proposed, we are reordering Sec. 1037.150(z) and
incorporating a new paragraph to allow the Multi-purpose
classification. The modified Sec. 1037.150(z)(1) through (3) now
include the current provisions that identify the vehicle configurations
(designed for higher-speed cruise operation) for which manufacturers
must select the Regional subcategory, specifically if certified based
solely on testing with the high-speed Supplemental Emission Test, if
certified as a coach bus or motor home, or if equipped with a manual
transmission after MY 2024. Except where one of those existing three
criteria for the Regional subcategory apply, a new paragraph (z)(4)
allows manufacturers to select the Multi-purpose subcategory for any
vocational vehicle. The remaining renumbered paragraphs (z)(5) through
(7) describe the current regulation's existing allowances for and
limitations on selecting the Urban subcategory that are based on the
most appropriate transmission configurations for lower speed, stop-and-
go driving.
We continue to believe market forces will induce manufacturers to
design their vocational vehicles such that their GHG emission
performance (and fuel efficiency) is optimized for their customers'
specific applications and, in most cases, it will be clear which
subcategory and associated duty cycle is appropriate for a given
vocational vehicle configuration. Consequently, the vehicles and their
associated technology packages will also be relatively optimized for
one of the vocational duty cycles available for compliance using GEM,
as shown in Table 1 of Sec. 1037.510. Where it is unclear, we would
evaluate whether a manufacturer has applied the good engineering
judgment required under Sec. 1037.140(h) taking into consideration
whether the subcategory selected is best suited for the vehicle as
indicated by the totality of its powertrain options, vehicle features,
and duty cycle performance under which it demonstrates the most
favorable emissions result relative to the emission standard. We note
that in our review of a manufacturer's good engineering judgment
request, we reserve the right to require the use of a more appropriate
duty cycle and subcategory. We will continue to monitor use of the good
engineering judgment provision of Sec. 1037.140(h) and the constraints
listed in Sec. 1037.150(z) and may re-evaluate our approach in the
future if we determine it is necessary.
Thus, the final regulations include consideration of both EMA and
CARB's suggestions. As noted previously, we would consider the duty
cycle weighting under which the vehicle performs most efficiently in
GEM in considering whether good engineering judgment was used, and have
provided manufacturers of vehicles not subject to the constraints
listed in Sec. 1037.150(z) with a clear pathway to certify those
vehicles as Multi-purpose if they are otherwise unable to justify
Regional or Urban duty cycle when exercising good engineering judgment.
In the proposed rule, we also requested comment on the need for the
subcategory on the label. EMA commented that it is unnecessary and a
complication and burden for manufacturers to identify whether the
vehicle is in the Urban, Multi-Purpose or Regional subcategory on the
label and requested that we ``remove the requirements in Sec.
1037.135(c)(3) and (4)''. CARB commented and encouraged EPA to require
the subcategory be on the label because it would help consumers choose
the appropriate certified vehicles for their intended vehicle operation
cycles. After consideration of EMA's and CARB's comments, we are
removing the requirement to explicitly state the regulatory subcategory
on the emission label as specified in Sec. 1037.135(c)(4). In the
Phase 2 final rulemaking, we concluded that it was unnecessary for the
emission label to contain a comprehensive list of all emission
components and that it is important to balance the manufacturers'
``need to limit label content with the [the agencies'] interest in
providing the most useful information for inspectors'' (81 FR 73636,
October 25, 2016). Since stating the regulatory subcategory on the
label provides limited additional information inspectors could use to
quickly determine if the vehicle is in its certified condition and the
subcategory can be identified from the vehicle family name required by
paragraph (c)(3), we believe it is appropriate to remove it as a
requirement on the emission label. We are not revising the current
requirement to print the standardized designation for the vehicle
family name as required by Sec. 1037.135(c)(3), which ensures
consistency between the label and other compliance provisions that
require the vehicle family name. As such, the regulatory subfamily can
continue to be identified from the family name, which should help
address CARB's concern if a consumer chooses to use the emissions label
when deciding to purchase a vehicle.
11. Early Certification for Small Manufacturers
Vehicle manufacturers that qualify as small businesses are exempt
from the Phase 1 standards, but must meet the Phase 2 standards
beginning January 1, 2022.\22\ However, some vehicle families have been
certified voluntarily to Phase 1 standards by small manufacturers. In
an effort to encourage more voluntary early certification to Phase 1
standards, we proposed a new interim provision in Sec. 1037.150(y)(4)
for small manufacturers that certify their entire U.S.-directed
production volume to the Phase 1 standards for calendar year 2021 (85
FR 28150). Small manufacturers may delay complying with the Phase 2
standards by one year, and instead comply with the Phase 1 standards
for that year, if they voluntarily comply with the Phase 1 standards
for one full prior year. Specifically, small manufacturers may certify
their model year 2022 vehicles to the Phase 1 greenhouse gas standards
of Sec. Sec. 1037.105 and 1037.106 if they certify all the vehicles
from their annual U.S.-directed production volume to the Phase 1
standards starting on or before January 1, 2021. If the small
manufacturers do so, the provision allows these manufacturers to
certify to the Phase 1 standards for model year 2022 (instead of the
otherwise applicable Phase 2 standards). Early compliance with the
Phase 1 standards should more than offset any reduction in benefits
that would otherwise be
[[Page 34338]]
achieved from meeting Phase 2 standards starting January 1, 2022.\23\
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\22\ See 40 CFR 1037.150(c).
\23\ The magnitude of any impact on air quality would be small
because of the low production volumes from these small business
manufacturers.
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The provision we proposed also allows the Phase 1 vehicle credits
that small manufacturers generate from model year 2018 through 2022
vocational vehicles to be used through model year 2027. Under the
existing regulations, all manufacturers that generate credits under the
Phase 1 program are allowed to use such Phase 1 vehicle credits in the
Phase 2 vehicle averaging, banking, and trading program, but the
credits are subject to the five-year credit life. As noted in the
proposed rule, we believe the limit on credit life can be problematic
for small manufacturers with limited product lines which allow them
less flexibility in averaging, and the longer credit life will provide
them additional flexibility to ensure all their products are fully
compliant by the time the Phase 2 standards are fully phased in for
model year 2027. We note that these Phase 1 emission credits are based
on the degree to which the Family Emission Limit is below the Phase 1
standard.
We received no adverse comment to either proposal for small
manufacturers in Sec. 1037.150(y)(4). Our final revisions include
minor edits to the proposed credit-related provision in Sec.
1037.150(y)(4) to create a standalone sentence and moving the proposed
provision that describes the certification flexibility for these small
manufacturers to a new Sec. 1037.150(c)(4) where the applicable
standards and implementation dates for qualifying small businesses are
introduced.
12. Delegated Assembly
In 40 CFR 1037.621, EPA specifies provisions to allow manufacturers
to ship incomplete vehicles and delegate the final assembly to another
entity. Manufacturers previously expressed the concern that these
``delegated assembly'' requirements are too burdensome in some cases,
particularly in cases such as auxiliary power units and natural gas
fuel tanks. EPA requested comment on this issue and proposed a single
clarifying edit in Sec. 1037.621(g). CARB encouraged EPA to maintain
the existing delegated assembly provisions. We received no comments
adverse these existing provisions or providing suggestions for updated
text. The final rule adopts only the single clarifying edit in Sec.
1037.621(g), as proposed.
13. Canadian Vehicle Standards
During the Phase 2 rulemaking, Environment and Climate Change
Canada (ECCC) emphasized that the highway weight limitations in Canada
are much greater than those in the U.S. Where the U.S. Federal highways
have limits of 80,000 pounds gross combined weight, Canadian provinces
have weight limits up to 140,000 pounds. This difference could
potentially limit emission reductions that could be achieved if ECCC
were to fully harmonize with the U.S.'s HD Phase 2 standards because a
significant portion of the tractors sold in Canada have GCWR (Gross
Combined Weight Rating) greater than EPA's 120,000-pound weight
criterion for ``heavy-haul'' tractors.
EPA addressed this in Phase 2 by adopting provisions that allow the
manufacturers the option for vehicles above 120,000 pounds GCWR to meet
the more stringent standards that reflect the ECCC views on appropriate
technology improvements, along with the powertrain requirements that go
along with higher GCWR (see 81 FR 73582, October 25, 2016). Vehicles in
the 120,000 to 140,000 pound GCWR range would normally be treated as
simple ``heavy haul'' tractors in GEM, which eliminates the GEM input
for aerodynamics. However, vehicles certified to the optional standards
would be classified as ``heavy Class 8'' tractors in GEM, which then
requires an aerodynamic input. Nevertheless, they both use the heavier
payload for heavy haul.
ECCC has since adopted final standards for these 120,000 to 140,000
pound GCWR tractors, which differ from the optional standards finalized
in Phase 2.\24\ Since the purpose of these standards was to facilitate
certification of vehicles intended for Canada, we proposed optional
standards in Sec. 1037.670 that would be the same as the final ECCC
standards. We did not receive any comments adverse the proposed
optional standards and we are finalizing the optional standards as
proposed in Sec. 1037.670. Note that these standards are not directly
comparable to either the normal Class 8 standards or the heavy haul
standards of Sec. 1037.106 because GEM uses different inputs for them.
Manufacturers who choose to opt into meeting the Canadian standards
would achieve greater emission reductions compared to EPA's program.
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\24\ Government of Canada. Regulations Amending the Heavy-duty
Vehicle and Engine Greenhouse Gas Emission Regulations and Other
Regulations Made Under the Canadian Environmental Protection Act,
1999: SOR/2018-98, Canada Gazette, Part II, Volume 152, Number 11,
May 16, 2018. Available online: https://gazette.gc.ca/rp-pr/p2/2018/2018-05-30/html/sor-dors98-eng.html.
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ECCC has also adopted new standards for tractors in the 97,000 to
120,000 pound GCWR category. In general, EPA would classify a tractor
in the 97,000 to 120,000 lb GCWR range in one of its Class 8 tractor
subcategories. EPA's Class 8 tractor standards, which cover up to
120,000 lb GCWR, have standards that are more stringent than ECCC's
standards for their 97,000 to 120,000 lb GCWR subcategory. We did not
propose special provisions for these tractors, but requested comment on
the need for special provisions for these vehicles. Both EMA and Volvo
commented that special provisions are necessary to facilitate
certification of 97,000 to 120,000-pound GCWR tractors for export to
Canada. EMA suggested a similar approach for these 97,000 to 120,000-
pound GCWR tractors as the one provided for the optional certification
for tractors at or above 120,000 pounds GCWR, proposed in Sec.
1037.670. Similarly, Volvo requested that EPA provide subcategories and
standards for these tractors that align with the ECCC regulations. We
have concerns with the suggestion of providing an option for tractor
standards that are less stringent than our current standards. EPA did
not propose and is not taking any final action on special provisions
for such vehicles at this time.
14. Transmission Calibrations
Manufacturers with advanced transmission calibrations may use the
powertrain test option in Sec. 1037.550 to demonstrate the performance
of their transmissions. We adopted this option to provide an incentive
for the development of advanced transmissions with sophisticated
calibrations.
Transmission manufacturers have developed some new efficient
calibrations, but must also maintain less efficient calibrations to
address special types of operation. Due to concerns about resale value,
most customers want to retain the ability to select the correct
calibration for their operation. For transmissions with such selectable
calibrations, Sec. 1037.235(a) requires that they test using the
worst-case calibration, which can undermine the incentive to continue
improving the calibrations. We received comment requesting that we
allow averaging of the worst-case and best-case performance, however
this request would be a significant departure from how engine families
are certified and what 40 CFR part 1037 currently requires for
transmissions. We also received comment on weighting the
[[Page 34339]]
calibration performance based on the actual use of these calibrations
in the field. We believe that this option will give the most
representative use of these calibrations and their impact on
CO2 emissions. After consideration of these comments, we are
finalizing a change to allow manufacturers to measure both the best-
and worst-case calibrations and weight them by prior model year based
on survey data, prior model year sales volume, or other appropriate
means. This weighting will be accomplished by testing both calibrations
and weighting the results in Table 2 of Sec. 1037.550 as described in
amendments made in Sec. 1037.235(a). See Chapter 2 of the Response to
Comments for further details on comments received and our responses.
15. Other Minor Heavy-Duty Vehicle Amendments
We received no adverse comments to the following proposed
amendments. EPA is finalizing the following amendments to part 1037 as
proposed:
Section 1037.103(c)--Adding phrase ``throughout the useful
life''.
Section 1037.105 Table 5--Updating footnote format in
table.
Section 1037.106 Table 1--Updating footnote format in
table.
Section 1037.120(b)--Correcting the text with respect to
tires and Heavy Heavy-Duty vehicles.
Section 1037.150(c)--Adding a sentence pointing to
additional interim provisions for small manufacturers.
Section 1037.150(aa)--Clarifying the production limit for
drayage tractors under the custom chassis allowance.
