03/24/93  [58 FR 16002, 7217 lines]

ENVIRONMENTAL PROTECTION AGENCY

40 CFR Parts 80 and 86

[FRL-4556-9]

RIN 2060-AC64

Control of Air Pollution From New Motor Vehicles and New Motor Vehicle
Engines: Evaporative Emission Regulations for Gasoline- and Methanol-Fueled
Light-Duty Vehicles, Light-Duty Trucks and Heavy-Duty Vehicles

AGENCY: Environmental Protection Agency (EPA).

ACTION: Final rule.

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SUMMARY: This action promulgates requirements for revised test procedures
intended to reduce evaporative emissions from motor vehicles as authorized by
the 1990 amendments to the Clean Air Act and the Act's general standard-
setting provisions. Proposals for revised test procedures were published on
August 19, 1987 and on January 19, 1990. Since then EPA has held two public
workshops, announced December 3, 1990 and December 17, 1991, for further
discussion of available test procedure options. The revised test procedures
are scheduled for implementation beginning with the 1996 model year, with
phase-in completed in the 1999 model year. This action will result in
significant reductions of volatile organic compound emissions. Such emissions
are a major contributor to the nation's ground-level ozone problem, which is
responsible for harm to human health and public welfare.

  This action also limits fuel pump dispensing rates. Effective January 1,
1996 for most facilities, dispensing rates for gasoline and methanol pumps
may not exceed 10 gallons (37.9 liters) per minute. For facilities with low
sales volumes, implementation is delayed for two years. This action will
ensure that vehicles designed to prevent spitback during refueling will not
experience in-use fueling rates beyond the design basis rate.

DATES: This regulation is effective April 23, 1993. The incorporation by
reference of certain publications listed in the regulations is approved by
the Director of the Federal Register as of April 23, 1993.

  The information collection requirements contained in Secs. 86.096-7,
86.096-8, 86.096-9, 86.096-10, 86.096-14, 86.096-21, 86.096-23, 86.096-26,
86.096-30, 86.096-35, 86.097-9, 86.098-23, 86.099-8, 86.099-9, and 86.099-10
have not been approved by the Office of Management and Budget (OMB) and are
not effective until OMB has approved them. A technical amendment will be
published in the Federal Register when OMB has approved the information
collection requirements.

ADDRESSES: Materials related to this rulemaking have been placed in Docket A-
89-18 by EPA. The docket is located at: Air Docket Section (LE-130), U.S.
Environmental Protection Agency, 1st Floor, Waterside Mall, room M-1500, 401
M Street, SW., Washington, DC 20460 (Telephone 202-260-7548), and is
available for inspection between 8:30 a.m. and noon and between 1:30 p.m. and
3:30 p.m., Monday through Friday. EPA may charge a reasonable fee for copying
docket materials.

FOR FURTHER INFORMATION CONTACT: Mr. Alan Stout, Engine and Vehicle
Regulations Branch 313-741-7805 or Mr. Tom Ball, Compliance Programs Branch
313-668-4280.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Introduction
II. Description of This Action
  A. Evaporative Emission Test Procedures
  B. Heavy-Duty Vehicles and Engines
  C. Liability Periods
  D. Spitback
  E. Lead Time
  F. In-use Performance
  G. Certification Testing
  H. In-use and Assembly Line Testing
III. Public Participation
  A. Diurnal Emission Test
  B. Sequence of Test Segments
IV. Remaining In-use Concerns and Options for Further Action
V. Environmental and Economic Impacts
  A. Environmental Impact
  B. Economic Impact
  C. Cost-effectiveness
VI. Energy and Safety Issues
VII. Administrative Requirements
  A. Administrative Designation and Regulatory Analysis
  B. Paperwork Reduction Act
  C. Regulatory Flexibility Act
VIII. Judicial Review

I. Introduction

  EPA's concern regarding the control of volatile organic compound (VOC)
emissions has grown over the years as exceedances of the health-based ozone
standard have continued to be a problem in many areas. On hot, sunny days VOC
emissions react in the air to form ground-level ozone, which causes
respiratory problems and is associated with urban smog. Based on the most
recently available information for 1989 to 1991, there are 97 areas that fail
to meet the National Ambient Air Quality Standard for ozone (0.12 parts per
million). /1/ According to ozone monitoring data, based on 1991 only, 70
million people continue to live in U.S. counties exceeding the ozone
standard. Evaporative emissions from motor vehicles are a significant source
of VOCs and, as a result, EPA has initiated action aimed at reducing these
emissions.

NOTE /1/ "National Air Quality and Emissions Trends Report, 1991" EPA,
October, 1992.

  In addition, the Clean Air Act, as amended in 1990, states in section
202(k) that: The Administrator shall promulgate (and from time to time
revise) regulations applicable to evaporative emissions of hydrocarbons from
all gasoline-fueled motor vehicles--(1) during operation; and (2) over 2 or
more days of nonuse; under ozone-prone summertime conditions (as determined
by regulations of the Administrator). The regulations shall take effect as
expeditiously as possible and shall require the greatest degree of emission
reduction achievable by means reasonably expected to be available for
production during any model year to which the regulations apply, giving
appropriate consideration to fuel volatility and to cost, energy and safety
factors associated with the application of the appropriate technology. (42
U.S.C. 7521)
  In 1971 EPA began testing motor vehicles for evaporative emissions by
subjecting test vehicles to typical drive and park conditions. The test
procedure, which has changed little since then, measures emissions from fuel
evaporation during a simulated parking experience (diurnal emissions) and
immediately following a drive (hot soak emissions).
  This final rule establishes changes to the test procedure that effectively
require vehicles to meet current standards under a more challenging set of
conditions in order to prompt more effective evaporative emission control
technology. The revised test procedures include a sequence of three basic
elements: an initial loading of the evaporative canister with fuel vapor, a
period of driving to provide an opportunity to purge the canister, and a
simulation of repeated hot days of parking. By following this sequence and
sampling for emissions during the parking simulation, the test ensures that
the vehicle can quickly regain canister storage capacity during driving, and
that the canister's total capacity is sufficient. An additional test element
that measures evaporative emissions during vehicle operation (running
losses), provides further assurance that vehicles can control the fuel vapors
generated in use.
  The changes to the regulations contained in this final rule reflect the
public comments received throughout this rulemaking process. EPA published
Notices of Proposed Rulemakings (NPRMs) to revise the evaporative test
procedure on August 19, 1987 (52 FR 31274), and on January 19, 1990 (55 FR
1914). Since then EPA has held two public workshops, announced December 3,
1990 (55 FR 49914) and December 17, 1991 (56 FR 65461), for further
discussion of available options in finalizing a test procedure. The series of
public meetings involved very detailed discussions of the proposed test
requirements. Each subsequent time period for written comments was extended
to allow additional opportunity for participants to prepare their input.
  EPA has particularly benefitted from extensive participation by the
automotive industry and the California Air Resources Board (CARB). During the
development of this final rule, EPA has incorporated many of the substantive
revisions to the proposed test suggested by commenters, and, in fact, the
final test procedure is based largely on a procedure suggested by General
Motors (GM)./2/ Most of the revisions, however, have been made to improve the
simulation and repeatability of testing; the basic hardware and vehicle
configuration requirements have changed little since the January 1990 NPRM.
The resulting test procedure is expected to ensure that properly functioning
vehicles will effectively control evaporative emissions for most in-use
events.

NOTE /2/ Letter from Lisa Fior, GM, to Tad Wysor, EPA, March 26, 1990 (Docket
A-89-18, item IV-D-19).

  This action applies to both gasoline- and methanol-fueled vehicles
(proposed in the January 1990 NPRM and at the January 1992 public workshop).
Although section 202(k) of the Clean Air Act applies specifically to
gasoline-fueled vehicles, EPA is promulgating these regulations for methanol-
fueled vehicles as well, pursuant to section 202(a) of the Act. EPA has
established the practice of applying evaporative emission standards
consistently to both gasoline- and methanol-fueled vehicles, including
flexible-fueled vehicles (54 FR 14426, April 11, 1989). Also, methanol-fueled
vehicles can have significant evaporative emissions./3/

NOTE /3/ "An Overview of the Technical Implications of Methanol and Ethanol
as Highway Motor Vehicles Fuels," Frank Black, SAE 912413.

  The regulations also apply to both light- and heavy-duty vehicles, and to
heavy-duty engines. The revised test for heavy-duty vehicles is the same as
that for light-duty vehicles, except that different driving schedules are
specified because of the variation in driving patterns for the different
classes of vehicles (proposed in the January 1990 NPRM, and at the December
1990 and January 1992 public workshops). Also, the heavy-duty engine test now
requires attachment of a loaded evaporative canister before testing for
exhaust emissions (proposed in the August 1987 NPRM and at the January 1992
public workshop).
  This final rule also deals with fuel spitback during refueling, pursuant to
Clean Air Act sections 202(a) and 211(c). Fuel spitback can be a problem when
the design of fuel fill necks is inadequate to accommodate in-use fuel fill
rates. The result can be fuel spillage, which is both an environmental and a
safety hazard. This action institutes a vehicle test to ensure that no
spillage occurs when a vehicle is refueled at a rate of up to 10 gallons
(37.9 liters) per minute (as proposed at the January 1992 public
workshop)./4/ Also, to ensure that the resulting vehicle designs will be
effective under in-use conditions, EPA is limiting fuel pump dispensing rates
for gasoline and methanol to a maximum rate of 10 gallons (37.9 liters) per
minute, pursuant to sections 202(a)(1) and 211(c) of the Act (as proposed in
the August 1987 and January 1990 NPRMs, and at the January 1992 public
workshop).

NOTE /4/ Rounded metric equivalents to U.S. units are provided in parentheses
throughout this notice.

  The remainder of this document is divided into several sections. Section II
provides a detailed description of the test procedures and other provisions
contained in this final rule. Section III includes a summary and analysis of
public comments on the main issues involved in the rulemaking. Sections IV
through VIII describe some remaining concerns and summarize an analysis of
the estimated impacts of this action.
  This document provides a brief discussion of key issues and other
information relevant to EPA's final decisions. Detailed discussions of the
basis for this rule and of the many considerations that went into past
proposals are contained in the previously mentioned NPRMs and workshop
notices. Detailed analyses of the impacts of this rule and issues raised
during the rulemaking process are included in the Final Regulatory Impact
Analysis and Summary and Analysis of Comments: Control of Evaporative
Hydrocarbon Emissions from New Motor Vehicles ("Final RIA"). This document is
available in Docket A-89-18 as item V-B-1; a limited number of individual
copies are also available through Mr. Alan Stout (see "For Further
Information Contact" above).

II. Description of This Action

A. Evaporative Emission Test Procedures

  This action will improve the evaporative emission test for gasoline- and
methanol-fueled vehicles, and, taken as a whole, satisfies the statutory
requirement of ensuring "the greatest degree of emission reduction achievable
by means reasonably expected to be available." The test sequence, shown in
Figure 1, consists of vehicle preconditioning, exhaust emission testing, a
running loss test, a hot soak test, and three diurnal heat builds (this test
sequence is referred to in this notice as the three-diurnal test).
  Each of these test elements corresponds to an aspect of in-use vehicle
operation in ozone-prone summertime conditions. The exhaust emission testing
following vehicle preconditioning corresponds to vehicle operation while the
vapors from a loaded evaporative canister are being purged into the engine,
as might occur during driving after a long parking period. The running loss
test element corresponds to sustained vehicle operation on a hot day, the hot
soak element corresponds to the emission-prone period immediately following
engine shut-off, and the diurnal heat builds correspond to successive days of
parking in hot weather. Diurnal testing also serves to control fuel system
permeation emissions, called resting losses.
  A supplemental procedure with two diurnal heat builds after the exhaust
emission test verifies sufficient purging of the evaporative canister during
the exhaust emission test (this supplemental test sequence is sometimes
referred to in this notice as the two-diurnal test). The reasons for
selecting this approach to testing are discussed in detail in section III.
The following paragraphs describe the specifications for the new test
requirements; more extensive discussion of the test specifications is
included in the Final RIA.
  The three-diurnal test begins with a draining and refilling of the fuel
tank. The vehicle is filled to 40 percent of capacity with a test fuel having
a volatility of 9 psi (62 kPa) Reid vapor pressure (RVP). For high-altitude
testing, the specified fuel volatility is 7.8 psi (53.8 kPa) RVP. The
refueling is followed by a soak (park) period to stabilize the vehicle, and
then by vehicle operation over an Urban Dynamometer Driving Schedule (UDDS).
The UDDS is the conventional simulation of urban driving for the Federal Test
Procedure. After the drive, the vehicle's tank is drained and refueled. The
vehicle then soaks again for a minimum of 12 hours, during which the
evaporative canister is purged and loaded with a butane-nitrogen mix. The
canister loading is terminated when the mass of butane supplied to the
canister reaches 1 1/2  times the canister's working capacity./5/ The exhaust
emission test, unchanged from the current procedure (40 CFR 86.135 to
86.137), follows the soak period. (Various aspects of this preconditioning
sequence were proposed in the January 1990 NPRM, and at the December 1990 and
January 1992 public workshops.)

NOTE /5/ For the purposes of the test procedure, the working capacity is the
amount of vapor that a canister, starting from a purged condition, would
retain in loading to the two-gram breakthrough point (that is, 2 grams of
vapor emitted from the canister).

  After the exhaust emission test, the vehicle is stabilized at 95 deg.F (35
deg.C) and driven through the running loss test. The running loss test
consists of vehicle operation at 95 deg.F (35 deg.C) over a UDDS cycle, two
consecutive New York City Cycles (NYCC), and one more UDDS. The NYCC
simulates urban driving with substantial low-speed and idle operation. Fuel
temperatures are controlled during the running loss test according to a
profile determined during a drive at representative summer conditions, as
described below. Fuel tank pressure during the running loss test may not
exceed 10 inches of water (2.5 kPa), unless manufacturers show that fuel
vapors, other than refueling emissions, are vented to the evaporative
canister when the fuel cap is removed. Running loss tests may be conducted by
either the point-source or the enclosure method. Hot soak emissions are
measured at an ambient temperature of 95 deg.F (35 deg.C) for one hour after
the running loss test. (The running loss test and the high-temperature hot
soak test were proposed at the December 1990 and January 1992 public
workshops.)
  The vehicle is then stabilized at 72 deg.F (22.2 deg.C) and begins the
series of three 24-hour ambient temperature cycles, from 72 deg. to 96 deg.F
(22.2 deg. to 35.6 deg.C), which comprise the diurnal emission test. Sampling
for emissions over 24-hour periods ensures that resting losses will be
measured and controlled. EPA may adjust the fan configuration to ensure
sufficient air circulation around the fuel tank. Furthermore, EPA may compare
a vehicle's fuel temperatures under outdoor, summertime conditions with test
fuel temperatures, and may adjust ambient temperatures or air circulation as
necessary during testing to correct any demonstrated discrepancy. (The
various aspects of diurnal emission testing were proposed in the January 1990
NPRM, and at the December 1990 and January 1992 public workshops.)
  Auto manufacturers must separately develop a fuel temperature profile for
the running loss test (proposed at the December 1990 and January 1992 public
workshops). The fuel temperature profile is used as a target during the
running loss test to duplicate the heating of the vehicle's fuel tank during
onroad driving in representative summer conditions. Each fuel temperature
profile is generated by obtaining a fuel temperature vs. time trace as the
vehicle is driven over the prescribed running loss driving cycle on the road.
Manufacturers must develop a fuel temperature profile for the vehicle model
in each evaporative emission family expected to have the greatest temperature
increase during driving. They must also select vehicles equipped with any
optional features that limit underbody airflow. Manufacturers may generate
additional profiles for individual engine families, or for individual models.
Multiple runs on any vehicle model must be averaged to yield a composite
profile and all valid profile data must be submitted to EPA. EPA may conduct
its own testing to establish a vehicle's fuel temperature profile.
  In the supplemental two-diurnal procedure, the evaporative canister is
loaded with a mixture of butane and nitrogen until the two-gram breakthrough
point is reached. The canister may also be loaded to this point by conducting
repeated diurnal heat builds. No additional canister purging is performed
after the preconditioning drive. Following canister loading, the vehicle is
driven through the exhaust emission test, followed by a moderate-temperature
hot soak test and two 24-hour ambient temperature cycles from 72 deg. to 96
deg.F (22.2 deg. to 35.6 deg.C) for the diurnal emission test. EPA's handling
of fuel temperatures for the diurnal emission test, described above, also
applies to the supplemental procedure. (The two-diurnal procedure is nearly
identical to that proposed by EPA in the January 1990 NPRM.)
  As discussed in Section III, adoption of the procedure described above
results from a desire expressed by all participants in this rulemaking to
have consistent federal and California test procedures, as well as to achieve
the statutory goals. EPA has worked with the CARB staff to design a procedure
based on the test that CARB adopted in August 1990, which was based in large
part on a procedure recommended by GM./6/,/7/ (CARB's test procedure, which
has not yet been implemented, is referred to in this document as CARB's
adopted test procedure.) EPA is adding the supplemental test sequence that
CARB proposed in March 1992./8/ This action does not incorporate the CARB
test procedure specifications in every detail, though it does so wherever
there is no compelling reason to do otherwise. For example, CARB's adopted
procedure involves different fuel volatility and ambient temperatures than
those required in this action. These and other differences between CARB's
adopted test and the procedure in this final rule are described in the Final
RIA.

NOTE /6/ Letter from Lisa Fior, GM, to Tad Wysor, EPA, March 26, 1990 (Docket
A-89-18, item IV-D-19).

NOTE /7/ CARB Mail-Out (R)92-10, March 3, 1992 (Docket A-89-18, item IV-D-
83).

NOTE /8/ CARB Mail-Out (R)92-13, March 6, 1992 (Docket A-89-18, item IV-D-
84).

  It should be noted that the Clean Air Act requires CARB to obtain a waiver
of federal preemption from EPA to implement its test. EPA has received a
waiver request from CARB regarding its August 1990 test procedure. This
waiver request is under evaluation by EPA according to the criteria set forth
in section 209 of the Clean Air Act.
  Two evaporative emission standards must be met for a vehicle to pass the
three-diurnal evaporative emission test. First, a vehicle must emit no more
than a total of 2 grams of hydrocarbon (or, in the case of methanol-fueled
vehicles, hydrocarbon and methanol), measured during the 24-hour cycle with
the highest emissions from the diurnal emission test, plus that measured
during the one-hour hot soak test. Second, the vehicle must meet a running
loss test standard of 0.05 g/mi (0.03 g/km) (these standards were proposed in
the January 1990 NPRM and at the January 1992 public workshop). These
standards apply to light-duty vehicles. Light-duty trucks must meet the same
standards, except that light-duty trucks of gross vehicle weight rating
(GVWR) between 6,000 and 8,500 pounds (2,700 to 3,900 kg) which have nominal
fuel tank sizes of 30 gallons (110 liters) or more are subject to a relaxed
diurnal/hot soak standard of 2.5 grams. This relaxed standard results from
EPA's analysis of comments on the proposals and is considered to be a
reasonable extension of EPA's approach to applying slightly higher
evaporative emission standards to larger vehicles, as discussed in the Final
RIA. Heavy-duty vehicle standards are discussed in the subsection below.
  The light-duty standard for the supplemental two-diurnal procedure is 2.5
grams for emissions measured during the 24-hour diurnal cycle with the
highest emissions, plus emissions measured during the moderate-temperature,
one-hour hot soak. Again, a 0.5 relaxation of the standard, to 3.0 grams,
applies to light-duty trucks of GVWR between 6,000 and 8,500 pounds (2,700 to
3,900 kg) which have nominal fuel tank sizes of 30 gallons (110 liters) or
more. As discussed in the Final RIA, manufacturers requested these relaxed
supplemental test standards (compared to the corresponding standards for the
three-diurnal test) to help ensure that the supplemental test does not
introduce a net increase in stringency. EPA does not believe that these
relaxed standards will compromise in-use control because manufacturers must
also design vehicles to meet the lower standards for the full three-diurnal
test, and because EPA testing can be done using either procedure.
  All evaporative standards apply equally for all altitudes. EPA removed
separate standards for high-altitude testing, starting with 1995 model year
vehicles, as part of the action to implement Tier 1 exhaust emission
standards (56 FR 25724, June 5, 1991). This action does not, however, affect
EPA's current policy of allowing an engineering evaluation, in lieu of test
data, to demonstrate compliance with high-altitude requirements.
  Evaporative emission measurements, and the associated standards, include
both fuel and nonfuel emissions, consistent with established Agency policy
(41 FR 35626, August 23, 1976). Because the levels of the standard already
account for the possibility of nonfuel background emissions, any attempt to
separate fuel and nonfuel emissions would be inappropriate. These standards
apply equally to vehicle certification and recall testing. The Final RIA
includes a detailed discussion of this issue. The measurement of exhaust
emissions occurs during the running of the test procedure being promulgated
in this final rule and, of course, applicable exhaust emission standards must
be met.
  In addition to the above test requirements, EPA is requiring that all fuel
vapor generated during in-use operation be routed exclusively to the
evaporative canister or the engine to prevent vapor venting under any
foreseeable in-use conditions (proposed in the January 1990 NPRM and at the
January 1992 public workshop). The requirement does allow for exceptions in
emergency situations and does not include vehicle refueling.

B. Heavy-Duty Vehicles and Engines

  In this action, EPA is also promulgating revised regulations for testing
heavy-duty vehicles and heavy-duty engines. The revised test for heavy-duty
vehicles is the same as that for light-duty vehicles, except that the driving
sequence for the running loss test consists of three consecutive heavy-duty
UDDS cycles, in order to reflect the different driving patterns of heavy-duty
vehicles. The heavy-duty UDDS cycle includes adequate low-speed driving so
that a separate cycle like the NYCC is not needed for heavy-duty testing.
  The testing of heavy-duty engines, which occurs without a vehicle chassis
or body, obviously cannot make full use of the vehicle test procedure.
However, the heavy-duty engine test for exhaust emissions now requires that
the test engine be equipped with a loaded evaporative canister, ensuring that
exhaust emissions will not increase due to canister purge. Engine
manufacturers must test with one or more canisters representing the largest
capacity expected for the range of applications for each engine. Heavy heavy-
duty vehicles not subject to vehicle testing for evaporative emissions will
be expected to demonstrate a sufficient level of purge during engine testing.
  The standard for the three-diurnal evaporative emission test for heavy-duty
vehicles has the same form as the standard for light-duty vehicles, but has a
numerical value of 3 grams for vehicles with GVWR up to 14,000 pounds (6,400
kg), and 4 grams for heavier vehicles, consistent with the regulations being
replaced by this action. For the two-diurnal procedure, the standards are set
at 3.5 and 4.5 grams, respectively, consistent with the approach taken for
light-duty vehicle testing, discussed above. The running loss standard of
0.05 g/mi (0.03 g/km) applies to all heavy-duty vehicles.

C. Liability Periods

  In this action, EPA is promulgating revisions to the useful life and recall
and warranty periods for evaporative emission controls, to incorporate
liability periods specified by the amended Clean Air Act. EPA indicated at
the time of the January 1992 workshop that it would conform its rules to the
statute and received no comments. The following changes to liability periods
apply to any vehicles subject to the new evaporative test requirements.
  For new light-duty vehicles, evaporative emission controls must have useful
lives of 10 years or 100,000 miles (160,000 km) (or the equivalent), with
recall testing allowed up to 7 years or 75,000 miles (120,000 km) (or the
equivalent), whichever occurs first (Clean Air Act section 202(d)(1); 42
U.S.C. 7521(d)(1)). Pursuant to section 207(i), existing designs for
evaporative emission controls are not "specified major emission control
components," because they cost less than $200. Therefore, unless more
expensive components are utilized, manufacturers need only warrant them for 2
years or 24,000 miles (39,000 km) (or the equivalent), whichever occurs
first. If, at some time in the future, the Administrator should determine
that the evaporative emission controls are "specified major emission control
components," manufacturers must warrant them for 8 years or 80,000 miles
(130,000 km) (or the equivalent), whichever occurs first (Clean Air Act
section 207(i)(2); 42 U.S.C. 7541(i)(2)).
  For light light-duty trucks with loaded vehicle weight up to 3,750 pounds
(1,700 kg), the defined useful life is decreased from 11 years or 120,000
miles (190,000 km) to 10 years, or 100,000 miles (160,000 km) (or the
equivalent), whichever occurs first (Clean Air Act section 202(d)(1); 42
U.S.C. 7521(d)(1)). All other light-duty trucks retain a useful life
requirement of 11 years or 120,000 miles (190,000 km) (or the equivalent),
whichever occurs first. This change is consistent with the Agency's action to
implement Tier 1 exhaust emission standards (56 FR 25724, June 5, 1991).
  The only change in liability periods for manufacturers of heavy-duty
gasoline-fueled vehicles is an increase in the useful life from 8 to 10 years
(or the existing requirement of 110,000 miles (180,000 km), or the
equivalent) for those vehicles (Clean Air Act section 202(d)(2); 42 U.S.C.
7521(d)(2)).

D. Spitback

  This action institutes a vehicle test to ensure that no spitback occurs
when a gasoline- or methanol-fueled vehicle is fueled at a rate of up to 10
gallons (37.9 liters) per minute. The spitback test consists of draining the
vehicle's fuel tank, filling the tank to 10 percent of its nominal capacity,
operating the vehicle over one UDDS, and promptly refueling the vehicle to at
least 95 percent of capacity at 10 gallons (37.9 liters) per minute. Spitback
emissions are measured by determining the mass of liquid fuel trapped in a
plastic bag placed around the dispensing nozzle during the refueling event. A
vehicle may not release more than one gram of liquid emissions. One gram of
measured emissions is considered to be a clear indicator that appreciable
spitback is occurring. The small air quality benefit potentially derived from
adopting a tighter standard would not justify the extra precautions and
complexity needed to conduct a more precise measurement.
  Heavy-duty vehicles over 14,000 pounds (6,400 kg) GVWR are typically
designed with filler necks so short that fuel can be dispensed directly into
the fuel tank. These vehicles would therefore not be expected to experience
spitback and are exempt from spitback test requirements.
  Also, to ensure that the resulting vehicle designs will be effective under
in-use conditions, EPA is limiting in-use dispensing rates to a maximum rate
of 10 gallons (37.9 liters) per minute. This action ensures that emissions
from spitback will not occur in use, and thus will not contribute to air
pollution capable of endangering public health or welfare within the meaning
of Clean Air Act section 211(c). The limit applies to all retailers' and
wholesale purchaser-consumers' fuel pumps for gasoline or methanol, except
those dedicated to servicing heavy-duty vehicles.
  In addition to achieving an environmental benefit, the control of spitback
emissions through the combination of in-use dispensing rate limits and
vehicle testing will have a number of secondary societal impacts, both
negative and positive. On the negative side, some refuelings currently
performed at higher dispensing rates will take slightly longer. A vehicle
owner who currently fills a 16-gallon (61-liter) tank from empty at the
maximum rate of 13 gallons (49 liters) per minute, once a week, would spend
an additional 22 seconds a week refueling at the lower rate. However, most
refuelings are carried out at less than 10 gallons (37.9 liters) per minute
and, of those that are not, it is expected that only a small portion occur at
rates as high as 13 gallons (49 liters) per minute.
  Spitback control should shorten refueling times in three ways, however.
These reductions will offset the increase in refueling time described above.
First of all, Exxon found that 20 percent of the customers at high volume
locations refuel at less-than-full flow rates because of concern over
spitback./9/ This dispensing is likely performed manually and cautiously. It
is reasonable to expect that essentially all of these customers will switch
to full flow rate refueling when the spitback concern has been eliminated.
Secondly, testing done by EPA on a representative sample of vehicles found
that most vehicles exhibit spitback at fuel dispensing rates over 10 gallons
(37.9 liters) per minute./10/ Thus, the majority of service station owners
who depend on return customers have an incentive to keep flow rates below
this level to minimize customer complaints. Vehicles designed to preclude
spitback at 10 gallons (37.9 liters) per minute will eliminate uncertainty
for these service station owners and prompt an increase in dispensing rates
to the full 10 gallons (37.9 liters) per minute. Finally, the spitback test
procedure will likely result in vehicle designs that are not prone to
premature pump shutoff, due to the potential for spitback from premature
shutoffs during the test. By eliminating the time wasted by premature
shutoffs, this change will also tend toward faster refuelings overall.

NOTE /9/ Letter from Harry T. Gibson, Exxon Company, to EPA Air Docket, June
4, 1990 (Docket A-89-18, item IV-D-28).

NOTE /10/ "Application of Onboard Refueling Emission Control System to a 1988
Ford Taurus Vehicle," EPA technical report, EPA-AA-SDSB-91-06, Tables 6 and
7, (Docket A-87-11, item IV-A-6).

  Additional benefits are expected from a reduction in the safety hazard
caused by fires involving spilled gasoline, and from a reduction in the
health hazard caused by breathing gasoline vapors. Furthermore, the
inconvenience and cleaning costs resulting from fuel spilling on clothing
will be largely eliminated.
  EPA does not believe that requiring vehicle spitback controls without
concurrently adopting a dispensing rate limit is a viable option because it
would not achieve the desired environmental benefit. In the absence of
dispensing rate regulation, dispensing rates appear to depend on a station
operator's interest in serving customers quickly, but without excessive
complaints due to spitback. Vehicle designs which eliminate spitback at
dispensing rates of up to 10 gallon (37.9 liters) per minute would be likely
to inadvertently encourage higher dispensing rates, because station operators
would be likely to set flow rates that result in the same complaint frequency
they previously found acceptable. Thus spitback emissions would continue at
about the same levels. Even if one were to conclude that this produces a net
benefit to society from faster refuelings, EPA could not justify such action
without an environmental benefit.

E. Lead Time

  Section 202(k) of the amended Clean Air Act, in directing EPA to promulgate
new regulations to control evaporative emissions from all gasoline-fueled
motor vehicles, provides that "the regulations shall take effect as
expeditiously as possible." The new evaporative test procedure is also being
adopted for methanol-fueled vehicles, including flexible-fueled vehicles,
pursuant to section 202(a) of the Act, which requires EPA to provide lead
time as "necessary to permit the development and application of the requisite
technology, giving appropriate consideration to the cost of compliance within
such period." Moreover, for heavy-duty methanol-fueled vehicles, section
202(a)(3)(C) also applies; this paragraph provides for a minimum of four
years lead time for the implementation of new heavy-duty vehicle and engine
standards being promulgated pursuant to section 202(a).
  Based on EPA's assessment of lead time requirements under these statutory
provisions, discussed in detail in the Final RIA for this rule, the test
procedures in this action will be phased in for gasoline-fueled light-duty
vehicles, light-duty trucks, and heavy-duty vehicles and engines according to
the schedule in Table 1. This implementation schedule will also apply to
methanol-fueled light-duty vehicles and light-duty trucks. Testing with the
new procedures will apply to a manufacturer's production of methanol-fueled
heavy-duty vehicles and engines starting in model year 1998. These vehicles
may be averaged in with other vehicles produced by the manufacturer to
demonstrate compliance with the 90 percent requirement for the 1998 model
year.

                      Table 1.--Implementation Schedule

                              Model  Percent of
                              year   production

                              1996           20
                              1997           40
                              1998           90
                              1999          100

  EPA's approach to administering the phase-in will be consistent with that
of the Tier 1 exhaust emission standards (56 FR 25724, June 5, 1991).
Percentage requirements are applied to a manufacturer's actual sales, or to
production figures if manufacturers demonstrate that sales and production
figures are equivalent.
  Manufacturers may combine light-duty vehicle, light-duty truck, and heavy-
duty vehicle and engine families to demonstrate compliance with the phase-in
requirements. Providing this flexibility will not significantly affect
emission reductions because light-duty vehicles and light-duty trucks have
fairly similar operating and evaporative control system design
characteristics, and gasoline-fueled heavy-duty vehicles comprise only a
small portion of affected manufacturers' production volume. In addition,
manufacturers may combine methanol-fueled vehicle and engine families with
gasoline-fueled vehicle and engine families to demonstrate compliance. Small-
volume manufacturers (10,000 annual units or less) may delay certification
under the revised test until the 1999 model year for all of their vehicles.
  The limitation on dispensing rates to 10 gallons (37.9 liters) per minute
becomes effective January 1, 1996 for retailers or wholesale purchaser-
consumers that handle over 10,000 gallons (38,000 liters) per month. For
those with a lower volume, the dispensing limitation becomes effective
January 1, 1998. For those nozzles that will need modification, the high
turnover rate of nozzles and the minimal cost of the change ensure a
negligible economic impact on the industry.

F. In-use Performance

  The control of evaporative emissions is highly dependent on vehicle
operating and environmental factors such as vehicle speed and ambient
temperature. EPA recognizes, therefore, that simply passing a test procedure
cannot always ensure vehicle designs that achieve good control under the in-
use conditions being targeted by the Clean Air Act. Put another way, although
EPA believes that the test adopted in this final rule reasonably fulfills the
statutory goals, the test alone cannot be expected to yield invariable
effectiveness in use.
  EPA is not expecting that manufacturers will intentionally design vehicles
that pass the test, but fail to perform well in use. However, in order to
best meet the statutory requirement for control under ozone-prone summertime
conditions, the Agency will, if necessary, make full use of existing
regulations against defeat devices. Thus, EPA may deny certification upon
determination that a particular evaporative control system design constitutes
a defeat device (40 CFR 86.094-16)./11/ EPA could also invoke the defeat
device regulations in selective enforcement audit (SEA) and recall testing.

NOTE /11/ "Prohibition of Use of Emission Control Defeat Devices," MSPC
Advisory Circular No. 24, December 11, 1972.

  A defeat device is defined in 40 CFR 86.094-2 as:

  An auxiliary emission control device (AECD) that reduces the effectiveness
of the emission control system under conditions which may reasonably be
expected to be encountered in normal vehicle operation and use, unless (1)
such conditions are substantially included in the Federal emission test
procedure; (2) the need for the AECD is justified in terms of protecting the
vehicle against damage or accident; or (3) the AECD does not go beyond the
requirements of engine starting.

  An AECD is defined as:

  Any element of design which senses temperature, vehicle speed, engine RPM,
transmission gear, manifold vacuum, or any other parameter for the purpose of
activating, modulating, delaying, or deactivating the operation of any part
of the emission control system.

  An element of design is defined as:

  Any control system (i.e., computer software, electronic control system,
emission control system, computer logic), and/or control system calibrations,
and/or the results of systems interaction, and/or hardware items on a motor
vehicle or motor vehicle engine.

  The following discussion provides examples of potential defeat devices
related to compliance with evaporative emission standards.
  EPA's main concern is that some purge strategies used to pass emission
tests may be ineffective over a wide range of in-use driving patterns. To
help preclude this, the Agency plans to evaluate purge strategies in the
certification process to identify vehicle designs that, though capable of
passing emission tests, may not function effectively in use. This would
include designs that substantially delay purging after the start of closed-
loop vehicle operation (or designs with purge increases after initiation so
slow as to virtually prolong the delay). Such vehicles, when operated in
short trip driving patterns frequently experienced in use, would probably not
achieve good control. Likewise, EPA would examine designs which delay closed-
loop operation beyond a reasonable initial warm-up period of two minutes or
so. Designs that purge intermittently without justification would also be
considered potential defeat devices.
  EPA also will consider to be defeat devices those designs that purge at
substantially higher rates during high-speed operation than during low-speed
operation, such that they primarily depend on the high-speed purge to pass
emission tests. Even if such designs do pass the test, they would produce
potentially high evaporative emissions if designed to purge substantially
less during typical nonfreeway urban driving than during the evaporative
emission test on average. Also, designs that shut purge off at any time for
other than safety reasons would be closely examined by EPA for possible
classification as defeat devices.
  Finally, since the generation of vapors from the fuel tank increases at
higher temperatures, no vehicle should experience less aggressive purging of
the evaporative canister with increasing ambient temperatures. Similarly, any
technique used to limit fuel tank temperatures during driving should not be
less effective with higher temperatures. For example, if a vehicle's
recirculating fuel can be cooled by the vehicle's air conditioner components,
it should not be designed to bypass the air conditioner beyond some maximum
temperature.

G. Certification Testing

  This action does not change the overall certification process.
Manufacturers must demonstrate compliance with emission standards before EPA
issues certificates. Manufacturers test light-duty emission-data vehicles
(EDVs) at their facilities, and submit test data to EPA for possible
certification confirmatory testing. Of course, the type of data and test
procedures used to generate test data will change with this action. The
following paragraphs summarize the Agency's certification and fuel economy
data requirements.
  For light-duty EDVs used in evaporative testing (evaporative EDVs), this
action requires manufacturers to submit data to EPA according to the
prescribed phase-in schedule for the full test procedure (three-diurnal
sequence), the supplemental procedure (two-diurnal sequence), and the
spitback test. For evaporative EDVs, exhaust emission data also must be
submitted for each evaporative test sequence to demonstrate compliance with
exhaust emission standards. If a vehicle model is subject to the new
evaporative testing requirements, any EDVs used in exhaust testing (exhaust
EDVs) representing that model must also be tested using canisters
preconditioned according to one of the methods described above. EPA may
perform certification confirmatory testing for exhaust emissions on those
vehicles using any of the canister preconditioning methods described above,
or, to reduce test burden, EPA may use the preconditioning specified in the
current test. Since the current test, with less initial loading of the
evaporative canister, has more lenient requirements than the new procedure,
continued use of the current test for this purpose does not affect
manufacturers' design requirements.
  This action does not change manufacturers' data submission requirements for
heavy-duty engines or heavy-duty vehicles. It will, however, require
manufacturers to perform exhaust emission tests using a loaded canister for
these vehicles and engines. This will require close cooperation between
vehicle manufacturers and engine manufacturers, since vehicle manufacturers
are responsible for meeting the phase-in schedule discussed above for both
exhaust and evaporative testing. Engine manufacturers should contact the EPA
Compliance Programs Branch if they are unable to determine when the new test
requirements apply to their engine models (see "For Further Information
Contact" above).
  This action does not directly impact fuel economy labeling, Corporate
Average Fuel Economy (CAFE), or gas guzzler data submission requirements.
Because the changes to the test procedure promulgated in this action may
affect fuel economy measurements, EPA will not require use of the new
procedure for fuel economy testing. Manufacturers may use either the
previously established Federal Test Procedure or the test procedure
established with this action to measure city fuel economy. EPA's
certification confirmatory testing on each fuel economy data vehicle will use
the same procedure that manufacturers use.
  Current regulations require that fuel economy data vehicles comply with
applicable exhaust emission standards (40 CFR 600.007-80(b)(4)). Compliance
with exhaust emission standards for fuel economy data vehicles may be
demonstrated with either the current test, or with the test procedures
promulgated in this final rule. In a future action, the Agency may require
that fuel economy and all emission testing be done with the test procedure
promulgated in this final rule.
  EPA reserves the right to conduct certification confirmatory testing on any
vehicle using any test procedure or test condition allowable under the
regulations. Further, EPA may truncate a test procedure after any emission
measurement, such as the measurement of exhaust, running loss, or hot soak
emissions. (Implicit in truncating testing in this way is the recognition
that portions of testing can yield valid data, even if the test sequence is
not run to the end, and similarly, that if a vehicle fails a part of EPA's
test, the test need not be run to completion for that result to be valid.)
Also, if EPA conducts the three-diurnal test sequence, emissions from the
running loss test need not be measured to continue with hot soak and diurnal
emission tests, provided that EPA meets all of the specifications of the
running loss test unrelated to emission measurement. Durability
demonstrations should be completed using the appropriate new test procedures
(i.e., evaporative vehicles run using both the two-diurnal and three-diurnal
test sequences and exhaust durability vehicles run with one consistent
canister preconditioning method for all tests on a vehicle). For vehicles
that have established durability data with the current test procedure (with
less canister preconditioning), EPA will evaluate requests for carryover of
exhaust deterioration factors on a case-by-case basis, consistent with
established policy.

H. In-use and Assembly Line Testing

  This action also does not contain any major changes to the Agency's
practices for in-use or assembly line testing. EPA tests newly assembled
vehicles and heavy-duty engines at manufacturing facilities in a selective
enforcement audit. EPA tests vehicles and heavy-duty engines from the in-use
fleet for the recall program.
  In the SEA program, EPA will evaluate exhaust emissions, using either the
current test procedure or the test procedures in this final rule, for light-
duty vehicles, light-duty trucks, and heavy-duty engines. SEA testing
involves no measurement of evaporative emissions, consistent with current
policy, due to the concern that nonfuel background emissions from new
vehicles will interfere with the evaporative emission measurement. EPA may
specify the test procedure and corresponding canister preconditioning method
to be used when testing exhaust emissions from SEA vehicles or engines. EPA
may require SEA testing of heavy-duty engines with a loaded canister of any
size that may be reasonably expected to be installed in in-use applications.
Additionally, EPA may require that spitback testing be performed on SEA
vehicles which are subject to the spitback requirements.
  In the recall testing program, all test requirements for certification will
apply. Specifically, EPA may test light-duty vehicles, light-duty trucks, or
heavy-duty vehicles for evaporative emissions with the full three-diurnal
test sequence or the supplemental two-diurnal test sequence. The Agency
expects, however, to depend primarily on the two-diurnal sequence to test in-
use vehicles for evaporative emissions, because it provides an adequate
evaluation of system performance with a much smaller burden on Agency
resources. Vehicles must meet exhaust emission standards when tested with
either test sequence for evaporative emissions. As in certification, EPA may
truncate a test procedure after any emission measurement, such as the
measurement of exhaust, running loss, or hot soak emissions. As noted above,
there is no valid technical reason not to use data from completed portions of
the test, provided the test is conducted properly up to that point. Also, if
EPA conducts the three-diurnal test sequence, EPA reserves the right to
measure evaporative emissions only from the hot soak and diurnal emission
tests, and not from the running loss test, provided that EPA meets all the
specifications of the running loss test unrelated to emission measurement.
Invalidation of an evaporative emission measurement will not necessarily
result in invalidation of exhaust emission measurement, and vice versa
(provided all specifications related to the valid measurement are met). EPA
may also conduct recall testing for vehicle spitback.
  Recall testing for exhaust emissions will also be consistent with
certification requirements. EPA may test any light-duty vehicles, light-duty
trucks, or heavy-duty engines for exhaust emissions, using any of the
preconditioning procedures described above. EPA may also test vehicles for
exhaust emissions using the current procedure, which utilizes a one-hour heat
build to load the evaporative canister before the exhaust emission test; this
represents a more lenient test requirement, as described above, and provides
more flexibility for Agency testing without compromising the test's value.
Finally, EPA expects to test gasoline- or methanol-fueled heavy-duty engines
with evaporative canisters that have been loaded with butane or fuel vapors.
  EPA expects to use the vehicle or engine data submitted by manufacturers
(during certification) throughout the vehicle's useful life, i.e., in all
testing for certification, SEA, and recall. Thus, EPA expects to use fuel
temperature profiles submitted by manufacturers at certification for the
whole life of the vehicle, unless EPA develops its own profile for a test
vehicle. Similarly, EPA expects to use the canister working capacities
submitted by manufacturers (during certification) to determine the
appropriate canister loading for certification, SEA, and recall testing,
unless EPA separately determines a canister's working capacity.
  The Agency may measure running losses with the point-source or the
enclosure method, but expects to depend primarily on the enclosure method
when using the three-diurnal test for recall programs. As explained in the
Final RIA, this method is better able to measure any emissions from
unexpected sources in the vehicle.
  EPA will in all cases discontinue the current practice of performing
additional vehicle preconditioning before conducting an initial test for
recall. Manufacturers requested the additional preconditioning to correct for
excessively loaded in-use canisters, caused by unusual vehicle usage, or by
in-use fuels with much higher volatility than that of test fuels. This rule
specifies that the evaporative canister start the test in a fully loaded
condition. Also, EPA's action to control in-use fuel volatility should
minimize the possibility that in-use fuels would cause any unrepresentative
loading of the evaporative canister (55 FR 23658, June 11, 1990).
  Manufacturers have expressed concerns that use of oxygenated fuels prior to
testing may increase the permeability of some fuel system components, or
otherwise increase evaporative emissions. However, gasoline containing
oxygenated compounds is commercially available for in-use vehicles, several
blends either having been found "substantially similar" or having been
granted waivers under section 211 of the Clean Air Act. Operation of in-use
vehicles with these legal fuels cannot be considered improper maintenance or
use. While EPA will continue to use the specified test fuel during compliance
testing (including certification, SEA, and recall), manufacturers should take
into account any effect on evaporative emissions resulting from the use of
legally available fuels through appropriate material selection and component
or vehicle design, so that properly used and maintained in-use vehicles will
meet emission standards. Moreover, past use of illegal fuels would not, in
itself, be adequate cause to invalidate a test. Manufacturers must
demonstrate that illegal fuels had a lasting effect on a test vehicle's
emission performance. For example, if a vehicle were fueled with gasoline
exceeding volatility standards prior to procurement for testing, that vehicle
would not be exempt from testing.

III. Public Participation

  EPA has benefitted from extensive public participation throughout this
rulemaking. Comments from participants have led to major revisions in EPA's
proposed test procedures. EPA has fully considered all of the comments and
has modified the proposed procedures to reflect many of the suggestions
received. The following discussion focuses on the key issues: The method of
conducting diurnal heat builds and the sequencing of test segments. For a
thorough treatment of other issues raised by commenters, the reader is
referred to past notices published in the Federal Register, referenced in
section I, and to the Final RIA available in Docket A-89-18.

A. Diurnal Emission Test

  The generation of vapors from diurnal heating is a straightforward
phenomenon that can be simulated for laboratory testing. When a vehicle is
not driven but is exposed to outdoor conditions, its fuel temperature follows
daily ambient temperatures. The increase in fuel temperature causes
evaporation of liquid fuel, driving fuel vapors from the tank. The current
test method, a rapid, direct heating of the fuel from an initial to a final
temperature, is a simple procedure that simulates the actual diurnal heat
build. Over the course of the rulemaking the Agency has considered various
changes that would not only make the test more representative of actual
conditions, but also increase the sophistication of the simulation.

EPA Proposal

  In the January 1990 NPRM, EPA proposed to conduct heat builds with the
conventional method of directly heating the fuel tank. The test procedure
that EPA proposed at the time of the January 1992 workshop included the new
diurnal test method advocated by GM and adopted by CARB, in which the whole
test vehicle would be exposed to ambient temperatures cycled in three 24-hour
periods ("real time").

Summary of Comments

  GM promoted its method of slowly heating the whole vehicle primarily as a
better way of duplicating a vehicle's outdoor experience, thereby improving
the accuracy and repeatability of test results. Other automakers largely
agreed with GM. Achieving harmony with CARB, which adopted the real time
method, was also cited by these commenters as a reason for using real time
testing.

Analysis of Comments

  The Agency is adopting the approach recommended by industry, although EPA
believes that full 24-hour temperature cycling may not be necessary for an
effective diurnal emission test. Conducting the diurnal emission test either
by directly heating the fuel tank in one or two hours, or by exposing the
vehicle to an accelerated temperature-cycling process, would be adequate to
prompt the changes in vehicle designs necessary to improve in-use
performance. In contrast, real time testing for diurnal emissions is more
complex and facility-intensive, and would likely yield no substantial
additional improvement in vehicle design above that achieved by directly
heating the fuel tank. On the other hand, the real time test is fully capable
of prompting the improved control of evaporative emissions desired by the
Agency and required by section 202(k) of the Clean Air Act. Also, any
possible emission sources that may not currently be identified would more
likely be measured and controlled with the real time test. EPA therefore has
no technical objection to real time testing for diurnal emissions. Based on
the broad support for this method and EPA's desire to achieve consistency
with CARB's test procedure (where that procedure satisfies the section 202(k)
requirement), EPA considers real time testing to be an acceptable method for
diurnal emission measurement.

B. Sequence of Test Segments

EPA Proposal

  The test sequence described in the December 1990 Federal Register notice
established the driving time between the canister loading and the diurnal
emission test at about 30 minutes, the amount driven during the exhaust
emission test (Figure 2). This test sequence involved canister loading just
before the exhaust emission test, which was in turn followed by the diurnal
emission test. A new running loss test was added at the end of the test
sequence, not affecting the driving time before the diurnal emission test.
  EPA's proposed test sequence was different than that finalized by CARB.
CARB's adopted procedure included a 70-minute running loss test between the
exhaust and diurnal emission tests, allowing a total of approximately 100
minutes of driving for vehicles to purge their canisters.

Summary of Comments

  Manufacturers objected to EPA's proposal, arguing primarily that the
proposed test sequence, compared to in-use driving patterns, represented a
rare and rather extreme scenario of vehicle operation. Manufacturers claimed
that because the specific drive-park sequence represented in the test would
so rarely happen in real driving, EPA's approach was invalid. They reinforced
their position with the observation that EPA's MOBILE model estimates that
vehicles from the in-use fleet average approximately 30 miles (48 km) of
driving per day, much more than the 11 miles (18 km) of driving for the
exhaust emission test./12/ Most auto manufacturers recommended that EPA adopt
CARB's test procedure.

NOTE /12/ The series of MOBILE models is used to characterize the emission
behavior of the in-use fleet and to estimate the effectiveness of various
control programs.

  After considering EPA's technical objections to its procedures, however,
CARB acknowledged that its procedure could lead to inadequate purge during
short trips. In a March 1992 letter, CARB thus stated,

   As written, the [CARB] procedure may not necessarily ensure adequate purge
during short trips, and canister saturation is a possibility. This could
occur even on a vehicle which would pass the ARB procedure. ARB and
Environmental Protection Agency (EPA) analyses have confirmed significant in-
use emissions benefits from requiring adequate purge during the exhaust
testing portion of the current test./13/

NOTE /13/ CARB Mail-Out (R)92-13, March 6, 1992 (Docket A-89-18, item IV-D-
84).

To address these concerns, CARB suggested in the same letter adding one of
two alternative methods to verify purge during the exhaust emission test. In
the first method, purge airflow would be measured and compared with a similar
measurement during the running loss test to verify a consistent purge rate.
In addition, the change in canister mass during the exhaust emission test
would be measured to ensure that approximately 70 percent of the canister's
working capacity before breakthrough had been made available. In the second
method, CARB would conduct a special test with two diurnal heat builds
directly following the exhaust emission test. CARB proposed that these
additional test requirements would apply to certification and, potentially,
in-use testing. In addition, CARB identified the possibility of adopting
EPA's proposed test sequence if its other proposed changes were found not to
be viable.
  Auto manufacturers had varying responses to CARB's proposed approaches.
Some argued that current language in EPA rules that prohibits defeat devices
would be effective in ensuring sufficient purge under CARB's adopted test.
These manufacturers suggested a requirement to state at certification that
they had employed no defeat devices in designing their purge strategy.
  Manufacturers opposed CARB's suggestion of weighing canisters during a test
run. They commented that such an operation could jeopardize the
repeatability, reliability, and validity of test results because of the need
to remove and handle components of a vehicle's emission control system.
  Commenters who did not object outright to the idea of a purge-verification
strategy generally supported the concept of measuring purge airflow. These
commenters noted that measuring purge airflow would be the least burdensome
strategy, and would give a direct measure of purge behavior. Various formulas
for specifying a purge requirement were discussed.
  Ford and Chrysler came forward with nearly identical approaches for a
potential compromise, consistent with CARB's proposed option for a special
two-diurnal test to ensure sufficient purge in short-trip driving
patterns./14/,/15/ Ford and Chrysler recommended that EPA finalize CARB's
adopted procedure, with minor modifications, for certification testing. For
recall testing, they suggested an abbreviated test, consisting of the
preconditioning and exhaust emission test, followed by a moderate-temperature
hot soak test, and two diurnal heat builds. Since Ford and Chrysler offered
no explanation of the differences for recall and certification testing, EPA
understands that they were merely responding to EPA's desire to adopt an
enforceable in-use test that would ensure adequate purge rates. The standard
for recall testing would be 2.5 grams for vehicles with fuel tank capacity
less than 30 gallons (110 liters), and would allow for exclusion of nonfuel
emissions. Vehicles with larger fuel tanks would be subject to a 3-gram
standard. No explanation of the basis for these relaxed standards was stated.

NOTE /14/ Letter from Gordon E. Allardyce, Chrysler Corporation, to Docket A-
89-18, March 23, 1992 (item IV-D-76).

NOTE /15/ Letter from Donald R. Buist, Ford Motor Company, to Richard D.
Wilson, EPA, March 27, 1992 (Docket A-89-18, item IV-D-77).

  GM opposed the use of any alternate emission measurement to verify
purge./16/ GM claimed that the alternate procedures under consideration would
overburden the industry and increase the severity of the full evaporative
test procedure. GM claimed, though without explanation, that an alternate
emission measurement, with the existing 2-gram standard, would increase the
overall purge requirement by 25 percent--with no air quality benefit.

NOTE /16/ Letter from Samuel A. Leonard, General Motors, to Richard D.
Wilson, EPA, March 23, 1992 (Docket A-89-18, item IV-D-78).

  Several commenters recommended a streamlined version of CARB's adopted
procedure to facilitate EPA's in-use testing (e.g., see GM's March 23, 1992
letter, page 11). Commenters suggested driving through the running loss test
without measuring evaporative emissions to avoid installation of
thermocouples and to prevent the need for running loss measurement
facilities. Significant fuel heating (and thus vapor generation) would be
prevented by holding ambient temperatures at 80 deg.F (26.7 deg.C) and
circulating air around the fuel tank.

Analysis of Comments

  After considering all of the comments, EPA still believes that CARB's
adopted test procedure, by allowing 100 minutes of driving time to purge the
evaporative canister, does not ensure effective emission control. Most
importantly, the majority of the driving time, and therefore purging time, in
CARB's test occurs when there is no measurement of exhaust emissions. Vapors
purged from the canister during the running loss test could simply pass
unburned out the vehicle's tailpipe as exhaust emissions, without detection.
CARB's test sequence thus gives manufacturers an important incentive to
minimize the amount of purge during the early part of the test's driving
time, when exhaust emissions are measured. An inadequate purge requirement
would result in reduced evaporative control effectiveness for vehicles
experiencing mostly short trips, and could also cause increased exhaust
emissions in use, compared to current vehicles.
  In addition, CARB's adopted procedure would be very difficult to use as the
exclusive test for in-use enforcement for three reasons. First, CARB's
adopted procedure would require that a full running loss test be conducted
before every diurnal emission test. EPA believes that the diurnal emission
test is of primary importance in verifying the key parameters of canister
purge and storage capacity. EPA expects that the resource-intensive running
loss test can be reserved for vehicle designs with higher vapor loads to the
engine, such as those with high fuel temperatures during driving. CARB's
adopted test would remove this flexibility, and would require a greater
investment in running loss facilities, significantly increasing the cost and
effort of testing. Second, some of CARB's running loss test specifications
are very difficult to maintain, increasing the likelihood of invalid tests.
This would also apply to certification confirmatory testing. Third, in-use
vehicles would likely need to have fuel tanks removed for installation of
thermocouples for the running loss test. Thermocouple installation is a time-
consuming procedure, and may call into question the validity of test results
if installation affects the integrity of the vehicle's emission control
system.
  EPA believes that its proposed test, with three diurnal heat builds
following the exhaust emission test, is a feasible requirement that would
achieve good in-use control. EPA has evaluated the emission benefits of its
proposed test sequence relative to CARB's (described further in Section V
below). This evaluation is described in a draft technical report and was the
subject of the January 1992 public workshop./17/ The draft report concluded
(as noted above) that CARB's test had so much driving time before the diurnal
emission test that manufacturers could substantially delay purging.

NOTE /17/ "Emission Evaluation of the GM Real Time Evaporative Test
Procedure," draft EPA report by Julie Hayden, September 25, 1991 (Docket A-
89-18, item III-B-2).

  Refinements made to the analysis, documented in the Final RIA for this
rule, only reinforce that concern. If vehicles designed for CARB's adopted
test delay purging, in-use emissions may actually increase from current
levels, contrary to the requirements of Clean Air Act section 202(k) (or
section 202(a) for methanol-fueled vehicles). The analysis shows that these
vehicles would perform poorly in use, because many in-use driving patterns
involve short trips with less driving time than is present in CARB's adopted
test procedure. In comparison, the analysis shows that vehicles designed to
pass EPA's proposed test sequence with three diurnal heat builds would almost
completely control emissions for a wide range of in-use driving patterns.
  EPA has, however, made a concerted effort to achieve common test
requirements for federal and California-only vehicles, within the constraints
of its legal obligation under section 202(k) of the Act. EPA has considered
possible modifications to the CARB procedure to ensure effective in-use
emission control, while addressing manufacturers' expressed concerns about
the relative stringency and associated costs of test options, and the
desirability of avoiding the expense and administrative complication of
maintaining different federal and California-only tests. The following
discussion evaluates the various proposed or suggested modifications to
CARB's test.
  Merely relying on existing requirements aimed at preventing defeat devices,
as suggested by some commenters, is insufficient to ensure adequate emission
control. Most participants, including CARB (particularly in its March 6, 1992
letter), have acknowledged that CARB's adopted test sequence allows
manufacturers flexibility that could result in poor in-use performance.
Defeat device regulations rely on a subjective evaluation of designs to
identify possible defeat devices. As much as possible, the test itself should
ensure effective in-use performance and so avoid the need for such subjective
inquiries. Moreover, this is the Agency's legal mandate under section 202(k).
  The various suggested improvements to CARB's adopted test sequence are also
not satisfactory. Measuring a change in canister mass during the exhaust
emission test is an inappropriate way to verify purge during short trips. Any
requirement for a change in canister mass would effectively be a design
standard, because it would dictate requirements for certain vehicle
components rather than demonstrating the vehicle's performance to an emission
standard. EPA strongly prefers performance standards over design standards
because design standards can unnecessarily constrain manufacturers' design
options, and may not be effective in improving in-use performance in that
they may not address possible unforeseen mechanisms by which emissions occur.
Also, the removal of a canister to determine its mass change would involve an
unnecessary intrusion into the control system, both before and after the
exhaust emission test.
  Measurement of purge airflow is also an inappropriate way to verify purge.
Requiring some specified distribution of purge in different driving
conditions would effectively be a design standard, and therefore not a
preferred alternative for the reasons just noted. Also, there is an enormous
degree of latitude in defining the criterion for acceptable purge
distribution, so that setting such a criterion would require a subjective
evaluation of what constitutes an optimum strategy, to the exclusion of other
reasonable strategies. The nature of design standards virtually ensures that
any such criterion would either be ineffective in ensuring in-use emission
control, or would unnecessarily restrict manufacturers' flexibility in
vehicle design, or both. EPA believes the goals of establishing an effective,
yet nonrestrictive purge flow criterion are irreconcilable, as evidenced by
the fact that CARB has been unable to reach an agreement with manufacturers.
Measurement of purge airflow may also require temporary, intrusive vehicle
modifications that could impact vehicle evaporative emissions and call into
question the test results.
  Manufacturers' suggestions to perform the running loss segment of the test
without measuring emissions, in order to increase testing capacity, does not
address EPA's primary concern: that manufacturers would minimize purge rates
during the exhaust emission test. In fact, removing the vapor generation
component from the running loss test by holding the vehicle and its fuel at
low nominal temperatures would only increase the incentive for manufacturers
to delay substantial purge until the running loss test.
  A special test measuring vehicle emissions from two diurnal heat builds
immediately after the exhaust emission test is the only suggested
modification to CARB's test procedure that addresses EPA's need for assurance
of adequate purge. This assurance comes from the fact that such a test
measures emissions following a relatively short amount of driving, as is
common in use. Measuring emissions is necessary to establish a performance
standard, and to prevent the need for any intrusive measurement of secondary
variables such as canister mass or purge airflow. A supplemental procedure
could verify sufficient purge for short trips without being more stringent
overall than the full three-diurnal test. Such a procedure would only change
the overall test requirements for vehicles that are indeed insufficiently
purging early in the test.
  In addition to verifying adequate purge, a supplemental test procedure is
also the best way of dealing with EPA's other concerns regarding CARB's test.
The simpler supplemental procedure measures the performance of vehicles'
evaporative emission controls with much lower resource requirements than the
full sequence. Also, the supplemental procedure can prevent the possibility
of a significant increase in exhaust emissions by ensuring that exhaust
emissions are measured while the canister is being purged.
  EPA thus considers the fundamental elements of the alternate procedure
suggested by CARB, and developed further in the Ford and Chrysler comments,
to be effective and reasonable. The approach taken in defining this procedure
helps to ensure that it does not introduce challenges to vehicle designers
beyond those already imposed by the three-diurnal test, except for ensuring
that vehicles can purge effectively to control evaporative emissions. For
example, eliminating a diurnal heat build, initially loading the evaporative
canister only to breakthrough, measuring a moderate-temperature hot soak, and
increasing the standard from 2 to 2.5 grams all contribute significantly to
making the supplemental procedure effective in its limited objective of
ensuring proper purge without requiring additional design modifications (such
as increased canister size). Also, EPA believes that the vehicle hardware
that would be needed to meet the test requirements proposed in EPA's January
1990 NPRM (e.g., canisters, purge valves) will be sufficient to meet the
requirements of the supplemental test.
  The supplemental test procedure would not in itself provide assurance that
a vehicle could meet all requirements of the longer three-diurnal test. For
example, there is no measurement of running losses and the final diurnal heat
build is omitted in the supplemental test. Thus, the supplemental procedure
is not a replacement for the three-diurnal test. However, the opportunity for
EPA to run the longer test, in both confirmatory certification and in-use
testing, provides the necessary assurance that vehicle designs will achieve
optimum control.
  Because neither test sequence is sufficient in itself to demonstrate
adequate control of evaporative emissions, manufacturers would have to
perform certification testing using both sequences. Reserving the
supplemental test only for EPA's testing of in-use vehicles, as suggested by
Ford and Chrysler, would therefore be inappropriate. EPA recognizes that this
adds some testing burden to the certification process. However, the record
established in the docket for this rulemaking makes it amply clear that the
industry views consistency with CARB's requirements (with potential
implications for vehicle designs and costs) to be of more critical importance
than minimizing test burden for federal testing. A test based on the CARB
procedure, with the addition of the supplemental test, deals with
manufacturers' concerns and, because it allows EPA to meet statutory
requirements, is acceptable to EPA.
  In conclusion, CARB's test sequence, with the essential addition of the
supplemental test to verify adequate purge, is an acceptable procedure for
controlling evaporative emissions. There is also substantial consensus to use
this approach in achieving the statutory objectives, rather than using EPA's
proposal. Thus, unlike the previous EPA proposals, the basic elements of the
test procedure finalized in this action are supported by a segment of the
industry. CARB also views this approach favorably. The CARB staff has
expressed its willingness to recommend the adoption of this approach to the
Air Resources Board following action by EPA./18/ This should achieve the
consistency of regulations sought by all parties involved in this rulemaking,
and still achieve optimized control of evaporative emissions as required by
sections 202(k) and 202(a) of the Act.

NOTE /18/ Letter from Thomas Cackette, CARB, to Charles L. Gray, EPA,
September 15, 1992 (Docket A-89-18, item IV-D-88).

IV. Remaining In-use Concerns and Options for Further Action

  EPA is concerned about manufacturers' potential reliance on pressurized
fuel tanks to control evaporative emissions. In the January 1990 NPRM, EPA
proposed to remove fuel caps during the hot soak test to discourage the use
of high pressures in fuel tanks (55 FR 1914). Industry strongly opposed the
provision to remove the fuel cap. EPA has not yet determined the best way to
resolve this issue. Rather than delay current action, EPA is separating the
issue of pressurized fuel tanks for future study and possible action.
  More stringent exhaust and evaporative test requirements may increase the
incentive for manufacturers to use pressurized tanks to contain fuel vapors.
The pressure limit described in section II above prevents fuel emissions when
a vehicle's fuel cap is removed, but does not disallow high pressures.
Moreover, vehicles using pressurized systems may be more likely to fail with
age. Failure to hold pressure may be caused by a loss of integrity of fuel
caps, vapor lines, or several other fuel system components. High fuel tank
pressures could also be a safety hazard.
  Because failures result in such high emission rates, these vehicles could
dominate the fleet's contribution to the evaporative VOC emission inventory--
even as a minority of the in-use fleet. Test results from the inspection and
maintenance lane in Hammond, Indiana, obtained by Automotive Testing Labs
(ATL), show that about 15 percent of in-use vehicles do not hold
pressure./19/,NOTE /20/ Summer diurnal emissions for these vehicles would be
in the range of 20 to 30 grams per day (approximately 1 g/mi (0.6 g/km)
equivalent on average); running losses could reach as high as 10 g/mi (6 g/
km) (according to testing at ATL). In contrast, properly operating vehicles
should be emitting less than 0.25 g/mi (0.16 g/km) of exhaust emissions, and
0.05 g/mi (0.03 g/km) of running losses.

NOTE /19/ "I/M Costs, Benefits, and Impacts," EPA, November 1992, Appendix A,
pg 31 (Docket A-91-75, item V-B).

NOTE /20/ "Supplement A to AP-42 Volume II: Compilation of Mobile Source
Emission Factors," January 1991, NTIS Accession No. PB 91 167692, page H-10.

  To avoid these high emission rates, vehicles would need either to prevent
failures or to rely on low-pressure systems. Manufacturers could take steps
to increase the durability of in-use systems. Alternatively, manufacturers
could avoid a buildup of pressure in the fuel tank. An unpressurized system
could avoid high emission rates even if there were some loss of system
integrity, because the fuel vapors would have a very low-resistance path from
the fuel tank to the evaporative canister. Recall testing, inspection and
maintenance programs, and onboard diagnostics can also be expected to impact
this problem, but they deal primarily with finding and correcting such
vehicles after the problems occur.
  EPA intends to continue work on issues arising from this rulemaking by
holding a public workshop, to be announced in a future Federal Register
publication. The Agency intends to present specific proposals to deal with
the problems associated with pressurized fuel tanks. EPA may at that time
also deal with any other in-use concerns that have arisen since the initial
proposal.

V. Environmental and Economic Impacts

  EPA has done extensive modeling to evaluate the expected reductions in VOC
emissions associated with this rule. EPA has also quantified the costs and
calculated the cost-effectiveness involved in achieving the estimated
benefits. These analyses, described in detail in the Final RIA, are
summarized below.
  Throughout the development of this final rule, EPA's intent regarding
emission control performance and air quality improvements has been
consistent. There is no substantial change in EPA's estimates of the
environmental or economic impacts of this rule. The costs and benefits
described below, while responsive to comments received, do not represent any
fundamental change from previous estimates shared with the public.

A. Environmental Impact

  Baseline emission levels are estimated on a per-vehicle basis using
recently developed projections from MOBILE5. Projections are made for the
year 2020 in order to provide benefit predictions for a fully turned-over
fleet and to factor in other known trends, such as the effects of other new
Clean Air Act programs. These new programs include high-technology inspection
and maintenance and reformulated gasoline. Reformulated gasoline achieving a
25 percent overall VOC emission reduction standard is assumed to be used in
40 percent of the nation. This coverage level corresponds to the nine cities
specified in the Clean Air Act, all of California, several areas that are
likely to opt in to the Clean Air Act program, and some additional areas that
will be included due to the spillover of fuel distribution systems.
  As indicated in Table 2, the baseline evaporative emission level projected
in MOBILE5 for light-duty vehicles (LDVs) is 0.63 g/mi (0.39 g/km). The
corresponding projection for vehicles designed to meet the new evaporative
control requirements is 0.23 g/mi (0.14 g/km), a reduction of 0.40 g/mi (0.25
g/km). Emission estimates for light-duty trucks (LDTs) and heavy-duty
vehicles (HDVs) are also summarized in Table 2. Overall, MOBILE5 estimates
that average motor vehicle VOC emissions will be reduced from 1.67 g/mi (1.04
g/km) to 1.32 g/mi (0.82 g/km) as a result of the new evaporative test
procedure.

              Table 2.--Evaporative Emission Reductions in g/mi
                                    (g/km)

                                LDV          LDT          HDV

             Baseline       0.63 (0.39)  0.45 (0.28)  2.98 (1.85)
             Post-control   0.23 (0.14)  0.20 (0.12)  1.94 (1.21)
             Net reduction  0.40 (0.25)  0.25 (0.16)  1.04 (0.65)

  In terms of total VOC reductions, EPA estimates that implementation of the
new evaporative emission test procedure will result in emission reductions
from light-duty vehicles, light-duty trucks, and heavy-duty vehicles of
710,000, 240,000, and 170,000 metric tons of VOC, respectively, in calendar
year 2020. This is a total of 1,120,000 metric tons, representing a 20
percent reduction in the annual motor vehicle VOC emission inventory.
  In addition to the modeling performed with MOBILE5, EPA has done extensive
modeling of in-use evaporative emissions. The model, documented in the Final
RIA to this rule, uses a database of in-use driving patterns to estimate
evaporative emissions over a wide range of drive and park combinations. This
supplemental modeling recognizes that fleet-averaged driving patterns, such
as those inherent in the MOBILE5 methodology, may not provide a clear picture
of the emission contribution of the vehicles that experience atypical driving
patterns, such as those that make only short trips or that park for long
periods.
  The results of this modeling support EPA's position that vehicles designed
to CARB's adopted test could have very high in-use emissions if manufacturers
substantially delayed canister purging at the beginning of a trip. The
current results reinforce the findings of the modeling presented at the
January 1992 workshop. The modeling indicates that the addition of the
supplemental test sequence, as described above, provides assurance that
vehicles will be designed to perform well under in-use driving conditions. In
fact, the results show that the test procedure finalized in this action, by
protecting against excessive purge delays, will provide air quality benefits
very near those projected for the last EPA proposal.

B. Economic Impact

  Cost estimates from the January 1990 NPRM have been updated to reflect
modifications to test requirements, further technological developments, and
inflation. These changes are described in detail in the Final RIA for this
rule and are summarized below.
  Vehicles will require new or upgraded components to comply with the new
test requirements. Larger evaporative canisters are estimated to add about $3
to a light-duty vehicle's sale price, in 1992 dollars. Purge valves will be
larger and more complex ($1). Materials for nonmetallic components of the
fuel system will need improved resistance to fuel permeation ($1). Some
vehicle designs may need some modification to reduce fuel temperatures during
driving to reduce running losses. Auto manufacturers will incur additional
costs for research, testing, and capital investment in test facilities. Total
light-duty vehicle costs, in retail price equivalent, are estimated to
average $10 per vehicle. EPA expects similar changes for light-duty trucks
and heavy-duty vehicles, resulting in total per vehicle costs of $13, and
$11, respectively. The Agency views these costs as reasonable and further
believes that these costs will not impede the reasonable availability of
evaporative emission control technology, within the meaning of section 202(k)
of the Clean Air Act. The Agency also views these costs to be reasonable for
methanol-fueled vehicles for purposes of section 202(a) of the Act.
  Manufacturers have estimated the cost of compliance with the CARB
procedure, upon which the procedure in this final rule is based, to be
approximately $100 per vehicle. Only GM gave any justification for its
estimate, claiming the need for "a larger canister, running loss control by
thermal management techniques, and a 'smart purge' system." /21/ No other
detail was provided to justify this figure. GM said it would need more
hardware to meet the more stringent requirements of EPA's proposed procedure,
for a total cost of $200. This latter estimate is no longer relevant because
this action does not adopt EPA's proposed procedure. EPA believes the lower
estimate of $100 greatly overestimates costs. As described in the Final RIA
and summarized above, a limited number of components need fairly inexpensive
modification. Although manufacturers provided cost estimates differing
markedly from EPA's estimates (with little or no substantiation), EPA has
received little comment on its detailed analysis of the extent and cost of
the necessary vehicle modifications.

NOTE /21/ Letter from Samuel A. Leonard, General Motors, to Richard D.
Wilson, EPA, March 23, 1992 (Docket A-89-18, item IV-D-78).

  The increased cost to the consumer is offset by an increase in fuel
economy. Containing the evaporated fuel allows it to be burned in the engine
to power the vehicle. Total savings over the life of a vehicle, discounted to
the year of sale and expressed in 1992 dollars, are estimated to be $9, $5,
and $24 for light-duty vehicles, light-duty trucks, and heavy-duty vehicles,
respectively. This results in net costs to consumers of near zero over a
vehicle's lifetime, as summarized in Table 3.

                           Table 3.--Cost Summary

                   [Net present value in year of sale, in
                                1992 dollars]

                                           LDV  LDT  HDV

                     Cost to manufacturer   $8  $11   $9
                     Cost to consumer       10   13   11
                     Net Fuel savings        9    5   24
                     Net cost to consumer    1    8  -13

  Assuming that 10 to 15 million vehicles requiring improved evaporative
controls are sold per year, and conservatively using the light-duty truck
costs of $13 per vehicle, EPA estimates an annual total program cost of $130
to 200 million. This estimate does not include the offsetting fuel savings.

C. Cost-effectiveness

  Comparing benefits and costs yields an estimated overall cost-effectiveness
of this action. Future emission reductions are discounted at a ten percent
annual rate to calculate a vehicle's cumulative emission reductions in
present terms.
  The discounted lifetime total emission reductions are 26, 16, and 68 kg of
VOC for light-duty vehicles, light-duty trucks, and heavy-duty vehicles,
respectively. Dividing the consumer costs in Table 3 by benefits gives cost-
effectiveness figures of $380, $810, and $160 per metric ton for light-duty
vehicles, light-duty trucks, and heavy-duty vehicles, respectively, and an
overall weighted average cost-effectiveness (based on projected vehicle
registrations) of $500 per metric ton.
  These figures are conservative in that they do not factor in the cost
savings over the lifetime of the vehicle caused by improved fuel economy.
Applying these fuel consumption credits (Table 3) results in an overall cost-
effectiveness of $170 per metric ton.
  Even considering GM's cost estimate of $100 per vehicle, which was
insufficiently substantiated, the cost-effectiveness would be $3,800 per
metric ton for light-duty vehicles.

VI. Energy and Safety Issues

  The Clean Air Act also requires EPA to consider energy and safety factors
associated with the vehicle technology resulting from the enhanced test
procedure for evaporative emissions (Clean Air Act section 202(k) (42 U.S.C.
7521)).
  All the control measures described above promote conservation of energy,
since they reduce fuel loss from evaporation. By containing fuel vapors
inside the fuel system and burning them as fuel in the engine, vehicles will
be more fuel efficient. This conservation of fuel for the motor vehicle fleet
represents a net benefit to society and reinforces the justification for the
changes promulgated in this action.
  With respect to safety, the changes to test procedures promulgated by this
action do not require any fundamental change in vehicle design. EPA expects
vehicle manufacturers to upgrade their systems by increasing the size of
their evaporative canisters, by adjusting the strategy for purging vapors
from the canister, and by decreasing in-tank fuel temperatures. No data or
comments have been submitted to the public docket for this rulemaking (A-89-
18) suggesting negative impacts on safety as a result of the proposed action.
  As part of the rulemaking activity for onboard refueling vapor recovery
(EPA Docket A-87-11), various groups raised the concern that evaporative
emission controls on current vehicles carry some safety risk. However, when
questioned, auto representatives stated that removing current evaporative
control technologies would create more safety problems than currently
existed./22/

NOTE /22/ Transcript of public hearing held on September 26 and 27, 1991,
volume I, page 230 (Docket A-87-11, item IV-F-19).

  Furthermore, this rule adds tangible safety benefits, by preventing
spitback during refueling and reducing fuel tank temperatures during driving.

VII. Administrative Requirements

A. Administrative Designation and Regulatory Analysis

  The Administrator has determined that this action is a major regulation,
under the provisions of Executive Order 12291. Accordingly, EPA has completed
a Regulatory Impact Analysis of issues pertinent to this action. The analysis
is titled Final Regulatory Impact Analysis and Summary and Analysis of
Comments: Control of Vehicular Evaporative Emissions. The analysis is
available in Docket A-89-18 as item V-B-1; a limited number of individual
copies are also available through Mr. Alan Stout (see For Further Information
Contact above).
  This regulation was submitted to the Office of Management and Budget (OMB)
for review, as required by Executive Order 12291. Any written comments from
OMB and any EPA response to those comments are in the public docket for this
rulemaking.

B. Paperwork Reduction Act

  The information collection requirements in this rule (ICR number 783.24)
have been submitted for approval to the Office of Management and Budget under
the Paperwork Reduction Act, 44 U.S.C. 3501 et seq. These requirements are
not effective until OMB approves them and a technical amendment to that
effect is published in the Federal Register.
  The increased public reporting burden for this collection of information is
estimated to average 1,900 additional hours per manufacturer, including time
for reviewing instructions, searching existing data sources, gathering and
maintaining the data needed, and completing the collection of information.
  Send comments regarding the burden estimate or any other aspect of this
collection of information, including suggestions for reducing this burden to
Chief, Information Policy Branch; EPA, 401 M St., S.W. (PM-223-Y);
Washington, DC 20460; and to the Office of Information and Regulatory
Affairs, Office of Management and Budget, Washington, DC 20503, marked
"Attention: Desk Officer for EPA."

C. Regulatory Flexibility Act

  The Regulatory Flexibility Act requires federal agencies to identify
potentially adverse impacts of federal regulations upon small entities. In
instances where significant impacts are possible on a substantial number of
these entities, agencies are required to perform a Regulatory Flexibility
Analysis.
  EPA has determined that the test requirements for motor vehicles in this
final rule will not have a significant impact on a substantial number of
small entities. Small manufacturers have been granted a delayed phase-in of
test requirements.
  Many small entities must comply with the limitations on the in-use fuel
dispensing rate. The long lead time, especially for small-volume facilities,
is adequate to comply with the new requirement with the normal turnover of
dispensing nozzles. Compliance with this regulation will have a negligible
effect on most entities.
  Therefore, to meet the requirements of section 605 of the Regulatory
Flexibility Act 5 U.S.C. 601 et. seq., I certify that this regulation does
not have a significant adverse impact on a substantial number of small
entities.

VIII. Judicial Review

  Under section 307(b) of the Clean Air Act, EPA hereby finds that these
regulations are of national applicability. Accordingly, judicial review of
this action is available only by filing a petition for review in the United
States Court of Appeals for the District of Columbia Circuit within 60 days
of publication. Under section 307(b)(2) of the Act, the requirements that are
the subject of this notice may not be challenged later in judicial
proceedings brought by EPA to enforce these requirements.

List of Subjects

40 CFR Part 80

  Administrative practice and procedures, Air pollution control, Gasoline,
Motor vehicle pollution.

40 CFR Part 86

  Administrative practice and procedures, Air pollution control, Gasoline,
Incorporation by reference, Labeling, Motor vehicle pollution, Motor
vehicles, Reporting and recordkeeping requirements.

  Dated: January 20, 1993.

William K. Reilly,

Administrator.

Figures to Preamble

BILLING CODE 6560-50-P

                  Figure 1--Evaporative Emissions Test

           [INSERT: Flow diagram of evaporative emissions test]

      Figure 2--Basic Elements of CARB and EPA Proposed Sequences

              [INSERT: Flow diagram of proposed sequences]

BILLING CODE 6560-60-C

        Appendix to the Preamble--Table of Changes to Various Subparts

         Section                    Change                    Reason

 1. Authority, part 80     Updated                   Clean Air Act Amendments
                                                      of 1990.
 2. Sec. 80.22             Limit in-use gasoline     Prevents spitback for
                            dispensing rates to ten   in-use refueling.
                            gal/min
 3. Authority, part 86     Updated                   Clean Air Act Amendments
                                                      of 1990.
 3a. Part 86               Remove old sections       Obsolete.
 4. Sec. 86.1              Create new section to     Simplification of CFR
                            index documents           format.
                            incorporated by
                            reference in part 86
 5. Sec. 86.091-29         Revise to allow EPA to    Clean Air Act Amendments
                            truncate testing          of 1990.
 6. Sec. 86.095-35         Add requirement to        Do.
                            identify evap family on
                            label
 7. Sec. 86.096-2          Add definitions           Do.
 8. Sec. 86.096-7          Revised to reflect test   Do.
                            changes
 9. Sec. 86.096-8          Prohibit direct release   Do.
                            of fuel vapor into the
                            atmosphere during in-
                            use operations. Change
                            "fuel evaporative
                            emissions" in (b) to
                            "evaporative
                            emissions." Add
                            standard for running
                            loss and spitback
                            tests. Add standard for
                            supplemental
                            evaporative test
 10. Sec. 86.096-9         Prohibit direct release   Do.
                            of fuel vapor into the
                            atmosphere during in-
                            use operations. Change
                            "fuel evaporative
                            emissions" in (b) to
                            "evaporative
                            emissions." Add
                            standard for running
                            loss and spitback
                            tests. Add standard for
                            supplemental
                            evaporative test
 11. Sec. 86.096-10        Prohibit direct release   Do.
                            of fuel vapor into the
                            atmosphere during in-
                            use operations. Add
                            standard for running
                            loss and spitback
                            tests. Add standard for
                            supplemental
                            evaporative test
 12. Sec. 86.096-14        Require submission of     Do.
                            additional vehicle
                            parameters
 13. Sec. 86.096-21        Require submission of     Do.
                            additional vehicle
                            parameters
 14. Sec. 86.096-23        Revised to reflect test   Do.
                            changes
 15. Sec. 86.096-26        Revised to reflect the    Do.
                            use of evaporative
                            canisters for heavy-
                            duty engine testing
 16. Sec. 86.096-30        Revised to reflect test   Do.
                            changes
 17. Sec. 86.096-35        Revised to require        Do.
                            vehicle label to
                            identify the applicable
                            evaporative test during
                            the phase-in of new
                            test requirements
 17a.Sec. 86.097-9         Revised to reflect test   Do.
                            changes
 18. Sec. 86.098-23        Revised to reflect test   Do.
                            changes
 19. Sec. 86.099-8         Prohibit direct release   Do.
                            of fuel vapor into the
                            atmosphere during in-
                            use operations. Change
                            "fuel evaporative
                            emissions" in (b) to
                            "evaporative
                            emissions." Add
                            standard for running
                            loss and spitback
                            tests. Add standard for
                            supplemental
                            evaporative test
 20. Sec. 86.099-9         Prohibit direct release   Do.
                            of fuel vapor into the
                            atmosphere during in-
                            use operations. Change
                            "fuel evaporative
                            emissions" in (b) to
                            "evaporative
                            emissions." Add
                            standard for running
                            loss and spitback
                            tests. Add standard for
                            supplemental
                            evaporative test
 21. Sec. 86.099-10        Prohibit direct release   Do.
                            of fuel vapor into the
                            atmosphere during in-
                            use operations. Add
                            standard for running
                            loss and spitback
                            tests. Add standard for
                            supplemental
                            evaporative test
 22. Sec. 86.105           Revise to reflect test    Do.
                            changes
 23. Sec. 86.106-96        Delete restriction from   Do.
                            conducting exhaust-only
                            emission tests. Allow
                            evaporative testing
                            without exhaust
                            measurement. Add text
                            for canister-loading
                            equipment
 24. Sec. 86.107-96        Add specifications for    Do.
                            variable-temperature
                            diurnal enclosures and
                            running loss test
                            facilities
 25. Sec. 86.113-94        Change fuel RVP           Do.
                            specification for
                            evaporative emission
                            testing at high-
                            altitude
 26. Sec. 86.115-78        Specify the speed         Do.
                            tolerances for the
                            spitback test and the
                            procedure for
                            generating fuel
                            temperature profile.
                            Revise speed tolerances
                            to allow more
                            flexibility for outdoor
                            driving
 27. Sec. 86.117-96        Add calibration of        Do.
                            variable-temperature
                            diurnal enclosure and
                            running loss facilities
 28. Sec. 86.127-96        Update description of     Do.
                            evaporative emission
                            test
 29. Sec. 86.128-79        Allow transmission to be  Do.
                            in "neutral" during
                            extended idles
 30. Sec. 86.129-94        Add procedure to          Do.
                            determine fuel
                            temperature profile for
                            the running loss test
 31. Sec. 86.130-96        Revise flowchart of test  Do.
                            sequence
 32. Sec. 86.131-96        Add requirement to        Do.
                            repair leaks in the
                            exhaust system for
                            running loss testing.
                            Add step to prepare for
                            canister
                            preconditioning
 33. Sec. 86.132-96        Add canister              Do.
                            preconditioning after
                            initial drive
 34. Sec. 86.133-96        Delete heat build         Do.
                            immediately before
                            exhaust emission test.
                            Revise diurnal emission
                            test to include three
                            consecutive, high-
                            temperature diurnal
                            heat builds, with 24-
                            hour ambient
                            temperature cycling,
                            following running loss
                            test
 35. Sec. 86.134-96        Add running loss test     Do.
                            after exhaust emission
                            test, using either SHED
                            or point-source
                            measurement
 36. Sec. 86.136-90        Revise treatment of       Do.
                            restarting
 37. Sec. 86.137-96        Revise to reflect test    Do.
                            changes
 38. Sec. 86.138-90        Adjust time between       Do.
                            exhaust emission test
                            and start of hot soak
                            test
 39. Sec. 86.138-96        Move hot soak test after  Do.
                            new running loss test.
                            Change ambient
                            temperature to 95  deg.
                            F
 40. Sec. 86.143-96        Add calculations for      Do.
                            running loss test.
                            Revise calculations for
                            variable-temperature
                            enclosures
 41. Sec. 86.146-96        Add vehicle test for      Do.
                            spitback
 42. Sec. 86.608-90        Revise to reflect test    Do.
                            changes
 43. Sec. 86.609-84        Revise to reflect test    Do.
                            changes
 44. Sec. 86.610-84        Revise to reflect test    Do.
                            changes
 45. Table of contents,    Revise title to add       Do.
  subpart K                 heavy-duty vehicles
                            (for SEA spitback
                            testing)
 46. Sec. 86.1008-90       Revise to reflect test    Do.
                            changes
 47. Sec. 86.1009-84       Revise to reflect test    Do.
                            changes
 48. Sec. 86.1010-84       Revise to reflect test    Do.
                            changes
 49. Sec. 86.1205-90       Revise to reflect test    Do.
                            changes
 50. Sec. 86.1206-96       Revise to reflect test    Do.
                            changes
 51. Sec. 86.1207-96       Add specifications for    Do.
                            variable-temperature
                            diurnal enclosures and
                            running loss test
                            facilities
 52. Sec. 86.1215-85       Revise speed tolerances   Do.
                            to allow more
                            flexibility for outdoor
                            driving
 53. Sec. 86.1217-96       Add calibration of        Do.
                            variable-temperature
                            diurnal enclosure and
                            running loss facilities
 54. Sec. 86.1227-96       Update description of     Do.
                            evaporative emission
                            test
 55. Sec. 86.1229-85       Add procedure to          Do.
                            determine fuel
                            temperature profile for
                            the running loss test
 56. Sec. 86.1230-96       Revise flowchart of test  Do.
                            sequence
 57. Sec. 86.1231-96       Add requirement to        Do.
                            repair leaks in the
                            exhaust system for
                            running loss testing.
                            Add step to prepare for
                            canister
                            preconditioning
 58. Sec. 86.1232-96       Add canister              Do.
                            preconditioning after
                            initial drive
 59. Sec. 86.1233-96       Delete heat build         Do.
                            immediately before
                            exhaust emission test.
                            Revise diurnal emission
                            test to include three
                            consecutive, high-
                            temperature diurnal
                            heat builds, with 24-
                            hour ambient
                            temperature cycling,
                            following running loss
                            test
 60. Sec. 86.1234-96       Add running loss test     Do.
                            after exhaust emission
                            test, using either SHED
                            or point-source
                            measurement
 61. Sec. 86.1235-96       Revise text to reflect    Do.
                            test changes
 62. Sec. 86.1236-85       Revise treatment of       Do.
                            restarting
 63. Sec. 86.1237-96       Revise text to reflect    Do.
                            test changes
 64. Sec. 86.1238-90       Adjust time between       Do.
                            exhaust emission test
                            and start of hot soak
                            test
 65. Sec. 86.1238-96       Move hot soak test after  Do.
                            new running loss test.
                            Change ambient
                            temperature to 95  deg.
                            F
 66. Sec. 86.1243-96       Add calculations for      Do.
                            running loss test.
                            Revise calculations for
                            variable-temperature
                            enclosures
 67. Sec. 86.1246-96       Add spitback test         Do.
 68. Sec. 86.1306-96       Revise to reflect test    Do.
                            changes
 69. Sec. 86.1327-96       Revise to reflect test    Do.
                            changes
 70. Sec. 86.1336-84       Revise to reflect test    Do.
                            changes
 71. Sec. 86.1337-96       Add step to attach        Do.
                            loaded evaporative
                            canister to engine
 72. Appendix I to part    Add EPA New York City     Do.
  86                        Cycle
 73. Appendix II to part   Add temperature profile   Do.
  86                        for diurnal emission
                            test

  For the reasons set out in the preamble, title 40, chapter I, parts 80 and
86 of the Code of Federal Regulations, are amended as set forth below.

PART 80--[AMENDED]

  1. The authority citation for part 80 is revised to read as follows:

  Authority: Secs. 144, 211, and 301(a) of the Clean Air Act, as amended (42
U.S.C. 7414, 7545, and 7601(a)).

Subpart B--[Amended]

  2. Section 80.22 of subpart B is amended by adding a new paragraph (j) to
read as follows:

Sec. 80.22  Controls applicable to gasoline retailers and wholesale
purchaser-consumers.

* * * * *

  (j) After January 1, 1996 every retailer and wholesale purchaser-consumer
handling over 10,000 gallons of fuel per month shall equip each pump from
which gasoline or methanol is introduced into motor vehicles with a nozzle
that dispenses fuel at a flow rate not to exceed 10 gallons per minute. After
January 1, 1998 this requirement applies to every retailer and wholesale
purchaser-consumer. Any dispensing pump shown to be dedicated to heavy-duty
vehicles is exempt from this requirement.

PART 86--[AMENDED]

  3. The authority citation for part 86 is revised to read as follows:

  Authority: Secs. 202, 203, 205, 206, 207, 208, 215, 216, 217, and 301(a),
Clean Air Act, as amended (42 U.S.C. 7521, 7522, 7524, 7525, 7541, 7542,
7549, 7550, 7552, and 7601(a)).

  3a. Part 86 is amended by removing the following sections:

                                    Sec.

                           86.107-78   86.1233-85
                           86.113-82   86.1234-85
                           86.113-87   86.1238-85
                           86.113-90   86.1242-85
                           86.117-78   86.1243-85
                           86.127-82   86.1301-84
                           86.131-78   86.1301-88
                           86.132-82   86.1304-84
                           86.133-78   86.1305-84
                           86.135-82   86.1306-84
                           86.136-82   86.1306-88
                           86.137-82   86.1313-84
                           86.138-78   86.1313-87
                           86.143-78   86.1313-90
                           86.1201-85  86.1316-84
                           86.1205-85  86.1320-88
                           86.1206-85  86.1321-84
                           86.1207-85  86.1326-84
                           86.1213-85  86.1327-84
                           86.1213-87  86.1327-88
                           86.1216-85  86.1332-84
                           86.1217-85  86.1333-84
                           86.1221-85  86.1337-84
                           86.1227-85  86.1337-88
                           86.1231-85  86.1339-88
                           86.1232-85  86.1340-84

  4. A new Sec. 86.1 is added immediately preceding subpart A to read as
follows:

Sec. 86.1  Reference materials.

  (a) The documents in paragraph (b) of this section have been incorporated
by reference. The incorporation by reference was approved by the Director of
the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
Copies may be inspected at U.S. EPA, OAR, 401 M Street, SW., Washington, DC
20460, or at the Office of the Federal Register, 800 North Capitol Street,
NW., suite 700, Washington, DC.
  (b) The following paragraphs and tables set forth the material that has
been incorporated by reference in this part.
  (1) ASTM material. The following table sets forth material from the
American Society for Testing and Materials that has been incorporated by
reference. The first column lists the number and name of the material. The
second column lists the section(s) of this part, other than Sec. 86.1, in
which the matter is referenced. The second column is presented for
information only and may not be all inclusive. Copies of these materials may
be obtained from American Society for Testing and Materials, 1916 Race St.,
Philadelphia, PA 19103.

          Document No. and name                 40 CFR part 86 reference

ASTM E29-67 (Reapproved 1980), Standard
 Recommended Practice for Indicating Which
 Places of Figures Are To Be Considered
 Significant in Specified Limiting Values   86.094-26; 86.094-28; 86.1105-87.
ASTM E29-90, Standard Practice for Using
 Significant Digits in Test Data to
 Determine Conformance with Specifications  86.609-84; 86.1009-84.

  (2) SAE material. The following table sets forth material from the Society
of Automotive Engineers that has been incorporated by reference. The first
column lists the number and name of the material. The second column lists the
section(s) of this part, other than Sec. 86.1, in which the matter is
referenced. The second column is presented for information only and may not
be all inclusive. Copies of these materials may be obtained from Society of
Automotive Engineers International, 400 Commonwealth Dr., Warrendale, PA,
15096-0001.

                                                            40 CFR part 86
                 Document No. and name                         reference

SAE J1349 June 1990, Engine Power Test Code--Spark
 Ignition and Compression Ignition                        86.094-8; 86.096-8.

Subpart A--[Amended]

  5. Section 86.091-29 of subpart A is amended by revising paragraphs
(a)(3)(i) and (c)(3)(i) to read as follows:

Sec. 86.091-29  Testing by the Administrator.

  (a) * * *
  (3)(i) Whenever the Administrator conducts a test segment on a test
vehicle, the results of that test segment, unless subsequently invalidated by
the Administrator, shall comprise the official data for that test segment for
the vehicle at the prescribed test point and the manufacturer's data for that
test segment for that prescribed test point shall not be used in determining
compliance with emission standards (or family emission limits, as
appropriate). The Administrator may stop a test after any evaporative test
segment and use as official data any valid results obtained up to that point
in the test, as described in subpart B of this part.

* * * * *

  (c) * * *
  (3)(i) Whenever the Administrator conducts a test segment on an evaporative
emission family-system combination, the results of that test segment, unless
subsequently invalidated by the Administrator, shall comprise the official
data for that test segment for the evaporative emission family-system
combination, and the manufacturer's data, analyses, etc., for that test
segment shall not be used in determining compliance with emission standards.
The Administrator may stop a test after any evaporative test segment and use
as official data any valid results obtained up to that point in the test, as
described in subpart B of this part.

* * * * *

  6. Section 86.095-35 of subpart A is amended by revising paragraph
(a)(2)(iii)(C) to read as follows:

Sec. 86.095-35  Labeling.

* * * * *

  (a) * * *
  (2) * * *
  (iii) * * *
  (C) Engine displacement (in cubic inches or liters), engine family
identification, and evaporative family identification;

* * * * *

  7. A new Sec. 86.096-2 is added to subpart A to read as follows:

Sec. 86.096-2  Definitions.

  The definitions listed in this section apply beginning with the 1996 model
year. The definitions of Sec. 86.094-2 continue to apply to 1996 and later
model year vehicles.

Diurnal breathing losses means diurnal emissions.
Diurnal emissions means evaporative emissions resulting from the daily
  cycling of ambient temperatures.
Hot soak emissions means evaporative emissions after termination of engine
  operation.
Hot-soak losses means hot soak emissions.
Resting losses means evaporative emissions that may occur continuously, that
  are not diurnal emissions, hot soak emissions, running losses, or spitback
  emissions.
Running losses means evaporative emissions that occur during vehicle
  operation.
Spitback emissions means evaporative emissions resulting from the loss of
  liquid fuel that is emitted from a vehicle during a fueling operation.

  Useful life means:
  (1) For light-duty vehicles, and for light light-duty trucks not subject to
the Tier 0 standards of Sec. 86.094-9(a), intermediate useful life and/or
full useful life. Intermediate useful life is a period of use of 5 years or
50,000 miles, whichever occurs first. Full useful life is a period of use of
10 years or 100,000 miles, whichever occurs first, except as otherwise noted
in Sec. 86.094-9. The useful life of evaporative emission control systems on
the portion of these vehicles subject to the evaporative emission test
requirements of Sec. 86.130-96 is defined as a period of use of 10 years or
100,000 miles, whichever occurs first.
  (2) For light light-duty trucks subject to the Tier 0 standards of Sec.
86.094-9(a), and for heavy light-duty truck engine families, intermediate
and/or full useful life. Intermediate useful life is a period of use of 5
years or 50,000 miles, whichever occurs first. Full useful life is a period
of use of 11 years or 120,000 miles, whichever occurs first. The useful life
of evaporative emission control systems on the portion of these vehicles
subject to the evaporative emission test requirements of Sec. 86.130-96 is
also defined as a period of 11 years or 120,000 miles, whichever occurs
first.
  (3) For an Otto-cycle heavy-duty engine family, a period of use of 8 years
or 110,000 miles, whichever occurs first, except for the portion of
evaporative emission control systems subject to the evaporative emission test
requirements of Sec. 86.1230-96, for which the applicable period of use is 10
years or 110,000 miles, whichever occurs first.
  (4) For a diesel heavy-duty engine family:
  (i) For light heavy-duty diesel engines, period of use of 8 years or
110,000 miles, whichever occurs first.
  (ii) For medium heavy-duty diesel engines, a period of use of 8 years or
185,000 miles, whichever occurs first.
  (iii) For heavy heavy-duty diesel engines, a period of use of 8 years or
290,000 miles, whichever occurs first, except as provided in paragraph
(4)(iv) of this definition.
  (iv) For heavy heavy-duty diesel engines used in urban buses, for the
particulate standard, a period of use of 10 years or 290,000 miles, whichever
occurs first.
  (5) As an option for both light-duty trucks under certain conditions and
heavy-duty engine families, an alternative useful life period assigned by the
Administrator under the provisions of Sec. 86.094-21(f).
   (6) The useful-life period for purposes of the emissions defect warranty
and emissions performance warranty shall be a period of 5 years/50,000 miles,
whichever occurs first, for light-duty trucks, Otto-cycle heavy-duty engines
and light heavy-duty diesel engines. For all other heavy-duty diesel engines
the aforementioned period is 5 years/100,000 miles, whichever occurs first.
However, in no case may this period be less than the manufacturer's basic
mechanical warranty period for the engine family.
  8. A new Sec. 86.096-7 is added to subpart A to read as follows:

Sec. 86.096-7  Maintenance of records; submittal of information; right of
entry.

  Section 86.096-7 includes text that specifies requirements that differ from
those specified in Secs. 86.091-7 and 86.094-7. Where a paragraph in Sec.
86.091-7 or Sec. 86.094-7 is identical and applicable to Sec. 86.096-7, this
may be indicated by specifying the corresponding paragraph and the statement
"[Reserved]. For guidance see Sec. 86.091-7." or "[Reserved]. For guidance
see Sec. 86.094-7."
  (a) Introductory text through (a)(2) [Reserved]. For guidance see Sec.
86.091-7.
  (a)(3) Through (h)(5) [Reserved]. For guidance see Sec. 86.094-7.
  (h)(6) Voiding a certificate. (i) EPA may void ab initio a certificate for
a vehicle certified to Tier 0 certification standards or to the respective
evaporative test procedure and accompanying evaporative standards as set
forth or otherwise referenced in Secs. 86.090-8, 86.090-9, or Sec. 86.091-10
for which the manufacturer fails to retain the records required in this
section or to provide such information to the Administrator upon request.
  (ii) EPA may void ab initio a certificate for a 1994 or 1995 model year
light-duty vehicle or light-duty truck that is not certified in compliance
with the cold temperature CO standard for which the manufacturer fails to
retain the records required in this section or to provide such information to
the Administrator upon request.
  (iii) Any voiding ab initio of a certificate under Sec. 86.091-7(c)(6) and
paragraph (h)(6) of this section will be made only after the manufacturer
concerned has been offered an opportunity for a hearing conducted in
accordance with Sec. 86.614 for light-duty vehicles or under Sec. 86.1014 for
light-duty trucks and heavy-duty engines.
  (7) The manufacturer (or contractor for the manufacturer, if applicable) of
any new model 1996 through 1998 light-duty vehicle, light-duty truck or
heavy-duty vehicle that is certified shall establish, maintain and retain the
following adequately organized and indexed records for each such vehicle:
  (i) EPA engine family;
  (ii) Vehicle identification number;
  (iii) Model year and production date;
  (iv) Shipment date;
  (v) Purchaser;
  (vi) Purchase contract; and
  (vii) EPA evaporative family.
  9. Section 86.096-8 of subpart A is amended by revising paragraph (b) to
read as follows:

Sec. 86.096-8  Emission standards for 1996 and later model year light-duty
vehicles.

* * * * *

  (b) Evaporative emissions from light-duty vehicles shall not exceed the
following standards. The standards apply equally to certification and in-use
vehicles. The spitback standard also applies to newly assembled vehicles.
  (1) Hydrocarbons (for gasoline-fueled vehicles). (i)(A) For the full three-
diurnal test sequence described in Sec. 86.130-96, diurnal plus hot soak
measurements: 2.0 grams per test.
  (B) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams per test.
  (ii) Running loss test: 0.05 grams per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram per test.
  (2) Organic Material Hydrocarbon Equivalent (for methanol-fueled vehicles).
(i)(A) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.0 grams carbon per test.
  (B) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams carbon per test.
  (ii) Running loss test: 0.05 grams carbon per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram carbon per test.
  (3) The standards set forth in paragraphs (b) (1) and (2) of this section
refer to a composite sample of evaporative emissions collected under the
conditions and measured in accordance with the procedures set forth in
subpart B of this part.
  (4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty
vehicle during in-use operations shall be routed exclusively to the
evaporative control system (e.g., either canister or engine purge). The only
exception to this requirement shall be for emergencies.
  (5)(i) A minimum of the percentage shown in Table A96-15 of a
manufacturer's sales of the applicable model year's gasoline- and methanol-
fueled light-duty vehicles shall be tested with the procedures in subpart B
indicated for 1996 model year, and shall not exceed the standards described
in paragraph (b) of this section. The remaining vehicles shall be tested with
the procedures in subpart B of this part for 1995 model year light-duty
vehicles and be subject to the standards described in Sec. 86.090-8(b).

                   Table A96-15.--Implementation Schedule
                   for Light-Duty Vehicles for Evaporative
                              Emission Testing

                                             Sales
                           Model year      percentage

                       1996                        20
                       1997                        40
                       1998                        90
                       1999 and following         100

  (ii) Optionally, a minimum of the percentage shown in Table A96-15 of a
manufacturer's combined sales of the applicable model year's gasoline- and
methanol-fueled light-duty vehicles, light-duty trucks, and heavy-duty
vehicles shall not exceed the applicable standards.
  (iii) Small volume manufacturers, as defined in Sec. 86.092-14(b)(1) and
(2), are exempt from the implementation schedule of Table A96-15 of this
section for model years 1996, 1997, and 1998. For small volume manufacturers,
the standards of Sec. 86.090-8(b), and the associated test procedures,
continue to apply until model year 1999, when 100 percent compliance with the
standards of this section is required. This exemption does not apply to small
volume engine families as defined in Sec. 86.092-14(b)(5).

* * * * *

  10. A new Sec. 86.096-9 is added to subpart A to read as follows:

Sec. 86.096-9  Emission standards for 1996 and later model year light-duty
trucks.

  Section 86.096-9 includes text that specifies requirements that differ from
Sec. 86.094-9. Where a paragraph in Sec. 86.094-9 is identical and applicable
to Sec. 86.096-9, this may be indicated by specifying the corresponding
paragraph and the statement "[Reserved]. For guidance see Sec. 86.094-9."
  (a) [Reserved]. For guidance see Sec. 86.094-9.
  (b) Evaporative emissions from light-duty trucks shall not exceed the
following standards. The standards apply equally to certification and in-use
vehicles. The spitback standard also applies to newly assembled vehicles.
  (1) Hydrocarbons (for gasoline-fueled vehicles). (i)(A) For heavy light-
duty trucks with nominal fuel tank capacity of at least 30 gallons:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.5 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 3.0 grams per test.
  (B) For all other light-duty trucks:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.0 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams per test.
  (ii) Running loss test: 0.05 grams per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram per test.
  (2) Organic Material Hydrocarbon Equivalent (for methanol-fueled vehicles).
(i)(A) For heavy light-duty trucks with nominal fuel tank capacity of at
least 30 gallons:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.5 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 3.0 grams carbon per test.
  (B) For all other light-duty trucks:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.0 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams carbon per test.
  (ii) Running loss test: 0.05 grams carbon per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram carbon per test.
  (3) The standards set forth in paragraphs (b) (1) and (2) of this section
refer to a composite sample of evaporative emissions collected under the
conditions and measured in accordance with the procedures set forth in
subpart B of this part.
  (4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty
truck during in-use operations shall be routed exclusively to the evaporative
control system (e.g., either canister or engine purge). The only exception to
this requirement shall be for emergencies.
  (5) (i) A minimum of the percentage shown in Table A96-16 of a
manufacturer's sales of the applicable model year's gasoline- and methanol-
fueled light-duty trucks shall be tested with the procedures in subpart B of
this part indicated for the 1996 model year, and shall not exceed the
standards described in paragraph (b) of this section. The remaining vehicles
shall be tested with the procedures in subpart B of this part for 1995 model
year light-duty trucks and be subject to the standards described in Sec.
86.090-9(b).

                   Table A96-16.--Implementation Schedule
                   for  Light-Duty Trucks for Evaporative
                              Emission Testing

                                             Sales
                           Model year      percentage

                       1996                        20
                       1997                        40
                       1998                        90
                       1999 and following         100

  (ii) Optionally, a minimum of the percentage shown in Table A96-16 of a
manufacturer's combined sales of the applicable model year's gasoline- and
methanol-fueled light-duty vehicles, light-duty trucks, and heavy-duty
vehicles shall not exceed the applicable standards.
  (iii) Small volume manufacturers, as defined in Sec. 86.092-14(b)(1) and
(2), are exempt from the implementation schedule of Table A96-16 of this
section for model years 1996, 1997, and 1998. For small volume manufacturers,
the standards of Sec. 86.090-9(b), and the associated test procedures,
continue to apply until model year 1999, when 100 percent compliance with the
standards of this section is required. This exemption does not apply to small
volume engine families as defined in Sec. 86.092-14(b)(5).
  (c) through (k) [Reserved]. For guidance see Sec. 86.094-9.
  11. A new Sec. 86.096-10 is added to subpart A to read as follows:

Sec. 86.096-10  Emission standards for 1996 and later model year Otto-cycle
heavy-duty engines and vehicles.

  Section 86.096-10 includes text that specifies requirements that differ
from Sec. 86.091-10. Where a paragraph in Sec. 86.091-10 is identical and
applicable to Sec. 86.096-10, this may be indicated by specifying the
corresponding paragraph and the statement "[Reserved]. For guidance see Sec.
86.091-10."
  (a) [Reserved]. For guidance see Sec. 86.091-10.
  (b) Evaporative emissions from heavy-duty vehicles shall not exceed the
following standards. The standards apply equally to certification and in-use
vehicles. The spitback standard also applies to newly assembled vehicles.
  (1) Hydrocarbons (for vehicles equipped with gasoline-fueled engines). (i)
For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs:
  (A) (1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 3.0 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 3.5 grams per test.
  (B) Running loss test: 0.05 grams per mile.
  (C) Fuel dispensing spitback test: 1.0 gram per test.
  (ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000
lbs:
  (A) (1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 4.0 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 4.5 grams per test.
  (B) Running loss test: 0.05 grams per mile.
  (2) Organic Material Hydrocarbon Equivalent (for vehicles equipped with
methanol-fueled engines). (i) For vehicles with a Gross Vehicle Weight Rating
of up to 14,000 lbs:
  (A) (1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 3.0 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 3.5 grams carbon per test.
  (B) Running loss test: 0.05 grams carbon per mile.
  (C) Fuel dispensing spitback test: 1.0 gram carbon per test.
  (ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000
lbs:
  (A) (1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 4.0 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 4.5 grams carbon per test.
  (B) Running loss test: 0.05 grams carbon per mile.
  (3) (i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000
lbs, the standards set forth in paragraphs (b)(1) and (b)(2) of this section
refer to a composite sample of evaporative emissions collected under the
conditions and measured in accordance with the procedures set forth in
subpart M of this part.
  (ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000
lbs., the standards set forth in paragraphs (b)(1)(ii) and (b)(2)(ii) of this
section refer to the manufacturer's engineering design evaluation using good
engineering practice (a statement of which is required in Sec. 86.091-
23(b)(4)(ii)).
  (4) All fuel vapor generated in a gasoline- or methanol-fueled heavyduty
vehicle during in-use operations shall be routed exclusively to the
evaporative control system (e.g., either canister or engine purge). The only
exception to this requirement shall be for emergencies.
  (5)(i) A minimum of the percentage shown in Table A96-17 of a
manufacturer's sales of the applicable model year's gasoline- and methanol-
fueled heavy-duty vehicles shall not exceed the standards described in
paragraph (b) of this section, except that methanol-fueled heavy-duty
vehicles are exempt for the 1996 and 1997 model years. The remaining vehicles
shall be subject to the standards described in Sec. 86.091-10(b).

                   Table A96-17.--Implementation Schedule
                        for  Heavy-Duty Vehicles for
                        Evaporative Emission Testing

                                             Sales
                           Model year      percentage

                       1996                        20
                       1997                        40
                       1998                        90
                       1999 and following         100

  (ii) Optionally, a minimum of the percentage shown in Table A96-17 of a
manufacturer's combined sales of the applicable model year's gasoline- and
methanol-fueled light-duty vehicles, light-duty trucks, and heavy-duty
vehicles shall not exceed the applicable standards.
  (iii) Small volume manufacturers, as defined in Sec. 86.092-14(b)(1) and
(2), are exempt from the implementation schedule of Table A96-17 of this
section for model years 1996, 1997, and 1998. For small volume manufacturers,
the standards of Sec. 86.091-10(b), and the associated test procedures,
continue to apply until model year 1999, when 100 percent compliance with the
standards of this section is required. This exemption does not apply to small
volume engine families as defined in Sec. 86.092-14(b)(5).
  (c) and (d) [Reserved]. For guidance see Sec. 86.091-10.
  12. A new Sec. 86.096-14 is added to subpart A to read as follows:

Sec. 86.096-14  Small-volume manufacturer certification procedures.

  Section 86.096-14 includes text that specifies requirements that differ
from those specified in Secs. 86.094-14 and 86.095-14. Where a paragraph in
Sec. 86.094-14 or Sec. 86.095-14 is identical and applicable to Sec. 86.096-
14, this may be indicated by specifying the corresponding paragraph and the
statement "[Reserved]. For guidance see Sec. 86.094-14" or "[Reserved]. For
guidance see Sec. 86.095-14." Where a corresponding paragraph of Sec. 86.094-
14 or Sec. 86.095-14 is not applicable, this is indicated by the statement
"[Reserved]."
  (a) through (c)(11)(ii)(B)(15) [Reserved]. For guidance see Sec. 86.094-14.
  (c)(11)(ii)(B)(16) through (c)(11)(ii)(B)(18) [Reserved]. For guidance see
Sec. 86.095-14.
  (c)(11)(ii)(B)(19) For each light-duty vehicle, light-duty truck, or heavy-
duty vehicle evaporative emission family, a description of any unique
procedures required to perform evaporative emission tests (including canister
working capacity, canister bed volume, and fuel temperature profile for the
running loss test) for all vehicles in that evaporative emission family, and
a description of the method used to develop those unique procedures.
  (20) For each light-duty vehicle, light-duty truck, or heavy-duty vehicle
evaporative emission family:
  (i) Canister working capacity, according to the procedures specified in
Sec. 86.132-96(h)(1)(iv);
  (ii) Canister bed volume; and
  (iii) Fuel temperature profile for the running loss test, according to the
procedures specified in Sec. 86.129-94(d).
  (c)(11)(ii)(C) through (c)(11)(ii)(D)(5) [Reserved]. For guidance see Sec.
86.095-14.
  (c)(11)(ii)(D)(6) [Reserved]
  (c)(11)(ii)(D)(7) through (c)(15) [Reserved]. For guidance see Sec. 86.094-
14.
  13. A new Sec. 86.096-21 is added to subpart A to read as follows:

Sec. 86.096-21  Application for certification.

  Section 86.096-21 includes text that specifies requirements that differ
from Sec. 86.094-21. Where a paragraph in Sec. 86.094-21 is identical and
applicable to Sec. 86.096-21, this may be indicated by specifying the
corresponding paragraph and the statement "[Reserved]. For guidance see Sec.
86.094-21."
  (a) through (b)(8) [Reserved]. For guidance see Sec. 86.094-21.
  (b) (9) For each light-duty vehicle, light-duty truck, or heavy-duty
vehicle evaporative emission family, a description of any unique procedures
required to perform evaporative emission tests (including canister working
capacity, canister bed volume, and fuel temperature profile for the running
loss test) for all vehicles in that evaporative emission family, and a
description of the method used to develop those unique procedures.
  (10) For each light-duty vehicle, light-duty truck, or heavy-duty vehicle
evaporative emission family:
  (i) Canister working capacity, according to the procedures specified in
Sec. 86.132-96(h)(1)(iv);
  (ii) Canister bed volume; and
  (iii) Fuel temperature profile for the running loss test, according to the
procedures specified in Sec. 86.129-94(d).
  (c) through (g) [Reserved]. For guidance see Sec. 86.094-21.
  14. A new Sec. 86.096-23 is added to subpart A to read as follows:

Sec. 86.096-23  Required data.

  Section 86.096-23 includes text that specifies requirements that differ
from those specified in Sec. 86.094-23. Where a paragraph in Sec. 86.094-23
is identical and applicable to Sec. 86.096-23, this may be indicated by
specifying the corresponding paragraph and the statement "[Reserved]. For
guidance see Sec. 86.094-23."
  (a) through (l) [Reserved]. For guidance see Sec. 86.094-23.
  (m) Additionally, except for small-volume manufacturers, manufacturers
certifying vehicles shall submit for each model year 1996 through 1998 light-
duty vehicle, light-duty truck, and gasoline-fueled heavy-duty vehicle
evaporative family:
  (1) In the application for certification the projected sales volume of
evaporative families certifying to the respective evaporative test procedure
and accompanying standards as set forth or otherwise referenced in Secs.
86.090-8, 86.090-9, and 86.091-10 or those set forth or otherwise referenced
in Secs. 86.096-8, 86.096-9, and 86.096-10. Volume projected to be produced
for U.S. sale may be used in lieu of projected U.S. sales.
  (2) End-of-year reports for each evaporative family.
  (i) These end-of-year reports shall be submitted within 90 days of the end
of the model year to: Director, Manufacturers Operations Division (6405J),
U.S. Environmental Protection Agency, 401 M Street, SW, Washington, DC 20460.
  (ii) These reports shall indicate the model year, evaporative family and
the actual U.S. sales volume. The manufacturer may petition the Administrator
to allow volume produced for U.S. sale to be used in lieu of U.S. sales. Such
petition shall be submitted within 30 days of the end of the model year to
the Manufacturers Operations Division. For the petition to be granted, the
manufacturer must establish to the satisfaction of the Administrator that
production volume is functionally equivalent to sales volume.
  (iii) The U.S. sales volume for end-of-year reports shall be based on the
location of the point of sale to a dealer, distributor, fleet operator,
broker, or any other entity that comprises the point of first sale.
  (iv) Failure by a manufacturer to submit the end-of-year report within the
specified time may result in certificate(s) for the evaporative family(ies)
certified to the certification standards set forth in Secs. 86.090-8, 86.090-
9, and 86.091-10 being voided ab initio plus any applicable civil penalties
for failure to submit the required information to the Agency.
  (v) The information shall be organized in such a way as to allow the
Administrator to determine compliance with the Evaporative Emission Testing
implementation schedules of Secs. 86.096-8, 86.096-9, and 86.096-10.
  15. A new Sec. 86.096-26 is added to subpart A to read as follows:

Sec. 86.096-26  Mileage and service accumulation; emission measurements.

  Section 86.096-26 includes text that specifies requirements that differ
from those specified in Secs. 86.094-26 and 86.095-26. Where a paragraph in
Sec. 86.094-26 or Sec. 86.095-26 is identical and applicable to Sec. 86.096-
26, this may be indicated by specifying the corresponding paragraph and the
statement "[Reserved]. For guidance see Sec. 86.094-26." or "[Reserved]. For
guidance see Sec. 86.095-26."
  (a) through (b)(4)(i)(C) [Reserved]. For guidance see Sec. 86.094-26.
  (b)(4)(i)(D) through (b)(4)(ii)(D) [Reserved]. For guidance see Sec.
86.095-26.
  (b)(4)(iii) through (c)(3) [Reserved]. For guidance see Sec. 86.094-26.
  (c)(4) The manufacturer shall determine, for each engine family, the number
of hours at which the engine system combination is stabilized for emission-
data testing. The manufacturer shall maintain, and provide to the
Administrator if requested, a record of the rationale used in making this
determination. The manufacturer may elect to accumulate 125 hours on each
test engine within an engine family without making a determination. Any
engine used to represent emission-data engine selections under Sec. 86.094-
24(b)(2) shall be equipped with an engine system combination that has
accumulated at least the number of hours determined under this paragraph.
Complete exhaust emission tests shall be conducted for each emission-data
engine selection under Sec. 86.094-24(b)(2). Evaporative emission controls
must be connected, as described in Sec. 86.1337-96(a)(1). The Administrator
may determine under Sec. 86.094-24(f) that no testing is required.
  (d) [Reserved]. For guidance see Sec. 86.094-26.
  16. A new Sec. 86.096-30 is added to subpart A to read as follows:

Sec. 86.096-30  Certification.

  Section 86.096-30 includes text that specifies requirements that differ
from those specified in Secs. 86.094-30 and 86.095-30. Where a paragraph in
Sec. 86.094-30 or Sec. 86.095-30 is identical and applicable to Sec. 86.096-
30, this may be indicated by specifying the corresponding paragraph and the
statement "[Reserved]. For guidance see Sec. 86.094-30." or "[Reserved]. For
guidance see Sec. 86.095-30."
  (a)(1)(i) through (a)(2) [Reserved]. For guidance see Sec. 86.094-30.
  (a)(3)(i) through (a)(4)(ii) introductory text [Reserved]. For guidance see
Sec. 86.095-30.
  (a)(4)(iii)(A) through (a)(4)(iii)(C) [Reserved]. For guidance see Sec.
86.094-30.
  (a)(4)(iv) introductory text [Reserved]. For guidance see Sec. 86.095-30.
  (a)(4)(iv)(A) through (a)(12) [Reserved]. For guidance see Sec. 86.094-30.
  (a)(13) [Reserved]. For guidance see Sec. 86.095-30.
  (a)(14) [Reserved]. For guidance see Sec. 86.094-30.
  (a)(15) For all light-duty vehicles certified to evaporative test
procedures and accompanying standards specified under Sec. 86.096-8:
  (i) All certificates issued are conditional upon the manufacturer complying
with all provisions of Sec. 86.096-8 both during and after model year
production.
  (ii) Failure to meet the required implementation schedule sales percentages
as specified in Sec. 86.096-8 will be considered to be a failure to satisfy
the conditions upon which the certificate was issued and the vehicles sold in
violation of the implementation schedule shall not be covered by the
certificate.
  (iii) The manufacturer shall bear the burden of establishing to the
satisfaction of the Administrator that the conditions upon which the
certificate was issued were satisfied.
  (16) For all light-duty trucks certified to evaporative test procedures and
accompanying standards specified under Sec. 86.096-9:
  (i) All certificates issued are conditional upon the manufacturer complying
with all provisions of Sec. 86.096-9 both during and after model year
production.
  (ii) Failure to meet the required implementation schedule sales percentages
as specified in Sec. 86.096-9 will be considered to be a failure to satisfy
the conditions upon which the certificate was issued and the vehicles sold in
violation of the implementation schedule shall not be covered by the
certificate.
  (iii) The manufacturer shall bear the burden of establishing to the
satisfaction of the Administrator that the conditions upon which the
certificate was issued were satisfied.
  (17) For all heavy-duty vehicles certified to evaporative test procedures
and accompanying standards specified under Sec. 86.096-10:
  (i) All certificates issued are conditional upon the manufacturer complying
with all provisions of Sec. 86.096-10 both during and after model year
production.
  (ii) Failure to meet the required implementation schedule sales percentages
as specified in Sec. 86.096-10 will be considered to be a failure to satisfy
the conditions upon which the certificate was issued and the vehicles sold in
violation of the implementation schedule shall not be covered by the
certificate.
  (iii) The manufacturer shall bear the burden of establishing to the
satisfaction of the Administrator that the conditions upon which the
certificate was issued were satisfied.
  (b) through (e) [Reserved]. For guidance see Sec. 86.094-30.
  17. A new Sec. 86.096-35 is added to subpart A to read as follows:

Sec. 86.096-35  Labeling.

  Section 86.096-35 includes text that specifies requirements that differ
from Sec. 86.095-35. Where a paragraph in Sec. 86.095-35 is identical and
applicable to Sec. 86.096-35, this may be indicated by specifying the
corresponding paragraph and the statement "[Reserved]. For guidance see Sec.
86.095-35."
  (a) introductory text through (a)(1)(iii)(L) [Reserved]. For guidance see
Sec. 86.095-35.
  (a)(1)(iii)(M) For model years 1996 through 1998 light-duty vehicles, a
clear indication of which test procedure was used to certify the evaporative
family, e.g., "Evaporative Family xx (Sec. 86.130-96 procedures)" or
"Evaporative Family xx (Sec. 86.130-78 procedures)."
  (a)(2) Heading through (a)(2)(iii)(N) [Reserved]. For guidance see Sec.
86.095-35.
  (a)(2)(iii)(O) For model years 1996 through 1998 light-duty trucks, a clear
indication of which test procedure was used to certify the evaporative
family, e.g., "Evaporative Family xx (Sec. 86.130-96 procedures)" or
"Evaporative Family xx (Sec. 86.130-78 procedures)."
  (a)(3) through (a)(4)(iii)(F) [Reserved]. For guidance see Sec. 86.095-35.
  (a)(4)(iii)(G) For model years 1996 through 1998 gasoline-fueled and
methanol-fueled heavy-duty vehicles, a clear indication of which test
procedure was used to certify the evaporative family, e.g., "Evaporative
Family xx (Sec. 86.1230-96 procedures)" or "Evaporative Family xx (Sec.
86.1230-85 procedures)."
  (b) through (h) [Reserved]. For guidance see Sec. 86.095-35.
  17a. Section 86.097-9 of subpart A is amended by revising paragraph (b) to
read as follows:

Sec. 86.097-9  Emission standards for 1997 and later model year light-duty
trucks.

* * * * *

  (b) [Reserved]. For guidance see Sec. 86.096-9.

* * * * *

  18. A new Sec. 86.098-23 is added to subpart A to read as follows:

Sec. 86.098-23  Required data.

  Section 86.098-23 includes text that specifies requirements that differ
from those specified in Sec. 86.094-23. Where a paragraph in Sec. 86.094-23
is identical and applicable to Sec. 86.098-23, this may be indicated by
specifying the corresponding paragraph and the statement "[Reserved]. For
guidance see Sec. 86.094-23."
  (a) through (l) [Reserved]. For guidance see Sec. 86.094-23.
  (m) Additionally, except for small-volume manufacturers, manufacturers
certifying vehicles shall submit for each model year 1998 light-duty vehicle,
light-duty truck, and gasoline- and methanol-fueled heavy-duty vehicle
evaporative family:
  (1) In the application for certification the projected sales volume of
evaporative families certifying to the respective evaporative test procedure
and accompanying standards as set forth or otherwise referenced in Secs.
86.090-8, 86.090-9, and 86.091-10 or those set forth or otherwise referenced
in Secs. 86.096-8, 86.096-9, and 86.096-10. Volume projected to be produced
for U.S. sale may be used in lieu of projected U.S. sales.
  (2) End-of-year reports for each evaporative family.
  (i) These end-of-year reports shall be submitted within 90 days of the end
of the model year to: Director, Manufacturers Operations Division (6405J),
U.S. Environmental Protection Agency, 401 M Street, SW., Washington, DC,
20460.
  (ii) These reports shall indicate the model year, evaporative family and
the actual U.S. sales volume. The manufacturer may petition the Administrator
to allow volume produced for U.S. sale to be used in lieu of U.S. sales. Such
petition shall be submitted within 30 days of the end of the model year to
the Manufacturers Operations Division. For the petition to be granted, the
manufacturer must establish to the satisfaction of the Administrator that
production volume is functionally equivalent to sales volume.
  (iii) The U.S. sales volume for end-of-year reports shall be based on the
location of the point of sale to a dealer, distributor, fleet operator,
broker, or any other entity that comprises the point of first sale.
  (iv) Failure by a manufacturer to submit the end-of-year report within the
specified time may result in certificate(s) for the evaporative family(ies)
certified to the certification standards set forth in Secs. 86.090-8, 86.090-
9, and 86.091-10 being voided ab initio plus any applicable civil penalties
for failure to submit the required information to the Agency.
  (v) The information shall be organized in such a way as to allow the
Administrator to determine compliance with the Evaporative Emission Testing
implementation schedules of Secs. 86.096-8, 86.096-9, and 86.096-10.
  19. A new Sec. 86.099-8 is added to subpart A to read as follows:

Sec. 86.099-8  Emission standards for 1999 and later model year light-duty
vehicles.

  Section 86.099-8 includes text that specifies requirements that differ from
Sec. 86.096-8. Where a paragraph in Sec. 86.096-8 is identical and applicable
to Sec. 86.099-8, this may be indicated by specifying the corresponding
paragraph and the statement "[Reserved]. For guidance see Sec. 86.096-8."
  (a) [Reserved]. For guidance see Sec. 86.096-8.
  (b) Evaporative emissions from light-duty vehicles shall not exceed the
following standards. The standards apply equally to certification and in-use
vehicles. The spitback standard also applies to newly assembled vehicles.
  (1) Hydrocarbons (for gasoline-fueled vehicles). (i)(A) For the full three-
diurnal test sequence described in Sec. 86.130-96, diurnal plus hot soak
measurements: 2.0 grams per test.
  (B) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams per test.
  (ii) Running loss test: 0.05 grams per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram per test.
  (2) Organic Material Hydrocarbon Equivalent (for methanol-fueled vehicles).
(i)(A) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.0 grams carbon per test.
  (B) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams carbon per test.
  (ii) Running loss test: 0.05 grams carbon per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram carbon per test.
  (3) The standards set forth in paragraphs (b) (1) and (2) of this section
refer to a composite sample of evaporative emissions collected under the
conditions and measured in accordance with the procedures set forth in
subpart B of this part.
  (4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty
vehicle during in-use operations shall be routed exclusively to the
evaporative control system (e.g., either canister or engine purge). The only
exception to this requirement shall be for emergencies.
  (c) through (k) [Reserved]. For guidance see Sec. 86.096-8.
  20. A new Sec. 86.099-9 is added to subpart A to read as follows:

Sec. 86.099-9  Emission standards for 1999 and later model year light-duty
trucks.

  Section 86.099-9 includes text that specifies requirements that differ from
Sec. 86.097-9. Where a paragraph in Sec. 86.097-9 is identical and applicable
to Sec. 86.099-9, this may be indicated by specifying the corresponding
paragraph and the statement "[Reserved]. For guidance see Sec. 86.097-9."
Where a corresponding paragraph of Sec. 86.097-9 is not applicable, this is
indicated by the statement "[Reserved]."
  (a) [Reserved]. For guidance see Sec. 86.097-9.
  (b) Evaporative emissions from light-duty trucks shall not exceed the
following standards. The standards apply equally to certification and in-use
vehicles. The spitback standard also applies to newly assembled vehicles.
  (1) Hydrocarbons (for gasoline-fueled vehicles). (i)(A) For heavy light-
duty trucks with nominal fuel tank capacity of at least 30 gallons:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.5 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 3.0 grams per test.
  (B) For all other light-duty trucks:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.0 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams per test.
  (ii) Running loss test: 0.05 grams per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram per test.
  (2) Organic Material Hydrocarbon Equivalent (for methanol-fueled vehicles).
(i)(A) For heavy light-duty trucks with nominal fuel tank capacity of at
least 30 gallons:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.5 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 3.0 grams carbon per test.
  (B) For all other light-duty trucks:
  (1) For the full three-diurnal test sequence described in Sec. 86.130-96,
diurnal plus hot soak measurements: 2.0 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, diurnal plus hot soak measurements: 2.5 grams carbon per test.
  (ii) Running loss test: 0.05 grams carbon per mile.
  (iii) Fuel dispensing spitback test: 1.0 gram carbon per test.
  (3) The standards set forth in paragraphs (b) (1) and (2) of this section
refer to a composite sample of evaporative emissions collected under the
conditions and measured in accordance with the procedures set forth in
subpart B of this part.
  (4) All fuel vapor generated in a gasoline- or methanol-fueled light-duty
truck during in-use operations shall be routed exclusively to the evaporative
control system (e.g., either canister or engine purge). The only exception to
this requirement shall be for emergencies.
  (c) [Reserved]. For guidance see Sec. 86.097-9.
  (d) through (f) [Reserved].
  (g) through (k) [Reserved]. For guidance see Sec. 86.097-9.
  21. A new Sec. 86.099-10 is added to subpart A to read as follows:

Sec. 86.099-10  Emission standards for 1999 and later model year Otto-cycle
heavy-duty engines and vehicles.

  Section 86.099-10 includes text that specifies requirements that differ
from Sec. 86.098-10. Where a paragraph in Sec. 86.98-10 is identical and
applicable to Sec. 86.099-10, this may be indicated by specifying the
corresponding paragraph and the statement "[Reserved]. For guidance see Sec.
86.098-10."
  (a) [Reserved]. For guidance see Sec. 86.098-10.
  (b) Evaporative emissions from heavy-duty vehicles shall not exceed the
following standards. The standards apply equally to certification and in-use
vehicles. The spitback standard also applies to newly assembled vehicles.
  (1) Hydrocarbons (for vehicles equipped with gasoline-fueled engines). (i)
For vehicles with a Gross Vehicle Weight Rating of up to 14,000 lbs:
  (A)(1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 3.0 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 3.5 grams per test.
  (B) Running loss test: 0.05 grams per mile.
  (C) Fuel dispensing spitback test: 1.0 gram per test.
  (ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000
lbs:
  (A)(1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 4.0 grams per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 4.5 grams per test.
  (B) Running loss test: 0.05 grams per mile.
  (2) Organic Material Hydrocarbon Equivalent (for vehicles equipped with
methanol-fueled engines). (i) For vehicles with a Gross Vehicle Weight Rating
of up to 14,000 lbs:
  (A)(1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 3.0 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 3.5 grams carbon per test.
  (B) Running loss test: 0.05 grams carbon per mile.
  (C) Fuel dispensing spitback test: 1.0 gram carbon per test.
  (ii) For vehicles with a Gross Vehicle Weight Rating of greater than 14,000
lbs:
  (A)(1) For the full three-diurnal test sequence described in Sec. 86.1230-
96, diurnal plus hot soak measurements: 4.0 grams carbon per test.
  (2) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, diurnal plus hot soak measurements: 4.5 grams carbon per test.
  (B) Running loss test: 0.05 grams carbon per mile.
  (3)(i) For vehicles with a Gross Vehicle Weight Rating of up to 26,000 lbs,
the standards set forth in paragraphs (b)(1) and (b)(2) of this section refer
to a composite sample of evaporative emissions collected under the conditions
and measured in accordance with the procedures set forth in subpart M of this
part.
  (ii) For vehicles with a Gross Vehicle Weight Rating of greater than 26,000
lbs., the standards set forth in paragraphs (b)(1)(ii) and (b)(2)(ii) of this
section refer to the manufacturer's engineering design evaluation using good
engineering practice (a statement of which is required in Sec. 86.091-
23(b)(4)(ii)).
  (4) All fuel vapor generated in a gasoline- or methanol-fueled heavy-duty
vehicle during in-use operations shall be routed exclusively to the
evaporative control system (e.g., either canister or engine purge). The only
exception to this requirement shall be for emergencies.
  (c) and (d) [Reserved]. For guidance see Sec. 86.098-10.

Subpart B--[Amended]

  22. Section 86.105 of subpart B is amended by revising paragraph (b) to
read as follows:

Sec. 86.105  Introduction; structure of subpart.

* * * * *

  (b) Three topics are addressed in this subpart. Sections 86.106 through
86.115 set forth specifications and equipment requirements; Secs. 86.116
through 86.126 discuss calibration methods and frequency; test procedures and
data requirements are listed in Secs. 86.127 through 86.146.
  23. A new Sec. 86.106-96 is added to subpart B to read as follows:

Sec. 86.106-96  Equipment required; overview.

  (a) This subpart contains procedures for exhaust emission tests on
petroleum-fueled and methanol-fueled light-duty vehicles and light-duty
trucks, and for evaporative emission tests on gasoline-fueled and methanol-
fueled light-duty vehicles and light-duty trucks. Certain items of equipment
are not necessary for a particular test, e.g., evaporative enclosure when
testing diesel-cycle vehicles. Alternate sampling systems and calculation
methods may be used if shown to yield equivalent or superior results, and if
approved in advance by the Administrator. Equipment required and
specifications are as follows:
  (1) Evaporative emission tests, gasoline-fueled and methanol-fueled
vehicles. The evaporative emission test is closely related to and connected
with the exhaust emission test. All vehicles tested for evaporative emissions
must undergo testing according to the test sequences described in Sec.
86.130-96; however, the Administrator may omit measurement of exhaust
emissions to test for evaporative emissions. The Administrator may truncate a
test after any valid emission measurement without affecting the validity of
the test. Further, unless the evaporative emission test is waived by the
Administrator under Sec. 86.090-26, all gasoline-fueled and methanol-fueled
vehicles must undergo both exhaust and evaporative emission tests. (Diesel
vehicles are excluded from the evaporative emission standard.) Section 86.107
specifies the necessary equipment.
  (2) Exhaust emission tests. All vehicles subject to this subpart are
subject to testing for both gaseous and particulate exhaust emissions using
the CVS concept (see Sec. 86.109), except where exemptions or waivers are
expressly provided in subpart A of this part. Vehicles subject to the "Tier
0" (i.e., phase-out) standards described under subpart A of this part are
exempted from testing for methane emissions. Otto-cycle vehicles subject to
the "Tier 0" standards are waived from testing for particulates. For vehicles
waived from the requirement for measuring particulate emissions, use of a
dilution tunnel is not required (see Sec. 86.109). The CVS must be connected
to the dilution tunnel if particulate emission sampling is required (see Sec.
86.110). Petroleum- and methanol-fueled diesel-cycle vehicle testing requires
that a PDP-CVS or CFV-CVS with heat exchanger be used. (This equipment may be
used with methanol-fueled Otto-cycle vehicles; however, particulates need not
be measured for vehicles that are waived from the requirement). All gasoline-
fueled and methanol-fueled vehicles equipped with evaporative canisters are
preconditioned by loading the canisters with hydrocarbon vapors. Petroleum-
fueled diesel-cycle vehicles are excluded from this requirement. Equipment
necessary and specifications appear in Secs. 86.108 through 86.114.
  (3) Fuel, analytical gas, and driving schedule specifications. Fuel
specifications for exhaust and evaporative emissions testing and for mileage
accumulation for petroleum-fueled and methanol-fueled vehicles are specified
in Sec. 86.113. Analytical gases are specified in Sec. 86.114. The EPA Urban
Dynamometer Driving Schedule (UDDS), for use in exhaust emission tests, and
the New York City Cycle (NYCC), for use with the UDDS in running loss tests,
are specified in Sec. 86.115 and appendix I of this part.
  (b) [Reserved]
  24. A new Sec. 86.107-96 is added to subpart B to read as follows:

Sec. 86.107-96  Sampling and analytical systems; evaporative emissions.

  (a)Testing enclosures--(1) Diurnal emission test. The enclosure shall be
readily sealable, rectangular in shape, with space for personnel access to
all sides of the vehicle. When sealed, the enclosure shall be gas tight in
accordance with Sec. 86.117-96. Interior surfaces must be impermeable and
nonreactive to hydrocarbons (and to methanol, if the enclosure is used for
methanol-fueled vehicles). The temperature conditioning system shall be
capable of controlling the internal enclosure air temperature to follow the
prescribed temperature versus time cycle as specified in Sec. 86.133-96 and
appendix II of this part, within an instantaneous tolerance of +/-3.0 deg.F
of the nominal temperature versus time profile throughout the test, and an
average tolerance of +/-2.0 deg.F over the duration of the test. The control
system shall be tuned to provide a smooth temperature pattern that has a
minimum of overshoot, hunting, and instability about the desired long-term
ambient temperature profile. Interior surface temperatures shall not be less
than 40 deg.F, nor more than 130 deg.F at any time during the diurnal
emission test. To accommodate the volume changes due to enclosure temperature
changes, either a variable-volume or fixed-volume enclosure may be used for
diurnal emission testing:
  (i) Variable-volume enclosure. The variable-volume enclosure expands and
contracts in response to the temperature change of the air mass in the
enclosure. Two potential means of accommodating the internal volume changes
are movable panel(s), or a bellows design, in which impermeable bag(s) inside
the enclosure expand and contract in response to internal pressure changes by
exchanging air from outside the enclosure. Any design for volume
accommodation must maintain the integrity of the enclosure as specified in
Sec. 86.117-96 over the specified temperature range. Any method of volume
accommodation shall limit the differential between the enclosure internal
pressure and the barometric pressure to a maximum value of +/-2.0 inches of
water. The enclosure shall be capable of latching to a fixed volume. A
variable-volume enclosure must be capable of accommodating a +/-7 percent
change from its "nominal volume" (see Sec. 86.117-96(b)), accounting for
temperature and barometric pressure variation during testing.
  (ii) Fixed-volume enclosure. The fixed-volume enclosure shall be
constructed with rigid panels that maintain a fixed enclosure volume, and
meet the following requirements.
  (A) The enclosure shall be equipped with an outlet flow stream that
withdraws air at a low, constant rate from the enclosure throughout the test.
An inlet flow stream may provide make-up air to balance the outgoing flow
with incoming ambient air. Inlet air must be filtered with activated carbon
to provide a relatively constant hydrocarbon level. Any method of volume
accommodation shall maintain the differential between the enclosure internal
pressure and the barometric pressure between 0 and -2 inches of water.
  (B) The equipment shall be capable of measuring the mass of hydrocarbon and
methanol (if the enclosure is used for methanol-fueled vehicles) in the inlet
and outlet flow streams with a resolution of 0.01 gram. A bag sampling system
may be used to collect a proportional sample of the air withdrawn from and
admitted to the enclosure. Alternatively, the inlet and outlet flow streams
may be continuously analyzed using an on-line FID analyzer and integrated
with the flow measurements to provide a continuous record of the mass
hydrocarbon and methanol removal.
  (2) Running loss test. The enclosure shall be readily sealable, rectangular
in shape, with space for personnel access to all sides of the vehicle. When
sealed, the enclosure shall be gas tight in accordance with Sec. 86.117-96.
The enclosure may be equipped with a personnel door, provided that the
enclosure can still meet the requirements of Sec. 86.117-96 with the door
installed. Interior surfaces must be impermeable and nonreactive to
hydrocarbons and to methanol (if the enclosure is used for methanol-fueled
vehicles). Interior surface temperatures shall not be less than 40 deg.F. If
a running loss enclosure meets all the requirements of paragraph (a)(1) of
this section, it may be used as a diurnal evaporative emission enclosure. The
enclosure must contain a dynamometer that meets the requirements of Sec.
86.108. Provisions shall be made to remove exhaust gases from the enclosure.
The running loss enclosure shall be equipped to supply air to the vehicle, at
a temperature of 95+/-5 deg.F, from sources outside of the running loss
enclosure directly into the operating engine's air intake system.
Supplemental air requirements (e.g., for an air pump) shall be supplied by
drawing air from the engine intake source. During the running loss test,
ambient temperatures must be maintained at 95+/-5 deg.F (95+/-2 deg.F on
average). An air or oxygen cylinder with an attached self-contained breathing
apparatus may be provided for the vehicle operator.
  (3) Hot soak test. The hot soak test may be conducted by holding the
vehicle in an enclosure that meets the requirements for either diurnal
emission or running loss tests. The enclosure shall be configured to provide
an internal enclosure ambient temperature of 95+/-10 deg.F for the first 5
minutes, and 95+/-5 deg.F (95+/-2 deg.F on average) for the remainder of the
hot soak test.
  (i) If the hot soak test is conducted in the same enclosure as the
immediately preceding running loss test, interior surface temperatures shall
not be below 70 deg.F, nor above 125 deg.F for the last 55 minutes of the hot
soak test.
  (ii) If the hot soak test is not conducted in the same enclosure as the
immediately preceding running loss test, interior surface temperatures shall
not be below 70 deg.F, nor above 125 deg.F for the duration of the hot soak
test.
  (b) Evaporative emission hydrocarbon and methanol analyzers. (1) For
gasoline- and methanol-fueled vehicles a hydrocarbon analyzer utilizing the
hydrogen flame ionization principle (FID) shall be used to monitor the
atmosphere within the enclosure (a heated FID (HFID) (235 deg.+/-15 deg.F
(113+/-8 deg.C))) is required for methanol-fueled vehicles). Provided
evaporative emission results are not affected, a probe may be used to detect
or verify hydrocarbon sources during a running loss test. Instrument bypass
flow may be returned to the enclosure. The FID shall have a response time to
90 percent of final reading of less than 1.5 seconds.
  (2) For methanol-fueled vehicles, a methanol sampling and analyzing system
is required in addition to the FID analyzer. The methanol sampling equipment
shall consist of impingers for collecting the methanol sample and appropriate
equipment for drawing the sample through the impingers. The analytical
equipment shall consist of a gas chromatograph equipped with a flame
ionization detector.
  (c) Evaporative emission hydrocarbon and methanol data recording system.
(1) The electrical output of the FID used for measuring hydrocarbons (or
hydrocarbons plus methanol, as appropriate) shall be recorded at least at the
initiation and termination of each running loss and hot soak test, and at the
initiation and termination of the enclosure sampling period(s) for the
diurnal emission test, as described in Sec. 86.133. The recording may be
taken by means of a strip chart potentiometric recorder, by use of an on-line
computer system or other suitable means. In any case, the recording system
must have operational characteristics (signal to noise ratio, speed of
response, etc. ) equivalent to or better than those of the signal source
being recorded, and must provide a permanent record of results. The record
shall show a positive indication of the initiation and completion of each hot
soak, running loss, or diurnal emission test (including initiation and
completion of sampling period(s)), along with the time elapsed during each
soak.
  (2) For the methanol sample, permanent records shall be made of the
following: the volumes of deionized water introduced into each impinger, the
rate and time of sample collection, the volumes of each sample introduced
into the gas chromatograph, the flow rate of carrier gas through the column,
the column temperature, and the chromatogram of the analyzed sample.
  (d) Fuel temperature control system. Fuel temperatures of the test vehicle
shall be controlled, as specified in Sec. 86.134(g)(1)(xv), with the
following combination of fans. The control system shall be tuned and operated
to provide a smooth and continuous fuel tank temperature profile that is
representative of the on-road temperature profile.
  (1) A vehicle underbody fan shall discharge air from the front of the
vehicle, as necessary to control fuel temperatures. The fan shall be a
roadspeed modulated fan that is controlled to a discharge velocity that
follows the dynamometer roll speed, at least up to speeds of 30 mph,
throughout the driving cycle. Discharge velocities may temporarily depart
from dynamometer roll speed if necessary to control fuel temperatures. The
system shall provide a total discharge airflow not to exceed 8,000 cfm.
  (2) Additional fans may be used to route heating or cooling air directly at
the bottom of the vehicle's fuel tank. The air supplied to the tank shall be
between 70 deg. and 160 deg.F, with a total discharge airflow not to exceed
1,000 cfm.
  (e) Temperature recording system. A strip chart potentiometric recorder, an
on-line computer system, or other suitable means shall be used to record
enclosure ambient temperature during all evaporative emission test segments,
as well as vehicle fuel tank temperature during the running loss test. The
recording system shall record each temperature at least once every minute.
The recording system shall be capable of resolving time to +/-15s and capable
of resolving temperature to +/-0.75 deg.F (+/-0.42 deg.C). The temperature
recording system (recorder and sensor) shall have an accuracy of +/-3
deg.F(+/-1.7 deg.C). The recorder (data processor) shall have a time accuracy
of +/-15s and a precision of +/-15s. Two ambient temperature sensors,
connected to provide one average output, shall be located 3 feet above the
floor at the approximate mid-length of each side wall of the enclosure and
within 3 to 12 inches of each side wall. Manufacturers shall arrange that
vehicles furnished for testing at Federal certification facilities be
equipped with iron-constantan Type J thermocouples for measurement of fuel
tank temperature. Vehicles shall be equipped with 2 temperature sensors
installed to provide an average liquid fuel temperature. The temperature
sensors shall be placed to measure the temperature at the mid-volume of the
liquid fuel at a fill level of 40 percent of nominal tank capacity. In-tank
temperature sensors are not required for the supplemental two-diurnal test
sequence specified in Sec. 86.130-96.
  (f) Pressure recording system. A strip chart potentiometric recorder, an
on-line computer system, or other suitable means, shall be used to record the
enclosure gauge pressure for any testing in an enclosure, as well as the
vehicle's fuel tank pressure during the running loss test. The Administrator
may omit measurement of fuel tank pressure. The recording system shall record
each pressure at least once every minute. The recording system shall be
capable of resolving time to +/-15s and capable of resolving pressure to +/-
0.1 inches of water. The pressure recording system (recorder and sensor)
shall have an accuracy of +/-1.0 inches of water. The recorder (data
processor) shall have a time accuracy of +/-15s and a precision of +/-15s.
The pressure transducer shall be installed to measure the pressure in the
vapor space of the fuel tank.
  (g) Purge blower. One or more portable or fixed blowers shall be used to
purge the enclosure. The blowers shall have sufficient flow capacity to
reduce the enclosure hydrocarbon and/or methanol concentration from the test
level to the ambient level between tests. Actual flow capacity will depend
upon the time available between tests.
  (h) Mixing blower. Blowers or fans shall be used to mix the enclosure
contents during evaporative emission testing. The inlets and outlets of the
air circulation blower(s) shall be configured to provide a well dispersed air
circulation pattern that produces effective internal mixing and avoids
significant temperature or hydrocarbon stratification. Maintenance of uniform
concentrations throughout the enclosure is important to the accuracy of
testing.
  (1) Diurnal emission test. Blowers or fans shall have a capacity of 0.8+/-
0.2 cfm per cubic foot of the nominal enclosure volume for mixing in the
enclosure. Additional fans may be used to maintain a minimum wind speed of 5
mph (8 km/h) under the fuel tank of the test vehicle.
  (2) Running loss test. Blowers or fans shall have a total capacity of at
least 1.0 cfm per cubic foot of the nominal enclosure volume.
  (3) Hot soak test. Blowers or fans must have a capacity of 0.8+/-0.2 cfm
per cubic foot of the nominal enclosure volume. Circulated air shall not be
aimed directly at the vehicle.
  (i) Point-source running loss measurement facility. Some system
requirements pertain specifically to running loss testing by the point-source
method, in which emissions from potential sources are collected and routed to
a sampling system. Emissions are sampled with the same equipment and
techniques as for exhaust emission measurement. The test environment must
contain a dynamometer that meets the requirements of Sec. 86.108. During the
running loss test, ambient temperatures must be maintained at 95+/-5 deg.F
(95+/-2 deg.F on average). An air or oxygen cylinder with an attached self-
contained breathing apparatus may be provided for the vehicle operator.
  (1) The running loss vapor vent collection system shall be configured to
collect all running loss emissions from each of the discrete point sources
that function as vehicle fuel system vapor vents, and transport the collected
vapor emissions to a CFV- or PDP-based dilution and measurement system. The
collection system shall consist of a collector at each vehicle vapor vent,
lengths of heated sample line connecting each collector to the inlet of the
heated sample pump, and lengths of heated sample line connecting the outlet
of the heated sample pump to the inlet of the running loss fuel vapor
sampling system. Up to 3 feet of unheated line connecting each of the vapor
collectors to the heated sample lines shall be allowed. Each heated sample
pump and its associated sample lines shall be maintained at a temperature
between 175 deg.F and 200 deg.F to prevent condensation of fuel vapor in the
sample lines. The heated sample pump(s) and its associated flow controls
shall be configured and operated to draw a flow of ambient air into each
collector at a flow rate of at least 0.67 cfm. The flow controls on each
heated sampling system shall include an indicating flow meter that provides
an alarm output to the data recording system if the flow rate drops below
0.67 cfm by more than 5 percent. The collector inlet for each discrete vapor
vent shall be placed in proximity to the vent as necessary to capture any
fuel vapor emissions without significantly affecting flow or pressure of the
normal action of the vent. The collector inlets shall be designed to
interface with the configuration and orientation of each specific vapor vent.
For vapor vents that terminate in a tube or hose barb, a short length of
tubing of an inside diameter larger throughout its length than the inside
diameter of the vent outlet may be used to extend the vent into the mouth of
the collector. For those vapor vent designs that are not compatible with such
collector configurations, the vehicle manufacturer shall supply a collector
that is configured to interface with the vapor vent design and that
terminates in a fitting that is capable of capturing all vapor emitted from
the vent. The Administrator may test for running losses by the point-source
method without heating sample lines or pumps.
  (2) The running loss fuel vapor sampling system shall be a CFV- or PDP-
based dilution and measurement system that further dilutes the running loss
fuel vapors collected by the vapor vent collection system(s) with ambient
air, collects continuously proportional samples of the diluted running loss
vapors and dilution air in sample bags, and measures the total dilute flow
through the sampling system over each test interval. In practice, the system
shall be configured and operated in a manner that is directly analogous to an
exhaust emissions constant volume sampling system, except that the input flow
to the system is the flow from the running loss vapor vent collection
system(s) instead of vehicle exhaust flow. The system shall be configured and
operated to meet the following requirements:
  (i) The running loss fuel vapor sampling system shall be designed to
measure the true mass of fuel vapor emissions collected by the running loss
vapor vent collection system from the specified fuel vapor vents. The total
volume of the mixture of running loss emissions and dilution air shall be
measured and a continuously proportioned sample of volume shall be collected
for analysis. Mass emissions shall be determined from the sample
concentration and total flow over the test period.
  (ii) The PDP-CVS shall consist of a dilution air filter and mixing
assembly, heat exchanger, positive-displacement pump, sampling system, and
associated valves, pressure and temperature sensors. The PDP-CVS shall
conform to the following requirements:
  (A) The gas mixture temperature, measured at a point immediately ahead of
the positive-displacement pump, shall be within +/-10 deg.F of the designed
operating temperature at the start of the test. The gas mixture temperature
variation from its value at the start of the test shall be limited to +/-10
deg.F during the entire test. The temperature measuring system shall have an
accuracy and precision of +/-2 deg.F.
  (B) The pressure gauges shall have an accuracy and precision of +/-1.6
inches of water (+/-0.4 kPa).
  (C) The flow capacity of the CVS shall not exceed 350 cfm.
  (D) Sample collection bags for dilution air and running loss fuel vapor
samples shall be sufficient size so as not to impede sample flow.
  (iii) The CFV sample system shall consist of a dilution air filter and
mixing assembly, a sampling venturi, a critical flow venturi, a sampling
system and assorted valves, and pressure and temperature sensors. The CFV
sample system shall conform to the following requirements:
  (A) The temperature measuring system shall have an accuracy and precision
of +/-2 deg.F and a response time of 0.100 seconds of 62.5 percent of a
temperature change (as measured in hot silicone oil).
  (B) The pressure measuring system shall have an accuracy and precision of
+/-1.6 inches of water (0.4 kPa).
  (C) The flow capacity of the CVS shall not exceed 350 cfm.
  (D) Sample collection bags for dilution air and running loss fuel vapor
samples shall be of sufficient size so as not to impede sample flow.
  (3) An on-line computer system or strip-chart recorder shall be used to
record the following additional parameters during the running loss test
sequence:
  (i) CFV (if used) inlet temperature and pressure.
  (ii) PDP (if used) inlet temperature, pressure, and differential pressure.
  25. Section 86.113-94 is amended by revising footnote 4 in the table of
paragraph (a)(1) to read as follows:

Sec. 86.113-94  Fuel specifications.

  (a) * * * (1) * * *

* * * * *

   /4/ For testing at altitude above 1,219 m (4,000 ft.) the specified range
is 7.6-8.0 psi (52-55 kPa).

* * * * *

  26. Section 86.115-78 of subpart B is amended by revising paragraphs (a)
and (b) to read as follows:

Sec. 86.115-78  EPA urban dynamometer driving schedules.

  (a) The EPA Urban Dynamometer Driving Schedule and the EPA New York City
Cycle are listed in appendix I of this part. The driving schedules are
defined by a smooth trace drawn through the specified speed vs. time
relationships. They each consist of a distinct nonrepetitive series of idle,
acceleration, cruise, and deceleration modes of various time sequences and
rates.
  (b) The driver should attempt to follow the target schedule as closely as
possible. The speed tolerance at any given time for these schedules, or for a
driver's aid chart approved by the Administrator, are as follows:
  (1) The upper limit is 2 mph (3.2 km/h) higher than the highest point on
the trace within 1 second of the given time.
  (2) The lower limit is 2 mph (3.2 km/h) lower than the lowest point on the
trace within 1 second of the given time.
  (3)(i) Speed variations greater than the tolerances (such as may occur
during gear changes or braking spikes) are acceptable, provided they occur
for less than 2 seconds on any occasion and are clearly documented as to the
time and speed at that point of the driving schedule.
  (ii) When conducted to meet the requirements of Sec. 86.129, up to three
additional occurrences of speed variations greater than the tolerance are
acceptable, provided they occur for less than 15 seconds on any occasion, and
are clearly documented as to the time and speed at that point of the driving
schedule.
  (4) Speeds lower than those prescribed are acceptable, provided the vehicle
is operated at maximum available power during such occurrences.
  (5) When conducted to meet the requirements of Secs. 86.129, 86.132, or
Sec. 86.146, the speed tolerance shall be as specified above, except that the
upper and lower limits shall be 4 mph (6.4 km/h).

* * * * *

  27. A new Sec. 86.117-96 is added to subpart B to read as follows:

Sec. 86.117-96  Evaporative emission enclosure calibrations.

  The calibration of evaporative emission enclosures consists of three parts:
initial and periodic determination of enclosure background emissions
(hydrocarbons and methanol); initial determination of enclosure internal
volume; and periodic hydrocarbon and methanol retention check and
calibration. Methanol measurements may be omitted when methanol-fueled
vehicles will not be tested in the evaporative enclosure.
  (a) Initial and periodic determination of enclosure background emissions.
Prior to its introduction into service, annually thereafter, and after any
repair that can affect the enclosure background emissions, the enclosure
shall be checked to determine that it does not contain materials that will
themselves emit hydrocarbons or methanol. When methanol as well as
hydrocarbons are present in the evaporative enclosure, the HFID hydrocarbon
concentration measurement includes the partial response of the HFID to
methanol plus the hydrocarbons. Determination of the HFID response to
methanol, Sec. 86.121, prior to its being placed in service is required for
the determination of hydrocarbons. Proceed as follows:
  (1) Prepare the enclosure. (i) Variable-volume enclosures may be operated
in either latched or unlatched volume configuration, as described in
paragraph (b)(1) of this section. Ambient temperatures shall be maintained at
96+/-3 deg.F throughout the 4-hour period.
  (ii) Fixed-volume enclosures shall be operated with inlet and outlet flow
streams closed. Ambient temperatures shall be maintained at 96+/-3 deg.F
throughout the 4-hour period.
  (iii) For running loss enclosures ambient temperatures shall be maintained
at 95+/-3 deg.F throughout the 4-hour period.
  (2) The enclosure may be sealed and the mixing fan operated for a period of
up to 12 hours before the 4-hour background sampling period begins.
  (3) Zero and span (calibrate if required) the hydrocarbon analyzer.
  (4) Prior to the background determination, purge the enclosure until a
stable background hydrocarbon reading is obtained.
  (5) Turn on the mixing blower (if not already on).
  (6) Seal enclosure and measure background hydrocarbon concentration,
background methanol, temperature, and barometric pressure.
  These are the initial readings CHCi, CCH3OHi, and PBi, Ti for the
enclosure background determination.
  (7) Allow the enclosure to stand undisturbed without sampling for four
hours.
  (8) Measure the hydrocarbon concentration on the same FID and the methanol
level. These are the final concentrations, CHCf and CCH3OHf. Also measure
final temperature and boarmetric pressure.
  (9) Calculate the mass change of methanol, hydrocarbons, and hydrocarbons
plus methanol in the enclosure according to the equations in paragraph (d) of
this section.
  (i) Diurnal enclosures. The enclosure background emissions (hydrocarbons
plus methanol) shall not be greater than 0.05g for the 4 hours.
  (ii) Running loss enclosures. The enclosure background emissions
(hydrocarbons plus methanol) shall not be greater than 0.2 grams for the 4
hours.
  (b) Initial determination of enclosure internal volume. Initial
determination of enclosure internal volume. Prior to its introduction into
service the enclosure internal volume shall be determined by the following
procedure:
  (1) Carefully measure the internal length, width and height of the
enclosure, accounting for irregularities (such as braces) and calculate the
internal volume. For variable-volume enclosures, latch the enclosure to a
fixed volume when the enclosure is held at an ambient temperature of 84
deg.F; this nominal volume shall be repeatable within +/-0.5 percent of the
reported value.
  (2) Perform an enclosure calibration check according to paragraph (c) of
this section.
  (3) If the calculated mass does not agree within 2 percent of the injected
propane mass, then corrective action is required.
  (c) Hydrocarbon and methanol retention check and calibration. The
hydrocarbon and methanol (if the enclosure is used for methanol-fueled
vehicles) retention check provides a check upon the calculated volume and
also measures the leak rate. The enclosure leak rate shall be determined
prior to its introduction into service, following any modifications or
repairs to the enclosure that may affect the integrity of the enclosure, and
at least monthly thereafter. If six consecutive monthly retention checks are
successfully completed without corrective action, the enclosure leak rate may
be determined quarterly thereafter as long as no corrective action is
required.
  (1) An enclosure to be used for the diurnal emission test (see Sec. 86.133-
96) shall be calibrated according to the following procedure.
  (i) Zero and span (calibrate if required) the hydrocarbon analyzer.
  (ii) Purge the enclosure until a stable background hydrocarbon reading is
obtained.
  (iii) Turn on the mixing blowers (if not already on).
  (iv) On variable-volume enclosures, latch the enclosure to the nominal
volume position. On fixed-volume enclosures close the outlet and inlet flow
streams.
  (v) Turn on the ambient temperature control system (if not already on) and
adjust it for an initial temperature of 96 deg.F (36 deg.C).
  (vi) When the enclosure stabilizes at 96+/-3 deg.F (36+/-2 deg.C), seal the
enclosure and measure background hydrocarbon concentration, background
methanol, temperature, and barometric pressure. These are the initial
readings CHCi, CCH3OHi, Ti, and PBi for the enclosure calibration.
  (vii) Inject into the enclosure 2 to 6 grams of pure propane and 2 to 6
grams of pure methanol in gaseous form; i.e., at a temperature of at least
150 deg.F (65 deg.C). The propane and methanol may be measured by volume flow
or by mass measurement. The method used to measure the propane and methanol
shall have an accuracy and precision of +/-0.2 percent of the measured value.
  (viii) After a minimum of 5 minutes of mixing, analyze the enclosure
atmosphere for hydrocarbon and methanol content, also record temperature and
pressure. These measurements are the final readings for the enclosure
calibration as well as the initial readings for the retention check.
  (ix) To verify the enclosure calibration, calculate the mass of propane and
the mass of methanol using the measurements taken in paragraphs (c)(1)(vi)
and (viii) of this section. See paragraph (d) of this section. This quantity
must be within +/-2 percent of that measured in paragraph (c)(1)(vii) of this
section.
  (x) For variable-volume enclosures, unlatch the enclosure from the nominal
volume configuration. For fixed-volume enclosures, open the outlet and inlet
flow streams.
  (xi) Start cycling the ambient temperature from 96 deg.F to 72 deg.F and
back to 96 deg.F over a 24-hour period, according to the profile specified in
Sec. 86.133-96 and appendix II of this part, within 15 minutes of sealing the
enclosure.
  (xii) At the completion of the 24-hour cycling period, analyze the
enclosure atmosphere for hydrocarbon and methanol content; determine the net
withdrawn methanol (in the case of diurnal emission testing with fixed volume
enclosures); record temperature and barometric pressure. These are the final
readings for the hydrocarbon and methanol retention check. The final
hydrocarbon and methanol mass, calculated in paragraph (d) of this section,
shall be within 3 percent of that determined in paragraph (c)(1)(viii) of
this section.
  (2) An enclosure to be used for the running loss test (see Sec. 86.134-96)
shall meet the calibration and retention requirements of Sec. 86.117-90(c).
  (3) Enclosures calibrated according to the procedures specified in either
paragraph (c)(1) or (c)(2) of this section may be used for hot soak testing
(see Sec. 86.138).
  (d) Calculations. (1) The calculation of net methanol and hydrocarbon mass
change is used to determine enclosure background and leak rate. It is also
used to check the enclosure volume measurements. The methanol mass change is
calculated from the initial and final methanol samples, the net withdrawn
methanol (in the case of diurnal emission testing with fixed-volume
enclosures), and initial and final temperature and pressure according to the
following equation:

          Vn x CMR          TEf
MCH3OH = (--------) x (------------ x [(AMS1f x AV1f) + (AMS2f x AV2f)] -
            AMR        VEf x TSHEDf

     TEi
 ------------ x [(AMS1i x AV1i) + (AMS2i x AV2i)]) + (MCH3OH,out - MCH3OH,in)
 VEi x TSHEDi

Where,
  (i) MCH3OH=mass change, micro-g.
  (ii) V=Enclosure volume, ft**3, as measured in paragraph (b)(1) of this
section.
  (iii) CMR=Concentration of methanol in standard sample for calibration of
gas chromatograph (GC), micro-g/ml.
  (iv) AMR=GC peak area of standard sample.
  (v) TE=Temperature of sample withdrawn, R.
  (vi) TSHED=Temperature of enclosure, R.
  (vii) VE=Volume of sample withdrawn, ft**3.
  (viii) PB=Barometric pressure at time of sampling, in. Hg.
  (ix) AMS=GC peak area of test sample.
  (x) AV=Volume of absorbing reagent in impinger (ml).
  (xi) i=Initial sample.
  (xii) f=Final sample.
  (xiii) 1=First impinger
   (xiv) 2=Second impinger.
   (xv) MCH3OH,out=mass of methanol exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.
   (xvi) MCH3OH,in=mass of methanol entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.

  (2) The hydrocarbon mass change is calculated from the initial and final
FID readings of hydrocarbon concentration, methanol concentration with FID
response to methanol, the net withdrawn hydrocarbon and methanol (in the case
of diurnal emission testing with fixed-volume enclosures), and initial and
final temperature and pressure according to the following equation:

                        (CHCf - rCCH3OHf)PBf   (CHCi - rCCH3OHi)PBi
MHC = (kVn x 10**-4) x (-------------------- - --------------------) +
                                 Tf                     Ti

      MHC,out - MHC,in

Where,
  (i) MHC=Hydrocarbon mass change, g.
  (ii) CHC=FID hydrocarbon concentration as ppm carbon, that is, ppm propane
x 3, including FID response to methanol in the sample.
   (iii) CCH3OH=Methanol concentration as ppm carbon.

                   1.501x10**-3 CMR x T
         CCH3OH = (--------------------) x [(ASi x AV1) + (AS2 x AV2)]
                       AMR x PB x Vn

  (iv) V=Enclosure volume ft**3 (m**3), as measured in paragraph (b)(1) of
this section.
   (v) r=FID response factor to methanol.
   (vi) PB=Barometric pressure, in. Hg. (kPa).
   (vii) T=Enclosure ambient temperature, R(K) .
  (viii) i=Indicates initial reading.
   (ix) f=Indicates final reading.
  (x)(A) k=3.05.
  (B) For SI units, k=17.60.
  (xi) MHC,out=mass of hydrocarbon exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.
  (xii) MHC,in=mass of hydrocarbon entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.
  (e) Calibration of equipment for point-source testing of running losses.
For the point-source method, the running loss fuel vapor sampling system
shall be calibrated as a CVS system, as specified in Sec. 86.119, with the
additional specification that the vapor sampling system verification be
conducted as follows:
  (1) The following "gravimetric" technique can be used to verify that the
vapor sampling system and analytical instruments can accurately measure a
mass of gas that has been injected into the system. If the vapor sampling
system will be used only in the testing of petroleum-fueled engines, the
system verification may be performed using propane. If the vapor sampling
system will be used with methanol-fueled vehicles as well as petroleum-fueled
vehicles, the system verification performance check must include a methanol
check in addition to the propane check. (Verification can also be
accomplished by constant flow metering using critical flow orifice devices.)
  (i) Obtain a small cylinder that has been charged with pure propane gas.
Obtain another small cylinder that has been charged with pure methanol if the
system will be used for methanol-fueled vehicle testing. Since this cylinder
will be heated to 150-155 deg.F, care must be taken to ensure that the liquid
volume of methanol placed in the cylinder does not exceed approximately one-
half of the total volume of the cylinder.
  (ii) Determine a reference cylinder weight to the nearest 0.01 grams.
  (iii) Operate the vapor sampling system in the normal manner and release a
known quantity of pure propane into the most frequently used fuel vapor vent
collector during the sampling period (approximately 5 minutes).
  (iv) Continue to operate the vapor sampling system in the normal manner and
release a known quantity of pure methanol into the system during the sampling
period (approximately 5 minutes).
  (v) The calculations of Sec. 86.144 are performed in the normal way, except
in the case of propane. The density of propane (17.30 g/ft3/carbon atom
(0.6109 kg/m3/carbon atom)) is used in place of the density of exhaust
hydrocarbons. In the case of methanol, the density of 37.71 g/ft3 (1.332 kg/
m3) is used.
  (vi) The gravimetric mass is subtracted from the vapor sampling system
measured mass and then divided by the gravimetric mass to determine the
percent accuracy of the system.
  (vii) The cause for any discrepancy greater than +/-2 percent must be found
and corrected.
  (2) This procedure shall be conducted in the point-source running loss test
environment with the collector installed in a vehicle in the normal test
configuration. The fuel of the test vehicle shall either be diesel, or it
shall be kept under 100 deg.F (38 deg.C). Two to six grams of pure propane
and two to six grams of pure methanol shall be injected into the collector
while the vehicle is operated over one Urban Dynamometer Driving Schedule
(UDDS), as described in Sec. 86.115 and Appendix I of this part. The propane
and methanol injections shall be conducted at the ambient temperature of
95+/-5 deg.F (35+/-3 deg.C).
  28. A new Sec. 86.127-96 is added to subpart B to read as follows:

Sec. 86.127-96  Test procedures; overview.

  The procedures described in this and subsequent sections are used to
determine the conformity of vehicles with the standards set forth in subpart
A of this part for light-duty vehicles and light-duty trucks.
  (a) The overall test consists of prescribed sequences of fueling, parking,
and operating conditions. Vehicles are tested for any or all of the following
emissions:
  (1) Gaseous exhaust THC, CO, NOX, CO2 (for petroleum-fueled vehicles), plus
CH3OH and HCHO for methanol-fueled vehicles, plus CH4 (for vehicles subject
to the NMHC and OMNMHCE standards).
  (2) Particulates.
  (3) Evaporative HC (for gasoline-fueled and methanol-fueled vehicles) and
CH3OH (for methanol-fueled vehicles). The evaporative testing portion of the
procedure occurs after the exhaust emission test; however, exhaust emissions
need not be sampled to complete a test for evaporative emissions.
  (4) Fuel spitback.
  (b) The Otto-cycle exhaust emission test is designed to determine gaseous
THC, CO, CO2, CH4, NOX, and particulate mass emissions from gasoline-fueled
and methanol-fueled Otto-cycle vehicles as well as methanol and formaldehyde
from methanol-fueled Otto-cycle vehicles, while simulating an average trip in
an urban area of 11 miles (18 kilometers). The test consists of engine start-
ups and vehicle operation on a chassis dynamometer through a specified
driving schedule. A proportional part of the diluted exhaust is collected
continuously for subsequent analysis, using a constant volume (variable
dilution) sampler or critical flow venturi sampler.
  (c) The diesel-cycle exhaust emission test is designed to determine
particulate and gaseous mass emissions during a test similar to the test in
Sec. 86.127(b). For petroleum-fueled diesel-cycle vehicles, diluted exhaust
is continuously analyzed for THC using a heated sample line and analyzer; the
other gaseous emissions (CH4, CO, CO2, and NOX) are collected continuously
for analysis as in Sec. 86.127(b). For methanol-fueled vehicles, THC,
methanol, formaldehyde, CO, CO2, CH4, and NOX are collected continuously for
analysis as in Sec. 86.127(b). THC, methanol, and formaldehyde are collected
using heated sample lines, and a heated FID is used for THC analyses.
Simultaneous with the gaseous exhaust collection and analysis, particulates
from a proportional part of the diluted exhaust are collected continuously on
a filter. The mass of particulate is determined by the procedure described in
Sec. 86.139. This testing requires a dilution tunnel as well as the constant
volume sampler.
  (d) The evaporative emission test (gasoline-fueled vehicles and methanol-
fueled vehicles) is designed to determine hydrocarbon and methanol
evaporative emissions as a consequence of diurnal temperature fluctuation,
urban driving, and hot soaks following drives. It is associated with a series
of events that a vehicle may experience and that may result in hydrocarbon
and/or methanol vapor losses. The test procedure is designed to measure:
  (1) Diurnal emissions resulting from daily temperature changes (as well as
relatively constant resting losses), measured by the enclosure technique (see
Sec. 86.133);
  (2) Running losses resulting from a simulated trip performed on a chassis
dynamometer, measured by the enclosure or point-source technique (see Sec.
86.134); and
  (3) Hot soak emissions, which result when the vehicle is parked and the hot
engine is turned off, measured by the enclosure technique (see Sec. 86.138).
  (e) Fuel spitback emissions occur when a vehicle's fuel fill neck cannot
accommodate dispensing rates. The vehicle test for spitback consists of a
short drive followed immediately by a complete refueling event.
  (f) Except in cases of component malfunction or failure, all emission
control systems installed on or incorporated in a new motor vehicle shall be
functioning during all procedures in this subpart. Maintenance to correct
component malfunction or failure shall be authorized in accordance with Sec.
86.090-25.
  29. Section 86.128-79 of subpart B is amended by revising paragraph (c) to
read as follows:

Sec. 86.128-79  Transmissions.

* * * * *

  (c) Idle modes less than one minute in length shall be run with automatic
transmissions in "Drive" and the wheels braked; manual transmissions shall be
in gear with the clutch disengaged, except for the first idle mode (see Secs.
86.134, 86.136, and 86.137). The first idle mode and idle modes longer than
one minute in length may be run with automatic transmissions in "Neutral;"
manual transmissions may be in "Neutral" with the clutch engaged (clutch may
be disengaged for engine start-up). If an automatic transmission is in
"Neutral" during an idle mode, it shall be placed in "Drive" with the wheels
braked at least 5 seconds before the end of the idle mode. If a manual
transmission is in "Neutral" during an idle mode, it shall be placed in gear
with the clutch disengaged at least 5 seconds before the end of the idle
mode.

* * * * *

  30. Section 86.129-94 of subpart B is amended by revising the section
heading and adding paragraph (d) to read as follows:

Sec. 86.129-94  Road load power, test weight, inertia weight class
determination, and fuel temperature profile.

* * * * *

  (d) Fuel temperature profile--(1) General requirements. To be tested for
running losses, as specified in Sec. 86.134, a vehicle must have a fuel
temperature profile. The following procedure is used to generate the fuel
temperature profile, which serves as a target for controlling fuel
temperatures during the running loss test. This profile represents the fuel
temperature change that occurs during on-road driving. If a vehicle has more
than one fuel tank, a profile shall be established for each tank. If
manufacturers use a vehicle model to develop a profile to represent multiple
models, the vehicle model selected must have the greatest expected fuel
temperature increase during driving of all those models it represents. Also,
manufacturers must select test vehicles with any available vehicle options
that increase fuel temperatures during driving (for example, any feature that
limits underbody airflow). The Administrator may conduct testing to establish
any vehicle's fuel temperature profile.
  (2) Vehicle instrumentation. (i) The vehicle must be equipped with
temperature sensors and pressure transducers, as described in Sec. 86.107-96
(e) and (f), and a driver's aid, which shall be configured to provide the
test driver with the desired vehicle speed vs. time trace and the actual
vehicle speed.
  (ii) A computer, data logger, or strip chart data recorder shall record the
following parameters at a minimum during the test run:
  (A) Desired speed;
  (B) Actual speed;
  (C) Instantaneous average liquid fuel temperature (Tliq); and
  (D) Vapor space pressure (the Administrator may omit measurement of fuel
tank pressure).
  (iii) The data recording system described in paragraph (d)(2)(ii) of this
section shall be capable of resolving time to +/-1 s, capable of resolving
temperature to +/-2 deg.F, capable of resolving pressure to +/-1.0 inch of
water, and capable of resolving speed to +/-0.1 mph. The temperature and
pressure signals shall be recorded at intervals of up to 1 minute; speed
signals shall be recorded at intervals of up to 1 second.
  (3) Ambient conditions. The procedure shall be run under the following
ambient conditions. Conditions should be representative of sunny summer days.
  (i) Starting ambient temperature (Tamb,o) shall be at least 95 deg.F,
steady or increasing (no more than 2 deg.F drop) during the procedure.
Ambient temperature shall be measured and recorded in regular intervals of at
least once every 5 minutes. Measure ambient temperature with the following
requirements (based on Federal Standard for Siting Meteorological Sensors at
Airports, FCM-S4-1987). The sensors shall be mounted 5+/-1 feet (1.5+/-0.3
meters) above ground level. The sensors shall be protected from radiation
from the sun, sky, earth, and any other surrounding objects, but at the same
time be adequately ventilated. The sensors shall be installed in such a
position as to ensure that measurements are representative of the free air
circulation in the locality and not influenced by artificial conditions such
as large buildings, cooling towers, and expanses of concrete and tarmac. Keep
any grass and vegetation within 100 feet (30 meters) of the sensor clipped to
a height of about 10 inches (25 centimeters) or less.
  (ii) Wind conditions shall be calm to light with maximum wind speed of 15
mph. Wind speed shall be measured and recorded in regular intervals of at
least once per minute. Measure wind speed with the following requirements
(based on Federal Standard for Siting Meteorological Sensors at Airports,
FCM-S4-1987). The site should be relatively level, but small gradual slopes
are acceptable. The sensor shall be mounted 30 to 33 feet (9 to 10 meters)
above the average ground height within a radius of 500 feet (150 meters). The
sensor height shall not exceed 33 feet, except as necessary to be at least 15
feet (5 meters) above the height of any obstruction (e.g. vegetation,
buildings, etc.) within a 500 foot (150 meter) radius. An object is
considered to be an obstruction if the included lateral angle from the sensor
to the ends of the object is 10 degrees or more.
  (iii) Road surface temperature shall be at least 30 deg.F above ambient
temperature throughout the driving period. Pavement temperature shall be
measured and recorded in regular intervals of at least once per minute. The
track temperature may be measured with an embedded sensor, a portable
temperature probe, or an infrared pyrometer that can provide an accuracy of
+/-2 deg.F. Temperatures must be measured on a surface representative of the
surface where the vehicle is driven.
  (iv) Conditions shall be sunny or mostly sunny with a maximum cloud cover
of 25 percent.
  (v) Reported cloud cover, wind speed, and ambient temperature should be
consistent with that reported by the nearest weather station; the
Administrator may request justification of any discrepancy.
  (4) Profile determination procedure. (i) Drain the fuel tank(s) and fill
with test fuel, as specified in Sec. 86.113, to the "tank fuel volume"
defined in Sec. 86.082-2.
  (ii) The vehicle shall be moved to the location where the data is to be
collected. It may be driven a maximum distance of 5 miles and may be
transported by other means. The vehicle shall be parked for a minimum of 12
hours in an open area on a surface that is representative of the test road.
The orientation of the front of the vehicle during parking (e.g., N, SW,
etc.) shall be documented.
  (iii) Once the 12 hour minimum parking time has been achieved and the
ambient temperature, weather conditions, and track surface temperature are
within the allowable ranges, the vehicle engine shall be started. The vehicle
air conditioning system (if so equipped) shall be set to the "normal" air
conditioning mode and adjusted to the minimum discharge air temperature and
high fan speed. Vehicles equipped with automatic temperature controlled air
conditioning systems shall be set to operate in "automatic" temperature and
fan modes with the system set at 72 deg.F.
  (iv) The vehicle may be operated at minimum throttle for a period up to 60
seconds prior to the start of the driving schedule, as necessary to move from
the parking location onto the road surface. The driver's aid shall be started
and the vehicle operated over the driving cycle specified in Sec. 86.134-
96(b) with the transmission operated in the same manner as specified in Sec.
86.128-79. The data recording system shall provide a record of the required
parameters over the entire period of driving.
  (5) Records required. In addition to the vehicle data recording, the
following parameters shall be documented for the determination of the fuel
temperature profile:
  (i) Date and time of vehicle fueling;
  (ii) Odometer reading at vehicle fueling;
  (iii) Date and time vehicle was parked, parking location and
  orientation;
  (iv) Odometer reading at parking;
  (v) Date and time engine was started;
  (vi) Time of initiation of first UDDS;
  (vii) Time of completion of the driving cycle;
  (viii) Ambient temperatures throughout the period of driving (Tamb);
  (ix) Wind speed throughout the period of driving;
  (x) Track surface temperatures throughout the period of driving cycle
(Tsur);
  (xi) Percent cloud cover during the period of driving; and
  (xii) Ambient temperature, wind speed, and percent cloud cover reported by
the nearest weather station for the time corresponding most closely to the
period of driving.
  (6) Fuel tank pressure. Tank pressure shall not exceed 10 inches of water
at any time during the temperature profile determination unless a pressurized
system is used and the manufacturer demonstrates that vapor would not be
vented to the atmosphere upon fuel cap removal.
  (7) Calculation of temperature profiles. (i) The traces from the driving
schedule shall be verified to meet the speed tolerance requirements of Sec.
86.115. The following conditions shall be verified:

  (A) Tamb,i>/=Tamb,o-2 deg.F.

Where,
  (1) i=instantaneous measurement throughout the drive; and
  (2) o=initial measurement at the start of the specified driving schedule.
  (B) Tamb,o>/=95 deg.F.
  (C) Tsur,i-Tamb,i>/=30 deg.F.
  (D) Wmax>15 mph.

  (ii) Failure to comply with any of these requirements shall result in
invalidation of the data and require that the procedure be repeated,
beginning with the fuel drain at paragraph (d)(4)(i) of this section.
  (iii) If all these requirements are met, the following calculations shall
be performed:

Ti,profile=Ti-To.

Where,
  (A) Ti,profile=the series of temperatures that comprise the relative fuel
temperature profile.
  (B) Ti=the series of observed liquid fuel temperatures during the drive.
  (C) To=the liquid fuel temperature observed at the start of the specified
driving schedule.

  (iv) The relative fuel temperature profile consists of the set of
temperatures at each 1-minute interval. If multiple valid test runs are
conducted for any model, then all the collected data shall be used to
calculate a composite profile, based on the average temperatures at each
point. The absolute fuel temperature profile is determined by adding 95 deg.F
(35 deg.C) to each point of the relative profile.
  31. A new Sec. 86.130-96 is added to subpart B to read as follows:

Sec. 86.130-96  Test sequence; general requirements.

  (a) The test sequence shown in figure B96-10 shows the steps encountered as
the test vehicle undergoes the procedures subsequently described to determine
conformity with the standards set forth. The full three-diurnal sequence
depicted in figure B96-10 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 two-diurnal test sequence.
  (b) The vehicle test for fuel spitback during fuel dispensing is conducted
as a stand-alone test (see Sec. 86.146).
  (c) Ambient temperature levels encountered by the test vehicle shall be not
less than 68 deg.F nor more than 86 deg.F, unless otherwise specified. If a
different ambient temperature is specified for soaking the vehicle, the soak
period may be interrupted once for up to 10 minutes to transport the vehicle
from one soak area to another, provided the ambient temperature experienced
by the vehicle is never below 68 deg.F. The temperatures monitored during
testing must be representative of those experienced by the test vehicle.
  (d) The vehicle shall be approximately level during all phases of the test
sequence to prevent abnormal fuel distribution.

BILLING CODE 6560-50-P

          Federal Test Procedure--Figure B96-10 Test Sequence

                [INSERT: Flow diagram of test procedure]

BILLING CODE 6560-60-C

  32. A new Sec. 86.131-96 is added to subpart B to read as follows:

Sec. 86.131-96  Vehicle preparation.

  (a) For gasoline- and methanol-fueled vehicles prepare the fuel tank(s) for
recording the temperature of the prescribed test fuel, as described in Sec.
86.107-96(e).
  (b) Provide additional fittings and adapters, as required, to accommodate a
fuel drain at the lowest point possible in the tank(s) as installed on the
vehicle.
  (c) For preconditioning that involves loading the evaporative emission
canister(s) with butane, provide valving or other means as necessary to allow
purging and loading of the canister(s).
  (d) For vehicles to be tested for running loss emissions, prepare the fuel
tank(s) for measuring and recording the temperature and pressure of the fuel
tank as specified in Sec. 86.107-96 (e) and (f). The Administrator may omit
measurement of fuel tank pressure.
  (e) For vehicles to be tested for running loss emissions, prepare the
exhaust system by sealing or plugging all detectable sources of exhaust gas
leaks. The exhaust system shall be tested or inspected to ensure that
detectable exhaust hydrocarbons are not emitted into the running loss
enclosure during the running loss test.
  33. A new Sec. 86.132-96 is added to subpart B to read as follows:

Sec. 86.132-96  Vehicle preconditioning.

  (a) Fuel tank cap(s) of gasoline- and methanol-fueled vehicles shall be
removed during any period that the vehicle is parked outdoors awaiting
testing, to prevent unusual loading of the canisters. During this time care
must be taken to prevent entry of water or other contaminants into the fuel
tank. During storage in the test area while awaiting testing, the fuel tank
cap(s) may be in place. The vehicle shall be moved into the test area and the
following operations performed.
  (b) Drain the fuel tank(s) and fill with test fuel, as specified in Sec.
86.113, to the "tank fuel volume" defined in Sec. 86.082-2. The fuel cap(s)
shall be installed within 1 minute after refueling.
  (c) Between 12 and 36 hours (or, at the Administrator's option, between 6
and 36 hours) after being refueled, the vehicle shall be placed, either by
being driven or pushed, on a dynamometer and operated through one Urban
Dynamometer Driving Schedule (UDDS), specified in Sec. 86.115 and appendix I
of this part. The test vehicle may not be used to set dynamometer horsepower.
  (d) For unusual circumstances where the need for additional preconditioning
is demonstrated by the manufacturer, such preconditioning may be allowed with
the advance approval of the Administrator.
  (e) The Administrator may also choose to conduct or require to be conducted
additional preconditioning to ensure that the evaporative emission control
system is stabilized in the case of gasoline-fueled and methanol-fueled
vehicles, or to ensure that the exhaust system is stabilized in the case of
petroleum- and methanol-fueled diesel vehicles. The preconditioning shall
consist of one of the following:
  (1) For gasoline- and methanol-fueled vehicles. (i) Additional
preconditioning shall consist of no more than 50 miles of mileage
accumulation under typical driving conditions, either on the road or on a
dynamometer.
  (ii) In the case of repeat testing on a flexible-fueled vehicle, in which
the test fuel is changed, the following preconditioning procedure shall be
used. This additional preconditioning allows the vehicle to adapt to the new
fuel before the next test run.
  (A) Purge the vehicle's evaporative canister for 60 minutes at 0.8 cfm.
  (B) Drain the fuel tank(s) and fill with 3 gallons of the test fuel.
  (C) Start the vehicle and allow it to idle for 1 minute.
  (D) Drain the fuel tank(s) and fill with the new test fuel to the "tank
fuel volume" defined in Sec. 86.082-2. The average temperature of the
dispensed fuel shall be less than 60 deg.F.
  (E) Conduct a heat build according to the procedure specified in Sec.
86.133-90.
  (F) The vehicle shall be placed, either by being driven or pushed, on a
dynamometer and operated through one UDDS, specified in Sec. 86.115 and
appendix I of this part.
  (G) Following the dynamometer drive, the vehicle shall be turned off for 5
minutes, then restarted and allowed to idle for 1 minute. The vehicle shall
then be turned off for 1 minute, and allowed to idle again for 1 minute.
  (H) After the vehicle is turned off the last time, it may be tested for
evaporative and exhaust emissions, starting with paragraph (a) of this
section.
  (2) For petroleum-fueled diesel vehicles. The preconditioning shall consist
of either of the following:
  (i) An initial one hour minimum soak and, one, two, or three driving cycles
of the UDDS, as described in paragraph (c) of this section, each followed by
a soak of at least one hour with engine off, engine compartment cover closed
and cooling fan off. The vehicle may be driven off the dynamometer following
each UDDS for the soak period; or
  (ii) For abnormally treated vehicles, as defined in Sec. 86.085-2, two
Highway Fuel Economy Driving Schedules, found in Appendix I of part 600, run
in immediate succession, with the road load power set at twice the value
obtained from Sec. 86.129.
  (f) Within five minutes of completion of the preconditioning drive, the
vehicle shall be driven off the dynamometer and parked. For gasoline- and
methanol-fueled vehicles, drain the fuel tank(s) and fill with test fuel, as
specified in Sec. 86.113, to the "tank fuel volume" defined in Sec. 86.082-2.
The vehicle shall be refueled within 1 hour of completion of the
preconditioning drive. The fuel cap(s) shall be installed within 1 minute
after refueling.
  (g) The vehicle shall be soaked for not less than 12 hours nor more than 36
hours between the end of the refueling event and the beginning of the cold
start exhaust emission test.
  (h) During the soak period for the three-diurnal test sequence described in
Sec. 86.130-96, evaporative canisters, if the vehicle is so equipped, shall
be preconditioned according to the following procedure. For vehicles with
multiple canisters, each canister shall be preconditioned separately.
  (1) (i) Prepare the evaporative emission canister for the canister purging
and loading operation. The canister shall not be removed from the vehicle,
unless access to the canister in its normal location is so restricted that
purging and loading can only reasonably be accomplished by removing the
canister from the vehicle. Special care shall be taken during this step to
avoid damage to the components and the integrity of the fuel system.
  (ii) The canister purge shall be performed with ambient air of humidity
controlled to 50+/-25 grains per pound of dry air. This may be accomplished
by purging the canister in a room that is conditioned to this level of
absolute humidity. The flow rate of the purge air shall be maintained at a
nominal flow rate of 0.8 cfm and the duration shall be determined to provide
a total purge volume flow through the canister equivalent to 300 canister bed
volume exchanges. The bed volume is based on the volume of adsorbing material
in the canister.
  (iii) The evaporative emission canister shall then be loaded by sending to
the canister an amount of commercial grade butane vapors equivalent to 1.5
times its nominal working capacity. The canister shall be loaded with a
mixture composed of 50 percent butane and 50 percent nitrogen by volume at a
rate of 15+/-2 grams butane per hour. If the canister loading at that rate
takes longer than 12 hours, a manufacturer may determine a new rate, based on
completing the canister loading in no less than 12 hours. The new rate may be
used for all subsequent canister loading according to paragraph (h) of this
section. The time of initiation and completion of the canister loading shall
be recorded.
  (iv) The determination of a canister's nominal working capacity shall be
based on the average capacity of no less than five canisters that are in a
stabilized condition.
  (A) For stabilization, each canister must be loaded no less than 10 times
and no more than 100 times to 2-gram breakthrough with a 50/50 mixture by
volume of butane and nitrogen, at a rate of 15 grams butane per hour. Each
canister loading step must be preceded by canister purging with 300 canister
bed volume exchanges at 0.8 cfm.
  (B) For determining working capacity, each canister must first be purged
with 300 canister bed volume exchanges at 0.8 cfm. The working capacity of
each canister shall be established by determining the mass of butane required
to load the canister from the purged state so that it emits 2 grams of
hydrocarbon vapor; the canister must be loaded with a 50/50 mixture by volume
of butane and nitrogen, at a rate of 15 grams butane per hour.
  (2) For vehicles designed to use only fuel consisting of at least 80
percent methanol by volume, canister preconditioning shall be performed with
a fuel vapor composition representative of the composition of the vapor space
in the vehicle's fuel tank under in-use conditions. Manufacturers shall
develop a procedure to precondition the evaporative canister, if the vehicle
is so equipped, for the different fuel. The procedure shall represent a
canister loading equivalent to that specified in paragraph (h)(1) of this
section and shall be approved in advance by the Administrator.
  (i) [Reserved]
  (j) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, one of the following methods shall be used to precondition
evaporative canisters during the soak period specified in paragraph (g) of
this section. For vehicles with multiple canisters, each canister shall be
preconditioned separately. Canister emissions are measured to determine
breakthrough. Breakthrough is here defined as the point at which the
cumulative quantity of hydrocarbons emitted is equal to 2 grams.
  (1) Butane loading to breakthrough. The following procedure provides for
emission measurement in an enclosure. Breakthrough may also be determined by
measuring the weight gain of an auxiliary evaporative canister connected
downstream of the vehicle's canister, in which case, the following references
to the enclosure can be ignored. The auxiliary canister shall be well purged
with dry air prior to loading.
  (i) Prepare the evaporative emission canister for the canister loading
operation. The canister shall not be removed from the vehicle, unless access
to the canister in its normal location is so restricted that loading can only
reasonably be accomplished by removing the canister from the vehicle. Special
care shall be taken during this step to avoid damage to the components and
the integrity of the fuel system.
  (ii) The evaporative emission enclosure shall be purged for several
minutes. Warning: If at any time the concentration of hydrocarbons, of
methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C the enclosure
should be immediately purged. This concentration provides at least a 4:1
safety factor against the lean flammability limit.
  (iii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the canister loading procedure.
  (iv) If not already on, the evaporative enclosure mixing fan shall be
turned on at this time.
  (v) Place the vehicle in a sealed enclosure and measure emissions with a
FID.
  (vi) Load the canister with a mixture composed of 50 percent butane and 50
percent nitrogen by volume at a rate of 40 grams butane per hour (0.010 cfm
butane at lab temperatures).
  (vii) As soon as the canister reaches breakthrough, the vapor source shall
be shut off.
  (viii) Reconnect the evaporative emission canister and restore the vehicle
to its normal operating condition.
  (2) Load with repeated diurnal heat builds to breakthrough. The following
procedure provides for emission measurement in an enclosure. Breakthrough may
also be determined by measuring the weight gain of an auxiliary evaporative
canister connected downstream of the vehicle's canister, in which case, the
following references to the enclosure can be ignored. The auxiliary canister
shall be well purged with dry air prior to loading.
  (i) The evaporative emission enclosure shall be purged for several minutes.
Warning: If at any time the concentration of hydrocarbons, of methanol, or of
methanol and hydrocarbons exceeds 15,000 ppm C the enclosure should be
immediately purged. This concentration provides at least a 4:1 safety factor
against the lean flammability limit.
  (ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the diurnal heat builds.
  (iii) If not already on, the evaporative enclosure mixing fan shall be
turned on at this time.
  (iv) The fuel tank(s) of the prepared vehicle shall be drained and filled
with test fuel, as specified in Sec. 86.113, to the "tank fuel volume"
defined in Sec. 86.082-2. The average temperature of the dispensed fuel shall
be 60+/-12 deg.F (16+/-7 deg.C). The fuel tank cap(s) shall be installed
within 1 minute after refueling.
  (v) Within one hour of being refueled, the vehicle shall be placed, with
the engine shut off, in the evaporative emission enclosure. The fuel tank
temperature sensor shall be connected to the temperature recording system. A
heat source, specified in Sec. 86.107-90(a)(4), shall be properly positioned
with respect to the fuel tank(s) and connected to the temperature controller.
  (vi) The temperature recording system shall be started.
  (vii) The fuel may be artificially heated to the starting diurnal
temperature.
  (viii) When the fuel temperature reaches at least 69 deg.F (21 deg.C),
immediately: turn off purge blower (if not already off); close and seal
enclosure doors; and initiate measurement of the hydrocarbon level in the
enclosure.
  (ix) When the fuel temperature reaches 72+/-2 deg.F (22+/-1 deg.C), start
the diurnal heat build.
  (x) The fuel shall be heated in such a way that its temperature change
conforms to the following function to within +/-4 deg.F (+/-3 deg.C):

  F=To+0.4t; or
  for SI units,
  C=To+(2/9)t.

Where,
  F=fuel temperature, deg.F;
  C=fuel temperature, deg.C;
  t=time since beginning of test, minutes; and
  To=initial temperature in deg.F ( deg.C for SI units).

  (xi) As soon as breakthrough occurs or when the fuel temperature reaches 96
deg.F (36 deg.C), whichever occurs first, the heat source shall be turned
off, the enclosure doors shall be unsealed and opened, and the vehicle fuel
tank cap(s) shall be removed. If breakthrough has not occurred by the time
the fuel temperature reaches 96 deg.F (36 deg.C), the heat source shall be
removed from the vehicle, the vehicle shall be removed (with engine still
off) from the evaporative emission enclosure and the entire procedure
outlined in paragraph (j)(2) of this section shall be repeated until
breakthrough occurs.
  (xii) After breakthrough occurs, the fuel tank(s) of the prepared vehicle
shall be drained and filled with test fuel, as specified in Sec. 86.113, to
the "tank fuel volume" defined in Sec. 86.082-2. The fuel shall be stabilized
to a temperature within 3 deg.F of the lab ambient before beginning the
driving cycle for the exhaust emission test.
  (k) The Administrator may conduct the vehicle preparation and
preconditioning for measurement of fuel economy or exhaust emissions
according to the procedures specified in Secs. 86.132-90 and 86.133-90, in
lieu of the procedures specified in this section.
  (l) Vehicles to be tested for exhaust emissions only shall be processed
according to Secs. 86.135 through 86.137. Vehicles to be tested for
evaporative emissions shall be processed in accordance with the procedures in
Secs. 86.133 through 86.138, starting with Sec. 86.135.
  (m) Vehicles to be tested for evaporative emissions with the supplemental
two-diurnal test sequence described in Sec. 86.130-96, shall proceed
according to Secs. 86.135 through 86.137, followed by the supplemental hot
soak test (see Sec. 86.138-96(k)) and the supplemental diurnal emission test
(see Sec. 86.133-96(p)).
  34. A new Sec. 86.133-96 is added to subpart B to read as follows:

Sec. 86.133-96  Diurnal emission test.

  (a) (1) The diurnal emission test for gasoline- and methanol-fueled
vehicles consists of three 24-hour test cycles following the hot soak test.
Emissions are measured for each 24-hour cycle, with the highest emission
level used to determine compliance with the standards specified in subpart A
of this part. The Administrator may truncate a test after any 24-hour cycle
without affecting the validity of the collected data. Sampling of emissions
from the running loss and hot soak tests is not required as preparation for
the diurnal emission test. The diurnal emission test may be conducted as part
of either the three-diurnal test sequence or the supplemental two-diurnal
test sequence, as described in Sec. 86.130-96.
  (2) For the full three-diurnal test sequence, the diurnal emission test
outlined in paragraphs (b) through (o) of this section follows the high-
temperature hot soak test concluded in Sec. 86.138-96(j).
  (3) For the supplemental two-diurnal test sequence, the diurnal emission
test outlined in paragraph (p) of this section follows the alternate hot soak
test specified in Sec. 86.138-96(k).
  (b) The test vehicle shall be soaked for not less than 6 hours nor more
than 36 hours between the end of the hot soak test and the start of the
diurnal emission test. For at least the last 6 hours of this period, the
vehicle shall be soaked at 72 deg.+/-3 deg.F. The temperature tolerance may
be waived for up to 10 minutes to allow purging of the enclosure or
transporting the vehicle into the enclosure at the beginning of the diurnal
emission test.
  (c) The test vehicle shall be exposed to ambient temperatures cycled
according to the profile specified in Sec. 86.133 and appendix II of this
part with a maximum deviation of 3 deg.F at any time. The average temperature
deviation from the profile, calculated using the absolute value of each
measured deviation, shall not exceed 2 deg.F. Ambient temperatures shall be
measured at least every minute. Temperature cycling shall begin when time=0
minutes, as specified in paragraph (i)(5) of this section.
  (d) The diurnal enclosure shall be purged for several minutes prior to the
test. Warning: If at any time the concentration of hydrocarbons, of methanol
or of methanol and hydrocarbons exceeds 15,000 ppm C the enclosure should be
immediately purged. This concentration provides at least a 4:1 safety factor
against the lean flammability limit.
  (e) The test vehicle, with the engine shut off and the test vehicle windows
and luggage compartment(s) opened, shall be moved into the diurnal enclosure.
  (f) [Reserved]
  (g) [Reserved]
  (h) Prior to sampling for emissions and throughout the period of cycled
ambient temperatures, the mixing fan(s) shall circulate the air at a rate of
0.8+/-0.2 cfm per cubic foot of ambient volume. The fans shall also maintain
a minimum air circulation of 5 mph (8 km/hr) under the fuel tank of the test
vehicle. The Administrator may adjust fan speed and location to ensure
sufficient air circulation around the fuel tank.
  (i) Emission sampling may begin as follows:
  (1) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior to the sampling.
  (2) Impingers charged with known volumes of pure deionized water shall be
placed in the methanol sampling system (methanol-fueled vehicles only).
  (3) Turn off purge blowers (if not already off).
  (4) Close and seal enclosure doors (if not already closed and sealed).
  (5) Within 10 minutes of closing and sealing the doors, analyze enclosure
atmosphere for hydrocarbons and record. This is the initial (time=0 minutes)
hydrocarbon concentration, CHCi, required in Sec. 86.143.
  (6) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
initial methanol concentration, CCH3OHi, required in Sec. 86.143. Record the
time elapsed during this analysis. If the 4-minute sample period is
inadequate to collect a sample of sufficient concentration to allow accurate
GC analysis, rapidly collect the methanol sample in a bag and then bubble the
bag sample through the impingers at the specified flow rate. The time elapsed
between collection of the bag sample and flow through the impingers should be
minimized to prevent any losses. If the test is conducted in a fixed-volume
enclosure that allows airflow into and out of the enclosure, the effect of
makeup air dilution must be factored into the analysis.
  (j) If testing indicates that a vehicle design may result in fuel
temperature responses during enclosure testing that are not representative of
in-use summertime conditions, the Administrator may adjust air circulation
and temperature during the test as needed to ensure that the test
sufficiently duplicates the vehicle's in-use experience.
  (k) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior to the end of each emission sampling period.
  (l) Fresh impingers shall be installed in the methanol collection system
immediately prior to the end of each emission measurement, if applicable.
  (m) The end of the first, second, and third emission sampling period shall
occur 1440+/-6, 2880+/-6, 4320+/-6 minutes, respectively, after the beginning
of the initial sampling, as specified in paragraph (i)(5) of this section.
  (1) At the end of each emission sampling period, analyze the enclosure
atmosphere for hydrocarbons and record. This is the final hydrocarbon
concentration, CHCf, required in Sec. 86.143. The emission measurement at the
end of each period becomes the initial hydrocarbon concentration, CHCi, of
the next emission sampling period.
  (2) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
final (time=1440 minutes) methanol concentration, CCH3OHf, required in Sec.
86.143. Record the time elapsed during this analysis. If the 4-minute sample
period is inadequate to collect a sample of sufficient concentration to allow
accurate GC analysis, rapidly collect the methanol sample in a bag and then
bubble the bag sample through the impingers at the specified flow rate. The
time elapsed between collection of the bag sample and flow through the
impingers should be minimized to prevent any losses. If the test is conducted
in a fixed-volume enclosure that allows airflow into and out of the
enclosure, the effect of makeup air dilution must be factored into the
analysis.
  (n) At the end of the temperature cycling period the enclosure doors shall
be unsealed and opened, the test vehicle windows and luggage compartments may
be closed and the test vehicle, with the engine shut off, shall be removed
from the enclosure.
  (o) This completes the full three-diurnal evaporative emission test
sequence described in Sec. 86.130-96.
  (p) For the supplemental two-diurnal test sequence described in Sec.
86.130-96, the following steps shall be performed in lieu of the steps
described in paragraphs (b) through (n) of this section.
  (1) For the supplemental two-diurnal test sequence, the test vehicle shall
be soaked for not less than 6 hours nor more than 36 hours between the end of
the hot soak test described in Sec. 86.138-96(k), and the start of the two-
diurnal emission test. For at least the last 6 hours of this period, the
vehicle shall be soaked at 72+/-3 deg.F.
  (2) The vehicle shall be tested for diurnal emissions according to the
procedures specified in paragraphs (c) through (n) of this section, except
that the test includes only two 24-hour periods. Therefore the end of the
first and second emission sampling periods shall occur 1440+/-6 and 2880+/-6
minutes, respectively, after the initial sampling.
  (3) This completes the supplemental two-diurnal test sequence for
evaporative emission measurement.
  35. A new Sec. 86.134-96 is added to subpart B to read as follows:

Sec. 86.134-96  Running loss test.

  (a) Overview. Gasoline- and methanol-fueled vehicles are to be tested for
running loss emissions during simulated high-temperature urban driving.
During operation, tank temperatures are controlled according to a prescribed
profile to simulate in-use conditions. If the vehicle is determined to have
exceeded the standard before the end of the running loss test, the test may
be terminated without invalidating the data. The test can be run either in a
sealed enclosure or with the point-source method, as specified in paragraph
(g) of this section.
  (b) Driving schedule. Conduct the running loss test by operating the test
vehicle through one Urban Dynamometer Driving Schedule (UDDS), a 2-minute
idle, two New York City Cycles, another 2-minute idle, another UDDS, then
another 2-minute idle (see Sec. 86.115 and appendix I of this part). Fifteen
seconds after the engine starts, place the transmission in gear. Twenty
seconds after the engine starts, begin the initial vehicle acceleration of
the driving schedule. The transmission shall be operated according to the
specifications of Sec. 86.128 during the driving cycles.
  (c) Dynamometer Operation. (1) The exhaust from the vehicle must be routed
outside the test cell or enclosure. Exhaust gases may, but need not, be
collected and sampled.
  (2) Provisions of Sec. 86.135-90(c) shall apply.
  (3) Practice runs over the prescribed driving schedule may not be performed
at test point.
  (4) Provisions of Sec. 86.135-90 (e) and (f) shall apply.
  (5) If the dynamometer horsepower must be adjusted manually, it shall be
set within 1 hour prior to the running loss test phase. The test vehicle
shall not be used to make this adjustment. Dynamometers using automatic
control of preselectable power settings may be set any time prior to the
beginning of the emissions test.
  (6) Dynamometer roll or shaft revolutions shall be used to determine the
actual driving distance for the running loss test, DRL, required in Sec.
86.143. The revolutions shall be measured on the same roll or shaft used for
measuring the vehicle's speed.
  (7) Provisions of Sec. 86.135-90(i) shall apply.
  (8) The test run may be stopped if a warning light or gauge indicates that
the vehicle's engine coolant has overheated.
  (d) Engine Starting and Restarting. (1) Provisions of Sec. 86.136-90(a)
shall apply.
  (2) If the vehicle does not start after the manufacturer's recommended
cranking time (or 10 continuous seconds in the absence of a manufacturer's
recommendation), cranking shall cease for the period recommended by the
manufacturer (or 10 seconds in the absence of a manufacturer's
recommendation). This may be repeated for up to three start attempts. If the
vehicle does not start after three attempts, the reason for failure to start
shall be determined. If failure to start is an operational error, the vehicle
shall be rescheduled for testing, starting with the soak period immediately
preceding the running loss test.
  (3) If failure to start is caused by a vehicle malfunction, corrective
action of less than 30 minutes duration may be taken (according to Sec.
86.090-25), and the test continued, provided that the ambient conditions to
which the vehicle is exposed are maintained at 95+/-5 deg.F (35+/-3 deg.C).
When the engine starts, the timing sequence of the driving schedule shall
begin. If failure to start is caused by vehicle malfunction and the vehicle
cannot be started, the test shall be voided, the vehicle removed from the
dynamometer, and corrective action may be taken according to Sec. 86.090-25.
The reason for the malfunction (if determined) and the corrective action
taken shall be reported to the Administrator.
  (4) Provisions of Sec. 86.136-90(e) shall apply.
  (e) Pressure checks. No pressure checks of the evaporative system shall be
allowed. Under no circumstances will any changes/repairs to the evaporative
emissions control system be allowed.
  (f) Temperature stabilization. Immediately after the hot transient exhaust
emission test, the vehicle shall be soaked in a temperature controlled area
for a maximum of 4 hours until the fuel temperature is stabilized at 95+/-3
deg.F. Cooling or heating of the fuel tank may be induced to bring the fuel
tank to 95+/-3 deg.F.
  (g) Running loss test. The running loss test may be conducted either by the
enclosure method, or by the point-source method.
  (1) Enclosure method. (i) The running loss enclosure shall be purged for
several minutes immediately prior to the test. Warning: If at any time the
concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons
exceeds 15,000 ppm C the enclosure should be immediately purged. This
concentration provides at least a 4:1 safety factor against the lean
flammability limit.
  (ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the test.
  (iii) If not already on, the running loss enclosure mixing fan(s) shall be
turned on at this time. Throughout the test, the mixing fan(s) shall
circulate the air at a rate of at least 1.0 cfm per cubic foot of ambient
volume.
  (iv) The test vehicle, with the engine off, shall be moved onto the
dynamometer in the running loss enclosure. The vehicle engine compartment
cover shall be unlatched, but closed as much as possible, allowing for the
air intake equipment specified in paragraph (g)(1)(vii) of this section. The
vehicle engine compartment cover may be closed if alternate routing is found
for the air intake equipment. Any windows, doors, and luggage compartments
shall be closed. A window may be opened to direct cooling air into the
passenger compartment of the vehicle, if the vehicle is not equipped with its
own air conditioning.
  (v) Fans shall be positioned as described in Secs. 86.135-90(b), 86.107-
96(d), and 86.107-96(h).
  (vi) The vehicle air conditioning system (if so equipped) shall be set to
the "normal" air conditioning mode and adjusted to the minimum discharge air
temperature and high fan speed. Vehicles equipped with automatic temperature
controlled air conditioning systems shall be set to operate in "automatic"
temperature and fan modes with the system set at 72 deg.F.
  (vii) Connect the air intake equipment to the vehicle. This connection
shall be made to minimize leakage.
  (viii) The temperature and pressure recording systems shall be started. The
Administrator may omit measurement of fuel tank pressure.
  (ix) Turn off purge blowers (if not already off).
  (x) The temperature of the liquid fuel shall be monitored and recorded at
least every 15 seconds with the temperature recording system specified in
Sec. 86.107-96(e).
  (xi) Close and seal the enclosure doors.
  (xii) When the ambient temperature is 95+/-5 deg.F (35+/-3 deg.C) and the
fuel tank temperature is 95+/-3 deg.F (35+/-2 deg.C) the running loss test
may begin. Measure the initial ambient temperature and pressure.
  (A) Analyze enclosure atmosphere for hydrocarbons and record. This is the
initial (time=0 minutes) hydrocarbon concentration, CHCi, required in Sec.
86.143.
  (B) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
initial (time=0 minutes) methanol concentration, CCH3OHi, required in Sec.
86.143. Record the time elapsed during this analysis. If the 4-minute sample
period is inadequate to collect a sample of sufficient concentration to allow
accurate GC analysis, rapidly collect the methanol sample in a bag and then
bubble the bag sample through the impingers at the specified flow rate. The
time elapsed between collection of the bag sample and flow through the
impingers should be minimized to prevent any losses.
  (xiii) Start the engine and begin operation of the vehicle over the drive
cycle specified in paragraph (b) of this section.
  (xiv) The ambient temperature shall be maintained at 95+/-5 deg.F (95+/-3
deg.F on average) during the running loss test; it shall be recorded at least
every 60 seconds.
  (xv) The fuel temperature during the dynamometer drive shall be controlled
to match the fuel tank temperature profile determined in Sec. 86.129.
Measured fuel temperatures must be within +/-3 deg.F of the profile
temperatures during the first 4306 seconds of the running loss test, and
within +/-2 deg.F for the remaining 120 seconds of the test run. If the test
vehicle has more than one fuel tank, the fuel temperatures for both fuel
tanks shall follow the temperature profiles determined in Sec. 86.129. The
control system shall be tuned and operated to provide a smooth and continuous
fuel tank temperature profile that is representative of the on-road profile.
  (xvi) Tank pressure shall not exceed 10 inches of water at any time during
the running loss test unless a pressurized system is used and the
manufacturer demonstrates that vapor would not be vented to the atmosphere
upon fuel cap removal.
  (xvii) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior the end of the test.
  (xviii) Fresh impingers shall be installed in the methanol collection
system immediately prior to the end of the test, if applicable.
  (xix) The running loss test ends with the completion of the third 2-minute
idle period.
  (xx) At the end of the running loss test:
  (A) Analyze the enclosure atmosphere for hydrocarbons and record. This is
the final hydrocarbon concentration, CHCf, required in Sec. 86.143.
  (B) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start prior to the end of the test and
continue for 4.0+/-0.5 minutes. The methanol sampling must be completed
within 2 minutes after the end of the running loss test. This is the final
methanol concentration, CCH3OHf, required in Sec. 86.143. Record the time
elapsed during this analysis. If the 4-minute sample period is inadequate to
collect a sample of sufficient concentration to allow accurate GC analysis,
rapidly collect the methanol sample in a bag and then bubble the bag sample
through the impingers at the specified flow rate. The time elapsed between
collection of the bag sample and flow through the impingers should be
minimized to prevent any losses.
  (xxi) Turn off any CVS apparatus (if not already turned off).
  (2) Point-source method. (i) The test vehicle, with the engine off, shall
be moved onto the dynamometer. The vehicle engine compartment cover and any
windows, doors, and luggage compartments shall be closed.
  (ii) Fans shall be positioned as described in Secs. 86.135-90(b) and
86.107-96(d).
  (iii) The running loss vapor vent collection system shall be properly
positioned at the potential fuel vapor vents or leaks of the vehicle's fuel
system. Typical vapor vents for current fuel systems are the ports of the
evaporative emission canister and the pressure relief vent of the fuel tank
(typically integrated into the fuel tank cap).
  (iv) The running loss vapor vent collection system may be connected to a
PDP-CVS or CFV-CVS bag collection system. Otherwise, running loss vapors
shall be sampled continuously with analyzers meeting the requirements of Sec.
86.107-96(b).
  (v) Measured emissions must be compared with background hydrocarbon levels
to determine the reported running loss emissions.
  (vi) The vehicle air conditioning system (if so equipped) shall be set to
the "normal" air conditioning mode and adjusted to the minimum discharge air
temperature and high fan speed. Vehicles equipped with automatic temperature
controlled air conditioning systems shall be set to operate in "automatic"
temperature and fan modes with the system set at 72 deg.F.
  (vii) The temperature and pressure recording systems shall be started. The
Administrator may omit measurement of fuel tank pressure.
  (viii) The temperature of the liquid fuel shall be monitored and recorded
at least every 15 seconds with the temperature recording system specified in
Sec. 86.107-96(e).
  (ix) When the ambient temperature is 95+/-5 deg.F (35+/-3 deg.C) and the
fuel tank temperature is 95+/-3 deg.F the running loss test may begin.
  (x) The ambient temperature shall be maintained at 95+/-5 deg.F (95+/-3
deg.F on average) during the running loss test; it shall be recorded at least
every 60 seconds.
  (xi) Fuel temperatures shall be controlled according to the specifications
of paragraph (g)(1)(xv) of this section.
  (xii) Tank pressure shall not exceed 10 inches of water at any time during
the running loss test unless a pressurized system is used and the
manufacturer demonstrates that vapor would not be vented to the atmosphere
upon fuel cap removal.
  (xiii) The running loss test ends with completion of the third 2-minute
idle period.
  (xiv) If emissions are collected in bags, the sample bags must be analyzed
within 20 minutes of their respective sample collection phases, as described
in Sec. 86.137-94(b)(15). The results of the analysis are used in Sec. 86.143
to calculate the mass of hydrocarbons emitted.
  (h) Following the completion of the running loss drive, the vehicle may be
tested for hot soak emissions as specified in Sec. 86.138-96.
  36. Section 86.136-90 of subpart B is amended by revising paragraph (c) to
read as follows:

Sec. 86.136-90  Engine starting and restarting.

* * * * *

  (c) If the vehicle does not start after the manufacturer's recommended
cranking time (or 10 continuous seconds in the absence of a manufacturer's
recommendation), cranking shall cease for the period recommended by the
manufacturer (or 10 seconds in the absence of a manufacturer's
recommendation). This may be repeated for up to three start attempts. If the
vehicle does not start after three attempts, the reason for failure to start
shall be determined. The gas flow measuring device on the constant volume
sampler (usually a revolution counter) or CFV (and the hydrocarbon integrator
and particulate sampling system when testing petroleum-fueled diesel vehicles
and the particulate sampling system when testing methanol-fueled diesel
vehicles, see Sec. 86.137) shall be turned off and the sampler selector
valves, including the methanol sampler, placed in the "standby" position
during this diagnostic period. In addition, either the CVS should be turned
off, or the exhaust tube disconnected from the tailpipe during the diagnostic
period. If failure to start is an operational error, the vehicle shall be
rescheduled for testing from a cold start.

* * * * *

  37. A new Sec. 86.137-96 is added to subpart B to read as follows:

Sec. 86.137-96  Dynamometer test run, gaseous and particulate emissions.

  Section 86.137-96 includes text that specifies requirements that differ
from those specified in Secs. 86.137-90 and 86.137-94. Where a paragraph in
Sec. 86.137-90 or Sec. 86.137-94 is identical and applicable to Sec. 86.137-
96, this may be indicated by specifying the corresponding paragraph and the
statement "[Reserved]. For guidance see Sec. 86.137-90." or "[Reserved]. For
guidance see Sec. 86.137-94."
  (a) through (b)(15) [Reserved]. For guidance see Sec. 86.137-94.
  (b)(16) through (b)(23) [Reserved]. For guidance see Sec. 86.137-90.
  (b)(24) Vehicles to be tested for evaporative emissions will proceed
according to Sec. 86.134; vehicles to be tested with the supplemental two-
diurnal test sequence for evaporative emissions will proceed according to
Sec. 86.138-96(k). For all others this completes the test sequence.
  38. Section 86.138-90 of subpart B is amended by revising paragraph (i) to
read as follows:

Sec. 86.138-90  Hot-soak test.

* * * * *

  (i) The enclosure doors shall be closed and sealed within two minutes of
engine shutdown and within five minutes after the end of the exhaust emission
test.

* * * * *

  39. A new Sec. 86.138-96 is added to subpart B to read as follows:

Sec. 86.138-96  Hot soak test.

  (a) For gasoline- and methanol-fueled vehicles, the hot soak test shall be
conducted immediately following the running loss test. However, sampling of
emissions from the running loss test is not required as preparation for the
hot soak test.
  (b) The hot soak test may be conducted in the running loss enclosure as a
continuation of that test or in a separate enclosure.
  (1) If the hot soak test is conducted in the running loss enclosure, the
driver may exit the enclosure after the running loss test. If exiting, the
driver should use the personnel door described in Sec. 86.107-96(a)(2),
exiting as quickly as possible with a minimum disturbance to the system. The
final hydrocarbon and methanol concentration for the running loss test,
measured in Sec. 86.134-96(g)(1)(xx), shall be the initial hydrocarbon and
methanol concentration (time=0 minutes) CHCi and CCH3OHi, for the hot soak
test.
  (2) If the vehicle must be moved to a different enclosure, the following
steps must be taken:
  (i) The enclosure for the hot soak test shall be purged for several minutes
prior to completion of the running loss test. WARNING: If at any time the
concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons
exceeds 15,000 ppm C the enclosure should be immediately purged. This
concentration provides at least a 4:1 safety factor against the lean
flammability limit.
  (ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the test.
  (iii) Fresh impingers shall be installed in the methanol sample collection
system immediately prior to the start of the test, if applicable.
  (iv) If not already on, the mixing fan(s) shall be turned on at this time.
Throughout the hot soak test, the mixing fan(s) shall circulate the air at a
rate of 0.8+/-0.2 cfm per cubic foot of the nominal enclosure volume.
  (v) Begin sampling as follows:
  (A) Analyze the enclosure atmosphere for hydrocarbons and record. This is
the initial (time = 0 minutes) hydrocarbon concentration, CHCi, required in
Sec. 86.143.
  (B) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
initial (time=0 minutes) methanol concentration, CCH3OHi, required in Sec.
86.143. Record the time elapsed during this analysis. If the 4-minute sample
period is inadequate to collect a sample of sufficient concentration to allow
accurate GC analysis, rapidly collect the methanol sample in a bag and then
bubble the bag sample through the impingers at the specified flow rate. The
time elapsed between collection of the bag sample and flow through the
impingers should be minimized to prevent any losses.
  (vi) The vehicle engine compartment cover shall be closed (if not already
closed), the cooling fan shall be moved, the vehicle shall be disconnected
from the dynamometer and any sampling system, and then driven at minimum
throttle to the enclosure for the hot soak test. These steps should be done
as quickly as possible to minimize the time needed to start the hot soak
test.
  (vii) The vehicle's engine must be stopped before any part of the vehicle
enters the enclosure.
  (viii) The vehicle shall enter the enclosure; the enclosure doors shall be
closed and sealed within 2 minutes of engine shutdown and within five minutes
after the end of the running loss test.
  (ix) The test vehicle windows and any luggage compartments shall be opened
(if not already open). The vehicle engine compartment cover shall be closed
(if not already closed).
  (c) [Reserved]
  (d) The temperature recording system shall be started and the time of
engine shutoff shall be noted on the evaporative emission hydrocarbon data
recording system.
  (e) For the first 5 minutes of the hot soak test, the ambient temperature
shall be maintained at 95+/-10 deg.F. For the remainder of the hot soak test,
the ambient temperature shall be maintained at 95+/-5 deg.F (95+/-2 deg.F on
average).
  (f) The 60+/-0.5 minute hot soak begins when the enclosure doors are sealed
(or when the running loss test ends, if the hot soak test is conducted in the
running loss enclosure).
  (g) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior to the end of the test.
  (h) Fresh impingers shall be installed in the methanol collection system
immediately prior to the end of the test, if applicable.
  (i) [Reserved]
  (j) At the end of the 60+/-0.5 minute test period:
  (1) Analyze the enclosure atmosphere for hydrocarbons and record. This is
the final (time=60 minutes) hydrocarbon concentration, CHCf, required in Sec.
86.143.
  (2) Analyze the enclosure atmosphere for methanol and record, if
applicable. The methanol sampling must start simultaneously with the
initiation of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes.
This is the final (time=60 minutes) methanol concentration, CCH3OHf, required
in Sec. 86.143. Record the time elapsed during this analysis. If the 4-minute
sample period is inadequate to collect a sample of sufficient concentration
to allow accurate GC analysis, rapidly collect the methanol sample in a bag
and then bubble the bag sample through the impingers at the specified flow
rate. The time elapsed between collection of the bag sample and flow through
the impingers should be minimized to prevent any losses.
  (k) For the supplemental two-diurnal test sequence (see Sec. 86.130-96),
the hot soak test described in Sec. 86.138-90 shall be conducted immediately
following the hot transient exhaust emission test. This test requires ambient
temperatures between 68 deg. and 86 deg.F at all times. The equipment and
calibration specifications of Secs. 86.107-90 and 86.117-90 may apply for
this testing. Enclosures meeting the requirements of Secs. 86.107-96 and
86.117-96 may also be used. This hot soak test is followed by two consecutive
diurnal heat builds, described in Sec. 86.133-96(p).
  (l) If the vehicle is to be tested for diurnal emissions, follow the
procedure outlined in Sec. 86.133-96.
  40. A new Sec. 86.143-96 is added to subpart B to read as follows:

Sec. 86.143-96  Calculations; evaporative emissions.

  (a) The following equations are used to calculate the evaporative emissions
from gasoline- and methanol-fueled vehicles.
  (b) Use the measurements of initial and final concentrations to determine
the mass of hydrocarbons and methanol emitted. For testing with pure
gasoline, methanol emissions are assumed to be zero.
  (1) For enclosure testing of diurnal, hot soak, and running loss emissions:
  (i) Methanol emissions:

          Vn x CMR          TEf
MCH3OH = (--------) x (------------ x [(AMS1f x AV1f) + (AMS2f x AV2f)] -
            AMR        VEf x TSHEDf

     TEi
 ------------ x [(AMS1i x AV1i) + (AMS2i x AV2i)]) + (MCH3OH,out - MCH3OH,in)
 VEi x TSHEDi

Where,
  (A) MCH3OH=Methanol mass change, micro-g.
  (B) Vn=Net enclosure volume, ft**3, as determined by subtracting 50 ft**3
(1.42 m**3) (volume of vehicle with trunk and windows open) from the
enclosure volume. A manufacturer may use the measured volume of the vehicle
(instead of the nominal 50 ft**3) with advance approval by the Administrator,
provided the measured volume is determined and used for all vehicles tested
by that manufacturer.
  (C) CMR=Concentration of methanol in standard sample for calibration of GC,
micro-g/ml.
  (D) AMR=GC peak area of standard sample.
  (E) TE=Temperature of sample withdrawn, deg.R.
  (F) VE=Volume of sample withdrawn, ft**3.
  (G) TSHED=Temperature of enclosure, deg.R.
  (H) AMS=GC peak area of sample.
  (I) AV=Volume of absorbing reagent in impinger.
  (J) PB=Barometric pressure at time of sampling, in. Hg.
  (K) i=Initial sample.
  (L) f=Final sample.
  (M) 1=First impinger.
  (N) 2=Second impinger.
  (O) MCH3OH,out=mass of methanol exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.
  (P) MCH3OH,in=mass of methanol entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.

  (ii) Hydrocarbon emissions:

                        (CHCf - rCCH3OHf)PBf   (CHCi - rCCH3OHi)PBi
MHC = (kVn x 10**-4) x (-------------------- - --------------------) +
                                 Tf                     Ti

      MHC,out - MHC,in

Where,
  (A) MHC=Hydrocarbon mass change, g.
  (B) CHC=FID hydrocarbon concentration as ppm carbon including FID response
to methanol in the sample.
  (C) CCH3OH=Methanol concentration as ppm carbon.

                   1.501x10**-3 CMR x T
         CCH3OH = (--------------------) x [(ASi x AV1) + (AS2 x AV2)]
                       AMR x PB x Vn

  (D) Vn=Net enclosure volume ft**3 (m**3) as determined by subtracting 50
ft**3 (1.42 m**3) (volume of vehicle with trunk and windows open) from the
enclosure volume. A manufacturer may use the measured volume of the vehicle
(instead of the nominal 50 ft**3) with advance approval by the Administrator,
provided the measured volume is determined and used for all vehicles tested
by that manufacturer.
  (E) r=FID response factor to methanol.
  (F) PB=Barometric pressure, in Hg (Kpa).
  (G) T=Enclosure temperature, deg.R( deg.K).
  (H) i=initial reading.
  (I) f=final reading.
  (J) 1=First impinger.
  (K) 2=Second impinger.
  (L) Assuming a hydrogen to carbon ratio of 2.3:
  (1) k=2.97; and
  (2) For SI units, k=17.16.
  (M) MHC,out=mass of hydrocarbons exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.
  (N) MHC,in=mass of hydrocarbons entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.
  (2) For running loss testing by the point-source method, the mass emissions
of each test phase are calculated below, then summed for a total mass
emission for the running loss test. If emissions are continuously sampled,
the following equations can be used in integral form.
  (i) Methanol emissions:

MCH3OH=rCH3OH Vmix x (CCH3OH,rl - CCH3OH,d)

Where,

  (A) MCH3OH=methanol mass change, micro-g.
  (B) rCH3OH=36.85 g/ft**3, density of pure vapor at 74 deg.F.
  (C) Vmix=total dilute sample volume, in ft**3, calculated as appropriate
for the collection technique used.
  (D) CCH3OH,rl=methanol concentration of diluted running loss sample, in
ppm carbon equivalent.
  (E) CCH3OH,d=methanol concentration of dilution air, in ppm carbon
equivalent.
  (ii) Hydrocarbon emissions:

MHC=rHCVmix10-6x(CHC,rl-CHC,d)

Where,
  (A) MHC=hydrocarbon mass change, g.
  (B) rHC=16.46 g/ft**3, density of pure vapor at 74 deg.F (for hydrogen to
carbon ratio of 2.3).
  (C) Vmix=total dilute sample volume, in ft**3, calculated as appropriate
for the collection technique used.
  (D) CHC,rl=hydrocarbon concentration of diluted running loss sample, in ppm
carbon equivalent.
  (E) CHC,d=hydrocarbon concentration of dilution air, in ppm carbon
equivalent.

  (c) Calculate the adjusted total mass emissions for each test segment.

                 14.3594
    MDI = (MHC + ------- x 10**-6 MCH3OH)DI
                 32.042

  where MDI=mass emissions from the diurnal emission test (see Sec. 86.133),
g.

                 14.2284
    MHS = (MHC + ------- x 10**-6 MCH3OH)HS
                 32.042

where MHS=mass emissions from the hot soak test (see Sec. 86.138), g.

                 14.2284
    MRL = (MHC + ------- x 10**-6 MCH3OH)RL
                 32.042

where MRL=mass emissions from the running loss test (see Sec. 86.134), g.
  (d) (1) For the full three-diurnal test sequence, there are two final
results to report:
  (i) The sum of the adjusted total mass emissions for the diurnal and hot
soak tests (MDI+MHS); and
  (ii) The adjusted total mass emissions for the running loss test, on a
grams per mile basis=MRL/DRL, where DRL=miles driven for the running loss
test (see Sec. 86.134-96(c)(6)).
  (2) For the supplemental two-diurnal test sequence, there is one final
result to report: the sum of the adjusted total mass emissions for the
diurnal and hot soak tests (MDI+MHS), described in Secs. 86.133-96(p) and
86.138-96(k), respectively.
  41. A new Sec. 86.146-96 is added to subpart B to read as follows:

Sec. 86.146-96  Fuel dispensing spitback procedure.

  (a) The vehicle is fueled at a rate of 10 gal/min to test for fuel spitback
emissions. All liquid fuel spitback emissions that occur during the test are
collected in a bag made of a material impermeable to hydrocarbons or
methanol. The bag shall be designed and used so that liquid fuel does not
spit back onto the vehicle body, adjacent floor, etc., and it must not impede
the free flow of displaced gasoline vapor from the orifice of the filler
pipe. The bag must be designed to permit passage of the dispensing nozzle
through the bag. If the bag has been used for previous testing, sufficient
time shall be allowed for the bag to dry out. The dispensing nozzle shall be
a commercial model, not equipped with vapor recovery hardware.
  (b) Ambient temperature levels encountered by the test vehicle shall be not
less than 68 deg.F nor more than 86 deg.F. The temperatures monitored during
testing must be representative of those experienced by the test vehicle. The
vehicle shall be approximately level during all phases of the test sequence
to prevent abnormal fuel distribution.
  (c) Measure and record the mass of the bag to be used for collecting
spitback emissions to the nearest 0.01 gram.
  (d) Drain the fuel tank(s) and fill with test fuel, as specified in Sec.
86.113, to 10 percent of the reported nominal fuel tank capacity. The fuel
cap(s) shall be installed immediately after refueling.
  (e) The vehicle shall be soaked at 80+/-6 deg.F (27+/-3 deg.C) for a
minimum of six hours, then placed, either by being driven or pushed, on a
dynamometer and operated through one Urban Dynamometer Driving Schedule
(specified in Sec. 86.115 and appendix I of this part). The test vehicle may
not be used to set dynamometer horsepower.
  (f) Following the preconditioning drive, the vehicle shall be driven at
minimum throttle to the refueling area.
  (g) All areas in proximity to the vehicle fuel fill orifice and the
dispenser nozzle itself shall be completely dry of liquid fuel.
  (h) The fuel filler neck shall be snugly fitted with the vented bag to
capture any fuel emissions. The fuel nozzle shall be inserted through the bag
into the filler neck of the test vehicle to its maximum penetration. The
plane of the nozzle's handle shall be perpendicular to the floor of the
laboratory.
  (i) The fueling procedure consists of dispensing fuel through a nozzle,
interrupted by a series of automatic shutoffs. A minimum of 3 seconds shall
elapse between any automatic shutoff and subsequent resumption of dispensing.
Dispensing may not be manually terminated, unless the test vehicle has
already clearly failed the test. The vehicle shall be fueled according to the
following procedure:
  (1) The fueling operation shall be started within 4 minutes after the
vehicle is turned off. The average temperature of the dispensed fuel shall be
65+/-5 deg.F (18+/-3 deg.C).
  (2) The fuel shall be dispensed at a rate of 10.0+/-0.1 gallons/minute
(37.9+/-0.4 l/min) until the automatic shutoff is activated.
  (3) If the automatic shutoff is activated before the nozzle has dispensed
an amount of fuel equal to 70 percent of the tank's nominal capacity, the
dispensing may be resumed at a reduced rate. Repeat as necessary until the
nozzle has dispensed an amount of fuel equal to at least 70 percent of the
tank's nominal capacity.
  (4) Once the automatic shutoff is activated after the nozzle has dispensed
an amount of fuel equal to 70 percent of the tank's nominal capacity, the
fuel shall be dispensed at a rate of 5+/-1 gallons/minute (19+/-4 l/min) for
all subsequent dispensing. Dispensing shall be restarted two additional
times.
  (5) If the nozzle has dispensed an amount of fuel less than 85 percent of
the tank's nominal capacity after the two additional dispensing restarts,
dispensing shall be resumed, and shall continue through as many automatic
shutoffs as necessary to achieve this level. This completes the fueling
procedure.
  (j) Withdraw the nozzle from the vehicle and the bag, holding the tip of
the nozzle upward to avoid any dripping into the bag.
  (k) Within 1 minute after completion of the fueling event, the bag shall be
folded to minimize the vapor volume inside the bag. The bag shall be folded
as quickly as possible to prevent evaporation of collected emissions.
  (l) Within 5 minutes after completion of the fueling event, the mass of the
bag and its contents shall be measured and recorded (consistent with
paragraph (c) of this section). The bag shall be weighed as quickly as
possible to prevent evaporation of collected emissions.

Subpart G--[Amended]

  42. Section 86.608-90 of subpart G is amended by revising paragraphs (a)(2)
(ii), (iv), and (vi) to read as follows:

Sec. 86.608-90  Test procedures.

  (a) * * *
  (2) * * *
  (ii) The manufacturer may measure the temperature of the test fuel at other
than the approximate mid-volume of the fuel tank, as specified in Sec.
86.131-96(a) with only a single temperature sensor, and may drain the test
fuel from other than the lowest point of the tank, as specified in Sec.
86.131-96(b), provided an equivalent method is used. Equivalency
documentation shall be maintained by the manufacturers and shall be made
available to the Administrator upon request.

* * * * *

  (iv) If the Administrator elects to use the evaporative canister
preconditioning procedure described in Sec. 86.132-96(k), the manufacturer
shall perform the heat build procedure 11 to 34 hours following vehicle
preconditioning rather than according to the time period specified in Sec.
86.133-90(a). All references in Sec. 86.133-90 to an evaporative emission
enclosure (SHED) and analyzing for HC during the heat build can be ignored.

* * * * *

  (vi) If the Administrator elects to use the evaporative canister
preconditioning procedure described in Sec. 86.132-96(k), the cold start
exhaust emission test described in Sec. 86.137 shall follow the heat build
procedure described in Sec. 86.133-90 by not more than one hour.

* * * * *

  43. Section 86.609-84 of subpart G is amended by revising paragraphs (a),
(b), and (c) to read as follows:

Sec. 86.609-84  Calculation and reporting of test results.

  (a) Initial test results are calculated following the Federal Test
Procedure specified in Sec. 86.608(a). Round the initial test results to the
number of decimal places contained in the applicable emission standard,
expressed to one additional significant figure. Rounding shall be done in
accordance with ASTM E 29-90, Standard Practice for Using Significant Digits
in Test Data to Determine Conformance with Specifications. This procedure has
been incorporated by reference (see Sec. 86.1).
  (b) Final test results for each test vehicle shall be calculated by summing
the initial test results derived in paragraph (a) of this section for each
test vehicle, dividing by the number of tests conducted on the vehicle, and
rounding to the same number of decimal places contained in the applicable
emission standard expressed to one additional significant figure. Rounding
shall be done in accordance with ASTM E 29-90, Standard Practice for Using
Significant Digits in Test Data to Determine Conformance with Specifications.
This procedure has been incorporated by reference (see Sec. 86.1).
  (c)(1) The final deteriorated test results for each test vehicle shall be
calculated by multiplying the final test results by the appropriate
deterioration factor derived for the certification process for the engine
family and model year to which the selected configuration belongs, and
rounded to two significant figures. Rounding shall be done in accordance with
ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to
Determine Conformance with Specifications. This procedure has been
incorporated by reference (see Sec. 86.1). For the purposes of this
paragraph, if a deterioration factor as computed during the certification
process is less than one, that deterioration factor shall be one.
  (2) There are no deterioration factors for light-duty vehicles tested in
accordance with Sec. 86.146-96 of subpart B of this part. Accordingly, for
the fuel dispensing spitback test the term "final deteriorated test results"
shall mean the final test results derived in paragraph (b) of this section
for each test vehicle, rounded to the same number of significant figures
contained in the applicable standard in accordance with ASTM E 29-90,
Standard Practice for Using Significant Digits in Test Data to Determine
Conformance with Specifications. This procedure has been incorporated by
reference (see Sec. 86.1).

* * * * *

  44. Section 86.610-84 of subpart G is amended by revising paragraph (b) to
read as follows:

Sec. 86.610-84  Compliance with acceptable quality level and passing and
failing criteria for Selective Enforcement Audits.

* * * * *

  (b) A failed vehicle is one whose final deteriorated test results pursuant
to Sec. 86.609-84(c), for one or more of the applicable pollutants, including
fuel spitback, exceed the applicable emission standard.

* * * * *

Subpart K--Selective Enforcement Auditing of New Heavy-Duty Engines, Heavy-
Duty Vehicles, and Light-Duty Trucks

  45. The title of subpart K is revised to read as set forth above.
  46. Section 86.1008-90 of subpart K is amended by revising paragraphs
(a)(1) and (a)(3) (ii), (iv), and (vi) to read as follows:

Sec. 86.1008-90  Test procedures.

  (a)(1) (i) For heavy-duty engines, the prescribed test procedure is the
Federal Test Procedure, as described in subparts N, I, and P of this part.
  (ii) For heavy-duty vehicles with a GVW of less than 14,000 pounds (6,400
kilograms), the prescribed test procedure is the Fuel Dispensing Spitback
Test as described in 86.1246-96 of this part. The test for fuel spitback is
conducted as a stand-alone test, thus all references to the test sequence
described in figure M96-1 of subpart M of this part can be ignored.

* * * * *

  (3) * * *
  (ii) The manufacturer may measure the temperature of the test fuel at other
than the approximate mid-volume of the fuel tank, as specified in Sec.
86.131-96(a) with only a single temperature sensor, and may drain the test
fuel from other than the lowest point of the tank, as specified in Sec.
86.131-96(b), provided an equivalent method is used. Equivalency
documentation shall be maintained by the manufacturers and shall be made
available to the Administrator upon request.

* * * * *

  (iv) If the Administrator elects to use the evaporative canister
preconditioning procedure described in Sec. 86.132-96(k), the manufacturer
shall perform the heat build procedure 11 to 34 hours following vehicle
preconditioning rather than according to the time period specified in Sec.
86.133-90(a). All references in Sec. 86.133-90 to an evaporative emission
enclosure (SHED) and analyzing for HC during the heat build can be ignored.

* * * * *

  (vi) If the Administrator elects to use the evaporative canister
preconditioning procedure described in Sec. 86.132-96(k), the cold start
exhaust test described in Sec. 86.137 shall follow the heat build procedure
described in Sec. 86.133-90 by not more than one hour.

* * * * *

  47. Section 86.1009-84 of subpart K is amended by revising paragraphs (a),
(b), and (c)(3), and adding paragraph (c)(4) to read as follows:

Sec. 86.1009-84  Calculation and reporting of test results.

  (a) Initial test results are calculated following the Federal Test
Procedure specified in Sec. 86.1008-94(a). Round the initial test results to
the number of decimal places contained in the applicable emission standard,
expressed to one additional significant figure. Rounding shall be done in
accordance with ASTM E 29-90, Standard Practice for Using Significant Digits
in Test Data to Determine Conformance with Specifications. This procedure has
been incorporated by reference (see Sec. 86.1).
  (b) Final test results for each test vehicle shall be calculated by summing
the initial test results derived in paragraph (a) of this section for each
test engine or vehicle, dividing by the number of tests conducted on the
engine or vehicle, and rounding to the same number of decimal places
contained in the applicable emission standard, expressed to one additional
significant figure. Rounding shall be done in accordance with ASTM E 29-90,
Standard Practice for Using Significant Digits in Test Data to Determine
Conformance with Specifications. This procedure has been incorporated by
reference (see Sec. 86.1).
  (c) * * *
  (3) There are no deterioration factors for light-duty trucks tested in
accordance with Sec. 86.146-96 of subpart B of this part or for heavy-duty
vehicles tested in accordance with Sec. 86.1246-96 of subpart M of this part.
Accordingly, for the Fuel Dispensing Spitback Test the term "final
deteriorated test results" shall mean the final test results derived in
paragraph (b) of this section for each test vehicle, rounded to the same
number of significant figures contained in the applicable standard in
accordance with ASTM E 29-90, Standard Practice for Using Significant Digits
in Test Data to Determine Conformance with Specifications. This procedure has
been incorporated by reference (see Sec. 86.1).
  (4) The final deteriorated test results are rounded to the same number of
significant figures contained in the applicable standard in accordance with
ASTM E 29-90, Standard Practice for Using Significant Digits in Test Data to
Determine Conformance with Specifications. This procedure has been
incorporated by reference (see Sec. 86.1).

* * * * *

  48. Section 86.1010-84 of subpart K is amended by revising paragraphs (b)
and (c) to read as follows:

Sec. 86.1010-84  Compliance with acceptable quality level and passing and
failing criteria for selective enforcement audits.

* * * * *

  (b) A failed engine or vehicle is one whose final deteriorated test results
pursuant to Sec. 86.1009(c), for one or more of the applicable pollutants,
including fuel spitback, exceed the applicable emission standard.
  (c) The manufacturer shall test heavy-duty engines, heavy-duty vehicles, or
light-duty trucks comprising the test sample until a pass decision is reached
for all pollutants, or a fail decision is reached for one pollutant. A pass
decision is reached when the cumulative number of failed engines or vehicles,
as described in paragraph (b) of this section, for each pollutant is less
than or equal to the pass decision number appropriate to the cumulative
number of engines or vehicles tested. A fail decision is reached when the
cumulative number of failed engines or vehicles for one or more pollutants is
greater than or equal to the fail decision number appropriate to the
cumulative number of engines or vehicles tested. The pass and fail decision
numbers associated with the cumulative number of engines or vehicles tested
are determined by using the tables in appendix X of this part appropriate to
the projected sales as made by the heavy-duty engine or heavy-duty vehicle
manufacturer in its Application for Certification, or as made by the light-
duty truck manufacturer in its report submitted under 40 CFR 600.207-
80(a)(2). In the tables in appendix X to this part, sampling plan "stage"
refers to the cumulative number of engines or vehicles tested. Once a pass or
fail decision has been made for a particular pollutant, the number of engines
or vehicles whose final deteriorated test results exceed the emission
standard or compliance level, if applicable, for that pollutant shall not be
considered any further for the purposes of the audit.

* * * * *

Subpart M--[Amended]

  49. Section 86.1205-90 of subpart M is amended by revising paragraph (b) to
read as follows:

Sec. 86.1205-90  Introduction; structure of subpart.

* * * * *

  (b) Three topics are addressed in this subpart. Sections 86.1206 through
86.1215 set forth specifications and equipment requirements; Secs. 86.1216
through 86.1226 discuss calibration methods and frequency; test procedures
and data requirements are listed in Secs. 86.1227 through 86.1246.
  50. A new Sec. 86.1206-96 is added to subpart M to read as follows:

Sec. 86.1206-96  Equipment required; overview.

  This subpart specifies procedures for testing gasoline- and methanol-fueled
heavy-duty vehicles. Equipment required and specifications are as follows:
  (a) Evaporative emission tests. Section 86.1207 specifies the necessary
equipment.
  (b) Fuel, analytical gas, and driving schedule specifications. Fuel
specifications for emission testing and for service accumulation are
specified in Sec. 86.1213. Analytical gases are specified in Sec. 86.1214.
Evaporative testing requires vehicle operation on a chassis dynamometer. The
driving cycle (EPA Heavy-Duty Vehicle Urban Dynamometer Driving Schedule) is
specified in Sec. 86.1215.
  51. A new Sec. 86.1207-96 is added to subpart M to read as follows:

Sec. 86.1207-96  Sampling and analytical systems; evaporative emissions.

  (a) Testing enclosures--(1) Diurnal emission test. The enclosure shall be
readily sealable, rectangular in shape, with space for personnel access to
all sides of the vehicle. When sealed, the enclosure shall be gas tight in
accordance with Sec. 86.1217-96. Interior surfaces must be impermeable and
nonreactive to hydrocarbons (and to methanol, if the enclosure is used for
methanol-fueled vehicles). The temperature conditioning system shall be
capable of controlling the internal enclosure air temperature to follow the
prescribed temperature versus time cycle as specified in Sec. 86.1233-96 and
appendix II of this part, within an instantaneous tolerance of +/-3.0 deg.F
of the nominal temperature versus time profile throughout the test, and an
average tolerance of +/-2.0 deg.F over the duration of the test. The control
system shall be tuned to provide a smooth temperature pattern that has a
minimum of overshoot, hunting, and instability about the desired long-term
ambient temperature profile. Interior surface temperatures shall not be less
than 40 deg.F, nor more than 130 deg.F at any time during the diurnal
emission test. To accommodate the volume changes due to enclosure temperature
changes, either a variable-volume or fixed-volume enclosure may be used for
diurnal emission testing:
  (i) Variable-volume enclosure. The variable-volume enclosure expands and
contracts in response to the temperature change of the air mass in the
enclosure. Two potential means of accommodating the internal volume changes
are moveable panel(s), or a bellows design, in which impermeable bag(s)
inside the enclosure expand and contract in response to internal pressure
changes by exchanging air from outside the enclosure. Any design for volume
accommodation must maintain the integrity of the enclosure as specified in
Sec. 86.1217-96 over the specified temperature range. Any method of volume
accommodation shall limit the differential between the enclosure internal
pressure and the barometric pressure to a maximum value of +/-2.0 inches of
water. The enclosure shall be capable of latching to a fixed volume. A
variable-volume enclosure must be capable of accommodating a +/-7 percent
change from its "nominal volume" (see Sec. 86.1217-96(b)), accounting for
temperature and barometric pressure variation during testing.
  (ii) Fixed-volume enclosure. The fixed-volume enclosure shall be
constructed with rigid panels that maintain a fixed enclosure volume, and
meet the following requirements.
  (A) The enclosure shall be equipped with an outlet flow stream that
withdraws air at a low, constant rate from the enclosure throughout the test.
An inlet flow stream may provide make-up air to balance the outgoing flow
with incoming ambient air. Inlet air must be filtered with activated carbon
to provide a relatively constant hydrocarbon level. Any method of volume
accommodation shall maintain the differential between the enclosure internal
pressure and the barometric pressure between 0 and -2 inches of water.
  (B) The equipment shall be capable of measuring the mass of hydrocarbon and
methanol (if the enclosure is used for methanol-fueled vehicles) in the inlet
and outlet flow streams with a resolution of 0.01 gram. A bag sampling system
may be used to collect a proportional sample of the air withdrawn from and
admitted to the enclosure. Alternatively, the inlet and outlet flow streams
may be continuously analyzed using an on-line FID analyzer and integrated
with the flow measurements to provide a continuous record of the mass
hydrocarbon and methanol removal.
  (2) Running loss test. The enclosure shall be readily sealable, rectangular
in shape, with space for personnel access to all sides of the vehicle. When
sealed, the enclosure shall be gas tight in accordance with Sec. 86.1217-96.
The enclosure may be equipped with a personnel door, provided that the
enclosure can still meet the requirements of Sec. 86.1217-96 with the door
installed. Interior surfaces must be impermeable and nonreactive to
hydrocarbons and to methanol (if the enclosure is used for methanol-fueled
vehicles). Interior surface temperatures shall not be less than 40 deg.F. If
a running loss enclosure meets all the requirements of paragraph (a)(1) of
this section, it may be used as a diurnal evaporative emission enclosure. The
enclosure must contain a dynamometer that meets the requirements of Sec.
86.108. Provisions shall be made to remove exhaust gases from the enclosure.
The running loss enclosure shall be equipped to supply air to the vehicle, at
a temperature of 95+/-5 deg.F, from sources outside of the running loss
enclosure directly into the operating engine's air intake system.
Supplemental air requirements (e.g., for an air pump) shall be supplied by
drawing air from the engine intake source. During the running loss test,
ambient temperatures must be maintained at 95+/-5 deg.F (95+/-2 deg.F on
average). An air or oxygen cylinder with an attached self-contained breathing
apparatus may be provided for the vehicle operator.
  (3) Hot soak test. The hot soak test may be conducted by holding the
vehicle in an enclosure that meets the requirements for either diurnal
emission or running loss tests. The enclosure shall be configured to provide
an internal enclosure ambient temperature of 95+/-10 deg.F for the first 5
minutes, and 95+/-5 deg.F (95+/-2 deg.F on average) for the remainder of the
hot soak test.
  (i) If the hot soak test is conducted in the same enclosure as the
immediately preceding running loss test, interior surface temperatures shall
not be below 70 deg.F, nor above 125 deg.F for the last 55 minutes of the hot
soak test.
  (ii) If the hot soak test is not conducted in the same enclosure as the
immediately preceding running loss test, interior surface temperatures shall
not be below 70 deg.F, nor above 125 deg.F for the duration of the hot soak
test.
  (b) Evaporative emission hydrocarbon and methanol analyzers. (1) For
gasoline- and methanol-fueled vehicles a hydrocarbon analyzer utilizing the
hydrogen flame ionization principle (FID) shall be used to monitor the
atmosphere within the enclosure (a heated FID (HFID) (235 deg.+/-15 deg.F
(113+/-8 deg.C))) is required for methanol-fueled vehicles). Provided
evaporative emission results are not affected, a probe may be used to detect
or verify hydrocarbon sources during a running loss test. Instrument bypass
flow may be returned to the enclosure. The FID shall have a response time to
90 percent of final reading of less than 1.5 seconds.
  (2) For methanol-fueled vehicles, a methanol sampling and analyzing system
is required in addition to the FID analyzer. The methanol sampling equipment
shall consist of impingers for collecting the methanol sample and appropriate
equipment for drawing the sample through the impingers. The analytical
equipment shall consist of a gas chromatograph equipped with a flame
ionization detector.
  (c) Evaporative emission hydrocarbon and methanol data recording system.
(1) The electrical output of the FID used for measuring hydrocarbons (or
hydrocarbons plus methanol, as appropriate) shall be recorded at least at the
initiation and termination of each running loss and hot soak test, and at the
initiation and termination of the enclosure sampling period(s) for the
diurnal emission test, as described in Sec. 86.1233. The recording may be
taken by means of a strip chart potentiometric recorder, by use of an on-line
computer system or other suitable means. In any case, the recording system
must have operational characteristics (signal to noise ratio, speed of
response, etc.) equivalent to or better than those of the signal source being
recorded, and must provide a permanent record of results. The record shall
show a positive indication of the initiation and completion of each hot soak,
running loss, or diurnal emission test (including initiation and completion
of sampling period(s)), along with the time elapsed during each soak.
  (2) For the methanol sample, permanent records shall be made of the
following: the volumes of deionized water introduced into each impinger, the
rate and time of sample collection, the volumes of each sample introduced
into the gas chromatograph, the flow rate of carrier gas through the column,
the column temperature, and the chromatogram of the analyzed sample.
  (d) Fuel temperature control system. Fuel temperatures of the test vehicle
shall be controlled, as specified in Sec. 86.1234(g)(1)(xv), with the
following combination of fans. The control system shall be tuned and operated
to provide a smooth and continuous fuel tank temperature profile that is
representative of the on-road temperature profile.
  (1) A vehicle underbody fan shall discharge air from the front of the
vehicle, as necessary to control fuel temperatures. The fan shall be a
roadspeed modulated fan that is controlled to a discharge velocity that
follows the dynamometer roll speed, at least up to speeds of 30 mph,
throughout the driving cycle. Discharge velocities may temporarily depart
from dynamometer roll speed if necessary to control fuel temperatures. The
system shall provide a total discharge airflow not to exceed 8,000 cfm.
  (2) Additional fans may be used to route heating or cooling air directly at
the bottom of the vehicle's fuel tank. The air supplied to the tank shall be
between 70 deg. and 160 deg.F, with a total discharge airflow not to exceed
1,000 cfm.
  (e) Temperature recording system. A strip chart potentiometric recorder, an
on-line computer system, or other suitable means shall be used to record
enclosure ambient temperature during all evaporative emission test segments,
as well as vehicle fuel tank temperature during the running loss test. The
recording system shall record each temperature at least once every minute.
The recording system shall be capable of resolving time to +/-15s and capable
of resolving temperature to +/-0.75 deg.F (+/-0.42 deg.C). The temperature
recording system (recorder and sensor) shall have an accuracy of +/-3 deg.F
(+/-1.7 deg.C). The recorder (data processor) shall have a time accuracy of
+/-15s and a precision of +/-15s. Two ambient temperature sensors, connected
to provide one average output, shall be located 3 feet above the floor at the
approximate mid-length of each side wall of the enclosure and within 3 to 12
inches of each side wall. Manufacturers shall arrange that vehicles furnished
for testing at Federal certification facilities be equipped with iron-
constantan Type J thermocouples for measurement of fuel tank temperature.
Vehicles shall be equipped with 2 temperature sensors installed to provide an
average liquid fuel temperature. The temperature sensors shall be placed to
measure the temperature at the mid-volume of the liquid fuel at a fill level
of 40 percent of nominal tank capacity. In-tank temperature sensors are not
required for the supplemental two-diurnal test sequence specified in Sec.
86.1230-96.
  (f) Pressure recording system. A strip chart potentiometric recorder, an
on-line computer system, or other suitable means, shall be used to record the
enclosure gage pressure for any testing in an enclosure, as well as the
vehicle's fuel tank pressure during the running loss test. The Administrator
may omit measurement of fuel tank pressure. The recording system shall record
each pressure at least once every minute. The recording system shall be
capable of resolving time to +/-15s and capable of resolving pressure to +/-
0.1 inches of water. The pressure recording system (recorder and sensor)
shall have an accuracy of +/-1.0 inches of water. The recorder (data
processor) shall have a time accuracy of +/-15s and a precision of +/-15s.
The pressure transducer shall be installed to measure the pressure in the
vapor space of the fuel tank.
  (g) Purge blower. One or more portable or fixed blowers shall be used to
purge the enclosure. The blowers shall have sufficient flow capacity to
reduce the enclosure hydrocarbon and/or methanol concentration from the test
level to the ambient level between tests. Actual flow capacity will depend
upon the time available between tests.
  (h) Mixing blower. Blowers or fans shall be used to mix the enclosure
contents during evaporative emission testing. The inlets and outlets of the
air circulation blower(s) shall be configured to provide a well dispersed air
circulation pattern that produces effective internal mixing and avoids
significant temperature or hydrocarbon stratification. Maintenance of uniform
concentrations throughout the enclosure is important to the accuracy of
testing.
  (1) Diurnal emission test. Blowers or fans shall have a capacity of 0.8+/-
0.2 cfm per cubic foot of the nominal enclosure volume for mixing in the
enclosure. Additional fans may be used to maintain a minimum wind speed of 5
mph (8 km/h) under the fuel tank of the test vehicle.
  (2) Running loss test. Blowers or fans shall have a total capacity of at
least 1.0 cfm per cubic foot of the nominal enclosure volume.
  (3) Hot soak test. Blowers or fans must have a capacity of 0.8+/-0.2 cfm
per cubic foot of the nominal enclosure volume. Circulated air shall not be
aimed directly at the vehicle.
  (i) Point-source running loss measurement facility. Some system
requirements pertain specifically to running loss testing by the point-source
method, in which emissions from potential sources are collected and routed to
a sampling system. Emissions are sampled with the same equipment and
techniques as for exhaust emission measurement. The test environment must
contain a dynamometer that meets the requirements of Sec. 86.108. During the
running loss test, ambient temperatures must be maintained at 95+/-5 deg.F
(95+/-2 deg.F on average). An air or oxygen cylinder with an attached self-
contained breathing apparatus may be provided for the vehicle operator.
  (1) The running loss vapor vent collection system shall be configured to
collect all running loss emissions from each of the discrete point sources
that function as vehicle fuel system vapor vents, and transport the collected
vapor emissions to a CFV- or PDP-based dilution and measurement system. The
collection system shall consist of a collector at each vehicle vapor vent,
lengths of heated sample line connecting each collector to the inlet of the
heated sample pump, and lengths of heated sample line connecting the outlet
of the heated sample pump to the inlet of the running loss fuel vapor
sampling system. Up to 3 feet of unheated line connecting each of the vapor
collectors to the heated sample lines shall be allowed. Each heated sample
pump and its associated sample lines shall be maintained at a temperature
between 175 deg.F and 200 deg.F to prevent condensation of fuel vapor in the
sample lines. The heated sample pump(s) and its associated flow controls
shall be configured and operated to draw a flow of ambient air into each
collector at a flow rate of at least 0.67 cfm. The flow controls on each
heated sampling system shall include an indicating flow meter that provides
an alarm output to the data recording system if the flow rate drops below
0.67 cfm by more than 5 percent. The collector inlet for each discrete vapor
vent shall be placed in proximity to the vent as necessary to capture any
fuel vapor emissions without significantly affecting flow or pressure of the
normal action of the vent. The collector inlets shall be designed to
interface with the configuration and orientation of each specific vapor vent.
For vapor vents that terminate in a tube or hose barb, a short length of
tubing of an inside diameter larger throughout its length than the inside
diameter of the vent outlet may be used to extend the vent into the mouth of
the collector. For those vapor vent designs that are not compatible with such
collector configurations, the vehicle manufacturer shall supply a collector
that is configured to interface with the vapor vent design and that
terminates in a fitting that is capable of capturing all vapor emitted from
the vent. The Administrator may test for running losses by the point-source
method without heating sample lines or pumps.
  (2) The running loss fuel vapor sampling system shall be a CFV- or PDP-
based dilution and measurement system that further dilutes the running loss
fuel vapors collected by the vapor vent collection system(s) with ambient
air, collects continuously proportional samples of the diluted running loss
vapors and dilution air in sample bags, and measures the total dilute flow
through the sampling system over each test interval. In practice, the system
shall be configured and operated in a manner that is directly analogous to an
exhaust emissions constant volume sampling system, except that the input flow
to the system is the flow from the running loss vapor vent collection
system(s) instead of vehicle exhaust flow. The system shall be configured and
operated to meet the following requirements:
  (i) The running loss fuel vapor sampling system shall be designed to
measure the true mass of fuel vapor emissions collected by the running loss
vapor vent collection system from the specified fuel vapor vents. The total
volume of the mixture of running loss emissions and dilution air shall be
measured and a continuously proportioned sample of volume shall be collected
for analysis. Mass emissions shall be determined from the sample
concentration and total flow over the test period.
  (ii) The PDP-CVS shall consist of a dilution air filter and mixing
assembly, heat exchanger, positive-displacement pump, sampling system, and
associated valves, pressure and temperature sensors. The PDP-CVS shall
conform to the following requirements:
  (A) The gas mixture temperature, measured at a point immediately ahead of
the positive-displacement pump, shall be within +/-10 deg.F of the designed
operating temperature at the start of the test. The gas mixture temperature
variation from its value at the start of the test shall be limited to +/-10
deg.F during the entire test. The temperature measuring system shall have an
accuracy and precision of +/-2 deg.F.
  (B) The pressure gauges shall have an accuracy and precision of +/-1.6
inches of water (+/-0.4 kPa).
  (C) The flow capacity of the CVS shall not exceed 350 cfm.
  (D) Sample collection bags for dilution air and running loss fuel vapor
samples shall be sufficient size so as not to impede sample flow.
  (iii) The CFV sample system shall consist of a dilution air filter and
mixing assembly, a sampling venturi, a critical flow venturi, a sampling
system and assorted valves, and pressure and temperature sensors. The CFV
sample system shall conform to the following requirements:
  (A) The temperature measuring system shall have an accuracy and precision
of +/-2 deg.F and a response time of 0.100 seconds of 62.5 percent of a
temperature change (as measured in hot silicone oil).
  (B) The pressure measuring system shall have an accuracy and precision of
+/-1.6 inches of water (0.4 kPa).
  (C) The flow capacity of the CVS shall not exceed 350 cfm.
  (D) Sample collection bags for dilution air and running loss fuel vapor
samples shall be of sufficient size so as not to impede sample flow.
  (3) An on-line computer system or strip-chart recorder shall be used to
record the following additional parameters during the running loss test
sequence:
  (i) CFV (if used) inlet temperature and pressure.
  (ii) PDP (if used) inlet temperature, pressure, and differential pressure.
  52. Section 86.1215-85 of subpart M is amended by adding a sentence to the
end of paragraph (a), revising paragraph (b), and removing paragraph (c) to
read as follows:

Sec. 86.1215-85  EPA heavy-duty vehicle (HDV) urban dynamometer driving
schedule.

  (a) * * * The Administrator will use this driving schedule when conducting
evaporative emission tests, as described in Sec. 86.1230-96.
  (b) The driver should attempt to follow the target schedule as closely as
possible. The speed tolerance at any given time for these schedules, or for a
driver's aid chart approved by the Administrator, are as follows:
  (1) The upper limit is 4 mph (6.4 km/h) higher than the highest point on
the trace within 1 second of the given time.
  (2) The lower limit is 4 mph (6.4 km/h) lower than the lowest point on the
trace within 1 second of the given time.
  (3) (i) Speed variations greater than the tolerances (such as may occur
during gear changes or braking spikes) are acceptable, provided they occur
for less than 2 seconds on any occasion and are clearly documented as to the
time and speed at that point of the driving schedule.
  (ii) When conducted to meet the requirements of Sec. 86.1229, up to three
additional occurrences of speed variations greater than the tolerance are
acceptable, provided they occur for less than 15 seconds on any occasion, and
are clearly documented as to the time and speed at that point of the driving
schedule.
  (4) Speeds lower than those prescribed are acceptable, provided the vehicle
is operated at maximum available power during such occurrences.
  53. A new Sec. 86.1217-96 is added to subpart M to read as follows:

Sec. 86.1217-96  Evaporative emission enclosure calibrations.

  The calibration of evaporative emission enclosures consists of three parts:
initial and periodic determination of enclosure background emissions
(hydrocarbons and methanol); initial determination of enclosure internal
volume; and periodic hydrocarbon and methanol retention check and
calibration. Methanol measurements may be omitted when methanol-fueled
vehicles will not be tested in the evaporative enclosure.
  (a) Initial and periodic determination of enclosure background emissions.
Prior to its introduction into service, annually thereafter, and after any
repair that can affect the enclosure background emissions, the enclosure
shall be checked to determine that it does not contain materials that will
themselves emit hydrocarbons or methanol. When methanol as well as
hydrocarbons are present in the evaporative enclosure, the HFID hydrocarbon
concentration measurement includes the partial response of the HFID to
methanol plus the hydrocarbons. Determination of the HFID response to
methanol, Sec. 86.1221, prior to its being placed in service is required for
the determination of hydrocarbons. Proceed as follows:

(1) Prepare the enclosure. (i) Variable-volume enclosures may be operated in
either latched or unlatched volume configuration, as described in paragraph
(b)(1) of this section. Ambient temperatures shall be maintained at 96+/-3
deg.F throughout the 4-hour period.

  (ii) Fixed-volume enclosures shall be operated with inlet and outlet flow
streams closed. Ambient temperatures shall be maintained at 96+/-3 deg.F
throughout the 4-hour period.
  (iii) For running loss enclosures ambient temperatures shall be maintained
at 95+/-3 deg.F throughout the 4-hour period.
  (2) The enclosure may be sealed and the mixing fan operated for a period of
up to 12 hours before the 4-hour background sampling period begins.
  (3) Zero and span (calibrate if required) the hydrocarbon analyzer.
  (4) Prior to the background determination, purge the enclosure until a
stable background hydrocarbon reading is obtained.
  (5) Turn on the mixing blower (if not already on).
  (6) Seal enclosure and measure background hydrocarbon concentration,
background methanol, temperature, and barometric pressure. These are the
initial readings CHCi, CCH3OHi, and PBi, Ti for the enclosure background
determination.
  (7) Allow the enclosure to stand undisturbed without sampling for four
hours.
  (8) Measure the hydrocarbon concentration on the same FID and the methanol
level. These are the final concentrations, CHCf and CCH3OHf. Also measure the
final temperature and barometric pressure.
  (9) Calculate the mass change of methanol, hydrocarbons, and hydrocarbons
plus methanol in the enclosure according to the equations in paragraph (d) of
this section.
  (i) Diurnal enclosures. The enclosure background emissions (hydrocarbons
plus methanol) shall not be greater than 0.05g for the 4 hours.
  (ii) Running loss enclosures. The enclosure background emissions
(hydrocarbons plus methanol) shall not be greater than 0.2 grams for the 4
hours.
  (b) Initial determination of enclosure internal volume. Initial
determination of enclosure internal volume. Prior to its introduction into
service the enclosure internal volume shall be determined by the following
procedure:
  (1) Carefully measure the internal length, width and height of the
enclosure, accounting for irregularities (such as braces) and calculate the
internal volume. For variable-volume enclosures, latch the enclosure to a
fixed volume when the enclosure is held at an ambient temperature of 84
deg.F; this nominal volume shall be repeatable within +/-0.5 percent of the
reported value.
  (2) Perform an enclosure calibration check according to paragraph (c) of
this section.
  (3) If the calculated mass does not agree within 2 percent of the injected
propane mass, then corrective action is required.
  (c) Hydrocarbon and methanol retention check and calibration. The
hydrocarbon and methanol (if the enclosure is used for methanol-fueled
vehicles) retention check provides a check upon the calculated volume and
also measures the leak rate. The enclosure leak rate shall be determined
prior to its introduction into service, following any modifications or
repairs to the enclosure that may affect the integrity of the enclosure, and
at least monthly thereafter. If six consecutive monthly retention checks are
successfully completed without corrective action, the enclosure leak rate may
be determined quarterly thereafter as long as no corrective action is
required.
  (1) An enclosure to be used for the diurnal emission test (see Sec.
86.1233-96) shall be calibrated according to the following procedure.
  (i) Zero and span (calibrate if required) the hydrocarbon analyzer.
  (ii) Purge the enclosure until a stable background hydrocarbon reading is
obtained.
  (iii) Turn on the mixing blowers (if not already on).
  (iv) On variable-volume enclosures, latch the enclosure to the nominal
volume position. On fixed-volume enclosures close the outlet and inlet flow
streams.
  (v) Turn on the ambient temperature control system (if not already on) and
adjust it for an initial temperature of 96 deg.F (36 deg.C).
  (vi) When the enclosure stabilizes at 96+/-3 deg.F (36+/-2 deg.C), seal the
enclosure and measure background hydrocarbon concentration, background
methanol, temperature, and barometric pressure. These are the initial
readings CHCi, CCH3OHi, Ti, and PBi for the enclosure calibration.
  (vii) Inject into the enclosure 2 to 6 grams of pure propane and 2 to 6
grams of pure methanol in gaseous form; i.e., at a temperature of at least
150 deg.F (65 deg.C). The propane and methanol may be measured by volume flow
or by mass measurement. The method used to measure the propane and methanol
shall have an accuracy and precision of +/-0.2 percent of the measured value.
  (viii) After a minimum of 5 minutes of mixing, analyze the enclosure
atmosphere for hydrocarbon and methanol content, also record temperature and
pressure. These measurements are the final readings for the enclosure
calibration as well as the initial readings for the retention check.
  (ix) To verify the enclosure calibration, calculate the mass of propane and
the mass of methanol using the measurements taken in paragraphs (c)(1)(vi)
and (viii) of this section. See paragraph (d) of this section. This quantity
must be within +/-2 percent of that measured in paragraph (c)(1)(vii) of this
section.
  (x) For variable-volume enclosures, unlatch the enclosure from the nominal
volume configuration. For fixed-volume enclosures, open the outlet and inlet
flow streams.
  (xi) Start cycling the ambient temperature from 96 deg.F to 72 deg.F and
back to 96 deg.F over a 24-hour period, according to the profile specified in
Sec. 86.1233-96 and appendix II of this part, within 15 minutes of sealing
the enclosure.
  (xii) At the completion of the 24-hour cycling period, analyze the
enclosure atmosphere for hydrocarbon and methanol content; determine the net
withdrawn methanol (in the case of diurnal emission testing with fixed-volume
enclosures); record temperature and barometric pressure. These are the final
readings for the hydrocarbon and methanol retention check. The final
hydrocarbon and methanol mass, calculated in paragraph (d) of this section,
shall be within 3 percent of that determined in paragraph (c)(1)(viii) of
this section.
  (2) An enclosure to be used for the running loss test (see Sec. 86.1234-96)
shall meet the calibration and retention requirements of Sec. 86.1217-90(c).
  (3) Enclosures calibrated according to the procedures specified in either
paragraph (c)(1) or (c)(2) of this section may be used for hot soak testing
(see Sec. 86.1238).
  (d) Calculations. (1) The calculation of net methanol and hydrocarbon mass
change is used to determine enclosure background and leak rate. It is also
used to check the enclosure volume measurements. The methanol mass change is
calculated from the initial and final methanol samples, the net withdrawn
methanol (in the case of diurnal emission testing with fixed-volume
enclosures), and initial and final temperature and pressure according to the
following equation:

          Vn x CMR          TEf
MCH3OH = (--------) x (------------ x [(AMS1f x AV1f) + (AMS2f x AV2f)] -
            AMR        VEf x TSHEDf

     TEi
 ------------ x [(AMS1i x AV1i) + (AMS2i x AV2i)]) + (MCH3OH,out - MCH3OH,in)
 VEi x TSHEDi

Where,
  (i) MCH3OH=mass change, micro-g.
  (ii) V=Enclosure volume, ft**3, as measured in paragraph (b)(1) of this
section.
  (iii) CMR=Concentration of methanol in standard sample for calibration of
gas chromatograph (GC), micro-g/ml.
  (iv) AMR=GC peak area of standard sample.
  (v) TE=Temperature of sample withdrawn, R.
  (vi) TSHED=Temperature of enclosure, R.
  (vii) VE=Volume of sample withdrawn, ft**3.
  (viii) PB=Barometric pressure at time of sampling, in. Hg.
  (ix) AMS=GC peak area of test sample.
  (x) AV=Volume of absorbing reagent in impinger (ml).
  (xi) i=Initial sample.
  (xii) f=Final sample.
  (xiii) 1=First impinger
  (xiv) 2=Second impinger.
  (xv) MCH3OH,out=mass of methanol exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.
  (xvi) MCH3OH,in=mass of methanol entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.
  (2) The hydrocarbon mass change is calculated from the initial and final
FID readings of hydrocarbon concentration, methanol concentration with FID
response to methanol, the net withdrawn hydrocarbon and methanol (in the case
of diurnal emission testing with fixed-volume enclosures), and initial and
final temperature and pressure according to the following equation:

                        (CHCf - rCCH3OHf)PBf   (CHCi - rCCH3OHi)PBi
MHC = (kVn x 10**-4) x (-------------------- - --------------------) +
                                 Tf                     Ti

      MHC,out - MHC,in

Where,
  (i) MHC=Hydrocarbon mass change, g.
  (ii) CHC=FID hydrocarbon concentration as ppm carbon, that is, ppm propane
x 3, including FID response to methanol in the sample.
  (iii) CCH3OH=Methanol concentration as ppm carbon.

                   1.501x10**-3 CMR x T
         CCH3OH = (--------------------) x [(ASi x AV1) + (AS2 x AV2)]
                       AMR x PB x Vn

  (iv) V=Enclosure volume ft**3 (m**3), as measured in paragraph (b)(1) of
this section.
  (v) r=FID response factor to methanol.
  (vi) PB=Barometric pressure, in. Hg. (kPa).
  (vii) T=Enclosure ambient temperature, R(K) .
  (viii) i=Indicates initial reading.
  (ix) f=Indicates final reading.
  (x)(A) k=3.05.
  (B) For SI units, k=17.60.
  (xi) MHC,out=mass of hydrocarbon exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.
  (xii) MHC,in=mass of hydrocarbon entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.
  (e) Calibration of equipment for point-source testing of running losses.
For the point-source method, the running loss fuel vapor sampling system
shall be calibrated as a CVS system, as specified in Sec. 86.119, with the
additional specification that the vapor sampling system verification be
conducted as follows:
  (1) The following "gravimetric" technique can be used to verify that the
vapor sampling system and analytical instruments can accurately measure a
mass of gas that has been injected into the system. If the vapor sampling
system will be used only in the testing of petroleum-fueled engines, system
verification may be performed using propane. If the vapor sampling system
will be used with methanol-fueled vehicles as well as petroleum-fueled
vehicles, the system verification performance check must include a methanol
check in addition to the propane check. (Verification can also be
accomplished by constant flow metering using critical flow orifice devices.)
  (i) Obtain a small cylinder that has been charged with pure propane gas.
Obtain another small cylinder that has been charged with pure methanol if the
system will be used for methanol-fueled vehicle testing. Since this cylinder
will be heated to 150-155 deg.F, care must be taken to ensure that the liquid
volume of methanol placed in the cylinder does not exceed approximately one-
half of the total volume of the cylinder.
  (ii) Determine a reference cylinder weight to the nearest 0.01 grams.
  (iii) Operate the vapor sampling system in the normal manner and release a
known quantity of pure propane into the most frequently used fuel vapor vent
collector during the sampling period (approximately 5 minutes).
  (iv) Continue to operate the vapor sampling system in the normal manner and
release a known quantity of pure methanol into the system during the sampling
period (approximately 5 minutes).
  (v) The calculations of Sec. 86.1244 are performed in the normal way,
except in the case of propane. The density of propane (17.30 g/ft/3//carbon
atom (0.6109 kg/m/3//carbon atom)) is used in place of the density of exhaust
hydrocarbons. In the case of methanol, the density of 37.71 g/ft/3/ (1.332
kg/m/3/) is used.
  (vi) The gravimetric mass is subtracted from the vapor sampling system
measured mass and then divided by the gravimetric mass to determine the
percent accuracy of the system.
  (vii) The cause for any discrepancy greater than +/-2 percent must be found
and corrected.
  (2) This procedure shall be conducted in the point-source running loss test
environment with the collector installed in a vehicle in the normal test
configuration. The fuel of the test vehicle shall either be diesel, or it
shall be kept under 100 deg.F (38 deg.C). Two to six grams of pure propane
and two to six grams of pure methanol shall be injected into the collector
while the vehicle is operated over one Heavy-Duty Vehicle Urban Dynamometer
Driving Schedule, as described in Sec. 86.1215 and Appendix I of this part.
The propane and methanol injections shall be conducted at the ambient
temperature of 95+/-5 deg.F (35+/-3 deg.C).
  54. A new Sec. 86.1227-96 is added to subpart M to read as follows:

Sec. 86.1227-96  Test procedures overview.

  (a) The overall test consists of prescribed sequences of fueling, parking,
and operating conditions. Vehicles are tested only for evaporative emissions.
  (b) The evaporative emission test (gasoline-fueled vehicles and methanol-
fueled vehicles) is designed to determine hydrocarbon and methanol
evaporative emissions as a consequence of diurnal temperature fluctuation,
urban driving, and hot soaks following drives. It is associated with a series
of events that may be experienced by in-use vehicles that results in
hydrocarbon and/or methanol vapor losses. The test procedure is designed to
measure:
  (1) Diurnal emissions resulting from daily temperature changes (as well as
relatively constant resting losses), measured by the enclosure technique (see
Sec. 86.1233);
  (2) Running losses resulting from a simulated trip on a chassis
dynamometer, measured by the enclosure or point-source technique (see Sec.
86.1234); and
  (3) Hot soak losses, which result when the vehicle is parked and the hot
engine is turned off, measured by the enclosure technique (see Sec. 86.1238).
  55. Section 86.1229-85 of subpart M is amended by revising the section
heading, adding and reserving paragraph (c), and adding paragraph (d) to read
as follows:

Sec. 86.1229-85  Dynamometer load determination and fuel temperature profile.

* * * * *

  (c) [Reserved]
  (d) Fuel temperature profile--(1) General requirements. To be tested for
running losses, as specified in Sec. 86.1234, a vehicle must have a fuel
temperature profile. The following procedure is used to generate the fuel
temperature profile, which serves as a target for controlling fuel
temperatures during the running loss test. This profile represents the fuel
temperature change that occurs during on-road driving. If a vehicle has more
than one fuel tank, a profile shall be established for each tank. If
manufacturers use a vehicle model to develop a profile to represent multiple
models, the vehicle model selected must have the greatest expected fuel
temperature increase during driving of all those models it represents. Also,
manufacturers must select test vehicles with any available vehicle options
that increase fuel temperatures during driving (for example, any feature that
limits underbody airflow). The Administrator may conduct testing to establish
any vehicle's fuel temperature profile.
  (2) Vehicle instrumentation. (i) The vehicle must be equipped with
temperature sensors and pressure transducers, as described in Sec. 86.1207-
96(e) and (f), and a driver's aid, which shall be configured to provide the
test driver with the desired vehicle speed vs. time trace and the actual
vehicle speed.
  (ii) A computer, data logger, or strip chart data recorder shall record the
following parameters at a minimum during the test run:
  (A) Desired speed;
  (B) Actual speed;
  (C) Instantaneous average liquid fuel temperature (Tliq); and
  (D) Vapor space pressure (the Administrator may omit measurement of fuel
tank pressure).
  (iii) The data recording system described in paragraph (d)(2)(ii) of this
section shall be capable of resolving time to +/-1 s, capable of resolving
temperature to +/-2 deg.F, capable of resolving pressure to +/-1.0 inch of
water, and capable of resolving speed to +/-0.1 mph. The temperature and
pressure signals shall be recorded at intervals of up to 1 minute; speed
signals shall be recorded at intervals of up to 1 second.
  (3) Ambient conditions. The procedure shall be run under the following
ambient conditions. Conditions should be representative of sunny summer days.
  (i) Starting ambient temperature (Tamb,o) shall be at least 95 deg.F,
steady or increasing (no more than 2 deg.F drop) during the procedure.
Ambient temperature shall be measured and recorded in regular intervals of at
least once every 5 minutes. Measure ambient temperature with the following
requirements (based on Federal Standard for Siting Meteorological Sensors at
Airports, FCM-S4-1987). The sensors shall be mounted 5+/-1 feet (1.5+/-0.3
meters) above ground level. The sensors shall be protected from radiation
from the sun, sky, earth, and any other surrounding objects, but at the same
time be adequately ventilated. The sensors shall be installed in such a
position as to ensure that measurements are representative of the free air
circulation in the locality and not influenced by artificial conditions such
as large buildings, cooling towers, and expanses of concrete and tarmac. Keep
any grass and vegetation within 100 feet (30 meters) of the sensor clipped to
a height of about 10 inches (25 centimeters) or less.
  (ii) Wind conditions shall be calm to light with maximum wind speed of 15
mph. Wind speed shall be measured and recorded in regular intervals of at
least once per minute. Measure wind speed with the following requirements
(based on Federal Standard for Siting Meteorological Sensors at Airports,
FCM-S4-1987). The site should be relatively level, but small gradual slopes
are acceptable. The sensor shall be mounted 30 to 33 feet (9 to 10 meters)
above the average ground height within a radius of 500 feet (150 meters). The
sensor height shall not exceed 33 feet, except as necessary to be at least 15
feet (5 meters) above the height of any obstruction (e.g. vegetation,
buildings, etc.) within a 500 foot (150 meter) radius. An object is
considered to be an obstruction if the included lateral angle from the sensor
to the ends of the object is 10 degrees or more.
  (iii) Road surface temperature shall be at least 30 deg.F above ambient
temperature throughout the driving period. Pavement temperature shall be
measured and recorded in regular intervals of at least once per minute. The
track temperature may be measured with an embedded sensor, a portable
temperature probe, or an infrared pyrometer that can provide an accuracy of
+/-2 deg.F. Temperatures must be measured on a surface representative of the
surface where the vehicle is driven.
  (iv) Conditions shall be sunny or mostly sunny with a maximum cloud cover
of 25 percent.
  (v) Reported cloud cover, wind speed, and ambient temperature should be
consistent with that reported by the nearest weather station; the
Administrator may request justification of any discrepancy.
  (4) Profile determination procedure. (i) Drain the fuel tank(s) and fill
with test fuel, as specified in Sec. 86.1213, to the "tank fuel volume"
defined in Sec. 86.082-2.
  (ii) The vehicle shall be moved to the location where the data is to be
collected. It may be driven a maximum distance of 5 miles and may be
transported by other means. The vehicle shall be parked for a minimum of 12
hours in an open area on a surface that is representative of the test road.
The orientation of the front of the vehicle during parking (e.g., N, SW,
etc.) shall be documented.
  (iii) Once the 12 hour minimum parking time has been achieved and the
ambient temperature, weather conditions, and track surface temperature are
within the allowable ranges, the vehicle engine shall be started. The vehicle
air conditioning system (if so equipped) shall be set to the "normal" air
conditioning mode and adjusted to the minimum discharge air temperature and
high fan speed. Vehicles equipped with automatic temperature controlled air
conditioning systems shall be set to operate in "automatic" temperature and
fan modes with the system set at 72 deg.F.
  (iv) The vehicle may be operated at minimum throttle for a period up to 60
seconds prior to the start of the driving schedule, as necessary to move from
the parking location onto the road surface. The driver's aid shall be started
and the vehicle operated over the driving cycle specified in Sec. 86.1234-
96(b) with the transmission operated in the same manner as specified in Sec.
86.128-79. The data recording system shall provide a record of the required
parameters over the entire period of driving.
  (5) Records required. In addition to the vehicle data recording, the
following parameters shall be documented for the determination of the fuel
temperature profile:
  (i) Date and time of vehicle fueling;
  (ii) Odometer reading at vehicle fueling;
  (iii) Date and time vehicle was parked, parking location and  orientation;
  (iv) Odometer reading at parking;
  (v) Date and time engine was started;
  (vi) Time of initiation of first Heavy-Duty Vehicle UDDS;
  (vii) Time of completion of the driving cycle;
  (viii) Ambient temperatures throughout the period of driving (Tamb);
  (ix) Wind speed throughout the period of driving;
  (x) Track surface temperatures throughout the period of driving cycle
(Tsur);
  (xi) Percent cloud cover during the period of driving; and
  (xii) Ambient temperature, wind speed, and percent cloud cover reported by
the nearest weather station for the time corresponding most closely to the
period of driving.
  (6) Fuel tank pressure. Tank pressure shall not exceed 10 inches of water
at any time during the temperature profile determination unless a pressurized
system is used and the manufacturer demonstrates that vapor would not be
vented to the atmosphere upon fuel cap removal.
  (7) Calculation of temperature profiles. (i) The traces from the driving
schedule shall be verified to meet the speed tolerance requirements of Sec.
86.1215. The following conditions shall be verified:

  (A) Tamb,i >/= Tamb,o -2 deg.F.

Where,
  (1) i=instantaneous measurement throughout the drive; and
  (2) o=initial measurement at the start of the specified driving schedule.
  (B) Tamb,o>/=95 deg.F.
  (C) Tsur,i-Tamb,i>/=30 deg.F.
  (D) Wmax>15 mph.

  (ii) Failure to comply with any of these requirements shall result in
invalidation of the data and require that the procedure be repeated,
beginning with the fuel drain at paragraph (d)(4)(i) of this section.
  (iii) If all these requirements are met, the following calculations shall
be performed:

 Ti,profile=Ti-To.

Where,
  (A) Ti,profile=the series of temperatures that comprise the relative fuel
temperature profile.
  (B) Ti=the series of observed liquid fuel temperatures during the drive.
  (C) To=the liquid fuel temperature observed at the start of the specified
driving schedule.

  (iv) The relative fuel temperature profile consists of the set of
temperatures at each 1-minute interval. If multiple valid test runs are
conducted for any model, then all the collected data shall be used to
calculate a composite profile, based on the average temperatures at each
point. The absolute fuel temperature profile is determined by adding 95 deg.F
(35 deg.C) to each point of the relative profile.
  56. A new Sec. 86.1230-96 is added to subpart M to read as follows:

Sec. 86.1230-96  Test sequence; general requirements.

  (a) The test sequence shown in figure M96-1 of this section shows the steps
encountered as the test vehicle undergoes the procedures subsequently
described to determine conformity with the standards set forth. The full
three-diurnal sequence depicted in figure M96-1 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 dynamometer run. Sections 86.1232-96, 86.1233-96, and
86.1238-96 describe the separate specifications of the supplemental two-
diurnal test sequence.
  (b) The vehicle test for fuel spitback during fuel dispensing is conducted
as a stand-alone test (see Sec. 86.1246).
  (c) Ambient temperature levels encountered by the test vehicle shall be not
less than 68 deg.F nor more than 86 deg.F, unless otherwise specified. If a
different ambient temperature is specified for soaking the vehicle, the soak
period may be interrupted once for up to 10 minutes to transport the vehicle
from one soak area to another, provided the ambient temperature experienced
by the vehicle is never below 68 deg.F. The temperatures monitored during
testing must be representative of those experienced by the test vehicle.
  (d) The vehicle shall be approximately level during all phases of the test
sequence to prevent abnormal fuel distribution.

BILLING CODE 6560-50-P

          Federal Test Procedure--Figure M96-1 Test Sequence

                [INSERT: Flow diagram of test procedure]

BILLING CODE 6560-60-C

  57. A new Sec. 86.1231-96 is added to subpart M to read as follows:

Sec. 86.1231-96  Vehicle preparation.

  (a) For gasoline- and methanol-fueled vehicles prepare the fuel tank(s) for
recording the temperature of the prescribed test fuel, as described in Sec.
86.1207-96(e).
  (b) Provide additional fittings and adapters, as required, to accommodate a
fuel drain at the lowest point possible in the tank(s) as installed on the
vehicle.
  (c) For preconditioning that involves loading the evaporative emission
canister(s) with butane, provide valving or other means as necessary to allow
purging and loading of the canister(s).
  (d) For vehicles to be tested for running loss emissions, prepare the fuel
tank(s) for measuring and recording the temperature and pressure of the fuel
tank as specified in Sec. 86.1207-96 (e) and (f). The Administrator may omit
measurement of fuel tank pressure.
  (e) For vehicles to be tested for running loss emissions, prepare the
exhaust system by sealing or plugging all detectable sources of exhaust gas
leaks. The exhaust system shall be tested or inspected to ensure that
detectable exhaust hydrocarbons are not emitted into the running loss
enclosure during the running loss test.
  58. A new Sec. 86.1232-96 is added to subpart M to read as follows:

Sec. 86.1232-96  Vehicle preconditioning.

  (a) Fuel tank cap(s) of gasoline- and methanol-fueled vehicles shall be
removed during any period that the vehicle is parked outdoors awaiting
testing, to prevent unusual loading of the canisters. During this time care
must be taken to prevent entry of water or other contaminants into the fuel
tank. During storage in the test area while awaiting testing, the fuel tank
cap(s) may be in place. The vehicle shall be moved into the test area and the
following operations performed.
  (b) Drain the fuel tank(s) and fill with test fuel, as specified in Sec.
86.1213, to the "tank fuel volume" defined in Sec. 86.082-2. The fuel cap(s)
shall be installed within 1 minute after refueling.
  (c) Between 12 and 36 hours (or, at the Administrator's option, between 6
and 36 hours) after being refueled, the vehicle shall be placed, either by
being driven or pushed, on a dynamometer and operated through one Heavy-Duty
Vehicle Urban Dynamometer Driving Schedule, specified in Sec. 86.1215 and
appendix I of this part. The test vehicle may not be used to set dynamometer
horsepower.
  (d) [Reserved]
  (e) The Administrator may choose to conduct additional preconditioning to
ensure that the evaporative emissions control system is stabilized. The
additional preconditioning shall consist of an initial one hour minimum soak
and one, two or three driving cycles of the dynamometer driving schedule, as
described in paragraph (c) of this section, each followed by a soak of at
least one hour with engine off, engine compartment cover closed and cooling
fan off. The vehicle may be driven off the dynamometer for the soak period
that follows each driving cycle.
  (f) Within five minutes of completion of the preconditioning drive, the
vehicle shall be driven off the dynamometer and parked. For gasoline- and
methanol-fueled vehicles, drain the fuel tank(s) and fill with test fuel, as
specified in Sec. 86.1213, to the "tank fuel volume" defined in Sec. 86.082-
2. The vehicle shall be refueled within 1 hour of completion of the
preconditioning drive. The fuel cap(s) shall be installed within 1 minute
after refueling.
  (g) The vehicle shall be soaked for not less than 12 hours nor more than 36
hours between the end of the refueling event and the beginning of the cold
start exhaust emission test.
  (h) During the soak period for the three-diurnal test sequence described in
Sec. 86.1230-96, evaporative canisters, if the vehicle is so equipped, shall
be preconditioned according to the following procedure. For vehicles with
multiple canisters, each canister shall be preconditioned separately.
  (1)(i) Prepare the evaporative emission canister for the canister purging
and loading operation. The canister shall not be removed from the vehicle,
unless access to the canister in its normal location is so restricted that
purging and loading can only reasonably be accomplished by removing the
canister from the vehicle. Special care shall be taken during this step to
avoid damage to the components and the integrity of the fuel system.
  (ii) The canister purge shall be performed with ambient air of humidity
controlled to 50+/-25 grains per pound of dry air. This may be accomplished
by purging the canister in a room that is conditioned to this level of
absolute humidity. The flow rate of the purge air shall be maintained at a
nominal flow rate of 0.8 cfm and the duration shall be determined to provide
a total purge volume flow through the canister equivalent to 300 canister bed
volume exchanges. The bed volume is based on the volume of adsorbing material
in the canister.
  (iii) The evaporative emission canister shall then be loaded by sending to
the canister an amount of commercial grade butane vapors equivalent to 1.5
times its nominal working capacity. The canister shall be loaded with a
mixture composed of 50 percent butane and 50 percent nitrogen by volume at a
rate of 15+/-2 grams butane per hour. If the canister loading at that rate
takes longer than 12 hours, a manufacturer may determine a new rate, based on
completing the canister loading in no less than 12 hours. The new rate may be
used for all subsequent canister loading according to paragraph (h) of this
section. The time of initiation and completion of the canister loading shall
be recorded.
  (iv) The determination of a canister's nominal working capacity shall be
based on the average capacity of no less than five canisters that are in a
stabilized condition.
  (A) For stabilization, each canister must be loaded no less than 10 times
and no more than 100 times to 2-gram breakthrough with a 50/50 mixture by
volume of butane and nitrogen, at a rate of 15 grams butane per hour. Each
canister loading step must be preceded by canister purging with 300 canister
bed volume exchanges at 0.8 cfm.
  (B) For determining working capacity, each canister must first be purged
with 300 canister bed volume exchanges at 0.8 cfm. The working capacity of
each canister shall be established by determining the mass of butane required
to load the canister from the purged state so that it emits 2 grams of
hydrocarbon vapor; the canister must be loaded with a 50/50 mixture by volume
of butane and nitrogen, at a rate of 15 grams butane per hour.
  (2) For vehicles designed to use only fuel consisting of at least 80
percent methanol by volume, canister preconditioning shall be performed with
a fuel vapor composition representative of the composition of the vapor space
in the vehicle's fuel tank under in-use conditions. Manufacturers shall
develop a procedure to precondition the evaporative canister, if the vehicle
is so equipped, for the different fuel. The procedure shall represent a
canister loading equivalent to that specified in paragraph (h)(1) of this
section and shall be approved in advance by the Administrator.
  (i) [Reserved]
  (j) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, one of the following methods shall be used to precondition
evaporative canisters during the soak period specified in paragraph (g) of
this section. For vehicles with multiple canisters, each canister shall be
preconditioned separately. Canister emissions are measured to determine
breakthrough. Breakthrough is here defined as the point at which the
cumulative quantity of hydrocarbons emitted is equal to 2 grams.
  (1) Butane loading to breakthrough. The following procedure provides for
emission measurement in an enclosure. Breakthrough may also be determined by
measuring the weight gain of an auxiliary evaporative canister connected
downstream of the vehicle's canister, in which case, the following references
to the enclosure can be ignored. The auxiliary canister shall be well purged
with dry air prior to loading.
  (i) Prepare the evaporative emission canister for the canister loading
operation. The canister shall not be removed from the vehicle, unless access
to the canister in its normal location is so restricted that loading can only
reasonably be accomplished by removing the canister from the vehicle. Special
care shall be taken during this step to avoid damage to the components and
the integrity of the fuel system.
  (ii) The evaporative emission enclosure shall be purged for several
minutes. Warning: If at any time the concentration of hydrocarbons, of
methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C the enclosure
should be immediately purged. This concentration provides at least a 4:1
safety factor against the lean flammability limit.
  (iii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the canister loading procedure.
  (iv) If not already on, the evaporative enclosure mixing fan shall be
turned on at this time.
  (v) Place the vehicle in a sealed enclosure and measure emissions with a
FID.
  (vi) Load the canister with a mixture composed of 50 percent butane and 50
percent nitrogen by volume at a rate of 40 grams butane per hour (0.010 cfm
butane at lab temperatures).
  (vii) As soon as the canister reaches breakthrough, the vapor source shall
be shut off.
  (viii) Reconnect the evaporative emission canister and restore the vehicle
to its normal operating condition.
  (2) Load with repeated diurnal heat builds to breakthrough. The following
procedure provides for emission measurement in an enclosure. Breakthrough may
also be determined by measuring the weight gain of an auxiliary evaporative
canister connected downstream of the vehicle's canister, in which case, the
following references to the enclosure can be ignored. The auxiliary canister
shall be well purged with dry air prior to loading.
  (i) The evaporative emission enclosure shall be purged for several minutes.
Warning: If at any time the concentration of hydrocarbons, of methanol, or of
methanol and hydrocarbons exceeds 15,000 ppm C the enclosure should be
immediately purged. This concentration provides at least a 4:1 safety factor
against the lean flammability limit.
  (ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the diurnal heat builds.
  (iii) If not already on, the evaporative enclosure mixing fan shall be
turned on at this time.
  (iv) The fuel tank(s) of the prepared vehicle shall be drained and filled
with test fuel, as specified in Sec. 86.1213, to the "tank fuel volume"
defined in Sec. 86.082-2. The average temperature of the dispensed fuel shall
be 60+/-12 deg.F (16+/-7 deg.C). The fuel tank cap(s) shall be installed
within 1 minute after refueling.
  (v) Within one hour of being refueled, the vehicle shall be placed, with
the engine shut off, in the evaporative emission enclosure. The fuel tank
temperature sensor shall be connected to the temperature recording system. A
heat source, specified in Sec. 86.1207-90(d), shall be properly positioned
with respect to the fuel tank(s) and connected to the temperature controller.
  (vi) The temperature recording system shall be started.
  (vii) The fuel may be artificially heated to the starting diurnal
temperature.
  (viii) When the fuel temperature reaches at least 69 deg.F (21 deg.C),
immediately turn off purge blower (if not already off); close and seal
enclosure doors; and initiate measurement of the hydrocarbon level in the
enclosure.
  (ix) When the fuel temperature reaches 72+/-2 deg.F (22+/-1 deg.C), start
the diurnal heat build.
  (x) The fuel shall be heated in such a way that its temperature change
conforms to the following function to within +/-4 deg.F (+/-3 deg.C):

F= To+0.4t; or
for SI units,
C=To+(2/9)t.

Where,
  F=fuel temperature, deg.F;
  C=fuel temperature, deg.C;
  t=time since beginning of test, minutes; and
  To=initial temperature in deg.F ( deg.C for SI units).

  (xi) As soon as breakthrough occurs or when the fuel temperature reaches 96
deg.F (36 deg.C), whichever occurs first, the heat source shall be turned
off, the enclosure doors shall be unsealed and opened, and the vehicle fuel
tank cap(s) shall be removed. If breakthrough has not occurred by the time
the fuel temperature reaches 96 deg.F (36 deg.C), the heat source shall be
removed from the vehicle, the vehicle shall be removed (with engine still
off) from the evaporative emission enclosure and the entire procedure
outlined in paragraph (j)(2) of this section shall be repeated until
breakthrough occurs.
  (xii) After breakthrough occurs, the fuel tank(s) of the prepared vehicle
shall be drained and filled with test fuel, as specified in Sec. 86.1213, to
the "tank fuel volume" defined in Sec. 86.082-2. The fuel shall be stabilized
to a temperature within 3 deg.F of the lab ambient before beginning the
driving cycle for the dynamometer run.
  (k) The Administrator may conduct the vehicle preparation and
preconditioning for measurement of fuel economy or exhaust emissions
according to the procedures specified in Secs. 86.1232-90 and 86.1233-90, in
lieu of the procedures specified in this section.
  (l) Vehicles to be tested for exhaust emissions only shall be processed
according to Secs. 86.1235 through 86.1237. Vehicles to be tested for
evaporative emissions shall be processed in accordance with the procedures in
Secs. 86.1233 through 86.1238, starting with Sec. 86.1235.
  (m) Vehicles to be tested for evaporative emissions with the supplemental
two-diurnal test sequence described in Sec. 86.1230-96, shall proceed
according to Secs. 86.1235 through 86.1237, followed by the supplemental hot
soak test (see Sec. 86.1238-96(k)) and the supplemental diurnal emission test
(see Sec. 86.1233-96(p)).
  59. A new Sec. 86.1233-96 is added to subpart M to read as follows:

Sec. 86.1233-96  Diurnal emission test.

  (a) (1) The diurnal emission test for gasoline- and methanol-fueled
vehicles consists of three 24-hour test cycles following the hot soak test.
Emissions are measured for each 24-hour cycle, with the highest emission
level used to determine compliance with the standards specified in subpart A
of this part. The Administrator may truncate a test after any 24-hour cycle
without affecting the validity of the collected data. Sampling of emissions
from the running loss and hot soak tests is not required as preparation for
the diurnal emission test. The diurnal emission test may be conducted as part
of either the three-diurnal test sequence or the supplemental two-diurnal
test sequence, as described in Sec. 86.1230-96.
  (2) For the full three-diurnal test sequence, the diurnal emission test
outlined in paragraphs (b) through (o) of this section follows the high-
temperature hot soak test concluded in Sec. 86.1238-96(j).
  (3) For the supplemental two-diurnal test sequence, the diurnal emission
test outlined in paragraph (p) of this section follows the alternate hot soak
test specified in Sec. 86.1238-96(k).
  (b) The test vehicle shall be soaked for not less than 6 hours nor more
than 36 hours between the end of the hot soak test and the start of the
diurnal emission test. For at least the last 6 hours of this period, the
vehicle shall be soaked at 72+/-3 deg.F. The temperature tolerance may be
waived for up to 10 minutes to allow purging of the enclosure or transporting
the vehicle into the enclosure at the beginning of the diurnal emission test.
  (c) The test vehicle shall be exposed to ambient temperatures cycled
according to the profile specified in Sec. 86.133 and Appendix II of this
part with a maximum deviation of 3 deg.F at any time. The average temperature
deviation from the profile, calculated using the absolute value of each
measured deviation, shall not exceed 2 deg.F. Ambient temperatures shall be
measured at least every minute. Temperature cycling shall begin when time=0
minutes, as specified in paragraph (i)(5) of this section.
  (d) The diurnal enclosure shall be purged for several minutes prior to the
test. Warning: If at any time the concentration of hydrocarbons, of methanol
or of methanol and hydrocarbons exceeds 15,000 ppm C the enclosure should be
immediately purged. This concentration provides at least a 4:1 safety factor
against the lean flammability limit.
  (e) The test vehicle, with the engine shut off and the test vehicle windows
and luggage compartment(s) opened, shall be moved into the diurnal enclosure.
  (f) [Reserved]
  (g) [Reserved]
  (h) Prior to sampling for emissions and throughout the period of cycled
ambient temperatures, the mixing fan(s) shall circulate the air at a rate of
0.8+/-0.2 cfm per cubic foot of ambient volume. The fans shall also maintain
a minimum air circulation of 5 mph (8 km/hr) under the fuel tank of the test
vehicle. The Administrator may adjust fan speed and location to ensure
sufficient air circulation around the fuel tank.
  (i) Emission sampling may begin as follows:
  (1) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior to the sampling.
  (2) Impingers charged with known volumes of pure deionized water shall be
placed in the methanol sampling system (methanol-fueled vehicles only).
  (3) Turn off purge blowers (if not already off).
  (4) Close and seal enclosure doors (if not already closed and sealed).
  (5) Within 10 minutes of closing and sealing the doors, analyze enclosure
atmosphere for hydrocarbons and record. This is the initial (time=0 minutes)
hydrocarbon concentration, CHCi, required in Sec. 86.1243.
  (6) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
initial methanol concentration, CCH3OHi, required in Sec. 86.1243. Record the
time elapsed during this analysis. If the 4-minute sample period is
inadequate to collect a sample of sufficient concentration to allow accurate
GC analysis, rapidly collect the methanol sample in a bag and then bubble the
bag sample through the impingers at the specified flow rate. The time elapsed
between collection of the bag sample and flow through the impingers should be
minimized to prevent any losses. If the test is conducted in a fixed-volume
enclosure that allows airflow into and out of the enclosure, the effect of
makeup air dilution must be factored into the analysis.
  (j) If testing indicates that a vehicle design may result in fuel
temperature responses during enclosure testing that are not representative of
in-use summertime conditions, the Administrator may adjust air circulation
and temperature during the test as needed to ensure that the test
sufficiently duplicates the vehicle's in-use experience.
  (k) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior to the end of each emission sampling period.
  (l) Fresh impingers shall be installed in the methanol collection system
immediately prior to the end of each emission measurement, if applicable.
  (m) The end of the first, second, and third emission sampling period shall
occur 1440+/-6, 2880+/-6, 4320+/-6 minutes, respectively, after the beginning
of the initial sampling, as specified in paragraph (i)(5) of this section.
  (1) At the end of each emission sampling period, analyze the enclosure
atmosphere for hydrocarbons and record. This is the final hydrocarbon
concentration, CHCf, required in Sec. 86.1243. The emission measurement at
the end of each period becomes the initial hydrocarbon concentration, CHCi,
of the next emission sampling period.
  (2) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
final (time=1440 minutes) methanol concentration, CCH3OHf, required in Sec.
86.1243. Record the time elapsed during this analysis. If the 4-minute sample
period is inadequate to collect a sample of sufficient concentration to allow
accurate GC analysis, rapidly collect the methanol sample in a bag and then
bubble the bag sample through the impingers at the specified flow rate. The
time elapsed between collection of the bag sample and flow through the
impingers should be minimized to prevent any losses. If the test is conducted
in a fixed-volume enclosure that allows airflow into and out of the
enclosure, the effect of makeup air dilution must be factored into the
analysis.
  (n) At the end of the temperature cycling period the enclosure doors shall
be unsealed and opened, the test vehicle windows and luggage compartments may
be closed and the test vehicle, with the engine shut off, shall be removed
from the enclosure.
  (o) This completes the full three-diurnal evaporative emission test
sequence described in Sec. 86.1230-96.
  (p) For the supplemental two-diurnal test sequence described in Sec.
86.1230-96, the following steps shall be performed in lieu of the steps
described in paragraphs (b) through (n) of this section.
  (1) For the supplemental two-diurnal test sequence, the test vehicle shall
be soaked for not less than 6 hours nor more than 36 hours between the end of
the hot soak test described in Sec. 86.1238-96(k), and the start of the two-
diurnal emission test. For at least the last 6 hours of this period, the
vehicle shall be soaked at 72+/-3 deg.F.
  (2) The vehicle shall be tested for diurnal emissions according to the
procedures specified in paragraphs (c) through (n) of this section, except
that the test includes only two 24-hour periods. Therefore the end of the
first and second emission sampling periods shall occur 1440+/-6 and 2880+/-6
minutes, respectively, after the initial sampling.
  (3) This completes the supplemental two-diurnal test sequence for
evaporative emission measurement.
  60. A new Sec. 86.1234-96 is added to subpart M to read as follows:

Sec. 86.1234-96  Running loss test.

  (a) Overview. Gasoline- and methanol-fueled vehicles are to be tested for
running loss emissions during simulated high-temperature urban driving.
During operation, tank temperatures are controlled according to a prescribed
profile to simulate in-use conditions. If the vehicle is determined to have
exceeded the standard before the end of the running loss test, the test may
be terminated without invalidating the data. The test can be run either in a
sealed enclosure or with the point-source method, as specified in paragraph
(g) of this section.
  (b) Driving schedule. Conduct the running loss test by operating the test
vehicle through three Heavy-Duty Vehicle Urban Dynamometer Driving Schedules
(see Sec. 86.1215 and appendix I of this part). Fifteen seconds after the
engine starts, place the transmission in gear. Twenty seconds after the
engine starts, begin the initial vehicle acceleration of the driving
schedule. The transmission shall be operated according to the specifications
of Sec. 86.1228 during the driving cycles.
  (c) Dynamometer operation. (1) The exhaust from the vehicle must be routed
outside the test cell or enclosure. Exhaust gases may, but need not, be
collected and sampled.
  (2) Provisions of Sec. 86.1235-85(c) shall apply.
  (3) Practice runs over the prescribed driving schedule may not be performed
at test point.
  (4) Provisions of Sec. 86.1235-85 (e) and (f) shall apply.
  (5) If the dynamometer horsepower must be adjusted manually, it shall be
set within 1 hour prior to the running loss test phase. The test vehicle
shall not be used to make this adjustment. Dynamometers using automatic
control of preselectable power settings may be set any time prior to the
beginning of the emissions test.
  (6) Dynamometer roll or shaft revolutions shall be used to determine the
actual driving distance for the running loss test, DRL, required in Sec.
86.1243. The revolutions shall be measured on the same roll or shaft used for
measuring the vehicle's speed.
  (7) Provisions of Sec. 86.1235-85(i) shall apply.
  (8) The test run may be stopped if a warning light or gauge indicates that
the vehicle's engine coolant has overheated.
  (d) Engine starting and restarting. (1) Provisions of Sec. 86.1236-85(a)
shall apply.
  (2) If the vehicle does not start after the manufacturer's recommended
cranking time (or 10 continuous seconds in the absence of a manufacturer's
recommendation), cranking shall cease for the period recommended by the
manufacturer (or 10 seconds in the absence of a manufacturer's
recommendation). This may be repeated for up to three start attempts. If the
vehicle does not start after three attempts, the reason for failure to start
shall be determined. If failure to start is an operational error, the vehicle
shall be rescheduled for testing, starting with the soak period immediately
preceding the running loss test.
  (3) If failure to start is caused by a vehicle malfunction, corrective
action of less than 30 minutes duration may be taken (according to Sec.
86.090-25), and the test continued, provided that the ambient conditions to
which the vehicle is exposed are maintained at 95+/-5 deg.F (35+/-3 deg.C).
When the engine starts, the timing sequence of the driving schedule shall
begin. If failure to start is caused by vehicle malfunction and the vehicle
cannot be started, the test shall be voided, the vehicle removed from the
dynamometer, and corrective action may be taken according to Sec. 86.090-25.
The reason for the malfunction (if determined) and the corrective action
taken shall be reported to the Administrator.
  (4) Provisions of Sec. 86.1236-85(b) shall apply.
  (e) Pressure checks. No pressure checks of the evaporative system shall be
allowed. Under no circumstances will any changes/repairs to the evaporative
emissions control system be allowed.
  (f) Temperature Stabilization. Immediately after the dynamometer run, the
vehicle shall be soaked in a temperature controlled area for a maximum of 4
hours until the fuel temperature is stabilized at 95+/-3 deg.F. Cooling or
heating of the fuel tank may be induced to bring the fuel tank to 95+/-3
deg.F.
  (g) Running loss test. The running loss test may be conducted either by the
enclosure method, or by the point-source method.
  (1) Enclosure method. (i) The running loss enclosure shall be purged for
several minutes immediately prior to the test. Warning: If at any time the
concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons
exceeds 15,000 ppm C the enclosure should be immediately purged. This
concentration provides at least a 4:1 safety factor against the lean
flammability limit.
  (ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the test.
  (iii) If not already on, the running loss enclosure mixing fan(s) shall be
turned on at this time. Throughout the test, the mixing fan(s) shall
circulate the air at a rate of at least 1.0 cfm per cubic foot of ambient
volume.
  (iv) The test vehicle, with the engine off, shall be moved onto the
dynamometer in the running loss enclosure. The vehicle engine compartment
cover shall be unlatched, but closed as much as possible, allowing for the
air intake equipment specified in paragraph (g)(1)(vii) of this section. The
vehicle engine compartment cover may be closed if alternate routing is found
for the air intake equipment. Any windows, doors, and luggage compartments
shall be closed. A window may be opened to direct cooling air into the
passenger compartment of the vehicle, if the vehicle is not equipped with its
own air conditioning.
  (v) Fans shall be positioned as described in Secs. 86.1235-85(b), 86.1207-
96(d), and 86.1207-96(h).
  (vi) The vehicle air conditioning system (if so equipped) shall be set to
the "normal" air conditioning mode and adjusted to the minimum discharge air
temperature and high fan speed. Vehicles equipped with automatic temperature
controlled air conditioning systems shall be set to operate in "automatic"
temperature and fan modes with the system set at 72 deg.F.
  (vii) Connect the air intake equipment to the vehicle. This connection
shall be made to minimize leakage.
  (viii) The temperature and pressure recording systems shall be started. The
Administrator may omit measurement of fuel tank pressure.
  (ix) Turn off purge blowers (if not already off).
  (x) The temperature of the liquid fuel shall be monitored and recorded at
least every 15 seconds with the temperature recording system specified in
Sec. 86.1207-96(e).
  (xi) Close and seal the enclosure doors.
  (xii) When the ambient temperature is 95+/-5 deg.F (35+/-3 deg.C) and the
fuel tank temperature is 95+/-3 deg.F (35+/-2 deg.C) the running loss test
may begin. Measure the initial ambient temperature and pressure.
  (A) Analyze enclosure atmosphere for hydrocarbons and record. This is the
initial (time=0 minutes) hydrocarbon concentration, CHCi, required in Sec.
86.1243.
  (B) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
initial (time=0 minutes) methanol concentration, CCH3OHi, required in Sec.
86.1243. Record the time elapsed during this analysis. If the 4-minute sample
period is inadequate to collect a sample of sufficient concentration to allow
accurate GC analysis, rapidly collect the methanol sample in a bag and then
bubble the bag sample through the impingers at the specified flow rate. The
time elapsed between collection of the bag sample and flow through the
impingers should be minimized to prevent any losses.
  (xiii) Start the engine and begin operation of the vehicle over the drive
cycle specified in paragraph (b) of this section.
  (xiv) The ambient temperature shall be maintained at 95+/-5 deg.F (95+/-3
deg.F on average) during the running loss test; it shall be recorded at least
every 60 seconds.
  (xv) The fuel temperature during the dynamometer drive shall be controlled
to match the fuel tank temperature profile determined in Sec. 86.1229.
Measured fuel temperatures must be within +/-3 deg.F of the profile
temperatures during the first 3420 seconds of the running loss test, and
within +/-2 deg.F for the remaining 120 seconds of the test run. If the test
vehicle has more than one fuel tank, the fuel temperatures for both fuel
tanks shall follow the temperature profiles determined in Sec. 86.1229. The
control system shall be tuned and operated to provide a smooth and continuous
fuel tank temperature profile that is representative of the on-road profile.
  (xvi) Tank pressure shall not exceed 10 inches of water at any time during
the running loss test unless a pressurized system is used and the
manufacturer demonstrates that vapor would not be vented to the atmosphere
upon fuel cap removal.
  (xvii) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior the end of the test.
  (xviii) Fresh impingers shall be installed in the methanol collection
system immediately prior to the end of the test, if applicable.
  (xix) The running loss test ends with the completion of the third 2-minute
idle period.
  (xx) At the end of the running loss test:
  (A) Analyze the enclosure atmosphere for hydrocarbons and record. This is
the final hydrocarbon concentration, CHCf, required in Sec. 86.1243.
  (B) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start prior to the end of the test and
continue for 4.0+/-0.5 minutes. The methanol sampling must be completed
within 2 minutes after the end of the running loss test. This is the final
methanol concentration, CCH3OHf, required in Sec. 86.1243. Record the time
elapsed during this analysis. If the 4-minute sample period is inadequate to
collect a sample of sufficient concentration to allow accurate GC analysis,
rapidly collect the methanol sample in a bag and then bubble the bag sample
through the impingers at the specified flow rate. The time elapsed between
collection of the bag sample and flow through the impingers should be
minimized to prevent any losses.
  (xxi) Turn off any CVS apparatus (if not already turned off).
  (2) Point-source method. (i) The test vehicle, with the engine off, shall
be moved onto the dynamometer. The vehicle engine compartment cover and any
windows, doors, and luggage compartments shall be closed.
  (ii) Fans shall be positioned as described in Secs. 86.1235-85(b) and
86.1207-96(d).
  (iii) The running loss vapor vent collection system shall be properly
positioned at the potential fuel vapor vents or leaks of the vehicle's fuel
system. Typical vapor vents for current fuel systems are the ports of the
evaporative emission canister and the pressure relief vent of the fuel tank
(typically integrated into the fuel tank cap).
  (iv) The running loss vapor vent collection system may be connected to a
PDP-CVS or CFV-CVS bag collection system. Otherwise, running loss vapors
shall be sampled continuously with analyzers meeting the requirements of Sec.
86.1207-96(b).
  (v) Measured emissions must be compared with background hydrocarbon levels
to determine the reported running loss emissions.
  (vi) The vehicle air conditioning system (if so equipped) shall be set to
the "normal" air conditioning mode and adjusted to the minimum discharge air
temperature and high fan speed. Vehicles equipped with automatic temperature
controlled air conditioning systems shall be set to operate in "automatic"
temperature and fan modes with the system set at 72 deg.F.
  (vii) The temperature and pressure recording systems shall be started. The
Administrator may omit measurement of fuel tank pressure.
  (viii) The temperature of the liquid fuel shall be monitored and recorded
at least every 15 seconds with the temperature recording system specified in
Sec. 86.1207-96(e).
  (ix) When the ambient temperature is 95+/-5 deg.F (35+/-3 deg.C) and the
fuel tank temperature is 95+/-3 deg.F the running loss test may begin.
  (x) The ambient temperature shall be maintained at 95+/-5 deg.F (95+/-3
deg.F on average) during the running loss test; it shall be recorded at least
every 60 seconds.
  (xi) Fuel temperatures shall be controlled according to the specifications
of paragraph (g)(1)(xv) of this section.
  (xii) Tank pressure shall not exceed 10 inches of water at any time during
the running loss test unless a pressurized system is used and the
manufacturer demonstrates that vapor would not be vented to the atmosphere
upon fuel cap removal.
  (xiii) The running loss test ends with completion of the third 2-minute
idle period.
  (xiv) If emissions are collected in bags, the sample bags must be analyzed
within 20 minutes of their respective sample collection phases, as described
in Sec. 86.137-94(b)(15). The results of the analysis are used in Sec.
86.1243 to calculate the mass of hydrocarbons emitted.
  (h) Following the completion of the running loss drive, the vehicle may be
tested for hot soak emissions as specified in Sec. 86.1238-96.
  61. A new Sec. 86.1235-96 is added to subpart M to read as follows:

Sec. 86.1235-96  Dynamometer procedure.

  Section 86.1235-96 includes text that specifies requirements that differ
from Sec. 86.1235-85. Where a paragraph in Sec. 86.1235-85 is identical and
applicable to Sec. 86.1235-96, this may be indicated by specifying the
corresponding paragraph and the statement "[Reserved]. For guidance see Sec.
86.1235-85."
  (a) The dynamometer run consists of one HDV urban dynamometer driving
schedule cycle starting not less than 12 nor more than 36 hours after
completion of the drive specified in Sec. 86.1232-96. This run includes
engine startup (with all accessories turned off) and operation over the
driving schedule.
  (b) through (i) [Reserved]. For guidance see Sec. 86.1235-85.
  62. Section 86.1236-85 of subpart M is amended by revising paragraph (a)(4)
to read as follows:

Sec. 86.1236-85  Engine starting and restarting.

  (a) * * *
  (4) If the vehicle does not start after the manufacturer's recommended
cranking time (or 10 continuous seconds in the absence of a manufacturer's
recommendation), cranking shall cease for the period recommended by the
manufacturer (or 10 seconds in the absence of a manufacturer's
recommendation). This may be repeated for up to three start attempts. If the
vehicle does not start after three attempts, the reason for failure to start
shall be determined. If failure to start is an operational error, the vehicle
shall be rescheduled for the dynamometer run. If failure to start is caused
by a vehicle malfunction, corrective action of less than 30 minutes duration
may be taken, and the test continued. When the engine starts, the driving
schedule timing sequence shall begin. If failure to start is caused by
vehicle malfunction and the vehicle cannot be started, the test shall be
voided, the vehicle removed from the dynamometer, and corrective action may
be taken. The reasons for the malfunction (if determined) and the corrective
action taken shall be recorded.

* * * * *

  63. A new Sec. 86.1237-96 is added to subpart M to read as follows:

Sec. 86.1237-96  Dynamometer runs.

  Section 86.1237-96 includes text that specifies requirements that differ
from Sec. 86.1237-85. Where a paragraph in Sec. 86.1237-85 is identical and
applicable to Sec. 86.1237-96, this may be indicated by specifying the
corresponding paragraph and the statement "[Reserved]. For guidance see Sec.
86.1237-85."
  (a) The vehicle shall be either driven or pushed onto the dynamometer;
however, if driven, the total time of engine operation during the 12 to 36
hour soak period shall not exceed 3 minutes, and the vehicle shall be driven
at minimum throttle. The vehicle shall be stored prior to dynamometer
operation in such a manner that it is not exposed to precipitation (e.g.,
rain or dew).
  (b) [Reserved]. For guidance see Sec. 86.1235-85.
  64. Section 86.1238-90 of subpart M is amended by revising paragraph (i) to
read as follows:

Sec. 86.1238-90  Hot soak test.

* * * * *

  (i) The enclosure doors shall be closed and sealed within 2 minutes of
engine shutdown and within 5 minutes after the end of the dynamometer run.

* * * * *

  65. A new Sec. 86.1238-96 is proposed to be added to subpart M to read as
follows:

Sec. 86.1238-96  Hot soak test.

  (a) For gasoline- and methanol-fueled vehicles, the hot soak test shall be
conducted immediately following the running loss test. However, sampling of
emissions from the running loss test is not required as preparation for the
hot soak test.
  (b) The hot soak test may be conducted in the running loss enclosure as a
continuation of that test or in a separate enclosure.
  (1) If the hot soak test is conducted in the running loss enclosure, the
driver may exit the enclosure after the running loss test. If exiting, the
driver should use the personnel door described in Sec. 86.1207-96(a)(2),
exiting as quickly as possible with a minimum disturbance to the system. The
final hydrocarbon and methanol concentration for the running loss test,
measured in Sec. 86.1234-96(g)(1)(xx), shall be the initial hydrocarbon and
methanol concentration (time=0 minutes) CHCi and CCH3OHi, for the hot soak
test.
  (2) If the vehicle must be moved to a different enclosure, the following
steps must be taken:
  (i) The enclosure for the hot soak test shall be purged for several minutes
prior to completion of the running loss test. Warning: If at any time the
concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons
exceeds 15,000 ppm C the enclosure should be immediately purged. This
concentration provides at least a 4:1 safety factor against the lean
flammability limit.
  (ii) The FID hydrocarbon analyzer shall be zeroed and spanned immediately
prior to the test.
  (iii) Fresh impingers shall be installed in the methanol sample collection
system immediately prior to the start of the test, if applicable.
  (iv) If not already on, the mixing fan(s) shall be turned on at this time.
Throughout the hot soak test, the mixing fan(s) shall circulate the air at a
rate of 0.8+/-0.2 cfm per cubic foot of the nominal enclosure volume.
  (v) Begin sampling as follows:
  (A) Analyze the enclosure atmosphere for hydrocarbons and record. This is
the initial (time = 0 minutes) hydrocarbon concentration, CHCi, required in
Sec. 86.1243.
  (B) Analyze the enclosure atmosphere for methanol, if applicable, and
record. The methanol sampling must start simultaneously with the initiation
of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes. This is the
initial (time=0 minutes) methanol concentration, CCH3OHi, required in Sec.
86.1243. Record the time elapsed during this analysis. If the 4-minute sample
period is inadequate to collect a sample of sufficient concentration to allow
accurate GC analysis, rapidly collect the methanol sample in a bag and then
bubble the bag sample through the impingers at the specified flow rate. The
time elapsed between collection of the bag sample and flow through the
impingers should be minimized to prevent any losses.
  (vi) The vehicle engine compartment cover shall be closed (if not already
closed), the cooling fan shall be moved, the vehicle shall be disconnected
from the dynamometer and any sampling system, and then driven at minimum
throttle to the enclosure for the hot soak test. These steps should be done
as quickly as possible to minimize the time needed to start the hot soak
test.
  (vii) The vehicle's engine must be stopped before any part of the vehicle
enters the enclosure.
  (viii) The vehicle shall enter the enclosure; the enclosure doors shall be
closed and sealed within two minutes of engine shutdown and within five
minutes after the end of the running loss test.
  (ix) The test vehicle windows and any luggage compartments shall be opened
(if not already open). The vehicle engine compartment cover shall be closed
(if not already closed).
  (c) [Reserved]
  (d) The temperature recording system shall be started and the time of
engine shutoff shall be noted on the evaporative emission hydrocarbon data
recording system.
  (e) For the first 5 minutes of the hot soak test, the ambient temperature
shall be maintained at 95+/-10 deg.F. For the remainder of the hot soak test,
the ambient temperature shall be maintained at 95+/-5 deg.F (95+/-2 deg.F on
average).
  (f) The 60+/-0.5 minute hot soak begins when the enclosure doors are sealed
(or when the running loss test ends, if the hot soak test is conducted in the
running loss enclosure).
  (g) The FID (or HFID) hydrocarbon analyzer shall be zeroed and spanned
immediately prior to the end of the test.
  (h) Fresh impingers shall be installed in the methanol collection system
immediately prior to the end of the test, if applicable.
  (i) [Reserved]
  (j) At the end of the 60+/-0.5 minute test period:
  (1) Analyze the enclosure atmosphere for hydrocarbons and record. This is
the final (time=60 minutes) hydrocarbon concentration, CHCf, required in Sec.
86.1243.
  (2) Analyze the enclosure atmosphere for methanol and record, if
applicable. The methanol sampling must start simultaneously with the
initiation of the hydrocarbon analysis and continue for 4.0+/-0.5 minutes.
This is the final (time=60 minutes) methanol concentration, CCH3OHf, required
in Sec. 86.1243. Record the time elapsed during this analysis. If the
4-minute sample period is inadequate to collect a sample of sufficient
concentration to allow accurate GC analysis, rapidly collect the methanol
sample in a bag and then bubble the bag sample through the impingers at the
specified flow rate. The time elapsed between collection of the bag sample
and flow through the impingers should be minimized to prevent any losses.
  (k) For the supplemental two-diurnal test sequence (see Sec. 86.1230-96),
the hot soak test described in Sec. 86.1238-90 shall be conducted immediately
following the dynamometer run. This test requires ambient temperatures
between 68 deg. and 86 deg.F at all times. The equipment and calibration
specifications of Secs. 86.1207-90 and 86.1207-90 may apply for this testing.
Enclosures meeting the requirements of Secs. 86.1207-96 and 86.1217-96 may
also be used. This hot soak test is followed by two consecutive diurnal heat
builds, described in Sec. 86.1233-96(p).
  (l) If the vehicle is to be tested for diurnal emissions, follow the
procedure outlined in Sec. 86.1233-96.
  66. A new Sec. 86.1243-96 is added to subpart M to read as follows:

Sec. 86.1243-96  Calculations; evaporative emissions.

  (a) The following equations are used to calculate the evaporative emissions
from gasoline- and methanol-fueled vehicles.
  (b) Use the measurements of initial and final concentrations to determine
the mass of hydrocarbons and methanol emitted. For testing with pure
gasoline, methanol emissions are assumed to be zero.
  (1) For enclosure testing of diurnal, hot soak, and running loss emissions:
  (i) Methanol emissions:

          Vn x CMR          TEf
MCH3OH = (--------) x (------------ x [(AMS1f x AV1f) + (AMS2f x AV2f)] -
            AMR        VEf x TSHEDf

     TEi
 ------------ x [(AMS1i x AV1i) + (AMS2i x AV2i)]) + (MCH3OH,out - MCH3OH,in)
 VEi x TSHEDi

Where,
  (A) MCH3OH=Methanol mass change, micro-g.
  (B) Vn=Net enclosure volume, ft**3, as determined by subtracting 50 ft**3
(1.42 m**3) (volume of vehicle with trunk and windows open) from the
enclosure volume. A manufacturer may use the measured volume of the vehicle
(instead of the nominal 50 ft**3) with advance approval by the Administrator,
provided the measured volume is determined and used for all vehicles tested
by that manufacturer.
  (C) CMR=Concentration of methanol in standard sample for calibration of GC,
micro-g/ml.
  (D) AMR=GC peak area of standard sample.
  (E) TE=Temperature of sample withdrawn, deg.R.
  (F) VE=Volume of sample withdrawn, ft**3.
  (G) TSHED=Temperature of enclosure, deg.R.
  (H) AMS=GC peak area of sample.
  (I) AV=Volume of absorbing reagent in impinger.
  (J) PB=Barometric pressure at time of sampling, in. Hg.
  (K) i=Initial sample.
  (L) f=Final sample.
  (M) 1=First impinger.
  (N) 2=Second impinger.
  (O) MCH3OH,out=mass of methanol exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.
  (P) MCH3OH,in=mass of methanol entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, micro-g.

  (ii) Hydrocarbon emissions:

                        (CHCf - rCCH3OHf)PBf   (CHCi - rCCH3OHi)PBi
MHC = (kVn x 10**-4) x (-------------------- - --------------------) +
                                 Tf                     Ti

      MHC,out - MHC,in

Where,
  (A) MHC=Hydrocarbon mass change, g.
  (B) CHC=FID hydrocarbon concentration as ppm carbon including FID response
to methanol in the sample.
  (C) CCH3OH=Methanol concentration as ppm carbon.

                   1.501x10**-3 CMR x T
         CCH3OH = (--------------------) x [(ASi x AV1) + (AS2 x AV2)]
                       AMR x PB x Vn

  (D) Vn=Net enclosure volume ft**3 (m**3) as determined by subtracting 50
ft**3 (1.42 m**3) (volume of vehicle with trunk and windows open) from the
enclosure volume. A manufacturer may use the measured volume of the vehicle
(instead of the nominal 50 ft**3) with advance approval by the Administrator,
provided the measured volume is determined and used for all vehicles tested
by that manufacturer.
  (E) r=FID response factor to methanol.
  (F) PB=Barometric pressure, in Hg (Kpa).
  (G) T=Enclosure temperature, deg.R( deg.K).
  (H) i=initial reading.
  (I) f=final reading.
  (J) 1=First impinger.
  (K) 2=Second impinger.
  (L) Assuming a hydrogen to carbon ratio of 2.3:
  (1) k=2.97; and
  (2) For SI units, k=17.16.
  (M) MHC,out=mass of hydrocarbons exiting the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.
  (N) MHC,in=mass of hydrocarbons entering the enclosure, in the case of
fixed-volume enclosures for diurnal emission testing, g.

  (2) For running loss testing by the point-source method, the mass emissions
of each test phase are calculated below, then summed for a total mass
emission for the running loss test. If emissions are continuously sampled,
the following equations can be used in integral form.
  (i) Methanol emissions:

MCH3OH=rCH3OH Vmix x (CCH3OH,rl - CCH3OH,d)

Where,

  (A) MCH3OH=methanol mass change, micro-g.
  (B) rCH3OH=36.85 g/ft**3, density of pure vapor at 74 deg.F.
  (C) Vmix=total dilute sample volume, in ft**3, calculated as appropriate
for the collection technique used.
  (D) CCH3OH,rl=methanol concentration of diluted running loss sample, in
ppm carbon equivalent.
  (E) CCH3OH,d=methanol concentration of dilution air, in ppm carbon
equivalent.
  (ii) Hydrocarbon emissions:

MHC=rHCVmix10-6x(CHC,rl-CHC,d)

Where,
  (A) MHC=hydrocarbon mass change, g.
  (B) rHC=16.46 g/ft**3, density of pure vapor at 74 deg.F (for hydrogen to
carbon ratio of 2.3).
  (C) Vmix=total dilute sample volume, in ft**3, calculated as appropriate
for the collection technique used.
  (D) CHC,rl=hydrocarbon concentration of diluted running loss sample, in ppm
carbon equivalent.
  (E) CHC,d=hydrocarbon concentration of dilution air, in ppm carbon
equivalent.

  (c) Calculate the adjusted total mass emissions for each test segment.

                 14.3594
    MDI = (MHC + ------- x 10**-6 MCH3OH)DI
                 32.042

  where MDI=mass emissions from the diurnal emission test (see Sec. 86.1233),
g.

                 14.2284
    MHS = (MHC + ------- x 10**-6 MCH3OH)HS
                 32.042

where MHS=mass emissions from the hot soak test (see Sec. 86.1238), g.

                 14.2284
    MRL = (MHC + ------- x 10**-6 MCH3OH)RL
                 32.042

where MRL=mass emissions from the running loss test (see Sec. 86.1234), g.

  (d) (1) For the full three-diurnal test sequence, there are two final
results to report:
  (i) The sum of the adjusted total mass emissions for the diurnal and hot
soak tests (MDI+MHS); and
  (ii) The adjusted total mass emissions for the running loss test, on a
grams per mile basis=MRL/DRL, where DRL=miles driven for the running loss
test (see Sec. 86.1234-96(c)(6)).
  (2) For the supplemental two-diurnal test sequence, there is one final
result to report: the sum of the adjusted total mass emissions for the
diurnal and hot soak tests (MDI+MHS), described in Secs. 86.1233-96(p) and
86.1238-96(k), respectively.
  67. A new Sec. 86.1246-96 is added to subpart M to read as follows:

Sec. 86.1246-96  Fuel dispensing spitback procedure.

  (a) The vehicle is fueled at a rate of 10 gal/min to test for fuel spitback
emissions. All liquid fuel spitback emissions that occur during the test are
collected in a bag made of a material impermeable to hydrocarbons or
methanol. The bag shall be designed and used so that liquid fuel does not
spit back onto the vehicle body, adjacent floor, etc., and it must not impede
the free flow of displaced gasoline vapor from the orifice of the filler
pipe. The bag must be designed to permit passage of the dispensing nozzle
through the bag. If the bag has been used for previous testing, sufficient
time shall be allowed for the bag to dry out. The dispensing nozzle shall be
a commercial model, not equipped with vapor recovery hardware.
  (b) Ambient temperature levels encountered by the test vehicle shall be not
less than 68 deg.F nor more than 86 deg.F. The temperatures monitored during
testing must be representative of those experienced by the test vehicle. The
vehicle shall be approximately level during all phases of the test sequence
to prevent abnormal fuel distribution.
  (c) Measure and record the mass of the bag to be used for collecting
spitback emissions to the nearest 0.01 gram.
  (d) Drain the fuel tank(s) and fill with test fuel, as specified in Sec.
86.1213, to 10 percent of the reported nominal fuel tank capacity. The fuel
cap(s) shall be installed immediately after refueling.
  (e) The vehicle shall be soaked at 80+/-6 deg.F (27+/-3 deg.C) for a
minimum of six hours, then placed, either by being driven or pushed, on a
dynamometer and operated through one Heavy-Duty Vehicle Urban Dynamometer
Driving Schedule (specified in Sec. 86.1215 and appendix I of this part). The
test vehicle may not be used to set dynamometer horsepower.
  (f) Following the preconditioning drive, the vehicle shall be driven at
minimum throttle to the refueling area.
  (g) All areas in proximity to the vehicle fuel fill orifice and the
dispenser nozzle itself shall be completely dry of liquid fuel.
  (h) The fuel filler neck shall be snugly fitted with the vented bag to
capture any fuel emissions. The fuel nozzle shall be inserted through the bag
into the filler neck of the test vehicle to its maximum penetration. The
plane of the nozzle's handle shall be perpendicular to the floor of the
laboratory.
  (i) The fueling procedure consists of dispensing fuel through a nozzle,
interrupted by a series of automatic shutoffs. A minimum of 3 seconds shall
elapse between any automatic shutoff and subsequent resumption of dispensing.
Dispensing may not be manually terminated, unless the test vehicle has
already clearly failed the test. The vehicle shall be fueled according to the
following procedure:
  (1) The fueling operation shall be started within 4 minutes after the
vehicle is turned off. The average temperature of the dispensed fuel shall be
65+/-5 deg.F (18+/-3 deg.C).
  (2) The fuel shall be dispensed at a rate of 10.0+/-0.1 gallons/minute
(37.9+/-0.4 l/min) until the automatic shutoff is activated.
  (3) If the automatic shutoff is activated before the nozzle has dispensed
an amount of fuel equal to 70 percent of the tank's nominal capacity, the
dispensing may be resumed at a reduced rate. Repeat as necessary until the
nozzle has dispensed an amount of fuel equal to at least 70 percent of the
tank's nominal capacity.
  (4) Once the automatic shutoff is activated after the nozzle has dispensed
an amount of fuel equal to 70 percent of the tank's nominal capacity, the
fuel shall be dispensed at a rate of 5+/-1 gallons/minute (19+/-4 l/min) for
all subsequent dispensing. Dispensing shall be restarted two additional
times.
  (5) If the nozzle has dispensed an amount of fuel less than 85 percent of
the tank's nominal capacity after the two additional dispensing restarts,
dispensing shall be resumed, and shall continue through as many automatic
shutoffs as necessary to achieve this level. This completes the fueling
procedure.
  (j) Withdraw the nozzle from the vehicle and the bag, holding the tip of
the nozzle upward to avoid any dripping into the bag.
  (k) Within 1 minute after completion of the fueling event, the bag shall be
folded to minimize the vapor volume inside the bag. The bag shall be folded
as quickly as possible to prevent evaporation of collected emissions.
  (l) Within 5 minutes after completion of the fueling event, the mass of the
bag and its contents shall be measured and recorded (consistent with
paragraph (c) of this section). The bag shall be weighed as quickly as
possible to prevent evaporation of collected emissions.

Subpart N--[Amended]

  68. A new Sec. 86.1306-96 is added to subpart N to read as follows:

Sec. 86.1306-96  Equipment required and specifications; overview.

  (a) Exhaust emission tests. All engines subject to this subpart are tested
for exhaust emissions. Petroleum- and methanol-fueled Otto-cycle and diesel
engines are tested identically with two exceptions. First, the systems used
to measure hydrocarbon, nitrogen oxide, methanol, formaldehyde, and
particulate depend on the type of engine being tested; petroleum-fueled
diesel engines require a heated, continuous hydrocarbon detector and a
heated, continuous nitrogen oxide detector (see Sec. 86.1310); methanol-
fueled engines require a heated hydrocarbon detector, a methanol detector and
a formaldehyde detector; gasoline-fueled and methanol-fueled Otto-cycle
engines are not tested for particulate emissions (see Sec. 86.1309). Second,
if a gasoline-fueled and methanol-fueled engine is to be used in a vehicle
equipped with an evaporative canister, the test engine must have a loaded
evaporative canister attached for the exhaust emission test. Necessary
equipment and specifications appear in Secs. 86.1308, 86.1309, 86.1310 and
86.1311.
  (b) Fuel, analytical gas, and engine cycle specifications. Fuel
specifications for exhaust emission testing are specified in Sec. 86.1313.
Analytical gases are specified in Sec. 86.1314. The EPA heavy-duty transient
engine cycles for use in exhaust testing are described in Sec. 86.1333 and
specified in Appendix I to this part.
  69. A new Sec. 86.1327-96 is added to subpart N to read as follows:

Sec. 86.1327-96  Engine dynamometer test procedures; overview.

  (a) The engine dynamometer test procedure is designed to determine the
brake-specific emissions of hydrocarbons, carbon monoxide, oxides of
nitrogen, particulate (petroleum-fueled and methanol-fueled diesel engines),
and methanol and formaldehyde (for methanol-fueled diesel engines). The test
procedure consists of a "cold" start test following either natural or forced
cool-down periods described in Secs. 86.1334 and 86.1335, respectively. A
"hot" start test follows the "cold" start test after a hot soak of 20
minutes. The idle test of subpart P may be run after the "hot" start test.
The exhaust emissions are diluted with ambient air and a continuous
proportional sample is collected for analysis during both the cold- and hot-
start tests. The composite samples collected are analyzed either in bags or
continuously for hydrocarbons (HC), carbon monoxide (CO), carbon dioxide
(CO2), and oxides of nitrogen (NOX), or in sample collection impingers for
methanol (CH3OH) and sample collection impingers (or capsules) for
formaldehyde (HCHO). A bag or continuous sample of the dilution air is
similarly analyzed for background levels of hydrocarbon, carbon monoxide,
carbon dioxide, and oxides of nitrogen and, if appropriate, methanol and
formaldehyde. In addition, for petroleum-fueled and methanol-fueled diesel
engines, particulates are collected on fluorocarbon-coated glass fiber
filters or fluorocarbon-based (membrane) filters, and the dilution air may be
prefiltered.
  (b) Engine torque and rpm shall be recorded continuously during both the
cold- and hot-start tests. Data points shall be recorded at least once every
second.
  (c) Using the torque and rpm feedback signals, integrate the brake
horsepower with respect to time for the cold and hot cycles. This produces a
brake horsepower-hour value that enables the brake-specific emissions to be
determined (see Secs. 86.1342, and 86.1343).
  (d)(1) When an engine is tested for exhaust emissions or is operated for
service accumulation on an engine dynamometer, the complete engine shall be
tested, with all emission control devices installed and functioning.
  (2) For gasoline- and methanol-fueled engines, evaporative emission
canisters must be loaded with fuel vapors and connected to the engine. The
canisters used for testing must be of the same design as those used in engine
applications.
  (3) On air-cooled engines, the fan shall be installed.
  (4) Additional accessories (e.g., oil cooler, alternators, air compressors,
etc.) may be installed or their loading simulated if typical of the in-use
application.
  (5) The engine may be equipped with a production-type starter.
  (e) Means of engine cooling that will maintain the engine operating
temperatures (e.g., temperatures of intake air, oil, water, etc.) at
approximately the same temperature as specified by the manufacturer shall be
used. An auxiliary fan(s) may be used to maintain engine cooling during
operation on the dynamometer. Rust inhibitors and lubrication additives may
be used, up to the levels recommended by the additive manufacturer.
Antifreeze mixtures and other coolants typical of those approved for use by
the manufacturer may be used.
  (f) Exhaust system. The exhaust system shall meet the following
requirements:
  (1) Gasoline-fueled and methanol-fueled Otto-cycle engines. A chassis-type
exhaust system shall be used. For all catalyst systems, the distance from the
exhaust manifold flange(s) to the catalyst shall be the same as in the
vehicle configuration unless the manufacturer provides data showing
equivalent performance at another location.
  (2) Petroleum-fueled and methanol-fueled diesel engines. Either a chassis-
type or a facility-type exhaust system or both systems simultaneously may be
used. The exhaust back pressure or restriction shall be typical of those seen
in the actual average vehicle exhaust system configuration and may be set
with a valve (muffler omitted).
  (i) The engine exhaust system shall meet the following requirements:
  (A) The total length of the tubing from the exit of the engine exhaust
manifold or turbocharger outlet to the primary dilution tunnel should not
exceed 32 feet (9.8 m).
  (B) The initial portion of the exhaust system may consist of a typical in-
use (i.e., length, diameter, material, etc.) chassis-type exhaust system.
  (C) The distance from the exhaust manifold flange(s) to any exhaust after-
treatment device shall be the same as in the vehicle configuration unless the
manufacturer is able to demonstrate equivalent performance at another
location.
  (D) If the exhaust system tubing from the exit of the engine exhaust
manifold or turbocharger outlet to the primary dilution tunnel exceeds 12
feet (3.7 m) in length, then all tubing in excess of 12 feet (3.7 m) (chassis
and/or facility type) shall be insulated.
  (E) If the tubing is required to be insulated, the radial thickness of the
insulation must be at least 1.0 inch. The thermal conductivity of the
insulating material must have a value no greater than 0.75 BTU-in/hr/ft 2 /
deg.F measured at 700 deg.F.
  (F) A smoke meter or other instrumentation may be inserted into the exhaust
system tubing. If this option is exercised in the insulated portion of the
tubing, then a minimal amount of tubing not to exceed 18 inches may be left
uninsulated. However, no more than 12 feet of tubing can be left uninsulated
in total, including the length at the smoke meter.
  (ii) The facility-type exhaust system shall meet the following
requirements:
  (A) It must be composed of smooth tubing made of typical in-use steel or
stainless steel. This tubing shall have a maximum inside diameter of 6.0 in
(15 cm).
  (B) Short sections (altogether not to exceed 20 percent of the entire tube
length) of flexible tubing at connection points are allowed.
  70. Section 86.1336-84 of subpart N is amended by revising paragraph (e) to
read as follows:

Sec. 86.1336-84  Engine starting, restarting, and shutdown.

* * * * *

  (e) Test equipment malfunction--(1) Gasoline- and methanol-fueled engines.
If a malfunction occurs in any of the required test equipment during the test
run, the test shall be voided.
  (2) Diesel-fueled engines. (i) If a malfunction occurs in any of the
required test equipment during the cold cycle portion of the test, the test
shall be voided.
  (ii) If a malfunction occurs in any of the required test equipment
(computer, gaseous emissions analyzer, etc.) during the hot cycle portion of
the test, complete the full engine cycle before engine shut-down then resoak
for 20 minutes.
  (A) If the test equipment malfunction can be corrected before the resoak
period has been completed, the hot cycle portion of the test may be rerun.
  (B) (1) If the test equipment malfunction is corrected after the completion
of the resoak period, then the preconditioning cycle must be run before the
hot cycle. This consists of a full 20 minute transient cycle followed by a 20
minute soak and then the for-record hot cycle.
  (2) In no case can the start of the cold cycle and the start of the hot
cycle be separated by more than 4 hours.

* * * * *

  71. A new Sec. 86.1337-96 is added to subpart N to read as follows:

Sec. 86.1337-96  Engine dynamometer test run.

  (a) The following steps shall be taken for each test:
  (1) Prepare for the cold-start test. (i) For gasoline- and methanol-fueled
engines only, evaporative emission canisters shall be prepared for use in
this testing in accordance with the procedures specified in Sec. 86.1232-96
(h) or (j). The size of the canisters used for testing shall correspond with
the largest canister capacity expected in the range of vehicle applications
for each engine. The Administrator may, at his discretion, use a smaller
canister capacity. Attach the evaporative emission canister(s) to the engine,
using the canister purge plumbing and controls employed in vehicle
applications of the engine being tested. Plug the canister port that is
normally connected to the fuel tank.
  (ii) Prepare the engine, dynamometer, and sampling system.
  (iii) Change filters, etc., and leak check as necessary. For a single
dilution particulate system, a propane check will not reveal a pressure side
leak (that portion of the system downstream of the pump) since the volume
concentration in ppm will not change if a portion of the sample is lost. A
separate leak check is needed. A leak check of a filter assembly that has
only one seal ring in contact with the filter media will not detect a leak
when tested under vacuum. A pressure leak test should be performed.
  (2) Connect evacuated sample collection bags to the dilute exhaust and
dilution air sample collection systems.
  (3) For methanol-fueled vehicles, install fresh methanol and formaldehyde
impingers (or capsules) in the exhaust and dilution air sample systems for
methanol and formaldehyde. A single dilution air sample covering the total
test period may be utilized for formaldehyde background.
  (4) Attach the CVS to the engine exhaust system any time prior to starting
the CVS.
  (5) Start the CVS (if not already on), the sample pumps (except for the
particulate sample pump(s), if applicable), the engine cooling fan(s), and
the data collection system. The heat exchanger of the constant volume sampler
(if used), and the heated components of any continuous sampling system(s) (if
applicable) shall be preheated to their designated operating temperatures
before the test begins. (See Sec. 86.1340(e) for continuous sampling
procedures.)
  (6) Adjust the sample flow rates to the desired flow rates and set the CVS
gas flow measuring devices to zero. CFV-CVS sample flow rate is fixed by the
venturi design.
  (7) For petroleum-fueled and methanol-fueled diesel engines, carefully
install a clean particulate sample filter into each of the filter holders and
install the assembled filter holders in the sample flow line. (Filter holders
may be preassembled.)
  (8) Follow the manufacturer's choke and throttle instructions for cold
starting. Simultaneously start the engine and begin exhaust and dilution air
sampling. For petroleum-fueled diesel engines (and methanol-fueled diesels,
if used) turn on the hydrocarbon and NOx (and CO and CO2, if continuous)
analyzer system integrator (if used), and turn on the particulate sample
pumps and indicate the start of the test on the data collection medium.
  (9) As soon as it is determined that the engine is started, start a "free
idle" timer.
  (10) Begin the transient engine cycles such that the first non-idle record
of the cycle occurs at 25+/-1 seconds. The free idle time is included in the
25+/-1 seconds.
  (i) During diesel particulate testing without the use of flow compensation,
adjust the sample pump(s) so that the flow rate through the particulate
sample probe or transfer tube is maintained at a value within +/-5 percent of
the set flow rate.
  (ii) During diesel particulate sampling with the use of flow compensation
(i.e., proportional control of sample flow), it must be demonstrated that the
ratio of main tunnel flow to particulate sample flow does not change by more
than +/-5.0 percent of its set point value (except for the first 10 seconds
of sampling). For double dilution operation, sample flow is the net
difference between the flow rate through the sample filters and the secondary
dilution airflow rate.
  (iii) Record the average temperature and pressure at the gas meter(s) or
flow instrumentation inlet. If the set flow rate cannot be maintained because
of high particulate loading on the filter, the test shall be terminated. The
test shall be rerun using a lower flow rate and/or a larger diameter filter.
  (11) Begin the transient engine cycles such that the first non-idle record
of the cycle occurs at 25+/-1 seconds. The free idle time is included in the
25+/-1 seconds. During particulate testing without the use of flow
compensation, adjust the sample pump(s) so that the flow rate through the
particulate sample probe or transfer tube is maintained at a constant value
within +/-5 percent of the set flow rate. Record the average temperature and
pressure at the gas meter(s) or flow instrumentation inlet. If the set flow
rate cannot be maintained because of high particulate loading on the filter,
the test shall be terminated. The test shall be rerun using a lower flow rate
and/or a larger diameter filter.
  (12) On the last record of the cycle, cease sampling. Immediately turn the
engine off and start a hot-soak timer. Also turn off the particulate sample
pumps, the gas flow measuring device(s) and any continuous analyzer system
integrator and indicate the end of the test on the data collection medium.
Sampling systems should continue to sample after the end of the test cycle
until system response times have elapsed.
  (13) Immediately after the engine is turned off, turn off the engine
cooling fan(s) if used, and the CVS blower (or disconnect the exhaust system
from the CVS). As soon as possible, transfer the "cold start cycle" exhaust
and dilution air bag samples to the analytical system and process the samples
according to Sec. 86.1340. A stabilized reading of the exhaust sample on all
analyzers shall be obtained within 20 minutes of the end of the sample
collection phase of the test. Analysis of the methanol and formaldehyde
samples shall be obtained within 24 hours of the end of the sample collection
period. For petroleum-fueled and methanol-fueled diesel engines, carefully
remove the filter holder from the sample flow apparatus, remove each
particulate sample filter from its holder, and place each in a petri dish and
cover.
  (14) Allow the engine to soak for 20+/-1 minutes.
  (15) Prepare the engine and dynamometer for the hot start test.
  (16) Connect evacuated sample collection bags to the dilute exhaust and
dilution air sample collection systems.
  (17) Install fresh methanol and formaldehyde impingers (or capsules) in the
exhaust and dilution air sample systems for methanol and formaldehyde.
  (18) Start the CVS (if not already on) or connect the exhaust system to the
CVS (if disconnected). Start the sample pumps (except the particulate sample
pump(s), if applicable), the engine cooling fan(s) and the data collection
system. The heat exchanger of the constant volume sampler (if used) and the
heated components of any continuous sampling system(s) (if applicable) shall
be preheated to their designated operating temperatures before the test
begins. See Sec. 86.1340(e) for continuous sampling procedures.
  (19) Adjust the sample flow rates to the desired flow rate and set the CVS
gas flow measuring devices to zero.
  (20) For petroleum-fueled and methanol-fueled diesel engines, carefully
install a clean particulate filter in each of the filter holders and install
assembled filter holders in the sample flow line. (Filter holders may be
preassembled.)
  (21) Follow the manufacturer's choke and throttle instruction for hot
starting. Simultaneously start the engine and begin exhaust and dilution air
sampling. For diesel engines, turn on the hydrocarbon and NOx (and CO and
CO2, if continuous) analyzer system integrator (if used), indicate the start
of the test on the data collection medium, and turn on the particulate sample
pump(s).
  (22) As soon as it is determined that the engine is started, start a "free
idle" timer.
  (23) Allow the engine to idle freely with no-load for 24+/-1 seconds. The
provisions and interpretations of paragraph (a)(10) of this section apply.
  (24) Begin the transient-engine cycle such that the first non-idle record
of the cycle occurs at 25+/-1 seconds. The free idle is included in the 25+/-
1 seconds.
  (25) On the last record of the cycle, allow sampling system response times
to elapse and cease sampling. Turn off the particulate sample pump(s) (if
appropriate), the gas flow measuring device(s) and any continuous analyzer
system integrator and indicate the end of the test on the data collection
medium.
  (26) As soon as possible, transfer the "hot start cycle" exhaust and
dilution air bag samples to the analytical system and process the samples
according to Sec. 86.1340. A stabilized reading of the exhaust sample on all
analyzers shall be obtained within 20 minutes of the end of the sample
collection phase of the test. Analyze the methanol and formaldehyde samples
within 24 hours. (If it is not possible to perform analysis within 24 hours,
the samples should be stored in a cold (approximately 0 deg.C) dark
environment until analysis can be performed). For petroleum-fueled and
methanol-fueled diesel engines, carefully remove the assembled filter holder
from the sample flow lines and remove each particulate sample filter from its
holder and place in a clean petri dish and cover as soon as possible. Within
1 hour after the end of the hot start phase of the test, transfer the four
particulate filters to the weighing chamber for post-test conditioning.
  (27) The CVS and the engine may be turned off, if desired.
  (b) The procedure in paragraph (a) of this section is designed for one
sample bag for the cold start portion and one for the hot start portion. It
is also permissible to use more than one sample bag per test portion.
  (c) If a dynamometer test run is determined to be void, corrective action
may be taken. The engine may then be allowed to cool (naturally or forced)
and the dynamometer test rerun per paragraph (a) or (b) of this section.
  72. Appendix I of part 86 is amended by adding paragraph (e) to read as
follows:

Appendix I to Part 86--Urban Dynamometer Schedules

* * * * *

  (e) EPA New York City Cycle for Light-Duty Vehicles and Light-Duty Trucks.

                           EPA New York City Cycle

                         [Speed versus time sequence]

                   Time   Speed  Time   Speed  Time   Speed
                   (sec)  (mph)  (sec)  (mph)  (sec)  (mph)

                       0      0      1      0      2      0
                       3      0      4      0      5      0
                       6      0      7      0      8      0
                       9      0     10      0     11      0
                      12      0     13      0     14      0
                      15      0     16      0     17      0
                      18      0     19      0     20      0
                      21      0     22      0     23      0
                      24      0     25      0     26      0
                      27      0     28      0     29      0
                      30      0     31      0     32      0
                      33      0     34      0     35      0
                      36      0     37      0     38      0
                      39      0     40      0     41      0
                      42      0     43      0     44      0
                      45      0     46      0     47    0.4
                      48    2.8     49    5.6     50    7.0
                      51    7.6     52    7.6     53    6.2
                      54    6.4     55    7.6     56    9.5
                      57    8.9     58    8.6     59    9.6
                      60   12.4     61   15.0     62   17.8
                      63   21.0     64   22.9     65   21.7
                      66   18.2     67   14.5     68   10.2
                      69    5.6     70    2.5     71    2.1
                      72    3.1     73    5.7     74    9.0
                      75   10.8     76   10.8     77    9.5
                      78    6.5     79    3.9     80    2.6
                      81    1.0     82    0.8     83    0.1
                      84      0     85      0     86      0
                      87      0     88      0     89      0
                      90      0     91      0     92      0
                      93      0     94      0     95      0
                      96    2.7     97    8.3     98   12.4
                      99   15.7    100   17.4    101   17.3
                     102   17.2    103   15.1    104   11.2
                     105    8.6    106    5.9    107    5.4
                     108    6.8    109    6.9    110    4.8
                     111    5.7    112    7.1    113    6.8
                     114    5.9    115    6.0    116    6.0
                     117    5.9    118    5.6    119    5.5
                     120    7.2    121    9.9    122   10.8
                     123   11.4    124   11.9    125   12.1
                     126   12.6    127   12.3    128   10.6
                     129    9.9    130    9.4    131    8.9
                     132    7.6    133    6.1    134    5.0
                     135    3.7    136    2.6    137    1.0
                     138    0.8    139    0.1    140    0.4
                     141    0.2    142      0    143      0
                     144      0    145    1.3    146    6.0
                     147   10.2    148   12.1    149   13.8
                     150   15.1    151   16.2    152   15.9
                     153   16.0    154   16.8    155   17.5
                     156   18.0    157   19.6    158   21.7
                     159   23.1    160   23.7    161   24.1
                     162   24.5    163   25.0    164   25.2
                     165   24.6    166   24.3    167   23.3
                     168   22.7    169   22.1    170   21.6
                     171   21.1    172   20.3    173   19.2
                     174   17.0    175   13.9    176   14.1
                     177   14.6    178   14.6    179   14.5
                     180   14.4    181   14.2    182   14.2
                     183   13.2    184   11.5    185    8.4
                     186    5.5    187    3.7    188    2.9
                     189    1.3    190    0.8    191    0.3
                     192    0.1    193    0.1    194      0
                     195    1.3    196    3.9    197    9.9
                     198   15.9    199   19.3    200   20.7
                     201   21.4    202   21.4    203   20.5
                     204   19.0    205   16.7    206   13.1
                     207   11.2    208   14.9    209   19.8
                     210   23.8    211   25.7    212   26.2
                     213   26.4    214   23.3    215   19.6
                     216   18.9    217   19.3    218   19.4
                     219   18.5    220   17.5    221   16.4
                     222   15.6    223   15.6    224   16.0
                     225   16.8    226   17.5    227   18.0
                     228   19.6    229   21.7    230   23.5
                     231   24.6    232   25.0    233   24.3
                     234   23.1    235   20.7    236   17.2
                     237   13.5    238    9.2    239    3.3
                     240      0    241      0    242      0
                     243      0    244      0    245      0
                     246      0    247      0    248      0
                     249      0    250      0    251      0
                     252      0    253      0    254    0.2
                     255    2.0    256    4.5    257    6.4
                     258    7.2    259    7.6    260    7.2
                     261    6.6    262    6.5    263    5.1
                     264    4.4    265    5.5    266    3.0
                     267    3.4    268    3.0    269    2.9
                     270    1.3    271    0.8    272    0.3
                     273      0    274      0    275    0.3
                     276    4.7    277    9.7    278   13.9
                     279   16.7    280   19.1    281   20.5
                     282   20.5    283   19.7    284   19.9
                     285   20.4    286   20.9    287   21.4
                     288   21.9    289   22.4    290   22.1
                     291   21.4    292   20.8    293   20.3
                     294   20.5    295   19.3    296   17.3
                     297   17.1    298   16.7    299   14.3
                     300   11.9    301   10.7    302   10.2
                     303    9.4    304   10.6    305   12.8
                     306   13.7    307   12.3    308   10.4
                     309    8.6    310    5.5    311    3.2
                     312    2.0    313    0.6    314      0
                     315      0    316      0    317      0
                     318      0    319      0    320      0
                     321      0    322      0    323    2.5
                     324    6.1    325    5.5    326    3.2
                     327    3.6    328    6.1    329    9.1
                     330    9.8    331    8.6    332    6.8
                     333    5.9    334    5.6    335    6.0
                     336    7.2    337    8.4    338    9.3
                     339    7.6    340    5.5    341    2.5
                     342    0.1    343      0    344      0
                     345      0    346      0    347      0
                     348      0    349      0    350      0
                     351      0    352      0    353      0
                     354      0    355      0    356      0
                     357      0    358      0    359      0
                     360      0    361      0    362      0
                     363      0    364      0    365      0
                     366      0    367      0    368      0
                     369      0    370      0    371      0
                     372      0    373      0    374      0
                     375      0    376      0    377      0
                     378      0    379      0    380      0
                     381      0    382      0    383      0
                     384      0    385      0    386      0
                     387      0    388      0    389      0
                     390      0    391      0    392      0
                     393      0    394      0    395    0.2
                     396    1.6    397    3.0    398    3.0
                     399    2.1    400    2.3    401    4.6
                     402    7.8    403    9.9    404   10.7
                     405   10.2    406   10.1    407   10.7
                     408   10.9    409   11.4    410   11.1
                     411   10.0    412    8.8    413    8.2
                     414    8.6    415   10.2    416   11.8
                     417   13.0    418   13.3    419   12.8
                     420   11.7    421   11.7    422   12.4
                     423   13.7    424   14.4    425   14.3
                     426   14.7    427   15.1    428   15.3
                     429   15.8    430   14.5    431   12.2
                     432   11.1    433   12.0    434   13.1
                     435   12.2    436    8.9    437    7.7
                     438    7.6    439    8.0    440    5.5
                     441    3.3    442    2.4    443    1.4
                     444    0.6    445      0    446      0
                     447      0    448      0    449      0
                     450      0    451      0    452      0
                     453      0    454      0    455      0
                     456      0    457      0    458      0
                     459      0    460      0    461      0
                     462      0    463      0    464      0
                     465      0    466      0    467      0
                     468      0    469      0    470      0
                     471      0    472      0    473      0
                     474      0    475      0    476      0
                     477      0    478      0    479      0
                     480      0    481      0    482      0
                     483      0    484      0    485      0
                     486      0    487      0    488      0
                     489      0    490      0    491      0
                     492      0    493      0    494      0
                     495    1.0    496    4.1    497    7.4
                     498   10.2    499   11.3    500   11.8
                     501   12.2    502   14.3    503   16.0
                     504   17.8    505   18.6    506   19.6
                     507   20.2    508   19.9    509   19.7
                     510   20.8    511   21.0    512   18.8
                     513   17.6    514   13.0    515    7.5
                     516    2.9    517    0.8    518      0
                     519    0.2    520    0.7    521    1.4
                     522    2.3    523    2.7    524    3.0
                     525    2.6    526    1.2    527    0.1
                     528    0.7    529    1.8    530    3.1
                     531    3.9    532    5.3    533    7.8
                     534    9.7    535   10.3    536   10.2
                     537    9.4    538    7.1    539    6.8
                     540    8.9    541   10.6    542   11.9
                     543   15.5    544   19.6    545   22.8
                     546   25.1    547   26.0    548   26.7
                     549   27.3    550   27.7    551   27.6
                     552   27.3    553   25.7    554   23.3
                     555   20.6    556   17.8    557   14.9
                     558   11.3    559    7.4    560    4.6
                     561    1.7    562    0.7    563      0
                     564      0    565      0    566      0
                     567      0    568      0    569      0
                     570      0    571      0    572      0
                     573      0    574      0    575      0
                     576      0    577      0    578      0
                     579      0    580      0    581      0
                     582      0    583      0    584      0
                     585      0    586      0    587      0
                     588      0    589      0    590      0
                     591      0    592      0    593      0
                     594      0    595      0    596      0
                     597      0    598      0    599      0
                     600      0

* * * * *

  73. A new appendix II is added to part 86 to read as follows:

                Appendix II to Part 86--Temperature Schedules

  (a) Ambient temperature cycle for the diurnal emission portion of the
evaporative emission test (see Sec. 86.133).

                 Table I.--Temperature Versus Time Sequence

                   Use linear interpolation between hourly
                                temperatures

                        Temp.          Temp.          Temp.
                 Time     (     Time     (     Time     (
                 (min)  deg.F)  (min)  deg.F)  (min)  deg.F)

                     0    72.0     60    72.5    120    75.5
                   180    80.3    240    85.2    300    89.4
                   360    93.1    420    95.1    480    95.8
                   540    96.0    600    95.5    660    94.1
                   720    91.7    780    88.6    840    85.5
                   900    82.8    960    80.9   1020    79.0
                  1080    77.2   1140    75.8   1200    74.7
                  1260    73.9   1320    73.3   1380    72.6
                  1440    72.0   1500    72.5   1560    75.5
                  1620    80.3   1680    85.2   1740    89.4
                  1800    93.1   1860    95.1   1920    95.8
                  1980    96.0   2040    95.5   2100    94.1
                  2160    91.7   2220    88.6   2280    85.5
                  2340    82.8   2400    80.9   2460    79.0
                  2520    77.2   2580    75.8   2640    74.7
                  2700    73.9   2760    73.3   2820    72.6
                  2880    72.0   2940    72.5   3000    75.5
                  3060    80.3   3120    85.2   3180    89.4
                  3240    93.1   3300    95.1   3360    95.8
                  3420    96.0   3480    95.5   3540    94.1
                  3600    91.7   3660    88.6   3720    85.5
                  3780    82.8   3840    80.9   3900    79.0
                  3960    77.2   4020    75.8   4080    74.7
                  4140    73.9   4200    73.3   4260    72.6
                  4320    72.9

[FR Doc. 93-5415 Filed 3-23-93; 8:45 am]

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