State of California 

 AIR RESOURCES BOARD 

CALIFORNIA EVAPORATIVE EMISSION STANDARDS AND TEST PROCEDURES

FOR 2001 AND SUBSEQUENT MODEL MOTOR VEHICLES

 Adopted: August 5, 1999 

 Amended: June 22, 2006

Note: The amendments to this document are shown in underline to indicate additions 

and strikeouts to indicate deletions compared to the test procedures as adopted 

August 5, 1999. 

[This document has been reformatted using a 12-point Arial font in order to be 

consistent with the current formatting practice for Air Resources Board test 

procedure documents. Consequently, some minor repagination of certain 

section and subsection headings was necessary. The resulting changes to the 

“Table of Contents” are indicated using the same method described above.] 
 i 

TABLE OF CONTENTS

Section Page No. 

PART I. GENERAL CERTIFICATION REQUIREMENTS 

 FOR EVAPORATIVE EMISSIONS.......................................................... I-1 

A. 40 CFR §86.1801-01 Applicability. ..................................................................... I-1 

B. Definitions, Acronyms......................................................................................... I-2 

C. Useful Life .......................................................................................................... I-2 

D. General Standards; increase in emissions; unsafe conditions; waivers ............. I-2 

1. Light- and Medium-Duty Vehicles............................................................ I-2 

2. Heavy-Duty Vehicles................................................................................ I-3 

E. Emission Standards ........................................................................................... I-4 

1. Evaporative Emission Standards for 2001 

 and Subsequent Model Year Vehicles Other Than Motorcycles. ............ I-4 

2. Evaporative Emission Standards for 2001 

 and Subsequent Model Year Motorcycles ............................................... I-7 

PART II. DURABILITY DEMONSTRATION ......................................................... II-1 

A. Light- and Medium-Duty Vehicles...................................................................... II-1 

1. Evaporative/refueling emission family determination.............................. II-1 

2. Durability Demonstration Procedures for Evaporative Emissions........... II-1 

3. Assigned DFs ..................................................................................... II-23

4. Emission Data Vehicle Selection .......................................................... II-34

5. Durability and Emission Testing Requirements; waivers ........................ II-4 

B. Motorcycles ....................................................................................................... II-4 

1. Durability Requirements.......................................................................... II-4 

PART III. EVAPORATIVE EMISSION TEST PROCEDURES 

 FOR LIGHT- AND MEDIUM-DUTY VEHICLES..................................... III-1 

A. Instrumentation................................................................................................. III-1 

1. Diurnal Evaporative Emission Measurement Enclosure ........................ III-1 

2. Running Loss Measurement Facility...................................................... III-3 

3. Hot Soak Evaporative Emission Measurement Enclosure................... III-89

B. Calibrations .................................................................................................. III-910
 ii 

C. Road Load Power, Test Weight, Inertia Weight Class, 

 and Running Loss Fuel Tank Temperature Profile Determination ............... III-145

D. Test Procedure............................................................................................. III-189

1. General Requirements....................................................................... III-189

2. Vehicle Preparation ........................................................................... III-212

3. Vehicle Preconditioning ..................................................................... III-212

4. Dynamometer Procedure................................................................... III-256

5. Engine Starting and Restarting.......................................................... III-257

6. Dynamometer Test Run, Gaseous and Particulate Emissions.......... III-267

7. Vehicle Fuel Tank Temperature Stabilization .................................... III-267

8. Running Loss Test............................................................................. III-268

9. Hot Soak Test.................................................................................... III-313

10. Diurnal Breathing Loss Test ............................................................ III-324

11. Calculations: Evaporative Emissions................................................. III-346

E. Liquefied Petroleum Gas-fueled Vehicles .................................................. III-3840

F. Fuel Specifications ..................................................................................... III-3840

G. Alternative Test Procedures ...................................................................... III-3840

H. Use of Comparable Federal Requirements for Carry-across 

 Specifications and Road Profile Correction Factors ................................... III-3841

PART IV. EVAPORATIVE EMISSION TEST PROCEDURES 

 FOR MOTORCYCLES...........................................................................IV-1 
I - 1

CALIFORNIA EVAPORATIVE EMISSION STANDARDS AND TEST PROCEDURES

FOR 2001 AND SUBSEQUENT MODEL MOTOR VEHICLES

The provisions of Title 40, Code of Federal Regulations (CFR), Part 86, Subparts 

A and B (as adopted or amended as of July 1, 1989);, and Subpart S (as adopted or 

amended on May 4, 1999); and, such sections of these Subparts as last amended on 

such other date set forth next to the 40 CFR Part 86 section title listed below, insofar as 

those subparts pertain to evaporative emission standards and test procedures, are 

hereby adopted as the “California Evaporative Emission Standards and Test 

Procedures for 2001 and Subsequent Model Years,” with the following exceptions and 

additions: 

PART I. GENERAL CERTIFICATION REQUIREMENTS FOR EVAPORATIVE 

EMISSIONS

A. 40 CFR §86.1801-01 Applicability. 

1.1 These evaporative standards and test procedures are applicable to all 

new 2001 and subsequent model gasoline-, liquefied petroleum- and alcohol-fueled 

passenger cars, light-duty trucks, medium-duty vehicles, heavy-duty vehicles, hybrid 

electric vehicles (including fuel-flexible, dual fuel and bi-fuel vehicles) and motorcycles. 

These standards and test procedures do not apply to motor vehicles that are exempt 

from exhaust emission certification, dedicated petroleum-fueled diesel vehicles, 

dedicated compressed natural gas-fueled vehicles, or hybrid electric vehicles that have 

sealed fuel systems which can be demonstrated to have no evaporative emissions. In 

cases where a provision applies only to a certain vehicle group based on its model 

year, vehicle class, motor fuel, engine type, or other distinguishing characteristics, the 

limited applicability is cited in the appropriate section or paragraph. 

1.2. For general certification purposes, the requirements set forth in the 

"California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent 

Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles," as incorporated 

by reference in section 1961(d), title 13, California Code of Regulations (CCR), shall 

apply to light- and medium-duty vehicles; the "California Exhaust Emission Standards 

and Test Procedures for 1987 and Subsequent Model Heavy-Duty Otto-Cycle Engines 

and Vehicles," as incorporated by reference in section 1956.8(d), title 13, CCR, shall 

apply to heavy-duty vehicles; and section 1958, title 13, CCR shall apply to 

motorcycles, except as otherwise noted in these test procedures. 

1.3 Approval of vehicles that are not exhaust emission tested using a chassis 

dynamometer pursuant to section 1961, title 13, CCR shall be based on an engineering 

evaluation of the system and data submitted by the applicant. 

1.4. Reference to light-duty trucks in the federal CFR shall mean light-duty 

trucks and medium-duty vehicles. Regulations concerning methanol in the Title 40, 
I - 2

CFR Part 86, shall mean methanol and ethanol, except as otherwise indicated in these 

test procedures. 

1.5 The term "[no change]" means that these test procedures do not modify 

the applicable federal requirement. 

1.6 In those instances where the testing conditions or parameters are not 

practical or feasible for vehicles operating on LPG fuel, the manufacturer shall provide a 

test plan that provides equal or greater confidence in comparison to these test 

procedures. The test plan must be approved in advance by the Executive Officer. 

B. Definitions, Acronyms

These test procedures incorporate by reference the definitions set forth in the 

"California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent 

Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles" as incorporated 

by reference in section 1961(d), title 13, CCR, including the incorporated definitions 

from the Code of Federal Regulations. 

C. Useful Life

1. §86.1805-01. Delete. For vehicles certified to the emission standards in 

section E.1.(a), "useful life" shall have the same meaning as provided in section 2112, 

title 13, CCR. For vehicles certified to the emission standards in sections E.1.(c) and 

(d), the "useful life" shall be 15 years or 150,000 miles, whichever first occurs. 

D. General Standards; increase in emissions; unsafe conditions; waivers

1. Light- and Medium-Duty Vehicles.

1.1 Amend §86.1810-01 (December 8, 2005)and §86.1810-04 as follows: 

(a) through (g). [The provisions of these paragraphs are contained in the 

“California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent 

Model Passenger cCars, Light-Duty Trucks and Medium-Duty Vehicles.,” adopted 

August 5, 1999, as last amended June 22, 2006. ”] 

(h) For alcohol vehicles, hydrocarbon evaporative emissions shall be 

expressed as OMHCE. 

(i) [No change.] 

(j) Evaporative Emissions general provisions. 

(1) The evaporative standards in section E. of this part apply 

equally to certification and in-use vehicles and trucks. 
I - 3

(2) For certification testing only, a manufacturer may conduct 

testing to quantify a level of stabilized non-fuel evaporative emissions for an individual 

certification test vehicle. Testing may be conducted on a representative vehicle to 

determine the non-fuel evaporative emission characteristics of the certification test 

vehicle. The demonstration must be submitted for advance approval by the Executive 

Officer and include a description of the sources of vehicle non-fuel evaporative 

emissions, the methodology for the quantification of the non-fuel emissions, an 

estimated non-fuel emission decay rate, and the stabilized non-fuel emission level. The 

demonstrated stabilized level of non-fuel evaporative emissions may be used in place 

of the test vehicle non-fuel evaporative emissions and be combined with the vehicle fuel 

evaporative emissions to determine compliance with the evaporative emission 

standard. 

(3) [No change.] 

(4) [No change.]

(k) through (n) [The provisions of these paragraphs are contained in the 

"California Refueling Emission Standards and Test Procedures for 2001 and 

Subsequent Model Year Motor Vehicles.," adopted August 5, 1999, as last amended 

June 22, 2006. 

(o) through (p). [The provisions of these paragraphs are contained in the 

“California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent 

Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles,” adopted August 

5, 1999, as last amended June 22, 2006.]

2. Heavy-Duty Vehicles. Approval of heavy-duty vehicles over 14,000 lbs. 

GVWR and incomplete medium-duty vehicles shall be based on an engineering 

evaluation of the system and data submitted by the applicant. Such evaluation may 

include successful public usage on light-duty or medium-duty vehicles, adequate 

capacity of storage containers, routing of lines to prevent siphoning, and other 

emissions-related factors deemed appropriate by the Executive Officer. For LPG 

systems, this engineering evaluation shall include: emissions from pressure relief 

valves, carburetion systems and other sources of leakage; emissions due to fuel 

system wear and aging, and evaporative emission test data from light-duty or mediumduty vehicles with comparable systems. 
I - 4

E. Emission Standards

1. Evaporative Emission Standards for 2001 and Subsequent Model 

Year Vehicles Other Than Motorcycles. 

(a) For the 2001 through 2005 model year vehicles identified below, 

tested in accordance with the test procedure sequence set forth in Part III, the 

maximum projected total hydrocarbon evaporative emissions are: 

Class of Vehicle Running Loss 

(grams per 

mile) 

Three-Day 

Diurnal 

+ Hot Soak 

(grams per test) 

Two-Day Diurnal 

 + Hot Soak 

(grams per test) 

Passenger Cars, 

Light-Duty Trucks 

0.05 2.0 2.5 

Medium-Duty Vehicles 

(6,001 - 8,500 lbs. GVWR) 

 with fuel tanks < 30 

 gallons 

0.05 2.0 2.5 

 with fuel tanks > 30 

 gallons 

0.05 2.5 3.0 

0.05 3.0 (1) Medium-Duty Vehicles 3.5 

(8,501 - 14,000 lbs. 

GVWR) 0.05 2.0 (2) 3.5 

Heavy-Duty Vehicles 

(over 14,000 lbs. 

GVWR) 

0.05 2.0 4.5 

Hybrid Electric PCs, 

LDTs and MDVs 

0.05 2.0 2.5

(1) The standards in this row apply to medium-duty vehicles certified according to the 

exhaust standards in section 1961, title 13, CCR. 

(2) The standards in this row apply to incomplete medium-duty vehicles certifying to the 

exhaust standards in section 1956.8, title 13, CCR.

(b) Zero emission vehicles shall produce zero fuel evaporative 

emissions under any and all possible operational modes and conditions. 
I - 5

(c) The optional zero-fuel evaporative emission standards for the 

three-day and two-day diurnal-plus-hot-soak tests are 0.35 grams per test for 

passenger cars, 0.50 grams per test for light-duty trucks 6,000 lbs. GVWR and under, 

and 0.75 grams per test for light-duty trucks from 6,001 to 8,500 lbs. GVWR, to account 

for vehicle non-fuel evaporative emissions (resulting from paints, upholstery, tires, and 

other vehicle sources). Vehicles demonstrating compliance with these evaporative 

emission standards shall also have zero (0.0) grams of fuel evaporative emissions per 

test for the three-day and two-day diurnal-plus-hot-soak tests. The "useful life" shall be 

15 years or 150,000 miles, whichever occurs first. In lieu of demonstrating compliance 

with the zero (0.0) grams of fuel evaporative emissions per test over the three-day and 

two-day diurnal-plus-hot-soak tests, the manufacturer may submit for advance 

Executive Officer approval a test plan to demonstrate that the vehicle has zero (0.0) 

grams of fuel evaporative emissions throughout its useful life. 

Additionally, in the case of a SULEV vehicle for which a manufacturer is seeking a 

partial ZEV credit, the manufacturer may prior to certification elect to have measured 

fuel evaporative emissions reduced by a specified value in all certification and in-use 

testing of the vehicle as long as measured mass exhaust emissions of NMOG for the 

vehicle are increased in all certification and in-use testing. The measured fuel 

evaporative emissions shall be reduced in increments of 0.1 gram per test, and the 

measured mass exhaust emissions of NMOG from the vehicle shall be increased by a 

gram per mile factor, to be determined by the Executive Officer, for every 0.1 gram per 

test by which the measured fuel evaporative emissions are reduced. For the purpose 

of this calculation, the evaporative emissions shall be measured, in grams per test, to a 

minimum of three significant figures. 

(d) For the 2004 and subsequent model motor vehicles identified 

below, tested in accordance with the test procedure sequence set forth in Part III, the 

maximum projected total hydrocarbon evaporative emissions are: 

Hydrocarbon Standards(1)(2) Vehicle Type 

Running Loss 

(grams per 

mile) 

Three-Day 

Diurnal + Hot 

Soak 

(grams per test) 

Two-Day Diurnal 

+ Hot Soak 

(grams per test) 

Passenger Cars 0.05 0.50 0.65 

Light-Duty Trucks (under 8,501 lbs. GVWR) 

6,000 lbs. GVWR and 

under 

0.05 0.65 0.85 

6,001 - 8,500 lbs. GVWR 0.05 0.90 1.15 

Medium-Duty Vehicles 

 
I - 6

(8,501 - 14,000 lbs. 

GVWR) 0.05 1.00 1.25 

Heavy-Duty Vehicles 

(over 14,000 lbs. GVWR) 

0.05 1.00 1.25 

(1) (a) These evaporative emission standards shall be phased-in beginning with the 2004 

model year. Each manufacturer, except small volume manufacturers, shall certify at a 

minimum the specified percentage of its vehicle fleet to the evaporative emission 

standards in this table or the optional zero-evaporative emission standards in section 

E.1.(c) according to the schedule set forth below. For purposes of this paragraph (a), 

each manufacturer’s vehicle fleet consists of the total projected California sales of the 

manufacturer’s gasoline-fueled, liquefied petroleum-fueled and alcohol-fueled passenger 

cars, light-duty trucks, medium-duty vehicles, and heavy-duty vehicles. 

 Model Year Minimum Percentage of Vehicles Certified to the 

Standards in Sections E.1.(c) and E.1.(d) 

2004 40 

2005 80 

2006 and subsequent 100 

A small volume manufacturer shall certify 100 percent of its 2006 and subsequent model 

vehicle fleet to the evaporative emission standards in the table or the optional zeroevaporative emission standards in section E.1.(c). 

All 2004 through 2005 model-year motor vehicles which are not subject to these 

standards or the standards in section E.1.(c) pursuant to the phase-in schedule shall 

comply with the requirements of sections section E.1.(a). 

(b) A manufacturer may use an "Alternative or Equivalent Phase-in Schedule" to comply 

with the phase-in requirements. An "Alternative Phase-in" is one that achieves at least 

equivalent emission reductions by the end of the last model year of the scheduled phasein. Model-year emission reductions shall be calculated by multiplying the percent of 

vehicles (based on the manufacturer's projected California sales volume of the 

applicable vehicle fleet) meeting the new requirements per model year by the number of 

model years implemented prior to and including the last model year of the scheduled 

phase-in. The "cumulative total" is the summation of the model-year emission reductions 

(e.g., the three model-year 40/80/100 percent phase-in schedule would be calculated as: 

(40%*3 years) + (80%*2 years) + (100%*1 year) =380). The required cumulative total for 

the phase-in of these standards is 380 emission reductions. Any alternative phase-in 

that results in an equal or larger cumulative total than the required cumulative total by the 

end of the last model year of the scheduled phase-in shall be considered acceptable by 

the Executive Officer only if all vehicles subject to the phase-in comply with the 

respective requirements in the last model year of the required phase-in schedule. A 

manufacturer shall be allowed to include vehicles introduced before the first model year 

of the scheduled phase-in (e.g., in the previous example, 10 percent introduced one year 
I - 7

before the scheduled phase-in begins would be calculated as: (10%*4 years)=40) and 

added to the cumulative total. 

(c) These evaporative emission standards do not apply to zero-emission vehicles. 

(2) In-use compliance whole vehicle testing shall not begin until the motor vehicle is at least 

one year from the production date and has accumulated a minimum of 10,000 miles. For 

vehicles introduced prior to the 2007 model year, in-use compliance standards of 1.75 

times the "Three-Day Diurnal + Hot-Soak" and "Two-Day Diurnal + Hot-Soak" gram per 

test standards shall apply for only the first three model years of an evaporative family 

certified to a new standard. 

2. Evaporative Emission Standards for 2001 and Subsequent Model 

Year Motorcycles. The maximum projected evaporative emission standards for 2001 

and subsequent model gasoline-fueled motorcycles are: 

 Motorcycle Class Hydrocarbons 

 (grams per test) 

Class I and Class II 

(50-279 cc) 

 2.0 

Class III 

(280 cc and greater) 

 2.0 
II - 1

PART II. DURABILITY DEMONSTRATION 

A. Light- and Medium-Duty Vehicles

1. Evaporative/refueling emission family determination. §86.1821-01 

[No change.] 

2. Durability Demonstration Procedures for Evaporative Emissions

2.1. §86.1824-01 Amend as follows: 

(a) and (b) Delete. 

(c) [No change.] 

(d) Delete. 

(e) [No change.] 

2.2. For all passenger cars, light-duty trucks and chassis-certified medium-duty 

vehicles subject to the standards specified in section I.E of these test procedures, 

demonstration of system durability and determination of three-day diurnal plus hot soak, 

two-day diurnal plus hot soak, and running loss emission deterioration factors 

("evaporative DFs") for each evaporative/refueling family shall be based on tests of 

representative vehicles and/or systems. For purposes of evaporative emission 

durability testing, a representative vehicle is one which, with the possible exception of 

the engine and drive train, was built at least three months prior to the commencement 

of evaporative emission testing, or is one which the manufacturer demonstrates has 

stabilized non-fuel-related evaporative emissions. 

2.3. Prior to commencement of a durability program, the manufacturer shall 

propose a method for durability testing and for determination of evaporative DFs for 

each evaporative/refueling family. The 4,000 and full useful life mile test points (or their 

equivalent) used in determining a DF must be within the standards of section I.E or data 

will not be acceptable for use in the calculation of a DF. A manufacturer is not required 

to obtain a new approval to use a previously approved evaporative emission durability 

procedure. The Executive Officer shall review the method, and shall approve it if it 

meets the following requirements: 

2.3.1. The method must cycle and test the complete evaporative emission 

control system for the equivalent of the applicable vehicle useful life (i.e., 100,000 or 

120,000 miles) of typical customer use. 

2.3.2 The method must reflect the flow of liquid and gaseous fuel through the 

evaporative emission control system, and the exposure (both peak and cyclical) to heat, 

vibration, and ozone expected based on typical customer use through the applicable 

useful life. 
II - 2

2.3.3 The method must have the specifications for acceptable system 

performance, including maximum allowable leakage based on typical customer use 

through the applicable vehicle useful life. 

2.4 (a) In addition to the requirements of subparagraph 2.3. above, for 

evaporative/refueling families subject to testing for exhaust emission durability, at least 

one evaporative emission test shall be conducted at 5,000, 40,000, 70,000, and 

100,000 mile test points for all passenger car, and light-duty truck durability vehicles 

and at 5,000, 40,000, 70,000, 90,000, and 120,000 mile test points for all medium-duty 

durability vehicles. With prior written approval from the Executive Officer, 

manufacturers may terminate evaporative emissions testing at the mileage 

corresponding to 75 percent of the vehicle’s useful life if no significant vehicle 

maintenance or emissions change are observed. Testing may be performed at different 

intervals as determined by the manufacturer using good engineering judgment. 

Evaporative emission testing may be performed at corresponding exhaust emission 

mileage points as set forth in Section F.4 (40 CFR §86.1823) of the "California Exhaust 

Emission Standards and Test Procedures for 2001 and Subsequent Model Passenger 

Cars, Light-Duty Trucks and Medium-Duty Vehicles," as incorporated by reference in 

§1961(d), title 13, CCR. The 4,000 and full useful life mile test points (or their 

equivalent) used in determining a DF must be within the standards of section I.E. or 

data will not be acceptable for use in the calculation of a DF. 

(b) For evaporative families subject to the requirements of 

subparagraph 2.4(a), manufacturers may demonstrate compliance by conducting an 

exhaust and evaporative emission test sequence at the end of the useful life of the 

exhaust durability data vehicle if the procedure set forth in subparagraph 2.3 includes 

on-road, useful life deterioration on the evaporative test vehicle. The evaporative test 

vehicle used to meet the criteria in subparagraph 2.3 must be deteriorated based on 

typical customer use throughout the applicable useful life. The manufacturer may 

perform unscheduled maintenance on the evaporative test vehicle at the final test point 

only upon prior Executive Officer approval, which shall be granted if the Executive 

Officer determines that the exhaust emission control system will not be affected, and 

the manufacturer demonstrates that the effectiveness of the evaporative emission 

control system is not diminished. The unscheduled maintenance must be conducted in 

accordance with 40 CFR §86.1834-01 as amended by the "California Exhaust Emission 

Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, 

Light-Duty Trucks and Medium-Duty Vehicles," as incorporated by reference in 

§1961(d), title 13, CCR. 

2.5 The evaporative DFs determined under subparagraph 2.4, if any, shall be 

averaged with the evaporative DFs determined under subparagraph 2.3 to determine a 

single evaporative DF for each evaporative/refueling family. Evaporative DFs shall be 

generated for the running loss test and for the hot soak and the diurnal test in the threeday diurnal sequence, and for the hot soak and the diurnal test in the two-day diurnal 

sequence. The manufacturer may carry-across the DF generated in the three-day 

diurnal sequence to the two-day diurnal sequence if the manufacturer can demonstrate 
II - 3

that the DF generated in the three-day diurnal sequence is at least as great as the DF 

generated in the two-day diurnal sequence. 

3. Assigned DFs 

3.1. §86.1826-01. [No change.] 

3.2 Any manufacturer may request to certify evaporative/refueling families 

using assigned DFs for a combined total of 4,500 projected annual California sales of 

passenger cars, light-duty trucks, medium-duty vehicles, and heavy-duty engines per 

manufacturer regardless of total sales. 

3.3 Assigned DFs shall be used only where specific evaporative durability 

data do not exist. Assigned DFs shall be used in lieu of data from durability vehicle(s) 

only when a manufacturer demonstrates that it has control over design specifications, 

can provide development data, has in-house testing capabilities including accelerated 

aging of components/systems, and has evaluation criteria to ensure emission control 

system (ECS) durability for the vehicle’s useful life. The applying manufacturer must 

demonstrate that evaporative emission control system(s) developed or adapted for the 

particular vehicle will be durable and comply with the applicable emission standards for 

the vehicle’s useful life. In evaluating any information provided, all relevant test data 

and design factors shall be considered, including but not limited to: canister nominal 

working capacity and location, purge strategy, method of purge control, fuel tank 

capacity, variables affecting fuel temperature (use of fuel return, material, shape of fuel 

tank, distance of fuel tank from road surface and distance from exhaust pipe, total 

underbody airflow), fuel and vapor hose materials, use of sensors and auxiliary control 

devices, technical comparison to an evaporative emission control system and the 

durability of any evaporative emission control system components that may have been 

used in other vehicle applications. The assigned DFs shall be applied only to entire 

evaporative/refueling families. 

If emission control parts from other certified vehicles are utilized, then parameter 

comparisons of the above data must also be provided including part numbers where 

applicable. Evaporative emission control durability may include special in-house 

specifications. 

3.4 The criteria for evaluating assigned DFs for evaporative/refueling families 

are the same as those for exhaust families. However, in determining 

evaporative/refueling family DFs these test procedures require that an evaporative 

family DF be determined by averaging DFs obtained from durability vehicle testing and 

from bench testing. Therefore, if a manufacturer meets the criteria as specified above, 

the Executive Officer may grant assigned DFs for either (or both) the durability vehicle 

DF or the bench DF. 
II - 4

3.5 Assigned DFs for bench test requirements do not depend upon the 4,500 

maximum sales limit. The assigned bench DF is applicable only to evaporative 

emission control systems which are similar to those used by the manufacturer for 1998 

or later model-year vehicles and where an evaporative DF was determined. 

4. Emission Data Vehicle Selection

4.1. §86.1828-01 [No change.] 

4.2. In selecting medium-duty test vehicles, the Executive Officer shall 

consider the availability of test data from comparably equipped light-duty vehicles and 

the size of medium-duty vehicles as it relates to the practicability of evaporative 

emission testing. 

5. Durability and Emission Testing Requirements.; waivers §86.1829-01 

[No change.] 

5.1. §86.1829-01 (December 8, 2005). [No change, except as otherwise 

noted.] 

5.2. References to the “EPA” shall mean the Executive Officer of the Air 

Resources Board. 

5.3. The optional provision for a manufacturer to provide a statement of 

compliance in lieu of a demonstration of compliance with the supplemental two-day 

diurnal plus hot soak emission standard for certification purposes, as contained in 

§86.1829-01(b)(2)(iii), shall be applicable to gasoline- and ethanol-fueled passenger 

cars, light-duty trucks, and medium-duty vehicles, including hybrid electric, fuel-flexible, 

dual fuel, and bi-fuel vehicles. Heavy-duty vehicles over 14,000 lbs. GVWR and 

incomplete medium-duty vehicles shall comply with the requirements of section I.D.2.

B. Motorcycles 

1. Durability Requirements. Certification of a motorcycle evaporative 

emission control system requires that the manufacturer demonstrate the durability of 

each evaporative emission control system family. 

1.1 The motorcycle manufacturer can satisfy the vehicle durability testing 

requirements by performing an evaporative emission test at each scheduled exhaust 

emission test (40 CFR §86.427-78) during the motorcycle exhaust emission certification 

test (40 CFR §86.425-78) for each evaporative emission family. The minimum mileage 

accumulated shall be the total distance (one-half the useful life distance), although the 

manufacturer may choose to extend the durability test to the useful life distance 

(40 CFR §86.436-78). The displacement classes and test distances are shown below: 
II - 5

Displacement 

Class 

Engine Displacement 

Range (cc) 

Total Test Distance 

(km) 

Useful Life 

Distance (km) 

I 50-169 6,000 12,000 

II 170-279 9,000 18,000 

III 280 and greater 15,000 30,000 

(i) All durability vehicles shall be built at least one month before the 

evaporative emissions test, or the manufacturer must demonstrate that the non-fuel 

related evaporative emissions have stabilized. 

(ii) Testing at more frequent intervals than the scheduled exhaust 

emissions tests may be performed only when authorized in writing by the Executive 

Officer. 

(iii) The DF shall be determined by calculating a least-squares linear 

regression of the evaporative emissions data with respect to mileage. The DF is 

defined as the extrapolated (from the regression) value at the useful life distance minus 

the interpolated value at the total test distance, where these distances are taken from 

the table in paragraph 1.1, above. 

(iv) The extrapolated useful life and total test distance emissions shall 

be less than the applicable evaporative emission standards of section I.E.2 or the data 

will not be acceptable for use in the calculation of a DF and demonstration of 

compliance. 

(v) Motorcycle manufacturers may use the ARB Component Bench 

Test Procedures or propose in their application a method for durability bench testing 

and determination of a DF for each evaporative family. The Executive Officer shall 

review the method, and shall approve it if it is similar to the requirements specified 

below. Any reference to 4,000 miles and 50,000 miles shall mean total test distance 

and useful life distance, respectively, as defined in paragraph II.B.1.1 for the 

appropriate engine displacement class. 

The manufacturer shall propose in its preliminary application for certification a method 

for durability testing and for determination of a DF for each evaporative family. The 

4,000 and 50,000 mile test points (or their equivalent) used in determining the DF must 

be within the standards of II.B1.1. or data will not be acceptable for use in the 

calculation of a DF. The Executive Officer shall review the method, and shall approve it 

if it meets the following requirements: 
II - 6

(A) The method must cycle and test the complete evaporative 

emission control system for the equivalent of at least 50,000 miles of typical customer 

use. 

(B) The method must reflect the flow of liquid and gaseous fuel 

through the evaporative emission control system, and the exposure (both peak and 

cyclical) to heat, vibration, and ozone expected through 50,000 miles of typical 

customer use. 

(C) The method must have the specifications for acceptable 

system performance, including maximum allowable leakage after 50,000 miles of typical 

customer use. 

(vi) The DF determined under paragraph II.B.1.1(iii) shall be averaged 

with the DF determined under paragraph II.B.1.1(v) to determine a single evaporative 

emission DF for each evaporative family. For those motorcycles that do not require 

exhaust emission control system durability testing, the evaporative emission control 

system DF shall be determined under paragraph II.B.1.1(v) only. Compliance with the 

standard shall be demonstrated by performing an evaporative emission test on a 

stabilized motorcycle. The motorcycle shall have accumulated at least the minimum 

test distance. The extrapolated useful life distance emissions after applying the bench 

test-derived DF shall be less than the applicable evaporative emission standards of 

paragraph I.E.2. 

(vii) (A) Manufacturers of Class III motorcycles may elect to use an 

assigned evaporative emission control system DF, provided they meet the following 

requirements: 

- Annual California motorcycle sales do not exceed 500 units, and 

- The evaporative emission control system has been previously 

certified to meet the emission standards specified in these procedures, or the 

manufacturer provides test data from previous certification demonstrating that the 

system complies with the durability requirements set forth in this paragraph. 

(B) Manufacturers of Class III motorcycles using an assigned 

evaporative emission control system DF pursuant to paragraph II.B.1.1(vii)(A) may 

submit a written request for a waiver of evaporative emission testing. The waiver shall 

be granted if the Executive Officer determines that the motorcycles will comply with the 

evaporative emission standard. The determination shall be based on the performance 

of the evaporative emission control system on other motorcycles, the capacity of vapor 

storage containers, the routing of lines to prevent siphoning, and other emission-related 

factors determined by the Executive Officer to be relevant to evaluation of the waiver 

request. 
II - 7

(C) Nothing in this paragraph shall be construed as an 

exemption from the exhaust emission standards and test procedures applicable 

pursuant to section 1958, title 13, CCR or paragraph IV.4.(ii) of these test procedures. 

(viii) The emission label (40 CFR §86.413-78) shall identify the 

evaporative emission family. 

1.2 Motorcycle manufacturers with annual sales of less than 2,000 units for 

the three displacement classes in California are not required to submit the information 

specified by these test procedures to the Executive Officer. However, all information 

required by these test procedures must be retained on file and be made available on 

request to the Executive Officer for inspection. These manufacturers shall submit the 

following information for evaporative emission certification: 

(i) A brief description of the vehicles to be covered by the Executive 

Order. (The manufacturer’s sales data book or advertising, including specifications, will 

satisfy this requirement for most manufacturers.) 

(ii) A statement signed by an authorized representative of the 

manufacturer stating "The vehicles described herein have been tested in accordance 

with the provisions of the "California Evaporative Emission Standards and Test 

Procedures for 2001 and Subsequent Model Motor Vehicles," and on the basis of those 

tests, are in conformance with the aforementioned standards and test procedures." 

1.3 The definitions for motorcycle evaporative emission families as set forth in 

EPA’s MSAPC Advisory Circular No. 59, section D shall apply. 
III - 1

PART III. EVAPORATIVE EMISSION TEST PROCEDURES FOR LIGHT- AND 

MEDIUM-DUTY VEHICLES

A. Instrumentation

The instrumentation necessary to perform evaporative emission testing is 

described in 40 CFR 86.107-90. The following language is applicable in lieu of 40 CFR 

§86.107-90(a)(1): 

1. Diurnal Evaporative Emission Measurement Enclosure

1.1 The diurnal evaporative emissions measurement enclosure shall be 

equipped with an internal blower or blowers coupled with an air temperature 

management system (typically air to water heat exchangers and associated 

programmable temperature controls) to provide for air mixing and temperature control. 

The blower(s) shall provide a nominal total flow rate of 0.8 ± 0.2 ft3

/min per ft3 of the 

nominal enclosure volume, Vn. The inlets and outlets of the air circulation blower(s) 

shall be configured to provide a well dispersed air circulation pattern that produces 

effective internal mixing and avoids significant temperature or hydrocarbon and alcohol 

stratification. The discharge and intake air diffusers in the enclosure shall be 

configured and adjusted to eliminate localized high air velocities which could produce 

non-representative heat transfer rates between the vehicle fuel tank(s) and the air in the 

enclosure. The air circulation blower(s), plus any additional blowers if needed, shall 

also maintain a minimum wind speed of 5 mph under the fuel tank of the test vehicle. 

The Executive Officer may adjust wind speed and location to ensure sufficient air 

circulation around the fuel tank. The wind speed requirement may be satisfied by 

consistently using a blower configuration that has been demonstrated to meet a broad 

5-mph air flow in the vicinity of the vehicle's fuel tank, subject to verification by the 

Executive Officer. 

The enclosure temperature shall be taken with thermocouples located 3 feet above the 

floor of the approximate mid-length of each side wall of the enclosure and within 3 to 12 

inches of each side wall and with a thermocouple located underneath the vehicle where 

it would provide a temperature measurement representative of the temperature of the 

air under the fuel tank. The temperature conditioning system shall be capable of 

controlling the internal enclosure air temperature to follow the prescribed temperature 

versus time cycle as specified in 40 CFR §86.133-90 as modified by paragraph III.D.10 

(diurnal breathing loss test) of these procedures within an instantaneous tolerance of 

± 3.0oF and an average tolerance of ± 2.0oF as measured by the vehicle underbody 

thermocouple, and within an instantaneous tolerance of ± 5.0oF as measured by the 

side wall thermocouples. The control system shall be tuned to provide a smooth 

temperature pattern which has a minimum of overshoot, hunting, and instability about 

the desired long term temperature profile. 
III - 2

1.2 The enclosure shall be of sufficient size to contain the test vehicle with 

personnel access space. It shall use materials on its interior surfaces which do not 

adsorb or desorb hydrocarbons, or alcohols (if the enclosure is used for alcohol-fueled 

vehicles). The enclosure shall be insulated to enable the test temperature profile to be 

achieved with a heating/cooling system which has minimum surface temperatures in the 

enclosure no less than 25.0o

F below the minimum diurnal temperature specification. 

The enclosure shall be equipped with a pressure transducer with an accuracy and 

precision of ± 0.1 inches H2O. The enclosure shall be constructed with a minimum 

number of seams and joints which provide potential leakage paths. Particular attention 

shall be given to sealing and gasketing of such seams and joints to prevent leakage. 

1.3 The enclosure shall be equipped with features which provide for the 

effective enclosure volume to expand and contract in response to both the temperature 

changes of the air mass in the enclosure, and any fluctuations in the ambient 

barometric pressure during the duration of the test. Either a variable volume enclosure 

or a fixed volume enclosure may be used for diurnal emission testing. 

1.3.1 The variable volume enclosure shall have the capability of latching or 

otherwise constraining the enclosed volume to a known, fixed value, Vn. The Vn shall 

be determined by measuring all pertinent dimensions of the enclosure in its latched 

configuration, including internal fixtures, based on a temperature of 84oF, to an 

accuracy of ± 1/8 inch (0.5 cm) and calculating the net Vn to the nearest 1 ft3. In 

addition, Vn shall be measured based on a temperature of 65oF and 105oF. The 

latching system shall provide a fixed volume with an accuracy and repeatability of 

0.005xVn. Two potential means of providing the volume accommodation capabilities 

are a moveable ceiling which is joined to the enclosure walls with a flexure; or a flexible 

bag or bags of Tedlar or other suitable materials which are installed in the enclosure 

and provided with flowpaths which communicate with the ambient air outside the 

enclosure. By moving air into and out of the bag(s), the contained volume can be 

adjusted dynamically. The total enclosure volume accommodation shall be sufficient to 

balance the volume changes produced by the difference between the extreme 

enclosure temperatures and the ambient laboratory temperature with the addition of a 

superimposed barometric pressure change of 0.8 in. Hg. A minimum total volume 

accommodation range of ± 0.07xVn shall be used. The action of the enclosure volume

accommodation system shall limit the differential between the enclosure internal 

pressure and the external ambient barometric pressure to a maximum value of ± 2.0 

inches H2O. 

1.3.2 The fixed volume enclosure shall be constructed with rigid panels that 

maintain a fixed enclosure volume, which shall be referred to as Vn. Vn shall be 

determined by measuring all pertinent dimensions of the enclosure including internal 

fixtures to an accuracy of ± 1/8 inch (0.5 cm) and calculating the net Vn to the nearest 1 

ft3. The enclosure shall be equipped with an outlet flow stream that withdraws air at a 

low, constant rate and provides makeup air as needed, or by reversing the flow of air 

into and out of the enclosure in response to rising or falling temperatures. If inlet air is 
III - 3

added continuously throughout the test, it must be filtered with activated carbon to 

provide a relatively constant hydrocarbon and alcohol level. Any method of volume 

accommodation shall maintain the differential between the enclosure internal pressure 

and the barometric pressure to a maximum value of ±2.0 inches of water. The 

equipment shall be capable of measuring the mass of hydrocarbon, and alcohol (if the 

enclosure is used for alcohol-fueled vehicles) in the inlet and outlet flow streams with a 

resolution of 0.01 gram. A bag sampling system may be used to collect a proportional 

sample of the air withdrawn from and admitted to the enclosure. Alternatively, the inlet 

and outlet flow streams may be continuously analyzed using an on-line Flame 

Ionization Detector (FID) analyzer and integrated with the flow measurements to 

provide a continuous record of the mass hydrocarbon and alcohol removal. 

1.4. An online computer system or stripchart recorder shall be used to record 

the following parameters during the diurnal evaporative emissions test sequence: 

-Enclosure internal air temperature 

-Diurnal ambient air temperature specified profile as defined in 40 CFR 

§86.133-90 as modified in paragraph III.D.10 (diurnal breathing loss test). 

-Vehicle fuel tank liquid temperature 

-Enclosure internal pressure 

-Enclosure temperature control system surface temperature(s) 

-FID output voltage recording the following parameters for each 

sample analysis: 

-zero gas and span gas adjustments 

-zero gas reading 

-enclosure sample reading 

-zero gas and span gas readings 

The data recording system shall have a time resolution of 30 seconds and shall provide 

a permanent record in either magnetic, electronic or paper media of the above 

parameters for the duration of the test. 

1.5 Other equipment configurations may be used if approved in advance by 

the Executive Officer. The Executive Officer shall approve alternative equipment 

configurations if the manufacturer demonstrates that the equipment will yield test 

results equivalent to those resulting from use of the specified equipment. 

2. Running Loss Measurement Facility

2.1 For all types of running loss measurement test facilities, the following 

shall apply: 

2.1.1. The measurement of vehicle running loss fuel vapor emissions shall be 

conducted in a test facility which is maintained at a nominal ambient temperature of 
III - 4

105.0oF. Manufacturers have the option to perform running loss testing in either an 

enclosure incorporating atmospheric sampling equipment, or in a cell utilizing point 

source sampling equipment. Confirmatory testing or in-use compliance testing may be 

conducted by the Executive Officer using either sampling procedure. The test facility 

shall have space for personnel access to all sides of the vehicle and shall be equipped 

with the following test equipment: 

-A chassis dynamometer which meets the requirements of 40 CFR 

§86.108-00 with the following addition to §86.108-00(d): 

Another dynamometer configuration may be used for running loss 

testing if approved in advance by the Executive Officer based on a 

demonstration that measured running loss emissions are 

equivalent to the emissions using the single-roll electric 

dynamometer described in 86.108-00(b)(2). 

-A fuel tank temperature management system which meets the 

requirements specified in 2.1.3 of this paragraph. 

-A running loss fuel vapor hydrocarbon analyzer which meets the 

requirements specified in 40 CFR §86.107-90(a)(2)(i) and a running loss 

fuel vapor alcohol analyzer which meets the requirements specified in 40 

CFR §86.107-90(a)(2)(ii). 

-A running loss test data recording system which meets the requirements 

specified in 2.1.4 of this paragraph. 

2.1.2. All types of running loss test facilities shall be configured to provide an 

internal ambient temperature of 105o

F ± 5oF maximum and ± 2oF on average 

throughout the running loss test sequence. This shall be accomplished by any one or 

combination of the following techniques: 

-Using the test facility without artificial cooling and relying on the residual 

heat in the test vehicle for temperature achievement. 

-Adding insulation to the test facility walls. 

-Using the test facility artificial cooling system (if so equipped) with the 

setpoint of the cooling system adjusted to a value not lower than 105.0o

F, 

where the cooling system set point refers to the internal test facility air 

temperature. 

-Using a full range test facility temperature management system with 

heating and cooling capabilities. 

2.1.3. Cell/enclosure temperature management shall be measured at the inlet of 

the vehicle cooling fan. The vehicle cooling fan shall be a road speed modulated fan 

which is controlled to a discharge velocity which matches the dynamometer roll speed 

at least up to 30 mph throughout the driving cycle. The fan outlet may discharge airflow 

to both the vehicle radiator air inlet(s) and the vehicle underbody. An additional fan, not 

to exceed 8,000 cfm, may be used to discharge airflow from the front of the vehicle 

directly to the vehicle underbody to control fuel temperatures. 
III - 5

The fuel tank temperature management system shall be configured and operated to 

control the fuel tank temperature profile of the test vehicle during the running loss test 

sequence. The use of a discrete fuel tank temperature management system is not 

required provided that the existing temperature and airflow conditions in the test facility 

are sufficient to match the on-road fuel tank liquid (Tliq) temperature profile of the test 

vehicle within a tolerance of ± 3.0oF throughout the running loss driving cycle, and, if 

applicable, the fuel tank vapor (Tvap) temperature profile of the test vehicle within a 

tolerance of ± 5oF throughout the running loss driving cycle and ± 3.0oF during the final 

120 second idle period of the test. The system shall provide a ducted air flow directed 

at the vehicle fuel tank which can be adjusted in flow rate and/or temperature of the 

discharge air to manage the fuel tank temperature. The system shall monitor the 

vehicle fuel tank temperature sensors located in the tank according to the specifications 

in paragraph III.C.1 (40 CFR §86.129-80) during the running loss drive cycle. The 

measured temperature shall be compared to a reference on-road profile for the same 

platform/powertrain/fuel tank combination developed according to the procedures in 

section III.C.1 (40 CFR §86.129-80). The system shall adjust the discharge flow and/or 

temperature of the outlet duct to maintain the tank liquid temperature profile within ± 

3.0oF of the reference on-road liquid temperature profile throughout the test. If 

applicable, the vapor temperature shall match the reference on-road vapor temperature 

profile within ± 5.0oF throughout the test and ± 3.0oF during the final 120 second idle 

period. The system shall be designed to avoid heating or cooling of the fuel tank vapor 

space in a way that would cause vapor temperature behavior to be unrepresentative of 

the vehicle's on-road vapor profile. The system shall provide a discharge airflow up to 

4,000 cfm. With advance Executive Officer approval, the system may provide a 

discharge airflow with a maximum of 6,000 cfm. 

Blowers or fans shall be used to mix the enclosure contents during evaporative 

emission testing. The blowers or fans shall have a total capacity of at least 1.0 ft3/min 

per ft3 of Vn. The inlets and outlets of the air circulation blower(s) shall be configured to 

provide a well dispersed air circulation pattern that produces effective internal mixing 

and avoids significant temperature or hydrocarbon and alcohol stratification. 

The temperature of the air supplied to the outlet duct shall be within a range of 90o

F to 

160o

F for systems which utilize artificial heating and/or cooling of the air supply to the 

outlet duct. This requirement does not apply to systems which recirculate air from 

inside the test cell without temperature conditioning the airflow. The control system 

shall be tuned and operated to provide a smooth and continuous fuel tank temperature 

profile which is representative of the on-road temperature profile. 

Direct fuel heating may be used to control fuel temperatures for vehicles under 

exceptional circumstances in which airflow alone is insufficient to control fuel 

temperatures. The heating system must not cause hot spots on the tank wetted 

surface that could cause local overheating of the fuel. Heat must not be applied to the 

vapor in the tank above the liquid fuel, nor near the liquid-vapor interface. 
III - 6

2.1.4. An on-line computer system or strip-chart recorder shall be used to record 

the following parameters during the running loss test sequence: 

-Cell/enclosure ambient temperature 

-Vehicle fuel tank liquid (Tliq) and, if applicable, vapor space 

(Tvap) temperatures 

-Vehicle coolant temperature 

-Vehicle fuel tank headspace pressure 

-Reference on-road fuel tank temperature profile developed according to 

paragraph III.C.1 (40 CFR §86.129-80) 

-Dynamometer rear roll speed (if applicable) 

-FID output voltage recording the following parameters for each 

sample analysis: 

-zero gas and span gas adjustments 

-zero gas reading 

-dilute sample bag reading (if applicable) 

-dilution air sample bag reading (if applicable) 

-zero gas and span gas readings 

-methanol sampling equipment data: 

-the volumes of deionized water introduced into each impinger 

-the rate and time of sample collection 

-the volumes of each sample introduced into the gas chromatograph 

-the flow rate of carrier gas through the column 

-the column temperature 

-the chromatogram of the analyzed sample 

2.2. If an enclosure, or atmospheric sampling, running loss facility is used, the 

following requirements (in addition to those in subparagraph 2.1 above) shall also be 

applicable: 

2.2.1. The enclosure shall be readily sealable and rectangular in shape. When 

sealed, the enclosure shall be gas tight in accordance with 40 CFR 86.117-90. Interior 

surfaces shall be impermeable and non-reactive to hydrocarbons, and to alcohol (if the 

enclosure is used for alcohol-fueled vehicles). One surface should be of flexible, 

impermeable, and non-reactive material to allow for minor volume changes, resulting 

from temperature changes. 

2.2.2. In the event an artificial cooling or heating system is used, the surface 

temperature of the heat exchanging elements shall be a minimum of 70.0o

F. 

2.2.3. The enclosure shall be equipped to supply air to the vehicle, at a 

temperature of 105 ± 5o

F, from sources outside of the running loss enclosure directly 
III - 7

into the operating engine's air intake system. Supplemental air requirements shall be 

supplied by drawing air from the engine intake source. 

2.3 If a point source running loss measurement facility (cell) is used, the 

following requirements (in addition to those in subparagraph 2.1 above) shall also be 

applicable: 

2.3.1. The running loss vapor collection system shall be configured to collect all 

running loss emissions from each of the discrete emissions sources, which include 

vehicle fuel system vapor vents, and transport the collected vapor emissions to a CFV 

or PDP based dilution and measurement system. The collection system shall consist of 

a collector at each discrete vehicle emissions source, lengths of heated sample line 

connecting each collector to the inlet of the heated sample pump, and lengths of heated 

sample line connecting the outlet of the heated sample pump to the inlet of the running 

loss fuel vapor sampling system. Up to 3 feet of unheated line connecting each of the 

vapor collectors to the heated sample lines shall be allowed. Each heated sample 

pump and its associated sample lines shall be maintained at a temperature between 

175.0o

F and 200.0oF to prevent condensation of fuel vapor in the sample lines. The 

heated sample pump(s) and its associated flow controls shall be configured and 

operated to draw a flow of ambient air into each collector at a flow rate of at least 40 

standard cubic feet per hour (SCFH). The flow controls on each heated sampling 

system shall include an indicating flow meter which provides an alarm output to the data 

recording system if the flow rate drops below 40 SCFH by more than 5 percent. The 

collector inlet for each discrete emissions source shall be placed in proximity to the 

source as necessary to capture any fuel vapor emissions without significantly affecting 

flow or pressure of the normal action of the source. The collector inlets shall be 

designed to interface with the configuration and orientation of each specific source. For 

vapor vents which terminate in a tube or hose barb, a short length of tubing of an inside 

diameter larger throughout its length than the inside diameter of the vent outlet, may be 

used to extend the vent into the mouth of the collector as illustrated in Figure 1. For 

those vapor vent designs which are not compatible with such collector configurations 

and other emissions sources, the vehicle manufacturer shall supply a collector which is 

configured to interface with the vapor vent design or the specific emissions source 

design, and which terminates in a fitting approved by the Executive Officer. The 

Executive Officer shall approve the fitting if the manufacturer demonstrates that it is 

capable of capturing all vapors emitted from the source. 

2.3.2. The running loss fuel vapor sampling system shall be a CFV or PDP 

based dilution and measurement system which further dilutes the running loss fuel 

vapors collected by the vapor collection system(s) with ambient air, collects 

continuously proportional samples of the diluted running loss vapors and dilution air in 

sample bags, and measures the total dilute flow through the sampling system over each 

test interval. In practice, the system shall be configured and operated in a manner 

which is directly analogous to an exhaust emissions constant volume sampling system, 

except that the input flow to the system is the flow from the running loss vapor collection 
III - 8

system(s) instead of vehicle exhaust flow. The system shall be configured and 

operated to meet the following requirements: 

(1) The running loss fuel vapor sampling system shall be designed to 

measure the true mass of fuel vapor emissions collected by the running loss vapor 

collection system from the specified discrete emissions source. The total volume of the 

mixture of running loss emissions and dilution air shall be measured, and a 

continuously proportionated sample of volume shall be collected for analysis. Mass 

emissions shall be determined from the sample concentration and total flow over the 

test period. 

(2) The PDP-CVS shall consist of a dilution air filter and mixing 

assembly, heat exchanger, positive displacement pump, sampling system, and 

associated valves, pressure and temperature sensors. The PDP-CVS shall conform to 

the following requirements: 

-The gas mixture temperature, measured at a point immediately 

ahead of the positive displacement pump, shall be within ± 10o

F of 

the designed operating temperature at the start of the test. The gas 

mixture temperature variation from its value at the start of the test 

shall be limited to ± 10o

F during the entire test. The temperature 

measuring system shall have an accuracy and precision of ± 2oF. 

-The pressure gauges shall have an accuracy and precision of 

± 1.6 inches of water (± 0.4 kPa). 

-The flow capacity of the CVS shall not exceed 350 CFM (0.165 m3/s). 

- Sample collection bags for dilution air and running loss fuel vapor 

samples shall be sufficient size so as not to impede sample flow. 

(3) The CFV sample system shall consist of a dilution air filter and 

mixing assembly, a sampling venturi, a critical flow venturi, a sampling system and 

assorted valves, and pressure and temperature sensors. The CFV sample system shall 

conform to the following requirements: 

-The temperature measuring system shall have an accuracy and 

precision of ± 2oF and a response time of 0.100 seconds of 62.5 

percent of a temperature change (as measured in hot silicone oil). 

-The pressure measuring system shall have an accuracy and 

precision of ± 1.6 inches of water (0.4 kPa). 

-The flow capacity of the CVS shall not exceed 350 CFM (0.165 m3/s). 

-Sample collection bags for dilution air and running loss fuel vapor 

samples shall be of sufficient size so as not to impede sample flow. 
III - 9

2.3.3. The on-line computer system or strip-chart recorder specified in 2.1.4 of 

this paragraph shall be used to record the following additional parameters during the 

running loss test sequence, if applicable: 

-CFV (if used) inlet temperature and pressure 

-PDP (if used) inlet temperature and pressure and differential pressure 

-Running loss vapor collection system low flow alarm events 

2.4. Other equipment configurations may be used if approved in advance by 

the Executive Officer. The Executive Officer shall approve alternate equipment 

configurations if the manufacturer demonstrates that the equipment will yield test 

results equivalent to those resulting from use of the specified equipment. 

3. Hot Soak Evaporative Emission Measurement Enclosure

The enclosure shall be readily sealable, rectangular in shape, with space for 

personnel access to all sides of the vehicle. When sealed, the enclosure shall be gas 

tight in accordance with §86.117-90. Interior surfaces shall be impermeable and 

non-reactive to hydrocarbon, and to alcohol (if the enclosure is used for alcohol-fueled 

vehicles). One surface shall be of flexible, impermeable and non-reactive material to 

allow for minor volume changes, resulting from temperature changes. The enclosure 

shall be configured to provide an internal enclosure ambient temperature of 105o

F ± 5oF 

maximum and ±2o

F on average during the test time interval from 5 minutes after the 

enclosure is closed and sealed until the end of the one hour hot soak interval. For the 

first 5 minutes, the ambient temperature shall be maintained at 105o

F ± 10oF. The 

enclosure shall be equipped with an internal air circulation blower(s). The blower(s) 

shall be sized to provide a nominal total flow rate within a range of 0.8 ± 0.2 ft3/min per 

ft3

 of Vn. The inlets and outlets of the blower(s) shall be configured to provide a well 

dispersed air circulation pattern that produces effective internal mixing and avoids 

significant temperature or hydrocarbon and alcohol stratification. The discharge and 

intake air diffusers in the enclosure shall be configured and adjusted to eliminate 

localized high air velocities which could produce non-representative heat transfer rates 

between the vehicle fuel tank(s) and the air in the enclosure. The enclosure 

temperature shall be taken with thermocouples located 3 feet above the floor of the 

approximate mid-length of each side wall of the enclosure and within 3 to 12 inches of 

each side wall. This shall be accomplished by any one or combination of the following 

techniques: 

-Using the enclosure without artificial cooling and relying on the residual 

heat in the test vehicle for temperature achievement. 

-Adding insulation to the enclosure walls. 

-Using the enclosure artificial cooling system (if so equipped) with the set 

point of the cooling system adjusted to a value not lower than 105.0o

F, 
III - 10

where the cooling system set point refers to the internal enclosure air 

temperature. 

-Using a full range enclosure temperature management system with 

heating and cooling capabilities. 

In the event an artificial cooling or heating system is used, the surface temperature of 

the heat exchanging elements shall be a minimum of 70.0o

F. 

The requirements in 40 CFR §86.107-90(a)(4) shall not apply. 

B. Calibrations

1. Evaporative emission enclosure calibrations are specified in 40 CFR 

§86.117-90. Methanol measurements may be omitted when methanol-fueled vehicles 

will not be tested in the evaporative enclosure. Amend 40 CFR §86.117-90 to include 

an additional subsection 1.1, to read: 

1.1 Diurnal evaporative emission enclosure. The diurnal evaporative 

emission measurement enclosure calibration consists of the following parts: initial and 

periodic determination of enclosure background emissions, initial determination of 

enclosure volume, and periodic hydrocarbon (HC) and methanol retention check and 

calibration. Calibration for HC and methanol may be conducted in the same test run or 

in sequential test runs. 

1.1.1 The initial and periodic determination of enclosure background emissions 

shall be conducted according to the procedures specified in §86.117-90(a)(1) through 

(a)(6). The enclosure shall be maintained at a nominal temperature of 105.0oF 

throughout the four hour period. Variable volume enclosures may be operated in either 

the latched volume configuration, or with the variable volume feature active. Fixed 

volume enclosures shall be operated with inlet and outlet flow streams closed. The 

allowable enclosure background emissions of HC and/or methanol as calculated 

according to 40 CFR §86.117-90(a)(7) shall not be greater than 0.05 grams in 4 hours. 

The enclosure may be sealed and the mixing fan operated for a period of up to 12 

hours before the initial HC concentration reading (CHCi) and the initial methanol 

concentration reading (CCH3OHi) is taken and the four hour background measurement

period begins. 

1.1.2 The initial determination of enclosure internal volume shall be performed 

according to the procedures specified in paragraph III.A.1.3. If the enclosure will be 

used for hot soak determination, the determination of enclosure internal volume shall 

also be performed based on 105o

F. 

1.1.3 The HC and methanol measurement and retention checks shall evaluate 

the accuracy of enclosure HC and methanol mass measurements and the ability of the 
III - 11

enclosure to retain trapped HC and methanol. The check shall be conducted over a 24 

hour period with all of the normally functioning subsystems of the enclosure active. A 

known mass of propane and/or methanol shall be injected into the enclosure and an 

initial enclosure mass measurement(s) shall be made. The enclosure shall be 

subjected to the temperature cycling specified in paragraph III.D.10.1.7. of these 

procedures (revising 40 CFR §86.133-90(l)) for a 24 hour period. The temperature 

cycle shall begin at 105F (hour 11) and continue according to the schedule until a full 

24-hour cycle is completed. A final enclosure mass measurement(s) shall be made. 

The following procedure shall be performed prior to the introduction of the enclosure 

into service and following any modifications or repairs to the enclosure that may impact 

the integrity of this enclosure; otherwise, the following procedure shall be performed on 

a monthly basis. (If six consecutive monthly retention checks are successfully 

completed without corrective action, the following procedure may be determined 

quarterly thereafter as long as no corrective action is required.) 

(a) Zero and span the HC analyzer. 

(b) Purge the enclosure until a stable enclosure HC level is attained. 

(c) Turn on the enclosure air mixing and temperature control system 

and adjust it for an initial temperature of 105.0o

F and a programmed temperature profile 

covering one diurnal cycle over a 24 hour period according to the profile specified in 

paragraph III.D.10.1.7. of these procedures (revising 40 CFR §86.133-90). Close the 

enclosure door. On variable volume enclosures, latch the enclosure to the enclosure 

volume measured at 105o

F. On fixed volume enclosures, close the outlet and inlet flow 

streams. 

(d) When the enclosure temperature stabilizes at 105.0oF ± 3.0oF seal 

the enclosure; measure the enclosure background HC concentration (CHCe1) and/or 

background methanol concentration (CCH3OH1) and the temperature (T1), and pressure 

(P1) in the enclosure. 

(e) Inject into the enclosure a known quantity of propane between 2 to 

6 grams and/or a known quantity of methanol in gaseous form between 2 to 6 grams. 

For evaporative emission enclosures that will be used for testing motor vehicles 

certified to the reduced evaporative standards in Part I, sections E.1.(c) and (d), use a 

known amount of propane or gaseous methanol between 0.5 to 1.0 grams. The 

injection method shall use a critical flow orifice to meter the propane and/or methanol at 

a measured temperature and pressure for a measured time period. Techniques which 

provide an accuracy and precision of ± 0.5 percent of the injected mass are also 

acceptable. Allow the enclosure internal HC and/or methanol concentration to mix and 

stabilize for up to 300 seconds. Measure the enclosure HC concentration (CHCe2) 

and/or the enclosure methanol concentration (CCH3OH2). For fixed volume enclosures, 

measure the temperature (T2) and pressure in the enclosure (P2). On variable volume 

enclosures, unlatch the enclosure. On fixed volume enclosures, open the outlet and 
III - 12

inlet flow streams. Start the temperature cycling function of the enclosure air mixing 

and temperature control system. These steps shall be completed within 900 seconds 

of sealing the enclosure. 

(f) For fixed volume enclosures, calculate the initial recovered HC 

mass (MHCe1) according to the following formula: 

MHCe1 = (3.05 x V x 10-4 x [P2 (CHCe2 - rCCH3OH2 )/T2 - P1 (CHCe1 - rCCH3OH1)/T1]) 

where: 

V is the enclosure volume at 105oF (ft3) 

P1 is the enclosure initial pressure (inches Hg absolute) 

P2 is the enclosure final pressure (inches Hg absolute) 

CHCen is the enclosure HC concentration at event n (ppm C) 

CCH3OHn is the enclosure methanol concentration calculated 

according to 40 CFR §86.117-90 (d)(2)(iii) at event n (ppm C) 

r is the FID response factor to methanol 

T1 is the enclosure initial temperature (oR) 

T2 is the enclosure final temperature (oR) 

For variable volume enclosures, calculate the initial recovered HC mass and initial 

recovered methanol mass according to the equations used above except that P2 and T2

shall equal P1 and T1. 

Calculate the initial recovered methanol mass (MCH3OH1) according to 40 CFR 

§86.117-96(d)(1), as amended March 24, 1993. 

If the recovered HC mass agrees with the injected mass within 2.0 percent and/or the 

recovered methanol mass agrees with the injected mass within 6.0 percent, continue 

the test for the 24 hour temperature cycling period. If the recovered mass differs from 

the injected mass by greater than the acceptable percentage(s) for HC and/or 

methanol, repeat the enclosure concentration measurement in step (E) and recalculate 

the initial recovered HC mass (MHCe1) and/or methanol mass (MCH3OH1). If the 

recovered mass based on the latest concentration measurement agrees within the 

acceptable percentage(s) of the injected mass, continue the test for the 24 hour 

temperature cycling period and substitute this second enclosure concentration 

measurement for CHCe2 and/or CCH3OH2 in all subsequent calculations. In order to be a 

valid calibration, the final measurement of CHCe2 and CCH3OH2 shall be completed within 

the 900 second time limit outlined above. If the discrepancy persists, the test shall be 

terminated and the cause of the difference determined, followed by the correction of the 

problems(s) and the restart of the test. 

(g) At the completion of the 24 hour temperature cycling period, 

measure the final enclosure HC concentration (CHCe3) and/or the final enclosure 
III - 13

methanol concentration (CCH3OH3). For fixed-volume enclosures, measure the final 

pressure (P3) and final temperature (T3) in the enclosure. 

For fixed volume enclosures, calculate the final recovered HC mass (MHCe2) as follows: 

MHCe2 = [3.05 x V x 10-4 x(P3 (CHCe3 - rCCH3OH3)/T3 - P1 (CHCe1 - rCCH3OH1)/T1)] + MHC,out - MHC, in

where: 

V is the enclosure volume at 105oF (ft3) 

P1 is the enclosure initial pressure (inches Hg absolute) 

P3 is the enclosure final pressure (inches Hg absolute) 

CHCe3 is the enclosure HC concentration at the end of the 24 hour 

temperature cycling period (ppm C) 

CCH3OH3 is the enclosure methanol concentration at the end of the 

24 hour temperature cycling period, calculated according to 40 

CFR §86.117-90 (d)(2)(iii) (ppm C) 

r is the FID response factor to methanol 

T1 is the enclosure initial temperature (oR) 

T3 is the enclosure final temperature (oR) 

MHC,out is mass of HC exiting the enclosure, (grams) 

MHC,in is mass of HC entering the enclosure, (grams) 

For variable volume enclosures, calculate the final recovered HC mass and final 

recovered methanol mass according to the equations used above except that P3 and T3

shall equal P1 and T1 , and MHC, out and MHC, in shall equal zero. 

Calculate the final recovered methanol mass (MCH3OH2) according to 40 CFR 

§86.117-96(d)(1), as amended March 24, 1993. 

(h) If the calculated final recovered HC mass for the enclosures is not 

within 3 percent of the initial enclosure mass or the calculated final recovered methanol 

mass for the enclosures is not within 6 percent of the initial enclosure mass, then action 

shall be required to correct the error to the acceptable level. 

1.2 The running loss equipment shall be calibrated as follows: 

1.2.1 The chassis dynamometer shall be calibrated according to the 

requirements of 40 CFR §86.118-78. The calibration shall be conducted at a typical 

ambient temperature of 75oF ± 5oF. 

1.2.2 The running loss HC analyzer shall be calibrated according to the 

requirements of 40 CFR §86.121- 90. 
III - 14

1.2.3 If a point source facility is used, the running loss fuel vapor sampling 

system shall be calibrated according to the requirements of 40 CFR§86.119-90, with 

the additional requirement that the CVS System Verification in 40 CFR §86.119-90(c) 

be conducted by injecting the known quantity of propane into the inlet of the most 

frequently used fuel vapor collector configured to collect vapors from the source of the 

evaporative emission vapor storage canister. This procedure shall be conducted in the 

running loss test cell with the collector installed in a vehicle in the normal test 

configuration, except that the vent hose from the vehicle evaporative emission canister 

shall be routed to a ventilation outlet to avoid unrepresentative background HC 

concentration levels. The propane injection shall be conducted by injecting 

approximately 4 grams of propane into the collector while the vehicle is operated over 

one Urban Dynamometer Driving Schedule (UDDS) test procedure, as described in 

40 CFR §86.115-78 and Appendix I. The propane injection shall be conducted at a 

typical ambient temperature of 75o

F ± 5oF. 

1.2.4 In the event the running loss test is conducted using the atmospheric 

sampling measurement technique, the following procedure shall be used for the 

enclosure calibration: 

(a) The initial and periodic determination of enclosure background 

emissions shall be conducted according to the procedures specified in 40 CFR 

§86.117-90(a)(1) through (a)(6). The enclosure shall be maintained at a nominal 

temperature of 105.0o

F throughout the four hour period. The allowable enclosure 

background emissions as calculated according to 40 CFR §86.117-90 (a)(7) shall not 

be greater than 0.2 grams in 4 hours. The enclosure may be sealed and the mixing fan 

operated for a period of up to 12 hours before the initial HC concentration reading is 

taken. 

(b) The initial determination of enclosure internal volume shall be 

performed according to the procedures specified in 40 CFR §86.117-90 (b). 

(c) The enclosure shall meet the calibration and retention 

requirements of 40 CFR §86.117-90(c). The propane injection recovery test shall be 

conducted with a test vehicle being driven over one UDDS cycle in the enclosure during 

the propane injection test. The vehicle used shall be configured and operated under 

conditions which ensure that its own running loss contribution is negligible, by using fuel 

of the lowest available volatility (7.0 psi RVP), maintaining the tank temperature at low 

levels (<100oF), and routing the canister vent to the outside of the enclosure. 

1.2.5 Hot soak enclosure. The hot soak enclosure calibration consists of the 

following parts: initial and periodic determination of enclosure background emissions, 

initial determination of enclosure volume, and periodic HC and methanol retention 

check and calibration. The hot soak enclosure calibration shall be conducted according 

to the method specified in section III.B.1.1 with a retention check of 4 hours at 105o

F or 

the method specified in section III.B.1.2.4. If the hot soak enclosure is also for diurnal 
III - 15

testing, the 4 hour retention check at 105oF may be replaced by the 24 hour diurnal 

retention check. 

1.2.6 Diurnal and hot soak enclosure HC analyzer. The HC analyzers used for 

measuring the diurnal and hot soak samples shall be calibrated according to the 

requirements of 40 CFR §86.121-90. 

1.2.7 Other equipment. Other test equipment including temperature and 

pressure sensors and the associated amplifiers and recorders, flow measurement 

devices, and other instruments shall be calibrated and operated according to the 

manufacturer's specifications and recommendations, and good engineering practice. 

C. Road Load Power, Test Weight, Inertia Weight Class, and Running Loss 

Fuel Tank Temperature Profile Determination

Amend 40 CFR §86.129-80 to include an additional subsection 1. to read: 

1. Determination of running loss test fuel tank temperature profile. The 

manufacturer shall establish for each combination of vehicle platform/powertrain/fuel 

tank submitted for certification a representative profile of fuel tank liquid and vapor 

temperature versus time to be used as the target temperature profile for the running 

loss evaporative emissions test drive cycle. If a vehicle has more than one fuel tank, a 

profile shall be established for each tank. If manufacturers use a vehicle model to 

develop a profile to represent multiple vehicle models, the vehicle model selected must 

have the greatest expected fuel liquid temperature and fuel vapor temperature increase 

during driving of all of the vehicle models it will represent. Manufacturers must select 

test vehicles with any available vehicle options that could increase fuel temperature 

during driving, such as any feature that limits underbody air flow. The profile shall be 

established by driving the vehicle on-road over the same driving schedule as is used for 

the running loss evaporative emissions test according to the following sequence: 

1.1. The vehicle to be used for the fuel tank temperature profile determination 

shall be equipped with at least 2 thermocouples installed so as to provide a 

representative bulk liquid average fuel temperature. The specific placement of the 

thermocouples shall take into account the tank configuration and orientation and shall 

be along the major axis of the tank. The thermocouples shall not be placed within 

internal reservoirs or other locations which are thermally isolated from the bulk volume 

of the fuel. The thermocouples shall be placed at a vertical depth equivalent to the 

mid-volume of the liquid fuel at a fill level of 40 percent of nominal tank capacity. A third 

thermocouple, shall be installed in the approximate center of the vapor space of the fuel 

tank. A pressure transducer with a minimum precision and accuracy of ± 1.0 inches 

H2O shall be connected to the vapor space of the fuel tank. A means of conveniently 

draining the fuel tank shall be provided. The vehicle shall be equipped with a driver's 

aid which shall be configured to provide the test driver with the desired UDDS vehicle 

speed versus time trace as defined in Part 86, Appendix I and with the desired NYCC 
III - 16

vehicle speed versus time trace as defined in Part 86, Appendix I of the CFR, amended 

as of March 24, 1993, and the actual vehicle speed. Vehicle coolant temperature shall 

be monitored to ensure adequate vehicle coolant air to the radiator intake(s). A 

computer, data logger, or strip chart data recorder shall record the following parameters 

during the test run: 

- Desired speed 

- Actual speed 

- Average liquid fuel temperature (Tliq) 

- Vapor space temperature (Tvap) 

- Vapor space pressure 

The data recording system shall provide a time resolution of 1 second, and an accuracy 

of ± 1 mph, ± 2.0o

F, and ± 1.0 inches H2O. The temperature and pressure signals may 

be recorded at intervals of up to 30 seconds. 

1.2. The temperature profile determination shall be conducted during ambient 

conditions which include: 

- ambient temperature above 95oF and increasing or stable (± 2oF) 

- sunny or mostly sunny with a maximum cloud cover of 25 percent 

- wind conditions calm to light with maximum sustained wind speeds of 

15 mph; temporary gusts of wind between 15 and 25 mph may occur up 

to 5 percent of the total driving time 

- road surface temperature (Tsur) at least 30oF above Tamb or at least 

135o

F, whichever is less 

The track surface temperature shall be measured with an embedded sensor, a portable 

temperature probe, or an infrared pyrometer which can provide an accuracy of ± 2.0oF. 

Temperatures must be measured on a surface representative of the surface where the 

vehicle is driven. The test shall be conducted on a track or other restricted access 

facility so that the speed versus time schedule can be maintained without undue safety 

risks. 

Prior to the start of the profile generation, the fuel tank may be artificially heated to the 

ambient temperature to a maximum of 105oF. The vehicle may be soaked in a 

temperature-controlled enclosure. Fans blowing ambient air may be used to help 

control fuel temperatures. Engine idling may not be used to control fuel temperatures. 

If the fuel tank is artificially heated, the liquid fuel temperature and the vapor 

temperature must be stabilized for at least one hour at the ambient temperature within ± 

2

o

F to a maximum of 105oF before the profile generation begins. If the allowance for a 

lower initial fuel temperature established in section III.D.7 is used, the fuel in the test 

vehicle may not be stabilized at a temperature higher than the established lower initial 

temperature. 
III - 17

Tank pressure shall not exceed 10 inches of water 30 seconds after the start of the 

engine until the end of engine operation during the temperature profile determination 

unless a pressurized system is used and the manufacturer demonstrates in a separate 

test that vapor would not be vented to the atmosphere if the fuel cap was removed at 

the end of the running loss fuel tank temperature profile determination. 

1.3. The vehicle fuel tank shall be drained and filled to 40 percent of the 

nominal tank capacity with fuel meeting the requirements of paragraph III.D.1. of these 

procedures. For hybrid electric vehicles, the battery state-of-charge shall be set at a 

level such that the auxiliary power unit would be activated by the vehicle’s control 

strategy within 30 seconds of starting the first UDDS of the fuel tank temperature profile 

determination test sequence. If the auxiliary power unit is capable of being manually 

activated, the auxiliary power unit shall be manually activated at the beginning of and 

operating throughout the fuel tank temperature profile determination. The vehicle shall 

be moved to the location where the driving cycle is to be conducted. It may be driven a 

maximum distance of 5.0 miles, longer distances shall require that the vehicle be 

transported by other means. The vehicle shall be parked for a minimum of 12 hours in 

an open area on a surface that is representative of the test road. The orientation of the 

front of the vehicle during parking (N, SW, etc.) shall be documented. Once the 12 hour 

minimum parking time has been achieved and the ambient temperature and weather 

conditions and track surface temperature are within the allowable ranges, the vehicle 

engine shall be started. The vehicle air conditioning system (if so equipped) shall be set 

to the "NORMAL" air conditioning mode and adjusted to the minimum discharge air 

temperature and high fan speed. Vehicles equipped with automatic temperature 

controlled air conditioning systems shall be operated in "AUTOMATIC" temperature and 

fan modes with the system set at 72o

F. The vehicle may be operated at minimum 

throttle for periods up to 60 seconds prior to beginning the first UDDS cycle in order to 

move from the parking location onto the road surface. The driver's aid shall be started 

and the vehicle operated over one UDDS cycle, then two NYCCs, and another UDDS 

cycle. The end of each UDDS cycle and the end of the two NYCCs shall be followed by 

an idle period of 120 seconds during which the engine shall remain on with the vehicle in 

the same transmission range and clutch (if so equipped) actuation mode as specified in 

40 CFR §86.128-79 except for the following: 

Revise section (c) to include: Idle modes may be run with automatic 

transmission in "Neutral" and shall be placed in "Drive" with the wheels braked at 

least 5 seconds before the end of the idle mode. Manual transmission may be in 

"Neutral" with the clutch engaged and shall be placed in gear with the clutch 

disengaged at least 5 seconds before the end of the idle mode. 

The data recording system shall provide a record of the required parameters over the 

entire sequence from the initiation of the first UDDS cycle to the end of the third 120 

second idle period. Following the completion of the test, the data recording system and 

driver's aid shall be turned off. 
III - 18

1.4. In addition to the vehicle data recording, the following parameters shall be 

documented for the running loss test fuel tank temperature determination: 

-Date and time of vehicle fueling 

-Odometer reading at vehicle fueling 

-Date and time vehicle was parked and parking location and orientation 

-Odometer reading at parking 

-Time and temperature of fuel tank heating, if applicable 

-Date and time engine was started 

-Time of initiation of first UDDS cycle 

-Time of completion of third 120 second idle period

-Ambient temperature and track surface temperature at initiation of first 

UDDS cycle (Tamb1 and Tsur1) 

-Ambient temperature and track surface temperature at completion of 

third 120 second idle period (Tamb2 and Tsur2) 

1.5. The two UDDS and two NYCC driving traces shall be verified to meet the 

speed tolerance requirements of 40 CFR 86.115-78 (b)(1), amended as follows: 

1.5.1 Revise (v) to read: When conducted to meet the requirements of 

40 CFR §86.129, up to three additional occurrences of speed variations greater 

than the tolerance are acceptable, provided they occur for less than 15 seconds 

on any occasion. All speed variations must be clearly documented as to the time 

and speed at that point in relation to the driving schedule. 

1.5.2 Add (vi) to read: When conducted to meet the requirements of 

40 CFR §86.129 and §86.132, the speed tolerance shall be as specified above, 

except that the upper and lower limits shall be 4 mph. 

1.6 The following temperature conditions shall be verified: 

(Tamb1 ) > 95.0o

F 

(Tamb2 ) > (Tamb1 - 2.0oF) 

(Tsur(n) - Tamb (n) ) > 30.0o

F 

where n is the incremental measurements in time. 

or Tsur > 135oF 

1.7 Failure to comply with any of these requirements shall result in a void test, 

and require that the entire test procedure be repeated beginning with the fuel drain 

specified in 1.3 of this subparagraph. 

1.8 If all of these requirements are met, the following calculations shall be 

performed: 
III - 19

Tcorr = T(i) - To

where: T(i) is the liquid fuel temperature (oF) or vapor fuel temperature 

(

o

F) during the drive where i is the incremental measurements in time. 

To is the corresponding liquid fuel temperature (oF) or vapor fuel 

temperature (oF) observed at the start of the specified driving schedule 

The individual tank liquid (Tliq ) and vapor space (Tvap ) temperatures recorded during 

the test run shall be adjusted by arithmetically adding the corresponding temperature 

correction (Tcorr ) adjustment calculated above to 105oF. If To is higher than the 

corresponding ambient temperature by 2oF, the temperature correction shall be 

determined by the above equation plus the difference in To and the corresponding 

ambient temperature. 

1.9. Other methodologies for developing corrected liquid and vapor space 

temperature profiles are acceptable if approved in advance by the Executive Officer. 

The Executive Officer shall approve an alternate method if the manufacturer 

demonstrates equivalence to data collected at 105oF. 

D. Test Procedure

The test sequence described in 40 CFR §86.130 through §86.140 shall be 

performed with the following modifications: 

1. General Requirements

The following language shall be applicable in lieu of 40 CFR §86.130-78: 

The test sequence shown in Figure 2 (Figure 3A or 3B for hybrid electric vehicles) 

describes the steps encountered as the vehicle undergoes the three-day diurnal 

sequence and the supplemental two-day diurnal sequence to determine conformity with 

the standards set forth. Methanol measurements may be omitted when 

methanol-fueled vehicles will not be tested in the evaporative enclosure. Ambient 

temperature levels encountered by the test vehicle throughout the entire duration of this 

test sequence shall not be less than 68o

F nor more than 86oF, unless otherwise 

specified. The temperatures monitored during testing shall be representative of those 

experienced by the test vehicle. The test vehicle shall be approximately level during all 

phases of the test sequence to prevent abnormal fuel distribution. The temperature 

tolerance of a soak period may be waived for up to 10 minutes to allow purging of the 

enclosure or transporting the vehicle into the enclosure. 

If tests are invalidated after collection of emission data from previous test segments, the 

test may be repeated to collect only those data points needed to complete emission 
III - 20

measurements. Compliance with emission standards may be determined by combining 

emission measurements from these different test runs. If any emission measurements 

are repeated, the new measurements supersede previous values. 

The three-day diurnal test sequence shown in Figure 2 (and Figure 3A or B for hybrid 

electric vehicles) is briefly described as follows:

1.1. The fuel tank shall be drained and filled to the prescribed tank fuel 

volume, as specified in 40 CFR §86.1803-01, in preparation for the vehicle 

preconditioning. For hybrid electric vehicles only, the manufacturer may elect to 

perform the All-Electric Range Test pursuant to the "California Exhaust Emission 

Standards and Test Procedures for 2003 and Subsequent Model Zero-Emission 

Vehicles, and 2001 and Subsequent Model Hybrid Electric Vehicles, in the Passenger 

Car, Light-Duty Truck, and Medium-Duty Vehicle Classes" as incorporated by reference 

in §1962(e), title 13, CCR, prior to fuel drain and fill. 

1.2. The vehicle preconditioning drive shall be performed in accordance with 

40 CFR §86.132-90, except that following the vehicle fueling step at 40 CFR 

§86.132-90(a)(1) a minimum soak period of 6 hours shall be provided to allow the 

vehicle to stabilize to ambient temperature prior to the preconditioning drive. Vehicles 

performing consecutive tests at a test point with the same fuel specification and while 

remaining under laboratory ambient temperature conditions for at least 6 hours, may 

eliminate the initial fuel drain and fill and vehicle soak. In such cases, each subsequent 

test shall begin with the preconditioning drive. 

1.3 Following the vehicle preconditioning drive, the fuel tank shall be drained 

and then filled to 40 percent capacity. 

1.4. The vehicle shall be allowed to soak for 12 to 36 hours prior to the 

exhaust emissions test. 

1.5. During the 12 to 36 hour soak specified in subparagraph 1.4 above, the 

vehicle's canister shall be purged with a volume of air equivalent to 300 canister 

charcoal bed volumes at a flow rate of 48 SCFH (22.7 slpm). 

1.6. The canister shall then be loaded using a butane-nitrogen mixture. 

1.7. Perform exhaust emission tests in accordance with procedures as 

provided in "California Exhaust Emission Standards and Test Procedures for 2001 and 

Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles," 

and these procedures. 

1.7.1 For hybrid electric vehicles, a four phase exhaust test shall be performed 

as shown in Figure 3A pursuant to the "California Exhaust Emission Standards and 

Test Procedures for 2003 and Subsequent Model Zero-Emission Vehicles, and 2001 
III - 21

and Subsequent Model Hybrid Electric Vehicles, in the Passenger Car, Light-Duty 

Truck, and Medium-Duty Vehicle Classes" as incorporated by reference in §1962(e), 

title 13, CCR. Following the four phase exhaust test, the test sequence shall repeat 

from step 1.3 of this section to conduct the evaporative test using the standard cold 

start test and hot start test (standard three phase test) without emission sampling. 

Battery state-of-charge setting prior to the standard three phase test shall be performed 

pursuant to section 6.1.6 of the "California Exhaust Emission Standards and Test 

Procedures for 2003 and Subsequent Model Zero-Emission Vehicles, and 2001 and 

Subsequent Model Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck, 

and Medium-Duty Vehicle Classes" as incorporated by reference in §1962(e), title 13, 

CCR. Four phase exhaust testing may be performed in conjunction with evaporative 

testing as shown in Figure 3B with advance Executive Officer approval if the 

manufacturer is able to provide data demonstrating compliance with evaporative 

emission standards using the standard three phase test. 

1.8. Upon completion of the hot start test, the vehicle shall be parked in a 

temperature controlled area between one to six hours to stabilize the fuel temperature 

at 105o

F for one hour. Artificial cooling or heating of the fuel tank may be induced to 

achieve a fuel temperature of 105o

F. The initial fuel and, if applicable, vapor 

temperatures for the running loss test may be less than 105oF with advance Executive 

Order approval if the manufacturer is able to provide data demonstrating initial 

temperatures at least 3oF lower than the required 105oF starting temperature. 

1.9. A running loss test shall be performed after the fuel tank is stabilized at 

105oF. The fuel tank temperature shall be controlled using a specified tank 

temperature profile for that vehicle during the test. The temperature profile shall be 

achieved either using temperature controllers or by an air management system that 

would simulate airflow conditions under the vehicle during driving. 

1.10. The hot soak enclosure test shall then be performed at an enclosure 

ambient temperature of 105o

F. 

1.11. Upon completion of the hot soak enclosure test, the vehicle shall be 

soaked for no less than 6 hours nor more than 36 hours. For at least the last 6 hours of 

this period, the vehicle shall be soaked at 65oF. 

1.12. A three-day diurnal test shall be performed in a variable 

temperature enclosure. 

The supplemental two-day diurnal sequence in Figure 2 (and Figure 3A or 3B for hybrid 

electric vehicles) shall be conducted according to the steps described in 1.1 through 

1.4, 1.6, 1.7, followed by 1.10 through 1.12 of this paragraph except that the ambient 

temperature of the hot soak test is conducted at an ambient temperature between 68oF 

and 86o

F at all times and that the diurnal test will consist of a two-day test. Emission 
III - 22

sampling is not required for the standard cold start test and hot start test (standard 

three phase test) in the supplemental two-day diurnal sequence as shown in Figure 3A. 

2. Vehicle Preparation

Amend 40 CFR §86.131-90 to read: 

2.1 Prepare the fuel tank(s) for recording the temperature(s) of the prescribed 

test fuel liquid and, if applicable, fuel vapor according to the requirements of paragraph 

III.C.1.1. (40 CFR §86.129-80). Measurement of the fuel vapor temperature is optional. 

If vapor temperature is not measured, the measurement of the fuel tank pressure is not 

required. 

2.2 If applicable, the vehicle shall be equipped with a pressure transducer to 

monitor the fuel tank headspace pressure during the test. The transducer shall have an 

accuracy and precision of ± 1.0 inches water. 

2.3 Provide additional fittings and adapters, as required, to accommodate a 

fuel drain at the lowest point possible in the fuel tank(s) as installed on the vehicle. 

2.4 Provide valving or other means to allow purging and loading of the 

evaporative emission canister(s). Special care shall be taken during this step not to 

alter normal functions of the fuel vapor system components. 

2.5 For vehicles to be tested for running loss emissions, prepare the exhaust 

system by sealing and/or plugging all detectable sources of exhaust gas leaks. The 

exhaust system shall be tested or inspected to ensure that detectable exhaust 

hydrocarbons are not emitted into the running loss enclosure during the running loss test. 

3. Vehicle Preconditioning

3.1 For supplemental vehicle preconditioning requirements for hybrid electric 

vehicles, refer to the "California Exhaust Emission Standards and Test Procedures for 

2003 and Subsequent Model Zero-Emission Vehicles, and 2001 and Subsequent 

Model Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck, and 

Medium-Duty Vehicle Classes" as incorporated by reference in §1962(e), title 13, CCR. 

3.2 The following language shall be applicable in lieu of 40 CFR 

§86.132-90(a)(4): 

The Executive Officer may also choose to conduct or require the performance of 

optional or additional preconditioning to ensure that the evaporative emission control 

system is subjected to conditions typical of normal driving. The optional preconditioning 

shall consist of no less than 20 and no more than 50 miles of on-road mileage 

accumulation under typical driving conditions. 
III - 23

3.3 The following language shall be applicable in lieu of 40 CFR 

§86.132-90(b): 

3.3.1 Within five minutes of completion of preconditioning, the vehicle shall be 

driven off the dynamometer to a work area. For hybrid electric vehicles following 

battery state-of-charge setting, the vehicle shall only be pushed or towed to avoid 

disturbing battery state-of-charge setting. 

3.3.2. The fuel tank(s) of the prepared vehicle shall be drained and refilled with 

the applicable test fuel, as specified in paragraph III.F. of these procedures, to the 

prescribed tank fuel volume, defined in 40 CFR §86.1803-01. The vehicle shall be 

refueled within 1 hour of completion of the preconditioning drive. 

3.3.3. Following the fuel drain and fill described in subparagraph 3.3.2. above, 

the test vehicle shall be allowed to soak for a period of not less than 12 or more than 36 

hours prior to the exhaust emissions test. During the soak period, the canister shall be 

connected to a pump or compressor and loaded with butane as described in 3.3.4. 

below for the three-day diurnal sequence and in 3.3.5. below for the supplemental 

two-day diurnal sequence. For all vehicles subjected to exhaust emissions testing only, 

the canister loading procedure as set forth in paragraph 3.3.4. below shall be used. 

For methanol-fueled and flexible-fueled vehicles, canister preconditioning shall be 

performed with a fuel vapor composition representative of that which the vehicle would 

generate with the fuel mixture used for the current test. Manufacturers shall develop a 

procedure to precondition the canister, if the vehicle is so equipped for the different 

fuel. The procedure shall represent a canister loading equivalent to that specified in 

3.3.4. below for the three-day diurnal sequence and in 3.3.5. below for the 

supplemental two-day diurnal sequence and shall be approved in advance by the 

Executive Officer. 

3.3.4. For the three-day diurnal sequence, the evaporative emissions storage 

canister(s) shall be preloaded with an amount of butane equivalent to 1.5 times the 

nominal working capacity. For vehicles with multiple canisters in a series configuration, 

the set of canisters must be preconditioned as a unit. For vehicles with multiple 

canisters in a parallel configuration, each canister shall be preconditioned separately. 

For vehicles equipped with a non-integrated refueling emission control system, the 

non-integrated canisters shall be preconditioned for the three-day diurnal test sequence 

according to the procedure in section 3.3.5(a) below. If a vehicle is designed to actively 

control evaporative or refueling emissions without a canister, the manufacturer shall 

devise an appropriate preconditioning procedure subject to the approval of the 

Executive Officer. If canisters on both certification and production vehicles are 

equipped with purge and load service ports, the service port shall be used for the 

canister preconditioning. The nominal working capacity of a carbon canister shall be 

established by determining the mass of butane required to load a stabilized canister to 
III - 24

a two gram breakthrough. The 2 gram breakthrough is defined as the point at which 

the cumulative quantity of hydrocarbons emitted is equal to 2 grams. The 

determination of nominal capacity shall be based on the average capacity of no less 

than five canisters which are in a stabilized condition. For stabilization, each canister 

must be cycled no less than 10 times and no more than 100 times to a two gram 

breakthrough with a 50/50 mixture by volume of butane and nitrogen, at a rate of 15 ± 2 

grams butane per hour. Each canister loading step must be preceded by canister 

purging with 300 canister bed volume exchanges at 48 SCFH. The following procedure 

shall be used to preload the canister: 

(a) Prepare the evaporative emission canister(s) for the canister 

purging and loading operation. The canister shall not be removed from the vehicle, 

unless access to the canister in its normal location is so restricted that purging and 

loading can only reasonably be accomplished by removing the canister from the 

vehicle. Special care shall be taken during this step so that the normal functions of the 

fuel system components or the normal pressure relationships in the system are not 

disturbed. The canister purge shall be performed with ambient air of controlled 

humidity to 50 ± 25 grains per pound of dry air. This may be accomplished by purging 

the canister in a room which is conditioned to this level of absolute humidity. The flow 

rate of the purge air shall be maintained at a nominal flow rate of 48 SCFH (22.7 slpm), 

and the duration shall be determined to provide a total purge volume flow through the 

canister equivalent to 300 canister charcoal bed volume exchanges. 

(b) The evaporative emission canister(s) shall then be loaded with an 

amount of commercial grade butane vapors equivalent to 1.5 times the nominal working 

capacity. Canister loading shall not be less than 1.5 times the nominal canister 

capacity. The canister shall be loaded with a mixture composed of 50 percent butane 

and 50 percent nitrogen by volume. The butane shall be loaded into the canister at a 

rate of 15 ± 2 grams of butane per hour. If the canister loading at this rate takes longer 

than 12 hours, a manufacturer may determine a new rate, based on completing the 

canister loading in no less than 12 hours. Either a Critical Flow Orifice (CFO) butane 

injection device, a gravimetric method, or electronic mass flow controllers shall be used 

to fulfill the requirements of this step. The time of completion of the canister loading 

activity shall be recorded. Manufacturers shall disclose to the Executive Officer their 

canister loading procedure. The protocol may not allow for the replacement of 

components. In addition, the Executive Officer may require that the manufacturer 

demonstrate that the procedure does not unduly disturb the components of the 

evaporative system. 

(c) Reconnect the evaporative emission canister(s), if applicable. 

3.3.5. For the supplemental two-day diurnal sequence, the evaporative emission 

storage canister(s) shall be loaded to the point of breakthrough using either (a) or (b) 

below. For vehicles with multiple canisters in a series configuration, the set of canisters 

must be preconditioned as a unit. For vehicles with multiple canisters in a parallel 
III - 25

configuration, each canister shall be preconditioned separately. For vehicles equipped 

with a non-integrated refueling emission control system, the non-integrated canisters 

shall be preconditioned for the supplemental two-diurnal test sequence according to the 

procedure in III.D.3.3.5(a). Breakthrough may be determined by emission measurement 

in an enclosure or by measuring the weight gain of an auxiliary evaporative canister 

connected downstream of the vehicle's canister, in which case, the following references 

to the enclosure can be ignored. The auxiliary canister shall be well purged with 

ambient air of humidity controlled to 50±25 grains per pound of dry air prior to loading. 

Breakthrough is defined as the point at which the cumulative quantity of hydrocarbons 

emitted is equal to 2 grams. 

(a) The following procedure provides for loading of the canister to 

breakthrough with a mixture composed of 50 percent butane and 50 percent nitrogen 

by volume. If the canisters on both certification and production vehicles are equipped 

with purge and load service ports, the service port shall be used for the canister 

preconditioning. 

1. Prepare the evaporative/refueling emission canister(s) for 

the canister loading operation. The canister shall not be removed from the vehicle, 

unless access to the canister in its normal location is so restricted that loading can only 

reasonably be accomplished by removing the canister from the vehicle. Special care 

shall be taken during this step to avoid damage to the components and the integrity of 

the fuel system. The evaporative emission enclosure shall be purged for several 

minutes. The FID hydrocarbon analyzer shall be zeroed and spanned immediately prior 

to the canister loading procedure. If not already on, the evaporative enclosure mixing 

fan shall be turned on at this time. Place the vehicle in the sealed enclosure and 

measure emissions with the FID. 

2. Load the canister with a mixture composed of 50/50 mixture 

by volume of butane and nitrogen at a rate of 40 ± 2 grams butane per hour. As soon 

as the canister reaches breakthrough, the vapor source shall be shut off. 

3. Reconnect the evaporative/refueling emission canister, 

if applicable. 

(b) The following procedure provides for loading the canister with 

repeated diurnal heat builds to breakthrough. 

1. The evaporative emission enclosure shall be purged for 

several minutes. The FID hydrocarbon analyzer shall be zeroed and spanned 

immediately prior to the diurnal heat builds. If not already on, the evaporative enclosure 

mixing fan shall be turned on at this time. The average temperature of the dispensed 

fuel shall be 60 ± 12o

F. Within one hour of being refueled, the vehicle shall be placed, 

with the engine shut off, in the evaporative emission enclosure. The fuel tank 

temperature sensor shall be connected to the temperature recording system. A heat 
III - 26

source, specified in 40 CFR §86.107-90(a)(4), shall be properly positioned with respect 

to the fuel tank(s) and connected to the temperature controller. 

2. The fuel may be artificially heated or cooled to the starting 

diurnal temperature of 65o

F. Turn off purge blower (if not already off); close and seal 

enclosure doors; and initiate measurement of the hydrocarbon level in the enclosure. 

When the fuel temperature reaches 65oF, start the diurnal heat build. The diurnal heat 

build should conform to the following function to within ± 4oF: 

F = To ± 0.4t 

F is the fuel temperature, oF 

To is the initial temperature, oF 

t is the time since beginning of test, minutes 

3. As soon as breakthrough occurs or when the fuel 

temperature reaches 105o

F, whichever occurs first, the heat source shall be turned off, 

the enclosure doors shall be unsealed and opened. If breakthrough has not occurred 

by the time the fuel temperature reaches 105oF, the heat source shall be removed from 

the vehicle, the vehicle shall be removed (with the engine still off) from the evaporative 

emission enclosure and the entire procedure outlined above shall be repeated until 

breakthrough occurs. 

4. After breakthrough occurs, the fuel tank(s) of the prepared 

vehicle shall be drained and filled with test fuel, as specified in paragraph III.F of these 

procedures, to the "tank fuel volume" defined in 40 CFR §86.1803-01. The fuel shall be 

stabilized to a temperature within ± 3o

F of the lab ambient before beginning the driving 

cycle for the exhaust emission test. 

3.4 As allowed under the provisions of section III.G of these test procedures, 

a manufacturer may propose, for Executive Officer approval, the use of an alternative 

method to precondition canisters in lieu of the methods required under sections 

III.D.3.3.4; III.D.3.3.5(a); and, III.D.3.3.5(b). The Executive Officer may conduct 

certification confirmatory tests and in-use compliance tests with the either the 

alternative canister loading method or the methods specified in sections III.D.3.3.4; 

III.D.3.3.5(a); and, III.D.3.3.5(b), as applicable. 

4. Dynamometer Procedure.

To be conducted according to 40 CFR §86.135-90 (December 8, 2005). For 

hybrid electric vehicles, the dynamometer procedure shall be performed pursuant to the 

"California Exhaust Emission Standards and Test Procedures for 2003 and Subsequent 

Model Zero-Emission Vehicles, and 2001 and Subsequent Model Hybrid Electric 

Vehicles, in the Passenger Car, Light-Duty Truck, and Medium-Duty Vehicle Classes" 

as incorporated by reference in §1962(e), title 13, CCR. 
III - 27

5. Engine Starting and Restarting. 

Amend 40 CFR §86.136-90 to read as follows: 

Revise section (c) to read: If the vehicle does not start after the manufacturer's 

recommended cranking time (or 10 continuous seconds in the absence of a 

manufacturer's recommendation), cranking shall cease for the period recommended by 

the manufacturer (or 10 seconds in the absence of a manufacturer's recommendation). 

This may be repeated for up to three start attempts. If the vehicle does not start after 

three attempts, the reason for failure to start shall be determined. The gas flow 

measuring device on the CVS (usually a revolution counter) or CFV shall be turned off 

and the sampler selector valves, including the alcohol sampler, placed in the "standby" 

position during this diagnostic period. In addition, either the CVS should be turned off, 

or the exhaust tube disconnected from the tailpipe during the diagnostic period. If 

failure to start is an operational error, the vehicle shall be rescheduled for testing from a 

cold start. 

6. Dynamometer Test Run, Gaseous and Particulate Emissions.

To be conducted according to 40 CFR §86.137-90. For hybrid electric vehicles, 

the dynamometer test run, gaseous and particulate emissions shall be performed 

pursuant to the "California Exhaust Emission Standards and Test Procedures for 2003 

and Subsequent Model Zero-Emission Vehicles, and 2001 and Subsequent Model 

Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck, and Medium-Duty 

Vehicle Classes" as incorporated by reference in §1962(e), title 13, CCR. 

7. Vehicle Fuel Tank Temperature Stabilization

Immediately after the hot transient exhaust emission test, the vehicle shall be 

soaked in a temperature controlled area between one hour to six hours, until the fuel 

and, if applicable, vapor temperatures are stabilized at 105o

F ± 3oF for one hour. This 

is a preparatory step for the running loss test. Cooling or heating of the fuel tank may 

be induced to bring the fuel to 105o

F. The fuel heating rate shall not exceed 5oF in any 

1-hour interval. Higher fuel heating rates are allowed with Executive Officer approval if 

the 5oF per hour heating rate is insufficient to heat the fuel to 105oF in the allowed soak 

time. The vehicle fuel temperature stabilization step may be omitted on vehicles whose 

tank fuel and, if applicable, vapor temperatures are already at 105o

F upon completion 

of the exhaust emission test. 

The initial fuel and, if applicable, vapor temperatures for the running loss test may be 

less than 105o

F with advance Executive Officer approval if the manufacturer is able to 

provide data justifying initial temperatures at least 3o

F lower than the required 105oF 

starting temperature. The test data shall include the maximum fuel temperatures 

experienced by the vehicle during an extended parking event and after a UDDS cycle 
III - 28

and be conducted on a day which meets the ambient conditions specified in section 

III.C.1.2, except the ambient temperature must be at least 105oF. During the profile 

generation, the temperature offset shall apply. 

The vehicle air conditioning system (if so equipped) shall be set to the "NORMAL" air 

conditioning mode and adjusted to the minimum discharge air temperature and high fan 

speed. Vehicles equipped with automatic temperature controlled air conditioning 

systems shall be operated in "AUTOMATIC" temperature and fan modes with the 

system set at 72o

F. 

8. Running Loss Test

After the fuel temperature is stabilized at 105oF or at the temperature specified 

by the manufacturer, the running loss test shall be performed. During the test, the 

running loss measurement enclosure shall be maintained at 105oF ± 5oF maximum and 

within ± 2o

F on average throughout the running loss test sequence. Control of the 

vapor temperature throughout the test to follow the vapor temperature profile generated 

according to the procedures in section III.C. is optional. In those instances where vapor 

temperature is not controlled to follow the profile, the measurement of the fuel tank 

pressure is not required, and 8.1.10 and 8.2.5 below shall not apply. In the event that a 

vehicle exceeds the applicable emission standard during confirmatory testing or in-use 

compliance testing, and the vapor temperature was not controlled, the manufacturer 

may, utilizing its own resources, test the vehicle to demonstrate if the excess emissions 

are attributable to inadequate control of vapor temperature. If the vehicle has more 

than one fuel tank, the fuel temperature in each tank shall follow the profile generated 

in paragraph III.C. If a warning light or gauge indicates that the vehicle's engine coolant 

has overheated, the test run may be stopped. 

8.1. If running loss testing is conducted using an enclosure which incorporates 

atmospheric sampling equipment, the manufacturer shall perform the following steps for 

each test: 

8.1.1. The running loss enclosure shall be purged for several minutes 

immediately prior to the test. If at any time the concentration of hydrocarbons, of 

alcohol, or of alcohol and hydrocarbons exceeds 15,000 ppm C, the enclosure should 

be immediately purged. This concentration provides at least a 4:1 safety factor against 

the lean flammability limit. 

8.1.2. Place the drive wheels of the vehicle on the dynamometer without 

starting the engine. 

8.1.3. Attach the exhaust tube to the vehicle tailpipe(s). 

8.1.4. The test vehicle windows and the luggage compartments shall be closed. 
III - 29

8.1.5. The fuel tank temperature sensor and the ambient temperature sensor 

shall be connected to the temperature recording system and, if required, to the air 

management and temperature controllers. The vehicle cooling fan shall be positioned 

as described in 40 CFR §86.135-90(b). During the running loss test, the cover of the 

vehicle engine compartment shall be closed as much as possible, windows shall be 

closed, and air conditioning system (if so equipped) shall be operated according to the 

requirements of paragraph III.C (§86.129-80 (d)(3)). Vehicle coolant temperature shall 

be monitored to ensure adequate vehicle coolant air to the radiator intake(s). The 

temperature recording system and the hydrocarbon and alcohol emission data 

recording system shall be started. 

8.1.6. Close and seal enclosure doors. 

8.1.7. When the ambient temperature is 105o

F ± 5oF, the running loss test shall 

begin. Analyze enclosure atmosphere for hydrocarbons and alcohol at the beginning of 

each phase of the test (i.e., each UDDS and 120 second idle; the two NYCCs and 120 

second idle) and record. This is the background hydrocarbon concentration, herein 

denoted as CHCa(n) for each phase of the test and the background methanol 

concentration, herein denoted as CCH3OHa(n) for each phase of the test. The methanol 

sampling must start simultaneously with the initiation of the hydrocarbon analysis and 

continue for 4.0 ± 0.5 minutes. Record the time elapsed during this analysis. If the 4 

minute sample period is inadequate to collect a sample of sufficient concentration to 

allow accurate Gas Chromatography analysis, rapidly collect the methanol sample in a 

bag and then bubble the bag sample through the impingers at the specified flow rate. 

The time elapsed between collection of the bag sample and flow through the impingers 

should be minimized to prevent any losses. 

8.1.8. The vehicle shall be driven through one UDDS, then two NYCCs and 

followed by one UDDS. Each UDDS and the NYCC driving trace shall be verified to 

meet the speed tolerance requirements of 40 CFR §86.115-78 (b) as modified by III.C. 

The end of each UDDS cycle and the two NYCCs shall be followed by an idle period of 

120 seconds during which the engine shall remain on with the vehicle in the same 

transmission range and clutch (if so equipped) actuation mode as specified in 

§86.128-79, modified by paragraph III.C.1.3. 

The fuel tank liquid temperature during the dynamometer drive shall be controlled within 

± 3o

F of the fuel tank temperature profile obtained on the road according to the 

procedures in paragraph III.C (40 CFR §86.129-80) for the same vehicle 

platform/powertrain/fuel tank configuration. If applicable, the fuel tank vapor 

temperature throughout the running loss test shall agree with the corresponding vapor 

temperature with a tolerance of ± 5oF. A running loss test with a fuel tank vapor 

temperature that exceeded the corresponding vapor temperature profile by more than 

the ± 5oF tolerance may be considered valid if test results comply with the applicable 

running loss evaporative emission standards. In addition, the fuel tank vapor 

temperature during the final 120 second idle period shall agree with the corresponding 
III - 30

vapor temperature from the on-road profile within ± 3oF. For testing conducted by the 

Executive Officer, vapor temperatures may be cooler than the specified tolerances 

without invalidating test results. The fuel tank temperatures shall be monitored at a 

frequency of at least once every 15 seconds. 

8.1.9. For engine starting and restarting, the provisions of §86.136-90(a) and (e) 

shall apply. If the vehicle does not start after the manufacturer's recommended 

cranking time or 10 continuous seconds in the absence of a manufacturer's 

recommendation, cranking shall cease for the period recommended by the 

manufacturer or 10 seconds in the absence of a manufacturer's recommendation. This 

may be repeated for up to three start attempts. If the vehicle does not start after these 

three attempts, cranking shall cease and the reason for failure to start shall be 

determined. If the failure is caused by a vehicle malfunction, corrective action of less 

than 30 minutes duration may be taken (according to 40 CFR §86.1830-01), and the 

test continued, provided that the ambient conditions to which the vehicle is exposed are 

maintained at 105o

F ± 5oF. When the engine starts, the timing sequence of the driving 

schedule shall begin. If the vehicle cannot be started, the test shall be voided. 

8.1.10. Tank pressure shall not exceed 10 inches of water during the running 

loss test unless a pressurized system is used and the manufacturer demonstrates in a 

separate test that vapor would not be vented to the atmosphere if the fuel cap was 

removed at the end of the test. Transitory incidents of the pressure exceeding 10 

inches of water, not greater than 10 percent of the total driving time, shall be acceptable 

during the running loss test if the manufacturer can demonstrate that the tank pressure 

does not exceed 10 inches of water during in-use operation. No pressure checks of the 

evaporative system shall be allowed. If the manufacturer suspects faulty or 

malfunctioning instrumentation, a repair of the test instrumentation may be performed. 

Under no circumstances will any changes/repairs to the evaporative emissions control 

system be allowed. 

8.1.11. The FID hydrocarbon analyzer shall be zeroed and spanned immediately 

prior to the end of each phase of the test. 

8.1.12. Analyze the enclosure atmosphere for hydrocarbons and for alcohol 

following each phase. This is the sample hydrocarbon concentration, herein denoted 

as CHCs(n) for each phase of the test and the sample alcohol concentration, herein 

denoted as CCH3OHs (n) for each phase of the test. The sample hydrocarbon and alcohol 

concentration for a particular phase of the test shall serve as the background 

concentration for the next phase of the test. The running loss test ends with completion 

of the final 120 second idle and occurs 72 ± 2 minutes after the test begins. The 

elapsed time of this analysis shall be recorded. 

8.1.13. Turn off the vehicle cooling fan and the vehicle underbody fan if used. 

The test vehicle windows and luggage compartment shall be opened. This is a 

preparatory step for the hot soak evaporative emission test. 
III - 31

8.1.14. The technician may now leave the enclosure through one of the 

enclosure doors. The enclosure door shall be open no longer than necessary for the 

technician to leave. 

8.2. If running loss testing is conducted using a cell which incorporates point 

source sampling equipment, the manufacturer shall perform the following steps for each 

test: 

8.2.1. The running loss test shall be conducted in a test cell meeting the 

specifications of 40 CFR §86.107-90 (a)(1) as modified by paragraph III.A.2 of these 

procedures. Ambient temperature in the running loss test cell shall be maintained at 

105 ± 5o

F maximum and within ± 2oF on average throughout the running loss test 

sequence. The ambient test cell temperature shall be measured in the vicinity of the 

vehicle cooling fan, and it shall be monitored at a frequency of at least once every 15 

seconds. The vehicle running loss collection system and underbody cooling apparatus 

(if applicable) shall be positioned and connected. The vehicle shall be allowed to 

re-stabilize until the liquid fuel tank temperature is within ± 3.0o

F of the initial liquid fuel 

temperature calculated according to paragraph III.C.1.5. (40 CFR §86.129-80) before 

the running loss test may proceed. 

8.2.2. The vehicle cooling fan shall be positioned as described in 40 CFR 

§86.135-90(b). During the running loss test, the cover of the vehicle engine 

compartment shall be closed as much as possible, windows shall be closed, and air 

conditioning system (if so equipped) shall be operated according to the requirements of 

paragraph III.C.1.3. (40 CFR §86.129-80). Vehicle coolant temperature shall be 

monitored to ensure adequate vehicle coolant air to the radiator intake(s). 

8.2.3. The vehicle shall be operated on the dynamometer over one UDDS, two 

NYCCs, and one UDDS. Each UDDS and NYCC driving trace shall be verified to meet 

the speed tolerance requirements of 40 CFR §86.115-78 (b) as modified by paragraph 

III.C. Idle periods of 120 seconds shall be added to the end of each of the UDDS and 

to the end of the two NYCCs. The transmission may be operated according to the 

specifications of 40 CFR §86.128-79 as modified by paragraph III.C.1.3. Engine 

starting and restarting shall be conducted according to paragraph III.D.8.1.9. 

8.2.4. The fuel tank liquid temperature during the dynamometer drive shall be 

controlled within ± 3oF of the fuel tank liquid temperature profile obtained on the road 

according to the procedures in paragraph III.C (40 CFR §86.129-80) for the same 

vehicle platform/powertrain/fuel tank configuration. If applicable, the fuel tank vapor 

temperature throughout the running loss test shall agree with the corresponding vapor 

temperature with a tolerance of ± 5oF. A running loss test with a fuel tank vapor 

temperature that exceeded the corresponding vapor temperature profile by more than 

the ± 5o

F tolerance may be considered valid if test results comply with the applicable 

running loss evaporative emission standards. In addition, the fuel tank vapor 
III - 32

temperature during the final 120 second idle period shall agree with the corresponding 

vapor temperature from the on-road profile within ± 3oF. For testing conducted by the 

Executive Officer, vapor temperatures may be cooler than the specified tolerances 

without invalidating test results. The fuel tank temperatures shall be monitored at a 

frequency of at least once every 15 seconds. 

8.2.5. Tank pressure shall not exceed 10 inches of water during the running loss 

test unless a pressurized system is used and the manufacturer demonstrates in a 

separate test that vapor would not be vented to the atmosphere if the fuel cap was 

removed at the end of the test. Transitory incidents of the pressure exceeding 10 

inches of water, not greater than 10 percent of the total driving time, shall be acceptable 

during the running loss test if the manufacturer can demonstrate that the tank pressure 

does not exceed 10 inches of water during in-use operation. No pressure checks of the 

evaporative system shall be allowed. If the manufacturer suspects faulty or 

malfunctioning instrumentation, a repair of the test instrumentation may be performed. 

Under no circumstances will any changes/repairs to the evaporative emissions control 

system be allowed. 

8.2.6. After the test vehicle is positioned on the dynamometer, the running loss 

vapor collection system shall be properly positioned at the specified discrete emissions 

sources, which include vapor vents of the vehicle's fuel system, if not already 

positioned. The typical vapor vents for current fuel systems are the vents of the 

evaporative emission canister(s) and the tank pressure relief vent typically integrated 

into the fuel tank cap as depicted in figure 1. Other designated places, if any, where 

fuel vapor can escape, shall also be included. 

8.2.7. The running loss vapor collection system may be connected to the 

PDP-CVS or CFV bag collection system. Otherwise, running loss vapors shall be 

sampled continuously with analyzers meeting the requirements of §86.107-90(a)(2). 

8.2.8. The temperature of the collection system until it enters the main dilution 

airstream shall be maintained between 175o

F to 200oF throughout the test to prevent 

fuel vapor condensation. 

8.2.9. The sample bags shall be analyzed within 20 minutes of their respective 

sample collection phases, as described in 40 CFR §86.137-90(b)(15). 

8.2.10. After the completion of the final 120 seconds, turn off the vehicle cooling 

fan and the vehicle underbody fan if used. 

8.3. Manufacturers may use an alternative running loss test procedure if it 

provides an equivalent demonstration of compliance. The use of an alternative 

procedure also requires the prior approval of the Executive Officer. However, The 

Executive Officer may conduct confirmatory testing or in-use compliance testing may be 

conducted by the Executive Officer using either the running loss measurement 
III - 33

enclosure incorporating atmospheric sampling equipment or in a test cell utilizing point 

source sampling equipment, as specified in paragraph III.A.2 (40 CFR 

§86.107-90(a)(1)), and in conjunction with the procedures as outlined in either 

paragraph III.D.8.1 or III.D.8.2 of this test procedure, or using the manufacturer’s 

approved alternative running loss test procedure for a specific evaporative family. 

9. Hot Soak Test

9.1 Amend the first paragraph of 40 CFR §86.138-90 as follows: For the 

three-day diurnal sequence, the hot soak evaporative emission test shall be conducted 

immediately following the running loss test. The hot soak test shall be performed at an 

ambient temperature of 105o

F ± 10.0oF for the first 5 minutes of the test. The 

remainder of the hot soak test shall be performed at 105oF ± 5.0oF and ± 2.0oF on 

average. 

9.2. Revise section (a) to read: If the hot soak test is conducted in the running 

loss enclosure, the final hydrocarbon and alcohol concentration for the running loss 

test, calculated in paragraph III.D.11.3.1(b), shall be the initial hydrocarbon 

concentration (time=0 minutes) CHCe1 and the initial alcohol concentration (time=0 

minutes) CCH3OHe1 for the hot soak test. If the vehicle must be transported to a different 

enclosure, sections 9.3 through 9.7, as modified below, shall be conducted. 

9.3. Revise section (d) to include: Analyze the enclosure atmosphere for 

hydrocarbons and alcohol and record. This is the initial (time=0 minutes) hydrocarbon 

concentration, CHCe1 and the initial (time=0 minutes) alcohol concentration, CCH3OHe1, 

required in paragraph III.D.11.3.1(a). 

9.4. Revise section (e) to read: If the hot soak test is not conducted in the 

running loss enclosure, the vehicle engine compartment cover shall be closed, the 

cooling fan shall be moved, the vehicle shall be disconnected from the dynamometer 

and exhaust sampling system, and then driven at minimum throttle to the vehicle 

entrance of the enclosure. 

9.5. Revise section (i) to read: If hot soak testing is not conducted in the same 

enclosure as running loss testing, the hot soak enclosure doors shall be closed and 

sealed within two minutes of engine shutdown and within seven minutes after the end 

of the running loss test. If running loss and hot soak testing is conducted in the same 

enclosure, the hot soak test shall commence immediately after the completion of the 

running loss test. 

9.6. Revise section (j) to read: The 60 ± 0.5 minutes hot soak begins when 

the enclosure door(s) are sealed or when the running loss test ends if the hot soak test 

is conducted in the running loss enclosure. 
III - 34

9.7 For the supplemental two-day diurnal test sequence, the hot soak test 

shall be conducted immediately following the hot start exhaust test. The hot soak test 

shall be performed at an ambient temperature between 68 to 86oF at all times. The hot 

soak test shall be conducted according to 40 CFR §86.138-90, revised by 9.2 through 

9.7 of this paragraph. 

10. Diurnal Breathing Loss Test 

A three-day diurnal test shall be performed in a variable temperature enclosure, 

described in paragraph III.A.1 of this test procedure. The test consists of three 24-hour 

cycles. For purposes of this diurnal breathing loss test, all references to methanol shall 

be applicable to alcohol. 

If testing indicates that a vehicle design may result in fuel temperature responses during 

enclosure testing that are not representative of in-use summertime conditions, the 

Executive Officer may adjust air circulation and temperature during the test as needed 

to ensure that the test sufficiently duplicates the vehicle's in-use experience. 

10.1 Revise 40 CFR §86.133-90 to read as follows: 

10.1.1. Revise section (a)(1) to read: Upon completion of the hot soak test, the 

test vehicle shall be soaked for no less than 6 hours nor more than 36 hours. For at 

least the last 6 hours of this period, the vehicle shall be soaked at 65oF ± 3oF. The 

diurnal breathing loss test shall consist of three 24-hour test cycles. 

10.1.2. Omit section (f). 

10.1.3. Omit section (i). 

10.1.4. Revise section (j) to read: Prior to initiating the emission sampling: 

10.1.5. Revise section (k) to read: Emission sampling shall begin within 10 

minutes of closing and sealing the doors, as follows: 

10.1.6. Revise section (k)(3) to read: Start diurnal heat build and record time. 

This commences the 24 hour ± 2 minute test cycle. 

10.1.7. Revise section (l) to read: For each 24-hour cycle of the diurnal 

breathing loss test, the ambient temperature in the enclosure shall be changed in real 

time as specified in the following table: 
III - 35

Hour 0 1 2 3 4 5 6 7 8 9 10 11 12 

(

o

F) 65.0 66.6 72.6 80.3 86.1 90.6 94.6 98.1 101.2 103.4 104.9 105.0 104.2 

Hour 13 14 15 16 17 18 19 20 21 22 23 24 -- 

(

o

F) 101.1 95.3 88.8 84.4 80.8 77.8 75.3 72.0 70.0 68.2 66.5 65.0 -- 

10.1.8. Omit section (m). 

10.1.9. Revise section (n) to read: The end of the first 24-hour cycle of the 

diurnal test occurs 24 hours ± 2 minutes after the heat build begins. Analyze the 

enclosure atmosphere for hydrocarbons and alcohol and record. This is the final 

hydrocarbon concentration, CHCe2, and the final alcohol concentration, CCH3OHe2, in 

paragraph III.D.11.3.1(c) which modifies 40 CFR §86.143-90, for this test cycle. The 

time (or elapsed time) of this analysis shall be recorded. The procedure, commencing 

with paragraph (k)(1) shall be repeated until three consecutive 24-hour tests are 

completed. The data from the test cycle yielding the highest diurnal hydrocarbon mass 

shall be used in evaporative emissions calculations as required by paragraph 

III.D.11.3.1(c). which modifies 40 CFR §86.143-90. 

10.1.10. Revise section (q) to read: Upon completion of the final 24-hour test 

cycle, and after the final alcohol sample has been collected, the enclosure doors shall 

be unsealed and opened. 

10.1.11. Omit section (r). 

10.1.12. Add section (t) to read: For hybrid electric vehicles, the manufacturer 

shall specify the working capacity of the evaporative emission control canister, and shall 

specify the number of 24-hour diurnals that can elapse before the auxiliary power unit 

will activate solely for the purposes of purging the canister of hydrocarbon vapor. 

10.1.13. Add section (u) to read: In order to determine that the working capacity 

of the canister is sufficient to store the hydrocarbon vapor generated over the 

manufacturer specified number of days between auxiliary power unit activation events 

for the purposes of purging the evaporative canister, the evaporative canister shall be 

weighed after completion of the three-day diurnal period. The weight of the vapor 

contained in the canister shall not exceed the working capacity of the canister multiplied 

by three days and divided by the manufacturer specified number of days between 

auxiliary power unit activation events. 
III - 36

10.1.14. Add section (v) to read: The manufacturer shall specify the time 

interval of auxiliary power unit operation necessary to purge the evaporative emission 

control canister, and shall submit an engineering analysis to demonstrate that the 

canister will be purged to within five percent of its working capacity over the time 

interval. 

The two-day diurnal test shall be performed in an enclosure, described in paragraph 

III.A.1 of this test procedure. The test consists of two 24-hour cycles. The test 

procedure shall be conducted according to 40 CFR §86.133-90, revised by 10.1.1 

through 10.1.15 of this paragraph except that only two consecutive 24-hour cycles will 

be performed. For the purposes of this diurnal breathing loss test, all references to 

methanol shall be applicable to alcohol. 

11. Calculations: Evaporative Emissions

Revise 40 CFR §86.143-90 as follows: 

11.1. Revise section (a) to read: The calculation of the net hydrocarbon plus 

methanol mass change in the enclosure is used to determine the diurnal, hot soak, and 

running loss mass emissions. If the emissions also include ethanol and other alcohol 

components, the manufacturer shall determine an appropriate calculation(s) which 

reflect characteristics of the alcohol component similar to the equations below, subject 

to the Executive Officer approval. The mass changes are calculated from initial and 

final hydrocarbon and methanol concentrations in ppm carbon, initial and final 

enclosure ambient temperatures, initial and final barometric pressures, and net 

enclosure volume using the following equations: 

11.2. Revise section (a)(1) to read: 

Methanol calculations shall be conducted according to 40 CFR 

§86.143-96(b)(1)(i), as amended March 24, 1993. 

11.3. Revise section (a)(2) to read: 

11.3.1 For hydrocarbons: 

(a) Hot soak HC mass. For fixed volume enclosures, the hot 

soak enclosure mass is determined as: 

MHChs = [2.97x (Vn - 50) x10-4 x {Pf (CHCe2 - rCCH3OHe2)/Tf - Pi (CHCe1 - rCCH3OHe1)/Ti}] 

where: MHChs is the hot soak HC mass emissions (grams) 
III - 37

Vn is the enclosure nominal volume if the running loss 

enclosure is used or the enclosure volume at 105oF if 

the diurnal enclosure is used. (ft3) 

Pi is the initial barometric pressure (inches Hg) 

Pf is the final barometric pressure (inches Hg) 

CHCe2 is the final enclosure hydrocarbon 

concentration including FID response to methanol in

the sample (ppm C) 

CHCe1 is the initial enclosure hydrocarbon 

concentration including FID response to methanol in

the sample (ppm C) 

CCH3OHe2 is the final methanol concentration 

calculated according to §86.143-90 (a)(2)(iii) (ppm C 

equivalent) 

CCH3OHe1 is the initial methanol concentration 

calculated according to §86.143-90 (a)(2)(iii) (ppm C 

equivalent) 

r is the FID response factor to methanol 

Ti is the initial enclosure temperature (oR) 

Tf is the final enclosure temperature (oR) 

For variable volume enclosures, calculate the hot soak enclosure mass (MHChs ) 

according to the equation used above except that Pf and Tf shall equal Pi and Ti . 

(b) Running loss HC mass. The running loss HC mass per 

distance traveled is defined as: 

MHCrlt = (MHCrl(1) + MHCrl(2) + MHCr1(3))/(Drl(1) + Drl(2) + Drl(3)) 

where: MHCrlt is the total running loss HC mass per distance 

 traveled (grams HC per mile) 

MHCrl(n) is the running loss HC mass for phase n of 

the test (grams HC) 
III - 38

Drl(n) is the actual distance traveled over the driving 

cycle for phase n of the test (miles) 

For the point-source method: 

Hydrocarbon emissions: 

MHCrl(n) = (CHCs(n) - CHCa(n) ) x 16.88 x Vmix x 10-6

where: CHCs(n) is the sample bag HC concentration for 

 phase n of the test (ppm C) 

CHCa(n) is the background bag concentration for 

phase n of 

the test (ppm C) 

16.88 is the density of pure vapor at 68o

F (grams/ft3) 

Vmix is the total dilute CVS volume (std. ft3) 

and: Vmix is calculated per 40 CFR §86.144-90 

Methanol emissions: 

MCH3OHrl(n) = (CCH3OHs(n) - CCH3OHa(n)) x 37.74 x Vmix

where: CCH3OHs(n) is the sample bag methanol concentration 

for phase n of the test (ppm C equivalent) 

CCH3OHa(n) is the background bag concentration for 

phase n of the test (ppm C equivalent) 

37.71 is the density of pure vapor at 68oF (grams/ft3) 

Vmix is the total dilute CVS volume (std. ft3

) 

and: Vmix is calculated per 40 CFR §86.144-90 

For the enclosure method: 

MHCrl(n) shall be determined by the same method as 

the hot soak hydrocarbon mass emissions 

determination specified in paragraph III.D.11.3.1(a). 
III - 39

(c) Diurnal mass. For fixed volume enclosures, the HC mass 

for each of the three diurnals is defined for an enclosure as: 

MHCd = [2.97x(V - 50)x10-4x{Pf (CHCe2 - rCCH3OHe2)/Tf - Pi (CHCe1 - rCCH3OHe1)/Ti }] 

 + MHC, out - MHC, in

 where: MHCd is the diurnal HC mass emissions (grams) 

V is the enclosure volume at 65o F (ft3) 

Pi is the initial barometric pressure (inches Hg) 

Pf is the final barometric pressure (inches Hg) 

CHCe2 is the final enclosure hydrocarbon 

concentration including FID response to methanol in

the sample (ppm C) 

CHCe1 is the initial enclosure hydrocarbon 

concentration including FID response to methanol in

the sample (ppm C) 

CCH3OHe2 is the final methanol concentration 

calculated according to 40 CFR §86.143-90 (a)(2)(iii) 

CCH3OHe1 is the initial methanol concentration 

calculated according to 40 CFR §86.143-90 (a)(2)(iii) 

r is the FID response factor to methanol 

Ti is the initial enclosure temperature (oR) 

Tf is the final enclosure temperature (oR) 

MHC, out is the mass of hydrocarbon exiting the 

enclosure from the beginning of the cycle to the end 

of the cycle (grams) 

MHC, in is the mass of hydrocarbon entering the 

enclosure from the beginning of the cycle to the end 

of the cycle (grams) 

For variable volume enclosures, calculate the HC mass for each of the three diurnals 

(MHCd) according to the equation used above except that Pf and Tf shall equal Pi and Ti

and MHC, out and MHC, in shall equal zero. 
III - 40

11.3.2. Revise section (a)(3) to read: 

The total mass emissions shall be adjusted as follows: 

(1) Mhs = MHChs + (14.2284/32.042) x 10-6 MCH3OH

(2) Mdi = MHCd + (14.3594/32.042) x 10-6MCH3OH

(3) Mrl = MHCrlt + (14.2284/32.042) x 10-6 MCH3OH

11.3.3. Revise section (b) to read: The final evaporative emission test 

results reported shall be computed by summing the adjusted evaporative emission 

result determined for the hot soak test (Mhs) and the highest 24-hour result determined 

for the diurnal breathing loss test (Mdi). The final reported result for the running loss 

test shall be the adjusted emission result (Mr1), expressed on a grams per mile basis. 

E. Liquefied Petroleum Gas-fueled Vehicles 

1. For 1983 and subsequent model-year LPG-fueled motor vehicles, the 

introduction of 40 percent by volume of chilled fuel and the heating of the fuel tank 

under the diurnal part of the evaporative test procedures shall be eliminated. 

2. Calculation of LPG Emissions. The evaporative emissions for LPG systems 

shall be calculated in accordance with 40 CFR §86.143-78 or §86.143-90 except that a 

H/C ratio of 2.658 shall be used for both the diurnal and hot soak emissions. 

F. Fuel Specifications 

Evaporative emission test fuel shall be the fuel specified for exhaust emission 

testing as specified in the "California Exhaust Emission Standards and Test Procedures 

for 2001 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty 

Vehicles," except as provided in section III.G. of these test procedures. 

G. Alternative Test Procedures 

If a manufacturer uses for evaporative and exhaust emission testing a gasoline 

test fuel meeting the specifications set forth in 40 CFR §86.113-94(a)(1), the 

manufacturer may use the evaporative emission test procedures set forth in 40 CFR 

§§86.107-96 through 86.143-96 in place of the test procedures set forth in these test 

procedures. 

Manufacturers may use an alternative set of test procedures to demonstrate 

compliance with the standards set forth in section I.E. of these test procedures with 

advance Executive Officer approval if the alternative procedure is demonstrated to yield 
III - 41

test results equivalent to, or more stringent than, those resulting from the use of the test 

procedures set forth in section III.D. of these test procedures. 

If the manufacturer uses for certification a test procedure other than section III.D, the 

Executive Officer has the option to conduct confirmatory and in-use compliance testing 

with the test procedures set forth in section III.D. of this California Evaporative Emission 

Standards and Test Procedures for 2001 and Subsequent Model Motor Vehicles. 

H. Use of Comparable Federal Requirements for Carry-across Specifications 

and Road Profile Correction Factors 

Upon prior written approval of the Executive Officer, a manufacturer may use the 

comparable federal requirements in Title 40, CFR, Part 86 in lieu of the carry-across 

specifications of paragraph II.A. of these test procedures and the running loss road 

profile correction factors of paragraph III.C. The Executive Officer shall approve a 

manufacturer's request if the manufacturer demonstrates to the Executive Officer that 

the alternative methodology will not adversely affect in-use evaporative emissions. 
IV- 1

PART IV. EVAPORATIVE EMISSION TEST PROCEDURES FOR MOTORCYCLES

1. For the purposes of these procedures, the following references in 40 CFR, 

Part 86, Subpart B to light-duty vehicle evaporative testing shall also apply to 

motorcycles: 40 CFR §§86.117-78, 86.117-90, 86.121-82 and 86.121-90. In addition, 

40 CFR, Part 86, Subparts E, F, and other cited sections of Subpart B are incorporated 

into this test procedure by reference. 

2. Preconditioning shall be performed in accordance with 40 CFR 

§86.532-78. The provisions of §86.132-78 which prohibit abnormal loading of the 

evaporative emission control system during fueling and setting the dynamometer 

horsepower using a test vehicle shall be observed. Additional preconditioning (40 CFR 

§86.132-82(a)(3) and §86.132-90(a)(3)) may be allowed by the Executive Officer under 

unusual circumstances. 

3. Instrumentation. The instrumentation necessary to perform the 

motorcycle evaporative emission test is described in 40 CFR §86.107-78 and 

§86.107-90, with the following changes: 

(i) Revise section (a)(4) to read: Tank fuel heating system. The tank 

fuel heating system shall consist of two separate heat sources with two temperature 

controllers. A typical heat source is a pair of heating strips. Other sources may be 

used as required by circumstances and the Executive Officer may allow manufacturers 

to provide the heating apparatus for compliance testing. The temperature controllers 

may be manual, such as variable transformers, or they may be automated. Since vapor 

and fuel temperature are to be controlled independently, an automatic controller is 

recommended for the fuel. The heating system must not cause hot spots on the tank 

wetted surface which could cause local overheating of the fuel or vapor. Heating strips 

for the fuel, if used, should be located as low as practicable on the tank and should 

cover at least 10 percent of the wetted surface. The centerline of the fuel heating 

strips, if used, shall be below 30 percent of the fuel depth as measured from the bottom 

of the fuel tank and approximately parallel to the fuel level in the tank. The centerline of 

the vapor heating strips, if used, should be located at the approximate height of the 

center of the vapor volume. The temperature controller must be capable of controlling 

the fuel and vapor temperatures to the diurnal heating profile within the specified 

tolerance. 

(ii) Revise section (a)(5) (Temperature Recording System) to read: In 

addition to the specifications in this section, the vapor temperature in the fuel tank shall 

be measured. When the fuel or vapor temperature sensors cannot be located in the 

fuel tank to measure the temperature of the prescribed test fuel or vapor at the 

approximate mid-volume, sensors shall be located at the approximate mid-volume of 

each fuel or vapor containing cavity. The average of the readings from these sensors 

shall constitute the fuel or vapor temperature. The fuel and vapor temperature sensors 

shall be located at least one inch away from any heated tank surface. The Executive 
IV- 2

Officer may approve alternate sensor locations where the specifications above cannot 

be met or where tank symmetry provides redundant measurements. 

(iii) Calibration shall be performed in accordance with 40 CFR 

§86.516-78 or §86.516-90. 

4. Test Procedure 

(i) The motorcycle exhaust emission test sequence is described in 

40 CFR §86.530-78 through §86.540-78. The SHED test shall be accomplished by 

performing the diurnal portion of the SHED test (40 CFR §86.133-78 except 

subsections a(1), k, and p; §86.133-90 except subsections a(1), l, and s; and neglecting 

references to windows and luggage compartments in these sections) after 

preconditioning and soak but prior to the "cold" start test. The fuel will be cooled to 

below 30oC after the diurnal test. The "cold" and "hot" start exhaust emission tests 

shall then be run. The motorcycle will then be returned for the hot soak portion of the 

SHED test. This general sequence is shown in Figure E78-10, under 4- CFR 

§86.130-78. The specified time limits shall be followed with the exception of soak times 

which are specified in 40 CFR §86.532-78 for motorcycles. 

Running loss tests, when necessary, will be performed in accordance with 40 CFR 

§86.134-78, except references to §§86.135-82 through 86.137-82 and §§86.135-90 

through 86.137-90 shall mean §§86.535-78 through 86.537-78. 

(ii) A manufacturer of Class III motorcycles with annual California 

sales of less than 500 units using an assigned evaporative emission control system DF 

pursuant to paragraph II.B.2.1.1(vii) shall measure and report to the Executive Officer 

exhaust emissions from the CVS test between the diurnal and the hot soak tests even if 

the test is being conducted for evaporative emissions only. The exhaust emission 

levels projected for the motorcycle’s useful life utilizing the exhaust emission DF 

determined during previous federal or California certification testing shall not exceed the 

standards set forth in section 1958, title 13, CCR.

(iii) The fuel and vapor temperatures for the diurnal portion of the 

evaporative emission test shall conform to the following functions within ± 1.7oC with 

the tank filled to 50 percent ±2.5 of its actual capacity, and with the motorcycle resting 

on its center kickstand (or a similar support) in the vertical position. 

Tf = (1/3)t + 15.5oC 

Tv = (1/3)t + 21.0oC 

where Tf = fuel temperature, oC 

Tv = vapor temperature, oC 

t = time since the start of the diurnal temperature rise, minutes.

 
IV- 3

The test duration shall be 60 ± 2 minutes, giving a fuel and vapor temperature rise of 

20oC. The final fuel temperature shall be 35.5oC ± 0.5 oC. 

An initial vapor temperature up to 5oC above 21oC may be used. For this condition, the 

vapor shall not be heated at the beginning of the diurnal test. When the fuel 

temperature has been raised to 5.5oC below the vapor temperature by following the Tf

function, the remainder of the vapor heating profile shall be followed. 

(iv) An alternate temperature rise for the diurnal test may be approved 

by the Executive Officer. If a manufacturer has information which shows that a 

particular fuel tank design will change the temperature rise significantly from the 

function above, the manufacturer may present the information to the Executive Officer 

for evaluation and consideration. 

(v) The hot soak evaporative emission test shall be performed 

immediately following the "hot" start exhaust emission test. This test is described in 40 

CFR §§86.138-78 and 86.138-90, except for §§86.138-78(d) and 86.138-90(e) which 

are revised to require that the motorcycle be pushed with the engine off rather than 

driven at a minimum throttle from the dynamometer to the SHED. 

(vi) Calculations shall be performed in accordance with 40 CFR 

§86.143-78 or 86.143-90, except the standard volume for a motorcycle shall be 5ft3

instead of 50 ft3

. 
 Figure 1: Running Loss Vapor Vent Collection System 

Attachment B 
START

FUEL DRAIN & FILL

COLD SOAK

VEHICLE PRECONDITIONING

FUEL DRAIN & FILL

COLD SOAK

CANISTER PURGE & LOAD

COLD START EXHAUST TEST

HOT START EXHAUST TEST

FUEL TANK TEMP.

STABILIZATION 105 F

RUNNING LOSS TEST - 

UDDS, NYCC, NYCC, UDDS

AT 105 F TEMPERATURE

HOT SOAK ENCLOSURE TEST

AT 105 F

VEHICLE SOAK

LAST 6 HOURS AT 65 F

COLD SOAK

CANISTER PURGE & LOAD

COLD START EXHAUST TEST

HOT START EXHAUST TEST

HOT SOAK ENCLOSURE TEST

AT 68 F TO 86 F

VEHICLE SOAK

LAST 6 HOURS AT 65 F

Figure 2: Test Procedure for 2001 and Subsequent Model Motor Vehicles

DIURNAL TEST - 72 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END

DIURNAL TEST - 48 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END

START

FUEL DRAIN & FILL

COLD SOAK

VEHICLE PRECONDITIONING

FUEL DRAIN & FILL

COLD SOAK

CANISTER PURGE & LOAD

COLD START EXHAUST TEST

HOT START EXHAUST TEST

FUEL TANK TEMP.

STABILIZATION 105 F

RUNNING LOSS TEST - 

UDDS, NYCC, NYCC, UDDS

AT 105 F TEMPERATURE

HOT SOAK ENCLOSURE TEST

AT 105 F

VEHICLE SOAK

LAST 6 HOURS AT 65 F

COLD SOAK

CANISTER PURGE & LOAD

COLD START EXHAUST TEST

HOT START EXHAUST TEST

HOT SOAK ENCLOSURE TEST

AT 68 F TO 86 F

VEHICLE SOAK

LAST 6 HOURS AT 65 F

DIURNAL TEST - 72 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END

DIURNAL TEST - 48 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END
FUEL DRAIN & FILL

COLD SOAK

VEHICLE PRECONDITIONING

FUEL DRAIN & FILL

COLD SOAK

CANISTER PURGE & LOAD

HOT START TEST

FUEL TANK TEMP.

STABILIZATION 105 F

RUNNING LOSS TEST - 

UDDS, NYCC, NYCC, UDDS

AT 105 F TEMPERATURE

HOT SOAK ENCLOSURE TEST

AT 105 F

VEHICLE SOAK

LAST 6 HOURS AT 65 F

 EXHAUST 

OR EVAP

TEST?

EXH 4 PHASE EXHAUST TEST

COLD START TEST

EVAP

COLD SOAK

CANISTER PURGE & LOAD

START

ALL ELECTRIC RANGE TEST

VEHICLE SOAK

LAST 6 HOURS AT 65 F

HOT SOAK ENCLOSURE TEST

AT 68 F TO 86 F

HOT START TEST

COLD START TEST

DIURNAL TEST - 48 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END

DIURNAL TEST - 72 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END

Figure 3A: Test Procedure for 2001 and Subsequent Model Hybrid Electric Vehicles
START

ALL ELECTRIC RANGE TEST

FUEL DRAIN & FILL

COLD SOAK

VEHICLE PRECONDITIONING

FUEL DRAIN & FILL

COLD SOAK

CANISTER PURGE & LOAD

4 PHASE EXHAUST TEST

FUEL TANK TEMP.

STABILIZATION 105 F

RUNNING LOSS TEST - 

UDDS, NYCC, NYCC, UDDS

AT 105 F TEMPERATURE

HOT SOAK ENCLOSURE TEST

AT 105 F

VEHICLE SOAK

LAST 6 HOURS AT 65 F

COLD SOAK

CANISTER PURGE & LOAD

4 PHASE EXHAUST TEST

HOT SOAK ENCLOSURE TEST

AT 68 F TO 86 F

VEHICLE SOAK

LAST 6 HOURS AT 65 F

DIURNAL TEST - 48 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END

DIURNAL TEST - 72 HOURS

VARIABLE TEMP. SHED (65 F TO 105 F)

END

Figure 3B: Test Procedure for 2001 and Subsequent Model Hybrid Electric Vehicles