17739 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00327 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.140</GPH>jspears on DSK121TN23PROD with PROPOSALS217740 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00328 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.141</GPH>jspears on DSK121TN23PROD with PROPOSALS217741 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00329 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.142</GPH>jspears on DSK121TN23PROD with PROPOSALS217742 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00330 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.143</GPH>jspears on DSK121TN23PROD with PROPOSALS217743 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00331 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.144</GPH>jspears on DSK121TN23PROD with PROPOSALS217744 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00332 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.145</GPH>jspears on DSK121TN23PROD with PROPOSALS217745 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00333 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.146</GPH>jspears on DSK121TN23PROD with PROPOSALS217746 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(c) The following transient duty cycle 
applies for compression-ignition engines and powertrains: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00334 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.147</GPH>jspears on DSK121TN23PROD with PROPOSALS217747 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00335 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.148</GPH>jspears on DSK121TN23PROD with PROPOSALS217748 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00336 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.149</GPH>jspears on DSK121TN23PROD with PROPOSALS217749 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00337 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.150</GPH>jspears on DSK121TN23PROD with PROPOSALS217750 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00338 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.151</GPH>jspears on DSK121TN23PROD with PROPOSALS217751 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00339 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.152</GPH>jspears on DSK121TN23PROD with PROPOSALS217752 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00340 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.153</GPH>jspears on DSK121TN23PROD with PROPOSALS217753 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00341 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.154</GPH>jspears on DSK121TN23PROD with PROPOSALS217754 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00342 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.155</GPH>jspears on DSK121TN23PROD with PROPOSALS217755 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00343 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.156</GPH>jspears on DSK121TN23PROD with PROPOSALS217756 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00344 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.157</GPH>jspears on DSK121TN23PROD with PROPOSALS217757 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00345 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.158</GPH>jspears on DSK121TN23PROD with PROPOSALS217758 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(d) The following transient Low Load Cycle 
applies for compression-ignition engines and powertrains: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00346 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.159</GPH>jspears on DSK121TN23PROD with PROPOSALS217759 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00347 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.160</GPH>jspears on DSK121TN23PROD with PROPOSALS217760 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00348 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.161</GPH>jspears on DSK121TN23PROD with PROPOSALS217761 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00349 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.162</GPH>jspears on DSK121TN23PROD with PROPOSALS217762 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00350 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.163</GPH>jspears on DSK121TN23PROD with PROPOSALS217763 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00351 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.164</GPH>jspears on DSK121TN23PROD with PROPOSALS217764 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00352 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.165</GPH>jspears on DSK121TN23PROD with PROPOSALS217765 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00353 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.166</GPH>jspears on DSK121TN23PROD with PROPOSALS217766 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00354 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.167</GPH>jspears on DSK121TN23PROD with PROPOSALS217767 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00355 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.168</GPH>jspears on DSK121TN23PROD with PROPOSALS217768 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00356 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.169</GPH>jspears on DSK121TN23PROD with PROPOSALS217769 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00357 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.170</GPH>jspears on DSK121TN23PROD with PROPOSALS217770 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00358 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.171</GPH>jspears on DSK121TN23PROD with PROPOSALS217771 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00359 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.172</GPH>jspears on DSK121TN23PROD with PROPOSALS217772 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00360 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.173</GPH>jspears on DSK121TN23PROD with PROPOSALS217773 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00361 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.174</GPH>jspears on DSK121TN23PROD with PROPOSALS217774 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00362 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.175</GPH>jspears on DSK121TN23PROD with PROPOSALS217775 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00363 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.176</GPH>jspears on DSK121TN23PROD with PROPOSALS217776 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00364 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.177</GPH>jspears on DSK121TN23PROD with PROPOSALS217777 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00365 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.178</GPH>jspears on DSK121TN23PROD with PROPOSALS217778 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00366 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.179</GPH>jspears on DSK121TN23PROD with PROPOSALS217779 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00367 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.180</GPH>jspears on DSK121TN23PROD with PROPOSALS217780 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00368 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.181</GPH>jspears on DSK121TN23PROD with PROPOSALS217781 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00369 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.182</GPH>jspears on DSK121TN23PROD with PROPOSALS217782 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00370 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.183</GPH>jspears on DSK121TN23PROD with PROPOSALS217783 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00371 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.184</GPH>jspears on DSK121TN23PROD with PROPOSALS217784 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00372 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.185</GPH>jspears on DSK121TN23PROD with PROPOSALS217785 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00373 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.186</GPH>jspears on DSK121TN23PROD with PROPOSALS217786 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00374 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.187</GPH>jspears on DSK121TN23PROD with PROPOSALS217787 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00375 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.188</GPH>jspears on DSK121TN23PROD with PROPOSALS217788 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00376 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.189</GPH>jspears on DSK121TN23PROD with PROPOSALS217789 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00377 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.190</GPH>jspears on DSK121TN23PROD with PROPOSALS217790 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00378 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.191</GPH>jspears on DSK121TN23PROD with PROPOSALS217791 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00379 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.192</GPH>jspears on DSK121TN23PROD with PROPOSALS217792 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00380 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.193</GPH>jspears on DSK121TN23PROD with PROPOSALS217793 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00381 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.194</GPH>jspears on DSK121TN23PROD with PROPOSALS217794 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00382 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.195</GPH>jspears on DSK121TN23PROD with PROPOSALS217795 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00383 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.196</GPH>jspears on DSK121TN23PROD with PROPOSALS217796 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00384 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.197</GPH>jspears on DSK121TN23PROD with PROPOSALS217797 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00385 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.198</GPH>jspears on DSK121TN23PROD with PROPOSALS217798 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00386 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.199</GPH>jspears on DSK121TN23PROD with PROPOSALS217799 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00387 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.200</GPH>jspears on DSK121TN23PROD with PROPOSALS217800 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00388 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.201</GPH>jspears on DSK121TN23PROD with PROPOSALS217801 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00389 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.202</GPH>jspears on DSK121TN23PROD with PROPOSALS217802 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00390 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.203</GPH>jspears on DSK121TN23PROD with PROPOSALS217803 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00391 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.204</GPH>jspears on DSK121TN23PROD with PROPOSALS217804 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00392 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.205</GPH>jspears on DSK121TN23PROD with PROPOSALS217805 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
Appendix C of Part 1036—Default 
Engine Fuel Maps for § 1036.540 
GEM contains the default steady-state fuel 
maps in this appendix for performing cycle- average engine fuel mapping as described in 
§ 1036.503(b)(2). Note that manufacturers have the option to replace these default values in GEM if they generate a steady-state fuel map as described in § 1036.535(b). (a) Use the following default fuel map for 
compression-ignition engines that will be installed in Tractors and Vocational Heavy HDV: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00393 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.206</GPH>jspears on DSK121TN23PROD with PROPOSALS217806 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00394 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.207</GPH>jspears on DSK121TN23PROD with PROPOSALS217807 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00395 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.208</GPH>jspears on DSK121TN23PROD with PROPOSALS217808 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(b) Use the following default fuel map for 
compression-ignition engines that will be installed in Vocational Light HDV and 
Vocational Medium HDV: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00396 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.209</GPH> EP28MR22.210</GPH>jspears on DSK121TN23PROD with PROPOSALS217809 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00397 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.211</GPH>jspears on DSK121TN23PROD with PROPOSALS217810 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(c) Use the following default fuel map for 
all spark-ignition engines: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00398 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.212</GPH>jspears on DSK121TN23PROD with PROPOSALS217811 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00399 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.213</GPH>jspears on DSK121TN23PROD with PROPOSALS217812 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00400 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.214</GPH>jspears on DSK121TN23PROD with PROPOSALS217813 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
BILLING CODE 6560–50–C 
PART 1037—CONTROL OF EMISSIONS 
FROM NEW HEAVY-DUTY MOTOR VEHICLES 
■87. The authority citation for part 
1037 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■88. Amend § 1037.1 by revising 
paragraph (a) to read as follows: 
§ 1037.1 Applicability. 
(a) The regulations in this part 1037 
apply for all new heavy-duty vehicles, except as provided in §§ 1037.5 and 1037.104. This includes electric vehicles, fuel cell vehicles, and vehicles fueled by conventional and alternative fuels. This also includes certain trailers as described in §§ 1037.5, 1037.150, and 1037.801. 
* * * * * 
■89. Amend § 1037.5 by revising 
paragraph (e) to read as follows: 
§ 1037.5 Excluded vehicles. 
* * * * * 
(e) Vehicles subject to the heavy-duty 
emission standards of 40 CFR part 86. See 40 CFR 86.1816 and 86.1819 for 
emission standards that apply for these vehicles. This exclusion generally applies for complete heavy-duty vehicles at or below 14,000 pounds GVWR and all vehicles at or below 14,000 pounds GVWR that have no installed propulsion engine, such as electric vehicles. 
* * * * * 
■90. Amend § 1037.10 by revising 
paragraph (c) to read as follows: 
§ 1037.10 How is this part organized? 
* * * * * 
(c) Subpart C of this part describes 
how to apply for a certificate of conformity. 
* * * * * 
■91. Revise § 1037.101 to read as 
follows: 
§ 1037.101 Overview of emission 
standards. 
This part specifies emission standards 
for certain vehicles and for certain pollutants. This part contains standards and other regulations applicable to the emission of the air pollutant defined as the aggregate group of six greenhouse gases: carbon dioxide, nitrous oxide, 
methane, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. 
(a) You must show that vehicles meet 
the following emission standards: 
(1) Exhaust emissions of criteria 
pollutants . Criteria pollutant standards 
for NO
X, HC, PM, and CO apply as 
described in § 1037.102. These pollutants are sometimes described collectively as ‘‘criteria pollutants’’ because they are either criteria pollutants under the Clean Air Act or precursors to the criteria pollutants ozone and PM. 
(2) Exhaust emissions of greenhouse 
gases . These pollutants are described 
collectively in this part as ‘‘greenhouse gas pollutants’’ because they are regulated primarily based on their impact on the climate. Emission standards apply as follows for greenhouse gas (GHG) emissions: 
(i) CO
2, CH 4, and N 2O emission 
standards apply as described in §§ 1037.105 through 1037.107. 
(ii) Hydrofluorocarbon standards 
apply as described in § 1037.115(e). These pollutants are also ‘‘greenhouse 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00401 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.215</GPH>jspears on DSK121TN23PROD with PROPOSALS217814 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
gas pollutants’’ but are treated 
separately from exhaust greenhouse gas pollutants listed in paragraph (b)(2)(i) of this section. 
(3) Fuel evaporative emissions . 
Requirements related to fuel evaporative emissions are described in § 1037.103. 
(b) The regulated heavy-duty vehicles 
are addressed in different groups as follows: 
(1) For criteria pollutants, vocational 
vehicles and tractors are regulated based on gross vehicle weight rating (GVWR), whether they are considered ‘‘spark- ignition’’ or ‘‘compression-ignition,’’ and whether they are first sold as complete or incomplete vehicles. 
(2) For greenhouse gas pollutants, 
vehicles are regulated in the following groups: 
(i) Tractors above 26,000 pounds 
GVWR. 
(ii) Trailers. (iii) Vocational vehicles. (3) The greenhouse gas emission 
standards apply differently depending on the vehicle service class as described in § 1037.140. In addition, standards apply differently for vehicles with spark-ignition and compression-ignition engines. References in this part 1037 to ‘‘spark-ignition’’ or ‘‘compression- ignition’’ generally relate to the application of standards under 40 CFR 1036.140. For example, a vehicle with an engine certified to spark-ignition standards under 40 CFR part 1036 is generally subject to requirements under this part 1037 that apply for spark- ignition vehicles. However, note that emission standards for Heavy HDE are considered to be compression-ignition standards for purposes of applying vehicle emission standards under this part. Also, for spark-ignition engines voluntarily certified as compression- ignition engines under 40 CFR part 1036, you must choose at certification whether your vehicles are subject to spark-ignition standards or compression-ignition standards. Heavy- duty vehicles with no installed propulsion engine, such as electric vehicles, are subject to compression- ignition emission standards for the purpose of calculating emission credits. 
(4) For evaporative and refueling 
emissions, vehicles are regulated based on the type of fuel they use. Vehicles fueled with volatile liquid fuels or gaseous fuels are subject to evaporative emission standards. ■92. Revise § 1037.102 to read as 
follows: 
§ 1037.102 Exhaust emission standards 
for NO X, HC, PM, and CO. 
(a) Engines installed in heavy-duty 
vehicles are subject to criteria pollutant standards for NO
X, HC, PM, and CO 
under 40 CFR part 86 through model year 2026 and 40 CFR part 1036 for model years 2027 and later. 
(b) Heavy-duty vehicles with no 
installed propulsion engine, such as electric vehicles, are subject to criteria pollutant standards under this part. The emission standards that apply are the same as the standards that apply for compression-ignition engines under 40 CFR 86.007–11 and 1036.104 for a given model year. Additional requirements apply to vehicles with no installed propulsion engine as specified in this part. 
(1) Where this part references 
standards or other requirements in 40 CFR part 86 or 1036 that apply differently based on primary intended service class, apply the Light HDE provisions to Light HDV, apply the Medium HDE provisions to Medium HDV, and apply the Heavy HDE provisions to Heavy HDV. 
(2) Criteria pollutant emission 
standards and related requirements apply for the useful life specified in 40 CFR 86.001–2 through model year 2026 and as specified in 40 CFR 1036.104 for model year 2027 and later. You may alternatively select the useful life values identified in § 1037.105(e) if you do not generate NO
Xcredits under § 1037.616. 
(3) The following requirements apply 
for vehicles generating NO Xcredits 
under § 1037.616: 
(i) Electric vehicles. Measure initial 
useable battery energy for electric vehicles using the test procedure in § 1037.552. Useable battery energy must remain at or above 70 percent throughout the useful life. 
(ii) Fuel cell vehicles. Measure initial 
fuel cell voltage for fuel cell vehicles using the test procedure in § 1037.554. Fuel cell voltage must remain at or above 80 percent throughout the useful life. 
■93. Amend § 1037.103 by: 
■a. Revising paragraph (b)(1). 
■b. Removing paragraph (b)(6). 
■c. Revising paragraphs (f) and (g)(1) 
and (2). 
The revisions read as follows: § 1037.103 Evaporative and refueling 
emission standards. 
* * * * * 
(b) * * * 
(1) The refueling standards in 40 CFR 
86.1813–17(b) apply to complete vehicles starting in model year 2022; they apply for incomplete vehicles starting in model year 2027. 
* * * * * 
(f) Useful life. The evaporative and 
refueling emission standards of this section apply for the full useful life, expressed in service miles or calendar years, whichever comes first. The useful life values for the standards of this section are the same as the values described for evaporative emission standards in 40 CFR 86.1805. 
(g) * * * (1) Auxiliary engines and associated 
fuel-system components must be installed when testing fully assembled vehicles. If the auxiliary engine draws fuel from a separate fuel tank, you must fill the extra fuel tank before the start of diurnal testing as described for the vehicle’s main fuel tank. Use good engineering judgment to ensure that any nonmetal portions of the fuel system related to the auxiliary engine have reached stabilized levels of permeation emissions. The auxiliary engine must not operate during the running loss test or any other portion of testing under this section. 
(2) For testing with partially 
assembled vehicles, you may omit installation of auxiliary engines and associated fuel-system components as long as those components installed in the final configuration are certified to meet the applicable emission standards for Small SI equipment described in 40 CFR 1054.112 or for Large SI engines in 40 CFR 1048.105. For any fuel-system components that you do not install, your installation instructions must describe this certification requirement. 
■94. Amend § 1037.105 by revising 
paragraphs (b)(1), (g)(2), and (h)(1) and (5) through (7) to read as follows: 
§ 1037.105 CO 2emission standards for 
vocational vehicles. 
* * * * * 
(b) * * * (1) Model year 2027 and later vehicles 
are subject to CO
2standards 
corresponding to the selected subcategories as shown in the following table: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00402 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217815 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 1 OF§ 1037.105—P HASE 2 CO 2STANDARDS FOR MODEL YEAR2027 ANDLATER VOCATIONAL VEHICLES  
[g/ton-mile] 
Engine cycle Vehicle size Multi-purpose Regional Urban 
Compression-ignition ...................................... Light HDV ....................................................... 325 2 86 361 
Compression-ignition ...................................... Medium HDV .................................................. 231 215 2 54 
Compression-ignition ...................................... Heavy HDV .................................................... 226 186 265 
Spark-ignition .................................................. Light HDV ...................................................... . 372 319 413 
Spark-ignition .................................................. Medium HDV .................................................. 268  247 297 
* * * * * 
(g) * * * (2) Class 8 hybrid vehicles with Light 
HDE or Medium HDE may be certified to compression-ignition standards for the Heavy HDV service class. You may 
generate and use credits as allowed for the Heavy HDV service class. 
* * * * * (h) * * * 
(1) The following alternative emission 
standards apply by vehicle type and model year as follows: 
TABLE 5 OF§ 1037.105—P HASE 2 CUSTOM CHASSIS STANDARDS  
[g/ton-mile] 
Vehicle typea Assigned vehicle service class MY 2021–2026 MY 2027+ 
School bus ................................................................... Medium HDV ........................................ ....................... 291 267 
Motor home .................................................................. Medium HDV ......................................... ...................... 228 226 
Coach bus .................................................................... Heavy HDV ......................................... ........................ 210 205 
Other bus ..................................................................... Heavy HDV ........................................ ......................... 300 282 
Refuse hauler ............................................................... Heavy HDV .......................................... ....................... 313 298 
Concrete mixer ............................................................. Heavy HDV ........................................... ...................... 319 316 
Mixed-use vehicle ........................................................ Heavy HDV ............................................. .................... 319 316 
Emergency vehicle ....................................................... Heavy HDV .............................................. ................... 324 319 
aVehicle types are generally defined in § 1037.801. ‘‘Other bus’’ includes any bus that is not a school bus or a coach bus. A ‘‘m ixed-use vehi-
cle’’ is one that meets at least one of the criteria specified in § 1037.631(a)(1) or (2). 
* * * * * 
(5) Emergency vehicles are deemed to 
comply with the standards of this paragraph (h) if they use tires with TRRL at or below 8.4 N/kN (8.7 N/kN for model years 2021 through 2026). 
(6) Concrete mixers and mixed-use 
vehicles are deemed to comply with the standards of this paragraph (h) if they use tires with TRRL at or below 7.1 N/ kN (7.6 N/kN for model years 2021 through 2026). (7) Motor homes are deemed to 
comply with the standards of this paragraph (h) if they have tires with TRRL at or below 6.0 N/kN (6.7 N/kN for model years 2021 through 2026) and automatic tire inflation systems or tire pressure monitoring systems with wheels on all axles. 
* * * * * 
■95. Amend § 1037.106 by revising 
paragraphs (b) and (f)(1) to read as follows: § 1037.106 Exhaust emission standards 
for tractors above 26,000 pounds GVWR. 
* * * * * 
(b) The CO 2standards for tractors 
above 26,000 pounds GVWR in Table 1 of this section apply based on modeling and testing as described in subpart F of this part. The provisions of § 1037.241 specify how to comply with these standards in this paragraph (b). 
TABLE 1 OF§ 1037.106—CO 2STANDARDS FOR CLASS 7 ANDCLASS 8 TRACTORS BY MODEL YEAR 
[g/ton-mile] 
Subcategorya Phase 1 
standards for 
model years 
2014–2016 Phase 1 
standards for 
model years 
2017–2020 Phase 2 
standards for 
model years 
2021–2023 Phase 2 
standards for 
model years 
2024–2026 Phase 2 
standards for 
model year 
2027 and later 
Class 7 Low-Roof (all cab styles) .................................... 107 104 105.5 99.8 94.8 
Class 7 Mid-Roof (all cab styles) ..................................... 119 115 113.2 107.1 101.8 
Class 7 High-Roof (all cab styles) ................................... 124 120 113.5 106.6 98.5 
Class 8 Low-Roof Day Cab ............................................. 81 80 80.5 76.2 72.3 
Class 8 Low-Roof Sleeper Cab ....................................... 68 66 72.3 68.0 64.1 
Class 8 Mid-Roof Day Cab .............................................. 88 86 85.4 80.9 76.8 
Class 8 Mid-Roof Sleeper Cab ........................................ 76 73 78.0 73.5 69.6 
Class 8 High-Roof Day Cab ............................................ 92 89 85.6 80.4 74.6 
Class 8 High-Roof Sleeper Cab ...................................... 75 72 75.7 70.7 64.3 
Heavy-Haul Tractors ........................................................ ........................ ........................ 52.4  50.2 48.3 
aSub-category terms are defined in § 1037.801. 
* * * * * 
(f) * * * (1) You may optionally certify 4 ×2 
tractors with Heavy HDE to the standards and useful life for Class 8 
tractors, with no restriction on 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00403 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217816 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
generating or using emission credits 
within the Class 8 averaging set. 
* * * * * 
■96. Amend § 1037.115 by revising 
paragraphs (a) and (e)(3) to read as follows: 
§ 1037.115 Other requirements. 
* * * * * 
(a) Adjustable parameters. Vehicles 
that have adjustable parameters must meet all the requirements of this part for any adjustment in the physically adjustable range. We may require that you set adjustable parameters to any specification within the adjustable range during any testing. See 40 CFR 1068.50 for general provisions related to adjustable parameters. You must ensure safe vehicle operation throughout the physically adjustable range of each adjustable parameter, including consideration of production tolerances. Note that adjustable roof fairings and trailer rear fairings are deemed not to be adjustable parameters. 
* * * * * 
(e) * * * (3) If air conditioning systems are 
designed such that a compliance demonstration under 40 CFR 86.1867– 12(a) is impossible or impractical, you may ask to use alternative means to demonstrate that your air conditioning system achieves an equivalent level of control. 
■97. Amend § 1037.120 by revising 
paragraphs (b) and (c) to read as follows: 
§ 1037.120 Emission-related warranty 
requirements. 
* * * * * 
(b) Warranty period. (1) Except as 
specified in paragraph (b)(2) of this section, your emission-related warranty must be valid for at least: 
(i) 5 years or 50,000 miles for Light 
HDV (except tires). 
(ii) 5 years or 100,000 miles for 
Medium HDV and Heavy HDV (except tires). 
(iii) 5 years for trailers (except tires). (iv) 1 year for tires installed on 
trailers, and 2 years or 24,000 miles for all other tires. 
(2) Your emission-related warranty 
with respect to the standards under § 1037.102(b) must be valid for at least the periods specified for engines in 40 CFR 1036.120(b) if you generate NO
X 
credits under § 1037.616. 
(3) You may offer an emission-related 
warranty more generous than we require. The emission-related warranty for the vehicle may not be shorter than any basic mechanical warranty you provide to that owner without charge for the vehicle. Similarly, the emission- related warranty for any component may not be shorter than any warranty 
you provide to that owner without charge for that component. This means that your warranty for a given vehicle may not treat emission-related and nonemission-related defects differently for any component. The warranty period begins when the vehicle is placed into service. 
(c) Components covered. The 
emission-related warranty covers tires, automatic tire inflation systems, tire pressure monitoring systems, vehicle speed limiters, idle-reduction systems, hybrid system components, and devices added to the vehicle to improve aerodynamic performance (not including standard components such as hoods or mirrors even if they have been optimized for aerodynamics), to the extent such emission-related components are included in your application for certification. The emission-related warranty also covers other added emission-related components to the extent they are included in your application for certification. The emission-related warranty covers components designed to meet requirements under § 1037.102(b)(3). The emission-related warranty covers all components whose failure would increase a vehicle’s emissions of air conditioning refrigerants (for vehicles subject to air conditioning leakage standards), and it covers all components whose failure would increase a vehicle’s evaporative and refueling emissions (for vehicles subject to evaporative and refueling emission standards). The emission- related warranty covers these 
components even if another company produces the component. Your emission-related warranty does not need to cover components whose failure would not increase a vehicle’s emissions of any regulated pollutant. 
* * * * * 
■98. Amend § 1037.125 by revising 
paragraph (d) to read as follows: 
§ 1037.125 Maintenance instructions and 
allowable maintenance. 
* * * * * 
(d) Noncritical emission-related 
maintenance. Subject to the provisions 
of this paragraph (d), you may schedule any amount of emission-related inspection or maintenance that is not covered by paragraph (a) of this section (that is, maintenance that is neither explicitly identified as critical emission- related maintenance, nor that we approve as critical emission-related maintenance). Noncritical emission- related maintenance generally includes maintenance on the components we specify in 40 CFR part 1068, appendix A, that is not covered in paragraph (a) 
of this section. You must state in the owners manual that these steps are not necessary to keep the emission-related warranty valid. If operators fail to do this maintenance, this does not allow you to disqualify those vehicles from in- use testing or deny a warranty claim. Do not take these inspection or maintenance steps during service accumulation on your emission-data vehicles. 
* * * * * 
■99. Amend § 1037.130 by revising 
paragraph (b)(3) to read as follows: 
§ 1037.130 Assembly instructions for 
secondary vehicle manufacturers. 
* * * * * 
(b) * * * (3) Describe the necessary steps for 
installing emission-related diagnostic systems. 
* * * * * 
■100. Amend § 1037.135 by revising 
paragraph (c)(6) to read as follows: 
§ 1037.135 Labeling. 
* * * * * 
(c) * * * (6) Identify the emission control 
system. Use terms and abbreviations as described in appendix C to this part or other applicable conventions. Phase 2 tractors and Phase 2 vocational vehicles may omit this information. 
* * * * * 
■101. Amend § 1037.140 by revising 
paragraph (g) to read as follows: 
§ 1037.140 Classifying vehicles and 
determining vehicle parameters. 
* * * * * 
(g) The standards and other 
provisions of this part apply to specific vehicle service classes for tractors and vocational vehicles as follows: 
(1) Phase 1 and Phase 2 tractors are 
divided based on GVWR into Class 7 tractors and Class 8 tractors. Where provisions of this part apply to both tractors and vocational vehicles, Class 7 tractors are considered ‘‘Medium HDV’’ and Class 8 tractors are considered 
‘‘Heavy HDV’’. This paragraph (g)(1) 
applies for hybrid and non-hybrid 
vehicles. 
(2) Phase 1 vocational vehicles are 
divided based on GVWR. ‘‘Light HDV’’ 
includes Class 2b through Class 5 vehicles; ‘‘Medium HDV’’ includes Class 6 and Class 7 vehicles; and ‘‘Heavy HDV’’ includes Class 8 vehicles. 
(3) Phase 2 vocational vehicles 
propelled by engines subject to the spark-ignition standards of 40 CFR part 1036 are divided as follows: 
(i) Class 2b through Class 5 vehicles 
are considered ‘‘Light HDV’’. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00404 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217817 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(ii) Class 6 through Class 8 vehicles 
are considered ‘‘Medium HDV’’. 
(4) Phase 2 vocational vehicles 
propelled by engines subject to the compression-ignition standards in 40 CFR part 1036 are divided as follows: 
(i) Class 2b through Class 5 vehicles 
are considered ‘‘Light HDV’’. 
(ii) Class 6 through 8 vehicles are 
considered ‘‘Heavy HDV’’ if the installed engine’s primary intended service class is Heavy HDE (see 40 CFR 1036.140), except that Class 8 hybrid vehicles are considered ‘‘Heavy HDV’’ regardless of the engine’s primary intended service class. 
(iii) All other Class 6 through Class 8 
vehicles are considered ‘‘Medium HDV’’. 
(5) Heavy-duty vehicles with no 
installed propulsion engine, such as electric vehicles, are divided as follows: 
(i) Class 2b through Class 5 vehicles 
are considered ‘‘Light HDV’’. 
(ii) Class 6 and 7 vehicles are 
considered ‘‘Medium HDV’’. 
(iii) Class 8 vehicles are considered 
‘‘Heavy HDV’’. 
(6) In certain circumstances, you may 
certify vehicles to standards that apply for a different vehicle service class. For example, see §§ 1037.105(g) and 1037.106(f). If you optionally certify vehicles to different standards, those vehicles are subject to all the regulatory requirements as if the standards were mandatory. 
* * * * * 
■102. Amend § 1037.150 by revising 
paragraphs (f) and (y)(1) to read as follows: 
§ 1037.150 Interim provisions. 
* * * * * 
(f) Electric and hydrogen fuel cell 
vehicles. Tailpipe emissions of 
regulated GHG pollutants from electric vehicles and hydrogen fuel cell vehicles are deemed to be zero. No CO
2-related 
emission testing is required for electric vehicles. Use good engineering judgment to apply other requirements of this part to electric vehicles. 
* * * * * 
(y) * * * (1) For vocational Light HDV and 
vocational Medium HDV, emission credits you generate in model years 2018 through 2021 may be used through model year 2027, instead of being limited to a five-year credit life as specified in § 1037.740(c). For Class 8 vocational vehicles with Medium HDE, we will approve your request to generate these credits in and use these credits for the Medium HDV averaging set if you show that these vehicles would qualify as Medium HDV under the Phase 2 program as described in 
§ 1037.140(g)(4). 
* * * * * 
■103. Amend § 1037.205 by revising 
paragraphs (p) and (q) to read as follows: 
§ 1037.205 What must I include in my 
application? 
* * * * * 
(p) Where applicable, describe all 
adjustable operating parameters (see § 1037.115), including production tolerances. For any operating parameters that do not qualify as adjustable parameters, include a description supporting your conclusion (see 40 CFR 1068.50(c)). Include the following in your description of each adjustable parameter: 
(1) For mechanically controlled 
parameters, include the nominal or recommended setting, the intended physically adjustable range, and the limits or stops used to establish adjustable ranges. Also include information showing why the limits, stops, or other means of inhibiting adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your intended physically adjustable ranges. 
(2) For electronically controlled 
parameters, describe how your engines are designed to prevent unauthorized adjustments. 
(q) Include the following information 
for electric vehicles and fuel cell vehicles to show that they meet the standards of this part: 
(1) You may attest that vehicles 
comply with the standards of § 1037.102 instead of submitting test data. 
(2) For vehicles generating credits 
under § 1037.616, you may attest that the vehicle meets the durability requirements described in § 1037.102(b)(3) based on an engineering analysis of measured values and other information, consistent with good engineering judgment, instead of testing at the end of the useful life. Send us your test results for work produced over the FTP and initial useable battery energy or initial fuel cell voltage. Also send us your engineering analysis describing how you meet the durability requirements if we ask for it. 
* * * * * 
■104. Amend § 1037.225 by revising 
the introductory text and paragraph (g) to read as follows: 
§ 1037.225 Amending applications for 
certification. 
Before we issue you a certificate of 
conformity, you may amend your application to include new or modified vehicle configurations, subject to the provisions of this section. After we have 
issued your certificate of conformity, you may send us an amended application any time before the end of the model year requesting that we include new or modified vehicle configurations within the scope of the certificate, subject to the provisions of this section. You must amend your application if any changes occur with respect to any information that is included or should be included in your application. 
* * * * * 
(g) You may produce vehicles or 
modify in-use vehicles as described in your amended application for certification and consider those vehicles to be in a certified configuration. Modifying a new or in-use vehicle to be in a certified configuration does not violate the tampering prohibition of 40 CFR 1068.101(b)(1), as long as this does not involve changing to a certified configuration with a higher family emission limit. See § 1037.621(g) for special provisions that apply for changing to a different certified configuration in certain circumstances. 
■105. Amend § 1037.230 by revising 
paragraph (c) to read as follows: 
§ 1037.230 Vehicle families, sub-families, 
and configurations. 
* * * * * 
(c) Group vehicles into configurations 
consistent with the definition of ‘‘vehicle configuration’’ in § 1037.801. Note that vehicles with hardware or software differences that are related to measured or modeled emissions are considered to be different vehicle configurations even if they have the same modeling inputs and FEL. Note also, that you are not required to separately identify all configurations for 
certification. Note that you are not 
required to identify all possible 
configurations for certification; also, you 
are required to include in your final 
ABT report only those configurations 
you produced. 
* * * * * 
■106. Amend § 1037.231 by revising 
paragraph (b)(1) to read as follows: 
§ 1037.231 Powertrain families. 
* * * * * 
(b) * * * (1) Engine family as specified in 40 
CFR 1036.230. 
* * * * * 
■107. Amend § 1037.250 by revising 
paragraph (a) to read as follows: 
§ 1037.250 Reporting and recordkeeping. 
(a) By September 30 following the end 
of the model year, send the Designated Compliance Officer a report including 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00405 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217818 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
the total U.S.-directed production 
volume of vehicles you produced in each vehicle family during the model year (based on information available at the time of the report). Report by vehicle identification number and vehicle configuration and identify the subfamily identifier. Report uncertified vehicles 
sold to secondary vehicle manufacturers. We may waive the reporting requirements of this paragraph (a) for small manufacturers. 
* * * * * 
■108. Amend § 1037.320 by removing 
Table 1 to § 1037.320 and revising paragraph (b) to read as follows: § 1037.320 Audit procedures for axles and 
transmissions. 
* * * * * 
(b) Run GEM for each applicable 
vehicle configuration and GEM regulatory subcategory identified in 40 CFR 1036.540 and for each vehicle class as defined in § 1037.140(g) using the applicable default engine map in appendix C of 40 CFR part 1036, the cycle-average fuel map in Table 1 of this section, the torque curve in Table 2 of this section for both the engine full-load 
torque curve and parent engine full-load torque curve, the motoring torque curve in Table 3 of this section, the idle fuel map in Table 4 of this section. For axle testing, this may require omitting 
several vehicle configurations based on selecting axle ratios that correspond to the tested axle. For transmission testing, use the test transmission’s gear ratios in place of the gear ratios defined in 40 CFR 1036.540. The GEM ‘‘Default FEL CO
2Emissions’’ result for each vehicle 
configuration counts as a separate test for determining whether the family passes the audit. For vocational vehicles, use the GEM ‘‘Default FEL CO
2 
Emissions’’ result for the Regional subcategory. Table 1 through Table 4 follow: 
BILLING CODE 6560–01–P 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00406 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217819 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
BILLING CODE 6560–01–C 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00407 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.216</GPH>jspears on DSK121TN23PROD with PROPOSALS217820 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 2 TOPARAGRAPH (b) OF§ 1037.320—F ULL-LOADTORQUE CURVES BY VEHICLE CLASS 
Light HDV and medium HDV—spark-ignition Light HDV and medium HDV—compression- 
ignition Heavy HDV 
Engine speed 
(r/min) Engine torque 
(N·m) Engine speed 
(r/min) Engine torque 
(N·m) Engine speed 
(r/min) Engine torque 
(N·m) 
600 433 750 470 600 1200 
700 436 907 579 750 1320 
800 445 1055 721 850 1490 
900 473 1208 850 950 1700 
1000 492 1358 876 1050 1950 
1100 515 1507 866 1100 2090 
1200 526 1660 870 1200 2100 
1300 541 1809 868 1250 2100 
1400 542 1954 869 1300 2093 
1500 542 2105 878 1400 2092 
1600 542 2258 850 1500 2085 
1700 547 2405 800 1520 2075 
1800 550 2556 734 1600 2010 
1900 551 2600 0 1700 1910 
2000 554 ................................... ................................... 1800 1801 
2100 553 ................................... ................................... 1900 1640 
2200 558 ................................... ................................... 2000 1350 
2300 558 ................................... ................................... 2100 910 
2400 566 ................................... ................................... 2250 0 
2500 571 
2600 572 
2700 581 
2800 586 
2900 587 
3000 590 
3100 591 
3200 589 
3300 585 
3400 584 
3500 582 
3600 573 
3700 562 
3800 555 
3900 544 
4000 534 
4100 517 
4200 473 
4291 442 
4500 150 
TABLE 3 TOPARAGRAPH (b) OF§ 1037.320—M OTORING TORQUE CURVES BY VEHICLE CLASS 
Light HDV and medium HDV—spark-ignition Light HDV and medium HDV—compression- 
ignition Heavy HDV 
Engine speed 
(r/min) Engine torque 
(N·m) Engine speed 
(r/min) Engine torque 
(N·m) Engine speed 
(r/min) Engine torque 
(N·m) 
700 ¥41 750 ¥129 600 ¥98 
800 ¥42 907 ¥129 750 ¥121 
900 ¥43 1055 ¥130 850 ¥138 
1000 ¥45 1208 ¥132 950 ¥155 
1100 ¥48 1358 ¥135 1050 ¥174 
1200 ¥49 1507 ¥138 1100 ¥184 
1300 ¥50 1660 ¥143 1200 ¥204 
1411 ¥51 1809 ¥148 1250 ¥214 
1511 ¥52 1954 ¥155 1300 ¥225 
1611 ¥53 2105 ¥162 1400 ¥247 
1711 ¥56 2258 ¥170 1500 ¥270 
1811 ¥56 2405 ¥179 1520 ¥275 
1911 ¥57 2556 ¥189 1600 ¥294 
2011 ¥57 ................................... ................................... 1700 ¥319 
2111 ¥58 ................................... ................................... 1800 ¥345 
2211 ¥60 ................................... ................................... 1900 ¥372 
2311 ¥65 ................................... ................................... 2000 ¥400 
2411 ¥81 ................................... ................................... 2100 ¥429 
2511 ¥85 
2611 ¥87 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00408 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217821 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 3 TOPARAGRAPH (b) OF§ 1037.320—M OTORING TORQUE CURVES BY VEHICLE CLASS—Continued 
Light HDV and medium HDV—spark-ignition Light HDV and medium HDV—compression- 
ignition Heavy HDV 
Engine speed 
(r/min) Engine torque 
(N·m) Engine speed 
(r/min) Engine torque 
(N·m) Engine speed 
(r/min) Engine torque 
(N·m) 
2711 ¥88 
2811 ¥89 
2911 ¥91 
3011 ¥91 
3111 ¥96 
3211 ¥96 
3311 ¥97 
3411 ¥98 
3511 ¥99 
3611 ¥104 
3711 ¥105 
3811 ¥108 
3911 ¥108 
4011 ¥111 
4111 ¥111 
4211 ¥115 
4291 ¥112 
TABLE 4 TOPARAGRAPH (b) OF§ 1037.320—E NGINE IDLEFUELMAPS BY VEHICLE CLASS 
Light HDV and medium HDV—spark-ignition Light HDV and medium HDV—compression-ignition Heavy HDV 
Engine 
speed 
(r/min) Engine 
torque 
(N·m) Fuel mass 
rate 
(g/s) Engine 
speed 
(r/min) Engine 
torque 
(N·m) Fuel mass 
rate 
(g/s) Engine 
speed 
(r/min) Engine 
torque 
(N·m) Fuel mass 
rate 
(g/s) 
600 0 0.4010 750 0 0.2595 600 0 0.3501 
700 0 0.4725 850 0 0.2626 700 0 0.4745 
600 100 0.6637 750 100 0.6931 600 100 0.6547 
700 100 0.7524 850 100 0.7306 700 100 0.8304 
* * * * * 
■109. Amend § 1037.510 by revising 
paragraphs (a)(1)(i), (2), and (3) and (d) to read as follows: 
§ 1037.510 Duty-cycle exhaust testing. 
* * * * * 
(a) * * * (1) * * * (i) Transient cycle. The transient cycle 
is specified in appendix A of this part. Warm up the vehicle. Start the duty cycle within 30 seconds after concluding the preconditioning procedure. Start sampling emissions at the start of the duty cycle. 
* * * * * 
(2) Perform cycle-average engine fuel 
mapping as described in 40 CFR 1036.540. For powertrain testing under § 1037.550 or § 1037.555, perform testing as described in this paragraph (a)(2) to generate GEM inputs for each simulated vehicle configuration, and test runs representing different idle conditions. Perform testing as follows: 
(i) Transient cycle. The transient cycle 
is specified in appendix A of this part. 
(ii) Highway cruise cycles. The grade 
portion of the route corresponding to the 55 mi/hr and 65 mi/hr highway cruise cycles is specified in appendix D of this part. Maintain vehicle speed between ¥1.0 mi/hr and 3.0 mi/hr of 
the speed setpoint; this speed tolerance applies instead of the approach specified in 40 CFR 1066.425(b)(1) and (2). 
(iii) Drive idle. Perform testing at a 
loaded idle condition for Phase 2 vocational vehicles. For engines with an adjustable warm idle speed setpoint, test at the minimum warm idle speed and the maximum warm idle speed; otherwise simply test at the engine’s warm idle speed. Warm up the powertrain as described in 40 CFR 1036.527(c)(1). Within 60 seconds after concluding the warm-up, linearly ramp the powertrain down to zero vehicle speed over 20 seconds. Apply the brake and keep the transmission in drive (or clutch depressed for manual transmission). Stabilize the powertrain 
for (60 ± 1) seconds and then sample 
emissions for (30 ± 1) seconds. 
(iv) Parked idle. Perform testing at an 
no-load idle condition for Phase 2 vocational vehicles. For engines with an adjustable warm idle speed setpoint, test at the minimum warm idle speed and the maximum warm idle speed; otherwise simply test at the engine’s warm idle speed. Warm up the powertrain as described in 40 CFR 1036.527(c)(1). Within 60 seconds after concluding the warm-up, linearly ramp 
the powertrain down to zero vehicle speed in 20 seconds. Put the transmission in park (or neutral for manual transmissions and apply the parking brake if applicable). Stabilize the powertrain for (180 ± 1) seconds and 
then sample emissions for (600 ± 1) 
seconds. 
(3) Where applicable, perform testing 
on a chassis dynamometer as follows: 
(i) Transient cycle. The transient cycle 
is specified in appendix A of this part. Warm up the vehicle by operating over one transient cycle. Within 60 seconds after concluding the warm up cycle, start emission sampling and operate the vehicle over the duty cycle. 
(ii) Highway cruise cycle. The grade 
portion of the route corresponding to the 55 mi/hr and 65 mi/hr highway cruise cycles is specified in appendix D of this part. Warm up the vehicle by operating it at the appropriate speed setpoint over the duty cycle. Within 60 seconds after concluding the preconditioning cycle, start emission sampling and operate the vehicle over the duty cycle, maintaining vehicle speed within ±1.0 mi/hr of the speed 
setpoint; this speed tolerance applies 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00409 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217822 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
instead of the approach specified in 40 
CFR 1066.425(b)(1) and (2). 
* * * * * 
(d) For highway cruise and transient 
testing, compare actual second-by- second vehicle speed with the speed specified in the test cycle and ensure any differences are consistent with the criteria as specified in § 1037.550(g)(1). If the speeds do not conform to these criteria, the test is not valid and must be repeated. 
* * * * * 
■110. Amend § 1037.520 by revising 
paragraphs (c)(2) and (3), (f), and (h)(1) 
to read as follows: 
§ 1037.520 Modeling CO 2emissions to 
show compliance for vocational vehicles and tractors. 
* * * * * 
(c) * * * (2) Measure tire rolling resistance in 
kg per metric ton as specified in ISO 28580 (incorporated by reference in § 1037.810), except as specified in this 
paragraph (c). Use good engineering judgment to ensure that your test results are not biased low. You may ask us to identify a reference test laboratory to which you may correlate your test results. Prior to beginning the test procedure in Section 7 of ISO 28580 for a new bias-ply tire, perform a break-in procedure by running the tire at the specified test speed, load, and pressure for (60 ± 2) minutes. 
(3) For each tire design tested, 
measure rolling resistance of at least three different tires of that specific design and size. Perform the test at least once for each tire. Calculate the arithmetic mean of these results to the nearest 0.1 N/kN and use this value or any higher value as your GEM input for 
TRRL. You must test at least one tire size for each tire model, and may use engineering analysis to determine the rolling resistance of other tire sizes of that model. Note that for tire sizes that 
you do not test, we will treat your analytically derived rolling resistances the same as test results, and we may perform our own testing to verify your values. We may require you to test a small sub-sample of untested tire sizes that we select. 
* * * * * 
(f) Engine characteristics. Enter 
information from the engine 
manufacturer to describe the installed engine and its operating parameters as 
described in 40 CFR 1036.503. Note that you do not need fuel consumption at idle for tractors. 
* * * * * 
(h) * * * (1) For engines with no adjustable 
warm idle speed, input vehicle idle speed as the manufacturer’s declared warm idle speed. For engines with adjustable warm idle speed, input your vehicle idle speed as follows: 
If your vehicle is a . . . And your engine is subject to . . . Your default vehicle idle 
speed is . . .a 
(i) Heavy HDV ................................................................... compression-ignition or spark-ignition standard s ........... 600 r/min. 
(ii) Medium HDV tractor .................................................... compression-ignition standards ...................... ................ 700 r/min. 
(iii) Light HDV or Medium HDV vocational vehicle ........... compression-ignition standards ...................................... 750 r/min. 
(iv) Light HDV or Medium HDV ........................................ spark-ignition standards ................................... ............... 600 r/min. 
aIf the default idle speed is above or below the engine manufacturer’s whole range of declared warm idle speeds, use the manufac turer’s max-
imum or minimum declared warm idle speed, respectively, instead of the default value. 
* * * * * 
■111. Amend § 1037.534 by revising 
paragraph (d)(2) to read as follows: 
§ 1037.534 Constant-speed procedure for 
calculating drag area ( CdA). 
* * * * * 
(d) * * * (2) Perform testing as described in 
paragraph (d)(3) of this section over a sequence of test segments at constant vehicle speed as follows: 
(i) (300 ± 30) seconds in each 
direction at 10 mi/hr. 
(ii) (450 ± 30) seconds in each 
direction at 70 mi/hr. 
(iii) (450 ± 30) seconds in each 
direction at 50 mi/hr. 
(iv) (450 ± 30) seconds in each 
direction at 70 mi/hr. 
(v) (450 ± 30) seconds in each 
direction at 50 mi/hr. 
(vi) (300 ± 30) seconds in each 
direction at 10 mi/hr. 
* * * * * 
■112. Amend § 1037.540 by revising 
the introductory text and paragraphs (b)(3), (7), and (8), and (f)(3) to read as follows: 
§ 1037.540 Special procedures for testing 
vehicles with hybrid power take-off. 
This section describes optional 
procedures for quantifying the reduction in greenhouse gas emissions for vehicles 
as a result of running power take-off (PTO) devices with a hybrid energy delivery system. See § 1037.550 for powertrain testing requirements that apply for drivetrain hybrid systems. The procedures are written to test the PTO by ensuring that the engine produces all of the energy with no net change in stored energy (charge-sustaining), and for plug-in hybrid vehicles, also allowing for drawing down the stored energy (charge-depleting). The full charge-sustaining test for the hybrid vehicle is from a fully charged rechargeable energy storage system (RESS) to a depleted RESS and then back to a fully charged RESS. You must include all hardware for the PTO system. You may ask us to modify the provisions of this section to allow testing hybrid vehicles other than battery electric hybrids, consistent with good engineering judgment. For plug-in hybrids, use a utility factor to properly weight charge-sustaining and charge- depleting operation as described in paragraph (f)(3) of this section. 
* * * * * 
(b) * * * (3) Denormalize the PTO duty cycle in 
appendix B of this part using the following equation: 
Where: 
pref i= the reference pressure at each point i 
in the PTO cycle. 
pi= the normalized pressure at each point i 
in the PTO cycle (relative to p¯max). 
p¯max= the mean maximum pressure 
measured in paragraph (b)(2) of this section. 
p¯
min= the mean minimum pressure measured 
in paragraph (b)(2) of this section. 
* * * * * 
(7) Depending on the number of 
circuits the PTO system has, operate the vehicle over one or concurrently over both of the denormalized PTO duty cycles in appendix B of this part. Measure emissions during operation over each duty cycle using the provisions of 40 CFR part 1066. 
(8) Measured pressures must meet the 
cycle-validation specifications in the following table for each test run over the duty cycle: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00410 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.069</GPH>jspears on DSK121TN23PROD with PROPOSALS217823 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 1 TOPARAGRAPH (b)(8) OF 
§ 1037.540—S TATISTICAL CRITERIA  
FOR VALIDATING EACH TEST RUN 
OVER THE DUTYCYCLE  
Parametera Pressure 
Slope, a1......................... 0.950 ≤ a1≤ 1.030 
Absolute value of inter-
cept, |a0|.≤2.0% of maximum 
mapped pressure 
Standard error of the es-
timate, SEE.≤10% of maximum 
mapped pressure 
Coefficient of determina-
tion, r2.≥0.970 
aDetermine values for specified parameters as de-
scribed in 40 CFR 1065.514(e) by comparing meas-ured values to denormalized pressure values from the duty cycle in appendix B of this part. * * * * * 
(f) * * * (3) For plug-in hybrid electric 
vehicles calculate the utility factor weighted fuel consumption in g/ton- mile, as follows: 
(i) Determine the utility factor fraction 
for the PTO system from the table in appendix E of this part using interpolation based on the total time of the charge-depleting portion of the test as determined in paragraphs (c)(6) and (d)(3) of this section. 
(ii) Weight the emissions from the 
charge-sustaining and charge-depleting portions of the test to determine the utility factor-weighted fuel mass, 
m
fuelUF[cycle]plug-in , using the following 
equation: 
Where: 
i = an indexing variable that represents one 
test interval. 
N = total number of charge-depleting test 
intervals. 
mfuelPTOCD = total mass of fuel per ton-mile 
in the charge-depleting portion of the test for each test interval, i, starting from 
i = 1. 
UF
DCD i= utility factor fraction at time tCD ias 
determined in paragraph (f)(3)(i) of this section for each test interval, i, starting 
from i = 1. 
j = an indexing variable that represents one 
test interval. 
M = total number of charge-sustaining test 
intervals. 
m
fuelPTOCS = total mass of fuel per ton-mile in 
the charge-sustaining portion of the test for each test interval, j, starting from j = 
1. 
UF
RCD= utility factor fraction at the full 
charge-depleting time, tCD, as 
determined by interpolating the approved utility factor curve. t
CDis the 
sum of the time over N charge-depleting 
test intervals. 
* * * * * 
■113. Revise § 1037.550 to read as 
follows: 
§ 1037.550 Powertrain testing. 
This section describes the procedure 
to measure fuel consumption and create engine fuel maps by testing a powertrain that includes an engine coupled with a transmission, drive axle, and hybrid components or any assembly with one or more of those hardware elements. Engine fuel maps are part of demonstrating compliance with Phase 2 vehicle standards under this part; the powertrain test procedure in this section is one option for generating this fuel- mapping information as described in 40 CFR 1036.503. Additionally, this powertrain test procedure is one option for certifying hybrids to the engine 
standards in 40 CFR 1036.108. 
(a) General test provisions. The 
following provisions apply broadly for testing under this section: 
(1) Measure NO
Xemissions as 
described in paragraph (k) of this section. Include these measured NO
X 
values any time you report to us your greenhouse gas emissions or fuel consumption values from testing under this section. 
(2) The procedures of 40 CFR part 
1065 apply for testing in this section except as specified. This section uses engine parameters and variables that are consistent with 40 CFR part 1065. 
(3) Powertrain testing depends on 
models to calculate certain parameters. You can use the detailed equations in this section to create your own models, or use the GEM HIL model (incorporated by reference in § 1037.810) to simulate vehicle hardware elements as follows: 
(i) Create driveline and vehicle 
models that calculate the angular speed setpoint for the test cell dynamometer, ƒ
nref,dyno , based on the torque 
measurement location. Use the detailed equations in paragraph (f) of this section, the GEM HIL model’s driveline and vehicle submodels, or a combination of the equations and the submodels. You may use the GEM HIL model’s transmission submodel in paragraph (f) of this section to simulate a transmission only if testing hybrid engines. 
(ii) Create a driver model or use the 
GEM HIL model’s driver submodel to simulate a human driver modulating the throttle and brake pedals to follow the test cycle as closely as possible. (iii) Create a cycle-interpolation 
model or use the GEM HIL model’s cycle submodel to interpolate the duty- cycles and feed the driver model the duty-cycle reference vehicle speed for each point in the duty-cycle. 
(4) The powertrain test procedure in 
this section is designed to simulate operation of different vehicle configurations over specific duty cycles. See paragraphs (h) and (j) of this section. 
(5) For each test run, record engine 
speed and torque as defined in 40 CFR 1065.915(d)(5) with a minimum sampling frequency of 1 Hz. These engine speed and torque values represent a duty cycle that can be used for separate testing with an engine mounted on an engine dynamometer under § 1037.551, such as for a selective enforcement audit as described in § 1037.301. 
(6) For hybrid powertrains with no 
plug-in capability, correct for the net energy change of the energy storage device as described in 40 CFR 1066.501. For plug-in hybrid electric powertrains, follow 40 CFR 1066.501 to determine End-of-Test for charge-depleting operation. You must get our approval in advance for your utility factor curve; we will approve it if you can show that you created it, using good engineering judgment, from sufficient in-use data of vehicles in the same application as the vehicles in which the plug-in hybrid electric powertrain will be installed. You may use methodologies described in SAE J2841 (incorporated by reference in § 1037.810) to develop the utility factor curve. 
(7) The provisions related to carbon 
balance error verification in 40 CFR 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00411 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.070</GPH>jspears on DSK121TN23PROD with PROPOSALS217824 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
1036.543 apply for all testing in this 
section. These procedures are optional if you are only performing direct or indirect fuel-flow measurement, but we will perform carbon balance error verification for all testing under this section. 
(8) If you test a powertrain over the 
duty cycle specified in 40 CFR 1036.512, control and apply the electrical accessory loads using one of the following systems: 
(i) An alternator with dynamic 
electrical load control. 
(ii) A load bank connected directly to 
the powertrain’s electrical system. 
(b) Test configuration. Select a 
powertrain for testing as described in § 1037.235 or 40 CFR 1036.235 as applicable. Set up the engine according to 40 CFR 1065.110 and 40 CFR 1065.405(b). Set the engine’s idle speed to the minimum warm-idle speed. If warm idle speed is not adjustable, simply let the engine operate at its warm idle speed. 
(1) The default test configuration 
consists of a powertrain with all components upstream of the axle. This involves connecting the powertrain’s output shaft directly to the dynamometer or to a gear box with a fixed gear ratio and measuring torque at the axle input shaft. You may instead set up the dynamometer to connect at the wheel hubs and measure torque at that location. The preceeding sentence may apply if your powertrain configuration requires it, such as for hybrid powertrains or if you want to represent the axle performance with powertrain test results. 
(2) For testing hybrid engines, connect 
the engine’s crankshaft directly to the dynamometer and measure torque at that location. 
(c) Powertrain temperatures during 
testing. Cool the powertrain during 
testing so temperatures for oil, coolant, block, head, transmission, battery, and power electronics are within the manufacturer’s expected ranges for normal operation. You may use electronic control module outputs to comply with this paragraph (c). You may use auxiliary coolers and fans. 
(d) Engine break in. Break in the 
engine according to 40 CFR 1065.405, the axle assembly according to § 1037.560, and the transmission according to § 1037.565. You may instead break in the powertrain as a complete system using the engine break in procedure in 40 CFR 1065.405. (e) Dynamometer setup. Set the 
dynamometer to operate in speed- control mode (or torque-control mode for hybrid engine testing at idle, including idle portions of transient duty cycles). Record data as described in 40 CFR 1065.202. Command and control the dynamometer speed at a minimum of 5 Hz, or 10 Hz for testing engine hybrids. Run the vehicle model to calculate the dynamometer setpoints at a rate of at least 100 Hz. If the dynamometer’s command frequency is less than the vehicle model dynamometer setpoint frequency, subsample the calculated setpoints for commanding the dynamometer 
setpoints. 
(f) Driveline and vehicle model. Use 
the GEM HIL model’s driveline and vehicle submodels or the equations in this paragraph (f) to calculate the dynamometer speed setpoint, ƒ
nref,dyno , 
based on the torque measurement location. Note that the GEM HIL model is configured to set the accessory load to zero and it comes configured with the tire slip model disabled. Note that the GEM HIL model is configured to set the accessory load to zero and it comes configured with the tire slip model disabled. 
(1) Driveline model with a 
transmission in hardware. For testing 
with torque measurement at the axle input shaft or wheel hubs, calculate, f
nref,dyno , using the GEM HIL model’s 
driveline submodel or the following equation: 
Where: 
ka[speed] = drive axle ratio as determined in 
paragraph (h) of this section. Set ka[speed]  
equal to 1.0 if torque is measured at the wheel hubs. 
v
ref i= simulated vehicle reference speed as 
calculated in paragraph (f)(3) of this section. 
r
[speed] = tire radius as determined in 
paragraph (h) of this section. 
(2) Driveline model with a simulated 
transmission. For testing with the torque 
measurement at the engine’s crankshaft, f
nref,dyno is the dynamometer target speed 
from the GEM HIL model’s transmission submodel. You may request our approval to change the transmission submodel, as long as the changes do not affect the gear selection logic. Before testing, initialize the transmission model with the engine’s measured torque curve and the applicable steady- 
state fuel map from the GEM HIL model. You may request our approval to input your own steady-state fuel map. For example, this request for approval could include using a fuel map that represents the combined performance of the engine and hybrid components. Configure the torque converter to simulate neutral idle when using this procedure to generate engine fuel maps in 40 CFR 1036.503 or to perform the Supplemental Emission Test (SET) testing under 40 CFR 1036.505. You may change engine commanded torque at idle to better represent CITT for transient testing under 40 CFR 1036.510. You may change the simulated engine inertia to match the inertia of the engine under test. We will evaluate your requests under this paragraph (f)(2) based on your demonstration that that the adjusted testing better represents in-use operation. 
(i) The transmission submodel needs 
the following model inputs: 
(A) Torque measured at the engine’s 
crankshaft. 
(B) Engine estimated torque 
determined from the electronic control module or by converting the instantaneous operator demand to an instantaneous torque in N·m. 
(C) Dynamometer mode when idling 
(speed-control or torque-control). 
(D) Measured engine speed when 
idling. 
(E) Transmission output angular 
speed, f
ni,transmission , calculated as 
follows: 
Where: 
ka[speed] = drive axle ratio as determined in 
paragraph (h) of this section. 
vref i= simulated vehicle reference speed as 
calculated in paragraph (f)(3) of this section. 
r
[speed] = tire radius as determined in 
paragraph (h) of this section. 
(ii) The transmission submodel 
generates the following model outputs: 
(A) Dynamometer target speed. 
(B) Dynamometer idle load. (C) Transmission engine load limit. (D) Engine speed target. (3) Vehicle model. Calculate the 
simulated vehicle reference speed, v
ref i, 
using the GEM HIL model’s vehicle submodel or the equations in this paragraph (f)(3): 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00412 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.071</GPH> EP28MR22.072</GPH>jspears on DSK121TN23PROD with PROPOSALS217825 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
Where: 
i= a time-based counter corresponding to 
each measurement during the sampling period. Let v
ref1= 0; start calculations at 
i = 2. A 10-minute sampling period will 
generally involve 60,000 measurements. 
T = instantaneous measured torque at the 
axle input, measured at the wheel hubs, or simulated by the GEM HIL model’s transmission submodel. 
Eff
axle= axle efficiency. Use Effaxle= 0.955 for 
T ≥ 0, and use Effaxle= 1/0.955 for T < 
0. Use Effaxle= 1.0 if torque is measured 
at the wheel hubs. 
M = vehicle mass for a vehicle class as 
determined in paragraph (h) of this section. 
g = gravitational constant = 9.80665 m/s
2. 
Crr= coefficient of rolling resistance for a 
vehicle class as determined in paragraph (h) of this section. 
G
i¥1= the percent grade interpolated at 
distance, Di¥1, from the duty cycle in appendix D to this part corresponding to 
measurement ( i¥1). 
ρ = air density at reference conditions. Use 
ρ = 1.1845 kg/m3. 
CdA = drag area for a vehicle class as 
determined in paragraph (h) of this section. 
F
brake, i¥1= instantaneous braking force 
applied by the driver model. 
Δt = the time interval between measurements. 
For example, at 100 Hz, Δt = 0.0100 
seconds. Mrotating = inertial mass of rotating 
components. Let Mrotating = 340 kg for 
vocational Light HDV or vocational Medium HDV. See paragraph (h) of this section for tractors and for vocational Heavy HDV. 
(4) Example. The following example 
illustrates a calculation of fnref,dyno using 
paragraph (f)(1) of this section where torque is measured at the axle input shaft. This example is for a vocational Light HDV or vocational Medium HDV with 6 speed automatic transmission at B speed (Test 4 in Table 1 to paragraph (h)(2)(ii) of this section). 
kaB= 4.0 
rB= 0.399 m 
T999= 500.0 N·m 
Crr= 7.7 N/kN = 7.7·10¥3N/N 
M = 11408 kg 
CdA = 5.4 m2 
G999= 0.39% = 0.0039 
Fbrake,999 = 0 N 
vref,999 = 20.0 m/s Fgrade,999 = 11408 · 981 · sin(atan(0.0039)) = 
436.5 N Dt = 0.0100 s 
Mrotating = 340 kg 
(g) Driver model. Use the GEM HIL 
model’s driver submodel or design a driver model to simulate a human driver modulating the throttle and brake pedals. In either case, tune the model to follow the test cycle as closely as possible meeting the following specifications: (1) The driver model must meet the 
following speed requirements: 
(i) For operation over the highway 
cruise cycles, the speed requirements described in 40 CFR 1066.425(b) and (c). 
(ii) For operation over the transient 
cycle specified in appendix A of this 
part, the SET as defined 40 CFR 1036.505, the Federal Test Procedure (FTP) as defined in 40 CFR 1036.510, and the Low Load Cycle (LLC) as 
defined in 40 CFR 1036.512, the speed requirements described in 40 CFR 1066.425(b) and (c). 
(iii) The exceptions in 40 CFR 
1066.425(b)(4) apply to the highway cruise cycles, the transient cycle specified in appendix A of this part, SET, FTP, and LLC. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00413 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.073</GPH> EP28MR22.074</GPH> EP28MR22.133</GPH> EP28MR22.075</GPH> EP28MR22.076</GPH> EP28MR22.077</GPH>jspears on DSK121TN23PROD with PROPOSALS217826 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(iv) If the speeds do not conform to 
these criteria, the test is not valid and must be repeated. 
(2) Send a brake signal when operator 
demand is zero and vehicle speed is greater than the reference vehicle speed from the test cycle. Include a delay 
before changing the brake signal to prevent dithering, consistent with good engineering judgment. 
(3) Allow braking only if operator 
demand is zero. (4) Compensate for the distance 
driven over the duty cycle over the course of the test. Use the following equation to perform the compensation in real time to determine your time in the cycle: 
Where: 
vvehicle = measured vehicle speed. 
vcycle= reference speed from the test cycle. If 
vcycle,i-1 < 1.0 m/s, set vcycle,i-1 = vvehicle ,i- 
1. 
(h) Vehicle configurations to evaluate 
for generating fuel maps as defined in 40 CFR 1036.503. Configure the 
driveline and vehicle models from 
paragraph (f) of this section in the test cell to test the powertrain. Simulate multiple vehicle configurations that represent the range of intended vehicle applications using one of the following options: 
(1) Use at least three equally spaced 
axle ratios or tire sizes and three different road loads (nine configurations), or at least four equally spaced axle ratios or tire sizes and two different road loads (eight 
configurations). Select axle ratios to represent the full range of expected vehicle installations. Instead of selecting axle ratios and tire sizes based on the range of intended vehicle applications as described in paragraph (h)(2) of this section, you may select axle ratios and tire sizes such that the ratio of engine speed to vehicle speed covers the range of ratios of minimum and maximum engine speed to vehicle speed when the transmission is in top gear for the vehicles in which the powertrain will be installed. Note that you do not have to use the same axle ratios and tire sizes for each GEM regulatory subcategory. You may determine your own C
rr, CdA, 
and M to cover the range of intended 
vehicle applications or you may use the road loads in paragraph (h)(2) of this 
section. 
(2) Determine the vehicle model 
inputs for a set of vehicle configurations as described in 40 CFR 1036.540(c)(3) with the following exceptions: 
(i) In the equations of 40 CFR 
1036.540(c)(3)(i), k
topgear is the actual top 
gear ratio of the powertrain instead of the transmission gear ratio in the highest available gear given in Table 1 in 40 CFR 1036.540. 
(ii) Test at least eight different vehicle 
configurations for powertrains that will be installed in Spark-ignition HDE, vocational Light HDV, and vocational Medium HDV using the following table instead of Table 2 in 40 CFR 1036.540: 
BILLING CODE 6560–50–P 
(iii) Select and test vehicle 
configurations as described in 40 CFR 1036.540(c)(3)(iii) for powertrains that will be installed in vocational Heavy 
HDV and tractors using the following tables instead of Table 3 and Table 4 in 
40 CFR 1036.540: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00414 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.078</GPH> EP28MR22.079</GPH>jspears on DSK121TN23PROD with PROPOSALS217827 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
BILLING CODE 6560–50–C 
(3) For hybrid powertrain systems 
where the transmission will be simulated, use the transmission parameters defined in 40 CFR 1036.540(c)(2) to determine transmission type and gear ratio. Use a fixed transmission efficiency of 0.95. The GEM HIL transmission model uses 
a transmission parameter file for each test that includes the transmission type, gear ratios, lockup gear, torque limit per gear from 40 CFR 1036.540(c)(2), and the values from 40 CFR 1036.503(b)(4) and (c). 
(i) [Reserved] (j) Duty cycles to evaluate. Operate the 
powertrain over each of the duty cycles specified in § 1037.510(a)(2), and for each applicable vehicle configuration from paragraph (h) of this section. Determine cycle-average powertrain fuel maps by testing the powertrain using 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00415 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.080</GPH>jspears on DSK121TN23PROD with PROPOSALS217828 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
the procedures in 40 CFR 1036.540(d) 
with the following exceptions: 
(1) Understand ‘‘engine’’ to mean 
‘‘powertrain’’. 
(2) Warm up the powertrain as 
described in 40 CFR 1036.527(c)(1). 
(3) Within 90 seconds after 
concluding the warm-up, start the transition to the preconditioning cycle as described in paragraph (j)(5) of this section. 
(4) For plug-in hybrid engines, 
precondition the battery and then complete all back-to-back tests for each vehicle configuration according to 40 CFR 1066.501 before moving to the next vehicle configuration. 
(5) If the preceding duty cycle does 
not end at 0 mi/hr, transition between duty cycles by decelerating at a rate of 2 mi/hr/s at 0% grade until the vehicle reaches zero speed. Shut off the powertrain. Prepare the powertrain and test cell for the next duty-cycle. 
(6) Start the next duty-cycle within 60 
to 180 seconds after shutting off the powertrain. 
(i) To start the next duty-cycle, for 
hybrid powertrains, key on the vehicle and then start the duty-cycle. For conventional powertrains key on the vehicle, start the engine, wait for the engine to stabilize at idle speed, and 
then start the duty-cycle. 
(ii) If the duty-cycle does not start at 
0 mi/hr, transition to the next duty cycle by accelerating at a target rate of 1 mi/ hr/s at 0% grade. Stabilize for 10 seconds at the initial duty cycle 
conditions and start the duty-cycle. 
(7) Calculate cycle work using GEM or 
the speed and torque from the driveline and vehicle models from paragraph (f) of this section to determine the sequence of duty cycles. 
(8) Calculate the mass of fuel 
consumed for idle duty cycles as 
described in paragraph (n) of this 
section. 
(k) Measuring NO
Xemissions. 
Measure NO Xemissions for each 
sampling period in grams. You may perform these measurements using a NO
Xemission-measurement system that 
meets the requirements of 40 CFR part 1065, subpart J. If a system malfunction prevents you from measuring NO
X 
emissions during a test under this section but the test otherwise gives valid results, you may consider this a valid test and omit the NO
Xemission 
measurements; however, we may require you to repeat the test if we determine that you inappropriately voided the test with respect to NO
X 
emission measurement. 
(l) [Reserved] (m) Measured output speed 
validation. For each test point, validate 
the measured output speed with the corresponding reference values. If the range of reference speed is less than 10 percent of the mean reference speed, you need to meet only the standard error of the estimate in Table 1 of this section. You may delete points when 
the vehicle is stopped. If your speed measurement is not at the location of f
nref, correct your measured speed using 
the constant speed ratio between the two locations. Apply cycle-validation criteria for each separate transient or highway cruise cycle based on the following parameters: 
TABLE 4 TOPARAGRAPH (m) OF 
§ 1037.550—S TATISTICAL CRITERIA  
FORVALIDATING DUTYCYCLES  
Parametera Speed control 
Slope, a1......................... 0.990 ≤ a1≤ 1.010. 
Absolute value of inter-
cept, |a0|.≤2.0% of maximum fnref 
speed. 
Standard error of the es-
timate, SEE.≤2.0% of maximum fnref 
speed. 
Coefficient of determina-
tion, r2.≥0.990. 
aDetermine values for specified parameters as de-
scribed in 40 CFR 1065.514(e) by comparing meas-ured and reference values for f
nref,dyno . 
(n) Fuel consumption at idle. 
Determine the mass of fuel consumed at idle for the applicable duty cycles described in § 1037.510(a)(2) as follows: 
(1) Measure fuel consumption with a 
fuel flow meter and report the mean idle fuel mass flow rate for each duty cycle as applicable, mÔ
fuelidle . 
(2) If you do not measure fuel mass 
flow rate, calculate the idle fuel mass flow rate for each duty cycle, mÔ
fuelidle , for 
each set of vehicle settings, as follows: 
Where: 
MC= molar mass of carbon. 
wCmeas = carbon mass fraction of fuel (or 
mixture of test fuels) as determined in 40 CFR 1065.655(d), except that you may not use the default properties in Table 2 of 40 CFR 1065.655 to determine α, β, 
and w
Cfor liquid fuels. 
nÔ
exh= the mean raw exhaust molar flow rate 
from which you measured emissions according to 40 CFR 1065.655. x¯
Ccombdry = the mean concentration of carbon 
from fuel and any injected fluids in the exhaust per mole of dry exhaust. 
x¯
H2Oexhdry = the mean concentration of H 2O in 
exhaust per mole of dry exhaust. 
mÔ
CO2DEF = the mean CO 2mass emission rate 
resulting from diesel exhaust fluid decomposition over the duty cycle as determined in 40 CFR 1036.535(b)(7). If your engine does not use diesel exhaust 
fluid, or if you choose not to perform this correction, set mÔ
CO2DEF equal to 0. MCO2= molar mass of carbon dioxide. 
Example: 
MC= 12.0107 g/mol 
wCmeas = 0.867 
nÔexh= 25.534 mol/s 
x¯Ccombdry = 2.805 · 10¥3mol/mol 
x¯H2Oexhdry = 3.53 · 10¥2mol/mol 
mÔCO2DEF = 0.0726 g/s 
MCO2= 44.0095 
mÔfuelidle = 0.405 g/s = 1458.6 g/hr 
(o) Create GEM inputs. Use the results 
of powertrain testing to determine GEM inputs for the different simulated vehicle configurations as follows: (1) Correct the measured or calculated 
fuel masses, m
fuel[cycle] , and mean idle 
fuel mass flow rates, mÔfuelidle , if 
applicable, for each test result to a mass- specific net energy content of a reference fuel as described in 40 CFR 
1036.535(f), replacing mÔ
fuelwith 
mmfuel[cycle] where applicable in Eq. 
1036.535–4. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00416 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.081</GPH> EP28MR22.082</GPH>jspears on DSK121TN23PROD with PROPOSALS217829 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(2) Declare fuel masses, mfuel[cycle] and 
mÔfuelidle . Determine mmfuel[cycle] using the 
calculated fuel mass consumption values described in 40 CFR 1036.540(d). In addition, declare mean fuel mass flow rate for each applicable idle duty cycle, mÔ
fuelidle . These declared values 
may not be lower than any corresponding measured values determined in this section. If you use 
both direct and indirect measurement of fuel flow, determine the corresponding declared values as described in 40 CFR 1036.535(g)(2) and (3). These declared values, which serve as emission standards, collectively represent the powertrain fuel map for certification. (3) For engines designed for plug-in 
hybrid electric vehicles, the mass of fuel for each cycle, m
fuel[cycle] , is the utility 
factor-weighted fuel mass, mfuelUF[cycle] . 
This is determined by calculating mfuel 
for the full charge-depleting and charge- sustaining portions of the test and weighting the results, using the following equation: 
Where: 
i = an indexing variable that represents one 
test interval. 
N = total number of charge-depleting test 
intervals. 
mfuel[cycle]CD i= total mass of fuel in the 
charge-depleting portion of the test for each test interval, i, starting from i = 1, 
including the test interval(s) from the 
transition phase. UF
DCD i= utility factor fraction at distance 
DCD ifrom Eq. 1037.505–9 as determined 
by interpolating the approved utility factor curve for each test interval, i, 
starting from i = 1. Let UF
DCD0 = 0 
j = an indexing variable that represents one 
test interval. 
M = total number of charge-sustaining test 
intervals. mfuel[cycle]CS j= total mass of fuel over the 
charge-sustaining portion of the test for each test interval, j, starting from j = 1. 
UF
RCD= utility factor fraction at the full 
charge-depleting distance, RCD, as 
determined by interpolating the approved utility factor curve. R
CDis the 
cumulative distance driven over N 
charge-depleting test intervals. 
Where: 
k = an indexing variable that represents one 
recorded velocity value. 
Q = total number of measurements over the 
test interval. 
v = vehicle velocity at each time step, k, 
starting from k = 1. For tests completed 
under this section, v is the vehicle velocity as determined by Eq. 1037.550– 
1. Note that this should include charge- depleting test intervals that start when the engine is not yet operating. 
Dt = 1/f
record  
frecord = the record rate Example for the 55 mi/hr cruise cycle: 
Q = 8790 
v1= 55.0 mi/hr 
v2= 55.0 mi/hr 
v3= 55.1 mi/hr 
frecord = 10 Hz 
Dt = 1/10 Hz = 0.1 s 
DCD2= 13.4 mi 
DCD3= 13.4 mi 
N = 3 
UF DCD1 = 0.05 UF DCD2 = 0.11 
UF DCD3 = 0.21 
mfuel55cruiseCD1 = 0 g 
mfuel55cruiseCD2 = 0 g mfuel55cruiseCD3 = 1675.4 g 
M = 1 
mfuel55cruiseCS = 4884.1 g 
UF RCD= 0.21 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00417 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.083</GPH> EP28MR22.084</GPH> EP28MR22.085</GPH>jspears on DSK121TN23PROD with PROPOSALS217830 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(ii) For testing with torque 
measurement at the wheel hubs, use Eq. 1037.550–8 setting k
aequal to 1. (iii) For testing with torque 
measurement at the engine’s crankshaft: 
Where: 
f¯engine = average engine speed when vehicle 
speed is at or above 0.100 m/s. v¯ref= average simulated vehicle speed at or 
above 0.100 m/s. Example: 
f¯engine = 1870 r/min = 31.17 r/s 
v¯ref= 19.06 m/s 
(5) Calculate positive work, W[cycle] , as 
the work over the duty cycle at the axle input shaft, wheel hubs, or the engine’s crankshaft, as applicable, when vehicle speed is at or above 0.100 m/s. For plug- in hybrids engines and powertrains, calculate, W
[cycle] , by calculating the positive work over each of the charge- 
sustaining and charge-depleting test intervals and then averaging them together. 
(6) Calculate engine idle speed, by 
taking the average engine speed measured during the transient cycle test while the vehicle speed is below 0.100 
m/s. 
(7) The following table illustrates the 
GEM data inputs corresponding to the different vehicle configurations for a given duty cycle: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00418 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.086</GPH> EP28MR22.087</GPH> EP28MR22.088</GPH>jspears on DSK121TN23PROD with PROPOSALS217831 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■114. Amend § 1037.551 by revising 
the introductory text and paragraphs (b) and (c) to read as follows: 
§ 1037.551 Engine-based simulation of 
powertrain testing. 
Section 1037.550 describes how to 
measure fuel consumption over specific duty cycles with an engine coupled to a transmission; § 1037.550(a)(5) describes how to create equivalent duty cycles for repeating those same measurements with just the engine. This § 1037.551 describes how to perform this engine testing to simulate the powertrain test. These engine-based measurements may be used for confirmatory testing as described in § 1037.235, or for selective enforcement audits as described in § 1037.301, as long as the test engine’s operation represents the engine operation observed in the powertrain test. If we use this approach for confirmatory testing, when making compliance determinations, we will consider the uncertainty associated with this approach relative to full powertrain testing. Use of this approach for engine SEAs is optional for engine manufacturers. 
* * * * * 
(b) Operate the engine over the 
applicable engine duty cycles corresponding to the vehicle cycles specified in § 1037.510(a)(2) for powertrain testing over the applicable vehicle simulations described in § 1037.550(j). Warm up the engine to prepare for the transient test or one of the highway cruise cycles by operating it one time over one of the simulations of the corresponding duty cycle. Warm up the engine to prepare for the idle test by operating it over a simulation of the 65-mi/hr highway cruise cycle for 600 seconds. Within 60 seconds after 
concluding the warm up cycle, start emission sampling while the engine operates over the duty cycle. You may perform any number of test runs directly in succession once the engine is warmed up. Perform cycle validation as described in 40 CFR 1065.514 for engine speed, torque, and power. 
(c) Calculate the mass of fuel 
consumed as described in § 1037.550(n) and (o). Correct each measured value for the test fuel’s mass-specific net energy content as described in 40 CFR 1036.530. Use these corrected values to determine whether the engine’s emission levels conform to the declared fuel-consumption rates from the powertrain test. 
■115. Add § 1037.552 to subpart F read 
as follows: 
§ 1037.552 Multicycle powertrain test for 
battery electric vehicles. 
This section describes a procedure to 
measure work produced over the Heavy- Duty Transient Cycle (HDTC), useable battery energy (UBE) of a powertrain that propels a battery electric vehicle, and a transient cycle conversion factor, CF
BEV, for use in § 1037.616. Work 
produced over the HDTC and UBE are part of demonstrating compliance with criteria pollutant standards under § 1037.102 if you choose to generate NO
Xemission credits under this part. 
This test procedure is one option for generating work produced over the HDTC and UBE. You may ask to use alternative test methods to demonstrate compliance with the standards. 
(a) General test provisions. The 
following provisions apply broadly for testing under this section: 
(1) The procedures of 40 CFR part 
1065 apply for testing in this section except as specified. This section uses 
engine parameters and variables that are consistent with 40 CFR part 1065. 
(2) For powertrains that propel a 
battery electric vehicle, follow the procedures of 40 CFR 1036.505, 1036.510, and 1036.512 for testing the respective duty-cycles in this section except as specified. For the purposes of testing under this section, testing over the HDTC is carried out using the transient duty cycle described in 40 CFR 1036.510(a)(2) with a cold start testing only being required for the first HDTC of the test sequence. 
(3) The following instruments are 
required for determination of the required voltages and currents during testing and must be installed on the powertrain to measure these values during testing: 
(i) Measure the voltage and current of 
the battery pack directly with a DC wideband voltage, Ampere, and Watt- hour meter (power analyzer). Install this meter in such a way as to measure all current leaving and entering the battery pack (no other connections upstream of the measurement point). The maximum integration period for ampere-hour meters using an integration technique is 0.05 seconds to accommodate abrupt current changes without introducing significant integration errors. Use a power analyzer that has an accuracy for current and voltage measurements of 1% of point or 0.3% of max, whichever is greater. Use an instrument that is not susceptible to offset errors while measuring current as very small current offsets can be integrated throughout the cycle and provide erroneous energy or ampere-hour results. 
(ii) If voltage sensing is not available, 
then optionally measure amp hours without directly measuring voltage 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00419 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.089</GPH>jspears on DSK121TN23PROD with PROPOSALS217832 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
using a DC wideband ampere-hour 
meter. In this case, the voltage is determined from the powertrain ECM. 
(iii) Install an AC Watt-hour meter to 
measure AC recharge energy in such a way as to measure all AC electrical energy entering the powertrain charger. Use an AC Watt-hour meter that has an accuracy for current and voltage measurements of 1% of point or 0.3% of max, whichever is greater. 
(4) You must include in the test the 
powertrain’s cooling system ( e.g., 
battery, power electronics, and electric motor(s)) such that the energy used from these accessories is accounted for during the test, including the pre- and post- test soak and charging periods. 
(5) Stabilize powertrains tested under 
this section by following manufacturer recommendations. 
(i) For determining the initial UBE, 
test a powertrain that has accumulated 
a minimum of 1,000 miles, but no more than 6,200 miles using a manufacturer defined durability driving schedule. Age the battery as follows: 
(A) Include it in the powertrain that 
was operated over the durability driving schedule. 
(B) Condition it using test procedure 
#2, Constant Current Discharge Test Series, in the United States Advanced Battery Consortium’s Electric Vehicle Battery Test Procedures Manual (incorporated by reference in § 1037.810). Note that the number of charge/discharge cycles for bench aging a lead acid battery must be equivalent to at least 1000 vehicle miles. You may use other battery aging periods for non- lead-acid battery technologies, if supported by the manufacturer as being equivalent. 
(ii) For determining aged UBE, test a 
powertrain that has accumulated targeted aged miles. 
(6) Cycle all batteries in accordance 
with the powertrain manufacturers’ recommendations before starting testing. 
(b) Precondition the powertrain by 
repeatedly operating it over the HDTC, without soaks and leaving the key in the on position between cycles, until the powertrain’s battery is fully depleted. This method is recommended to ensure that the subsequent recharge event produces a repeatable battery energy capacity prior to the test; however, a preconditioning sequence that does not 
fully deplete the battery but consists of at least one HDTC is also acceptable if it results in equivalent pre-test UBE. 
(c) Following the preconditioning, 
soak the powertrain, including the battery and thermal management system, if any, at (20 to 30) °C for 12 to 
36 hours. Charge the powertrain for the duration of the soak period measuring the DC recharge energy, E
DCRC , and do 
not end the soak period prior to reaching full charge. Upon completion of the soak, install the powertrain, if not already installed, in the test cell and attach it to the dynamometer. The powertrain will be tested in a cold start condition for this test. Start the powertrain test no more than one hour after the powertrain is taken off charge. 
(d) Measure DC discharge energy, 
E
DCD, in Watt-hours and DC discharge 
current per hour, C D, for the entire 
Multicycle Test (MCT). The measurement points for the battery(ies) must capture all the current flowing into and out of the battery(ies) during powertrain operation, including current associated with regenerative braking. The equation for calculating powertrain E
DCDis given in Eq. 1037.552–1, 
however, it is expected that this calculation will typically be performed internally by the power analyzer specified in paragraph (a)(3)(i) of this section. Battery voltage measurements made by the powertrain’s own on-board sensors (such as those available via a diagnostic port) may be used for calculating E
DCDif these measurements 
are equivalent to those produced by applicable external measurement equipment, such as a power analyzer. 
Where: 
f = frequency of the current measurement in 
Hz. 
i = an indexing variable that represents one 
individual measurement. 
N = total number of measurements. 
V = battery DC bus voltage in volts. 
I = battery current in amps. 
(e) The MCT range test consists of 
four HDTCs, two LLCs, two SETs, and two constant speed cycles: CSC Mat the 
mid-test point and CSC Eat the end of 
test. 
(1) The test sequence follows: HDTC– 
HDTC–LLC–SET–CSC M–HDTC–HDTC– 
LLC–SET–CSC E. 
(2) The CSC is used to rapidly deplete 
battery energy, and consists of a steady- state speed schedule of 55 mi/hr or 90% of maximum sustainable speed if a powertrain cannot reach 55 mi/hr. When transitioning from the SET to CSC, smoothly accelerate to 55 mi/hr within 1 minute of the key switch being placed in the ‘‘on’’ position. Maintain powertrain speed to within ±1.0 mi/hr 
of the speed setpoint. 
(3) Use one of the following methods 
to determine the duration of CSC
M, 
tCSCM , prior to carrying out the test 
sequence: 
(i) DC recharge energy method. This 
method requires data from the recharge event preceding the test as described in paragraph (b) of this section or known UBE, cycle DC discharge energy, E
DCD[dutycycle] , and DC energy 
consumption rates, EC, measured either 
before or during the MCT. 
(A) If a reasonable estimate of the 
powertrain’s UBE is not available, determine UBE
estas follows: 
Where: 
Beff= estimated battery efficiency = 0.95. You 
may develop your own estimated battery efficiency. 
E
DCRC = DC recharge energy measured during 
the pre-test recharging event. If DC recharge energy is not available, use the AC recharge energy, E
ACRC , from the pre- 
test recharging event which includes the total AC energy supplied to the powertrain from the electrical grid, including all energy used to power charging equipment ( e.g., charger, 
electrical vehicle supply equipment, 12V battery charger, etc.), and define a suitable (lower) battery plus charger efficiency factor to calculate UBE
est. 
Example: 
EDCRC = 600000 W · hrs 
Beff= 0.95 
UBE est= 0.95 · 600000 = 570000 W · hrs 
(B) Determine length of CSC M, DCSCM , 
using the following equation: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00420 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.090</GPH> EP28MR22.091</GPH> EP28MR22.092</GPH>jspears on DSK121TN23PROD with PROPOSALS217833 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
Where: 
CSC Mfactor = multiplier intended to leave 10% 
of the total energy for CSC E= 0.9. You 
may choose a smaller factor, but target no more than 20% of the total energy for CSC
E. 
EDCDHDTC = discharge energy from HDTC #2 
of the MCT. EDCDLLC = discharge energy from LLC #1 of 
the MCT. 
EDCDSET = discharge energy from SET #1 of 
the MCT. 
ECCSC= DC energy consumption from the 
preconditioning run in paragraph (b) of this section. Example: 
EDCDHDTC = 25604 W · hr 
EDCDLLC = 37312 W · hr 
EDCDSET = 129009 W · hr 
ECCSC= 1380 W · hr/mi 
CSC Mfactor = 0.9 
(C) Determine tCSCM using the 
following equation: 
Where: vCSC= powertrain speed over the CSC = 55 
mi/hr. 
Example: 
(ii) Projected range method. Use this 
method if the DC cycle discharge energy and DC recharge energy are unknown. Determine CSC
Musing the powertrain’s 
projected range on the HDTC, LLC, SET, and CSC. 
(A) Using the powertrain’s projected 
range and distance on the duty cycle(s), determine D
CSCM as follows: 
Where: 
RCSCest = estimated range from the charge 
depleting test run in paragraph (e)(2) of this section. 
R
HDTCest = estimated range on repeat HDTC 
cycles determine in paragraph (k) of this 
section. 
RLLCest = estimated range on repeat LLC 
cycles determine in paragraph (k) of this section. 
R
SETest = estimated range on repeat SET 
cycles determine in paragraph (k) of this section. D
HDTC = scheduled driving distance of one 
HDTC = 6.75 miles. 
DLLC= scheduled driving distance of one 
LLC = 15.70 miles. 
DSET= scheduled driving distance of one SET 
= 35.47 miles. 
CSC Efactor = multiplier intended to leave 20% 
of the total energy for CSC E= 0.2. You 
may choose a smaller factor if your range estimates allow for accurate determination of the factor. Example: 
RCSCest = 413.0 miles 
RHDTCest = 180.3 miles 
RLLCest = 299.8 miles 
RSETest = 156.7 miles 
DHDTC = 6.75 miles 
DLLC= 15.70 miles 
DSET= 35.47 miles 
CSC Efactor = 0.2 
(B) Determine tCSCM using Eq. 
1037.552–4. 
Example: 
(4) Operate the powertrain over the 
test sequence described in Figure 1 of this section. Measure and report the total work, W
[cycle] , EDCD, and CDfrom 
each of the test intervals. During soaks, use test cell ventilation to maintain a powertrain soak temperature of (20 to 30) °C with the key or power switch in 
the ‘‘off’’ position and the brake pedal not depressed. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00421 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.093</GPH> EP28MR22.094</GPH> EP28MR22.095</GPH> EP28MR22.096</GPH> EP28MR22.097</GPH> EP28MR22.098</GPH>jspears on DSK121TN23PROD with PROPOSALS217834 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(f) The test is complete when the 
following end-of-test criteria during CSC
Ehave been met. 
(1) The test termination criterion for 
the full-depletion range and energy consumption test for powertrains capable of meeting the prescribed speed vs. time relationship of the applicable drive cycle follows: 
(i) The test is complete when the 
powertrain, due to power limitations, is incapable of maintaining ±1.0 mi/hr of 
the speed setpoint or the manufacturer determines that the test should be terminated for safety reasons ( e.g., 
excessively high battery temperature, abnormally low battery voltage, etc.). 
(ii) Immediately apply the brake and 
decelerate the powertrain to a stop within 15 seconds once the test termination criteria have been met. 
(2) The test termination criterion for 
the full-depletion range and energy consumption test for powertrains that are not capable of meeting the prescribed speed vs. time relationship of the applicable drive cycle for the initial phase of that cycle ( i.e., the phase that 
begins with the powertrain fully charged) and operated at maximum 
available power follows: 
(i) The test is complete when the 
powertrain, while operated at maximum available power or ‘‘full throttle’’, is unable to reproduce the best-effort speed vs. time relationship established by the powertrain in the first phase of the test. 
(ii) The best-effort trace drive 
tolerance are the speed requirements described in 40 CFR 1066.425(b)(1) and (2). 
(g) Place the powertrain on-charge 
within 3 hours of completing the MCT and charge the battery to full capacity to measure the total AC recharge energy, E
ACRC , and DC recharge current per 
hour, CRC. 
(1) Carryout recharging at the same 
nominal ambient temperature as the pre-test soak/charging period. 
(2) Established that the system is fully 
charged using the manufacturer’s recommended charging procedure and appropriate equipment. Use the powertrain charger if it came equipped with one. Otherwise, charge the powertrain using an external charger recommended by the powertrain 
manufacturer. If multiple charging power levels are available, recharge the powertrain at the power level recommended by the manufacturer. If the manufacturer does not specify a power level, recharging the system at the power level expected to be most widely used by end users. Use this power level for all pre- and post-test recharging events. 
(3) Measure all AC energy supplied to 
the powertrain from the electrical grid, including all energy used to power charging equipment ( e.g., charger, 
electrical vehicle supply equipment, 12V battery charger, etc.). 
(4) Determine E
ACin Watt-hours and 
CCin amp hours, using the instruments 
specified in paragraph (a)(3) of this section, for powertrains that require less than 12 hours to reach full charge by measuring the E
ACand CCfor a 12 hour 
period following the connection of the powertrain to the electrical vehicle supply equipment. 
(5) Collect data for powertrains 
requiring more than 12 hours to reach full charge, until full charge is achieved. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00422 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.099</GPH>jspears on DSK121TN23PROD with PROPOSALS217835 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
Note that the 12 hour minimum data 
collection period is intended to better replicate expected in-use charging practices ( i.e., overnight charging) and 
to provide a standard time period that can be used quantify any ancillary recharging loads, such as those resulting from battery thermal conditioning. 
(6) Charge recovery is used to evaluate 
the equivalence of the pre- and post-test charge. Since the net amp-hours required to return the battery to a full charge during the post MCT recharging event in paragraph (g)(1) of this section must be greater than or equal to net amp hours discharged by the battery during the MCT, the charge recovery ratio should be ≥1 for most battery types. 
Since the determination of full charge verification must also take into account error in the associated measurement devices, the pre- and post-test charge events can be considered equivalent if the charge recovery is greater than 0.97. Verify the charge recovery, CR, of the 
post-test battery charge as follows: 
Where: 
CDCRC = total post-MCT DC recharge current 
per hour. 
CDCD= total DC discharge current per hour 
during the MCT. 
Example: 
CDCRC = 1425.0 amp · hrs 
CDCD= 1452.1 amp · hrs 
(h) The UBE is defined as the total DC 
discharge energy, EDCDtotal , measured in 
DC Watt hours, over the MCT as determined as described in paragraph (d) of this section. The UBE represents the total deliverable energy the battery is capable of providing while a powertrain is following a duty cycle on a dynamometer. Determine a declared 
UBE that is at or below the corresponding value determined in paragraph (d) of this section, including those from redundant measurements. 
This declared UBE serves as the initial UBE that must be submitted under § 1037.205(q)(2). 
(i) [Reserved] (j) Determine the transient cycle 
conversion factor, CF
BEV, in hp · hr/ 
mile. This represents the average work performed over the test interval for use in the credit calculation for battery electric vehicles in § 1037.616. 
Where: 
WHDTC2 = total (integrated) work generated 
over the second HDTC test interval in the MTC. 
d = duty-cycle distance for engines subject to 
compression-ignition standards from the CF determination for the emission credit 
calculation in 40 CFR 1036.705 = 6.5 miles. 
Example: 
WHDTC2 = 32.62 hp · hr 
d = 6.5 miles 
(k) If you use the projected range 
option for determining the duration of CSC
M, tCSCM , in paragraph (e)(3)(ii) of 
this section, determine the total range and energy consumption for a BEV over the HDTC, LLC, and SET when operated on a dynamometer over repeats of a respective duty-cycle. This is a single cycle test (SCT) where the powertrain is 
driven until the useable energy content of the powertrain’s battery is fully depleted. The intent of this section is to provide a standard powertrain procedure for testing BEVs so that their performances can be compared when operated over the certification duty cycles. Measure C
Das described in 
paragraph (d) of this section during the entire dynamometer test procedure (duty cycles and soaks) in order to validate the equivalence of the pre- and post-test charge. 
(1) Precondition and soak the 
powertrain prior to testing as described in paragraphs (b) and (c) of this section. 
(2) Operate the powertrain over one of 
the following drive cycles: 
(i) HDTC. (ii) LLC. (iii) SET. (3) Operate the powertrain over one of 
the duty-cycles described in paragraph (k)(2) of this section using the following soak times between each duty-cycle; soak the powertrain as described in 
paragraph (e)(4) of this section: 
(i) HDTC. 10 to 30 minutes between 
each duty-cycle. 
(ii) LLC. A 15 second key on pause. 
(iii) SET. A 15 second key on pause. (4) Repeat testing over the duty cycle 
until the end-of-test criteria in paragraph (f) of this section have been met. You may specify other earlier test termination criterion, for example, to prevent battery damage. In this case, you may specify a battery characteristic such as terminal voltage under load to be the test termination criterion. 
(5) Place the powertrain on-charge 
within 3 hours of completing the SCT and charge the battery to full capacity as described in paragraph (g) of this section. 
(6) The range for an SCT, R
[cycle] , is 
defined as the total test distance driven in miles from the beginning of the test until the point where the powertrain reaches zero speed after satisfying the end-of-test criteria. 
■116. Add § 1037.554 to subpart F read 
as follows: 
§ 1037.554 Multicycle powertrain test for 
fuel cell vehicles. 
This section describes a procedure to 
measure work produced over the heavy- duty transient cycle (HDTC) and fuel cell voltage (FCV) of a powertrain that 
propels a fuel cell vehicle. Work produced over the HDTC and FCV are part of demonstrating compliance with criteria pollutant standards under § 1037.102 if you choose to generate NO
Xemission credits under this part. 
This test procedure is one option for generating work produced over the HDTC and FCV. You may ask to use alternative test methods to demonstrate compliance with the standards. 
(a) The following provisions apply 
broadly for testing under this section: 
(1) The procedures of 40 CFR part 
1065 apply for testing in this section except as specified. This section uses engine parameters and variables that are consistent with 40 CFR part 1065. 
(2) For powertrains that propel a fuel 
cell vehicle, follow the procedures of 40 CFR 1036.505, 1036.510, and 1036.512 for testing the respective duty-cycles in this section except as specified. 
(3) Use the instruments in 
§ 1037.552(a)(3)(i) and (ii) for determination of the required voltages and currents during testing and install these on the powertrain to measure these values during testing. 
(4) Stabilize powertrains tested under 
this section by following manufacturer recommendations. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00423 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.100</GPH> EP28MR22.101</GPH> EP28MR22.102</GPH> EP28MR22.103</GPH>jspears on DSK121TN23PROD with PROPOSALS217836 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(i) For determining the initial mean 
fuel cell voltage, FCV, test a powertrain 
that has accumulated a minimum of 1000 miles, but no more than 6200 miles using a manufacturer defined durability driving schedule. 
(ii) For determining aged FCV, test a 
powertrain that has accumulated targeted aged miles. 
(b) Operate the powertrain over the 
SET, FTP, and LLC as defined in 40 CFR 1036.505, 1036.510(a)(2), and 1036.512, while measuring FCV and fuel cell 
current (FCC) upstream of any RESS, if present. (c) Determine FCV, by taking the 
mean of the FCV when the FCC is 
between 55% and 65% of rated stack current, using the data collected in paragraph (b) of this section. Determine a declared that is at or below the corresponding value determined in this paragraph (c). This declared serves as the FCV that must be submitted under § 1037.205(q)(2). 
(d) Determine the transient cycle 
conversion factor, CF
FCEV, in 
hp · hr/mile. This represents the average work performed over the test interval for use in the credit calculation for fuel cell vehicles in § 1037.616. 
Where: 
WHDTC = total (integrated) work generated 
over the hot-start HDTC test interval from the FTP test. 
D = duty-cycle distance for engine subject to 
compression-ignition standards from the CF determination for the emission credit 
calculation in 40 CFR 1036.705 = 6.5 miles. 
Example: 
WHDTC = 31.71 hp · hr 
D = 6.5 miles 
■117. Amend § 1037.555 by revising 
paragraph (g) to read as follows: 
§ 1037.555 Special procedures for testing 
Phase 1 hybrid systems. 
* * * * * 
(g) The driver model should be 
designed to follow the cycle as closely as possible and must meet the requirements of § 1037.510 for steady- state testing and 40 CFR 1066.425 for transient testing. The driver model should be designed so that the brake and throttle are not applied at the same time. 
* * * * * 
■118. Amend § 1037.601 by revising 
paragraph (a)(1) to read as follows: 
§ 1037.601 General compliance provisions. 
(a) * * * 
(1) Except as specifically allowed by 
this part or 40 CFR part 1068, it is a violation of 40 CFR 1068.101(a)(1) to introduce into U.S. commerce a tractor or vocational vehicle that is not certified to the applicable requirements of this part. Similarly, it is a violation of 40 CFR 1068.101(a)(1) to introduce into U.S. commerce a tractor or vocational vehicle containing an engine that is not certified to the applicable requirements of 40 CFR part 86 or 1036. Further, it is a violation to introduce into U.S. commerce a Phase 1 tractor containing an engine not certified for use in tractors; or to introduce into U.S. commerce a vocational vehicle containing a Light HDE or Medium HDE not certified for use in vocational vehicles. These prohibitions apply especially to the vehicle manufacturer. Note that this paragraph (a)(1) allows the use of Heavy heavy-duty tractor engines in vocational vehicles. 
* * * * * ■119. Amend § 1037.605 by revising 
paragraphs (a) introductory text and (a)(4) to read as follows: 
§ 1037.605 Installing engines certified to 
alternate standards for specialty vehicles. 
(a) General provisions. This section 
allows vehicle manufacturers to introduce into U.S. commerce certain new motor vehicles using engines certified to alternate emission standards specified in 40 CFR 1036.605 for motor vehicle engines used in specialty vehicles. You may not install an engine certified to these alternate standards if there is an engine certified to the full set of requirements of 40 CFR part 1036 that has the appropriate physical and performance characteristics to power the vehicle. Note that, although these alternate emission standards are mostly equivalent to standards that apply for nonroad engines under 40 CFR part 1039 or 1048, they are specific to motor vehicle engines. The provisions of this section apply for the following types of specialty vehicles: 
* * * * * 
(4) Through model year 2027, vehicles 
with a hybrid powertrain in which the engine provides energy only for the Rechargeable Energy Storage System. 
* * * * * 
■120. Amend § 1037.615 by revising 
paragraph (f) to read as follows: 
§ 1037.615 Advanced technologies. 
* * * * * 
(f) For electric vehicles and for fuel 
cells powered by hydrogen, calculate CO
2credits using an FEL of 0 g/ton- 
mile. Note that these vehicles are subject to compression-ignition standards for CO
2. 
* * * * * ■121. Add § 1037.616 to subpart G to 
read as follows: 
§ 1037.616 NO Xcredits for electric 
vehicles and fuel cell vehicles. 
Starting in model year 2024, electric 
vehicles and fuel cell vehicles may generate NO
Xcredits for certifying 
heavy-duty engines under 40 CFR part 1036 as follows: 
(a) Calculate NO
Xcredits as described 
in 40 CFR 1036.705 based on the following values: 
(1) Select a useful life value as 
specified in § 1037.102(b). 
(2) Select the family emission limit 
that represents the NO
Xemission 
standards that the vehicle will meet throughout the vehicle’s useful life. 
(3) Use the NO
Xemission standard 
that applies as specified in § 1037.102(b) for engines tested over the FTP duty cycle corresponding to the vehicle’s model year. 
(4) For ‘‘volume’’, use the number of 
vehicles generating emission credits within each averaging set specified in § 1037.740 during the model year. 
(5) Determine conversion factors, CF, 
in hp · hr/mile using the procedures specified in §§ 1037.552 and 1037.554. 
(b) You may use NO
Xcredits 
generated under this section as specified in 40 CFR 1036.741. 
■122. Amend § 1037.635 by revising 
paragraph (b)(2) to read as follows: 
§ 1037.635 Glider kits and glider vehicles. 
* * * * * 
(b) * * * 
(2) The engine must meet the criteria 
pollutant standards of 40 CFR part 86 or 40 CFR part 1036 that apply for the engine model year corresponding to the vehicle’s date of manufacture. 
* * * * * 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00424 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.104</GPH> EP28MR22.105</GPH>jspears on DSK121TN23PROD with PROPOSALS217837 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■123. Amend § 1037.705 by revising 
paragraph (b) to read as follows: 
§ 1037.705 Generating and calculating 
emission credits. 
* * * * * 
(b) For each participating family or 
subfamily, calculate positive or negative emission credits relative to the otherwise applicable emission standard. Calculate positive emission credits for a family or subfamily that has an FEL below the standard. Calculate negative emission credits for a family or subfamily that has an FEL above the standard. Sum your positive and negative credits for the model year before rounding. Round the sum of emission credits to the nearest megagram (Mg), using consistent units with the following equation: 
Emission credits (Mg) = ( Std¥FEL) · PL 
· Volume · UL · 10
¥6 
Where: 
Std = the emission standard associated with 
the specific regulatory subcategory (g/ton-mile). 
FEL = the family emission limit for the 
vehicle subfamily (g/ton-mile). 
PL = standard payload, in tons. 
Volume = U.S.-directed production volume 
of the vehicle subfamily. For example, if you produce three configurations with the same FEL, the subfamily production volume would be the sum of the production volumes for these three configurations. 
UL = useful life of the vehicle, in miles, as 
described in §§ 1037.105 and 1037.106. Use 250,000 miles for trailers. 
* * * * * 
■124. Amend § 1037.725 by revising 
the section heading to read as follows: 
§ 1037.725 Required information for 
certification. 
* * * * * 
■125. Amend § 1037.730 by revising 
paragraphs (a), (b) introductory text, (c), and (f) to read as follows: 
§ 1037.730 ABT reports. 
(a) If you certify any vehicle families 
using the ABT provisions of this subpart, send us a final report by September 30 following the end of the model year. 
(b) Your report must include the 
following information for each vehicle family participating in the ABT program: 
* * * * * 
(c) Your report must include the 
following additional information: 
(1) Show that your net balance of 
emission credits from all your participating vehicle families in each averaging set in the applicable model year is not negative, except as allowed under § 1037.745. Your credit tracking must account for the limitation on credit 
life under § 1037.740(c). 
(2) State whether you will retain any 
emission credits for banking. If you choose to retire emission credits that would otherwise be eligible for banking, identify the families that generated the emission credits, including the number of emission credits from each family. 
(3) State that the report’s contents are 
accurate. 
(4) Identify the technologies that make 
up the certified configuration associated with each vehicle identification number. You may identify this as a range of identification numbers for vehicles involving a single, identical certified configuration. 
* * * * * 
(f) Correct errors in your report as 
follows: 
(1) If you or we determine by 
September 30 after the end of the model year that errors mistakenly decreased your balance of emission credits, you may correct the errors and recalculate the balance of emission credits. You may not make these corrections for errors that are determined later than September 30 after the end of the model year. If you report a negative balance of emission credits, we may disallow corrections under this paragraph (f)(1). 
(2) If you or we determine any time 
that errors mistakenly increased your balance of emission credits, you must correct the errors and recalculate the balance of emission credits. 
■126. Amend § 1037.735 by revising 
paragraph (b) to read as follows: 
§ 1037.735 Recordkeeping. 
* * * * * 
(b) Keep the records required by this 
section for at least eight years after the due date for the final report. You may not use emission credits for any vehicles if you do not keep all the records required under this section. You must therefore keep these records to continue to bank valid credits. 
* * * * * 
■127. Amend § 1037.740 by revising 
paragraph (b) to read as follows: 
§ 1037.740 Restrictions for using emission 
credits. 
* * * * * 
(b) Credits from hybrid vehicles and 
other advanced technologies. The following provisions apply for credits you generate under § 1037.615. 
(1) Credits generated from Phase 1 
vehicles may be used for any of the averaging sets identified in paragraph (a) of this section; you may also use those credits to demonstrate compliance with the CO2 emission standards in 40 CFR 86.1819 and 40 CFR part 1036. Similarly, you may use Phase 1 
advanced-technology credits generated under 40 CFR 86.1819–14(k)(7) or 40 CFR 1036.615 to demonstrate compliance with the CO2 standards in this part. The maximum amount of advanced-technology credits generated from Phase 1 vehicles that you may bring into each of the following service class groups is 60,000 Mg per model year: 
(i) Spark-ignition HDE, Light HDE, 
and Light HDV. This group comprises the averaging set listed in paragraph (a)(1) of this section and the averaging set listed in 40 CFR 1036.740(a)(1) and (2). 
(ii) Medium HDE and Medium HDV. 
This group comprises the averaging sets listed in paragraph (a)(2) of this section and 40 CFR 1036.740(a)(3). 
(iii) Heavy HDE and Heavy HDV. This 
group comprises the averaging sets listed in paragraph (a)(3) of this section and 40 CFR 1036.740(a)(4). 
(iv) This paragraph (b)(1) does not 
limit the advanced-technology credits that can be used within a service class group if they were generated in that same service class group. 
(2) Credits generated from Phase 2 
vehicles are subject to all the averaging- set restrictions that apply to other emission credits. 
* * * * * 
■128. Amend § 1037.801 by: 
■a. Adding definitions for ‘‘Charge- 
depleting’’, and ‘‘Charge-sustaining’’ in alphabetical order. 
■b. Revising the definitions of 
‘‘Designated Compliance Officer’’. 
■c. Adding a definition for ‘‘Emission- 
related component’’ in alphabetical order. 
■d. Revising the definitions for ‘‘Low 
rolling resistance tire’’, ‘‘Neutral coasting’’, ‘‘Rechargeable Energy Storage System (RESS)’’, and ‘‘Tire rolling resistance level (TRRL)’’. 
The additions and revisions read as 
follows: 
§ 1037.801 Definitions. 
* * * * * 
Charge-depleting has the meaning 
given in 40 CFR 1066.1001. 
Charge-sustaining has the meaning 
given in 40 CFR 1066.1001. 
* * * * * 
Designated Compliance Officer means 
one of the following: 
(1) For compression-ignition engines, 
Designated Compliance Officer means 
Director, Diesel Engine Compliance Center, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; complianceinfo@
epa.gov ; www.epa.gov/ve-certification . 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00425 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217838 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(2) For spark-ignition engines, 
Designated Compliance Officer means 
Director, Gasoline Engine Compliance Center, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; complianceinfo@
epa.gov ; www.epa.gov/ve-certification . 
* * * * * 
Emission-related component has the 
meaning given in 40 CFR part 1068, appendix A. 
* * * * * 
Low rolling resistance tire means a tire 
on a vocational vehicle with a TRRL at or below of 7.7 N/kN, a steer tire on a tractor with a TRRL at or below 7.7 N/ kN, a drive tire on a tractor with a TRRL at or below 8.1 N/kN, a tire on a non- box trailer with a TRRL at or below of 
6.5 N/kN, or a tire on a box van with a TRRL at or below of 6.0 N/kN. 
* * * * * 
Neutral coasting means a vehicle 
technology that automatically puts the transmission in neutral when the vehicle has minimal power demand while in motion, such as driving downhill. 
* * * * * Rechargeable Energy Storage System 
(RESS) has the meaning given in 40 CFR 
1065.1001. 
* * * * * 
Tire rolling resistance level (TRRL) 
means a value with units of N/kN that represents the rolling resistance of a tire configuration. TRRLs are used as modeling inputs under §§ 1037.515 and 1037.520. Note that a manufacturer may use the measured value for a tire 
configuration’s coefficient of rolling 
resistance, or assign some higher value. 
* * * * * 
■129. Amend § 1037.805 by revising 
paragraphs (a), (b), (d), (e), and (g) to read as follows: 
§ 1037.805 Symbols, abbreviations, and 
acronyms. 
* * * * * 
(a) Symbols for chemical species. This 
part uses the following symbols for chemical species and exhaust constituents: TABLE 1 TOPARAGRAPH (a) OF 
§ 1037.805—S YMBOLS FOR CHEM-
ICAL SPECIES AND EXHAUST CON-
STITUENTS  
Symbol Species 
C .................... carbon. 
CH4................ methane. 
CO ................. carbon monoxide. 
CO 2................ carbon dioxide. 
H2O ................ water. 
HC ................. hydrocarbon. 
NMHC ............ nonmethane hydrocarbon. 
NMHCE ......... nonmethane hydrocarbon 
equivalent. 
NO ................. nitric oxide. 
NO 2................ nitrogen dioxide. 
NO X............... oxides of nitrogen. 
N2O ................ nitrous oxide. 
PM ................. particulate matter. 
THC ............... total hydrocarbon. 
THCE ............. total hydrocarbon equivalent. 
(b) Symbols for quantities. This part 
1037 uses the following symbols and units of measure for various quantities: 
TABLE 2 TOPARAGRAPH (b) OF§ 1037.805—S YMBOLS FOR QUANTITIES  
Symbol Quantity Unit Unit symbol Unit in terms of SI 
base units 
A................... vehicle frictional load ............................. pound force or newton .......................... lbf or N . ..................... kg·m·s-2. 
a................... axle position regression coefficient.
a................... atomic hydrogen-to-carbon ratio ........... mole per mole ........................................ mol/mol ...... ................ 1. 
a................... axle position regression coefficient.
a0................. intercept of air speed correction.
a1................. slope of air speed correction.
ag................. acceleration of Earth’s gravity ............... meters per second squared .................. m/s2........................... m·s-2. 
a0................. intercept of least squares regression.
a1................. slope of least squares regression.
B................... vehicle load from drag and rolling re-
sistance.pound force per mile per hour or new-
ton second per meter.lbf/(mi/hr) or N·s/m .... kg·s-1. 
b................... axle position regression coefficient.
b................... atomic oxygen-to-carbon ratio ............... mole per mole ........................................ mol/mol .... .................. 1. 
b................... axle position regression coefficient.
b0................. intercept of air direction correction.
b1................. slope of air direction correction.
Beff............... estimated battery efficiency.
C.................. vehicle-specific aerodynamic effects ..... pound force per mile per hour squared 
or newton-second squared per meter squared.lbf/mph
2or N·s2/m2... kg·m-1. 
C.................. current of one ampere flowing for one 
hour.ampere per hour .................................... kA·hr .......................... 3.6 kA·s. 
c................... axle position regression coefficient.
ci................... axle test regression coefficients.
Ci.................. constant.
DCdA............ differential drag area ............................. meter squared ....................................... m2.............................. m2. 
CdA.............. drag area ............................................... meter squared ....................................... m2.............................. m2. 
Cd................. drag coefficient.
CF................ correction factor.
CF................ conversion factor.
CR................ charge recovery.
Crr................. coefficient of rolling resistance .............. newton per kilonewton ........................... N/kN ........... ............... 10-3. 
D.................. distance ................................................. miles or meters ..................................... . mi or m ...................... m. 
E................... energy .................................................... kilowatt-hour ..................................... ..... kW·hr ......................... 3.6·m2·kg·s-1. 
e................... mass-weighted emission result ............. grams per ton-mile ................................ g/ton-mi ........ ............. g/kg-km. 
EC................ energy consumption .............................. kilowatt-hour per mile ............................ kW·hr/mi ..... ............... 3.6·m2·kg·s-1·mi-1. 
Eff................. efficiency.
F................... adjustment factor.
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00426 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217839 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 2 TOPARAGRAPH (b) OF§ 1037.805—S YMBOLS FOR QUANTITIES —Continued 
Symbol Quantity Unit Unit symbol Unit in terms of SI 
base units 
F................... force ....................................................... pound force or newton .......................... l bf or N ...................... kg·m·s-2. 
fn.................. angular speed (shaft) ............................ revolutions per minute ........................... r/min ...... .................... π·30·s-1. 
G.................. road grade ............................................. percent ............................................... .... % ............................... 10-2. 
g................... gravitational acceleration ....................... meters per second squared .................. m/s2 ............ ............... m·s-2. 
h................... elevation or height ................................. meters .................................................. .. m ............................... m. 
I.................... current .................................................... amphere ......................................... ........ A ................................ A. 
i.................... indexing variable.
ka.................. drive axle ratio ....................................... ...................................................... .......... .................................... 1. 
kd.................. transmission gear ratio.
ktopgear .......... highest available transmission gear.
L................... load over axle ........................................ pound force or newton .......................... lbf or N ...................... kg·m·s-2. 
m.................. mass ...................................................... pound mass or kilogram ........................ lbm o r kg ................... kg. 
M.................. molar mass ............................................ gram per mole ....................................... g/m ol .......................... 10–3·kg·mol-1. 
M.................. total number in series.
M.................. vehicle mass .......................................... kilogram ............................................... .. kg ............................... kg. 
Me................ vehicle effective mass ........................... kilogram ................................................. kg ... ............................ kg. 
Mrotating ......... inertial mass of rotating components .... kilogram ................................................. kg ................... ............ kg. 
N.................. total number in series.
n................... number of tires.
n˙................... amount of substance rate ...................... mole per second .................................... mol/s ...... .................... mol·s-1. 
Q .................. total number in series.
P................... power ..................................................... kilowatt .......................................... ......... kW ............................. 103·m2·kg·s-3. 
p................... pressure ................................................. pascal ............................................. ....... Pa .............................. kg·m-1·s-2. 
r................... mass density .......................................... kilogram per cubic meter ....................... kg/m3......................... kg·m-3. 
PL................. payload .................................................. tons ................................................. ....... ton ............................. kg. 
j................... direction ................................................. degrees ........................................... ....... °................................. °. 
Y.................. direction ................................................. degrees ............................................ ...... °................................. °. 
R.................. range ...................................................... miles or meters ................................... ... mi or m ...................... m. 
r.................... tire radius ............................................... meter ............................................ .......... m ............................... m. 
r2.................. coefficient of determination.
Re#............... Reynolds number.
SEE .............. standard error of the estimate.
s................... standard deviation.
TRPM ........... tire revolutions per mile ......................... revolutions per mile ............................... r/mi.
TRRL ............ tire rolling resistance level ..................... newton per kilonewton ........................... N/kN ............. ............. 10-3. 
T................... absolute temperature ............................. kelvin ..................................................... . K ................................ K. 
T................... Celsius temperature .............................. degree Celsius ....................................... °C .............................. K ¥273.15. 
T................... torque (moment of force) ....................... newton meter ......................................... N·m ..... ....................... m2·kg·s-2. 
t.................... time ........................................................ hour or second ................................. ..... hr or s ........................ s. 
Dt.................. time interval, period, 1/frequency .......... second ................................................... s ....... .......................... s. 
UBE .............. useable battery energy .......................... watt-hour ................................................ W·hr .... ....................... 3600·m2·kg·s-1. 
UF................ utility factor.
V................... voltage ................................................... volts ............................................. .......... V ................................ kg·m2·s¥3·A¥1. 
v................... speed ..................................................... miles per hour or meters per second .... mi/hr or m/ s ............... m·s-1. 
w.................. weighting factor.
w.................. wind speed ............................................ miles per hour ........................................ m i/hr .......................... m·s-1. 
W.................. work ....................................................... kilowatt-hour ..................................... ..... kW·hr ......................... 3.6·m2·kg·s-1. 
wC................ carbon mass fraction ............................. Gram per gram ...................................... g/g ........ ..................... 1. 
WR ............... weight reduction .................................... pound mass ........................................... lbm .... ......................... kg. 
x................... amount of substance mole fraction ....... mole per mole ........................................ mol/mol ........ .............. 1. 
* * * * * (d) Subscripts. This part uses the 
following subscripts for modifying quantity symbols: 
TABLE 4 TOPARAGRAPH (d) OF§ 1037.805—S UBSCRIPTS  
Subscript Meaning 
±6 .............................................................................................................................. ±6° yaw angle sweep. 
A .............................................................................................................................. .. A speed. 
AC ............................................................................................................................. alternating current. 
ACRC ........................................................................................................................ alt ernating current recharge. 
air ............................................................................................................................ .. air. 
aero ........................................................................................................................... aerodynamic. 
alt ............................................................................................................................ .. alternative. 
act ............................................................................................................................ . actual or measured condition. 
air ............................................................................................................................ .. air. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00427 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217840 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 4 TOPARAGRAPH (d) OF§ 1037.805—S UBSCRIPTS —Continued 
Subscript Meaning 
axle ........................................................................................................................... axle. 
B .............................................................................................................................. .. B speed. 
BEV ........................................................................................................................... b attery electric vehicle. 
brake ......................................................................................................................... b rake. 
C .............................................................................................................................. . C speed. 
Ccombdry .................................................................................................................. carbo n from fuel per mole of dry exhaust. 
CD ............................................................................................................................. charge-depleting. 
circuit ........................................................................................................................ . circuit. 
CO2DEF ................................................................................................................... CO 2resulting from diesel exhaust fluid decomposition. 
CO2PTO ................................................................................................................... CO 2emissions for PTO cycle. 
coastdown ................................................................................................................. coast down. 
comp ......................................................................................................................... co mposite. 
CS ............................................................................................................................. charge-sustaining. 
CSC .......................................................................................................................... co nstant-speed cycle. 
CSCM ....................................................................................................................... cons tant-speed cycle midpoint. 
cycle .......................................................................................................................... test cycle. 
D .............................................................................................................................. . distance. 
DC ............................................................................................................................. direct current. 
DCD .......................................................................................................................... di rect current discharge. 
DCRC ........................................................................................................................ dir ect current recharge. 
drive .......................................................................................................................... drive axle. 
drive-idle ................................................................................................................... id le with the transmission in drive. 
driver ......................................................................................................................... driver. 
dyno .......................................................................................................................... d ynamometer. 
E .............................................................................................................................. .. end-of-test. 
effective ..................................................................................................................... e ffective. 
end ............................................................................................................................ end. 
eng ............................................................................................................................ engine. 
factor ......................................................................................................................... factor. 
FCEV ........................................................................................................................ fue l cell electric vehicle. 
est ............................................................................................................................ . estimate. 
event ......................................................................................................................... e vent. 
FTP ........................................................................................................................... F ederal Test Procedure. 
fuel ........................................................................................................................... . fuel. 
full ........................................................................................................................... .. full. 
grade ......................................................................................................................... g rade. 
H2Oexhaustdry ......................................................................................................... H 2O in exhaust per mole of exhaust. 
HDTC ........................................................................................................................ Hea vy-Duty Transient Cycle. 
hi ............................................................................................................................. .. high. 
i .............................................................................................................................. ... an individual of a series. 
idle ........................................................................................................................... . idle. 
in ............................................................................................................................. .. inlet. 
inc ............................................................................................................................ . increment. 
j .............................................................................................................................. ... an individual of a series. 
k .............................................................................................................................. .. an individual of a series. 
LLC ........................................................................................................................... L ow Load Cycle. 
lo ............................................................................................................................. .. low. 
loss ........................................................................................................................... . loss. 
M .............................................................................................................................. . midpoint. 
max ........................................................................................................................... m aximum. 
meas ......................................................................................................................... me asured quantity. 
med ........................................................................................................................... m edian. 
min ............................................................................................................................ minimum. 
moving ...................................................................................................................... mov ing. 
out ............................................................................................................................ . outlet. 
P .............................................................................................................................. .. power. 
pair ........................................................................................................................... . pair of speed segments. 
parked-idle ................................................................................................................ idle  with the transmission in park. 
partial ........................................................................................................................ partial. 
ploss .......................................................................................................................... power loss. 
plug-in ....................................................................................................................... p lug-in hybrid electric vehicle. 
powertrain ................................................................................................................. powe rtrain. 
PTO ........................................................................................................................... p ower take-off. 
R .............................................................................................................................. . range. 
rated .......................................................................................................................... rated speed. 
RC ............................................................................................................................. recharge. 
record ........................................................................................................................ r ecord. 
ref ............................................................................................................................ .. reference quantity. 
RL ............................................................................................................................. road load. 
rotating ...................................................................................................................... r otating. 
seg ............................................................................................................................ segment. 
SET ........................................................................................................................... S upplemental Emission Test. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00428 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217841 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 4 TOPARAGRAPH (d) OF§ 1037.805—S UBSCRIPTS —Continued 
Subscript Meaning 
speed ........................................................................................................................ sp eed. 
spin ........................................................................................................................... axle spin loss. 
start .......................................................................................................................... . start. 
steer .......................................................................................................................... steer axle. 
t .............................................................................................................................. ... tire. 
test ........................................................................................................................... . test. 
th ............................................................................................................................. .. theoretical. 
total .......................................................................................................................... . total. 
trac ........................................................................................................................... . traction. 
trac10 ........................................................................................................................ t raction force at 10 mi/hr. 
trailer ........................................................................................................................ . trailer axle. 
transient .................................................................................................................... tr ansient. 
TRR ........................................................................................................................... t ire rolling resistance. 
UF ............................................................................................................................. utility factor. 
urea ........................................................................................................................... urea. 
veh ............................................................................................................................ vehicle. 
w .............................................................................................................................. . wind. 
wa ............................................................................................................................. wind average. 
yaw ............................................................................................................................ yaw angle. 
ys ............................................................................................................................. . yaw sweep. 
zero ........................................................................................................................... zero quantity. 
(e) Other acronyms and abbreviations. 
This part uses the following additional abbreviations and acronyms: 
TABLE 5 TOPARAGRAPH (e) OF§ 1037.805—O THER ACRONYMS AND ABBREVIATIONS  
Acronym Meaning 
ABT ........................................................................................................................... a veraging, banking, and trading. 
AC ............................................................................................................................. alternating current. 
AECD ........................................................................................................................ aux iliary emission control device. 
AES ........................................................................................................................... a utomatic engine shutdown. 
APU ........................................................................................................................... a uxiliary power unit. 
CD ............................................................................................................................. charge-depleting. 
CFD ........................................................................................................................... c omputational fluid dynamics. 
CFR ........................................................................................................................... C ode of Federal Regulations. 
CITT .......................................................................................................................... c urb idle transmission torque. 
CS ............................................................................................................................. charge-sustaining. 
CSC .......................................................................................................................... co nstant-speed cycle. 
DC ............................................................................................................................. direct current. 
DOT .......................................................................................................................... De partment of Transportation. 
ECM .......................................................................................................................... el ectronic control module. 
EPA ........................................................................................................................... E nvironmental Protection Agency. 
FCC ........................................................................................................................... f uel cell current. 
FCV ........................................................................................................................... f uel cell voltage. 
FE ............................................................................................................................. fuel economy. 
FEL ........................................................................................................................... F amily Emission Limit. 
FTP ........................................................................................................................... F ederal Test Procedure. 
GAWR ....................................................................................................................... gros s axle weight rating. 
GCWR ....................................................................................................................... gros s combination weight rating. 
GEM .......................................................................................................................... gr eenhouse gas emission model. 
GVWR ....................................................................................................................... gros s vehicle weight rating. 
HDTC ........................................................................................................................ Hea vy-Duty Transient Cycle. 
Heavy HDE ............................................................................................................... heavy h eavy-duty engine (see 40 CFR 1036.140). 
Heavy HDV ............................................................................................................... heavy h eavy-duty vehicle (see § 1037.140). 
HVAC ........................................................................................................................ hea ting, ventilating, and air conditioning. 
ISO ............................................................................................................................ International Organization for Standardization. 
Light HDE ................................................................................................................. light  heavy-duty engine (see 40 CFR 1036.140). 
Light HDV ................................................................................................................. light  heavy-duty vehicle (see § 1037.140). 
LLC ........................................................................................................................... L ow Load Cycle. 
MCT .......................................................................................................................... Mu lticycle Test. 
Medium HDE ............................................................................................................ medium he avy-duty engine (see 40 CFR 1036.140). 
Medium HDV ............................................................................................................ medium he avy-duty vehicle (see § 1037.140). 
NARA ........................................................................................................................ Nat ional Archives and Records Administration. 
NHTSA ...................................................................................................................... Nati onal Highway Transportation Safety Administration. 
PHEV ........................................................................................................................ plu g-in hybrid electric vehicle. 
PTO ........................................................................................................................... p ower take-off. 
RESS ........................................................................................................................ rec hargeable energy storage system. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00429 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217842 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 5 TOPARAGRAPH (e) OF§ 1037.805—O THER ACRONYMS AND ABBREVIATIONS —Continued 
Acronym Meaning 
SAE ........................................................................................................................... S AE International. 
SCT ........................................................................................................................... s ingle cycle test. 
SEE ........................................................................................................................... s tandard error of the estimate. 
SET ........................................................................................................................... S upplemental Emission Test. 
SKU ........................................................................................................................... s tock-keeping unit. 
Spark-ignition HDE ................................................................................................... spark-igni tion heavy-duty engine (see 40 CFR 1036.140). 
TRPM ........................................................................................................................ tir e revolutions per mile. 
TRRL ......................................................................................................................... ti re rolling resistance level. 
UBE ........................................................................................................................... u seable battery energy. 
U.S.C ........................................................................................................................ Un ited States Code. 
VSL ........................................................................................................................... v ehicle speed limiter. 
* * * * * 
(g) Prefixes. This part uses the 
following prefixes to define a quantity: 
TABLE 7 TOPARAGRAPH (g) OF 
§ 1037.805—P REFIXES  
Symbol Quantity Value 
μ................... micro ............ 10-6 
m .................. milli ............... 10-3 
c ................... centi ............. 10-2 
k ................... kilo ............... 103 
M .................. mega ............ 106 
■130. Amend § 1037.810 by revising 
paragraphs (a) and (e) and adding paragraph (f) to read as follows: 
§ 1037.810 Incorporation by reference. 
(a) Certain material is incorporated by 
reference into this part with the approval of the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, the Environmental Protection Agency (EPA) must publish a document in the Federal Register and 
the material must be available to the public. All approved material is available for inspection at the EPA and at the National Archives and Records Administration (NARA). Contact EPA at: U.S. EPA, Air and Radiation Docket and Information Center, 1301 Constitution Ave. NW, Room B102, EPA West Building, Washington, DC 20460, www.epa.gov/dockets , (202) 202–1744. 
For information on the availability of this material at NARA, email: fr.inspection@nara.gov , or go to: 
www.archives.gov/federal-register/cfr/ ibr-locations.html . The material may be 
obtained from the sources in the following paragraphs of this section. 
* * * * * 
(e) SAE International, 400 
Commonwealth Dr., Warrendale, PA 15096–0001, (877) 606–7323 (U.S. and Canada) or (724) 776–4970 (outside the U.S. and Canada), www.sae.org . (1) SAE J1025, Test Procedures for 
Measuring Truck Tire Revolutions Per Kilometer/Mile, Stabilized August 2012, (‘‘SAE J1025’’); IBR approved for § 1037.520(c). 
(2) SAE J1252, SAE Wind Tunnel Test 
Procedure for Trucks and Buses, Revised July 2012, (‘‘SAE J1252’’); IBR approved for §§ 1037.525(b); 1037.530(a). 
(3) SAE J1263, Road Load 
Measurement and Dynamometer Simulation Using Coastdown Techniques, revised March 2010, (‘‘SAE J1263’’); IBR approved for §§ 1037.528 introductory text, (a), (b), (c), (e), and (h); 1037.665(a). 
(4) SAE J1594, Vehicle Aerodynamics 
Terminology, Revised July 2010, (‘‘SAE J1594’’); IBR approved for § 1037.530(d). 
(5) SAE J2071, Aerodynamic Testing 
of Road Vehicles—Open Throat Wind Tunnel Adjustment, Revised June 1994, (‘‘SAE J2071’’); IBR approved for § 1037.530(b). 
(6) SAE J2263, Road Load 
Measurement Using Onboard Anemometry and Coastdown Techniques, Revised May 2020, (‘‘SAE J2263’’); IBR approved for §§ 1037.528 introductory text, (a), (b), (d), and (f); 1037.665(a). 
(7) SAE J2343, Recommended Practice 
for LNG Medium and Heavy-Duty Powered Vehicles, Revised July 2008, (‘‘SAE J2343’’); IBR approved for § 1037.103(e). 
(8) SAE J2452, Stepwise Coastdown 
Methodology for Measuring Tire Rolling Resistance, Revised June 1999, (‘‘SAE J2452’’); IBR approved for § 1037.528(h). 
(9) SAE J2841, Utility Factor 
Definitions for Plug-In Hybrid Electric Vehicles Using 2001 U.S. DOT National Household Travel Survey Data, Issued March 2009, (‘‘SAE J2841’’); IBR approved for § 1037.550(a). 
(10) SAE J2966, Guidelines for 
Aerodynamic Assessment of Medium and Heavy Commercial Ground Vehicles Using Computational Fluid Dynamics, Issued September 2013, (‘‘SAE J2966’’); IBR approved for 
§ 1037.532(a). 
(f) Idaho National Laboratory, 2525 
Fremont Ave., Idaho Falls, ID 83415– 3805, (866) 495–7440, or www.inl.gov . 
(1) U.S. Advanced Battery 
Consortium, Electric Vehicle Battery Test Procedures Manual, Revision 2, January 1996; IBR approved for § 1037.552(a). 
(2) [Reserved] 
■131. Revise § 1037.815 to read as 
follows: 
§ 1037.815 Confidential information. 
The provisions of 40 CFR 1068.10 and 
1068.11 apply for information you submit under this part. 
Appendix I to Part 1037— 
[Redesignated as Appendix A to Part 1037] 
Appendix II to Part 1037— 
[Redesignated as Appendix B to Part 1037] 
Appendix III to Part 1037— 
[Redesignated as Appendix C to Part 1037] 
Appendix IV to Part 1037— 
[Redesignated as Appendix D to Part 1037] 
Appendix V to Part 1037— 
[Redesignated as Appendix E to Part 1037] 
■132. Redesignate appendices to part 
1037 as follows: 
Old appendix New appendix 
appendix I to part 1037 appendix A to part 1037 
appendix II to part 1037 appendix B to part 1037 
appendix III to part 1037 appendix C to part 1037 
appendix IV to part 1037 appendix D to part 1037 
appendix V to part 1037 appendix E to part 1037 
PART 1039—CONTROL OF EMISSIONS FROM NEW AND IN-USE NONROAD COMPRESSION-IGNITION ENGINES 
■133. The authority citation for part 
1039 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00430 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217843 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■134. Amend § 1039.105 by revising 
the section heading and paragraphs (a) introductory text and (b) introductory text to read as follows: 
§ 1039.105 What smoke opacity standards 
must my engines meet? 
(a) The smoke opacity standards in 
this section apply to all engines subject to emission standards under this part, except for the following engines: 
* * * * * 
(b) Measure smoke opacity as 
specified in § 1039.501(c). Smoke opacity from your engines may not exceed the following standards: 
* * * * * 
■135. Amend § 1039.115 by revising 
paragraphs (e) and (f) to read as follows: 
§ 1039.115 What other requirements 
apply? 
* * * * * 
(e) Adjustable parameters. Engines 
that have adjustable parameters must meet all the requirements of this part for any adjustment in the physically adjustable range. We may require that you set adjustable parameters to any specification within the adjustable range during any testing, including certification testing, selective enforcement auditing, or in-use testing. General provisions for adjustable parameters apply as specified in 40 CFR 1068.50. 
(f) Prohibited controls. (1) General 
provisions. You may not design your 
engines with emission control devices, systems, or elements of design that cause or contribute to an unreasonable risk to public health, welfare, or safety while operating. For example, an engine may not emit a noxious or toxic substance it would otherwise not emit that contributes to such an unreasonable risk. 
(2) Vanadium sublimation in SCR 
catalysts. For engines equipped with 
vanadium-based SCR catalysts, you must design the engine and its emission controls to prevent vanadium sublimation and protect the catalyst from high temperatures. We will evaluate your engine design based on the following information that you must include in your application for certification: 
(i) Identify the threshold temperature 
for vanadium sublimation for your specified SCR catalyst formulation as described in 40 CFR 1065.1113 through 1065.1121. 
(ii) Describe how you designed your 
engine to prevent catalyst inlet 
temperatures from exceeding the 
temperature you identify in paragraph 
(f)(2)(i) of this section, including 
consideration of engine wear through the useful life. Also describe your 
design for catalyst protection in case catalyst temperatures exceed the specified temperature. In your description, include how you considered elevated catalyst temperature resulting from sustained high-load engine operation, catalyst exotherms, DPF regeneration, and component failure resulting in unburned fuel in the exhaust stream. 
* * * * * 
■136. Amend § 1039.205 by revising 
paragraph (s) to read as follows: 
§ 1039.205 What must I include in my 
application? 
* * * * * 
(s) Describe all adjustable operating 
parameters (see § 1039.115(e)), including production tolerances. For any operating parameters that do not qualify as adjustable parameters, include a description supporting your conclusion (see 40 CFR 1068.50(c)). Include the following in your description of each adjustable parameter: 
(1) For mechanically controlled 
parameters, include the nominal or recommended setting, the intended physically adjustable range, and the limits or stops used to limit adjustable ranges, and production tolerances of the limits or stops used to establish each physically adjustable range. Also include information showing why the limits, stops, or other means of inhibiting adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your intended physically adjustable ranges. 
(2) For electronically controlled 
parameters, describe how your engines are designed to prevent unauthorized adjustments. 
* * * * * 
■137. Amend § 1039.245 by adding 
paragraph (e) to read as follows: 
§ 1039.245 How do I determine 
deterioration factors from exhaust durability testing? 
* * * * * 
(e) You may alternatively determine 
and verify deterioration factors based on bench-aged aftertreatment as described in 40 CFR 1036.245 and 1036.246, with the following exceptions: 
(1) Apply the percentage of useful life 
from Table 1 of 40 CFR 1036.246 based on hours of operation rather than vehicle mileage. 
(2) Use good engineering judgment to 
perform verification testing using the procedures of § 1039.515 rather than 40 CFR 1036.520. Measure emissions as the equipment goes through its normal operation over the course of the day (or 
shift-day). 
(3) Apply infrequent regeneration 
adjustment factors as specified in § 1039.525 rather than 40 CFR 1036.522. 
■138. Amend § 1039.501 by revising 
paragraph (c) to read as follows: 
§ 1039.501 How do I run a valid emission 
test? 
* * * * * 
(c) Measure smoke opacity using the 
procedures in 40 CFR part 1065, subpart L, for evaluating whether engines meet the smoke opacity standards in § 1039.105, except that you may test two-cylinder engines with an exhaust muffler like those installed on in-use engines. 
* * * * * 
■139. Revise § 1039.655 to read as 
follows: 
§ 1039.655 What special provisions apply 
to engines sold in American Samoa or the Commonwealth of the Northern Mariana Islands? 
(a) The prohibitions in 40 CFR 
1068.101(a)(1) do not apply to engines at or above 56 kW if the following conditions are met: 
(1) The engine is intended for use and 
will be used in American Samoa or the Commonwealth of the Northern Mariana Islands. 
(2) The engine meets the latest 
applicable emission standards in appendix I of this part. 
(3) You meet all the requirements of 
40 CFR 1068.265. 
(b) If you introduce an engine into 
commerce in the United States under this section, you must meet the labeling requirements in § 1039.135, but add the following statement instead of the compliance statement in § 1039.135(c)(12): 
THIS ENGINE DOES NOT COMPLY WITH 
U.S. EPA TIER 4 EMISSION REQUIREMENTS. IMPORTING THIS ENGINE INTO THE UNITED STATES OR ANY TERRITORY OF THE UNITED STATES EXCEPT AMERICAN SAMOA OR THE COMMONWEALTH OF THE NORTHERN MARIANA ISLANDS MAY BE A VIOLATION OF FEDERAL LAW SUBJECT TO CIVIL PENALTY. 
(c) Introducing into commerce an 
engine exempted under this section in any state or territory of the United States other than American Samoa or the Commonwealth of the Northern Mariana Islands, throughout its lifetime, violates the prohibitions in 40 CFR 1068.101(a)(1), unless it is exempt under a different provision. 
(d) The exemption provisions in this 
section also applied for engines that were introduced into commerce in 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00431 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217844 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
Guam before [the effective date of the 
final rule] if they would otherwise have been subject to Tier 4 standards. 
■140. Amend § 1039.801 by revising 
the definitions of ‘‘Critical emission- related component’’ and ‘‘Designated Compliance Officer’’ to read as follows: 
§ 1039.801 What definitions apply to this 
part? 
* * * * * 
Critical emission-related component 
has the meaning given in 40 CFR 1068.30. 
* * * * * 
Designated Compliance Officer means 
the Director, Diesel Engine Compliance Center, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; complianceinfo@
epa.gov ; www.epa.gov/ve-certification . 
* * * * * 
PART 1042—CONTROL OF EMISSIONS 
FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION ENGINES AND VESSELS 
■141. The authority citation for part 
1042 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■142. Amend § 1042.110 by revising 
paragraph (a)(1) to read as follows: 
§ 1042.110 Recording reductant use and 
other diagnostic functions. 
(a) * * * 
(1) The diagnostic system must 
monitor reductant supply and alert operators to the need to restore the reductant supply, or to replace the reductant if it does not meet your concentration specifications. Unless we approve other alerts, use a warning lamp and an audible alarm. You do not need to separately monitor reductant quality if your system uses input from an exhaust NO
Xsensor (or other sensor) 
to alert operators when reductant quality is inadequate. However, tank level or DEF flow must be monitored in all cases. 
* * * * * 
■143. Amend § 1042.115 by revising 
paragraphs (d) introductory text and (e) to read as follows: 
§ 1042.115 Other requirements. 
* * * * * 
(d) Adjustable parameters. General 
provisions for adjustable parameters apply as specified in 40 CFR 1068.50. The following additional category- specific provisions apply: 
* * * * * 
(e) Prohibited controls. (1) General 
provisions. You may not design your 
engines with emission control devices, systems, or elements of design that cause or contribute to an unreasonable 
risk to public health, welfare, or safety while operating. For example, an engine may not emit a noxious or toxic substance it would otherwise not emit that contributes to such an unreasonable risk. 
(2) Vanadium sublimation in SCR 
catalysts. For engines equipped with 
vanadium-based SCR catalysts, you must design the engine and its emission controls to prevent vanadium sublimation and protect the catalyst from high temperatures. We will 
evaluate your engine design based on the following information that you must include in your application for certification: 
(i) Identify the threshold temperature 
for vanadium sublimation for your specified SCR catalyst formulation as described in 40 CFR 1065.1113 through 1065.1121. 
(ii) Describe how you designed your 
engine to prevent catalyst inlet temperatures from exceeding the temperature you identify in paragraph (e)(2)(i) of this section, including consideration of engine wear through the useful life. Also describe your design for catalyst protection in case catalyst temperatures exceed the specified temperature. In your description, include how you considered elevated catalyst temperature resulting from sustained high-load engine operation, catalyst exotherms, DPF regeneration, and component failure resulting in unburned fuel in the exhaust stream. 
* * * * * 
■144. Amend § 1042.145 by adding 
paragraph (h) to read as follows: 
§ 1042.145 Interim provisions. 
* * * * * 
(h) Expanded production-line testing. 
Production-line testing requirements for Category 1 engine families with a projected U.S.-directed production volume below 100 engines and for all families certified by small-volume engine manufacturers start to apply in model year 2024. All manufacturers must test no more than four engine families in a single model year, and small-volume engine manufacturers must test no more than two engine families in a single model year. 
* * * * * 
■145. Amend § 1042.205 by revising 
paragraphs (c) and (s) to read as follows: 
§ 1042.205 Application requirements. 
* * * * * 
(c) If your engines are equipped with 
an engine diagnostic system as required under § 1042.110, explain how it works, describing especially the engine conditions (with the corresponding 
diagnostic trouble codes) that cause the warning lamp to go on. Also identify the communication protocol (SAE J1939, SAE J1979, etc.). 
* * * * * 
(s) Describe all adjustable operating 
parameters (see § 1042.115(d)), including production tolerances. For any operating parameters that do not qualify as adjustable parameters, include a description supporting your conclusion (see 40 CFR 1068.50(c)). Include the following in your description of each adjustable parameter: 
(1) For mechanically controlled 
parameters, include the nominal or recommended setting, the intended physically adjustable range, and the limits or stops used to establish adjustable ranges. 
(i) For Category 1 engines, include 
information showing why the limits, stops, or other means of inhibiting mechanical adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your intended physically adjustable ranges. 
(ii) For Category 2 and Category 3 
engines, propose a range of mechanical adjustment for each adjustable parameter, as described in § 1042.115(d). Include information showing why the limits, stops, or other means of inhibiting mechanical adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your proposed adjustable ranges. 
(2) For electronically controlled 
parameters, describe how your engines are designed to prevent unauthorized adjustments. 
* * * * * 
■146. Amend § 1042.245 by adding 
paragraph (e) to read as follows: 
§ 1042.245 Deterioration factors. 
* * * * * 
(e) You may alternatively determine 
and verify deterioration factors based on bench-aged aftertreatment as described in 40 CFR 1036.245 and 1036.246, with the following exceptions: 
(1) Apply the percentage of useful life 
from Table 1 of 40 CFR 1036.246 based on hours of operation rather than vehicle mileage. 
(2) Use good engineering judgment to 
perform verification testing using the procedures of § 1042.515 rather than 40 CFR 1036.520. Measure emissions as the vessel goes through its normal operation over the course of the day (or shift-day). 
(3) Apply infrequent regeneration 
adjustment factors as specified in § 1042.525 rather than 40 CFR 1036.522. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00432 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217845 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■147. Revise § 1042.301 to read as 
follows: 
§ 1042.301 General provisions. 
(a) If you produce freshly 
manufactured marine engines that are subject to the requirements of this part, you must test them as described in this subpart. 
(b) We may suspend or revoke your 
certificate of conformity for certain engine families if your production-line engines do not meet the requirements of this part or you do not fulfill your obligations under this subpart (see §§ 1042.325 and 1042.340). Similarly, we may deny applications for certification for the upcoming model year if you do not fulfill your obligations under this subpart (see § 1042.255(c)(1)). 
(c) Other regulatory provisions 
authorize us to suspend, revoke, or void your certificate of conformity, or order recalls for engine families, without regard to whether they have passed production-line testing requirements. The requirements of this subpart do not affect our ability to do selective enforcement audits, as described in 40 CFR part 1068. Individual engines in families that pass production-line testing requirements must also conform to all applicable regulations of this part and 40 CFR part 1068. 
(d) You may ask to use another 
alternate program or measurement method for testing production-line engines. In your request, you must show us that the alternate program gives equal assurance that your engines meet the requirements of this part. We may waive some or all of this subpart’s requirements if we approve your alternate program. 
(e) If you certify a Category 1 or 
Category 2 engine family with carryover emission data, as described in § 1042.235(d), you may omit production-line testing if you fulfilled your testing requirements with a related engine family in an earlier year, except as follows: 
(1) We may require that you perform 
additional production-line testing under this subpart in any model year for cause, such as if you file a defect report related to the engine family or if you amend your application for certification in any of the following ways: 
(i) You designate a different supplier 
or change technical specifications for any critical emission-related components. 
(ii) You add a new or modified engine 
configuration such that the test data from the original emission-data engine do not clearly continue to serve as worst-case testing for certification. (iii) You change your family emission 
limit without submitting new emission data. 
(2) If you certify an engine family 
with carryover emission data with no production-line testing for more than five model years, we may require that you perform production-line testing again for one of those later model years unless you demonstrate that none of the circumstances identified in paragraph (e)(1) of this section apply for the engine family. 
(f) We may ask you to make a 
reasonable number of production-line engines available for a reasonable time 
so we can test or inspect them for 
compliance with the requirements of this part. For Category 3 engines, you are not required to deliver engines to us, but we may inspect and test your engines at any facility at which they are assembled or installed in vessels. 
■148. Amend § 1042.302 by revising 
the introductory text to read as follows: 
§ 1042.302 Applicability of this subpart for 
Category 3 engines. 
If you produce Tier 3 or later Category 
3 engines that are subject to the requirements of this part, you must test them as described in this subpart, except as specified in this section. 
* * * * * 
■149. Amend § 1042.305 by revising 
paragraph (a) to read as follows: 
§ 1042.305 Preparing and testing 
production-line engines. 
* * * * * 
(a) Test procedures. Test your 
production-line engines using the applicable testing procedures in subpart F of this part to show you meet the duty- cycle emission standards in subpart B of this part. For Category 1 and Category 2 engines, the not-to-exceed standards apply for this testing of Category 1 and Category 2 engines, but you need not do additional testing to show that production-line engines meet the not-to- exceed standards. The mode cap standards apply for testing Category 3 engines subject to Tier 3 standards (or for engines subject to the Annex VI Tier III NO
Xstandards under § 1042.650(d)). 
* * * * * 
■150. Revise § 1042.310 to read as 
follows: 
§ 1042.310 Engine selection for Category 1 
and Category 2 engines. 
(a) For Category 1 and Category 2 
engine families, the minimum sample size is one engine. You may ask us to approve treating commercial and recreational engines as being from the same engine family for purposes of production-line testing if you certify them using the same emission-data 
engine. 
(b) Select engines for testing as 
follows: 
(1) For Category 1 engines, randomly 
select one engine within the first 60 days of the start of production for each engine family. 
(2) For Category 2 engines, randomly 
select one engine within 60 days after you produce the fifth engine from an engine family (or from successive families that are related based on your use of carryover data under § 1042.230(d)). 
(3) If you do not produce an engine 
from the engine family in the specified time frame, test the next engine you produce. 
(4) You may preferentially test 
engines earlier than we specify. 
(5) You meet the requirement to 
randomly select engines under this section if you assemble the engine in a way that fully represents your normal production and quality procedures. 
(c) For each engine that fails to meet 
emission standards, test two engines from the same engine family from the next fifteen engines produced or within seven days, whichever is later. If you do not produce fifteen additional engines within 90 days, test two additional engines within 90 days or as soon as practicable. If an engine fails to meet emission standards for any pollutant, count it as a failing engine under this paragraph (c). 
(d) Continue testing until one of the 
following things happens: 
(1) You test the number of engines 
required under paragraphs (b) and (c) of this section. For example, if the initial engine fails and then two engines pass, testing is complete for that engine family. 
(2) The engine family does not 
comply according to § 1042.315 or you choose to declare that the engine family does not comply with the requirements of this subpart. 
(e) You may elect to test more 
randomly chosen engines than we require under this section. 
■151. Amend § 1042.315 by revising 
paragraphs (a)(1) and (b) to read as follows: 
§ 1042.315 Determining compliance. 
* * * * * 
(a) * * * (1) Initial and final test results. 
Calculate and round the test results for each engine. If you do multiple tests on an engine in a given configuration (without modifying the engine), calculate the initial results for each test, then add all the test results together and divide by the number of tests. Round 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00433 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217846 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
this final calculated value for the final 
test results on that engine. Include the Green Engine Factor to determine low- hour emission results, if applicable. 
* * * * * 
(b) For Category 1 and Category 2 
engines, if a production-line engine fails to meet emission standards and you test additional engines as described in § 1042.310, calculate the average emission level for each pollutant for all the engines. If the calculated average emission level for any pollutant exceeds the applicable emission standard, the engine family fails the production-line testing requirements of this subpart. Tell us within ten working days if an engine fails. You may request to amend the application for certification to raise the FEL of the engine family as described in § 1042.225(f). 
■152. Amend § 1042.320 by revising 
paragraph (c) to read as follows: 
§ 1042.320 What happens if one of my 
production-line engines fails to meet emission standards? 
* * * * * 
(c) Use test data from a failing engine 
for the compliance demonstration under § 1042.315 as follows: 
(1) Use the original, failing test results 
as described in § 1042.315, whether or not you modify the engine or destroy it. However, for catalyst-equipped engines, you may ask us to allow you to exclude an initial failed test if all the following are true: 
(i) The catalyst was in a green 
condition when tested initially. 
(ii) The engine met all emission 
standards when retested after degreening the catalyst. 
(iii) No additional emission-related 
maintenance or repair was performed between the initial failed test and the subsequent passing test. 
(2) Do not use test results from a 
modified engine as final test results under § 1042.315, unless you change your production process for all engines to match the adjustments you made to the failing engine. If you change 
production processes and use the test 
results from a modified engine, count 
the modified engine as the next engine 
in the sequence, rather than averaging 
the results with the testing that occurred 
before modifying the engine. 
■153. Amend § 1042.325 by revising 
paragraph (b) to read as follows: 
§ 1042.325 What happens if an engine 
family fails the production-line testing requirements? 
* * * * * 
(b) We will tell you in writing if we 
suspend your certificate in whole or in part. We will not suspend a certificate until at least 15 days after the engine 
family fails as described in § 1042.315(b). The suspension is effective when you receive our notice. 
* * * * * 
■154. Revise § 1042.345 to read as 
follows: 
§ 1042.345 Reporting. 
(a) Send us a test report within 45 
days after you complete production-line testing for a Category 1 or Category 2 engine family, and within 45 days after you finish testing each Category 3 engine. We may approve a later submission for Category 3 engines if it allows you to combine test reports for multiple engines. 
(b) Include the following information 
in the report: 
(1) Describe any facility used to test 
production-line engines and state its location. 
(2) For Category 1 and Category 2 
engines, describe how you randomly selected engines. 
(3) Describe each test engine, 
including the engine family’s identification and the engine’s model year, build date, model number, identification number, and number of hours of operation before testing. Also describe how you developed and applied the Green Engine Factor, if applicable. 
(4) Identify how you accumulated 
hours of operation on the engines and describe the procedure and schedule you used. 
(5) Provide the test number; the date, 
time and duration of testing; test procedure; all initial test results; final test results; and final deteriorated test results for all tests. Provide the emission results for all measured pollutants. Include information for both valid and invalid tests and the reason for any invalidation. 
(6) Describe completely and justify 
any nonroutine adjustment, modification, repair, preparation, maintenance, or test for the test engine if you did not report it separately under this subpart. Include the results of any emission measurements, regardless of the procedure or type of engine. 
(c) We may ask you to add 
information to your written report so we can determine whether your new engines conform with the requirements of this subpart. We may also ask you to send less information. 
(d) An authorized representative of 
your company must sign the following statement: 
We submit this report under sections 
208 and 213 of the Clean Air Act. Our production-line testing conformed completely with the requirements of 40 CFR part 1042. We have not changed 
production processes or quality-control procedures for test engines in a way that might affect emission controls. All the information in this report is true and accurate to the best of my knowledge. I know of the penalties for violating the Clean Air Act and the regulations. (Authorized Company Representative) 
(e) Send electronic reports of 
production-line testing to the Designated Compliance Officer using an approved information format. If you want to use a different format, send us a written request with justification for a waiver. You may combine reports from multiple engines and engine families into a single report. 
(f) We will send copies of your reports 
to anyone from the public who asks for them. See § 1042.915 for information on how we treat information you consider confidential. 
■155. Amend § 1042.515 by revising 
paragraph (d) to read as follows: 
§ 1042.515 Test procedures related to not- 
to-exceed standards. 
* * * * * 
(d) Engine testing may occur at any 
conditions expected during normal operation but that are outside the conditions described in paragraph (c) of this section, as long as measured values are corrected to be equivalent to the nearest end of the specified range, using good engineering judgment. Correct NO
Xemissions for humidity as 
specified in 40 CFR part 1065, subpart G. 
* * * * * 
■156. Amend § 1042.615 by revising 
paragraph (g) introductory text to read as follows: 
§ 1042.615 Replacement engine 
exemption. 
* * * * * 
(g) In unusual circumstances, you 
may ask us to allow you to apply the replacement engine exemption of this section for repowering a steamship or a vessel that becomes a ‘‘new vessel’’ under § 1042.901 as a result of modifications, as follows: 
* * * * * 
■157. Amend § 1042.660 by revising 
paragraph (b) to read as follows: 
§ 1042.660 Requirements for vessel 
manufacturers, owners, and operators. 
* * * * * 
(b) For vessels equipped with SCR 
systems requiring the use of urea or other reductants, owners and operators must report to the Designated Compliance Officer within 30 days any operation of such vessels without the appropriate reductant. For each 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00434 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217847 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
reportable incident, include the cause of 
the noncompliant operation, the remedy, and an estimate of the extent of operation without reductant. You must remedy the problem as soon as practicable to avoid violating the tampering prohibition in 40 CFR 1068.101(b)(1). If the remedy is not complete within 30 days of the incident, notify the Designated Compliance Officer when the issue is resolved, along with any relevant additional information related to the repair. This reporting requirement applies for all engines on covered vessels even if the engines are certified to Annex VI standards instead of or in addition to EPA standards under this part. Failure to comply with the reporting requirements of this paragraph (b) is a violation of 40 CFR 1068.101(a)(2). Note that operating such engines without reductant is a violation of 40 CFR 1068.101(b)(1). 
* * * * * 
■158. Amend § 1042.901 by revising 
the definitions of ‘‘Category 1’’, ‘‘Category 2’’, ‘‘Critical emission-related 
component’’, and ‘‘Designated Compliance Officer’’ and removing the definition of ‘‘Designated Enforcement Officer’’ to read as follows: 
§ 1042.901 Definitions. 
* * * * * 
Category 1 means relating to a marine 
engine with specific engine displacement below 7.0 liters per cylinder. See § 1042.670 to determine equivalent per-cylinder displacement for nonreciprocating marine engines (such as gas turbine engines). Note that the maximum specific engine displacement for Category 1 engines subject to Tier 1 and Tier 2 standards was 5.0 liters per cylinder. 
Category 2 means relating to a marine 
engine with a specific engine displacement at or above 7.0 liters per cylinder but less than 30.0 liters per cylinder. See § 1042.670 to determine equivalent per-cylinder displacement for nonreciprocating marine engines (such as gas turbine engines). Note that the minimum specific engine 
displacement for Category 2 engines subject to Tier 1 and Tier 2 standards was 5.0 liters per cylinder. 
* * * * * 
Critical emission-related component 
has the meaning given in 40 CFR 1068.30. 
* * * * * 
Designated Compliance Officer means 
the Director, Diesel Engine Compliance Center, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; complianceinfo@
epa.gov ; www.epa.gov/ve-certification . 
* * * * * 
■159. Amend appendix I to part 1042 
by revising paragraph (a) to read as follows: 
Appendix I to Part 1042—Summary of 
Previous Emission Standards 
* * * * * 
(a) Engines below 37 kW. Tier 1 and Tier 
2 standards for engines below 37 kW originally adopted under 40 CFR part 89 apply as follows: 
TABLE 1 TOAPPENDIX I—E MISSION STANDARDS FOR ENGINES BELOW 37 kW 
[g/kW-hr] 
Rated power 
(kW) Tier Model year NMHC + NO X CO PM 
kW < 8 .............................................. Tier 1 ................................................ 2000 10.5 8.0 1.0 
Tier 2 ................................................ 2005 7.5 8.0 0.80 
8 ≤ kW ≤ 19 ...................................... Tier 1 ................................................ 2000 9.5 6.6 0.80 
Tier 2 ................................................ 2005 7.5 6.6 0.80 
19 ≥ kW ≥ 37 .................................... Tier 1 ................................................ 1999 9.5 5.5 0.80 
Tier 2 ................................................ 2004 7.5 5.5 0.60 
* * * * * 
PART 1043—CONTROL OF NO X, SO X, 
AND PM EMISSIONS FROM MARINE ENGINES AND VESSELS SUBJECT TO THE MARPOL PROTOCOL 
■160. The authority citation for part 
1043 continues to read as follows: 
Authority: 33 U.S.C. 1901–1912. 
■161. Amend § 1043.20 by removing 
the definition of ‘‘Public vessels’’ and adding a definition of ‘‘Public vessel’’ in alphabetical order to read as follows: 
§ 1043.20 Definitions. 
* * * * * 
Public vessel means a warship, naval 
auxiliary vessel, or other vessel owned or operated by a sovereign country when engaged in noncommercial service. Vessels with a national security exemption under 40 CFR 1042.635 are deemed to be public vessels with respect to compliance with NO
X-related 
requirements of this part when engaged in noncommercial service. Similarly, vessels with one or more installed 
engines that have a national security exemption under 40 CFR 1090.605 are deemed to be public vessels with respect to compliance with fuel content requirements when engaged in noncommercial service. 
* * * * * 
■162. Amend § 1043.55 by revising 
paragraphs (a) and (b) to read as follows: 
§ 1043.55 Applying equivalent controls 
instead of complying with fuel requirements. 
* * * * * 
(a) The U.S. Coast Guard is the 
approving authority under APPS for such equivalent methods for U.S.- flagged vessels. 
(b) The provisions of this paragraph 
(b) apply for vessels equipped with controls certified by the U.S. Coast Guard or the Administration of a foreign-flag vessel to achieve emission levels equivalent to those achieved by the use of fuels meeting the applicable fuel sulfur limits of Regulation 14 of Annex VI. Fuels not meeting the 
applicable fuel sulfur limits of Regulation 14 of Annex VI may be used on such vessels consistent with the provisions of the IAPP certificate, APPS and Annex VI. 
* * * * * 
■163. Amend § 1043.95 by revising 
paragraph (b) to read as follows: 
§ 1043.95 Great Lakes provisions. 
* * * * * 
(b) The following exemption 
provisions apply for ships qualifying under paragraph (a) of this section: 
(1) The fuel-use requirements of this 
part do not apply through December 31, 2025, if we approved an exemption under this section before [effective date of the final rule] based on the use of replacement engines certified to applicable standards under 40 CFR part 1042 corresponding to the date the vessel entered dry dock for service. All other requirements under this part 1043 continue to apply to exempted vessels, 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00435 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217848 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
including requirements related to 
bunker delivery notes. 
(2) A marine diesel engine installed to 
repower a steamship may be a replacement engine under Regulation 13.2.2 of Annex VI. Such an engine may qualify for an exemption from the Tier III NO
Xstandard under Regulation 
13.2.2 of Annex VI. 
* * * * * 
PART 1045—CONTROL OF EMISSIONS 
FROM SPARK-IGNITION PROPULSION MARINE ENGINES AND VESSELS 
■164. The authority citation for part 
1045 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■165. Amend § 1045.115 by revising 
paragraphs (e) and (f) to read as follows: 
§ 1045.115 What other requirements 
apply? 
* * * * * 
(e) Adjustable parameters. Engines 
that have adjustable parameters must meet all the requirements of this part for any adjustment in the physically adjustable range. We may require that you set adjustable parameters to any specification within the adjustable range during any testing, including certification testing, production-line testing, or in-use testing. General provisions for adjustable parameters apply as specified in 40 CFR 1068.50. 
(f) Prohibited controls. You may not 
design your engines with emission control devices, systems, or elements of design that cause or contribute to an unreasonable risk to public health, welfare, or safety while operating. For example, an engine may not emit a noxious or toxic substance it would otherwise not emit that contributes to such an unreasonable risk. 
* * * * * 
■166. Amend § 1045.205 by revising 
paragraph (r) to read as follows: 
§ 1045.205 What must I include in my 
application? 
* * * * * 
(r) Describe all adjustable operating 
parameters (see § 1045.115(e)), including production tolerances. For any operating parameters that do not qualify as adjustable parameters, include a description supporting your conclusion (see 40 CFR 1068.50(c)). Include the following in your 
description of each adjustable 
parameter: 
(1) For mechanically controlled 
parameters, include the nominal or 
recommended setting, the intended 
physically adjustable range, and the 
limits or stops used to establish adjustable ranges. Also include information showing why the limits, 
stops, or other means of inhibiting adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your intended physically adjustable ranges. 
(2) For electronically controlled 
parameters, describe how your engines are designed to prevent unauthorized adjustments. 
* * * * * 
■167. Amend § 1045.801 by revising 
the definition of ‘‘Critical emission- related component’’ to read as follows: 
§ 1045.801 What definitions apply to this 
part? 
* * * * * 
Critical emission-related component 
has the meaning given in 40 CFR 1068.30. 
* * * * * 
■168. Revise § 1045.815 to read as 
follows: 
§ 1045.815 What provisions apply to 
confidential information? 
The provisions of 40 CFR 1068.10 and 
1068.11 apply for information you submit under this part. 
PART 1048—CONTROL OF EMISSIONS 
FROM NEW, LARGE NONROAD SPARK-IGNITION ENGINES 
■169. The authority citation for part 
1048 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■170. Amend § 1048.115 by revising 
paragraphs (e) and (f) to read as follows: 
§ 1048.115 What other requirements 
apply? 
* * * * * 
(e) Adjustable parameters. Engines 
that have adjustable parameters must meet all the requirements of this part for any adjustment in the physically adjustable range. We may require that you set adjustable parameters to any specification within the adjustable range during any testing, including certification testing, production-line testing, or in-use testing. General provisions for adjustable parameters apply as specified in 40 CFR 1068.50. 
(f) Prohibited controls. You may not 
design your engines with emission control devices, systems, or elements of design that cause or contribute to an unreasonable risk to public health, welfare, or safety while operating. For example, an engine may not emit a noxious or toxic substance it would otherwise not emit that contributes to such an unreasonable risk. 
* * * * * 
■171. Amend § 1048.205 by revising 
paragraph (t) to read as follows: § 1048.205 What must I include in my 
application? 
* * * * * 
(t) Describe all adjustable operating 
parameters (see § 1048.115(e)), including production tolerances. For any operating parameters that do not qualify as adjustable parameters, include a description supporting your conclusion (see 40 CFR 1068.50(c)). Include the following in your description of each adjustable parameter: 
(1) For mechanically controlled 
parameters, include the nominal or recommended setting, the intended physically adjustable range, and the limits or stops used to establish adjustable ranges. Also include information showing why the limits, stops, or other means of inhibiting adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your intended physically adjustable ranges. 
(2) For electronically controlled 
parameters, describe how your engines are designed to prevent unauthorized adjustments. 
* * * * * 
■172. Amend § 1048.240 by adding 
paragraph (f) to read as follows: 
§ 1048.240 How do I demonstrate that my 
engine family complies with exhaust emission standards? 
* * * * * 
(f) You may alternatively determine 
and verify deterioration factors based on bench-aged aftertreatment as described in 40 CFR 1036.245 and 1036.246, with the following exceptions: 
(1) Apply the percentage of useful life 
from Table 1 of 40 CFR 1036.246 based on hours of operation rather than vehicle mileage. 
(2) Use good engineering judgment to 
perform verification testing using the procedures of § 1048.515 rather than 40 CFR 1036.520. Measure emissions as the equipment goes through its normal operation over the course of the day (or shift-day). 
■173. Amend § 1048.501 by revising 
paragraph (e)(2) to read as follows: 
§ 1048.501 How do I run a valid emission 
test? 
* * * * * 
(e) * * * (2) For engines equipped with carbon 
canisters that store fuel vapors that will be purged for combustion in the engine, precondition the canister as specified in 40 CFR 86.132–96(h) and then operate the engine for 60 minutes over repeat runs of the duty cycle specified in appendix II of this part. 
* * * * * 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00436 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217849 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■174. Amend § 1048.620 by revising 
paragraphs (a)(3), (d), and (e) to read as follows: 
§ 1048.620 What are the provisions for 
exempting large engines fueled by natural gas or liquefied petroleum gas? 
(a) * * * 
(3) The engine must be in an engine 
family that has a valid certificate of conformity showing that it meets emission standards for engines of that power rating under 40 CFR part 1039. 
* * * * * 
(d) Engines exempted under this 
section are subject to all the requirements affecting engines under 40 CFR part 1039. The requirements and restrictions of 40 CFR part 1039 apply to anyone manufacturing engines exempted under this section, anyone manufacturing equipment that uses these engines, and all other persons in the same manner as if these were nonroad diesel engines. 
(e) You may request an exemption 
under this section by submitting an application for certification for the engines under 40 CFR part 1039. 
■175. Amend § 1048.801 by revising 
the definition of ‘‘Critical emission- related component’’ to read as follows: 
§ 1048.801 What definitions apply to this 
part? 
* * * * * 
Critical emission-related component 
has the meaning given in 40 CFR 1068.30. 
* * * * * 
■176. Revise § 1048.815 to read as 
follows: 
§ 1048.815 What provisions apply to 
confidential information? 
The provisions of 40 CFR 1068.10 and 
1068.11 apply for information you submit under this part. 
PART 1051—CONTROL OF EMISSIONS 
FROM RECREATIONAL ENGINES AND VEHICLES 
■177. The authority citation for part 
1051 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■178. Amend § 1051.115 by revising 
paragraphs (c), (d) introductory text, (d)(1), (d)(2) introductory text, and (e) to read as follows: 
§ 1051.115 What other requirements 
apply? 
* * * * * 
(c) Adjustable parameters. Vehicles 
that have adjustable parameters must meet all the requirements of this part for any adjustment in the physically adjustable range. Note that parameters that control the air-fuel ratio may be 
treated separately under paragraph (d) of this section. We may require that you set adjustable parameters to any specification within the adjustable range during any testing, including certification testing, production-line testing, or in-use testing. General provisions for adjustable parameters apply as specified in 40 CFR 1068.50. 
(d) Other adjustments. The following 
provisions apply for engines with carburetor jets or needles, and for engines with any other technology involving service to adjust air-fuel ratio that falls within the time and cost specifications of 40 CFR 1068.50(d)(1): 
(1) In your application for 
certification, specify the physically adjustable range of air-fuel ratios you expect to occur in use. You may specify it in terms of engine parts (such as the carburetor jet size and needle configuration as a function of atmospheric conditions). 
(2) The physically adjustable range 
specified in paragraph (d)(1) of this section must include all air-fuel ratios between the lean limit and the rich limit, unless you can show that some 
air-fuel ratios will not occur in use. 
* * * * * 
(e) Prohibited controls. You may not 
design your engines with emission control devices, systems, or elements of design that cause or contribute to an unreasonable risk to public health, welfare, or safety while operating. For example, an engine may not emit a noxious or toxic substance it would otherwise not emit that contributes to such an unreasonable risk. 
* * * * * 
■179. Amend § 1051.205 by revising 
paragraph (q) to read as follows: 
§ 1051.205 What must I include in my 
application? 
* * * * * 
(q) Describe all adjustable operating 
parameters (see § 1051.115(e)), including production tolerances. For any operating parameters that do not qualify as adjustable parameters, include a description supporting your conclusion (see 40 CFR 1068.50(c)). Include the following in your description of each adjustable parameter: 
(1) For mechanically controlled 
parameters, include the nominal or recommended setting, the intended physically adjustable range, and the limits or stops used to establish adjustable ranges. Also include information showing why the limits, stops, or other means of inhibiting adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your 
intended physically adjustable ranges. 
(2) For electronically controlled 
parameters, describe how your vehicles or engines are designed to prevent unauthorized adjustments. 
* * * * * 
■180. Amend § 1051.501 by revising 
paragraphs (c)(2), (d)(2)(i) and (d)(3) to read as follows: 
§ 1051.501 What procedures must I use to 
test my vehicles or engines? 
* * * * * 
(c) * * * (2) Prior to permeation testing of fuel 
line, precondition the fuel line by filling it with the fuel specified in paragraph (d)(3) of this section, sealing the openings, and soaking it for 4 weeks at (23 ± 5) °C. To measure fuel-line 
permeation emissions, use the equipment and procedures specified in SAE J30 as described in 40 CFR 1060.810. Use the fuel specified in paragraph (d)(3) of this section. Perform daily measurements for 14 days, except that you may omit up to two daily measurements in any seven-day period. Maintain an ambient temperature of (23 ± 2) °C throughout the sampling period, 
except for intervals up to 30 minutes for weight measurements. 
(d) * * * (2) * * * (i) For the preconditioning soak 
described in § 1051.515(a)(1) and fuel slosh durability test described in § 1051.515(d)(3), use the fuel specified in 40 CFR 1065.710(b), or the fuel specified in 40 CFR 1065.710(c) blended with 10 percent ethanol by volume. As an alternative, you may use Fuel CE10, which is Fuel C as specified in ASTM D471 (see 40 CFR 1060.810) blended with 10 percent ethanol by volume. 
* * * * * 
(3) Fuel hose permeation. Use the fuel 
specified in 40 CFR 1065.710(b), or the fuel specified in 40 CFR 1065.710(c) blended with 10 percent ethanol by volume for permeation testing of fuel lines. As an alternative, you may use Fuel CE10, which is Fuel C as specified in ASTM D471 (see 40 CFR 1060.810) blended with 10 percent ethanol by volume. 
* * * * * 
■181. Amend § 1051.515 by revising 
paragraph (a)(1) to read as follows: 
§ 1051.515 How do I test my fuel tank for 
permeation emissions? 
* * * * * 
(a) * * * 
(1) Fill the tank with the fuel 
specified in § 1051.501(d)(2)(i), seal it, 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00437 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217850 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
and allow it to soak at 28 ± 5 °C for 20 
weeks or at (43 ± 5) °C for 10 weeks. 
* * * * * 
■182. Amend § 1051.740 by revising 
paragraph (b)(5) to read as follows: 
§ 1051.740 Are there special averaging 
provisions for snowmobiles? 
* * * * * 
(b) * * * (5) Credits can also be calculated for 
Phase 3 using both sets of standards. Without regard to the trigger level values, if your net emission reduction for the redesignated averaging set exceeds the requirements of Phase 3 in § 1051.103 (using both HC and CO in the Phase 3 equation in § 1051.103), then your credits are the difference between the Phase 3 reduction requirement of that section and your calculated value. 
■183. Amend § 1051.801 by revising 
the definition of ‘‘Critical emission- related component’’ to read as follows: 
§ 1051.801 What definitions apply to this 
part? 
* * * * * 
Critical emission-related component 
has the meaning given in 40 CFR 1068.30. 
* * * * * 
■184. Revise § 1051.815 to read as 
follows: 
§ 1051.815 What provisions apply to 
confidential information? 
The provisions of 40 CFR 1068.10 and 
1068.11 apply for information you submit under this part. 
PART 1054—CONTROL OF EMISSIONS 
FROM NEW, SMALL NONROAD SPARK-IGNITION ENGINES AND EQUIPMENT 
■185. The authority citation for part 
1054 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■186. Amend § 1054.115 by revising 
paragraphs (b) and (d) to read as follows: 
§ 1054.115 What other requirements 
apply? 
* * * * * 
(b) Adjustable parameters. Engines 
that have adjustable parameters must meet all the requirements of this part for any adjustment in the physically adjustable range. We may require that you set adjustable parameters to any specification within the adjustable range during any testing, including certification testing, production-line testing, or in-use testing. You may ask us to limit idle-speed or carburetor adjustments to a smaller range than the physically adjustable range if you show 
us that the engine will not be adjusted outside of this smaller range during in- use operation without significantly degrading engine performance. General provisions for adjustable parameters apply as specified in 40 CFR 1068.50. 
* * * * * 
(d) Prohibited controls. You may not 
design your engines with emission control devices, systems, or elements of design that cause or contribute to an unreasonable risk to public health, welfare, or safety while operating. For example, an engine may not emit a noxious or toxic substance it would otherwise not emit that contributes to such an unreasonable risk. 
* * * * * 
■187. Amend § 1054.205 by revising 
paragraph (q) to read as follows: 
§ 1054.205 What must I include in my 
application? 
* * * * * 
(q) Describe all adjustable operating 
parameters (see § 1054.115(b)), including production tolerances. For any operating parameters that do not qualify as adjustable parameters, include a description supporting your conclusion (see 40 CFR 1068.50(c)). Include the following in your description of each adjustable parameter: 
(1) For mechanically controlled 
parameters, include the nominal or recommended setting, the intended physically adjustable range, and the limits or stops used to establish adjustable ranges. Also include information showing why the limits, stops, or other means of inhibiting adjustment are effective in preventing adjustment of parameters on in-use engines to settings outside your intended physically adjustable ranges. 
(2) For electronically controlled 
parameters, describe how your engines 
are designed to prevent unauthorized 
adjustments. 
* * * * * 
■188. Amend § 1054.230 by revising 
paragraphs (b)(8) and (9) to read as follows: 
§ 1054.230 How do I select emission 
families? 
* * * * * 
(b) * * * (8) Method of control for engine 
operation, other than governing. For example, multi-cylinder engines with port fuel injection may not be grouped into an emission family with engines that have a single throttle-body injector or carburetor. 
(9) The numerical level of the 
applicable emission standards. For example, an emission family may not 
include engines certified to different family emission limits, though you may change family emission limits without recertifying as specified in § 1054.225. 
* * * * * 
■189. Amend § 1054.505 by revising 
paragraphs (a), (b) introductory text, (b)(2), and (d) to read as follows: 
§ 1054.505 How do I test engines? 
(a) This section describes how to test 
engines under steady-state conditions. We may also perform other testing as allowed by the Clean Air Act. Sample emissions separately for each mode, then calculate an average emission level for the whole cycle using the weighting factors specified for each mode. Control engine speed as specified in this section. Use one of the following methods for confirming torque values for nonhandheld engines: 
(1) Calculate torque-related cycle 
statistics and compare with the established criteria as specified in 40 CFR 1065.514 to confirm that the test is valid. 
(2) Evaluate each mode separately to 
validate the duty cycle. All torque feedback values recorded during non- idle sampling periods must be within ±2 
percent of the reference value or within ±0.27 N·m of the reference value, 
whichever is greater. Also, the mean torque value during non-idle sampling periods must be within ±1 percent of the 
reference value or ±0.12 N·m of the 
reference value, whichever is greater. Control torque during idle as specified in paragraph (c) of this section. 
(b) Measure emissions by testing 
engines on a dynamometer with the test procedures for constant-speed engines in 40 CFR part 1065 while using the steady-state duty cycles identified in this paragraph (b) to determine whether it meets the exhaust emission standards specified in § 1054.101(a). This paragraph (b) applies for all engines, including those not meeting the definition of ‘‘constant-speed engine’’ in 40 CFR 1065.1001. 
* * * * * 
(2) For nonhandheld engines designed 
to idle, use the six-mode duty cycle described in paragraph (b)(1) of appendix II of this part; use the five- mode duty cycle described in paragraph (b)(2) of appendix II of this part for engines that are not designed to idle. Control engine speed during the full- load operating mode as specified in paragraph (d) of this section. For all other modes, control engine speed to within 5 percent of the nominal speed specified in paragraph (d) of this section or let the installed governor (in the 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00438 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217851 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
production configuration) control 
engine speed. For all modes except idle, control torque as needed to meet the cycle-validation criteria in paragraph (a) of this section. The governor may be adjusted before emission sampling to target the nominal speed identified in paragraph (d) of this section, but the installed governor must control engine speed throughout the emission- sampling period whether the governor is adjusted or not. 
* * * * * 
(d) During full-load operation for 
nonhandheld engines, operate the engine with the following parameters: 
(1) Select an engine speed for testing 
as follows: 
(i) For engines with a governed speed 
at full load between 2700 and 4000 rpm, select appropriate test speeds for the emission family. If all the engines in the emission family are used in intermediate-speed equipment, select a test speed of 3060 rpm. The test associated with intermediate-speed operation is referred to as the A Cycle. If all the engines in the emission family are used in rated-speed equipment, select a test speed of 3600 rpm. The test associated with rated-speed operation is referred to as the B Cycle. If an emission family includes engines used in both intermediate-speed equipment and rated-speed equipment, measure emissions at test speeds of both 3060 and 3600 rpm. In unusual circumstances, you may ask to use a test speed different than that specified in this paragraph (d)(1)(i) if it better represents in-use operation. (ii) For engines with a governed speed 
below 2700 or above 4000 rpm, ask us to approve one or more test speeds to represent those engines using the provisions for special procedures in 40 CFR 1065.10(c)(2). 
* * * * * 
■190. Amend § 1054.801 by: 
■a. Revising the definition for ‘‘Critical 
emission-related component’’. 
■b. Removing the definition for 
‘‘Discrete mode’’. 
■c. Revising the definition for 
‘‘Intermediate-speed equipment’’. 
■d. Removing the definition for 
‘‘Ramped-modal’’. 
■e. Revising the definitions for ‘‘Rated- 
speed equipment’’ and ‘‘Steady-state’’. 
The revisions read as follows: 
§ 1054.801 What definitions apply to this 
part? 
* * * * * 
Critical emission-related component 
has the meaning given in 40 CFR 1068.30. 
* * * * * 
Intermediate-speed equipment 
includes all nonhandheld equipment in which the installed engine’s governed speed at full load is below 3330 rpm. It may also include nonhandheld equipment in which the installed engine’s governed speed at full load is as high as 3400 rpm. 
* * * * * 
Rated-speed equipment includes all 
nonhandheld equipment in which the installed engine’s governed speed at full load is at or above 3400 rpm. It may also include nonhandheld equipment in which the installed engine’s governed 
speed at full load is as low as 3330 rpm. 
* * * * * 
Steady-state means relating to 
emission tests in which engine speed and load are held at a finite set of essentially constant values. 
* * * * * 
■191. Revise § 1054.815 to read as 
follows: 
§ 1054.815 What provisions apply to 
confidential information? 
The provisions of 40 CFR 1068.10 and 
1068.11 apply for information you submit under this part. 
■192. Redesignate appendix I to part 
1054 as appendix A to part 1054 and amend newly redesignated appendix A by revising paragraph (b)(3) introductory text to read as follows: 
Appendix A to Part 1054—Summary of 
Previous Emission Standards 
* * * * * 
(b) * * * 
(3) Note that engines subject to Phase 1 
standards were not subject to useful life, deterioration factor, production-line testing, or in-use testing provisions. In addition, engines subject to Phase 1 standards and engines subject to Phase 2 standards were both not subject to the following provisions: 
* * * * * 
■193. Redesignate appendix II to part 
1054 as appendix B to part 1054 and revise newly redesignated appendix B to read as follows: 
Appendix B to Part 1054—Duty Cycles 
for Laboratory Testing 
(a) Test handheld engines with the 
following steady-state duty cycle: 
TABLE 1 TOAPPENDIX B—D UTYCYCLE FOR HANDHELD ENGINES  
G3 mode No. Engine speeda Torque 
(percent)b Weighting fac-
tors 
1 ........................ Rated speed ........................................................................................... .................................. 100 0.85 
2 ........................ Warm idle ............................................................................................. ..................................... 0 0.15 
aTest engines at the specified speeds as described in § 1054.505. 
bTest engines at 100 percent torque by setting operator demand to maximum. Control torque during idle at its warm idle speed as described in 
40 CFR 1065.510. 
(b) Test nonhandheld engines with one of 
the following steady-state duty cycles: 
(1) The following duty cycle applies for 
engines designed to idle: 
TABLE 2 TOAPPENDIX B—D UTY 
CYCLE FOR NONHANDHELD ENGINES  
WITHIDLE 
G2 mode 
No.a Torque 
(percent)b Weighting fac-
tors 
1 ............. 100 0.09 
2 ............. 75 0.20 
3 ............. 50 0.29 TABLE 2 TOAPPENDIX B—D UTY 
CYCLE FOR NONHANDHELD ENGINES  
WITHIDLE—Continued 
G2 mode 
No.a Torque 
(percent)b Weighting fac-
tors 
4 ............. 25 0.30 
5 ............. 10 0.07 
6 ............. 0 0.05 
aControl engine speed as described in 
§ 1054.505. Control engine speed for Mode 6 as described in § 1054.505(c) for idle oper-ation. bThe percent torque is relative to the value 
established for full-load torque, as described in § 1054.505. 
(2) The following duty cycle applies for 
engines that are not designed to idle: 
TABLE 3 TOAPPENDIX B—D UTY 
CYCLE FOR NONHANDHELD ENGINES  
WITHOUT IDLE 
Mode 
No.a Torque 
(percent)b Weighting fac-
tors 
1 ............. 100 0.09 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00439 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217852 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 3 TOAPPENDIX B—D UTY 
CYCLE FOR NONHANDHELD ENGINES  
WITHOUT IDLE—Continued 
Mode 
No.a Torque 
(percent)b Weighting fac-
tors 
2 ............. 75 0.21 
3 ............. 50 0.31 
4 ............. 25 0.32 
5 ............. 10 0.07 
aControl engine speed as described in 
§ 1054.505. 
bThe percent torque is relative to the value 
established for full-load torque, as described in § 1054.505. 
PART 1060—CONTROL OF 
EVAPORATIVE EMISSIONS FROM NEW AND IN-USE NONROAD AND STATIONARY EQUIPMENT 
■194. The authority citation for part 
1060 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■195. Amend § 1060.515 by revising 
paragraphs (c) and (d) to read as follows: 
§ 1060.515 How do I test EPA Nonroad 
Fuel Lines and EPA Cold-Weather Fuel Lines for permeation emissions? 
* * * * * 
(c) Except as specified in paragraph 
(d) of this section, measure fuel line permeation emissions using the equipment and procedures for weight- loss testing specified in SAE J30 or SAE J1527 (incorporated by reference in § 1060.810). Start the measurement procedure within 8 hours after draining and refilling the fuel line. Perform the emission test over a sampling period of 14 days. You may omit up to two daily measurements in any seven-day period. Determine your final emission result based on the average of measured values over the 14-day period. Maintain an ambient temperature of (23 ±2) °C 
throughout the sampling period, except for intervals up to 30 minutes for daily weight measurements. 
(d) For fuel lines with a nominal inner 
diameter below 5.0 mm, you may alternatively measure fuel line 
permeation emissions using the equipment and procedures for weight- loss testing specified in SAE J2996 (incorporated by reference in § 1060.810). Determine your final emission result based on the average of measured values over the 14-day sampling period. Maintain an ambient temperature of (23 ±2) °C throughout the 
sampling period, except for intervals up to 30 minutes for daily weight measurements. 
* * * * * 
■196. Amend § 1060.520 by revising 
paragraph (b)(1) to read as follows: 
§ 1060.520 How do I test fuel tanks for 
permeation emissions? 
* * * * * 
(b) * * * (1) Fill the fuel tank to its nominal 
capacity with the fuel specified in paragraph (e) of this section, seal it, and allow it to soak at (28 ±5) °C for at least 
20 weeks. Alternatively, the fuel tank may be soaked for at least 10 weeks at (43±5) °C. You may count the time of 
the preconditioning steps in paragraph (a) of this section as part of the preconditioning fuel soak as long as the ambient temperature remains within the specified temperature range and the fuel tank continues to be at least 40 percent full throughout the test; you may add or replace fuel as needed to conduct the specified durability procedures. Void the test if you determine that the fuel tank has any kind of leak. 
* * * * * 
PART 1065—ENGINE-TESTING 
PROCEDURES 
■197. The authority citation for part 
1065 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■198. Amend § 1065.1 by revising 
paragraphs (a)(1) through (5) and (8) to read as follows: § 1065.1 Applicability. 
(a) * * * 
(1) Locomotives we regulate under 40 
CFR part 1033. 
(2) Heavy-duty highway engines we 
regulate under 40 CFR parts 86 and 1036. 
(3) Nonroad compression-ignition 
engines we regulate under 40 CFR part 1039 and stationary diesel engines that are certified to the standards in 40 CFR part 1039 as specified in 40 CFR part 60, subpart IIII. 
(4) Marine compression-ignition 
engines we regulate under 40 CFR part 1042. 
(5) Marine spark-ignition engines we 
regulate under 40 CFR part 1045. 
* * * * * 
(8) Small nonroad spark-ignition 
engines we regulate under 40 CFR part 1054 and stationary engines that are certified to the standards in 40 CFR part 1054 as specified in 40 CFR part 60, subpart JJJJ. 
* * * * * 
■199. Amend § 1065.5 by revising 
paragraphs (a) introductory text and (c) to read as follows: 
§ 1065.5 Overview of this part 1065 and its 
relationship to the standard-setting part. 
(a) This part specifies procedures that 
apply generally to measuring brake- specific emissions from various categories of engines. See subpart L of this part for measurement procedures for testing related to standards other than brake-specific emission standards. See the standard-setting part for directions in applying specific provisions in this part for a particular type of engine. Before using this part’s procedures, read the standard-setting part to answer at least the following questions: 
* * * * * 
(c) The following table shows how 
this part divides testing specifications into subparts: 
TABLE 1 OF§ 1065.5—D ESCRIPTION OF PART1065 S UBPARTS  
This subpart Describes these specifications or procedures 
Subpart A ............................................................ Applicability and general provisions. 
Subpart B ............................................................ Equipment for testing. 
Subpart C ............................................................ Measurement instruments for testing. 
Subpart D ............................................................ Calibration and performance verifications for measurement systems. 
Subpart E ............................................................ How to prepare engines for testing, including service accu mulation. 
Subpart F ............................................................ How to run an emission test over a predetermined duty cycl e. 
Subpart G ........................................................... Test procedure calculations. 
Subpart H ............................................................ Fuels, engine fluids, analytical gases, and other calibrat ion standards. 
Subpart I ............................................................. Special procedures related to oxygenated fuels. 
Subpart J ............................................................ How to test with portable emission measurement systems (PE MS). 
Subpart L ............................................................ How to test for unregulated and special pollutants. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00440 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217853 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■200. Amend § 1065.10 by revising 
paragraph (c)(7)(ii) to read as follows: 
§ 1065.10 Other procedures. 
* * * * * 
(c) * * * (7) * * * (ii) Submission. Submit requests in 
writing to the EPA Program Officer. 
* * * * * 
■201. Amend § 1065.12 by revising 
paragraph (a) to read as follows: 
§ 1065.12 Approval of alternate 
procedures. 
(a) To get approval for an alternate 
procedure under § 1065.10(c), send the EPA Program Officer an initial written request describing the alternate procedure and why you believe it is equivalent to the specified procedure. Anyone may request alternate procedure approval. This means that an individual engine manufacturer may request to use an alternate procedure. This also means that an instrument manufacturer may request to have an instrument, equipment, or procedure approved as an alternate procedure to those specified in this part. We may approve your request based on this information alone, whether or not it includes all the information specified in this section. Where we determine that your original submission does not include enough information for us to determine that the alternate procedure is equivalent to the specified procedure, we may ask you to submit supplemental information showing that your alternate procedure is consistently and reliably at least as accurate and repeatable as the specified procedure. 
* * * * * 
■202. Amend § 1065.140 by revising 
paragraph (b)(2) introductory text, (c)(2) and (6), and (e)(4) to read as follows: 
§ 1065.140 Dilution for gaseous and PM 
constituents. 
* * * * * 
(b) * * * (2) Measure these background 
concentrations the same way you measure diluted exhaust constituents, or measure them in a way that does not affect your ability to demonstrate compliance with the applicable standards in this chapter. For example, you may use the following simplifications for background sampling: 
* * * * * 
(c) * * * (2) Pressure control. Maintain static 
pressure at the location where raw exhaust is introduced into the tunnel within ±1.2 kPa of atmospheric 
pressure. You may use a booster blower to control this pressure. If you test using 
more careful pressure control and you show by engineering analysis or by test data that you require this level of control to demonstrate compliance at the applicable standards in this chapter, we will maintain the same level of static pressure control when we test. 
* * * * * 
(6) Aqueous condensation . You must 
address aqueous condensation in the CVS as described in this paragraph (c)(6). You may meet these requirements by preventing or limiting aqueous condensation in the CVS from the exhaust inlet to the last emission sample probe. See paragraph (c)(6)(2)(B) of this section for provisions related to the CVS between the last emission sample probe and the CVS flow meter. You may heat and/or insulate the dilution tunnel walls, as well as the bulk stream tubing downstream of the tunnel to prevent or limit aqueous condensation. Where we allow aqueous condensation to occur, use good engineering judgment to ensure that the condensation does not affect your ability to demonstrate that your engines comply with the applicable standards in this chapter (see § 1065.10(a)). 
* * * * * 
(e) * * * (4) Control sample temperature to a 
(47±5) °C tolerance, as measured 
anywhere within 20 cm upstream or downstream of the PM storage media (such as a filter). You may instead measure sample temperature up to 30 cm upstream of the filter or other PM 
storage media if it is housed within a chamber with temperature controlled to stay within the specified temperature range. Measure sample temperature with a bare-wire junction thermocouple with wires that are (0.500 ±0.025) mm 
diameter, or with another suitable instrument that has equivalent performance. 
■203. Amend § 1065.170 by revising 
paragraphs (a)(1) and (c)(1)(ii) and (iii) to read as follows: 
§ 1065.170 Batch sampling for gaseous 
and PM constituents. 
* * * * * 
(a) * * * (1) Verify proportional sampling after 
an emission test as described in § 1065.545. You must exclude from the proportional sampling verification any portion of the test where you are not sampling emissions because the engine is turned off and the batch samplers are not sampling, accounting for exhaust transport delay in the sampling system. Use good engineering judgment to select storage media that will not significantly change measured emission levels (either up or down). For example, do not use 
sample bags for storing emissions if the bags are permeable with respect to emissions or if they off gas emissions to the extent that it affects your ability to demonstrate compliance with the applicable gaseous emission standards in this chapter. As another example, do not use PM filters that irreversibly absorb or adsorb gases to the extent that it affects your ability to demonstrate compliance with the applicable PM emission standards in this chapter. 
* * * * * 
(c) * * * (1) * * * (ii) The filter must be circular, with an 
overall diameter of (46.50 ±0.6) mm and 
an exposed diameter of at least 38 mm. See the cassette specifications in paragraph (c)(1)(vii) of this section. 
(iii) We highly recommend that you 
use a pure PTFE filter material that does not have any flow-through support bonded to the back and has an overall thickness of (40 ±20) mm. An inert 
polymer ring may be bonded to the periphery of the filter material for support and for sealing between the filter cassette parts. We consider Polymethylpentene (PMP) and PTFE inert materials for a support ring, but other inert materials may be used. See the cassette specifications in paragraph (c)(1)(vii) of this section. We allow the use of PTFE-coated glass fiber filter material, as long as this filter media selection does not affect your ability to demonstrate compliance with the applicable standards in this chapter, which we base on a pure PTFE filter material. Note that we will use pure PTFE filter material for compliance testing, and we may require you to use pure PTFE filter material for any compliance testing we require, such as for selective enforcement audits. 
* * * * * 
§ 1065.190 [Amended] 
■204. Amend § 1065.190 by removing 
paragraphs (g)(5) and (6). 
■205. Amend § 1065.210 by revising 
paragraph (a) to read as follows: 
§ 1065.210 Work input and output sensors. 
(a) Application. Use instruments as 
specified in this section to measure work inputs and outputs during engine operation. We recommend that you use sensors, transducers, and meters that meet the specifications in Table 1 of § 1065.205. Note that your overall systems for measuring work inputs and outputs must meet the linearity verifications in § 1065.307. We recommend that you measure work inputs and outputs where they cross the system boundary as shown in Figure 1 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00441 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217854 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
of § 1065.210. The system boundary is 
different for air-cooled engines than for liquid-cooled engines. If you choose to measure work before or after a work conversion, relative to the system boundary, use good engineering judgment to estimate any work- conversion losses in a way that avoids overestimation of total work. For example, if it is impractical to instrument the shaft of an exhaust 
turbine generating electrical work, you may decide to measure its converted electrical work. As another example, you may decide to measure the tractive 
(i.e., electrical output) power of a 
locomotive, rather than the brake power of the locomotive engine. In these cases, divide the electrical work by accurate values of electrical generator efficiency (h<1), or assume an efficiency of 1 
(h=1), which would over-estimate brake- 
specific emissions. For the example of 
using locomotive tractive power with a generator efficiency of 1 ( h=1), this 
means using the tractive power as the brake power in emission calculations. Do not underestimate any work conversion efficiencies for any 
components outside the system boundary that do not return work into the system boundary. And do not overestimate any work conversion efficiencies for components outside the system boundary that do return work into the system boundary. In all cases, ensure that you are able to accurately demonstrate compliance with the applicable standards in this chapter. 
BILLING CODE 6560–50–P 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00442 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217855 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
BILLING CODE 6560–50–C 
* * * * * 
■206. Add § 1065.274 to subpart C to 
read as follows: § 1065.274 Zirconium dioxide (ZrO 2) NO X 
analyzer. 
(a) Application . You may use a 
zirconia oxide (ZrO 2) analyzer to measure NO Xin raw exhaust for field- 
testing engines. 
(b) Component requirements . We 
recommend that you use a ZrO 2 
analyzer that meets the specifications in 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00443 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.106</GPH>jspears on DSK121TN23PROD with PROPOSALS217856 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
Table 1 of § 1065.205. Note that your 
ZrO 2-based system must meet the 
linearity verification in § 1065.307. 
(c) Species measured . The ZrO 2-based 
system must be able to measure and report NO and NO2 together as NO
X. If 
the ZrO 2-based system cannot measure 
all of the NO2, you may develop and apply correction factors based on good engineering judgment to account for this deficiency. 
(d) Interference . You must account for 
NH
3interference with the NO X 
measurement. 
■207. Amend § 1065.284 by revising 
the section heading to read as follows: 
§ 1065.284 Zirconium dioxide (ZrO 2) air- 
fuel ratio and O 2analyzer. 
* * * * * 
■208. Add § 1065.298 to subpart C to 
read as follows: 
§ 1065.298 Correcting real-time PM 
measurement based on gravimetric PM filter measurement for field-testing analysis. 
(a) Application . You may quantify net 
PM on a sample medium for field testing with a continuous PM measurement with correction based on gravimetric PM filter measurement. 
(b) Measurement principles . 
Photoacoustic or electrical aerosol instruments used in field-testing typically under-report PM emissions. Apply the verifications and corrections described in this section to meet accuracy requirements. 
(c) Component requirements . (1) 
Gravimetric PM measurement must meet the laboratory measurement requirements of this part 1065, noting that there are specific exceptions to some laboratory requirements and specification for field testing given in § 1065.905(d)(2). In addition to those exceptions, field testing does not require you to verify proportional flow control as specified in § 1065.545. Note also that the linearity requirements of § 1065.307 apply only as specified in this section. 
(2) Check the calibration and linearity 
of the photoacoustic and electrical aerosol instruments according to the instrument manufacturer’s instructions and the following recommendations: 
(i) For photoacoustic instruments we 
recommend one of the following: 
(A) Use a reference elemental carbon- 
based PM source to calibrate the instrument Verify the photoacoustic instrument by comparing results either to a gravimetric PM measurement collected on the filter or to an elemental carbon analysis of collected PM. 
(B) Use a light absorber that has a 
known amount of laser light absorption to periodically verify the instrument’s 
calibration factor. Place the light absorber in the path of the laser beam. This verification checks the integrity of the microphone sensitivity, the power of the laser diode, and the performance of the analog-to-digital converter. 
(C) Verify that you meet the linearity 
requirements in Table 1 of § 1065.307 by generating a maximum reference PM mass concentration (verified 
gravimetrically) and then using partial- flow sampling to dilute to various evenly distributed concentrations. 
(ii) For electrical aerosol instruments 
we recommend one of the following: 
(A) Use reference monodisperse or 
polydisperse PM-like particles with a mobility diameter or count median diameter greater than 45 nm. Use an electrometer or condensation particle counter that has a d50 at or below 10 nm to verify the reference values. 
(B) Verify that you meet the linearity 
requirements in Table 1 of § 1065.307 using a maximum reference particle concentration, a zero-reference concentration, and at least two other evenly distributed points. Use partial- flow dilution to create the additional reference PM concentrations. The difference between measured values from the electrical aerosol and reference instruments at each point must be no greater than 15% of the mean value from the two measurements at that point. 
(d) Loss correction . You may use PM 
loss corrections to account for PM loss in the sample handling system. 
(e) Correction . Develop a 
multiplicative correction factor to ensure that total PM measured by photoacoustic or electrical aerosol instruments equate to the gravimetric filter-based total PM measurement. Calculate the correction factor by dividing the mass of PM captured on the gravimetric filter by the quantity represented by the total concentration of PM measured by the instrument multiplied by the time over the test interval multiplied by the gravimetric filter sample flow rate. 
■209. Amend § 1065.301 by revising 
paragraph (d) to read as follows: 
§ 1065.301 Overview and general 
provisions. 
* * * * * 
(d) Use NIST-traceable standards to 
the tolerances we specify for calibrations and verifications. Where we specify the need to use NIST-traceable standards, you may alternatively use international standards recognized by the CIPM Mutual Recognition 
Arrangement that are not NIST- traceable. 
■210. Amend § 1065.305 by revising 
paragraph (d)(10)(ii) to read as follows: 
§ 1065.305 Verifications for accuracy, 
repeatability, and noise. 
* * * * * 
(d) * * * (10) * * * 
(ii) The measurement deficiency does 
not adversely affect your ability to demonstrate compliance with the applicable standards in this chapter. 
■211. Amend § 1065.307 by revising 
paragraphs (b), (d) introductory text, and (f) to read as follows: 
§ 1065.307 Linearity verification. 
* * * * * 
(b) Performance requirements . If a 
measurement system does not meet the applicable linearity criteria referenced in Table 1 of this section, correct the deficiency by re-calibrating, servicing, or replacing components as needed. Repeat the linearity verification after correcting the deficiency to ensure that the measurement system meets the linearity criteria. Before you may use a measurement system that does not meet linearity criteria, you must demonstrate to us that the deficiency does not adversely affect your ability to demonstrate compliance with the applicable standards in this chapter. 
* * * * * 
(d) Reference signals . This paragraph 
(d) describes recommended methods for generating reference values for the linearity-verification protocol in paragraph (c) of this section. Use reference values that simulate actual values, or introduce an actual value and measure it with a reference- measurement system. In the latter case, the reference value is the value reported by the reference-measurement system. Reference values and reference- measurement systems must be NIST- traceable. We recommend using calibration reference quantities that are NIST-traceable within ±0.5% 
uncertainty, if not specified elsewhere in this part 1065. Use the following recommended methods to generate reference values or use good engineering judgment to select a different reference: 
* * * * * 
(f) Performance criteria for 
measurement systems . Table 1 follows: 
BILLING CODE 6560–50–P 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00444 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217857 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
* * * * * 
BILLING CODE 6560–50–C 
■212. Amend § 1065.308 by revising 
paragraph (e)(3) to read as follows: 
§ 1065.308 Continuous gas analyzer 
system-response and updating-recording verification—for gas analyzers not continuously compensated for other gas species. 
* * * * * 
(e) * * * (3) If a measurement system fails the 
criteria in paragraphs (e)(1) and (2) of this section, you may use the measurement system only if the deficiency does not adversely affect 
your ability to show compliance with the applicable standards in this chapter. 
* * * * * 
■213. Amend § 1065.309 by revising 
paragraph (e)(3) to read as follows: 
§ 1065.309 Continuous gas analyzer 
system-response and updating-recording verification—for gas analyzers continuously compensated for other gas species. 
* * * * * 
(e) * * * (3) If a measurement system fails the 
criteria in paragraphs (e)(1) and (2) of this section, you may use the measurement system only if the 
deficiency does not adversely affect your ability to show compliance with the applicable standards in this chapter. 
* * * * * 
■214. Amend § 1065.315 by revising 
paragraphs (a)(1) through (3) and (b) to read as follows: 
§ 1065.315 Pressure, temperature, and 
dewpoint calibration. 
(a) * * * 
(1) Pressure . We recommend 
temperature-compensated, digital- pneumatic, or deadweight pressure calibrators, with data-logging 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00445 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.217</GPH>jspears on DSK121TN23PROD with PROPOSALS217858 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
capabilities to minimize transcription 
errors. We recommend using calibration reference quantities that are NIST- traceable within ±0.5% uncertainty. 
(2) Temperature . We recommend 
digital dry-block or stirred-liquid temperature calibrators, with data logging capabilities to minimize transcription errors. We recommend using calibration reference quantities that are NIST-traceable within ±0.5% 
uncertainty. You may perform linearity verification for temperature measurement systems with thermocouples, RTDs, and thermistors by removing the sensor from the system and using a simulator in its place. Use a NIST-traceable simulator that is independently calibrated and, as appropriate, cold-junction compensated. The simulator uncertainty scaled to absolute temperature must be less than 0.5% of T
max. If you use this option, you 
must use sensors that the supplier states are accurate to better than 0.5% of T
max 
compared with their standard calibration curve. 
(3) Dewpoint . We recommend a 
minimum of three different temperature-equilibrated and temperature-monitored calibration salt solutions in containers that seal completely around the dewpoint sensor. We recommend using calibration reference quantities that are NIST- traceable within ±0.5% uncertainty. 
(b) You may remove system 
components for off-site calibration. We recommend specifying calibration reference quantities that are NIST- traceable within ±0.5% uncertainty. 
■215. Amend § 1065.320 by revising 
paragraph (c) to read as follows: 
§ 1065.320 Fuel-flow calibration. 
* * * * * 
(c) You may remove system 
components for off-site calibration. When installing a flow meter with an off-site calibration, we recommend that you consider the effects of the tubing configuration upstream and downstream of the flow meter. We recommend specifying calibration reference quantities that are NIST-traceable within ±0.5% uncertainty. 
■216. Amend § 1065.325 by revising 
paragraphs (a) and (b) to read as follows: 
§ 1065.325 Intake-flow calibration. 
(a) Calibrate intake-air flow meters 
upon initial installation. Follow the instrument manufacturer’s instructions and use good engineering judgment to repeat the calibration. We recommend using a calibration subsonic venturi, ultrasonic flow meter or laminar flow element. We recommend using calibration reference quantities that are NIST-traceable within ±0.5% 
uncertainty. 
(b) You may remove system 
components for off-site calibration. When installing a flow meter with an off-site calibration, we recommend that you consider the effects of the tubing configuration upstream and downstream of the flow meter. We recommend specifying calibration reference quantities that are NIST-traceable within ±0.5% uncertainty. 
* * * * * 
■217. Amend § 1065.330 by revising 
paragraphs (a) and (b) to read as follows: 
§ 1065.330 Exhaust-flow calibration. 
(a) Calibrate exhaust-flow meters 
upon initial installation. Follow the instrument manufacturer’s instructions and use good engineering judgment to 
repeat the calibration. We recommend that you use a calibration subsonic venturi or ultrasonic flow meter and simulate exhaust temperatures by incorporating a heat exchanger between the calibration meter and the exhaust- flow meter. If you can demonstrate that the flow meter to be calibrated is insensitive to exhaust temperatures, you may use other reference meters such as laminar flow elements, which are not commonly designed to withstand typical raw exhaust temperatures. We recommend using calibration reference quantities that are NIST-traceable within ±0.5% uncertainty. 
(b) You may remove system 
components for off-site calibration. When installing a flow meter with an off-site calibration, we recommend that you consider the effects of the tubing configuration upstream and downstream of the flow meter. We recommend specifying calibration reference quantities that are NIST-traceable within ±0.5% uncertainty. 
* * * * * 
■218. Amend § 1065.345 by revising 
paragraph (d) to read as follows: 
§ 1065.345 Vacuum-side leak verification. 
* * * * * 
(d) Dilution-of-span-gas leak test. You 
may use any gas analyzer for this test. If you use a FID for this test, correct for any HC contamination in the sampling system according to § 1065.660. If you use an O
2analyzer described in 
§ 1065.280 for this test, you may use purified N
2to detect a leak. To avoid 
misleading results from this test, we recommend using only analyzers that have a repeatability of 0.5% or better at the reference gas concentration used for this test. Perform a vacuum-side leak test as follows: 
(1) Prepare a gas analyzer as you 
would for emission testing. (2) Supply reference gas to the 
analyzer span port and record the measured value. 
(3) Route overflow reference gas to the 
inlet of the sample probe or at a tee fitting in the transfer line near the exit of the probe. You may use a valve upstream of the overflow fitting to prevent overflow of reference gas out of the inlet of the probe, but you must then provide an overflow vent in the overflow supply line. 
(4) Verify that the measured overflow 
reference gas concentration is within ±0.5% of the concentration measured in 
paragraph (d)(2) of this section. A measured value lower than expected indicates a leak, but a value higher than expected may indicate a problem with the reference gas or the analyzer itself. A measured value higher than expected does not indicate a leak. 
* * * * * 
■219. Amend § 1065.350 by revising 
paragraph (e)(1) to read as follows: 
§ 1065.350 H 2O interference verification 
for CO 2NDIR analyzers. 
* * * * * 
(e) * * * 
(1) You may omit this verification if 
you can show by engineering analysis that for your CO
2sampling system and 
your emission-calculation procedures, the H
2O interference for your CO 2NDIR 
analyzer always affects your brake- specific emission results within ±0.5% 
of each of the applicable standards in this chapter. This specification also applies for vehicle testing, except that it relates to emission results in g/mile or g/kilometer. 
* * * * * 
■220. Amend § 1065.405 by revising 
paragraph (a) to read as follows: 
§ 1065.405 Test engine preparation and 
maintenance. 
* * * * * 
(a) If you are testing an emission-data 
engine for certification, make sure it is built to represent production engines, consistent with paragraph (f) of this section. 
(1) This includes governors that you 
normally install on production engines. Production engines should also be tested with their installed governors. If your engine is equipped with multiple user-selectable governor types and if the governor does not manipulate the emission control system ( i.e., the 
governor only modulates an ‘‘operator demand’’ signal such as commanded fuel rate, torque, or power), choose the governor type that allows the test cell to most accurately follow the duty cycle. If the governor manipulates the emission control system, treat it as an adjustable 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00446 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217859 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
parameter. If you do not install 
governors on production engines, simulate a governor that is representative of a governor that others will install on your production engines. 
(2) In certain circumstances, you may 
incorporate test cell components to simulate an in-use configuration, consistent with good engineering judgment. For example, §§ 1065.122 and 1065.125 allow the use of test cell components to represent engine cooling and intake air systems. 
(3) The provisions in § 1065.110(e) 
also apply to emission-data engines for certification. 
(4) For engines using SCR, use any 
size DEF tank and fuel tank. We may require you to give us a production-type DEF tank, including any associated sensors, for our testing. 
* * * * * 
■221. Amend § 1065.410 by revising 
paragraph (c) to read as follows: 
§ 1065.410 Maintenance limits for 
stabilized test engines. 
* * * * * 
(c) If you inspect an engine, keep a 
record of the inspection and update your application for certification to document any changes that result. You may use any kind of equipment, instrument, or tool that is available at dealerships and other service outlets to identify malfunctioning components or perform maintenance. You may inspect using electronic tools to monitor engine performance, but only if the information is readable without specialized equipment. 
* * * * * 
■222. Amend § 1065.501 by revising 
paragraph (a) introductory text to read as follows: 
§ 1065.501 Overview. 
(a) Use the procedures detailed in this 
subpart to measure engine emissions over a specified duty cycle. Refer to subpart J of this part for field test procedures that describe how to measure emissions during in-use engine operation. Refer to subpart L of this part for measurement procedures for testing related to standards other than brake- specific emission standards. This section describes how to— 
* * * * * 
■223. Amend § 1065.510 by revising 
paragraphs (a) introductory text, (b) introductory text, (b)(4) through (6), (c)(2), and (g)(2)(i) to read as follows: 
§ 1065.510 Engine mapping. 
(a) Applicability, scope, and 
frequency . An engine map is a data set 
that consists of a series of paired data points that represent the maximum brake torque versus engine speed, 
measured at the engine’s primary output shaft. Map your engine if the standard- setting part requires engine mapping to generate a duty cycle for your engine configuration. Map your engine while it is connected to a dynamometer or other device that can absorb work output from the engine’s primary output shaft according to § 1065.110. Configure any auxiliary work inputs and outputs such as hybrid, turbo-compounding, or thermoelectric systems to represent their in-use configurations, and use the same configuration for emission testing. See Figure 1 of § 1065.210. This may involve configuring initial states of charge and rates and times of auxiliary- work inputs and outputs. We recommend that you contact the EPA Program Officer before testing to determine how you should configure any auxiliary-work inputs and outputs. If your engine has an auxiliary emission control device to reduce torque output that may activate during engine mapping, turn it off before mapping. Use the most recent engine map to transform a normalized duty cycle from the standard-setting part to a reference duty cycle specific to your engine. Normalized duty cycles are specified in the standard-setting part. You may update an engine map at any time by repeating the engine-mapping procedure. You must map or re-map an engine before a test if any of the following apply: 
* * * * * 
(b) Mapping variable-speed engines . 
Map variable-speed engines using the procedure in this paragraph (b). Note that under § 1065.10(c) we may allow or require you to use ‘‘other procedures’’ if the specified procedure results in unrepresentative testing or if your engine cannot be tested using the specified procedure. If the engine has a user-adjustable idle speed setpoint, you may set it to its minimum adjustable value for this mapping procedure and the resulting map may be used for any test, regardless of where it is set for running each test. 
* * * * * 
(4) Operate the engine at the 
minimum mapped speed. A minimum mapped speed equal to (95 ±1)% of its 
warm idle speed determined in paragraph (b)(3) of this section may be used for any engine or test. A higher minimum mapped speed may be used if all the duty cycles that the engine is subject to have a minimum reference speed higher than the warm idle speed determined in paragraph (b)(3) of this section. In this case you may use a minimum mapped speed equal to (95±1)% of the lowest minimum 
reference speed in all the duty cycles the engine is subject to. Set operator demand to maximum and control engine speed at this minimum mapped speed for at least 15 seconds. Set operator demand to maximum and control engine speed at (95 ±1)% of its 
warm idle speed determined in paragraph (b)(3)(i) of this section for at least 15 seconds. 
(5) Perform a continuous or discrete 
engine map as described in paragraphs (b)(5)(i) or (ii) of this section. A continuous engine map may be used for any engine. A discrete engine map may be used for engines subject only to steady-state duty cycles. Use linear interpolation between the series of points generated by either of these maps to determine intermediate torque values. Use the series of points generated by either of these maps to generate the power map as described in paragraph (e) of this section. 
(i) For continuous engine mapping, 
begin recording mean feedback speed and torque at 1 Hz or more frequently and increase speed at a constant rate such that it takes (4 to 6) min to sweep from the minimum mapped speed described in paragraphs (b)(4) of this section to the check point speed described in paragraph (b)(5)(iii) of this section. Use good engineering judgment to determine when to stop recording data to ensure that the sweep is complete. In most cases, this means that you can stop the sweep at any point after the power falls to 50% of the maximum value. 
(ii) For discrete engine mapping, 
select at least 20 evenly spaced setpoints from the minimum mapped speed described in paragraph (b)(4) of this section to the check point speed described in paragraph (b)(5)(iii) of this section. At each setpoint, stabilize speed and allow torque to stabilize. We recommend that you stabilize an engine for at least 15 seconds at each setpoint and record the mean feedback speed 
and torque of the last (4 to 6) seconds. Record the mean speed and torque at each setpoint. 
(iii) The check point speed of the map 
is the highest speed above maximum power at which 50% of maximum power occurs. If this speed is unsafe or unachievable ( e.g., for ungoverned 
engines or engines that do not operate at that point), use good engineering judgment to map up to the maximum safe speed or maximum achievable speed. For discrete mapping, if the engine cannot be mapped to the check point speed, make sure the map includes at least 20 points from 95% of warm idle to the maximum mapped 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00447 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217860 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
speed. For continuous mapping, if the 
engine cannot be mapped to the check point speed, verify that the sweep time from 95% of warm idle to the maximum mapped speed is (4 to 6) min. 
(iv) Note that under § 1065.10(c)(1) we 
may allow you to disregard portions of the map when selecting maximum test speed if the specified procedure would result in a duty cycle that does not represent in-use operation. 
(6) Determine warm high-idle speed 
for engines with a high-speed governor. You may skip this if the engine is not subject to transient testing with a duty cycle that includes reference speed values above 100%. You may use a manufacturer-declared warm high-idle speed if the engine is electronically governed. For engines with a high-speed governor that regulates speed by disabling and enabling fuel or ignition at two manufacturer-specified speeds, declare the middle of this specified speed range as the warm high-idle speed. You may alternatively measure warm high-idle speed using the following procedure: 
(i) Run an operating point targeting 
zero torque. 
(A) Set operator demand to maximum 
and use the dynamometer to target zero torque on the engine’s primary output shaft. 
(B) Wait for the engine governor and 
dynamometer to stabilize. We recommend that you stabilize for at least 15 seconds. 
(C) Record 1 Hz means of the feedback 
speed and torque for at least 30 seconds. You may record means at a higher frequency as long as there are no gaps in the recorded data. For engines with a high-speed governor that regulates speed by disabling and enabling fuel or ignition, you may need to extend this stabilization period to include at least one disabling event at the higher speed and one enabling event at the lower speed. 
(D) Determine if the feedback speed is 
stable over the recording period. The feedback speed is considered stable if all the recorded 1 Hz means are within ±2% of the mean feedback speed over 
the recording period. If the feedback speed is not stable because of the dynamometer, void the results and repeat measurements after making any necessary corrections. You may void and repeat the entire map sequence, or you may void and replace only the results for establishing warm high-idle speed; use good engineering judgment to warm-up the engine before repeating measurements. 
(E) If the feedback speed is stable, use 
the mean feedback speed over the recording period as the measured speed 
for this operating point. 
(F) If the feedback speed is not stable 
because of the engine, determine the mean as the value representing the midpoint between the observed maximum and minimum recorded feedback speed. 
(G) If the mean feedback torque over 
the recording period is within (0 ±1)% of 
T
maxmapped , use the measured speed for 
this operating point as the warm high- idle speed. Otherwise, continue testing as described in paragraph (b)(6)(ii) of this section. 
(ii) Run a second operating point 
targeting a positive torque. Follow the same procedure in paragraphs (b)(6)(i)(A) through (F) of this section, except that the dynamometer is set to target a torque equal to the mean feedback torque over the recording period from the previous operating point plus 20% of T
max mapped . 
(iii) Use the mean feedback speed and 
torque values from paragraphs (b)(6)(i) and (ii) of this section to determine the warm high-idle speed. If the two recorded speed values are the same, use that value as the warm high-idle-speed. Otherwise, use a linear equation passing through these two speed-torque points and extrapolate to solve for the speed at zero torque and use this speed intercept value as the warm high-idle speed. 
(iv) You may use a manufacturer- 
declared T
maxinstead of the measured 
Tmax mapped . If you do this, you may also 
measure the warm high-idle speed as described in this paragraph (b)(6) before running the operating point and speed sweeps specified in paragraphs (b)(4) and (5) of this section. 
* * * * * 
(c) * * * (2) Map the amount of negative torque 
required to motor the engine by repeating paragraph (b) of this section with minimum operator demand, as applicable. You may start the negative torque map at either the minimum or maximum speed from paragraph (b) of this section. 
* * * * * 
(g) * * * (2) * * * (i) Perform an engine map by using a 
series of continuous sweeps to cover the engine’s full range of operating speeds. Prepare the engine for hybrid-active mapping by ensuring that the RESS state of charge is representative of normal operation. Perform the sweep as specified in paragraph (b)(5)(i) of this section, but stop the sweep to charge the RESS when the power measured from the RESS drops below the expected maximum power from the RESS by more than 2% of total system power 
(including engine and RESS power). Unless good engineering judgment indicates otherwise, assume that the expected maximum power from the RESS is equal to the measured RESS power at the start of the sweep segment. For example, if the 3-second rolling average of total engine-RESS power is 200 kW and the power from the RESS at the beginning of the sweep segment is 50 kW, once the power from the RESS reaches 46 kW, stop the sweep to charge the RESS. Note that this assumption is not valid where the hybrid motor is torque-limited. Calculate total system power as a 3-second rolling average of instantaneous total system power. After each charging event, stabilize the engine for 15 seconds at the speed at which you ended the previous segment with operator demand set to maximum before continuing the sweep from that speed. Repeat the cycle of charging, mapping, and recharging until you have completed the engine map. You may shut down the system or include other operation between segments to be consistent with the intent of this paragraph (g)(2)(i). For example, for systems in which continuous charging and discharging can overheat batteries to an extent that affects performance, you may operate the engine at zero power from the RESS for enough time after the system is recharged to allow the batteries to cool. Use good engineering judgment to smooth the torque curve to eliminate discontinuities between map intervals. 
* * * * * 
■224. Amend § 1065.512 by revising 
paragraph (b)(1) to read as follows: 
§ 1065.512 Duty cycle generation. 
* * * * * 
(b) * * * (1) Engine speed for variable-speed 
engines. For variable-speed engines, 
normalized speed may be expressed as a percentage between warm idle speed, f
nidle, and maximum test speed, fntest, or 
speed may be expressed by referring to a defined speed by name, such as ‘‘warm idle,’’ ‘‘intermediate speed,’’ or ‘‘A,’’ ‘‘B,’’ or ‘‘C’’ speed. Section 1065.610 describes how to transform these normalized values into a sequence 
of reference speeds, f
nref. Running duty 
cycles with negative or small normalized speed values near warm idle speed may cause low-speed idle governors to activate and the engine torque to exceed the reference torque even though the operator demand is at a minimum. In such cases, we recommend controlling the dynamometer so it gives priority to follow the reference torque instead of 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00448 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217861 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
the reference speed and let the engine 
govern the speed. Note that the cycle- validation criteria in § 1065.514 allow an engine to govern itself. This allowance permits you to test engines with enhanced-idle devices and to simulate the effects of transmissions such as automatic transmissions. For example, an enhanced-idle device might be an idle speed value that is normally commanded only under cold-start conditions to quickly warm up the engine and aftertreatment devices. In this case, negative and very low normalized speeds will generate reference speeds below this higher enhanced-idle speed. You may do either of the following when using enhanced- idle devices: 
(i) Control the dynamometer so it 
gives priority to follow the reference torque, controlling the operator demand 
so it gives priority to follow reference speed and let the engine govern the speed when the operator demand is at minimum. 
(ii) While running an engine where 
the ECM broadcasts an enhanced-idle speed that is above the denormalized speed, use the broadcast speed as the reference speed. Use these new reference points for duty-cycle validation. This does not affect how you determine denormalized reference 
torque in paragraph (b)(2) of this section. 
(iii) If an ECM broadcast signal is not 
available, perform one or more practice cycles to determine the enhanced-idle speed as a function of cycle time. Generate the reference cycle as you normally would but replace any reference speed that is lower than the 
enhanced-idle speed with the enhanced- idle speed. This does not affect how you determine denormalized reference torque in paragraph (b)(2) of this section. 
* * * * * 
■225. Amend § 1065.514 by revising 
paragraph (d) to read as follows 
§ 1065.514 Cycle-validation criteria for 
operation over specified duty cycles. 
* * * * * 
(d) Omitting additional points. 
Besides engine cranking, you may omit additional points from cycle-validation statistics as described in the following table: 
TABLE 1 OF§ 1065.514—P ERMISSIBLE CRITERIA FOR OMITTING POINTS FROM DUTY-CYCLE REGRESSION STATISTICS  
When operator demand is at its 
...  you may omit . . . if . . . 
For reference duty cycles that are specified in terms of speed and torque ( fnref, Tref) 
minimum .......................................... power and torque .......................... Tref<0% (motoring). 
minimum .......................................... power and speed ........................... fnref= 0% (idle speed) and Tref= 0% (idle torque) and Tref¥(2% · 
Tmax mapped ) < T < Tref+ (2% · Tmax mapped ). 
minimum .......................................... power and speed ........................... fnref< enhanced-idle speedaand Tref> 0%. 
minimum .......................................... power and either torque or speed fn> fnrefor T > Trefbut not if fn> (fnref· 102%) and T T ref+ (2% · 
Tmax mapped ). 
maximum ......................................... power and either torque or speed fn< fnrefor T < Trefbut not if fn< (fnref· 98%) and T < Tref¥(2% · 
Tmax mapped ). 
For reference duty cycles that are specified in terms of speed and power ( fnref, Pref) 
minimum .......................................... power and torque .......................... Pref< 0% (motoring). 
minimum .......................................... power and speed ........................... fnref= 0% (idle speed) and Pref= 0% (idle power) and Pref¥(2% · 
Pmax mapped ) < P < Pref+ (2% · Pmax mapped ). 
minimum .......................................... power and either torque or speed fn> fnrefor P > Prefbut not if fn> (fnref· 102%) and P > Pref+ (2% · 
Pmax mapped ). 
maximum ......................................... power and either torque or speed fn< fnrefor P < Prefbut not if fn< (fnref· 98%) and P < Pref¥(2% · 
Pmax mapped ). 
aEnhanced-idle speed determined from ECM broadcast or practice cycle. 
* * * * * 
■226. Amend § 1065.545 by revising 
paragraphs (a) and (b) introductory text to read as follows: 
§ 1065.545 Verification of proportional flow 
control for batch sampling. 
* * * * * 
(a) For any pair of sample and total 
flow rates, use continuous recorded data or 1 Hz means. Total flow rate means the raw exhaust flow rate for raw exhaust sampling and the dilute exhaust flow rate for CVS sampling. For each test interval, determine the standard error of the estimate, SEE, of the sample 
flow rate versus the total flow rate as described in § 1065.602, forcing the intercept to zero. Determine the mean sample flow rate over each test interval as described in § 1065.602. For each test interval, demonstrate that SEE is at or 
below 3.5% of the mean sample flow rate. 
(b) For any pair of sample and total 
flow rates, use continuous recorded data or 1 Hz means. Total flow rate means the raw exhaust flow rate for raw exhaust sampling and the dilute exhaust flow rate for CVS sampling. For each test interval, demonstrate that each flow rate is constant within ±2.5% of its 
respective mean or target flow rate. You may use the following options instead of recording the respective flow rate of each type of meter: 
* * * * * 
■227. Amend § 1065.610 by revising 
paragraph (c)(2) to read as follows: 
§ 1065.610 Duty cycle generation. 
* * * * * (c) * * * 
(2) A, B, C, and D speeds. If your 
normalized duty cycle specifies speeds as A, B, C, or D values, use your power- versus-speed curve to determine the lowest speed below maximum power at which 50% of maximum power occurs. Denote this value as n
lo. Take nloto be 
warm idle speed if all power points at speeds below the maximum power speed are higher than 50% of maximum power. Also determine the highest speed above maximum power at which 70% of maximum power occurs. Denote this value as n
hi. If all power points at 
speeds above the maximum power speed are higher than 70% of maximum power, take n
hito be the declared 
maximum safe engine speed or the declared maximum representative engine speed, whichever is lower. Use 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00449 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217862 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
nhiand nloto calculate reference values 
for A, B, C, or D speeds as follows: 
Example: 
nlo= 1005 r/min 
nhi= 2385 r/min 
fnrefA = 0.25 · (2385 ¥1005) + 1005 
fnrefB= 0.25 · (2385 ¥1005) + 1005 
fnrefC= 0.25 · (2385 ¥1005) + 1005 
fnrefD = 0.25 · (2385 ¥1005) + 1005 
fnrefA = 1350 r/min 
fnrefB= 1695 r/min 
fnrefC= 2040 r/min 
fnrefD = 1212 r/min 
* * * * * 
■228. Amend § 1065.650 by revising 
paragraphs (a), (c)(2)(i), (3), (4)(i), and (6), (d)(7), (e)(1) and (2), (f)(1) and (2), and (g)(1) and (2) to read as follows: 
§ 1065.650 Emission calculations. 
(a) General. Calculate brake-specific 
emissions over each applicable duty cycle or test interval. For test intervals with zero work (or power), calculate the emission mass (or mass rate), but do not calculate brake-specific emissions. Unless specified otherwise, for the purposes of calculating and reporting emission mass (or mass rate), do not alter any negative values of measured or calculated quantities. You may truncate negative values in chemical balance quantities listed in § 1065.655(c) to facilitate convergence. For duty cycles with multiple test intervals, refer to the standard-setting part for calculations you need to determine a composite result, such as a calculation that weights and sums the results of individual test intervals in a duty cycle. If the standard- setting part does not include those calculations, use the equations in paragraph (g) of this section. This section is written based on rectangular integration, where each indexed value (i.e., ‘‘i’’) represents (or approximates) 
the mean value of the parameter for its respective time interval, delta-t. You may also integrate continuous signals using trapezoidal integration consistent 
with good engineering judgment. 
* * * * * 
(c) * * * (2) * * * (i) Varying flow rate. If you 
continuously sample from a varying exhaust flow rate, time align and then multiply concentration measurements by the flow rate from which you extracted it. We consider the following to be examples of varying flows that require a continuous multiplication of concentration times molar flow rate: Raw exhaust, exhaust diluted with a constant flow rate of dilution air, and CVS dilution with a CVS flow meter that does not have an upstream heat exchanger or electronic flow control. This multiplication results in the flow rate of the emission itself. Integrate the emission flow rate over a test interval to determine the total emission. If the total emission is a molar quantity, convert this quantity to a mass by multiplying it by its molar mass, M. The result is the 
mass of the emission, m. Calculate m for 
continuous sampling with variable flow using the following equations: 
Example: 
MNMHC = 13.875389 g/mol 
N = 1200 
xNMHC1 = 84.5 mmol/mol = 84.5 · 10¥6 
mol/mol xNMHC2 = 86.0 mmol/mol = 86.0 · 10¥6 
mol/mol 
n˙exh1= 2.876 mol/s 
n˙exh2= 2.224 mol/s 
frecord = 1 Hz 
Using Eq. 1065.650–5, 
Dt = 1/1 = 1 s 
mNMHC = 13.875389 · (84.5 · 10¥6· 2.876 
+ 86.0 · 10¥6· 2.224 + . . . + 
xNMHC1200 · n˙exh) · 1 
mNMHC = 25.23 g 
* * * * * 
(3) Batch sampling. For batch 
sampling, the concentration is a single value from a proportionally extracted batch sample (such as a bag, filter, impinger, or cartridge). In this case, multiply the mean concentration of the batch sample by the total flow from which the sample was extracted. You may calculate total flow by integrating a varying flow rate or by determining the mean of a constant flow rate, as follows: 
(i) Varying flow rate. If you collect a 
batch sample from a varying exhaust flow rate, extract a sample proportional 
to the varying exhaust flow rate. We consider the following to be examples of varying flows that require proportional sampling: Raw exhaust, exhaust diluted with a constant flow rate of dilution air, and CVS dilution with a CVS flow meter that does not have an upstream heat exchanger or electronic flow control. Integrate the flow rate over a test interval to determine the total flow from which you extracted the proportional sample. Multiply the mean concentration of the batch sample by the total flow from which the sample was extracted to determine the total emission. If the total emission is a molar quantity, convert this quantity to a mass by multiplying it by its molar mass, M. 
The result is the total emission mass, m. 
In the case of PM emissions, where the mean PM concentration is already in 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00450 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.107</GPH> EP28MR22.108</GPH>jspears on DSK121TN23PROD with PROPOSALS217863 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
units of mass per mole of exhaust, 
simply multiply it by the total flow. The result is the total mass of PM, m
PM. 
Calculate m for each constituent as 
follows: 
(A) Calculate m for measuring gaseous 
emission constituents with sampling that results in a molar concentration, x¯, 
using the following equation: 
Example: 
MNOx= 46.0055 g/mol 
N = 9000 
x¯NOx= 85.6 mmol/mol = 85.6 · 10¥6mol/ 
mol 
n˙dexh1 = 25.534 mol/s 
n˙dexh2 = 26.950 mol/s 
frecord = 5 Hz 
Using Eq. 1065.650–5: 
Dt = 1/5 = 0.2 
mNOx= 46.0055 · 85.6 · 10¥6· (25.534 
+ 26.950 + . . . + n˙exh9000 ) · 0.2 
mNOx= 4.201 g 
(B) Calculate m for sampling PM or 
any other analysis of a batch sample that yields a mass per mole of exhaust, M¯, 
using the following equation: 
(ii) Proportional or constant flow rate. 
If you batch sample from a constant exhaust flow rate, extract a sample at a proportional or constant flow rate. We consider the following to be examples of constant exhaust flows: CVS diluted exhaust with a CVS flow meter that has either an upstream heat exchanger, 
electronic flow control, or both. Determine the mean molar flow rate from which you extracted the sample. Multiply the mean concentration of the batch sample by the mean molar flow rate of the exhaust from which the sample was extracted to determine the total emission and multiply the result by the time of the test interval. If the total emission is a molar quantity, convert this quantity to a mass by multiplying it by its molar mass, M. The 
result is the total emission mass, m. In 
the case of PM emissions, where the mean PM concentration is already in units of mass per mole of exhaust, simply multiply it by the total flow, and the result is the total mass of PM, m
PM. 
Calculate m for each constituent as 
follows: 
(A) Calculate m for measuring gaseous 
emission constituents with sampling that results in a molar concentration, x¯, 
using the following equation: 
(B) Calculate m for sampling PM or 
any other analysis of a batch sample that 
yields a mass per mole of exhaust, M¯, 
using the following equation: 
(C) The following example illustrates 
a calculation of mPM: 
M¯PM= 144.0 mg/mol = 144.0 · 10¥6g/ 
mol 
n˙dexh= 57.692 mol/s 
Dt = 1200 s 
mPM= 144.0 · 10¥6· 57.692 · 1200 
mPM= 9.9692 g 
(4) * * * 
(i) For sampling with a constant 
dilution ratio, DR, of diluted exhaust versus exhaust flow ( e.g., secondary 
dilution for PM sampling), calculate m 
using the following equation: 
Example: 
mPMdil = 6.853 g 
DR = 6:1 
mPM= 6.853 · 6 
mPM= 41.118 g 
* * * * * 
(6) Mass of NMNEHC. Determine the 
mass of NMNEHC using one of the following methods: 
(i) If the test fuel has less than 0.010 
mol/mol of ethane and you omit the NMNEHC calculations as described in § 1065.660(c)(1), take the corrected mass of NMNEHC to be 0.95 times the corrected mass of NMHC. 
(ii) If the test fuel has at least 0.010 
mol/mol of ethane and you omit the NMNEHC calculations as described in § 1065.660(c)(1), take the corrected mass of NMNEHC to be 1.0 times the corrected mass of NMHC. 
(d) * * * (7) Integrate the resulting values for 
power over the test interval. Calculate total work as follows: 
Where: 
W = total work from the primary output shaft. 
Pi= instantaneous power from the primary 
output shaft over an interval i. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00451 Fmt 4701 Sfmt 4725 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.109</GPH> EP28MR22.110</GPH> EP28MR22.111</GPH> EP28MR22.112</GPH> EP28MR22.113</GPH> EP28MR22.114</GPH> EP28MR22.115</GPH>jspears on DSK121TN23PROD with PROPOSALS217864 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
* * * * * 
(e) * * * (1) To calculate, mÔ, multiply its mean 
concentration, x¯, by its corresponding 
mean molar flow rate, nÔ. If the result is 
a molar flow rate, convert this quantity to a mass rate by multiplying it by its molar mass, M. The result is the mean 
mass rate of the emission, mÔ. In the case 
of PM emissions, where the mean PM concentration is already in units of mass per mole of exhaust, simply multiply it by the mean molar flow rate, nÔ. The 
result is the mass rate of PM, m˙
PM. 
Calculate mÔusing the following 
equation: 
(2) To calculate an engine’s mean 
steady-state total power, P, add the 
mean steady-state power from all the work paths described in § 1065.210 that 
cross the system boundary including electrical power, mechanical shaft power, and fluid pumping power. For all work paths, except the engine’s primary output shaft (crankshaft), the mean steady-state power over the test interval is the integration of the net work flow rate (power) out of the system boundary divided by the period of the test interval. When power flows into the system boundary, the power/work flow rate signal becomes negative; in this case, include these negative power/work rate values in the integration to calculate the mean power from that work path. Some work paths may result in a negative mean power. Include 
negative mean power values from any work path in the mean total power from the engine rather than setting these values to zero. The rest of this paragraph (e)(2) describes how to calculate the mean power from the engine’s primary output shaft. Calculate 
Pusing Eq. 
1065.650–13, noting that P, f¯, and T 
refer to mean power, mean rotational shaft frequency, and mean torque from the primary output shaft. Account for the power of simulated accessories according to § 1065.110 (reducing the mean primary output shaft power or torque by the accessory power or torque). Set the power to zero during actual motoring operation (negative feedback torques), unless the engine was connected to one or more energy storage devices. Examples of such energy storage devices include hybrid powertrain batteries and hydraulic accumulators, like the ones illustrated in Figure 1 of § 1065.210. Set the power to zero for modes with a zero reference load (0 N·m reference torque or 0 kW reference power). Include power during idle modes with simulated minimum torque or power. 
* * * * * 
(f) * * * (1) Total mass. To determine a value 
proportional to the total mass of an emission, determine total mass as described in paragraph (c) of this 
section, except substitute for the molar flow rate, n˙, or the total flow, n, with a 
signal that is linearly proportional to molar flow rate, nÕ, or linearly 
proportional to total flow, n˜, as follows: 
(2) Total work. To calculate a value 
proportional to total work over a test interval, integrate a value that is 
proportional to power. Use information about the brake-specific fuel consumption of your engine, e
fuel, to 
convert a signal proportional to fuel flow rate to a signal proportional to power. To determine a signal proportional to fuel flow rate, divide a signal that is proportional to the mass rate of carbon products by the fraction of carbon in your fuel, w
C. You may use 
a measured wCor you may use default 
values for a given fuel as described in § 1065.655(e). Calculate the mass rate of carbon from the amount of carbon and water in the exhaust, which you determine with a chemical balance of fuel, DEF, intake air, and exhaust as described in § 1065.655. In the chemical balance, you must use concentrations from the flow that generated the signal proportional to molar flow rate, nÕ, in 
paragraph (e)(1) of this section. Calculate a value proportional to total work as follows: 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00452 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.116</GPH> EP28MR22.117</GPH> EP28MR22.118</GPH> EP28MR22.119</GPH>jspears on DSK121TN23PROD with PROPOSALS217865 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
* * * * * 
(g) * * * (1) Use the following equation to 
calculate composite brake-specific emissions for duty cycles with multiple test intervals all with prescribed durations, such as cold-start and hot- start transient cycles: 
Where: 
i = test interval number. 
N = number of test intervals. 
WF = weighting factor for the test interval as 
defined in the standard-setting part. m = mass of emissions over the test interval 
as determined in paragraph (c) of this section. 
W = total work from the engine over the test 
interval as determined in paragraph (d) of this section. 
Example: 
N = 2 
WF 1= 0.1428 
WF 2= 0.8572 
m1= 70.125 g 
m2= 64.975 g 
W1= 25.783 kW · hr 
W2= 25.783 kW · hr 
eNOxcomp = 2.548 g/kW · hr 
(2) Calculate composite brake-specific 
emissions for duty cycles with multiple test intervals that allow use of varying duration, such as discrete-mode steady- 
state duty cycles, as follows: 
(i) Use the following equation if you 
calculate brake-specific emissions over test intervals based on total mass and 
total work as described in paragraph (b)(1) of this section: 
Where: 
i = test interval number. 
N = number of test intervals. 
WF = weighting factor for the test interval as 
defined in the standard-setting part. 
m = mass of emissions over the test interval 
as determined in paragraph (c) of this section. W = total work from the engine over the test 
interval as determined in paragraph (d) of this section. 
t = duration of the test interval. 
Example: 
N = 2 
WF 1= 0.85 WF 1= 0.15 
m1= 1.3753 g 
m2= 0.4135 g 
t1= 120 s 
t2= 200 s 
W1= 2.8375 kW · hr 
W2= 0.0 kW · hr 
eNOxcomp = 0.5001 g/kW · hr (ii) Use the following equation if you 
calculate brake-specific emissions over test intervals based on the ratio of mass rate to power as described in paragraph 
(b)(2) of this section: 
Where: 
i = test interval number. 
N = number of test intervals. 
WF = weighting factor for the test interval as 
defined in the standard-setting part. mÔ= mean steady-state mass rate of emissions 
over the test interval as determined in paragraph (e) of this section. P= mean steady-state power over the test 
interval as described in paragraph (e) of this section. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00453 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.120</GPH> EP28MR22.121</GPH> EP28MR22.122</GPH> EP28MR22.123</GPH> EP28MR22.124</GPH> EP28MR22.125</GPH>jspears on DSK121TN23PROD with PROPOSALS217866 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
Example: 
N = 2 WF 1= 0.85 
WF 2= 0.15 
mÔ1= 2.25842 g/hr mÔ2= 0.063443 g/hr 
P1= 4.5383 kW 
P2= 0.0 kW 
eNOxcomp = 0.5001 g/kW · hr 
* * * * * 
■229. Amend § 1065.655 by revising 
paragraph (e)(1)(i) to read as follows: 
§ 1065.655 Chemical balances of fuel, DEF, 
intake air, and exhaust. 
* * * * * 
(e) * * * (1) * * * 
(i) Determine the carbon and 
hydrogen mass fractions according to ASTM D5291 (incorporated by reference in § 1065.1010). When using ASTM D5291 to determine carbon and hydrogen mass fractions of gasoline (with or without blended ethanol), use good engineering judgment to adapt the method as appropriate. This may include consulting with the instrument manufacturer on how to test high- volatility fuels. Allow the weight of volatile fuel samples to stabilize for 20 minutes before starting the analysis; if the weight still drifts after 20 minutes, prepare a new sample). Retest the sample if the carbon, hydrogen, oxygen, sulfur, and nitrogen mass fractions do not add up to a total mass of 100 ± 0.5%; 
you may assume oxygen has a zero mass contribution for this specification for diesel fuel and neat (E0) gasoline. You may also assume that sulfur and nitrogen have a zero mass contribution for this specification for all fuels except residual fuel blends. 
* * * * * 
■230. Amend § 1065.660 by revising 
paragraph (c)(1) to read as follows: 
§ 1065.660 THC, NMHC, NMNEHC, CH 4, 
and C 2H6determination. 
* * * * * 
(c) * * * (1) Calculate x
NMNEHC based on the 
test fuel’s ethane content as follows: 
(i) If the content of your test fuel 
contains less than 0.010 mol/mol of ethane, you may omit the calculation of NMNEHC concentration and calculate the mass of NMNEHC as described in § 1065.650(c)(6)(i). 
(ii) If the content of your fuel test 
contains at least 0.010 mol/mol of ethane, you may omit the calculation of NMNEHC concentration and calculate the mass of NMNEHC as described in § 1065.650(c)(6)(ii). 
* * * * * ■231. Amend § 1065.667 by revising 
paragraph (a) to read as follows: 
§ 1065.667 Dilution air background 
emission correction. 
(a) To determine the mass of 
background emissions to subtract from a diluted exhaust sample, first determine the total flow of dilution air, n
dil, over 
the test interval. This may be a 
measured quantity or a calculated quantity. Multiply the total flow of dilution air by the mean mole fraction (i.e., concentration) of a background 
emission. This may be a time-weighted mean or a flow-weighted mean ( e.g., a 
proportionally sampled background). Finally, multiply by the molar mass, M, 
of the associated gaseous emission constituent. The product of n
diland the 
mean molar concentration of a background emission and its molar mass, M, is the total background 
emission mass, m. In the case of PM, 
where the mean PM concentration is already in units of mass per mole of exhaust, multiply it by the total amount of dilution air flow, and the result is the total background mass of PM, m
PM. 
Subtract total background mass from total mass to correct for background emissions. 
* * * * * 
■232. Amend § 1065.672 by revising 
paragraphs (d)(3) and (4) to read as follows: 
§ 1065.672 Drift correction. 
* * * * * 
(d) * * * (3) For any pre-test interval 
concentrations, use the last concentration determined before the test interval. For some test intervals, the last pre-zero or pre-span might have occurred before one or more earlier test intervals. 
(4) For any post-test interval 
concentrations, use the first concentration determined after the test interval. For some test intervals, the first post-zero or post-span might occur after one or more later test intervals. 
* * * * * 
■233. Amend § 1065.680 by revising 
the introductory text to read as follows: § 1065.680 Adjusting emission levels to 
account for infrequently regenerating aftertreatment devices. 
This section describes how to 
calculate and apply emission adjustment factors for engines using aftertreatment technology with infrequent regeneration events that may occur during testing. These adjustment factors are typically calculated based on measurements conducted for the purposes of engine certification, and then used to adjust the results of testing related to demonstrating compliance with emission standards. For this section, ‘‘regeneration’’ means an intended event during which emission levels change while the system restores aftertreatment performance. For example, exhaust gas temperatures may increase temporarily to remove sulfur from an adsorber or SCR catalyst or to oxidize accumulated particulate matter in a trap. The duration of this event extends until the aftertreatment performance and emission levels have returned to normal baseline levels. Also, ‘‘infrequent’’ refers to regeneration events that are expected to occur on average less than once over a transient or ramped-modal duty cycle, or on average less than once per mode in a discrete-mode test. 
* * * * * 
■234. Amend § 1065.695 by revising 
paragraph (a) to read as follows: 
§ 1065.695 Data requirements. 
(a) To determine the information we 
require from engine tests, refer to the standard-setting part and request from your EPA Program Officer the format used to apply for certification or demonstrate compliance. We may require different information for different purposes, such as for certification applications, approval requests for alternate procedures, selective enforcement audits, laboratory audits, production-line test reports, and field-test reports. 
* * * * * 
■235. Amend § 1065.715 by revising 
paragraph (b)(3) to read as follows: 
§ 1065.715 Natural gas. 
* * * * * 
(b) * * * 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00454 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.126</GPH>jspears on DSK121TN23PROD with PROPOSALS217867 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(3) You may ask for approval to use 
fuel that does not meet the specifications in paragraph (a) of this section, but only if using the fuel would not adversely affect your ability to demonstrate compliance with the 
applicable standards in this chapter. 
* * * * * 
■236. Amend § 1065.720 by revising 
paragraphs (a) and (b)(3) to read as follows: § 1065.720 Data requirements. 
(a) Except as specified in paragraph 
(b) of this section, liquefied petroleum gas for testing must meet the specifications in the following table: 
TABLE 1 TOPARAGRAPH (a) OF§ 1065.720—T ESTFUELSPECIFICATIONS FOR LIQUEFIED PETROLEUM GAS 
Property Value Reference procedurea 
Propane, C 3H8................................................................................................... Minimum, 0.85 m3/m3.... ASTM D2163. 
Vapor pressure at 38 °C ................................................................................... Maximum, 1400 kPa ...... ASTM D1267 or ASTM D 2598.b 
Butanes .............................................................................................................. Maximum, 0 .05 m3/m3... ASTM D2163. 
Butenes .............................................................................................................. Maximum, 0 .02 m3/m3... ASTM D2163. 
Pentenes and heavier ....................................................................................... Maximum, 0.005 m3/m3 ASTM D2163. 
Propene ............................................................................................................. Maximum, 0. 1 m3/m3..... ASTM D2163. 
Residual matter (residue on evaporation of 100 ml oil stain observation) ....... Maximum, 0.05 ml passc ASTM D2158. 
Corrosion, copper strip ...................................................................................... Maximum, No. 1 .... ........ ASTM D1838. 
Sulfur ................................................................................................................. Maximum,  80 mg/kg ...... ASTM D6667. 
Moisture content ................................................................................................ pass ........... .................... ASTM D2713. 
aIncorporated by reference; see § 1065.1010. See § 1065.701(d) for other allowed procedures. 
bIf these two test methods yield different results, use the results from ASTM D1267. 
cThe test fuel must not yield a persistent oil ring when you add 0.3 ml of solvent residue mixture to a filter paper in 0.1 ml i ncrements and ex-
amine it in daylight after two minutes. 
(b) * * * 
(3) You may ask for approval to use 
fuel that does not meet the specifications in paragraph (a) of this section, but only if using the fuel would not adversely affect your ability to demonstrate compliance with the applicable standards in this chapter. 
* * * * * 
■237. Revise § 1065.790 to read as 
follows: 
§ 1065.790 Mass standards. 
(a) PM balance calibration weights . 
Use PM balance calibration weights that are certified as NIST-traceable within ±0.1% uncertainty. Make sure your 
highest calibration weight has no more than ten times the mass of an unused PM-sample medium. 
(b) Dynamometer, fuel mass scale, 
and DEF mass scale calibration weights . 
Use dynamometer and mass scale calibration weights that are certified as NIST-traceable within ±0.1% 
uncertainty. 
■238. Amend § 1065.901 by revising 
paragraphs (a) and (b)(3) to read as follows: 
§ 1065.901 Applicability. 
(a) Field testing . This subpart 
specifies procedures for field-testing engines to determine brake-specific emissions and mass rate emissions using portable emission measurement systems (PEMS). These procedures are 
designed primarily for in-field measurements of engines that remain installed in vehicles or equipment the field. Field-test procedures apply to your engines only as specified in the standard-setting part. 
(b) * * * (3) Do not use PEMS for laboratory 
measurements if it prevents you from demonstrating compliance with the applicable standards in this chapter. Some of the PEMS requirements in this part 1065 are less stringent than the corresponding laboratory requirements. Depending on actual PEMS performance, you might therefore need to account for some additional measurement uncertainty when using PEMS for laboratory testing. If we ask, you must show us by engineering analysis that any additional measurement uncertainty due to your use of PEMS for laboratory testing is offset by the extent to which your engine’s emissions are below the applicable standards in this chapter. For example, you might show that PEMS versus laboratory uncertainty represents 5% of the standard, but your engine’s deteriorated emissions are at least 20% below the standard for each pollutant. 
■239. Amend § 1065.910 by revising 
paragraphs (b) and (d)(2) to read as follows: 
§ 1065.910 PEMS auxiliary equipment for 
field testing. 
* * * * * 
(b) Locate the PEMS to minimize the 
effects of the following parameters or place the PEMS in an environmental enclosure that minimizes the effect of these parameters on the emission measurement: 
(1) Ambient temperature changes. (2) Electromagnetic radiation. (3) Mechanical shock and vibration. 
* * * * * 
(d) * * * (2) You may install your own portable 
power supply. For example, you may use batteries, fuel cells, a portable generator, or any other power supply to supplement or replace your use of vehicle power. You may connect an external power source directly to the vehicle’s, vessel’s, or equipment’s power system; however, you must not supply power to the vehicle’s power system in excess of 1% of the engine’s maximum power. 
■240. Amend § 1065.915 by revising 
paragraph (d)(6) to read as follows: 
§ 1065.915 PEMS instruments. 
* * * * * 
(d) * * * (6) Permissible deviations . ECM 
signals may deviate from the specifications of this part 1065, but the expected deviation must not prevent you from demonstrating that you meet the applicable standards in this chapter. For example, your emission results may be sufficiently below an applicable standard, such that the deviation would not significantly change the result. As another example, a very low engine- coolant temperature may define a logical statement that determines when a test interval may start. In this case, even if the ECM’s sensor for detecting coolant temperature was not very accurate or repeatable, its output would never deviate so far as to significantly affect when a test interval may start. 
■241. Amend § 1065.920 by: 
■a. Revising paragraphs (b)(2), (b)(4) 
introductory text, and (b)(4)(iii). 
■b. Removing paragraph (b)(5). 
■c. Redesignating paragraphs (b)(6) and 
(7) as (b)(5) and (6), respectively. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00455 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217868 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■d. Revising newly redesignated 
paragraph (b)(6)(ii). 
The revisions read as follows: 
§ 1065.920 PEMS calibrations and 
verifications. 
* * * * * 
(b) * * * (2) Select or create a duty cycle that 
has all the following characteristics: 
(i) Engine operation that represents 
normal in-use speeds, loads, and degree of transient activity. Consider using data from previous field tests to generate a cycle. 
(ii) A duration of (6 to 9) hours. 
* * * * * 
(4) Determine the brake-specific 
emissions and mass rate emissions, as applicable, for each test interval for both laboratory and the PEMS measurements, as follows: 
* * * * * 
(iii) If the standard-setting part 
specifies the use of a measurement allowance for field testing, also apply the measurement allowance during calibration using good engineering judgment. If the measurement allowance is normally added to the standard, this means you must subtract the measurement allowance from measured PEMS emission results. 
* * * * * 
(6) * * * (ii) The entire set of test-interval 
results passes the 95% confidence alternate-procedure statistics for field testing ( t-test and F-test) specified in 
§ 1065.12. 
■242. Amend § 1065.935 by revising 
paragraphs (d)(4) and (g) to read as follows: 
§ 1065.935 Emission test sequence for 
field testing. 
* * * * * 
(d) * * * (4) Conduct periodic verifications 
such as zero and span verifications on PEMS gas analyzers and use these to correct for drift according to paragraph (g) of this section. Do not include data recorded during verifications in emission calculations. Conduct the verifications as follows: 
(i) For PEMS gas analyzers used to 
determine NTE emission values, perform verifications as recommended by the PEMS manufacturer or as indicated by good engineering judgment. 
(ii) For PEMS gas analyzers used to 
determine bin emission values, perform zero verifications at least hourly using purified air. Perform span verification at the end of the shift-day or more frequently as recommended by the PEMS manufacturer or as indicated by 
good engineering judgment. 
* * * * * 
(g) Take the following steps after 
emission sampling is complete: 
(1) As soon as practical after emission 
sampling, analyze any gaseous batch samples. 
(2) If you used dilution air, either 
analyze background samples or assume that background emissions were zero. Refer to § 1065.140 for dilution-air specifications. 
(3) After quantifying all exhaust gases, 
record mean analyzer values after stabilizing a zero gas to each analyzer, then record mean analyzer values after stabilizing the span gas to the analyzer. Stabilization may include time to purge an analyzer of any sample gas and any additional time to account for analyzer response. Use these recorded values, including pre-test verifications and any zero verifications during testing, to correct for drift as described in § 1065.550. 
(4) Verify PEMS gas analyzers used to 
determine NTE emission values as follows: 
(i) Invalidate any data that does not 
meet the range criteria in § 1065.550. Note that it is acceptable that analyzers exceed 100% of their ranges when measuring emissions between test intervals, but not during test intervals. You do not have to retest an engine if the range criteria are not met. 
(ii) Invalidate any data that does not 
meet the drift criterion in § 1065.550. For HC, invalidate any data if the difference between the uncorrected and the corrected brake-specific HC emission values are within ±10% of the 
uncorrected results or the applicable standard, whichever is greater. For data that does meet the drift criterion, correct those test intervals for drift according to § 1065.672 and use the drift corrected results in emissions calculations. 
(5) Verify PEMS gas analyzers used to 
determine bin emission values as follows: 
(i) Invalidate data from a whole shift- 
day if more than 1% of recorded 1 Hz data exceeds 100% of the selected gas analyzer range. For analyzer outputs exceeding 100% of range, calculate emission results using the reported value. You must retest an engine if the range criteria are not met. 
(ii) Invalidate any data for periods in 
which the CO, CO
2, and HC gas 
analyzers do not meet the drift criterion in § 1065.550. For HC, invalidate data if the difference between the uncorrected and the corrected brake-specific HC emission values are within ±10% of the 
uncorrected results or the applicable standard, whichever is greater. For data 
that do meet the drift criterion, correct that data for drift according to § 1065.672 and use the drift corrected results in emissions calculations. 
(iii) For PEMS NO
Xanalyzers used to 
determine bin emission values, use the following drift limits to verify drift instead of meeting the drift criteria specified in § 1065.550: 
(A) The allowable analyzer zero-drift 
between successive zero verifications is ±2.5 ppm. The analyzer zero-drift limit 
over the shift-day is ±10 ppm. 
(B) The allowable analyzer span-drift 
limit is ±4% of the measured span value 
between successive span verifications. 
(6) Unless you weighed PM in-situ, 
such as by using an inertial PM balance, place any used PM samples into covered or sealed containers and return them to the PM-stabilization environment and weigh them as described in § 1065.595. 
■243. Amend § 1065.1001 by: 
■a. Removing the definition for 
‘‘Designated Compliance Officer’’. 
■b. Adding definitions for ‘‘Dual-fuel’’, 
‘‘EPA Program Officer’’, and ‘‘Flexible- fuel’’ in alphabetical order. 
■c. Removing the definition for 
‘‘Intermediate test speed’’. 
■d. Adding a definition for 
‘‘Intermediate speed’’ in alphabetical order. 
■e. Revising the definition for ‘‘NIST- 
traceable’’. 
■f. Adding definitions for ‘‘No-load’’ 
and ‘‘Rechargeable Energy Storage System (RESS)’’ in alphabetical order. 
■g. Revising the definition for ‘‘Steady- 
state’’. 
The additions and revisions read as 
follows: 
§ 1065.1001 Definitions. 
* * * * * 
Dual-fuel has the meaning given in 
the standard-setting part. 
* * * * * 
EPA Program Officer means the 
Director, Compliance Division, U.S. Environmental Protection Agency, 2000 Traverwood Dr., Ann Arbor, MI 48105. 
* * * * * 
Flexible-fuel has the meaning given in 
the standard-setting part. 
* * * * * 
Intermediate speed has the meaning 
given in § 1065.610. 
* * * * * 
NIST-traceable means relating to a 
standard value that can be related to NIST-stated references through an unbroken chain of comparisons, all having stated uncertainties, as specified in NIST Technical Note 1297 (incorporated by reference in § 1065.1010). Allowable uncertainty 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00456 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217869 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
limits specified for NIST-traceability 
refer to the propagated uncertainty specified by NIST. 
* * * * * 
No-load means a dynamometer setting 
of zero torque. 
* * * * * 
Rechargeable Energy Storage System 
(RESS) means the components of a 
hybrid engine or vehicle that store recovered energy for later use, such as the battery system in a hybrid electric 
vehicle. 
* * * * * 
Steady-state means relating to 
emission tests in which engine speed and load are held at a finite set of nominally constant values. Steady-state tests are generally either discrete-mode tests or ramped-modal tests. 
* * * * * ■244. Amend § 1065.1005 by adding a 
row in Table 1 of paragraph (a) for ‘‘ k’’ 
in alphanumeric order and revising paragraphs (b), and (f)(1), (3), and (4) to read as follows: 
§ 1065.1005 Symbols, abbreviations, 
acronyms, and units of measure. 
* * * * * 
(a) * * * 
TABLE 1 OF§ 1065.1005—S YMBOLS FOR QUANTITIES  
Symbol Quantity Unit Unit symbol Units in terms of SI base units 
*******  
k........................ opacity.
*******  
* * * * * 
(b) Symbols for chemical species. This 
part uses the following symbols for chemical species and exhaust 
constituents: 
TABLE 2 OF§ 1065.1005—S YMBOLS FOR CHEMICAL SPECIES AND EXHAUST CONSTITUENTS  
Symbol Species 
Ar ............................................................................................................................. . argon. 
C .............................................................................................................................. . carbon. 
CH2O ........................................................................................................................ formal dehyde. 
CH2O2....................................................................................................................... formic a cid. 
CH3OH ...................................................................................................................... methano l. 
CH4........................................................................................................................... meth ane. 
C2H4O ....................................................................................................................... acetald ehyde. 
C2H5OH .................................................................................................................... ethanol. 
C2H6.......................................................................................................................... ethan e. 
C3H7OH .................................................................................................................... propanol.  
C3H8.......................................................................................................................... propa ne. 
C4H10........................................................................................................................ butane.  
C5H12........................................................................................................................ pentane . 
CO ............................................................................................................................. carbon monoxide. 
CO 2........................................................................................................................... carb on dioxide. 
H .............................................................................................................................. . atomic hydrogen. 
H2.............................................................................................................................. m olecular hydrogen. 
H2O ........................................................................................................................... wat er. 
H2SO4....................................................................................................................... sulfuric  acid. 
HC ............................................................................................................................. hydrocarbon. 
He ............................................................................................................................. helium. 
85Kr ............................................................................................................................ k rypton 85. 
N2.............................................................................................................................. m olecular nitrogen. 
NH3........................................................................................................................... ammo nia. 
NMHC ....................................................................................................................... nonm ethane hydrocarbon. 
NMHCE ..................................................................................................................... nonme thane hydrocarbon equivalent. 
NMNEHC .................................................................................................................. nonmeth ane-nonethane hydrocarbon. 
NO ............................................................................................................................. nitric oxide. 
NO 2........................................................................................................................... nitr ogen dioxide. 
NO X........................................................................................................................... oxid es of nitrogen. 
N2O ........................................................................................................................... nit rous oxide. 
NMOG ....................................................................................................................... nonm ethane organic gases. 
NONMHC .................................................................................................................. non-oxy genated nonmethane hydrocarbon. 
NOTHC ..................................................................................................................... non-o xygenated total hydrocarbon. 
O2.............................................................................................................................. m olecular oxygen. 
OHC .......................................................................................................................... ox ygenated hydrocarbon. 
210Po ......................................................................................................................... polo nium 210. 
PM ............................................................................................................................. particulate matter. 
S .............................................................................................................................. .. sulfur. 
SVOC ........................................................................................................................ sem i-volatile organic compound. 
THC ........................................................................................................................... t otal hydrocarbon. 
THCE ........................................................................................................................ tot al hydrocarbon equivalent. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00457 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217870 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 2 OF§ 1065.1005—S YMBOLS FOR CHEMICAL SPECIES AND EXHAUST CONSTITUENTS —Continued 
Symbol Species 
ZrO 2.......................................................................................................................... zirco nium dioxide. 
* * * * * 
(f) * * * (1) This part uses the following 
constants for the composition of dry air: 
TABLE 6 OF§ 1065.1005—C ONSTANTS  
Symbol Quantity mol/mol 
cArair .................. amount of argon in dry air ................................................................................... ................................. 0.00934 
cCO2air ............... amount of carbon dioxide in dry air ............................................................................. ........................ 0.000375 
cN2air ................. amount of nitrogen in dry air ................................................................................. ............................... 0.78084 
cO2air ................. amount of oxygen in dry air ................................................................................... .............................. 0.209445 
* * * * * (3) This part uses the following molar 
gas constant for ideal gases: 
TABLE 8 OF§ 1065.1005—M OLAR GASCONSTANT FOR IDEAL GASES  
Symbol Quantity J/(·K) 
(m2·kg·s¥2·mol¥1·K¥1) 
R ....................... molar gas constant ..................................................................................... .......................................... 8.314472 
(4) This part uses the following ratios 
of specific heats for dilution air and diluted exhaust: 
TABLE 9 OF§ 1065.1005—R ATIOS OF SPECIFIC HEATS FOR DILUTION AIR AND DILUTED EXHAUST  
Symbol Quantity [J/(kg·K)]/[J/(kg·K)] 
gair..................... ratio of specific heats for intake air or dilution air .................................................... ............................ 1.399 
gdil..................... ratio of specific heats for diluted exhaust ............................................................... ............................. 1.399 
gexh.................... ratio of specific heats for raw exhaust .................................................................... ............................. 1.385 
* * * * * 
■245. Amend subpart L by adding a 
new center header ‘‘VANADIUM SUBLIMATION IN SCR CATALYSTS’’ after § 1065.1111 and adding §§ 1065.1113, 1065.1115, 1065.1117, 1065.1119, and 1065.1121 under the new center header to read as follows: 
Vanadium Sublimation in SCR 
Catalysts 
§ 1065.1113 General provisions related to 
vanadium sublimation temperatures in SCR catalysts. 
Sections 1065.1113 through 
1065.1121 specify procedures for determining vanadium emissions from a catalyst based on catalyst temperature. Vanadium can be emitted from the surface of SCR catalysts at temperatures above 550 °C, dependent on the catalyst 
formulation. These procedures are appropriate for measuring the vanadium sublimation product from a reactor by 
sampling onto an equivalent mass of alumina and performing analysis by Inductively Coupled Plasma—Optical 
Emission Spectroscopy (ICP–OES). Follow standard analytic chemistry methods for any aspects of the analysis that are not specified. 
(a) The procedure is adapted from 
‘‘Behavior of Titania-supported Vanadia and Tungsta SCR Catalysts at High Temperatures in Reactant Streams: Tungsten and Vanadium Oxide and 
Hydroxide Vapor Pressure Reduction by Surficial Stabilization’’ (Chapman, D.M., Applied Catalysis A: General, 2011, 392, 143–150) with modifications to the acid digestion method from ‘‘Measuring the trace elemental composition of size- resolved airborne particles’’ (Herner, J.D. et al. , Environmental Science and 
Technology, 2006, 40, 1925–1933). 
(b) Laboratory cleanliness is 
especially important throughout vanadium testing. Thoroughly clean all sampling system components and glassware before testing to avoid sample contamination. § 1065.1115 Reactor design and setup. 
Vanadium measurements rely on a 
reactor that adsorbs sublimation vapors of vanadium onto an alumina capture bed with high surface area. 
(a) Configure the reactor with the 
alumina capture bed downstream of the catalyst in the reactor’s hot zone to adsorb vanadium vapors at high temperature. You may use quartz beads upstream of the catalyst to help stabilize reactor gas temperatures. Select an alumina material and design the reactor to minimize sintering of the alumina. For a 1-inch diameter reactor, use 4 to 5 g of 
1⁄8inch extrudates or ¥14/+24 
mesh (approximately 0.7 to 1.4 mm) gamma alumina (such as Alfa Aesar, aluminum oxide, gamma, catalyst support, high surface area, bimodal). Position the alumina downstream from either an equivalent amount of ¥14/+24 
mesh catalyst sample or an approximately 1-inch diameter by 1 to 3-inch long catalyst-coated monolith 
sample cored from the production- 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00458 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217871 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
intent vanadium catalyst substrate. 
Separate the alumina from the catalyst with a 0.2 to 0.4 g plug of quartz wool. Place a short 4 g plug of quartz wool downstream of the alumina to maintain the position of that bed. Use good engineering judgment to adjust as appropriate for reactors of different sizes. 
(b) Include the quartz wool with the 
capture bed to measure vanadium 
content. We recommend analyzing the downstream quartz wool separately 
from the alumina to see if the alumina fails to capture some residual vanadium. 
(c) Configure the reactor such that 
both the sample and capture beds are in the reactor’s hot zone. Design the reactor to maintain similar temperatures in the capture bed and catalyst. Monitor the catalyst and alumina temperatures with Type K thermocouples inserted into a thermocouple well that is in contact 
with the catalyst sample bed. (d) If there is a risk that the quartz 
wool and capture bed are not able to collect all the vanadium, configure the reactor with an additional capture bed and quartz wool plug just outside the hot zone and analyze the additional capture bed and quartz wool separately. 
(e) An example of a catalyst-coated 
monolith and capture bed arrangement in the reactor tube are shown in the following figure: 
(f) You may need to account for 
vanadium-loaded particles contaminating catalyst-coated monoliths as a result of physical abrasion. To do this, determine how much titanium is in the capture bed and compare to an alumina blank. Using these values and available information about the ratio of vanadium to titanium in the catalyst, subtract the mass of vanadium catalyst material associated with the catalyst particles from the total measured vanadium on the capture bed to determine the vanadium recovered due to sublimation. 
§ 1065.1117 Reactor aging cycle for 
determination of vanadium sublimation temperature. 
This section describes the conditions 
and process required to operate the reactor described in § 1065.1115 for collection of the vanadium sublimation samples for determination of vanadium sublimation temperature. The reactor aging cycle constitutes the process of testing the catalyst sample over all the test conditions described in paragraph (b) of this section. (a) Set up the reactor to flow gases 
with a space velocity of at least 35,000/ hr with a pressure drop across the catalyst and capture beds less than 35 kPa. Use test gases meeting the following specifications, noting that not all gases will be used at the same time: 
(1) 5 vol% O
2, balance N 2. 
(2) NO, balance N 2. Use an NO 
concentration of (200 to 500) ppm. 
(3) NH 3, balance N2. Use an NH 3 
concentration of (200 to 500) ppm. 
(b) Perform testing as follows: (1) Add a new catalyst sample and 
capture bed into the reactor as described in § 1065.1113. Heat the reactor to 550 °C while flowing the oxygen blend 
specified in paragraph (a)(1) of this section as a pretest gas mixture. Ensure that no H
2O is added to the pretest gas 
mixture to reduce the risk of sintering and vanadium sublimation. 
(2) Start testing at a temperature that 
is lower than the point at which vanadium starts to sublime. Start testing when the reactor reaches 550 °C unless 
testing supports a lower starting temperature. Once the reactor reaches the starting temperature and the catalyst has been equilibrated to the reactor 
temperature, flow NO, and NH
3test 
gases for 18 hours with a nominal H 2O 
content of 5 volume percent. 
(3) After 18 hours of exposure, flow 
the pretest oxygen blend as specified in paragraph (b)(1) of this section and allow the reactor to cool down to room temperature. 
(4) Analyze the sample as described 
in § 1065.1121. 
(5) Repeat the testing in paragraphs 
(b)(1) through (4) of this section by raising the reactor temperature in increments of 50 °C up to the 
temperature at which vanadium sublimation begins. 
(6) Once sublimation has been 
detected, repeat the testing in paragraphs (b)(1) through (4) of this section by decreasing the reactor temperature in increments of 25 °C until 
the vanadium concentration falls below the sublimation threshold. 
(7) Repeat the testing in paragraphs 
(b)(1) through (6) of this section with a nominal H
2O concentration of 10 
volume percent or the maximum water concentration expected at the standard. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00459 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.127</GPH>jspears on DSK121TN23PROD with PROPOSALS217872 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(8) You may optionally test in a 
manner other than testing a single catalyst formulation in series across all test temperatures. For example, you may test additional samples at the same reactor temperature before moving on to the next temperature. 
(c) The effective sublimation 
temperature for the tested catalyst is the lowest reactor temperature determined in paragraph (b) of this section below which vanadium emissions are less than the method detection limit. 
§ 1065.1119 Blank testing. 
This section describes the process for 
analyzing blanks. Use blanks to determine the background effects and the potential for contamination from the sampling process. 
(a) Take blanks from the same batch 
of alumina used for the capture bed. 
(b) Media blanks are used to 
determine if there is any contamination in the sample media. Analyze at least one media blank for each reactor aging cycle or round of testing performed under § 1065.1117. If your sample media is taken from the same lot, you may analyze media blanks less frequently consistent with good engineering judgment. 
(c) Field blanks are used to determine 
if there is any contamination from environmental exposure of the sample media. Analyze at least one field blank for each reactor aging cycle or round of testing performed under § 1065.1117. Field blanks must be contained in a sealed environment and accompany the reactor sampling system throughout the course of a test, including reactor disassembly, sample packaging, and storage. Use good engineering judgment to determine how frequently to generate field blanks. Keep the field blank sample close to the reactor during testing. 
(d) Reactor blanks are used to 
determine if there is any contamination from the sampling system. Analyze at least one reactor blank for each reactor aging cycle or round of testing performed under § 1065.1117. 
(1) Test reactor blanks with the 
reactor on and operated identically to that of a catalyst test in § 1065.1117 with the exception that when loading the reactor, only the alumina capture bed will be loaded (no catalyst sample is loaded for the reactor blank). We recommend acquiring reactor blanks with the reactor operating at average test temperature you used when acquiring your test samples under § 1065.1117. 
(2) You must run at least three reactor 
blanks if the result from the initial blank analysis is above the detection limit of the method, with additional blank runs based on the uncertainty of the reactor 
blank measurements, consistent with good engineering judgment. 
§ 1065.1121 Vanadium sample dissolution 
and analysis in alumina capture beds. 
This section describes the process for 
dissolution of vanadium from the vanadium sublimation samples collect in § 1065.1117 and any blanks collected in § 1065.1119 as well as the analysis of the digestates to determine the mass of vanadium emitted and the associated sublimation temperature threshold based on the results of all the samples taken during the reactor aging cycle. 
(a) Digest the samples using the 
following procedure, or an equivalent procedure: 
(1) Place the recovered alumina, a 
portion of the ground quartz tube from the reactor, and the quartz wool in a Teflon pressure vessel with a mixture made from 1.5 mL of 16 N HNO
3, 0.5 
mL of 28 N HF, and 0.2 mL of 12 N HCl. Note that the amount of ground quartz tube from the reactor included in the digestion can influence the vanadium concentration of both the volatilized vanadium from the sample and the method detection limit. You must be consistent with the amount ground quartz tube included in the sample analysis for your testing. You must limit the amount of quartz tube to include only portions of the tube that would be likely to encounter volatilized vanadium. 
(2) Program a microwave oven to heat 
the sample to 180 °C over 9 minutes, 
followed by a 10-minute hold at that temperature, and 1 hour of ventilation/ cooling. 
(3) After cooling, dilute the digests to 
30 mL with high purity 18M W water 
prior to ICP–MS (or ICP–OES) analysis. Note that this digestion technique requires adequate safety measures when working with HF at high temperature and pressure. To avoid ‘‘carry-over’’ contamination, rigorously clean the vessels between samples as described in ‘‘Microwave digestion procedures for environmental matrixes’’ (Lough, G.C. et 
al., Analyst. 1998, 123 (7), 103R–133R). 
(b) Analyze the digestates for 
vanadium as follows: 
(1) Perform the analysis using ICP– 
OES (or ICP–MS) using standard plasma conditions (1350 W forward power) and a desolvating microconcentric 
nebulizer, which will significantly 
reduce oxide- and chloride-based 
interferences. 
(2) We recommend that you digest 
and analyze a minimum of three solid vanadium NIST Standard Reference 
Materials in duplicate with every batch 
of 25 vanadium alumina capture bed samples that you analyze in this section, 
as described in ‘‘Emissions of metals associated with motor vehicle roadways’’ (Herner, J.D. et al. , 
Environmental Science and Technology. 2005, 39, 826–836). This will serve as a quality assurance check to help gauge the relative uncertainties in each measurement, specifically if the measurement errors are normally distributed and independent. 
(3) Use the 3-sigma approach to 
determine the analytical method detection limits for vanadium and the 10-sigma approach if you determine the reporting limit. This process involves analyzing at least seven replicates of a blank using the analytical method described in paragraphs (a) and (b)(1) of this section, converting the responses into concentration units, and calculating the standard deviation. Determine the detection limit by multiplying the standard deviation by 3 and adding it to the average. Determine the reporting limit by multiplying the standard deviation by 10 and adding it to the average. Determine the following analytical method detection limits: 
(i) Determine the ICP–MS (or ICP– 
OES) instrumental detection limit (ng/L) by measuring at least seven blank samples made up of the reagents from paragraph (a) of this section. 
(ii) Determine the method detection 
limit (pg/m
3of flow or pg/g of the total 
combined mass of the recovered alumina, a portion of the ground quartz tube from the reactor, and the quartz wool) by measuring at least seven reactor blank samples taken as described in § 1065.1119(d). 
(iii) We recommend that your method 
detection limit determined under paragraph (b)(3)(ii) of this section is at 
or below 2 ppm (2 pg/m
3). You must 
report your detection limits determined in this paragraph (b)(3) and reporting limits (if determined) with your test results. 
(4) If you account for vanadium- 
loaded particles contaminating catalyst- coated monoliths as a result of physical abrasion as allowed in § 1065.1115(f), use the 3-sigma approach to determine the analytical method detection limits for titanium and the 10-sigma approach if you determine the reporting limit. This process involves analyzing at least seven replicates of a blank using the analytical method described in paragraphs (a) and (b)(1) of this section, converting the responses into concentration units, and calculating the standard deviation. Determine the detection limit by multiplying the standard deviation by 3 and subtracting it from the average. Determine the reporting limit by multiplying the 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00460 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217873 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
standard deviation by 10 and 
subtracting it from the average. 
(i) Determine the ICP–MS (or ICP– 
OES) instrumental detection limit (ng/L) by measuring at least seven blank samples made up of the reagents from paragraph (a) of this section. 
(ii) Determine the method detection 
limit (pg/m
3of flow or pg/g of the total 
combined mass of the recovered alumina, a portion of the ground quartz tube from the reactor, and the quartz wool) by measuring at least seven reactor blank samples taken as described in § 1065.1119(d). 
■246. Amend subpart L by adding a 
new center header ‘‘SMOKE OPACITY’’ after the newly added § 1065.1121 and adding §§ 1065.1123, 1065.1125, and 1065.1127 under the new center header to read as follows: 
Smoke Opacity 
§ 1065.1123 General provisions for 
determining exhaust opacity. 
The provisions of § 1065.1125 
describe system specifications for measuring percent opacity of exhaust 
for all types of engines. The provisions of § 1065.1127 describe how to use such a system to determine percent opacity of engine exhaust for applications other than locomotives. See 40 CFR 1033.525 for measurement procedures for locomotives. 
§ 1065.1125 Exhaust opacity measurement 
system. 
Smokemeters measure exhaust 
opacity using full-flow open-path light extinction with a built-in light beam across the exhaust stack or plume. Prepare and install a smokemeter system as follows: 
(a) Except as specified in paragraph 
(d) of this section, use a smokemeter capable of providing continuous measurement that meets the following specifications: 
(1) Use an incandescent lamp with a 
color temperature between (2800 and 3250) K or a different light source with a spectral peak between (550 and 570) nm. (2) Collimate the light beam to a 
nominal diameter of 3 centimeters and maximum divergence angle of 6 degrees. 
(3) Include a photocell or photodiode 
as a detector. The detector must have a maximum spectral response between (550 and 570) nm, with less than 4 percent of that maximum response below 430 nm and above 680 nm. These specifications correspond to visual perception with the human eye. 
(4) Use a collimating tube with an 
aperture that matches the diameter of the light beam. Restrict the detector to viewing within a 16 degree included angle. 
(5) Optionally use an air curtain 
across the light source and detector window to minimize deposition of smoke particles, as long as it does not measurably affect the opacity of the sample. 
(6) The diagram in the following 
figure illustrates the smokemeter configuration: 
Figure 1 to paragraph (a) of 
§ 1065.1125— Smokemeter Diagram. 
(b) Smokemeters for locomotive 
applications must have a full-scale response time of 0.5 seconds or less. Smokemeters for locomotive applications may attenuate signal responses with frequencies higher than 10 Hz with a separate low-pass electronic filter that has the following performance characteristics: 
(1) Three decibel point: 10 Hz. 
(2) Insertion loss: (0.0±0.5) dB. 
(3) Selectivity: 12 dB down at 40 Hz 
minimum. 
(4) Attenuation: 27 dB down at 40 Hz 
minimum. 
(c) Configure exhaust systems as 
follows for measuring exhaust opacity: 
(1) For locomotive applications: (i) Optionally add a stack extension to 
the locomotive muffler. 
(ii) For in-line measurements, the 
smokemeter is integral to the stack extension. 
(iii) For end-of-line measurements, 
mount the smokemeter directly at the end of the stack extension or muffler. 
(iv) For all testing, minimize distance 
from the optical centerline to the muffler outlet; in no case may it be more than 300 cm. The maximum allowable distance of unducted space upstream of the optical centerline is 50 cm, whether the unducted portion is upstream or downstream of the stack extensions. 
(2) Meet the following specifications 
for all other applications: (i) For in-line measurements, install 
the smokemeter in an exhaust pipe segment downstream of all engine components. This will typically be part of a laboratory configuration to route the exhaust to an analyzer. The exhaust pipe diameter must be constant within 3 exhaust pipe diameters before and after the smokemeter’s optical centerline. The exhaust pipe diameter may not change by more than a 12- degree half-angle within 6 exhaust pipe diameters upstream of the smokemeter’s optical centerline. 
(ii) For end-of-line measurements 
with systems that vent exhaust to the ambient, add a stack extension and position the smokemeter such that its optical centerline is (2.5 ±0.625) cm 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00461 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.128</GPH>jspears on DSK121TN23PROD with PROPOSALS217874 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
upstream of the stack extension’s exit. 
Configure the exhaust stack and extension such that at least the last 60 cm is a straight pipe with a circular cross section with an approximate inside diameter as specified in the following table: 
TABLE 1 TOPARAGRAPH (c)(2)(ii) OF 
§ 1065.1125—A PPROXIMATE EX-
HAUST PIPEDIAMETER BASED ON  
ENGINE POWER  
Maximum rated horsepower Approximate 
exhaust 
pipe 
diameter 
(mm) 
kW<40 .................................. 38 
40≤kW<75 ............................ 50 
75≤kW<150 .......................... 76 
150≤kW<225 ........................ 102 
225≤kW<375 ........................ 127 
kW≤ 375 ............................... 152 
(iii) For both in-line and end-of-line 
measurements, install the smokemeter so its optical centerline is (3 to 10) meters further downstream than the point in the exhaust stream that is farthest downstream considering all the following components: Exhaust manifolds, turbocharger outlets, exhaust aftertreatment devices, and junction points for combining exhaust flow from multiple exhaust manifolds. 
(3) Orient the light beam 
perpendicular to the direction of exhaust flow. Install the smokemeter so it does not influence exhaust flow distribution or the shape of the exhaust plume. Set up the smokemeter’s optical path length as follows: 
(i) For locomotive applications, the 
optical path length must be at least as wide as the exhaust plume. 
(ii) For all other applications, the 
optical path length must be the same as the diameter of the exhaust flow. For noncircular exhaust configurations, set up the smokemeter such that the light beam’s path length is across the longest axis with an optical path length equal to 
the hydraulic diameter of the exhaust 
flow. 
(4) The smokemeter must not interfere 
with the engine’s ability to meet the 
exhaust backpressure requirements in § 1065.130(h). 
(5) For engines with multiple exhaust 
outlets, measure opacity using one of the following methods: 
(i) Join the exhaust outlets together to 
form a single flow path and install the smokemeter (3 to 10) m downstream of the point where the exhaust streams converge or the last exhaust aftertreatment device, whichever is farthest downstream. (ii) Install a smokemeter in each of the 
exhaust flow paths. Report all measured values. All measured values must comply with standards. 
(6) The smokemeter may use purge air 
or a different method to prevent carbon or other exhaust deposits on the light source and detector. Such a method used with end-of-line measurements may not cause the smoke plume to change by more than 0.5 cm at the smokemeter. If such a method affects the smokemeter’s optical path length, follow the smokemeter manufacturer’s instructions to properly account for that effect. 
(d) You may use smokemeters 
meeting alternative specifications as follows: 
(1) You may use smokemeters that use 
other electronic or optical techniques if they employ substantially identical measurement principles and produce substantially equivalent results. 
(2) You may ask us to approve the use 
of a smokemeter that relies on partial flow sampling. Follow the instrument manufacturer’s installation, calibration, operation, and maintenance procedures if we approve your request. These procedures must include correcting for any change in the path length of the exhaust plume relative to the diameter of the engine’s exhaust outlet. 
§ 1065.1127 Test procedure for 
determining percent opacity. 
The test procedure described in this 
section applies for everything other than locomotives. The test consists of a sequence of engine operating points on an engine dynamometer to measure exhaust opacity during specific engine operating modes to represent in-use operation. Measure opacity using the following procedure: 
(a) Use the equipment and procedures 
specified in this part 1065. 
(b) Calibrate the smokemeter as 
follows: 
(1) Calibrate using neutral density 
filters with approximately 10, 20, and 
40 percent opacity. Confirm that the 
opacity values for each of these 
reference filters are NIST-traceable within 185 days of testing, or within 370 days of testing if you consistently protect the reference filters from light exposure between tests. 
(2) Before each test and optionally 
during engine idle modes, remove the smokemeter from the exhaust stream, if applicable, and calibrate as follows: 
(i) Zero . Adjust the smokemeter to 
give a zero response when there is no detectable smoke. 
(ii) Linearity. Insert each of the 
qualified reference filters in the light path perpendicular to the axis of the light beam and adjust the smokemeter to 
give a result within 1 percentage point of the named value for each reference filter. 
(c) Prepare the engine, dynamometer, 
and smokemeter for testing as follows: 
(1) Set up the engine to run in a 
configuration that represents in-use operation. 
(2) Determine the smokemeter’s 
optical path length to the nearest mm. 
(3) If the smokemeter uses purge air 
or another method to prevent deposits on the light source and detector, adjust the system according to the system manufacturer’s instructions and activate the system before starting the engine. 
(4) Program the dynamometer to 
operate in torque-control mode throughout testing. Determine the dynamometer load needed to meet the cycle requirements in paragraphs (d)(4)(ii) and (iv) of this section. 
(5) You may program the 
dynamometer to apply motoring assist with negative flywheel torque, but only during the first 0.5 seconds of the acceleration events in paragraphs (d)(4)(i) and (ii) of this section. Negative flywheel torque may not exceed 13.6 N · m. 
(d) Operate the engine and 
dynamometer over repeated test runs of the duty cycle illustrated in Figure 1 of this appendix. As noted in the figure, the test run includes an acceleration mode from points A through F in the figure, followed by a lugging mode from points I to J. Detailed specifications for testing apply as follows: 
(1) Continuously record opacity, 
engine speed, engine torque, and operator demand over the course of the entire test at 10 Hz; however, you may interrupt measurements to recalibrate during each idle mode. 
(2) Precondition the engine by 
operating it for 10 minutes at maximum mapped power. 
(3) Operate the engine for (5.0 to 5.5) 
minutes at warm idle speed, f
nidle, with 
load set to Curb Idle Transmission Torque. 
(4) Operate the engine and 
dynamometer as follows during the acceleration mode: 
(i) First acceleration event—AB. 
Partially increase and hold operator demand to stabilize engine speed briefly at (200 ±50) r/min above f
nidle. The start 
of this acceleration is the start of the test (t = 0 s). 
(ii) Second acceleration event—CD. 
As soon as measured engine speed is within the range specified in paragraph (d)(4)(i) of this section, but not more than 3 seconds after the start of the test, rapidly set and hold operator demand at maximum. Operate the dynamometer 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00462 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217875 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
using a preselected load to accelerate 
engine speed to 85 percent of maximum test speed, f
ntest, in (5 ±1.5) seconds. The 
engine speed throughout the acceleration must be within ±100 r/min 
of a target represented by a linear transition between the low and high engine speed targets. 
(iii) Transition—DEF. As soon as 
measured engine speed reaches 85 percent of f
ntest, rapidly set and hold 
operator demand at minimum and simultaneously apply a load to decelerate to intermediate speed in (0.5 to 3.5) seconds. Use the same load identified for the acceleration event in paragraph (d)(4)(iv) of this section. 
(iv) Third acceleration event—FGH. 
Rapidly set and hold operator demand at maximum when the engine is within ±50 r/min of intermediate speed. 
Operate the dynamometer using a preselected load to accelerate engine speed to at least 95 percent of f
ntestin 
(10±2) seconds. 
(5) Operate the engine and 
dynamometer as follows during the lugging mode: 
(i) Transition—HI. When the engine 
reaches 95 percent of f
ntest, keep operator 
demand at maximum and immediately set dynamometer load to control the engine at maximum mapped power. Continue the transition segment for (50 to 60) seconds. For at least the last 10 seconds of the transition segment, hold engine speed within ±50 r/min of f
ntest 
and power at or above 95 percent of maximum mapped power. Conclude the transition by increasing dynamometer load to reduce engine speed as specified in paragraph (d)(4)(iii) of this section, 
keeping operator demand at maximum. 
(ii) Lugging—IJ. Apply dynamometer 
loading as needed to decrease engine speed from 50 r/min below f
ntestto 
intermediate speed in (35 ±5) seconds. 
The engine speed must remain within ±100 r/min of a target represented by a 
linear transition between the low and high engine speed targets. 
(6) Return the dynamometer and 
engine controls to the idle position described in paragraph (d)(3) of this section within 60 seconds of completing the lugging mode. 
(7) Repeat the procedures in 
paragraphs (d)(3) through (6) of this section as needed to complete three valid test runs. If you fail to meet the specifications during a test run, continue to follow the specified duty cycle before starting the next test run. 
(8) Shut down the engine or remove 
the smokemeter from the exhaust stream to verify zero and linearity. Void the test if the smokemeter reports more than 2 percent opacity for the zero verification, or if the smokemeter’s error for any of the linearity checks specified in paragraph (b)(2) of this section is more than 2 percent. 
(e) Analyze and validate the test data 
as follows: 
(1) Divide each test run into test 
segments. Each successive test segment starts when the preceding segment ends. Identify the test segments based on the following criteria: 
(i) The idle mode specified in 
paragraph (d)(3) of this section for the first test run starts immediately after engine preconditioning is complete. The idle mode for later test runs must start 
within 60 seconds after the end of the previous test run as specified in paragraph (d)(6) of this section. The idle mode ends when operator demand increases for the first acceleration event (Points A and B). 
(ii) The first acceleration event in 
paragraph (d)(4)(i) of this section ends when operator demand is set to maximum for the second acceleration event (Point C). 
(iii) The second acceleration event in 
paragraph (d)(4)(ii) of this section ends 
when the engine reaches 85 percent of 
maximum test speed, f
ntest, (Point D) and 
operator demand is set to minimum (Point E). 
(iv) The transition period in 
paragraph (d)(4)(iii) of this section ends when operator demand is set to maximum (Point F). 
(v) The third acceleration event in 
paragraph (d)(4)(iv) of this section ends when engine speed reaches 95 percent of f
ntest(Point H). 
(vi) The transition period in 
paragraph (d)(5)(i) of this section ends when engine speed first decreases to a point more than 50 r/min below f
ntest 
(Point I). 
(vii) The lugging mode in paragraph 
(d)(5)(ii) of this section ends when the engine reaches intermediate speed (Point J). 
(2) Convert measured instantaneous 
values to standard opacity values, κ
std, 
based on the appropriate optical path length specified in Table 1 of § 1065.1125 using the following equation: 
Where: 
κstd= standard instantaneous percent opacity. 
κmeas= measured instantaneous percent 
opacity. lstd= standard optical path length 
corresponding with engine power, in millimeters. 
l
meas= the smokemeter’s optical path length, 
in millimeters. Example for an engine <40 kW: 
κmeas= 14.1% 
lstd= 38 mm 
lmeas= 41 mm 
(3) Select opacity results from 
corrected measurements collected across test segments as follows: 
(i) Divide measurements from 
acceleration and lugging modes into half-second intervals. Determine average 
opacity values during each half-second interval. (ii) Identify the 15 highest half-second 
values during the acceleration mode of each test run. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00463 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.129</GPH> EP28MR22.130</GPH>jspears on DSK121TN23PROD with PROPOSALS217876 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
(iii) Identify the five highest half- 
second values during the lugging mode of each test run. 
(iv) Identify the three overall highest 
values from paragraphs (e)(3)(ii) and (iii) of this section for each test run. 
(f) Determine percent opacity as 
follows: 
(1) Acceleration. Determine the 
percent opacity for the acceleration mode by calculating the average of the 45 readings from paragraph (e)(3)(ii) of this section. (2) Lugging. Determine the percent 
opacity for the lugging mode by calculating the average of the 15 readings from paragraph (e)(3)(iii) of this section. 
(3) Peak. Determine the percent 
opacity for the peaks in either acceleration or lugging mode by 
calculating the average of the 9 readings from paragraph (e)(3)(iv) of this section. 
(g) Submit the following information 
in addition to what is required by § 1065.695: 
(1) Exhaust pipe diameter(s). (2) Measured maximum exhaust 
system backpressure over the entire test. 
(3) Most recent date for establishing 
that each of the reference filters from paragraph (b) of this section are NIST- traceable. 
(4) Measured smokemeter zero and 
linearity values after testing. 
(5) 10 Hz data from all valid test runs. (h) The following figure illustrates the 
dynamometer controls and engine 
speeds for exhaust opacity testing: 
BILLING CODE 6560–50–P 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00464 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217877 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00465 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.131</GPH>jspears on DSK121TN23PROD with PROPOSALS217878 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
BILLING CODE 6560–50–C 
PART 1066—VEHICLE-TESTING 
PROCEDURES 
■247. The authority citation for part 
1066 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■248. Amend § 1066.110 by revising 
paragraphs (b)(2)(i) and (b)(2)(v) introductory text to read as follows: 
§ 1066.110 Equipment specifications for 
emission sampling systems. 
* * * * * 
(b) * * * (2) * * * (i) For PM background measurement, 
the following provisions apply in addition to the provisions in 40 CFR 1065.140(b): 
* * * * * 
(v) If you choose to dilute the exhaust 
by using a remote mix tee, which dilutes the exhaust at the tailpipe, you may use the following provisions consistent with good engineering judgment, as long as they do not affect your ability to demonstrate compliance with the applicable standards in this chapter: 
* * * * * 
■249. Amend § 1066.220 by revising 
paragraph (b) to read as follows: 
§ 1066.220 Linearity verification for 
chassis dynamometer systems. 
* * * * * 
(b) Performance requirements. If a 
measurement system does not meet the applicable linearity criteria in Table 1 of this section, correct the deficiency by re- calibrating, servicing, or replacing components as needed. Repeat the linearity verification after correcting the deficiency to ensure that the measurement system meets the linearity criteria. Before you may use a 
measurement system that does not meet linearity criteria, you must demonstrate to us that the deficiency does not adversely affect your ability to demonstrate compliance with the applicable standards in this chapter. 
* * * * * 
■250. Amend § 1066.415 by revising 
paragraph (e)(2) to read as follows: 
§ 1066.415 Vehicle operation. 
* * * * * 
(e) * * * (2) If vehicles have features that 
preclude dynamometer testing, you may modify these features as necessary to 
allow testing, consistent with good engineering judgment, as long as it does not affect your ability to demonstrate that your vehicles comply with the applicable standards in this chapter. Send us written notification describing these changes along with supporting rationale. 
* * * * * 
■251. Amend § 1066.420 by revising 
paragraph (b) to read as follows: 
§ 1066.420 Test preparation. 
* * * * * 
(b) Minimize the effect of nonmethane 
hydrocarbon contamination in the hydrocarbon sampling system as follows: 
(1) For vehicles at or below 14,000 
pounds GVWR with compression- ignition engines, account for contamination using one of the following methods: 
(i) Introduce zero and span gas during 
analyzer calibration using one of the following methods, noting that the hydrocarbon analyzer flow rate and pressure during zero and span calibration (and background bag reading) must be exactly the same as 
that used during testing to minimize measurement errors: 
(A) Close off the hydrocarbon 
sampling system sample probe and introduce gases downstream of the probe making sure that you do not pressurize the system. 
(B) Introduce zero and span gas 
directly at the hydrocarbon sampling system probe at a flow rate greater than 125% of the hydrocarbon analyzer flow rate allowing some gas to exit probe inlet. 
(ii) Perform the contamination 
verification in paragraph (b)(2) of this section. 
(2) For vehicles above 14,000 pounds 
GVWR with compression-ignition engines, verify the amount of nonmethane hydrocarbon contamination as described in 40 CFR 1065.520(f). 
* * * * * 
■252. Amend § 1066.710 by revising 
the introductory text, removing Figure 1, and adding paragraph (f) to read as follows: 
§ 1066.710 Cold temperature testing 
procedures for measuring CO and NMHC emissions and determining fuel economy. 
This section describes procedures for 
measuring carbon monoxide (CO) and nonmethane hydrocarbon (NMHC) emissions and determining fuel economy on a cold day using the FTP test cycle (see § 1066.801). 
* * * * * 
(f) The following figure illustrates the 
cold temperature testing sequence for measuring CO and NMHC emissions and determining fuel economy: 
BILLING CODE 6560–50–P 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00466 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217879 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
BILLING CODE 6560–50–C 
■253. Amend § 1066.815 by revising 
paragraph (d)(1)(ii) to read as follows: 
§ 1066.815 Exhaust emission test 
procedures for FTP testing. 
* * * * * 
(d) * * * (1) * * * (ii) Simultaneously start any 
electronic integrating devices, continuous data recording, and batch sampling before attempting to start the engine. Initiate the sequence of points in the test cycle when the engine starts. Place the vehicle in gear 15 seconds after engine starting, which is 5 seconds before the first acceleration. 
* * * * * 
■254. Amend § 1066.831 by revising 
paragraph (d) to read as follows: § 1066.831 Exhaust emission test 
procedures for aggressive driving. 
* * * * * 
(d) For diesel-fueled vehicles, 
measure THC emissions on a continuous basis. For separate measurement of the city and highway test intervals as described in paragraph (c) of this section, perform separate calculations for each portion of the test cycle. 
* * * * * 
■255. Amend § 1066.835 by revising 
paragraphs (f)(1), (2), and (3)(iii) to read as follows: 
§ 1066.835 Exhaust emission test 
procedure for SC03 emissions. 
* * * * * 
(f) * * * (1) Ambient temperature and 
humidity . Measure and record ambient temperature and humidity in the test 
cell at least once every 30 seconds 
during the sampling period. Alternatively, if you collect data of at least once every 12 seconds, you may use a moving average of up to 30 second intervals to measure and record ambient temperature and humidity. Control ambient temperature throughout the test sequence to (35.0 ±3.0) °C. Control 
ambient temperature during emission sampling to (33.6 to 36.4) °C on average. 
Control ambient humidity during emission sampling as described in § 1066.420(d). 
(2) Conditions before testing . Use 
good engineering judgment to demonstrate that you meet the specified temperature and humidity tolerances in paragraph (f)(1) of this section during the preconditioning cycle and during 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00467 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2
EP28MR22.132</GPH>jspears on DSK121TN23PROD with PROPOSALS217880 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
the vehicle soak period in paragraph 
(c)(6) of this section. 
(3) * * * (iii) Determine radiant energy 
intensity experienced by the vehicle as the average value between two measurements along the vehicle’s centerline, one at the base of the windshield and the other at the bottom of the rear window (or equivalent location for vehicles without a rear window). This value must be (850 ±45) 
W/m2. Instruments for measuring radiant energy intensity must meet the following minimum specifications: 
* * * * * 
■256. Amend § 1066.845 by revising 
paragraphs (c) and (f)(3) to read as follows: 
§ 1066.845 AC17 air conditioning 
efficiency test procedure. 
* * * * * 
(c) Ambient conditions . Measure and 
control ambient conditions as specified in § 1066.835(f), except that you must control ambient temperature during emission sampling to (22.0 to 28.0) °C 
throughout the test and (23.5 to 26.5) °C 
on average. These tolerances apply to the combined SC03 and HFET drive cycles during emission sampling. Note that you must set the same ambient temperature target for both the air conditioning on and off portions of emission sampling. Control ambient temperature during the preconditioning cycle and 30 minute soak to (25.0 ±5.0) 
°C. For these same modes with no 
emission sampling, target the specified ambient humidity levels, but you do not 
need to meet the humidity tolerances. Note that solar heating is disabled for certain test intervals as described in this section. 
* * * * * 
(f) * * * (3) Turn on solar heating within one 
minute after turning off the engine. Once the solar energy intensity reaches 805 W/m2, let the vehicle soak for (30 ±1) minutes. You may alternatively rely 
on prior measurements to start the soak period after a defined period of warming up to the specified solar heat load. Close the vehicle’s windows at the start of the soak period; ensure that the windows are adequately closed where instrumentation and wiring pass through to the interior. 
* * * * * 
■257. Amend § 1066.1001 by adding 
definitions for ‘‘Charge-depleting’’ and ‘‘Charge-sustaining’’ in alphabetical order and revising the definition for ‘‘Test interval’’ to read as follows: 
§ 1066.1001 Definitions. 
* * * * * 
Charge-depleting means relating to 
the test interval of a plug-in hybrid engine or powertrain in which the engine or powertrain consumes electric energy from the RESS that has been charged from an external power source until the RESS is depleted to the point that a test interval qualifies as charge- 
sustaining. The engine might consume fuel to produce power during a charge- depleting test interval. Charge-sustaining means relating to 
the test interval of a plug-in hybrid engine or powertrain in which the engine or powertrain consumes fuel to produce power such that the battery’s net-energy change meets the end-of-test criterion of SAE J1711 or SAE J2711, as applicable (incorporated by reference in § 1066.1010). 
* * * * * 
Test interval means a period over 
which a vehicle’s emission rates are determined separately. For many standards, compliance with the standard is based on a weighted average of the mass emissions from multiple test intervals. For example, the standard- setting part may specify a complete duty 
cycle as a cold-start test interval and a hot-start test interval. In cases where multiple test intervals occur over a duty cycle, the standard-setting part may specify additional calculations that weight and combine results to arrive at composite values for comparison against the applicable standards in this chapter. 
* * * * * 
■258. Amend § 1066.1005 by revising 
paragraphs (b), (g), and (h) to read as follows: 
§ 1066.1005 Symbols, abbreviations, 
acronyms, and units of measure. 
* * * * * 
(b) Symbols for chemical species . This 
part uses the following symbols for chemical species and exhaust constituents: 
TABLE 2 TOPARAGRAPH (b) OF§ 1066.1005—S YMBOLS FOR CHEMICAL SPECIES AND EXHAUST CONSTITUENTS  
Symbol Species 
CH4........................................................................................................................... meth ane. 
CH3OH ...................................................................................................................... methano l. 
CH2O ........................................................................................................................ formal dehyde. 
C2H4O ....................................................................................................................... acetald ehyde. 
C2H5OH .................................................................................................................... ethanol. 
C2H6.......................................................................................................................... ethan e. 
C3H7OH .................................................................................................................... propanol.  
C3H8.......................................................................................................................... propa ne. 
C4H10........................................................................................................................ butane.  
C5H12........................................................................................................................ pentane . 
CO ............................................................................................................................. carbon monoxide. 
CO 2........................................................................................................................... carb on dioxide. 
H2O ........................................................................................................................... wat er. 
HC ............................................................................................................................. hydrocarbon. 
N2.............................................................................................................................. m olecular nitrogen. 
NMHC ....................................................................................................................... nonm ethane hydrocarbon. 
NMHCE ..................................................................................................................... nonme thane hydrocarbon equivalent. 
NMOG ....................................................................................................................... nonm ethane organic gas. 
NO ............................................................................................................................. nitric oxide. 
NO 2........................................................................................................................... nitr ogen dioxide. 
NO X........................................................................................................................... oxid es of nitrogen. 
N2O ........................................................................................................................... nit rous oxide. 
O2.............................................................................................................................. m olecular oxygen. 
OHC .......................................................................................................................... ox ygenated hydrocarbon. 
PM ............................................................................................................................. particulate matter. 
THC ........................................................................................................................... t otal hydrocarbon. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00468 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217881 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
TABLE 2 TOPARAGRAPH (b) OF§ 1066.1005—S YMBOLS FOR CHEMICAL SPECIES AND EXHAUST CONSTITUENTS — 
Continued 
Symbol Species 
THCE ........................................................................................................................ tot al hydrocarbon equivalent. 
* * * * * (g) Constants . (1) This part uses the 
following constants for the composition of dry air: 
TABLE 7 TOPARAGRAPH (g)(1) OF§ 1066.1005—C ONSTANTS FOR THE COMPOSITION OF DRYAIR 
Symbol Quantity mol/mol 
xArair .................. amount of argon in dry air ................................................................................... ................................. 0.00934 
xCO2air ............... amount of carbon dioxide in dry air ............................................................................. ........................ 0.000375 
xN2air ................. amount of nitrogen in dry air ................................................................................. ............................... 0.78084 
xO2air ................. amount of oxygen in dry air ................................................................................... .............................. 0.209445 
(2) This part uses the following molar 
masses or effective molar masses of chemical species: 
TABLE 8 TOPARAGRAPH (g)(2) OF§ 1066.1005—M OLAR MASSES OR EFFECTIVE MOLAR MASSES OF CHEMICAL SPECIES  
Symbol Quantity g/mol (10¥3·kg·mol¥1) 
Mair.................... molar mass of dry air1......................................................................................................................... 28.965 59 
MH2O................. molar mass of water ........................................................................................... .................................. 18.01528 
1See paragraph (g)(1) of this section for the composition of dry air. 
(3) This part uses the following molar 
gas constant for ideal gases: 
TABLE 9 TOPARAGRAPH (g)(3) OF§ 1066.1005—M OLAR GASCONSTANT FOR IDEAL GASES  
Symbol Quantity J/(mol·K) 
(m2·kg·s¥2·mol-1·K¥1) 
R....................... molar gas constant ...................................................................................... ......................................... 8.314472 
(h) Prefixes . This part uses the 
following prefixes to define a quantity: 
TABLE 10 TOPARAGRAPH (h) OF§ 1066.1005—P REFIXES TODEFINE A QUANTITY  
Symbol Quantity Value 
n ........................ nano .................................................................................................. .................................................... 109 
μ........................ micro .................................................................................................. ................................................... 10 ¥6 
m ....................... milli .................................................................................................. ..................................................... 10 ¥3 
c ........................ centi ................................................................................................. ..................................................... 10 ¥2 
k ........................ kilo .................................................................................................. ...................................................... 103 
M ....................... mega ................................................................................................... .................................................. 106 
■259. Revise § 1066.1010 to read as 
follows: 
§ 1066.1010 Incorporation by reference. 
Certain material is incorporated by 
reference into this part with the approval of the Director of the Federal 
Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in 
this section, the Environmental Protection Agency (EPA) must publish a document in the Federal Register and 
the material must be available to the public. All approved material is available for inspection at the EPA and at the National Archives and Records Administration (NARA). Contact EPA at: U.S. EPA, Air and Radiation Docket 
and Information Center, 1301 Constitution Ave. NW, Room B102, EPA West Building, Washington, DC 20460, www.epa.gov/dockets , (202) 202–1744. 
For information on the availability of this material at NARA, email: fr.inspection@nara.gov , or go to: 
www.archives.gov/federal-register/cfr/ 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00469 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217882 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
ibr-locations.html . The material may be 
obtained from the following sources: 
(a) National Institute of Standards and 
Technology (NIST), 100 Bureau Drive, Stop 1070, Gaithersburg, MD 20899– 1070; (301) 975–6478; www.nist.gov . 
(1) NIST Special Publication 811, 
2008 Edition, Guide for the Use of the International System of Units (SI), Physics Laboratory, March 2008; IBR approved for §§ 1066.20(a); 1066.1005. 
(2) [Reserved] (b) SAE International, 400 
Commonwealth Dr., Warrendale, PA 15096–0001; (877) 606–7323 (U.S. and Canada) or (724) 776–4970 (outside the U.S. and Canada); www.sae.org . 
(1) SAE J1263, Road Load 
Measurement and Dynamometer Simulation Using Coastdown Techniques, revised March 2010; IBR 
approved for §§ 1066.301(b); 
1066.305(a); 1066.310(b). 
(2) SAE J1634, Battery Electric 
Vehicle Energy Consumption and Range 
Test Procedure, revised July 2017; IBR 
approved for § 1066.501(a). 
(3) SAE J1711, Recommended Practice 
for Measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-In Hybrid Vehicles, revised June 2010; IBR approved for §§ 1066.501(a); 1066.1001. 
(4) SAE J2263, Road Load 
Measurement Using Onboard Anemometry and Coastdown Techniques, revised May 2020; IBR approved for §§ 1066.301(b); 1066.305; 1066.310(b). 
(5) SAE J2264, Chassis Dynamometer 
Simulation of Road Load Using Coastdown Techniques, revised January 2014; IBR approved for § 1066.315. 
(6) SAE J2711, Recommended Practice 
for Measuring Fuel Economy and Emissions of Hybrid-Electric and Conventional Heavy-Duty Vehicles, revised May 2020; IBR approved for §§ 1066.501(a); 1066.1001. 
(7) SAE J2951, Drive Quality 
Evaluation for Chassis Dynamometer Testing, revised January 2014; IBR approved for § 1066.425(j). 
PART 1068—GENERAL COMPLIANCE 
PROVISIONS FOR HIGHWAY, STATIONARY, AND NONROAD PROGRAMS 
■260. The authority citation for part 
1068 continues to read as follows: 
Authority: 42 U.S.C. 7401–7671q. 
■261. Amend § 1068.1 by revising 
paragraphs (a)(2), (5), (6), (8), (9), and (13) and adding paragraph (a)(15) to read as follows: 
§ 1068.1 Does this part apply to me? 
(a) * * * (2) This part 1068 applies for heavy- 
duty motor vehicles and motor vehicle engines we regulate under 40 CFR parts 1036 and 1037. This includes trailers. This part 1068 applies to heavy-duty motor vehicles and motor vehicle engines certified under 40 CFR part 86 to the extent and in the manner specified in 40 CFR parts 85, 86, and 1036. 
* * * * * 
(5) This part 1068 applies for 
locomotives that are subject to the provisions of 40 CFR part 1033. 
(6) This part 1068 applies for land- 
based nonroad compression-ignition engines that are subject to the provisions of 40 CFR part 1039. This part 1068 applies for engines certified under 40 CFR part 89 to the extent and in the manner specified in 40 CFR part 1039. 
* * * * * 
(8) This part 1068 applies for marine 
compression-ignition engines that are subject to the provisions of 40 CFR part 1042. This part 1068 applies for marine compression-ignition engines certified under 40 CFR part 94 to the extent and in the manner specified in 40 CFR part 1042. 
(9) This part 1068 applies for marine 
spark-ignition engines that are subject to the provisions of 40 CFR part 1045. This part 1068 applies for marine spark- ignition engines certified under 40 CFR part 91 to the extent and in the manner specified in 40 CFR part 1045. 
* * * * * 
(13) This part applies for small 
nonroad spark-ignition engines that are subject to the provisions of 40 CFR part 1054. This part 1068 applies for nonroad spark-ignition engines certified under 40 CFR part 90 to the extent and in the manner specified in 40 CFR part 1054. 
* * * * * 
(15) This part 1068 applies to portable 
fuel containers we regulate under 40 CFR part 59 to the extent and in the manner specified in 40 CFR part 59, subpart F. 
* * * * * 
■262. Revise § 1068.10 to read as 
follows: 
§ 1068.10 Practices for handling 
confidential business information. 
The provisions of this section apply 
both to any information you send us and to any information we collect from inspections, audits, or other site visits. 
(a) When you submit information to 
us, if you claim any of that information as confidential, you may identify what you claim to be confidential by marking, circling, bracketing, stamping, or some other method; however, we will not 
consider any claims of confidentiality over information we have determined to be not entitled to confidential treatment under § 1068.11 or other applicable provisions. 
(b) If you send us information without 
claiming it is confidential, we may make it available to the public without further notice to you, as described in 40 CFR 2.301(j). 
(c) For submissions that include 
information that may be entitled to confidential treatment, we may require that you send a ‘‘public’’ copy of the report that does not include the confidential information. We may require that you substantiate your claim to confidential treatment for any items not contained in the public version. We will release additional information from the complete version of such a submission only as allowed under 40 CFR 2.301(j) and as described in this subpart and the standard-setting part. 
(d) We will safeguard your 
confidential business information (CBI) as described in 40 CFR 2.301(j). Also, we will treat certain information as confidential and will only disclose this information if it has been determined to be not entitled to confidential treatment as specified in § 1068.11(c). The following general provisions describe how we will process requests for making information publicly available: 
(1) Certification information . We will 
treat information submitted in an application for certification as confidential until the introduction-into- commerce date you identify in your application for certification consistent with 40 CFR 2.301(a)(2)(ii)(B). If we issue the certificate after your specified date, for the purpose of this section the introduction-into-commerce date is the date we issue the certificate. After that date, we will treat information submitted in an application for certification as described in § 1068.11. 
(2) Preliminary and superseded 
information . Preliminary and 
superseded versions of information you submit are covered by confidentiality determinations in the same manner as final documents. However, we will generally not disclose preliminary or superseded information unless we receive a request under 5 U.S.C. 552 that specifically asks for all versions of a document, including preliminary and superseded versions. We will consider a document preliminary if we have not reviewed it to verify its accuracy or if the reporting deadline has not yet passed. We will consider information superseded if you submit a new document or a revised application for 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00470 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217883 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
certification to replace the earlier 
version. 
(3) Authorizing CBI disclosure . The 
provisions of this section do not prevent us from disclosing protected information if you specifically authorize it. 
(4) Relationship to the standard- 
setting part . The standard-setting part 
may identify additional provisions related to confidentiality determinations. Note that the standard- setting part identifies information requirements that apply for each type of engine/equipment. If this section identifies information that is not required for a given engine, that does not create a requirement to submit the information. 
(5) Changes in law . The 
confidentiality determinations in this 
section and in the standard-setting parts 
may be changed through the processes 
described in 40 CFR 2.301(j)(4). 
■263. Add § 1068.11 to read as follows: 
§ 1068.11 Confidentiality determinations 
and related procedures. 
This section characterizes various 
categories of information for purposes of making confidentiality determinations, as follows: 
(a) This paragraph (a) applies the 
definition of ‘‘Emission data’’ in 40 CFR 2.301(a) for information related to engines/equipment subject to this part. ‘‘Emission data’’ cannot be treated as confidential business information and shall be available to be disclosed to the public except as specified in § 1068.10(d)(1). The following categories of information qualify as emission data, except as specified in paragraph (c) of this section: 
(1) Certification and compliance 
information, including information submitted in an application for a certificate of conformity that is used to assess compliance. 
(2) Fleet value information, including 
information submitted for compliance with fleet average emission standards and emissions related ABT credit information, including the information used to generate credits. 
(3) Source family information. For 
example, engine family information or test group information would identify the regulated emission source. 
(4) Test information and results, 
including emission test results and other data from emission testing that are submitted in an application for a certificate of conformity, test results from in-use testing, production-line testing, and any other testing to demonstrate emissions. The information in this category includes all related information to characterize test results, document the measurement procedure, 
and modeling inputs and outputs where the compliance demonstration is based on computer modeling. 
(5) ABT credit information, including 
information submitted for current and future compliance demonstrations using credits under an ABT program. 
(6) Production volume, including 
information submitted for compliance with fleet average emission standards, compliance with requirements to test production engines/equipment, or compliance through ABT programs. 
(7) Defect and recall information, 
including all information submitted in relation to a defect or recall except the remedial steps you identify in § 1068.510(a)(2). 
(8) Selective enforcement audit 
compliance information. 
(b) The following categories of 
information are not eligible for confidential treatment, except as specified in § 1068.10(d)(1): 
(1) Published information, including 
information that is made available in annual and quarterly filings submitted to the U.S. Securities and Exchanges Commission, on company websites, or otherwise made publicly available by the information submitter. 
(2) Observable information available 
to the public after the introduction to commerce date. 
(c) The following categories of 
information are subject to the process for confidentiality determinations in 40 CFR part 2 as described in 40 CFR 2.301(j)(5). 
(1) Projected sales and production 
volumes. 
(2) Production start and end dates. (3) Detailed description of emission 
control operation and function. 
(4) Design specifications related to 
aftertreatment devices. 
(5) Description of auxiliary emission 
control devices (AECDs). 
(6) Plans for meeting regulatory 
requirements. For example, this applies for any projections of emission credits for the coming model year or determinations of the number of required repair facilities that are based on projected production volumes. 
(7) The following information related 
to deterioration factors and other adjustment factors: 
(i) Procedures to determine 
deterioration factors and other emission adjustment factors. 
(ii) Any information used to justify 
those procedures. 
(iii) Emission measurements you use 
to compare procedures or demonstrate that the procedures are appropriate. 
(8) Financial information related to 
the following items: (i) ABT credit transactions, including 
dollar amount, identity of parties, and contract information. 
(ii) Meeting bond requirements, 
including aggregate U.S. asset holdings, financial details regarding specific assets, whether the manufacturer or importer obtains a bond, and copies of bond policies. 
(9) Serial numbers or other 
information to identify specific engines or equipment selected for testing. 
(10) Procedures that apply based on 
your request to test engines/equipment differently than we specify in the regulation. This applies for special and alternative test procedures. This also applies, for example, if we approve a broader or narrower zone of engine operation for not-to-exceed testing. 
(11) Information related to testing 
vanadium catalysts in 40 CFR part 1065, subpart L. 
(12) GPS data identifying the location 
for in-use emission measurements. 
(13) Information related to possible 
defects that are subject to further investigation (not confirmed defects). 
(d) If you submit information that is 
not addressed in paragraphs (a) through (c) of this section, you may claim the information as confidential. We may require you to provide us with information to substantiate your claims. If claimed, we may consider this substantiating information to be confidential to the same degree as the information for which you are requesting confidential treatment. We will make our determination based on your statements to us, the supporting information you send us, and any other available information. However, we may determine that your information is not subject to confidential treatment consistent with 40 CFR part 2 and 5 U.S.C. 552(b)(4). 
(e) Applications for certification and 
submitted reports typically rely on software or templates to identify specific categories of information. If you submit information in a comment field designated for users to add general information, we will respond to requests for disclosing that information consistent with paragraphs (a) through (d) of this section. 
■264. Amend § 1068.30 by adding a 
definition for ‘‘Critical emission-related component’’ in alphabetical order and revising the definition of ‘‘Designated Compliance Officer’’ to read as follows: 
§ 1068.30 Definitions. 
* * * * * 
Critical emission-related component 
means a component identified in appendix A of this part whose primary purpose is to reduce emissions or whose 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00471 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217884 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
failure would commonly increase 
emissions without significantly degrading engine/equipment performance. 
* * * * * 
Designated Compliance Officer means 
one of the following: 
(1) For motor vehicles regulated under 
40 CFR part 86, subpart S: Director, Light-Duty Vehicle Center, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; complianceinfo@epa.gov; 
www.epa.gov/ve-certification . 
(2) For compression-ignition engines 
used in heavy-duty highway vehicles regulated under 40 CFR part 86, subpart A, and 40 CFR parts 1036 and 1037, and for nonroad and stationary compression- ignition engines or equipment regulated under 40 CFR parts 60, 1033, 1039, and 1042: Director, Diesel Engine Compliance Center, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; complianceinfo@epa.gov; www.epa.gov/ ve-certification . 
(3) Director, Gasoline Engine 
Compliance Center, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; complianceinfo@epa.gov; www.epa.gov/ ve-certification , for all the following 
engines and vehicles: 
(i) For spark-ignition engines used in 
heavy-duty highway vehicles regulated under 40 CFR part 86, subpart A, and 40 CFR parts 1036 and 1037, 
(ii) For highway motorcycles 
regulated under 40 CFR part 86, subpart E. 
(iii) For nonroad and stationary spark- 
ignition engines or equipment regulated under 40 CFR parts 60, 1045, 1048, 1051, 1054, and 1060. 
■265. Add § 1068.50 to read as follows: 
§ 1068.50 Adjustable parameters. 
(a) The standard-setting part generally 
requires that production engines, pre- production engines, and in-use engines with adjustable parameters meet all the requirements of this part for any adjustment in the physically adjustable range. This section refers to engines, because most adjustable parameters are integral to the engine even in the case of equipment-based standards. This section also applies for equipment- based adjustable parameters. The provisions of this section apply starting with model year 2024. 
(b) You must use good engineering 
judgment for all decisions related to adjustable parameters. We recommend that you ask for preliminary approval for decisions related to new technologies, substantially changed engine designs, or new methods for limiting adjustability. Decisions related 
to adjustable parameters include the following: 
(1) Determining which engine 
operating parameters qualify as adjustable parameters. 
(2) Establishing the adequacy of the 
limits, stops, seals, or other means used to limit adjustment. 
(3) Defining the physically adjustable 
ranges for each such parameter. 
(c) For purposes of this section, 
‘‘operating parameter’’ means any feature that can, by the nature of its design, be adjusted to affect engine/ equipment performance, including engine components that are designed to be replaced. For example, while bolts used to assemble the engine are practically adjustable (can be loosened or tightened), they are not adjustable 
parameters because they are not operating parameters. See paragraph (h) of this section for special provisions related to elements of design involving consumption and replenishment. A nonconsumable operating parameter is considered an adjustable parameter as follows: 
(1) An operating parameter is not an 
adjustable parameter if we determine it is not practically adjustable using available tools, as described in paragraph (d) of this section, or we determine that engine operation over the full range of adjustment does not affect emissions without also degrading engine performance to the extent that operators will be aware of the problem. Also, while spark plug gap and valve lash are practically adjustable operating parameters, they are not adjustable parameters because adjusting them does not affect emissions without also degrading engine performance. 
(2) The following specific criteria 
apply for determining whether a parameter is practically adjustable because it is permanently sealed or otherwise inaccessible: 
(i) Electronic components on circuit 
boards (such as onboard computers) are not practically adjustable if the board is encapsulated with a durable resin that adequately limits access to components on the board, consistent with paragraph (d)(1) of this section. 
(ii) Threaded fasteners (such as 
screws) on mechanically controlled engines are considered not practically adjustable if simple tools cannot be used to adjust the parameter once the head is sheared off after adjustment at the factory, or if the fastener is recessed within a larger, permanent body and sealed with a durable plug, cap, or cover plate that adequately limits access to the fastener, consistent with paragraph (d)(1) of this section. (iii) Bimetal springs on mechanically 
controlled engines are considered not practically adjustable if the plate covering the bimetal spring is riveted or welded in place or it is held in place with threaded fasteners meeting the specifications described in this paragraph (c)(2). 
(d) The following provisions apply for 
determining whether operating parameters are ‘‘practically adjustable’’: 
(1) A mechanically controlled 
parameter is considered ‘‘not practically adjustable’’ if adjustments with ordinary tools take more than 15 minutes or involve service parts that cost more than $30 for engines at or below 30 kW, or take more than 60 minutes or involve service parts that cost more than $60 for engines between 30 kW and 560 kW. These costs are in 2020 dollars. Adjust these values for certification by comparing most recently available Consumer Price Index for All Urban Consumers (CPI–U) value published by the Bureau of Labor Statistics at www.usinflationcalculator.com . As used 
in this paragraph (d), the term ‘‘ordinary tools’’ includes hand tools, solvents, or other supplies that are reasonably available to the operator. Hand tools include screwdrivers, pliers, hammers, awls, wrenches, electric screwdrivers, electric drills, and any tools supplied by the manufacturer with the product. Any such items that are sold at hardware stores, automotive parts supply stores or on the Internet are considered available. The cost thresholds described in this paragraph (d)(1) do not include the cost of labor or the cost of any necessary tools or nonconsumable supplies; the time thresholds refer to the time required to access and adjust the parameter, excluding any time necessary to purchase parts, tools, or supplies or to perform testing. For engines at or above 560 kW, mechanically controlled parameters are considered ‘‘practically adjustable’’ if the parameter can be adjusted using any available tools. Determine the practically adjustable range of mechanically controlled parameters as described in paragraph (e) this section. 
(2) Electronically controlled 
parameters are considered ‘‘practically adjustable’’ if they can be adjusted using any available tools (including devices that are used to alter computer code). 
Conversely, such parameters are not practically adjustable if you limit access to the electronic control units with password or encryption protection. You must have adequate protections in place to prevent distribution and use of passwords or encryption keys. We may exclude operating parameters (or narrow the adjustable range under paragraph (f) 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00472 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217885 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
of this section) where we determine that 
the operating parameters will not be subject to in-use adjustment or will be subject to a more limited in-use adjustment. Our approval may include conditions to ensure that the certified configuration includes adjustable ranges that reflect the expected range of in-use adjustment. This paragraph (d)(2) applies for engines with any degree of electronic control. Determine the practically adjustable range of electronically controlled parameters as described in paragraph (f) of this section. 
(e) A physical limit or stop is 
adequate for defining the limits of the practically adjustable range if it has the following characteristics: 
(1) In the case of a threaded 
adjustment, the threads are terminated, pinned, or crimped to prevent additional travel without such that the operator cannot bypass the physical limit or stop without causing damage for which the repairs would exceed the time or cost thresholds specified in paragraph (d)(1) of this section. 
(2) Operators cannot exceed the travel 
or rotation limits using ordinary tools without causing damage for which the repairs would exceed the time or cost thresholds specified in paragraph (d)(1) of this section. For example, if a vehicle has a shim, bushing, or other device to limit flow rates, range of travel, or other parameters to prevent operating outside of a specified range of engine or vehicle speeds, you must take steps to prevent operators or mechanics from removing, replacing, or altering those parts to operate at a wider range of engine or vehicle speeds. 
(f) Apply the following provisions to 
determine the practically adjustable range for electronically controlled parameters that can be adjusted by changing software or operating parameters (‘‘reflashed’’): 
(1) If an engine family includes 
multiple algorithms that can be selected or are easily accessible, consider each of the available settings to be within the practically adjustable range. 
(2) If you sell or offer to sell software 
or other products that could be used to reflash or otherwise modify the electronic control unit, consider all those settings to be within the practically adjustable range. 
(3) If your engines/equipment have 
other electronic settings that can be modified or accessed as described in paragraph (d)(2) of this section, consider all those settings to be within the practically adjustable range. The following engine systems and features illustrate examples of the types of electronic settings for which this 
paragraph (f)(3) applies: 
(i) Air-fuel setpoints for closed-loop 
fuel systems. 
(ii) Reductant flow systems. (iii) Base maps for fuel injection or 
spark timing. 
(iv) Exhaust gas recirculation maps. (g) We will make determinations 
regarding in-use adjustments of adjustable parameters under this section for certifying engines as follows: 
(1) Our determinations will depend 
on in-use maintenance practices conforming to the maintenance and service information you provide. For 
example, if your published maintenance 
instructions describe routine procedures for adjusting engines or if you or your dealers make specialized tools available to operators, we will conclude that such adjustments are likely to occur. Also, your maintenance and service information may not specify adjustable ranges that are broader than those that you specify in your application for certification. 
(2) We may review manufacturer 
statements under this section for certifying engines for a later model year if we learn from observation of in-use engines or other information that a parameter was in fact practically adjustable or that the specified operating range was in fact not correct. We may require you to include a new adjustable parameter or to revise your specified operating range for an adjustable parameter. 
(h) Except as provided in the 
standard-setting part and this paragraph 
(h), engines are not in the certified configuration if you produce them with adjustable parameters set outside the range specified in your application for certification. Similarly, engines are not in the certified configuration if you produce them with other operating parameters that do not conform to the certified configuration. The following provisions apply for adjustable parameters related to elements of design involving consumption and replenishment, such as DEF tank fill level and hybrid battery state of charge: 
(1) We will determine the range of 
adjustability based on the likelihood of in-use operation at a given point in the physically adjustable range. We may determine that operation in certain subranges within the physically adjustable range is sufficiently unlikely that the subranges should be excluded from the allowable adjustable range for testing. 
(2) Shipping new engines/equipment 
in a state or configuration requiring replenishment to be within the range of adjustability for a certified configuration does not cause a violation of the 
prohibition in § 1068.101(a)(1). 
(i) In your application for 
certification, include information related to adjustable parameters as described in the standard-setting part and state that you meet the 
specifications of this section and 
provide supporting documentation for that statement as follows: 
(1) If your engine is designed with 
mechanically controlled adjustable parameters, state that they meet the specifications of this section for preventing in-use operation outside the intended physically adjustable range. 
(2) If your engine is designed with 
electronically controlled operating parameters that you consider ‘‘not practically adjustable,’’ state that you have restricted access to the electronic controls as specified in this section to prevent in-use operation outside the practically adjustable range. 
(j) We may inspect your engines at 
any time to determine whether they meet the specifications of this section. We may purchase engines for tesing, or we may ask you to supply engines for such inspections. We will inspect using ordinary tools and time limits specified in paragraph (d)(1) of this section and any available devices that alter computer code as specified in paragraph (d)(2) of this section. The inspection will determine the following: 
(1) If the adjustable parameter is 
limited to the physically adjustable range specified in the manufacturer’s certification application. 
(2) If physical stops for mechanically 
controlled adjustable parameters can be bypassed using methods outlined in paragraph (d)(1) of this section. 
(k) Where we determine that you 
failed to identify something that should be considered an adjustable parameter, we may require you to treat the parameter as defective under § 1068.501. If we determine you deliberately misrepresented the accessibility of the parameter or that you did not act in good faith, we may take action regarding your certificate as described in the standard-setting part (see, for example, 40 CFR 1054.255). 
(l) Nothing in this section limits the 
tampering prohibition of § 1068.101(b)(1) or the defeat device prohibition of § 1068.101(b)(2). 
■266. Amend § 1068.101 by revising 
paragraphs (a) introductory text and (b)(5) to read as follows: 
§ 1068.101 What general actions does this 
regulation prohibit? 
* * * * * 
(a) The following prohibitions and 
requirements apply to manufacturers of 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00473 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217886 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
new engines, manufacturers of 
equipment containing these engines, manufacturers of new equipment, and other persons as provided by § 1068.1(a), except as described in subparts C and D of this part: 
* * * * * 
(b) * * * (5) Importation . You may not import 
an uncertified engine or piece of equipment if it is defined to be new in the standard-setting part with a model year for which emission standards applied. Anyone violating this paragraph (b)(5) is deemed to be a manufacturer in violation of paragraph (a)(1) of this section. We may assess a civil penalty up to $44,539 for each engine or piece of equipment in violation. Note the following: 
* * * * * 
■267. Amend § 1068.210 by revising 
paragraph (c) introductory text to read as follows: 
§ 1068.210 Exempting test engines/ 
equipment. 
* * * * * 
(c) If you are a certificate holder, you 
may request an exemption for engines/ equipment you intend to include in a test program. 
* * * * * 
■268. Amend § 1068.220 by revising 
paragraph (b) to read as follows: 
§ 1068.220 Exempting display engines/ 
equipment. 
* * * * * 
(b) Nonconforming display engines/ 
equipment will be exempted if they are used for displays in the interest of a business or the general public. The exemption in this section does not apply to engines/equipment displayed for any purpose we determine is inappropriate for a display exemption. 
* * * * * 
■269. Amend § 1068.240 by revising 
paragraphs (a)(1), (b)(3), and (c)(3)(ii) to read as follows: 
§ 1068.240 Exempting new replacement 
engines. 
* * * * * 
(a) * * * (1) Paragraphs (b) and (c) of this 
section describe different approaches for exempting new replacement engines where the engines are specially built to correspond to an engine model from an earlier model year that was subject to less stringent standards than those that apply for current production (or is no longer covered by a certificate of conformity). You must comply with the requirements of paragraph (b) of this section for any number of replacement engines you produce in excess of what we allow under paragraph (c) of this 
section. You must designate engines you produce under this section as tracked engines under paragraph (b) of this section or untracked engines under paragraph (c) of this section by the deadline for the report specified in paragraph (c)(3) of this section. 
* * * * * 
(b) * * * (3) An old engine block replaced by 
a new engine exempted under this paragraph (b) may be reintroduced into U.S. commerce as part of an engine that meets either the current standards for new engines, the provisions for new replacement engines in this section, or another valid exemption. Otherwise, you must destroy the old engine block (or confirm that it has been destroyed), or export the engine block without its emission label. Note that this paragraph (b)(3) does not require engine manufacturers to take possession of the engine being replaced. Owners may arrange to keep the old engine if they demonstrate that the engine block has been destroyed. An engine block is destroyed under this paragraph (b)(3) if it can never be restored to a running configuration. 
* * * * * 
(c) * * * (3) * * * (ii) Count exempt engines as tracked 
under paragraph (b) of this section only if you meet all the requirements and conditions that apply under paragraph (b)(2) of this section by the due date for the annual report. In the annual report you must identify any replaced engines from the previous year whose final disposition is not resolved by the due date for the annual report. Continue to report those engines in later reports until the final disposition is resolved. If the final disposition of any replaced engine is not resolved for the fifth annual report following the production report, treat this as an untracked replacement in the fifth annual report for the preceding year. 
* * * * * 
■270. Amend § 1068.261 by revising 
paragraphs (b), (c) introductory text, and (d) introductory text to read as follows: 
§ 1068.261 Delegated assembly and other 
provisions related to engines not yet in the certified configuration. 
* * * * * 
(b) If you manufacture engines and 
install them in equipment you or an affiliated company also produce, you must take steps to ensure that your facilities, procedures, and production records are set up to ensure that equipment and engines are assembled in their proper certified configurations. For 
example, you may demonstrate compliance with the requirements of this section by maintaining a database showing how you pair aftertreatment components with the appropriate engines such that the final product is in its certified configuration. 
(c) If you manufacture engines and 
ship them to an unaffiliated company for installation in equipment and you include the price of all aftertreatment components in the price of the engine (whether or not you ship the aftertreatment components directly to the equipment manufacturer), all the following conditions apply: 
* * * * * 
(d) If you manufacture engines and 
ship them to an unaffiliated company for installation in equipment, but you do not include the price of all aftertreatment components in the price of the engine, you must meet all the 
conditions described in paragraphs (c)(1) through (9) of this section, with the following additional provisions: 
* * * * * 
■271. Amend § 1068.301 by revising 
paragraph (b) to read as follows: 
§ 1068.301 General provisions for 
importing engines/equipment. 
* * * * * 
(b) In general, engines/equipment that 
you import must be covered by a certificate of conformity unless they were built before emission standards started to apply. This subpart describes the limited cases where we allow importation of exempt or excluded engines/equipment. If an engine has an exemption from exhaust emission standards, you may import the equipment under the same exemption. Imported engines/equipment that are exempt or excluded must have a label as described in the specific exemption or exclusion. If the regulation does not include specific labeling requirements, apply a label meeting the requirements of § 1068.45 that identifies your corporate name and describes the basis for the exemption or exclusion. 
* * * * * 
■272. Amend § 1068.310 by revising 
the introductory text and paragraph (e)(4) to read as follows: 
§ 1068.310 Exclusions for imported 
engines/equipment. 
If you show us that your engines/ 
equipment qualify under one of the paragraphs of this section, we will approve your request to import such excluded engines/equipment. You must have our approval before importing engines/equipment under paragraph (a) of this section. You may, but are not 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00474 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217887 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
required to request our approval to 
import the engines/equipment under paragraph (b) through (d) of this section. Qualifying engines/equipment are excluded as follows: 
* * * * * 
(e) * * * (4) State: ‘‘THIS ENGINE IS EXEMPT 
FROM THE REQUIREMENTS OF [identify the part referenced in § 1068.1(a) that would otherwise apply], AS PROVIDED IN [identify the paragraph authorizing the exemption (for example, ‘‘40 CFR 1068.310(a)’’)]. INSTALLING THIS ENGINE IN ANY DIFFERENT APPLICATION MAY BE A VIOLATION OF FEDERAL LAW SUBJECT TO CIVIL PENALTY.’’ 
■273. Amend § 1068.315 by revising 
paragraphs (a) and (h) and removing paragraph (i) to read as follows: 
§ 1068.315 Permanent exemptions for 
imported engines/equipment. 
* * * * * 
(a) National security exemption . You 
may import an engine or piece of equipment under the national security exemption in § 1068.225. 
* * * * * 
(h) Identical configuration exemption . 
Unless specified otherwise in the standard-setting part, you may import nonconforming engines/equipment if they are identical in all material respects to certified engines/equipment produced by the same manufacturer, subject to the following provisions: 
(1) You must meet all the following 
criteria: 
(i) You have owned the engines/ 
equipment for at least six months. 
(ii) You agree not to sell, lease, 
donate, trade, or otherwise transfer ownership of the engines/equipment for at least five years. The only acceptable way to dispose of the engines/ equipment during this five-year period is to destroy or export them. 
(iii) You use data or evidence 
sufficient to show that the engines/ equipment are in a configuration that is identical in all material respects to engines/equipment the original manufacturer has certified to meet emission standards that apply at the time the manufacturer finished assembling or modifying the engines/ equipment in question. If you modify the engines/equipment to make them identical, you must completely follow the original manufacturer’s written instructions. 
(2) We will tell you in writing if we 
find the information insufficient to show that the engines/equipment are eligible for the identical configuration 
exemption. We will then not consider your request further until you address our concerns. 
■274. Amend § 1068.325 by revising 
the introductory text and paragraphs (a) through (c), (e), and (g) to read as follows: 
§ 1068.325 Temporary exemptions for 
imported engines/equipment. 
You may import engines/equipment 
under certain temporary exemptions, subject to the conditions in this section. We may ask U.S. Customs and Border Protection to require a specific bond amount to make sure you comply with the requirements of this subpart. You may not sell or lease one of these exempted engines/equipment while it is in the United States except as specified in this section or § 1068.201(i). You must eventually export the engine/ equipment as we describe in this section unless it conforms to a certificate of conformity or it qualifies for one of the permanent exemptions in § 1068.315 or the standard-setting part. 
(a) Exemption for repairs or 
alterations . You may temporarily import 
nonconforming engines/equipment solely for repair or alteration, subject to our advance approval as described in paragraph (j) of this section. You may operate the engine/equipment in the United States only as necessary to repair it, alter it, or ship it to or from the service location. Export the engine/ equipment directly after servicing is complete, or confirm that it has been destroyed. 
(b) Testing exemption . You may 
temporarily import nonconforming engines/equipment for testing if you follow the requirements of § 1068.210, subject to our advance approval as described in paragraph (j) of this section. You may operate the engines/ equipment in the United States only as needed to perform tests. The testing exemption expires one year after you import the engine/equipment unless we approve an extension. The engine/ equipment must be exported before the exemption expires. You may sell or lease the engines/equipment consistent with the provisions of § 1068.210. 
(c) Display exemption . You may 
temporarily import nonconforming engines/equipment for display if you follow the requirements of § 1068.220, subject to our advance approval as described in paragraph (j) of this section. The display exemption expires one year after you import the engine/ equipment, unless we approve your request for an extension. The engine/ 
equipment must be exported (or destroyed) by the time the exemption expires or directly after the display concludes, whichever comes first. 
* * * * * 
(e) Diplomatic or military exemption . 
You may temporarily import nonconforming engines/equipment if you represent a foreign government in a diplomatic or military capacity. U.S Customs and Border Protection may require that you show your written confirmation from the U.S. State Department that you qualify for the diplomatic or military exemption or a copy of your orders for military duty in the United States. We will rely on the State Department or your military orders to determine when your diplomatic or military status expires, at which time you must export your exempt engines/ equipment. 
* * * * * 
(g) Exemption for partially complete 
engines . The following provisions apply 
for importing partially complete engines and used engines that become new as a result of importation: 
(1) You may import a partially 
complete engine by shipping it from one of your facilities to another under the provisions of § 1068.260(c) if you also apply a removable label meeting the requirements of § 1068.45 that identifies your corporate name and states that the engine is exempt under the provisions of § 1068.325(g). 
(2) You may import an engine if 
another company already has a certificate of conformity and will be modifying the engine to be in its final certified configuration or a final exempt configuration if you meet the labeling and other requirements of § 1068.262. If you are importing a used engine that becomes new as a result of importation, you must meet all the requirements that apply to original engine manufacturers under § 1068.262. You may sell or lease the engines consistent with the provisions of § 1068.262. 
* * * * * 
■275. Amend § 1068.450 by revising 
paragraph (e) to read as follows: 
§ 1068.450 What records must I send to 
EPA? 
* * * * * 
(e) We may post test results on 
publicly accessible databases and we will send copies of your reports to anyone from the public who asks for them, consistent with § 1068.11. 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00475 Fmt 4701 Sfmt 4702 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS217888 Federal Register / Vol. 87, No. 59 / Monday, March 28, 2022 / Proposed Rules 
■276. Amend § 1068.601 by revising 
the introductory text and paragraph (b) to read as follows: 
§ 1068.601 Overview. 
The regulations of this chapter 
involve numerous provisions that may result in EPA making a decision or judgment that you may consider adverse to your interests. For example, our decisions might require you to pay penalties, or you might consider that our decisions will limit your business activities or put you at a competitive disadvantage. As specified in the regulations in this chapter, this might involve an opportunity for an informal hearing or a formal hearing that follows specific procedures and is directed by a Presiding Officer. The regulations in this chapter generally specify when we would hold a hearing. In limited circumstances, we may grant a request for a hearing related to adverse decisions regarding regulatory provisions for which we do not specifically describe the possibility of asking for a hearing. 
* * * * * 
(b) For other issues where the 
regulation allows for a hearing in response to an adverse decision, you may request an informal hearing as described in § 1068.650. Sections 1068.610 through 1068.630 describe when and how to request an informal hearing under various circumstances. 
* * * * * 
■277. Add § 1068.630 to read as 
follows: 
§ 1068.630 Request for hearing—allowable 
maintenance. 
(a) Any manufacturer may request an 
informal hearing as described in § 1068.650 in response to our decision 
to identify allowable maintenance associated with new technology as part of the certification process. 
(b) You must send your hearing 
request in writing to the Designated Compliance Officer no later than 30 days after we publish our decision in the Federal Register . If the deadline 
passes, we may nevertheless grant you a hearing at our discretion. 
(c) Your hearing request must include 
the information specified in § 1068.610(d). 
(d) We will approve your request for 
an informal hearing if we find that your request raises a substantial factual issue in the decision we made that, if addressed differently, could alter the outcome of that decision. 
■278. Redesignate appendix I to part 
1068 as appendix A to part 1068 and amend newly redesignated appendix A by revising the introductory text to read as follows: 
Appendix A to Part 1068—Emission- 
Related Components 
This appendix specifies emission-related 
components that we refer to for describing such things as emission-related warranty or maintenance or requirements related to rebuilding engines. Note that inclusion of a component in Section III of this Appendix does not make it an emission-related component for engines/equipment that are not subject to evaporative emission standards. 
* * * * * 
Appendix II to Part 1068— 
[Redesignated as Appendix B to Part 1068] 
■279. Redesignate appendix II to part 
1068 as appendix B to part 1068. Appendix III to Part 1068— 
[Redesignated as Appendix C to Part 1068] 
■280. Redesignate appendix III to part 
1068 as appendix C to part 1068. 
PART 1090—REGULATION OF FUELS, 
FUEL ADDITIVES, AND REGULATED BLENDSTOCKS 
■281. The authority citation for part 
1090 continues to read as follows: 
Authority: 42 U.S.C. 7414, 7521, 7522– 
7525, 7541, 7542, 7543, 7545, 7547, 7550, and 7601. 
■282. Revise § 1090.1550 to read as 
follows: 
§ 1090.1550 Requirements for gasoline 
dispensing nozzles used with motor vehicles. 
The following requirements apply for 
any nozzle installation used for dispensing gasoline into motor vehicles: 
(a) Nozzles must meet the following 
hardware specifications: 
(1) The outside diameter of the 
terminal end must not be greater than 21.3 mm. 
(2) The terminal end must have a 
straight section of at least 63 mm. 
(3) The retaining spring must 
terminate at least 76 mm from the terminal end. 
(b) The dispensing flow rate must not 
exceed a maximum value of 10 gallons per minute. The flow rate may be controlled through any means in the pump/dispenser system, as long as it does not exceed the specified maximum value. 
[FR Doc. 2022–04934 Filed 3–16–22; 4:15 pm] 
BILLING CODE 6560–50–P 
VerDate Sep<11>2014 00:41 Mar 26, 2022 Jkt 256001 PO 00000 Frm 00476 Fmt 4701 Sfmt 9990 E:\FR\FM\28MRP2.SGM 28MRP2jspears on DSK121TN23PROD with PROPOSALS2